Patents by Inventor Michael Hoeck
Michael Hoeck has filed for patents to protect the following inventions. This listing includes patent applications that are pending as well as patents that have already been granted by the United States Patent and Trademark Office (USPTO).
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Publication number: 20170037949Abstract: To reduce the complexity and the outlay involved in the development and implementation in a vehicle of systems and methods known from the prior art for operating a differential-free, clutch-controlled balancing unit having a first clutch and a second clutch, the invention provides for the first clutch and the second clutch to be controlled independently of the driving conditions, and always using the same variable controlled variable of the same value.Type: ApplicationFiled: December 18, 2013Publication date: February 9, 2017Inventors: Michael Hoeck, Harwin Niessen
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Patent number: 9132730Abstract: A method for the distribution of drive torque to the wheels of a driven axle of a motor vehicle. The bend slip between a bend-inside and a bend-outside wheel of an axle of the motor vehicle during cornering is calculated. The inner drive slip between the bend-inside driven wheel and the bend-inside nondriven wheel is calculated. The drive torque is distributed as a function of a difference between the inner drive slip and the bend slip, multiplied by a scaling factor.Type: GrantFiled: May 24, 2007Date of Patent: September 15, 2015Assignee: GETRAG Driveline Systems GmbHInventors: Michael Hoeck, Harwin Niessen
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Patent number: 8739915Abstract: A drivetrain for a motor vehicle, which has a permanently driven rear axle and a front axle which is driven on demand. The drivetrain comprises a drive unit whose output is connected to an input member of a differential of the rear axle and to a clutch arrangement for driving the front axle. The clutch arrangement has a first and a second friction clutch which can be controlled substantially independently of one another. The input members of said friction clutches are connected to the output of the drive unit. The output members of said friction clutches being connected respectively to a left and to a right driveshaft of the front axle.Type: GrantFiled: March 7, 2007Date of Patent: June 3, 2014Assignee: GETRAG Driveline Systems GmbHInventors: Michael Hoeck, Hans-Peter Nett, Michael Auweiler
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Patent number: 8398523Abstract: A drivetrain for an all-wheel-drive vehicle which has a first driven axle and a second driven axle. A drive unit is connected to a multi-stage transmission which has a multiplicity of gear stages for generating different transmission ratios. A transmission output shaft of the multi-stage transmission is connected to the first driven axle. The drive unit is also connected to an activating arrangement, the output element of which is connected to the second driven axle. Thus drive power can be supplied to the first axle permanently via the multi-stage transmission and drive power can be supplied to the second axle on demand via the activating arrangement. The activating arrangement has a first activating friction clutch and a second activating friction clutch which are designed to supply drive power to the second axle via a first and a second transmission ratio stage, respectively. The first transmission ratio stage is assigned to at least one lower gear stage of the multi-stage transmission.Type: GrantFiled: June 4, 2009Date of Patent: March 19, 2013Assignee: GETRAG Driveline Systems GmbHInventors: Hans-Peter Nett, Bernd Oberhausen, Michael Hoeck, Jan Haupt
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Patent number: 8215440Abstract: A drive train of a vehicle is disclosed which comprises a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle. Because the switch-on mechanism and/or the side shaft couplings have frictionally engaged couplings, it can be that when the secondary axle is uncoupled, the shutdown section of the secondary drive train located between the switch-on device and the side shaft couplings is uncoupled both from the primary axle and from the secondary drive wheels, such that there is no more power loss in this shutdown section, whereby connecting the secondary drive train during travel is possible all the same and losses in comfort and practicability do not have to be tolerated.Type: GrantFiled: April 30, 2009Date of Patent: July 10, 2012Assignee: Getrag Driveline Systems, GmbHInventors: Werner Hoffmann, Hans-Peter Nett, Michael Hoeck, Jan Potulski, Matthias Adelt
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Publication number: 20090305839Abstract: A drivetrain for an all-wheel-drive vehicle which has a first driven axle and a second driven axle. A drive unit is connected to a multi-stage transmission which has a multiplicity of gear stages for generating different transmission ratios. A transmission output shaft of the multi-stage transmission is connected to the first driven axle. The drive unit is also connected to an activating arrangement, the output element of which is connected to the second driven axle. Thus drive power can be supplied to the first axle permanently via the multi-stage transmission and drive power can be supplied to the second axle on demand via the activating arrangement. The activating arrangement has a first activating friction clutch and a second activating friction clutch which are designed to supply drive power to the second axle via a first and a second transmission ratio stage, respectively. The first transmission ratio stage is assigned to at least one lower gear stage of the multi-stage transmission.Type: ApplicationFiled: June 4, 2009Publication date: December 10, 2009Applicant: GETRAG DRIVELINE SYSTEMS GMBHInventors: Hans-Peter Nett, Bernd Oberhausen, Michael Hoeck, Jan Haupt
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Publication number: 20090277711Abstract: The invention relates to a drive train of a vehicle, comprising a permanently driven primary axle and a secondary axle connectable to the primary axle via a switch-on device with a switch-on mechanism, whereby the secondary drive train output via side shaft couplings is transferred to the drive wheels of the secondary axle. A disadvantage to these drive trains is that also when the secondary axles are not connected their components are dragged along by the vehicle drive or by the drive wheels rolling away on the roadway, causing power losses. Complete shutdown of the secondary drive train to date is executed only by manually switchable wheel hub couplings which are however a disadvantage with respect to ease of use and practicability.Type: ApplicationFiled: April 30, 2009Publication date: November 12, 2009Inventors: Werner Hoffmann, Hans-Peter Nett, Michael Hoeck, Jan Potulski, Matthias Adelt
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Patent number: 7553251Abstract: A power divider for a motor vehicle with a first and a second driven axle, with an input member which is connectable to the output of a drive unit, with a transverse differential for the first driven axle and an output member which is connectable to the second driven axle, and with a friction clutch which has two friction members, one of the friction members being connected to the output member, the other friction member being connected axially rigidly to an input element of the transverse differential, and the input element of the transverse differential being supported in the axial direction on the output member.Type: GrantFiled: September 28, 2006Date of Patent: June 30, 2009Assignee: GETRAG Driveline Systems GmbHInventors: Hans-Peter Nett, Michael Hoeck, Jan Haupt
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Publication number: 20080029328Abstract: A drivetrain for a motor vehicle, which has a permanently driven rear axle and a front axle which is driven on demand. The drivetrain comprises a drive unit whose output is connected to an input member of a differential of the rear axle and to a clutch arrangement for driving the front axle. The clutch arrangement has a first and a second friction clutch which can be controlled substantially independently of one another. The input members of said friction clutches are connected to the output of the drive unit. The output members of said friction clutches being connected respectively to a left and to a right driveshaft of the front axle.Type: ApplicationFiled: March 7, 2007Publication date: February 7, 2008Inventors: Michael Hoeck, Hans-Peter Nett, Michael Auweiler
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Publication number: 20070282512Abstract: A method for the distribution of drive torque to the wheels of a driven axle of a motor vehicle. The bend slip between a bend-inside and a bend-outside wheel of an axle of the motor vehicle during cornering is calculated. The inner drive slip between the bend-inside driven wheel and the bend-inside nondriven wheel is calculated. The drive torque is distributed as a function of a difference between the inner drive slip and the bend slip, multiplied by a scaling factor.Type: ApplicationFiled: May 24, 2007Publication date: December 6, 2007Inventors: Michael Hoeck, Harwin Niessen
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Publication number: 20070155577Abstract: A power divider for a motor vehicle with a first and a second driven axle, with an input member which is connectable to the output of a drive unit, with a transverse differential for the first driven axle and an output member which is connectable to the second driven axle, and with a friction clutch which has two friction members, one of the friction members being connected to the output member, the other friction member being connected axially rigidly to an input element of the transverse differential, and the input element of the transverse differential being supported in the axial direction on the output member.Type: ApplicationFiled: September 28, 2006Publication date: July 5, 2007Inventors: Hans-Peter Nett, Michael Hoeck, Jan Haupt