Patents by Inventor Tobias Haerter
Tobias Haerter 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: 20190100092Abstract: An electric vehicle drive includes an electric motor, an axle drive and a multistep reduction gear that is arranged between the electric motor and the axle drive, is intended in structural terms for shifting at least two forward gears, and includes precisely three planetary gear stages that are operatively interconnected includes sun gears, internal gears and planet carriers, a transmission input element for attaching the electric motor for conjoint rotation, and a transmission output element for attaching the axle drive for conjoint rotation. The transmission input element being permanently connected to the sun gear of the first planetary gear stage for conjoint rotation. The transmission output element being permanently connected to the planet carrier of the third planetary gear stage for conjoint rotation. At least the planet carrier of the first planetary gear stage and the sun gear of the third planetary gear stage are permanently interconnected for conjoint rotation.Type: ApplicationFiled: March 2, 2017Publication date: April 4, 2019Inventors: Tobias SCHILDER, Josep Maria BOU ROMANO, Klaus RIEDL, Tobias HAERTER
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Publication number: 20180149213Abstract: A method for controlling a positive gearshift unit is disclosed. In an engagement procedure, a coupling element, which is connected to a first coupling half and which has a beveled coupling toothing, is brought into engagement with a blocking element, which has a blocking toothing and which is connected to a second coupling half, and is brought into engagement with a catch element, which is connected to the second coupling half, which has a beveled catch toothing, and which is able to move circumferentially with respect to the blocking element. In the engagement procedure, a touch-point is set which comes after a crossing of a synchronous rotational speed in a rotational speed difference profile.Type: ApplicationFiled: March 10, 2016Publication date: May 31, 2018Applicant: Daimler AGInventors: Nils TONIUS, Tobias HAERTER
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Patent number: 9964159Abstract: A multi-stage transmission for a motor vehicle is disclosed. The transmission has a transmission input shaft, at least four planetary gear stages which are disposed one behind the other along a main axis of rotation, and at least one combined gear shift unit which is configured as a brake and has a rotatable coupling element as well as a friction-locking unit and a form-locking unit connected in parallel with the friction-locking unit, which are in each case provided in order to connect the rotatable coupling element fixedly to the housing. One of the planetary gear stages is associated with the combined gear shift unit and includes a transmission element which is permanently connected non-rotatably to the rotatable coupling element. The planetary gear stage associated with the combined gear shift unit includes a further transmission element which is permanently connected non-rotatably to the transmission input shaft.Type: GrantFiled: June 17, 2014Date of Patent: May 8, 2018Assignee: Daimler AGInventors: Tobias Schilder, Klaus Riedl, Juergen Schweitzer, Tobias Haerter, Thomas Kull
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Patent number: 9939028Abstract: A transmission device for a motor vehicle is disclosed. The transmission device includes at least one coupling unit, which for non-rotatable connection of two coupling elements, has a friction-locking unit and a form-locking unit connected in parallel to the friction-locking unit. The device further includes a first hydraulic and/or pneumatic actuator for actuation of the form-locking unit, a second hydraulic and/or pneumatic actuator for actuating the friction-locking unit, and a directional valve for controlling the first actuator provided for actuation of the form-locking unit. The directional valve has a control line connection which in at least one operational state is connected in pressure terms to the second actuator provided for actuation of the friction-locking unit.Type: GrantFiled: June 13, 2014Date of Patent: April 10, 2018Assignee: Daimler AGInventors: Nils Tonius, Markus Brandenburg, Tobias Haerter, Markus Rossmeier
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Publication number: 20170191560Abstract: A dual clutch transmission device is disclosed. The dual clutch transmission device has a transmission device with a transmission housing, with a coupling housing positioned within the transmission housing and with a lubricant reservoir to receive a lubricant for the transmission device, which includes an oil trap ring connected at least indirectly with the transmission housing, which at least partially surrounds the coupling housing. The oil trap ring has a side facing the coupling housing which is primarily designed as an oil guide surface and which has at least one groove which is intended to guide lubricant into the lubricant reservoir. The dual clutch transmission device also has a gear set with a dry sump to lubricate the gear set.Type: ApplicationFiled: May 22, 2015Publication date: July 6, 2017Applicant: Daimler AGInventors: Stefan SPERRFECHTER, Heinrich STRAUB, Josep Maria BOU ROMANO, Tobias HAERTER, Peter HAHN, Jakub ROMANIAK, Juergen SCHWEITZER
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Patent number: 9624985Abstract: A coupling device for a motor vehicle is disclosed. The coupling device has a friction-locking unit and a form-locking unit which is connected in parallel with the friction-locking unit and has at least two form-locking elements which can be connected to one another by form-locking, are disposed so as to be movable along a direction of actuation relative to one another, and in each case have at least one claw, where at least some of the claws in each case have a top surface which is oriented obliquely with respect to the direction of actuation.Type: GrantFiled: June 17, 2014Date of Patent: April 18, 2017Assignee: Daimler AGInventors: Emmanuel Chrisofakis, Tobias Haerter, Thomas Kull, Frank Scheffel, Joachim Schroeder, Nils Tonius
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Patent number: 9611898Abstract: An interlocking gearshift unit for a motor vehicle drive train has a first clutch half and a second clutch half which are arranged so that they can slide relative to one another along an actuating direction in order to produce a connection with a fixed rotational relationship. At least the first clutch half has at least one first engagement element and a second engagement element, which can move with respect to the first engagement element. The first and second engagement elements are arranged so that they can move with respect to one another in a circumferential direction.Type: GrantFiled: September 28, 2013Date of Patent: April 4, 2017Assignee: Daimler AGInventors: Nils Tonius, Tobias Haerter, Christoph Doerr
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Publication number: 20160298733Abstract: The invention relates to a dual clutch transmission comprising two input shafts (11a, 12a; 11b, 12b) which are provided for respectively linking to a power shift clutch (K1a, K2a; K1b, K2b), a first countershaft (13a; 13b) arranged offset parallel to the input shafts (11a, 12a; 11b, 12b), a second countershaft (14a; 14b) arranged offset parallel to the input shafts (11a, 12a; 11b, 12b), at least five gear wheel planes (Z1a-Z5a; Z1b-Z5b) which each comprise a fixed gear (Z11a-Z51a; Z11b-Z51b) permanently connected in a rotationally fixed manner to one of the input shafts (11a, 12a; 11b, 12b), wherein one of the gear wheel planes (Z4a; Z4b) comprises an idler gear wheel (Z42a; Z42b) arranged coaxially relative to the first countershaft (13a; 13b) and an idler gear wheel (Z43a; Z43b) arranged coaxially relative to the second countershaft (14a; 14b), which form a gear wheel pair for shifting into at least one reverse transmission gear (R1a, R2a), at least nine shift units (S1a-S9a; S1b-S9b) for producing an operaType: ApplicationFiled: November 4, 2014Publication date: October 13, 2016Applicant: Daimler AGInventors: Helmut BENDER, Josep Maria BOU ROMANO, Heinrich STRAUB, Peter HAHN, Stefan SPERRFECHTER, Juergen SCHWEITZER, Tobias HAERTER, Jakub ROMANIAK
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Publication number: 20160160936Abstract: A coupling device for a motor vehicle is disclosed. The coupling device has a friction-locking unit and a form-locking unit which is connected in parallel with the friction-locking unit and has at least two form-locking elements which can be connected to one another by form-locking, are disposed so as to be movable along a direction of actuation relative to one another, and in each case have at least one claw, where at least some of the claws in each case have a top surface which is oriented obliquely with respect to the direction of actuation.Type: ApplicationFiled: June 17, 2014Publication date: June 9, 2016Applicant: Daimler AGInventors: Emmanuel CHRISOFAKIS, Tobias HAERTER, Thomas KULL, Frank SCHEFFEL, Joachim SCHROEDER, Nils TONIUS
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Publication number: 20160146309Abstract: A multi-stage transmission for a motor vehicle is disclosed. The transmission has a transmission input shaft, at least four planetary gear stages which are disposed one behind the other along a main axis of rotation, and at least one combined gear shift unit which is configured as a brake and has a rotatable coupling element as well as a friction-locking unit and a form-locking unit connected in parallel with the friction-locking unit, which are in each case provided in order to connect the rotatable coupling element fixedly to the housing. One of the planetary gear stages is associated with the combined gear shift unit and includes a transmission element which is permanently connected non-rotatably to the rotatable coupling element. The planetary gear stage associated with the combined gear shift unit includes a further transmission element which is permanently connected non-rotatably to the transmission input shaft.Type: ApplicationFiled: June 17, 2014Publication date: May 26, 2016Applicant: Daimler AGInventors: Tobias SCHILDER, Klaus RIEDL, Juergen SCHWEITZER, Tobias HAERTER, Thomas KULL
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Publication number: 20160138706Abstract: A transmission device for a motor vehicle is disclosed. The transmission device includes at least one coupling unit, which for non-rotatable connection of two coupling elements, has a friction-locking unit and a form-locking unit connected in parallel to the friction-locking unit. The device further includes a first hydraulic and/or pneumatic actuator for actuation of the form-locking unit, a second hydraulic and/or pneumatic actuator for actuating the friction-locking unit, and a directional valve for controlling the first actuator provided for actuation of the form-locking unit. The directional valve has a control line connection which in at least one operational state is connected in pressure terms to the second actuator provided for actuation of the friction-locking unit.Type: ApplicationFiled: June 13, 2014Publication date: May 19, 2016Applicant: Daimler AGInventors: Nils TONIUS, Markus BRANDENBURG, Tobias HAERTER, Markus ROSSMEIER
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Publication number: 20150300417Abstract: An interlocking gearshift unit for a motor vehicle drive train has a first clutch half and a second clutch half which are arranged so that they can slide relative to one another along an actuating direction in order to produce a connection with a fixed rotational relationship. At least the first clutch half has at least one first engagement element and a second engagement element, which can move with respect to the first engagement element. The first and second engagement elements are arranged so that they can move with respect to one another in a circumferential direction.Type: ApplicationFiled: September 28, 2013Publication date: October 22, 2015Inventors: Nils TONIUS, Tobias HAERTER, Christoph DOERR
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Patent number: 8991576Abstract: In a torque converter device for a motor vehicle having a single-piece housing element which, for drivingly interconnecting a torque converter and an internal combustion engine, wherein the housing element forms a disk carrier accommodating at least one disk of a separating clutch which is provided for mechanically connecting and disconnecting the internal combustion engine to and from the torque converter device, the housing element is provided with at least one actuating piston receptacle forming a pressure chamber with an actuating piston disposed therein for actuating the separating clutch.Type: GrantFiled: February 6, 2014Date of Patent: March 31, 2015Assignee: Daimler AGInventors: Stefan Sperrfechter, Tobias Haerter, Heinrich Straub, Bernhard Ziegler, Tobias Schuster
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Publication number: 20140144742Abstract: In a torque converter device for a motor vehicle having a single-piece housing element which, for drivingly interconnecting a torque converter and an internal combustion engine, wherein the housing element forms a disk carrier accommodating at least one disk of a separating clutch which is provided for mechanically connecting and disconnecting the internal combustion engine to and from the torque converter device, the housing element is provided with at least one actuating piston receptacle forming a pressure chamber with an actuating piston disposed therein for actuating the separating clutch.Type: ApplicationFiled: February 6, 2014Publication date: May 29, 2014Applicant: DAIMLER AGInventors: Stefan SPERRFECHTER, Tobias HAERTER, Heinrich STRAUB, Bernhard ZIEGLER, Tobias SCHUSTER
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Patent number: 7399250Abstract: In an all-wheel drive train for a motor vehicle wherein the drive torque of the engine of the motor vehicle is transmitted from the transmission output shaft partially to the rear axle and partially to the front axle via an offset transmission structure and a laterally arranged drive shaft extending from the offset transmission structure past the transmission to the front axle of the motor vehicle extends from the offset transmission forwardly at a certain opening angle in close proximity to the transmission structure which narrows down toward the rear so that the rear end of the lateral drive shaft is relatively close to the center axis of the transmission.Type: GrantFiled: January 20, 2006Date of Patent: July 15, 2008Assignee: Daimler AGInventors: Philip Gansloser, Tobias Haerter, Werner Klein, Hartmut Nied, Rolf Schroeder, Petra Tennert
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Patent number: 7399249Abstract: In a multi-disk clutch comprising a rotary body having splines formed thereon so as to extend helically along the surface thereof, with a number of disks having central openings with inwardly projecting teeth via which the discs are in rotationally positively locking engagement with the rotary body, the teeth are twisted so as to extend in a plane normal to the surface of the helically extending splines of the rotary body so that the end face areas of the teeth are in planar contact with the spline surfaces of the rotary body for the transmission of torque between the rotary body and the disks.Type: GrantFiled: January 20, 2006Date of Patent: July 15, 2008Assignee: Daimler AGInventors: Philip Gansloser, Tobias Haerter, Werner Klein, Hartmut Nied, Rolf Schroeder, Petra Tennert
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Publication number: 20060151275Abstract: In a multi-disk clutch comprising a rotary body having splines formed thereon so as to extend helically along the surface thereof, with a number of disks having central openings with inwardly projecting teeth via which the discs are in rotationally positively locking engagement with the rotary body, the teeth are twisted so as to extend in a plane normal to the surface of the helically extending splines of the rotary body so that the end face areas of the teeth are in planar contact with the spline surfaces of the rotary body for the transmission of torque between the rotary body and the disks.Type: ApplicationFiled: January 20, 2006Publication date: July 13, 2006Inventors: Philip Gansloser, Tobias Haerter, Werner Klein, Hartmut Nied, Rolf Schroeder, Petra Tennert
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Publication number: 20060150766Abstract: In an all-wheel drive train for a motor vehicle wherein the drive torque of the engine of the motor vehicle is transmitted from the transmission output shaft partially to the rear axle and partially to the front axle via an offset transmission structure and a laterally arranged drive shaft extending from the offset transmission structure past the transmission to the front axle of the motor vehicle extends from the offset transmission forwardly at a certain opening angle in close proximity to the transmission structure which narrows down toward the rear so that the rear end of the lateral drive shaft is relatively close to the center axis of the transmission.Type: ApplicationFiled: January 20, 2006Publication date: July 13, 2006Inventors: Philip Gansloser, Tobias Haerter, Werner Klein, Hartmut Nied, Rolf Schroeder, Petra Tennert