Patents by Inventor Karl-Fritz Heinzelmann
Karl-Fritz Heinzelmann 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: 20080032846Abstract: A multi-group transmission for a motor vehicle having a main transmission and a range group transmission downstream from the main transmission. The reverse gear is integrated into the range-group transmission.Type: ApplicationFiled: November 29, 2005Publication date: February 7, 2008Applicant: ZF FRIEDRICHSHAFEN AGInventor: Karl-Fritz Heinzelmann
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Patent number: 7318513Abstract: A clutch assembly includes a reaction surface that provides several disengagement surfaces that cause axial movement of a front plate to reduce torque transmission at rotational speeds above an engagement speed. The disengagement surfaces reduce torque to break torque lock at rotational speeds corresponding to desired gear changes. The clutch assembly is controlled to tailor the relationship between clutch torque and engine speed to current vehicle operating conditions to provide consistent vehicle performance over different operating conditions.Type: GrantFiled: February 16, 2005Date of Patent: January 15, 2008Assignee: Meritor Transmission CorporationInventors: Muneer AbuSamra, Ludger Ronge, Charles E. Allen, Jr., Winfried Sturmer, Karl-Fritz Heinzelmann, Loren Christopher Dreier, Robert Anthony Sayman, James Henry DeVore, Ronald Peter Muetzel
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Publication number: 20080006635Abstract: A transmission system for either a manual shift transmission, an automatic transmission or an automated transmission in which the electrical connections and the pneumatic connections including any ventilation port, for the internal components of the transmission are combined with one another so as to exit the transmission housing via a single unified connection formed in the housing wall of the transmission.Type: ApplicationFiled: July 6, 2007Publication date: January 10, 2008Applicant: ZF Friedrichshafen AGInventors: Josef Bader, Gerhard Birkenmaier, Andreas Graf, Kim Fuhrer, Kai Heinrich, Frank Gessler, Klaus Wohr, Hubert Konig, Manfred Vetter, Gerhard Horing, Ludger Ronge, Henrik Schuh, Markus Ulbricht, Mario Steinborn, Karl-Fritz Heinzelmann, Bernhard Walter
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Patent number: 7314430Abstract: A master clutch includes a pressure plate adjacent to a friction disc. A centrifugal weight forces the pressure plate and friction disc into engagement when in a desired install position. A locking device retains the centrifugal weight in the desired installed position. A controller sends an electronic command to a system component, such as an engine, to disengage the locking device. In one example, the electronic command may be an engine speed command that is above an engine speed limit in a normal vehicle operating mode. Commanding the engine to run at a speed greater than the typical engine speed limit moves the centrifugal weight out of the desired installed position making the master clutch operational.Type: GrantFiled: November 18, 2005Date of Patent: January 1, 2008Assignee: ArvinMeritor Technology, LLCInventors: James H. DeVore, Charles E. Allen, Jr., Winfried Sturmer, Karl-Fritz Heinzelmann, Ludger Ronge, Loren C. Dreier, Robert A. Sayman, Ronald P. Muetzel, Muneer AbuSamra
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Patent number: 7306084Abstract: A centrifugal clutch assembly includes movable centrifugal weight reaction surfaces that provide for actuation at varying rotational speeds. A radially movable front plate with a ramped surface changes the radial position at which the centrifugal weight begins moving the front plate axially to compress a clamp spring and begin clutch actuation. An axially movable back plate moves axially to change the magnitude of compression caused by axial movement of the front plate. The changes to clamping force corresponding to movement of the reaction surfaces of the centrifugal weight change the rotational speed required to beginning and maintain actuation of the clutch assembly.Type: GrantFiled: December 23, 2003Date of Patent: December 11, 2007Assignee: ZF Meritor, LLCInventors: Muneer AbuSamra, Ludger Ronge, Charles E. Allen, Jr., Winfried Sturmer, Karl-Fritz Heinzelmann, Loren Christopher Dreier, Robert Anthony Sayman, James Henry DeVore, Ronald Peter Muetzel
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Publication number: 20070117679Abstract: A master clutch includes a pressure plate adjacent to a friction disc. A centrifugal weight forces the pressure plate and friction disc into engagement when in a desired install position. A locking device retains the centrifugal weight in the desired installed position. A controller sends an electronic command to a system component, such as an engine, to disengage the locking device. In one example, the electronic command may be an engine speed command that is above an engine speed limit in a normal vehicle operating mode. Commanding the engine to run at a speed greater than the typical engine speed limit moves the centrifugal weight out of the desired installed position making the master clutch operational.Type: ApplicationFiled: November 18, 2005Publication date: May 24, 2007Inventors: James DeVore, Charles Allen, Winfried Sturmer, Karl-Fritz Heinzelmann, Ludger Ronge, Loren Dreier, Robert Sayman, Ronald Muetzel, Muneer AbuSamra
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Publication number: 20060225520Abstract: A method and a device for determining the torques on gear shafts. With the help of this method and the device in the case of a constant transmission ratio, the rotational speed of a first gear shaft (2, 19) and the rotational speed of a second gear shaft (3, 22) are measured cyclically. A first torque is present on the first gear shaft and a second torque is present at the second gear shaft. The second gear shaft is driven by the first gear shaft directly or indirectly, via gears (5, 6, 7, 8; 20, 21). A quotient is computed from these two rotational speeds, and stored so the current quotient can be compared with the quotient of the previous measuring cycle. In the case of a difference in the quotients of the current and the previous measurement, a change in the torque of the first gear shaft can be assumed.Type: ApplicationFiled: September 15, 2004Publication date: October 12, 2006Inventor: Karl-Fritz Heinzelmann
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Publication number: 20060207364Abstract: A pressure-measuring appliance for a hydraulic or pneumatic adjusting device in an automatic transmission or an automated transmission. The adjusting device has at least one actuating cylinder (3, 3?) and one shift valve (2, 2?) coordinated with the actuating cylinder (3, 3?). For each actuating cylinder (3, 3?), one pressure sensor (1, 1?) is situated between the actuating cylinder (3, 3?) of the adjusting device and the shift valve (2, 2?) coordinated with the actuating cylinder (3, 3?).Type: ApplicationFiled: March 16, 2006Publication date: September 21, 2006Inventor: Karl-Fritz Heinzelmann
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Publication number: 20060183595Abstract: A vehicle power train system includes an engine, a transmission, and a centrifugal clutch assembly that selectively couples an engine output shaft to a transmission input shaft in response to an operator input. An operator selects a desired vehicle-operating mode by actuating a shift lever or shift switch from a gear selection device. The gear selection device indicates many different operating modes and includes a low-speed maneuvering mode that is selected for low-speed operations such as coupling a truck to a trailer, or positioning a truck and/or trailer in relation to a loading dock area. Once the low-speed maneuvering mode is selected, a control unit controls at least one of engine speed and engine torque to indirectly effect clutch slippage, which results in improved vehicle speed control at low-speed operations.Type: ApplicationFiled: February 11, 2005Publication date: August 17, 2006Inventors: Ludger Ronge, Charles Allen, Winfried Sturmer, Karl-Fritz Heinzelmann, James DeVore, Loren Dreier, Robert Sayman, Ronald Muetzel, Muneer AbuSamra
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Publication number: 20060180425Abstract: A clutch assembly includes a reaction surface that provides several disengagement surfaces that cause axial movement of a front plate to reduce torque transmission at rotational speeds above an engagement speed. The disengagement surfaces reduce torque to break torque lock at rotational speeds corresponding to desired gear changes. The clutch assembly is controlled to tailor the relationship between clutch torque and engine speed to current vehicle operating conditions to provide consistent vehicle performance over different operating conditions.Type: ApplicationFiled: February 16, 2005Publication date: August 17, 2006Inventors: Muneer AbuSamra, Ludger Ronge, Charles Allen, Winfried Sturmer, Karl-Fritz Heinzelmann, Loren Dreier, Robert Sayman, James DeVore, Ronald Muetzel
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Publication number: 20060169570Abstract: A centrifugal clutch assembly includes a clutch cover attachable to a rotatable input member. Friction plates are clamped between pressure plates in response to rotation of the clutch assembly. Rotation of the clutch assembly causes at least one centrifugal weight to move radially outward to force the pressure plates against the friction plates. The radial position of the centrifugal weights is modified to tailor clutch actuation. This modification of centrifugal weight position causes a corresponding change to engagement characteristics of the clutch assembly allowing clutch actuation to be tailored to operating conditions.Type: ApplicationFiled: February 3, 2005Publication date: August 3, 2006Inventors: Muneer AbuSamra, Robert Sayman, Charles Allen, Winfried Sturmer, Karl-Fritz Heinzelmann, Ludger Ronge, Loren Dreier, James DeVore, Ronald Muetzel
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Publication number: 20060166787Abstract: A transmission for a motor vehicle comprising an input shaft (1), an output shaft (2) and at least one countershaft (3). The transmission comprises at least one direct gear and the parts of the transmission that are not involved in the power flow in the direct gear, are completely or partially uncoupled when the direct gear is engaged.Type: ApplicationFiled: August 23, 2003Publication date: July 27, 2006Inventor: Karl-Fritz Heinzelmann
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Patent number: 7000751Abstract: A normally open clutch assembly includes a device holding a centrifugal weight in a position causing axial movement of pressure plates and thereby a clamping force between pressure plates and the friction disks. The clamping force holds the friction disks in a desired aligned position during assembly.Type: GrantFiled: December 23, 2003Date of Patent: February 21, 2006Assignee: ZF Meritor, LLCInventors: Muneer AbuSamra, Ludger Ronge, Charles E. Allen, Jr., Winfried Sturmer, Karl-Fritz Heinzelmann, Loren Christopher Dreier, Robert Anthony Sayman, James Henry DeVore, Ronald Peter Muetzel
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Publication number: 20050247538Abstract: One vehicle clutch (6) is situated in a vehicle between a prime mover (2) and a transmission (4) and is controlled according to the rotational speed of the prime mover (2). As centrifugal clutch, the vehicle clutch (6) has elements (26, 32) which cause a variable torque transmission according to the rotational speed of the prime mover (2). The vehicle clutch (6) is actuatable without an externally actuated actuator, is the only clutch located between prime mover (2) and transmission (4) and is provided as starting clutch without possibility of interruption of traction during shifting operations.Type: ApplicationFiled: August 30, 2003Publication date: November 10, 2005Inventors: Bernd Dobele, Wilhelm Hardtle, Karl-Fritz Heinzelmann, Christoph Ruchardt
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Publication number: 20050241423Abstract: An inertia brake assembly for a transmission includes a hollow shaft rotatable relative to an input shaft of the transmission. An inertia brake housing is rotatable relative to the input shaft and the hollow shaft. A first clutch assembly couples the hollow shaft to the inertia brake housing. A second clutch assembly couples the input shaft to the inertia brake housing and a retarder assembly couples the inertia brake housing to the transmission housing. Selective actuation of a combination of the various clutch assemblies provides the functions of an inertia brake, engine brake, hill holder, master clutch and drive a power take-off assembly.Type: ApplicationFiled: April 28, 2004Publication date: November 3, 2005Inventors: Ronald Muetzel, Karl-Fritz Heinzelmann, Charles Allen, Winfried Sturmer, Ludger Ronge, Loren Dreier, Robert Sayman, James DeVore, Muneer AbuSamra
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Publication number: 20050211524Abstract: A clutch assembly controller monitors initiation points for torque transfer and clutch lockup to determine a clutch engagement rate. Engine output shaft and transmission input shaft speeds are monitored to determine the points at which the torque transfer and clutch lockup begin. These points are stored as reference points and are updated as the clutch wears over time. The clutch engagement rate is also modified over time as the reference points change. Further, the controller utilizes the reference points to approach the desired clutch engagement and disengagement points at a higher rate of speed to optimize responsiveness while automatically changing to a lower rate of speed once operating in the desired region of interest to optimize clutch operating performance and comfort.Type: ApplicationFiled: March 24, 2004Publication date: September 29, 2005Inventors: James DeVore, Charles Allen, Winfried Sturmer, Karl-Fritz Heinzelmann, Ludger Ronge, Loren Dreier, Robert Sayman, Ronald Muetzel, Muneer AbuSamra
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Patent number: 6939268Abstract: A vehicle transmission system includes a transmission component that has an engaged condition where torque can be transferred from a vehicle engine to a drive component, and a non-engaged condition where torque is prohibited from being transferred to the drive component. A controller generates control signals to control whether the transmission component is in the engaged or non-engaged condition. The controller also identifies when a vehicle start maneuver is a coast start based on vehicle conditions existing just prior to or during the vehicle start maneuver. When a coast start is identified, the controller generates a control signal to either disengage the transmission component or to maintain the transmission component in the non-engaged condition until engine speed generally matches transmission component speed. The controller can directly control engagement by automatically actuating a movable transmission member or can indirectly control engagement by controlling engine speed.Type: GrantFiled: November 4, 2003Date of Patent: September 6, 2005Assignee: ZF Meritor LLCInventors: James H. DeVore, Charles E. Allen, Jr., Winfried Sturmer, Karl-Fritz Heinzelmann, Ludger Ronge, Loren C. Dreier, Robert A. Sayman, Ronald P. Muetzel, Muneer AbuSamra
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Publication number: 20050133336Abstract: A centrifugal clutch assembly includes movable centrifugal weight reaction surfaces that provide for actuation at varying rotational speeds. A radially movable front plate with a ramped surface changes the radial position at which the centrifugal weight begins moving the front plate axially to compress a clamp spring and begin clutch actuation. An axially movable back plate moves axially to change the magnitude of compression caused by axial movement of the front plate. The changes to clamping force corresponding to movement of the reaction surfaces of the centrifugal weight change the rotational speed required to beginning and maintain actuation of the clutch assembly.Type: ApplicationFiled: December 23, 2003Publication date: June 23, 2005Inventors: Muneer AbuSamra, Ludger Ronge, Charles Allen, Winfried Sturmer, Karl-Fritz Heinzelmann, Loren Dreier, Robert Sayman, James DeVore, Ronald Muetzel
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Publication number: 20050133337Abstract: A normally open clutch assembly includes a device holding a centrifugal weight in a position causing axial movement of pressure plates and thereby a clamping force between pressure plates and the friction disks. The clamping force holds the friction disks in a desired aligned position during assembly.Type: ApplicationFiled: December 23, 2003Publication date: June 23, 2005Inventors: Muneer AbuSamra, Ludger Ronge, Charles Allen, Winfried Sturmer, Karl-Fritz Heinzelmann, Loren Christopher Dreier, Robert Sayman, James DeVore, Ronald Muetzel
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Publication number: 20050109141Abstract: A transmission system which relates the relative movement of vehicle components to determine the onset of zero relative torque to permit a shift change to be effected at approximately zero relative torque. When a predetermined signature is identified which relates to the onset of zero relative torque the transmission shift controller initiates a shift.Type: ApplicationFiled: November 25, 2003Publication date: May 26, 2005Inventors: James DeVore, Robert Sayman, Charles Allen, Winfried Sturmer, Karl-Fritz Heinzelmann, Ludger Ronge, Loren Dreier, Ronald Muetzel, Muneer AbuSamra