Patents by Inventor Bernd Döbele
Bernd Döbele 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: 20130172148Abstract: A method for operating a drive train having a variable speed transmission connecting a drive unit with an output drive. The transmission has gears that can be selected by the driver and has a clutch that can be manually actuated. The torque intended by the driver is determined based on accelerator pedal actuation and the drive unit is operated on that basis. Whenever the driver disengages the clutch and changes gears, the torque intended by the driver is not used for operating the drive unit, rather the drive unit is automatically operated by a rotational speed control. In a first phase rotational speed control, a target value is automatically determined, that is independent of the current transmission input speed, and used for the rotational speed control. During a second phase, a target value which is dependent on the current transmission input speed is used for the rotational speed control.Type: ApplicationFiled: August 3, 2011Publication date: July 4, 2013Applicant: ZF FRIEDRICHSHAFEN AGInventors: Norbert Wiencek, Bernd Doebele
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Patent number: 8230752Abstract: An automated group transmission having a multi-stage main transmission (HG), a splitter group (VG) connected upstream from the main transmission (HG) and a two-stage range-change group (BG) connected downstream of the main transmission (HG), such that the splitter group (VG) is connected, via a controllable separator clutch, to a drive motor. The main transmission (HG) and the range-change group (BG) are of either a synchronized or an unsynchronized design and the shifting clutches of two respective transmission ratio steps, in at least one of the partial-transmissions (VG, HG, BG), are respectively combined in a common shifting packet with two shift positions and a neutral position. To speed up most range shifts, it is provided that in the main transmission (HG) the shifting clutches associated with the lowest transmission ratio step (G1) and with the highest transmission ratio step (G4 or G3) are combined in a common shifting packet (S1/4 or S1/3).Type: GrantFiled: February 22, 2008Date of Patent: July 31, 2012Assignee: ZF Friedrichshafen AGInventors: Martin Miller, Bernd Doebele, Josef Bader
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Patent number: 8200402Abstract: A method for shifting gears of an automatic transmission of a vehicle, by way of primarily form-locking shifting elements, while driving with or without utilization of a clutch depending on a decision made by a decision device which, in the presence of certain basic conditions, causes disengagement of a starting gear without disengaging the clutch, and subsequently reads in data about the size and the progression of a quantity correlating closely with the rotational speed of an output shaft of the automatic transmission and, with inclusion of this data, determines the shifting mode for engagement of the target gear.Type: GrantFiled: November 5, 2007Date of Patent: June 12, 2012Assignee: ZF Friedrichshafen AGInventors: Bernd Doebele, Norbert Wiencek
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Patent number: 8152691Abstract: A method for controlling shifts in an automated group transmission that comprises a multi-stage main transmission, a multi-stage splitter group connected upstream from the main transmission and a multi-stage range-change group connected downstream from the main transmission. The method includes the steps of disengaging the separator clutch to relieve the load of the motor; shifting range-change group to neutral and bringing the speed of the motor to the synchronous speed of the target gear; braking the main transmission and the splitter or upstream group via a transmission brake; changing the transmission ratios in the main transmission and in the splitter group; synchronizing the range-change group by partially engaging the separator clutch; engaging the desired transmission ratio in the range-change group; and simultaneously increasing the load on the drive motor and fully engaging the separator clutch.Type: GrantFiled: February 22, 2008Date of Patent: April 10, 2012Assignee: ZF Friedrichshafen AGInventors: Martin Miller, Bernd Doebele, Josef Bader
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Patent number: 8118708Abstract: A method for controlling an automated friction clutch arranged in a drive train of a motor vehicle in the force flow between a drive engine (3) and a drive transmission (4), which is configured to close passively by spring pressure and can be disengaged and engaged by way of a pressure-medium-actuated clutch actuator (14), such that the actuation position x_K of the clutch actuator (14) or of an associated transmission element is determined and used for controlling the friction clutch (2). To improve the accuracy and reliability of the clutch actuation it is provided that in addition, an actuating pressure p_K of the clutch actuator (14) is determined and that a required change of the clutch torque M_K to a new nominal value M_K_soll takes place under pressure control, in that the actuating pressure p_K of the clutch actuator (14) is set to a nominal value p_K_soll which corresponds to the nominal value M_K_soll of the clutch torque M_K.Type: GrantFiled: February 27, 2007Date of Patent: February 21, 2012Assignee: ZF Friedrichshafen AGInventors: Bernd Doebele, Martin Miller
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Patent number: 8070652Abstract: The present invention relates to a method for overcoming tooth butt conditions (ZaZ) when engaging gears in transmissions. A sensitive adjustment of the clutch to apply torque for rotating the drive shaft of the transmission in order to overcome tooth butt conditions has certain limits because of the proportion of the power required and desired for making said sensitive adjustment. This may cause unpleasant jerking of the vehicle or a clearly audible locking noise of the involved positively connected elements and undesired mechanical stress to said elements. The method according to the present invention provides a remedy due to the fact that during each shifting process, regardless of the occurrence of a tooth butt condition, the clutch is brought into a position allowing minimum predetermined torque transmission to the drive shaft of the transmission, and this torque is supported on a transmission brake, which is often already available.Type: GrantFiled: September 3, 2007Date of Patent: December 6, 2011Assignee: ZF Friedrichshafen AGInventors: Bernd Doebele, Norbert Wiencek
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Patent number: 8056332Abstract: A method for controlling an actuating device in an automated shifting system of a motor vehicle. The position of the actuating device is determined by a path measurement system. The actuating device can be controlled by a pressure regulation device, including a pressure medium reservoir, at least two pressure lines and a switching valve for connecting a first pressure line to a pressure medium line leading to the pressure chamber of the actuating device, and a pressure regulating device for adapting the pressure level of the main pressure line to the control pressure level of the actuating device. By appropriately controlling the pressure regulation device before the piston of the actuating device moves in the intended direction, it is moved in the direction opposite to the intended movement direction. When this movement direction is registered the movement direction is changed to the intended movement direction.Type: GrantFiled: April 25, 2007Date of Patent: November 15, 2011Assignee: ZF Friedrichshafen AGInventors: Bernd Doebele, Martin Miller
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Patent number: 8016722Abstract: A method for controlling an automatic transmission, which allows changing a gear change and downshifting with minimal interruption of traction while the phase of reduction of the drive torque of the drive motor, the phase interruption of the frictional connection phase in the automatic transmission and the phase of rotational speed adjustment in the transmission input shaft are designed for a suitable target rotational speed such that they at least partially overlap. Upon interruption of the frictional connection in the automatic transmission, the drive motor transmits a drive torque to the input shaft of the automatic transmission, via the main clutch, which adjusts the rotational speed of the input shaft of a transmission to the synchronous speed of the new gear.Type: GrantFiled: September 26, 2006Date of Patent: September 13, 2011Assignee: ZF Friedrichshafen AGInventors: Karl-Fritz Heinzelmann, Bernd Doebele
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Publication number: 20110208395Abstract: The invention concerns a method and a device for controlling an automated transmission, in which a transmission control device is provided which, on the basis of input signals, emits to suitable actuators control signals which initiate a shift sequence of the automatic transmission.Type: ApplicationFiled: April 25, 2007Publication date: August 25, 2011Applicant: ZF Friedrichshafen AGInventors: Bernd Doebele, Norbert Wiencek
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Publication number: 20100319485Abstract: An automated group transmission having a multi-stage main transmission (HG), a splitter group (VG) connected upstream from the main transmission (HG) and a two-stage range-change group (BG) connected downstream of the main transmission (HG), such that the splitter group (VG) is connected, via a controllable separator clutch, to a drive motor. The main transmission (HG) and the range-change group (BG) are of either a synchronized or an unsynchronized design and the shifting clutches of two respective transmission ratio steps, in at least one of the partial-transmissions (VG, HG, BG), are respectively combined in a common shifting packet with two shift positions and a neutral position. To speed up most range shifts, it is provided that in the main transmission (HG) the shifting clutches associated with the lowest transmission ratio step (G1) and with the highest transmission ratio step (G4 or G3) are combined in a common shifting packet (S1/4 or S1/3).Type: ApplicationFiled: February 22, 2008Publication date: December 23, 2010Applicant: ZF FRIEDRICHSHAFEN AGInventors: Martin Miller, Bernd Doebele, Josef Bader
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Publication number: 20100323845Abstract: A method for controlling shifts in an automated group transmission that comprises a multi-stage main transmission, a multi-stage splitter group connected upstream from the main transmission and a multi-stage range-change group connected downstream from the main transmission. The method includes the steps of disengaging the separator clutch to relieve the load of the motor; shifting range-change group to neutral and bringing the speed of the motor to the synchronous speed of the target gear; braking the main transmission and the splitter or upstream group via a transmission brake; changing the transmission ratios in the main transmission and in the splitter group; synchronizing the range-change group by partially engaging the separator clutch; engaging the desired transmission ratio in the range-change group; and simultaneously increasing the load on the drive motor and fully engaging the separator clutch.Type: ApplicationFiled: February 22, 2008Publication date: December 23, 2010Applicant: ZF FRIEDRICHSHAFEN AGInventors: Martin Miller, Bernd Doebele, Josef Bader
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Publication number: 20100041513Abstract: The present invention relates to a method for overcoming tooth butt conditions (ZaZ) when engaging gears in transmissions. A sensitive adjustment of the clutch to apply torque for rotating the drive shaft of the transmission in order to overcome tooth butt conditions has certain limits because of the proportion of the power required and desired for making said sensitive adjustment. This may cause unpleasant jerking of the vehicle or a clearly audible locking noise of the involved positively connected elements and undesired mechanical stress to said elements. The method according to the present invention provides a remedy due to the fact that during each shifting process, regardless of the occurrence of a tooth butt condition, the clutch is brought into a position allowing minimum predetermined torque transmission to the drive shaft of the transmission, and this torque is supported on a transmission brake, which is often already available.Type: ApplicationFiled: September 3, 2007Publication date: February 18, 2010Applicant: ZF FRIEDRICHSHAFEN AGInventors: Bernd Doebele, Norbert Wiencek
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Publication number: 20100042299Abstract: A method for shifting gears of an automatic transmission of a vehicle, by way of primarily form-locking shifting elements, while driving with or without utilization of a clutch depending on a decision made by a decision device which, in the presence of certain basic conditions, causes disengagement of a starting gear without disengaging the clutch, and subsequently reads in data about the size and the progression of a quantity correlating closely with the rotational speed of an output shaft of the automatic transmission and, with inclusion of this data, determines the shifting mode for engagement of the target gear. The method concerns early and slight adjustment of the clutch, preferably as a function of the degree of load reduction, just before determination of the shifting mode, without slippage of the clutch.Type: ApplicationFiled: November 5, 2007Publication date: February 18, 2010Applicant: ZF FRIEDRICHSHAFEN AGInventors: Bernd Doebele, Norbert Wiencek
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Publication number: 20090312929Abstract: Method for identifying a passive rolling moment of a motor vehicle (1), for example an undesired rolling moment with which the vehicle (1) starts moving in a direction opposite to a direction of travel in relation to a selected speed. According to the method, a mechanism detects reverse rotational directions of a secondary side (11) of an automatic starting element (4) which is connected to a transmission input shaft (12) of a variable speed transmission (3) in relation to a primary side (9) of the start-up element (4) connected to a driving shaft (10) of a drive engine (2), a transmission oil pump (16) which delivers independently of the rotational direction being associated with the variable speed transmission (3). The method and device provide a simple and inexpensive way for identifying reverse rotational directions close to the beginning of a starting process.Type: ApplicationFiled: June 6, 2007Publication date: December 17, 2009Applicant: ZF FRIEDRICHSHAFEN AGInventors: Bernd Doebele, Norbert Wiencek
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Publication number: 20090247357Abstract: A method for controlling an actuating device in an automated shifting system of a motor vehicle. The position of the actuating device is determined by a path measurement system. The actuating device can be controlled by a pressure regulation device, including a pressure medium reservoir, at least two pressure lines and a switching valve for connecting a first pressure line to a pressure medium line leading to the pressure chamber of the actuating device, and a pressure regulating device for adapting the pressure level of the main pressure line to the control pressure level of the actuating device. By appropriately controlling the pressure regulation device before the piston of the actuating device moves in the intended direction, it is moved in the direction opposite to the intended movement direction. When this movement direction is registered the movement direction is changed to the intended movement direction.Type: ApplicationFiled: April 25, 2007Publication date: October 1, 2009Applicant: ZF FRIEDRICHSHAFEN AGInventors: Bernd Doebele, Martin Miller
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Patent number: 7584039Abstract: A method and a device for controlling starting, driving and shifting processes of a motor vehicle with a drive motor (2) and a gearshift (6), which can be brought into effective drive connection with one another using a starting and shifting clutch (4), with a clutch actuation device (25, 26) as well as with a control apparatus (13) which stands in connection with a power element of the same for controlling the power of the drive motor (2), and which is connected using signal engineering with sensors (14, 17, 19, 21) which ascertain an accelerator deflection angle (A), a motor rotational speed (C) and a transmission input shaft rotational speed (E).Type: GrantFiled: January 28, 2005Date of Patent: September 1, 2009Assignee: ZF Friedrichshafen AGInventors: Bernd Döbele, Norbert Wiencek
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Publication number: 20090101464Abstract: A method for controlling an automated friction clutch arranged in a drive train of a motor vehicle in the force flow between a drive engine (3) and a drive transmission (4), which is configured to close passively by spring pressure and can be disengaged and engaged by way of a pressure-medium-actuated clutch actuator (14), such that the actuation position x_K of the clutch actuator (14) or of an associated transmission element is determined and used for controlling the friction clutch (2). To improve the accuracy and reliability of the clutch actuation it is provided that in addition, an actuating pressure p_K of the clutch actuator (14) is determined and that a required change of the clutch torque M_K to a new nominal value M_K_soll takes place under pressure control, in that the actuating pressure p_K of the clutch actuator (14) is set to a nominal value p_K_soll which corresponds to the nominal value M_K_soll of the clutch torque M_K.Type: ApplicationFiled: February 27, 2007Publication date: April 23, 2009Applicant: ZF Friedrichshafen AGInventors: Bernd Doebele, Martin Miller
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Patent number: 7467038Abstract: A method for detecting a rotational direction of the secondary side of a starting clutch in a motor vehicle string comprising the steps of determination of the primary speed of rotation of the primary side and of the secondary speed of rotation of the starting clutch. If the secondary speed of rotation is greater than the primary speed of rotation, an actuator operates in a closing direction, whereby the degree of closure of the starting clutch is adjusted to be dependent upon the acceleration of the secondary speed of rotation. A specified value for a rotational speed of the driving motor is produced which represents the secondary speed of rotation. To the extent that this value exceeds the value of the primary rotational speed, the rotational speed of the motor is regulated to the specified value. If the primary and secondary rotational speeds are equivalent within a preselected period of time, then detecting the same rotational direction for the primary and secondary sides of the starting clutch.Type: GrantFiled: November 21, 2005Date of Patent: December 16, 2008Assignee: ZF Friedrichshafen AGInventors: Bernd Doebele, Norbert Wiencek
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Patent number: 7461568Abstract: A drive device for a transmission (4), a main engine and a shifting clutch (3). In order to reduce the phase of tractive force interruption during switching operations, the drive device has a shifting brake clutch (9), located between the engine and the shifting clutch, such that during switching operations, intersecting disengaging and engaging processes of both clutches (3 or 9), provide for support of the main engine torque in a gear output (5).Type: GrantFiled: December 14, 2004Date of Patent: December 9, 2008Assignee: ZF Friedrichshafen AGInventor: Bernd Döbele
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Publication number: 20080248922Abstract: The present invention relates to a method for controlling an automatic transmission, which allows a gear change and, here in particular, downshifting with minimum traction interruption while the phase of reduction of the drive torque of the drive motor, the phase interruption of the frictional connection phase in the automatic transmission, and the phase of rotational speed adjustment in the transmission input shaft are designed for a suitable target rotational speed such that they overlap at least in part. In particular, with interruption of the frictional connection in the automatic transmission, the drive motor transmits a drive torque to the input shaft of the automatic transmission via the main clutch, which achieves a change in the rotational speed of the input shaft of the transmission (n_ge) in the direction of the synchronous speed of the new gear. The present invention also relates to an apparatus to carry out this method.Type: ApplicationFiled: September 26, 2006Publication date: October 9, 2008Applicant: ZF Friedrichshafen AGInventors: Karl-Fritz Heinzelmann, Bernd Doebele