Patents by Inventor Detlef Schnitzer

Detlef Schnitzer 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).

  • Patent number: 11002351
    Abstract: A range-change transmission device includes a main shaft, an output shaft, and a range-change unit. The range-change unit has at least one planetary gearbox, which includes at least one first gearbox element, at least one second gearbox element, and at least one third gearbox element. The range-change unit also has at least one shifting device, which is provided at least for the selective connection of the main shaft to the first gearbox element and/or to the second gearbox element.
    Type: Grant
    Filed: September 18, 2017
    Date of Patent: May 11, 2021
    Assignee: DAIMLER AG
    Inventors: Ingo Pfannkuchen, Detlef Schnitzer, Frank Steffens, Jens Luckmann
  • Publication number: 20210025481
    Abstract: A range-change transmission device includes an input shaft, an intermediate shaft, a countershaft, a transmission output shaft, and a first planetary gear set. A first transmission element of the first planetary gear set is permanently coupled to the intermediate shaft in a rotationally fixed manner. A second transmission element of the first planetary gear set is coupled to the transmission output shaft. A first switching unit is provided to arrange a third transmission element of the first planetary gear set to be fixed to the housing in at least one switching position. The range-change transmission device also includes a second planetary gear set. A third transmission element of the second planetary gear set is permanently coupled to the intermediate shaft in a rotationally fixed manner.
    Type: Application
    Filed: June 25, 2018
    Publication date: January 28, 2021
    Applicant: DaiMler AG
    Inventors: Frank STEFFENS, Detlef SCHNITZER, Ingo PFANNKUCHEN, Jens LUCKMANN
  • Publication number: 20190316664
    Abstract: A range-change transmission device includes a main shaft, an output shaft, and a range-change unit. The range-change unit has at least one planetary gearbox, which includes at least one first gearbox element, at least one second gearbox element, and at least one third gearbox element. The range-change unit also has at least one shifting device, which is provided at least for the selective connection of the main shaft to the first gearbox element and/or to the second gearbox element.
    Type: Application
    Filed: September 18, 2017
    Publication date: October 17, 2019
    Inventors: Ingo PFANNKUCHEN, Detlef SCHNITZER, Frank STEFFENS, Jens LUCKMANN
  • Patent number: 8888659
    Abstract: In a motor vehicle drive train device with a drive engine and a drive train which has a first coupling unit in the form of a clutch arranged close to the drive engine and at least one second coupling unit arranged in the flow of force from the drive engine close to the drive wheels of the vehicle, a control unit is provided which controls the coupling units and which has an overrun operating mode wherein, at a first point, the drive engine can be disconnected from the drive train by opening the clutch and, at a second point, the coupling units close to the drive wheels can be disengaged so as to disconnect the drive train also from the drive wheels.
    Type: Grant
    Filed: February 17, 2013
    Date of Patent: November 18, 2014
    Assignee: Daimler AG
    Inventors: Uwe Mueller, Detlef Schnitzer
  • Patent number: 8408084
    Abstract: In a dual clutch transmission with a main group and final shift group, with a coupling device for coupling a transmission element of the main group to a final shift group transmission element of the final shift group, the transmission comprises two transmission gears (V4L, V5L, V1 H, V2H) which can be formed simultaneously with one of the transmission gears (V4L, V5L) assignable to a lower group of the final shift group and another of the transmission gears (V1H, V2H) assignable to an upper group of the final shift group.
    Type: Grant
    Filed: March 22, 2010
    Date of Patent: April 2, 2013
    Assignee: Daimler AG
    Inventors: Carsten Gitt, Detlef Schnitzer, Alexander Weidler
  • Patent number: 8051735
    Abstract: In an automated split path transmission with at least six forward speeds and three characteristic transmission steps (sI, sII, sIII), which decrease with the height of the forward speed, one of the forward speeds is a direct gear and the power of a further forward speed passing through two constant gearsets of the split path group.
    Type: Grant
    Filed: May 16, 2008
    Date of Patent: November 8, 2011
    Assignee: Dalmler AG
    Inventors: Helmut Bender, Carsten Gitt, Detlef Schnitzer
  • Patent number: 8051734
    Abstract: In a gear shift device for an automated shift transmission of a motor vehicle having a main transmission and an auxiliary group, wherein a series of gear shift elements, for example in the form of gear shift forks, have to be operated, piston cylinder units for shifting the main transmission are combined in a gear shift module and the piston cylinder units for shifting the auxiliary group are arranged spaced apart from the gear shift module of the main transmission but connected to the gear shift module via a fluid line.
    Type: Grant
    Filed: October 4, 2007
    Date of Patent: November 8, 2011
    Assignee: Daimler AG
    Inventor: Detlef Schnitzer
  • Patent number: 7942252
    Abstract: In a gear shift module for an automatic transmission of a motor vehicle including a series of gear shift elements for example in the form of gear shift forks, which are operated for the shifting of gears, a gear shift module is provided which has a module baseplate forming part of the cylinders of piston-cylinder units and at least part of a housing of a countershaft brake and a central clutch disengager of a starting clutch. These parts can be manufactured jointly providing for lower manufacturing and assembly costs.
    Type: Grant
    Filed: October 4, 2007
    Date of Patent: May 17, 2011
    Assignee: Daimler AG
    Inventor: Detlef Schnitzer
  • Patent number: 7878943
    Abstract: The invention is based on a drive train (10) of a motor vehicle in which a control device (16) limits an output torque of a drive machine (14) to a first maximum value or a second, higher maximum value. The object of the invention is to propose a drive train which permits low fuel consumption. According to the invention, the control device (16) has a signal transmitting connection to a roadway information device (camera 53) which supplies information relating to a profile of the roadway in front of the motor vehicle. The control device (16) can thus predictively change from the first maximum value to the second maximum value or carry out shifting back in the transmission (19).
    Type: Grant
    Filed: August 24, 2005
    Date of Patent: February 1, 2011
    Assignee: Daimler AG
    Inventors: Fritz Ehret, Detlef Schnitzer
  • Patent number: 7866232
    Abstract: In a commercial vehicle transmission with a main group and a downstream group including a downstream group countershaft, the downstream group includes means for decoupling the downstream group countershaft in direct through drive so that in direct through-drive the countershaft does not run in an oil sump and no churning losses occur thereby increasing vehicle transmission efficiency.
    Type: Grant
    Filed: March 11, 2009
    Date of Patent: January 11, 2011
    Assignee: Daimler AG
    Inventors: Carsten Gitt, Detlef Schnitzer
  • Publication number: 20100218643
    Abstract: In a dual clutch transmission with a main group and final shift group, with a coupling device for coupling a transmission element of the main group to a final shift group transmission element of the final shift group, the transmission comprises two transmission gears (V4L, V5L, V1 H, V2H) which can be formed simultaneously with one of the transmission gears (V4L, V5L) assignable to a lower group of the final shift group and another of the transmission gears (V1H, V2H) assignable to an upper group of the final shift group.
    Type: Application
    Filed: March 22, 2010
    Publication date: September 2, 2010
    Inventors: Carsten Gitt, Detlef Schnitzer, Alexander Weidler
  • Patent number: 7731617
    Abstract: In a transmission for a motor vehicle of a reduction gearing design with power branching including a main shaft and a counter shaft, a first component transmission and a planetary gear unit, power is branched to the countershaft by the first component transmission in certain gears and recombined via the planetary gear unit and a direct power transmission path is provided wherein the countershaft is decoupled selectively by means of a control device.
    Type: Grant
    Filed: March 22, 2007
    Date of Patent: June 8, 2010
    Assignee: Daimler A.G.
    Inventors: Carsten Gitt, Detlef Schnitzer
  • Patent number: 7691029
    Abstract: A method for operation of a drive train having a drive machine and an automatic, unsynchronized gearwheel variable-speed transmission, which can be connected to the drive machine by using an automatic clutch is described. A control device carries out a selection process as a function of vehicle parameters and/or operating variables of the motor vehicle to determine whether a gear change of the unsynchronized gearwheel variable-speed transmission will be carried out with the clutch engaged or disengaged. To ensure reliable operation of the motor vehicle, a gear change is carried out with the clutch disengaged in a time interval after initial starting up of the drive train and/or after starting of the drive machine and/or when a malfunction is identified in a component in the drive train.
    Type: Grant
    Filed: October 22, 2003
    Date of Patent: April 6, 2010
    Assignee: Daimler AG
    Inventors: Manfred Guggolz, Werner Hillenbrand, Xiayoi Liu, Detlef Schnitzer, Markus Veit
  • Patent number: 7662063
    Abstract: In a method of operating a drive train of a motor vehicle including a drive motor with a multi-unit transmission including an unsynchronized main transmission and a synchronized output drive unit, wherein, for performing a shift in the unsynchronized main transmission, a speed synchronization is carried out by means of the drive motor for the engagement of a target gear and, in an emergency mode of the drive motor, a clutch arranged between the drive motor and the main transmission is disengaged, the output gear unit is placed into neutral, the target gear is engaged, the output drive unit is placed into a drive position and the clutch is at least partially engaged.
    Type: Grant
    Filed: May 17, 2007
    Date of Patent: February 16, 2010
    Assignee: Daimler AG
    Inventor: Detlef Schnitzer
  • Publication number: 20090205452
    Abstract: In a commercial vehicle transmission with a main group and a downstream group including a downstream group countershaft, the downstream group includes means for decoupling the downstream group countershaft in direct through drive so that in direct through-drive the countershaft does not run in an oil sump and no churning losses occur thereby increasing vehicle transmission efficiency.
    Type: Application
    Filed: March 11, 2009
    Publication date: August 20, 2009
    Inventors: Carsten Gitt, Detlef Schnitzer
  • Publication number: 20090193919
    Abstract: In an automated split path transmission with at least six forward speeds and three characteristic transmission steps (sI, sII, sIII), which decrease with the height of the forward speed, one of the forward speeds is a direct gear and the power of a further forward speed passing through two constant gearsets of the split path group.
    Type: Application
    Filed: May 16, 2008
    Publication date: August 6, 2009
    Inventors: Helmut Bender, Carsten Gitt, Detlef Schnitzer
  • Publication number: 20080134834
    Abstract: In an automatic load shift transmission including a transmission output shaft arranged coaxially with respect to a twin clutch disposed at the transmission input side, a countershaft is provided comprising only fixed gears and all the freely movable gears and the shift elements are arranged on the shafts extending along the axis of the twin clutches and the input and output shafts.
    Type: Application
    Filed: January 14, 2008
    Publication date: June 12, 2008
    Inventors: Carsten Gitt, Detlef Schnitzer
  • Publication number: 20080070749
    Abstract: In a gear shift device for an automated shift transmission of a motor vehicle having a main transmission and an auxiliary group, wherein a series of gear shift elements, for example in the form of gear shift forks, have to be operated, piston cylinder units for shifting the main transmission are combined in a gear shift module and the piston cylinder units for shifting the auxiliary group are arranged spaced apart from the gear shift module of the main transmission but connected to the gear shift module via a fluid line.
    Type: Application
    Filed: October 4, 2007
    Publication date: March 20, 2008
    Inventor: Detlef Schnitzer
  • Publication number: 20080009392
    Abstract: The invention is based on a drive train (10) of a motor vehicle in which a control device (16) limits an output torque of a drive machine (14) to a first maximum value or a second, higher maximum value. The object of the invention is to propose a drive train which permits low fuel consumption. According to the invention, the control device (16) has a signal transmitting connection to a roadway information device (camera 53) which supplies information relating to a profile of the roadway in front of the motor vehicle. The control device (16) can thus predictively change from the first maximum value to the second maximum value or carry out shifting back in the transmission (19). Use in a motor vehicle.
    Type: Application
    Filed: August 24, 2005
    Publication date: January 10, 2008
    Inventors: Fritz Ehret, Detlef Schnitzer
  • Publication number: 20070288150
    Abstract: In a method of operating a drive train of a motor vehicle including a drive motor with a multi-unit transmission including an unsynchronized main transmission and a synchronized output drive unit, wherein for performing a shift in the unsynchronized main transmission, a speed synchronization is carried out by means of the drive motor for the engagement of a target gear and, in an emergency mode of the drive motor, the following steps are performed: disengaging a clutch arranged between the drive motor and the main transmission setting a neutral position in the output gear unit, engaging the target gear, setting a drive position in the output drive unit and at least partially engaging the clutch.
    Type: Application
    Filed: May 17, 2007
    Publication date: December 13, 2007
    Inventor: Detlef Schnitzer