Patents by Inventor Jochen Breuer

Jochen Breuer 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: 10654464
    Abstract: A method for compensation of a support torque at a combustion engine and transmission which provide an overlay of combustion engine and electric machine. The combustion engine, the electric machine, and a transmission gearset are connected with each other via a planetary gearset, which is positioned in front of a downstream transmission gearset. The invention concerns a transmission gearset of a three-shaft transmission, each with a transmission input shaft for the electric machine, and for the combustion engine, and an output shaft. For the connection or disconnection of the transmission input shaft of the electric machine while driving, the electric machine is used for the synchronization of the input shaft of the electric machine, and the created support torque at the combustion engine is determined, based on this support torque, to match a combustion engine torque and thus to compensate the support torque.
    Type: Grant
    Filed: July 13, 2018
    Date of Patent: May 19, 2020
    Assignee: ZF FRIEDRICHSHAFEN AG
    Inventors: Johannes Glückler, Christian Mittelberger, Kai Bornträger, Andreas Heinzler, Jochen Breuer, Stefan Blattner, Thorsten Leim, Rick Hauschwitz
  • Publication number: 20190031016
    Abstract: A method for compensation of a support torque at a combustion engine and transmission which provide an overlay of combustion engine and electric machine. The combustion engine, the electric machine, and a transmission gearset are connected with each other via a planetary gearset, which is positioned in front of a downstream transmission gearset. The invention concerns a transmission gearset of a three-shaft transmission, each with a transmission input shaft for the electric machine, and for the combustion engine, and an output shaft. For the connection or disconnection of the transmission input shaft of the electric machine while driving, the electric machine is used for the synchronization of the input shaft of the electric machine, and the created support torque at the combustion engine is determined, based on this support torque, to match a combustion engine torque and thus to compensate the support torque.
    Type: Application
    Filed: July 13, 2018
    Publication date: January 31, 2019
    Inventors: Johannes GLÜCKLER, Christian MITTELBERGER, Kai BORNTRÄGER, Andreas HEINZLER, Jochen BREUER, Stefan BLATTNER, Thorsten LEIM, Rick HAUSCHWITZ
  • Patent number: 9714703
    Abstract: A method of controlling an automated transmission with positioning cylinders (6, 8, 20) controlled by shift valves or venting valves (10, 12, 16, 18, 22, 24). At least one cut-off valve (4) is positioned in front of the shift or venting valves and a control device controls the valves while pressure pipes, which follow the cut-off valve (4), are connected with one another following the cut-off valve (4). Due to the fact that the cut-off valve (4), for reasons of design simplicity and cost, is generally designed as a simple 2/2 way valve which only allows pressure increase but not pressure reduction, the method provides control of the shift valves or ventilation or venting valves (16, 18), of a non activated positioning cylinder (8), so that the pressure pipe system is connected with an outflow pipe (14) for a pressure reduction in the pressure pipe system (30, 32, 34).
    Type: Grant
    Filed: March 2, 2012
    Date of Patent: July 25, 2017
    Assignee: ZF Friedrichshafen AG
    Inventors: Mario Steinborn, Jochen Breuer, Christoph Ruechardt, Thomas Jaeger, Roland Mair, Melchor Moro-Oliveros
  • Patent number: 9039569
    Abstract: A method of controlling an automated transmission for motor vehicles with one or several pressure activated positioning cylinders (6, 8, 20), via the assigned shift valves (10, 12), at least one main cut-off valve (4) which is positioned prior to the shift valves, and a control device for controlling the shift and main cut-off valves. The pressure requests, for the shifting, are determined and the respective main cut-off valves are triggered depending on the determined pressure requests. To enable a variable match of the supply pressure during transmission shifts, respective optimized pressures or pressure patterns are determined for certain shift scenarios which, for instance, consider a mass to be synchronized, the existence of a tooth-on-tooth position, or the like. Through this method, for instance, the load on shift elements, the shift timing, and the shift noise can be positively influenced.
    Type: Grant
    Filed: March 2, 2012
    Date of Patent: May 26, 2015
    Assignee: ZF Friedrichshafen AG
    Inventors: Mario Steinborn, Jochen Breuer, Christoph Ruechardt, Thomas Jaeger, Roland Mair, Melchor Moro-Oliveros
  • Patent number: 9008925
    Abstract: A method of controlling a transmission brake of an automated change-speed transmission having a control cylinder, that is pressurized by inlet and outlet valves, and an upstream main cut-off valve by which a nominal pressure, supplied to the control cylinder, is regulated. Functional deviations of the transmission brake can be considered during a shifting operation, when the transmission is in neutral, the motor coupling clutch is disengaged and the transmission brake is engaged. The rotational speed gradient and the mass of the transmission components to be braked are determined and used to calculate the current braking torque of the transmission brake. The current braking torque relates to the current regulated nominal pressure, and the determined values are stored in a control unit and used during subsequent actuation of the transmission brake.
    Type: Grant
    Filed: March 2, 2012
    Date of Patent: April 14, 2015
    Assignee: ZF Friedrichshafen AG
    Inventors: Mario Steinborn, Jochen Breuer, Christoph Ruechardt, Thomas Jaeger, Roland Mair, Melchor Moro-Oliveros
  • Patent number: 8870712
    Abstract: A method of controlling a shift of an automated group gearbox having a multi-step main transmission and a trailing two-step range group. An input shaft of the main transmission is driven by a drive device. The main transmission and a range group have synchronization devices with shift clutches. Each synchronization device, for the main transmission, has two shift positions for respective gear ratio steps and a neutral position and the range group synchronization device has only two shift positions to shift between two gear ratios steps. To accelerate range shifts, when synchronizing the range group, the main transmission input shaft is synchronized by controlling external synchronization aids to a target rotational speed at which either after the synchronization and shifting of the gear ratio step of the range group or independently from the current synchronization condition of the range group, the target gear ratio is engaged in the main transmission.
    Type: Grant
    Filed: July 5, 2012
    Date of Patent: October 28, 2014
    Assignee: ZF Friedrichshafen AG
    Inventors: Mario Steinborn, Roland Mair, Florian Schneider, Jochen Breuer
  • Publication number: 20140171263
    Abstract: A method of controlling a shift of an automated group gearbox having a multi-step main transmission and a trailing two-step range group. An input shaft of the main transmission is driven by a drive device. The main transmission and a range group have synchronization devices with shift clutches. Each synchronization device, for the main transmission, has two shift positions for respective gear ratio steps and a neutral position and the range group synchronization device has only two shift positions to shift between two gear ratios steps. To accelerate range shifts, when synchronizing the range group, the main transmission input shaft is synchronized by controlling external synchronization aids to a target rotational speed at which either after the synchronization and shifting of the gear ratio step of the range group or independently from the current synchronization condition of the range group, the target gear ratio is engaged in the main transmission.
    Type: Application
    Filed: July 5, 2012
    Publication date: June 19, 2014
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Mario Steinborn, Roland Mair, Florian Schneider, Jochen Breuer
  • Publication number: 20140020371
    Abstract: A method of controlling an automated transmission for motor vehicles with one or several pressure activated positioning cylinders (6, 8, 20), via the assigned shift valves (10, 12), at least one main cut-off valve (4) which is positioned prior to the shift valves, and a control device for controlling the shift and main cut-off valves. The pressure requests, for the shifting, are determined and the respective main cut-off valves are triggered depending on the determined pressure requests. To enable a variable match of the supply pressure during transmission shifts, respective optimized pressures or pressure patterns are determined for certain shift scenarios which, for instance, consider a mass to be synchronized, the existence of a tooth-on-tooth position, or the like. Through this method, for instance, the load on shift elements, the shift timing, and the shift noise can be positively influenced.
    Type: Application
    Filed: March 2, 2012
    Publication date: January 23, 2014
    Applicant: ZF Friedrichshafen AG
    Inventors: Mario Steinborn, Jochen Breuer, Christoph Ruechardt, Thomas Jaeger, Roland Mair, Melchor Moro-Oliveros
  • Publication number: 20140020494
    Abstract: A method of controlling an automated transmission with positioning cylinders (6, 8, 20) controlled by shift valves or venting valves (10, 12, 16, 18, 22, 24). At least one cut-off valve (4) is positioned in front of the shift or venting valves and a control device controls the valves while pressure pipes, which follow the cut-off valve (4), are connected with one another following the cut-off valve (4). Due to the fact that the cut-off valve (4), for reasons of design simplicity and cost, is generally designed as a simple 2/2 way valve which only allows pressure increase but not pressure reduction, the method provides control of the shift valves or ventilation or venting valves (16, 18), of a non activated positioning cylinder (8), so that the pressure pipe system is connected with an outflow pipe (14) for a pressure reduction in the pressure pipe system (30, 32, 34).
    Type: Application
    Filed: March 2, 2012
    Publication date: January 23, 2014
    Applicant: ZF Friedrichshafen AG
    Inventors: Mario Steinborn, Jochen Breuer, Christoph Ruechardt, Thomas Jaeger, Roland Mair, Melchor Moro-Oliveros
  • Publication number: 20140019020
    Abstract: A method of controlling a transmission brake of an automated change-speed transmission having a control cylinder, that is pressurized by inlet and outlet valves, and an upstream main cut-off valve by which a nominal pressure, supplied to the control cylinder, is regulated. Functional deviations of the transmission brake can be considered during a shifting operation, when the transmission is in neutral, the motor coupling clutch is disengaged and the transmission brake is engaged. The rotational speed gradient and the mass of the transmission components to be braked are determined and used to calculate the current braking torque of the transmission brake. The current braking torque relates to the current regulated nominal pressure, and the determined values are stored in a control unit and used during subsequent actuation of the transmission brake.
    Type: Application
    Filed: March 2, 2012
    Publication date: January 16, 2014
    Applicant: ZF Friedrichshafen AG
    Inventors: Mario Steinborn, Jochen Breuer, Christoph Ruechardt, Thomas Jaeger, Roland Mair, Melchor Moro-Oliveros
  • Patent number: 8444528
    Abstract: A method of operating a drivetrain of a motor vehicle. The drivetrain comprises a transmission arranged between a drive assembly and an axle drive, such that an input shaft of the transmission is connected, via a controllable separator clutch, to the drive assembly and an output shaft of the transmission is connected to the axle drive, and such that the transmission comprises at least one shifting element formed as a claw clutch. To reduce the probability that a tooth-on-tooth position may occur in a shifting element formed as a claw clutch, a torque is applied thereto by at least one transmission-internal assembly and/or at least one transmission-external assembly so that a speed difference at the claw clutch approaches a predetermined nominal value, and engagement of the claw clutch is only started when the speed difference of the claw clutch reaches the nominal value.
    Type: Grant
    Filed: May 5, 2010
    Date of Patent: May 21, 2013
    Assignee: ZF Friedrichshafen AG
    Inventors: Martin Miller, Mario Steinborn, Jochen Breuer, Josef Bader, Andreas Graf, Thomas Hafen
  • Patent number: 8317656
    Abstract: A method of operating a drivetrain of a vehicle comprising an engine, a clutch and a transmission comprising a claw-shifted main transmission and a synchronized upstream and/or downstream group, such that shifting from a current gear to a target gear is accomplished by actuating one of the synchronized upstream or downstream group and without actuating the engaged clutch and the claw-shifted main transmission. The method includes reducing engine torque and, when the engine torque is less than or equal to a limit value, the synchronized upstream or downstream group is actuated to disengage the currant gear. Then, when the engine torque is approximately zero, the synchronized downstream or upstream group is disengaged and held in neutral, and the speed of the engine is then adjusted to a target speed. The synchronized upstream or downstream group is actuated to engage the target gear and upon engagement the engine torque is increased.
    Type: Grant
    Filed: December 1, 2008
    Date of Patent: November 27, 2012
    Assignee: ZF Friedrichshafen AG
    Inventors: Jochen Breuer, Mario Steinborn
  • Patent number: 8066617
    Abstract: A method of controlling an automated step-down transmission, arranged in a drivetrain between an engine and a drive axle, which includes a multi-stage main transmission and a range group. The main transmission has an intermediate transmission style with a countershaft having a transmission brake and an input shaft connected, via a clutch, to the engine. The main transmission shifts, without being synchronized, and the range group shifts, after synchronization, such that the engaged gear ratio of the main transmission remains engaged during a range shift operation. The range shift is accomplished by firstly reducing drive engine torque; secondly, disengaging the existing gear ratio of the range group; thirdly, remotely synchronizing the target gear ratio in the range group; fourthly, engaging the target gear ratio in the range group; and fifthly, increasing the drive engine torque.
    Type: Grant
    Filed: March 17, 2009
    Date of Patent: November 29, 2011
    Assignee: ZF Friedrichshafen AG
    Inventors: Mario Steinborn, Jochen Breuer
  • Publication number: 20100285921
    Abstract: A method of operating a drivetrain of a motor vehicle. The drivetrain comprises a transmission arranged between a drive assembly and an axle drive, such that an input shaft of the transmission is connected, via a controllable separator clutch, to the drive assembly and an output shaft of the transmission is connected to the axle drive, and such that the transmission comprises at least one shifting element formed as a claw clutch. To reduce the probability that a tooth-on-tooth position may occur in a shifting element formed as a claw clutch, a torque is applied thereto by at least one transmission-internal assembly and/or at least one transmission-external assembly so that a speed difference at the claw clutch approaches a predetermined nominal value, and engagement of the claw clutch is only started when the speed difference of the claw clutch reaches the nominal value.
    Type: Application
    Filed: May 5, 2010
    Publication date: November 11, 2010
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Martin Miller, Mario Steinborn, Jochen Breuer, Josef Bader, Andreas Graf, Thomas Hafen
  • Publication number: 20100285922
    Abstract: A method of operating a drivetrain of a vehicle comprising an engine, a clutch and a transmission comprising a claw-shifted main transmission and a synchronized upstream and/or downstream group, such that shifting from a current gear to a target gear is accomplished by actuating one of the synchronized upstream or downstream group and without actuating the engaged clutch and the claw-shifted main transmission. The method includes reducing engine torque and, when the engine torque is less than or equal to a limit value, the synchronized upstream or downstream group is actuated to disengage the currant gear. Then, when the engine torque is approximately zero, the synchronized downstream or upstream group is disengaged and held in neutral, and the speed of the engine is then adjusted to a target speed. The synchronized upstream or downstream group is actuated to engage the target gear and upon engagement the engine torque is increased.
    Type: Application
    Filed: December 1, 2008
    Publication date: November 11, 2010
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Jochen Breuer, Mario Steinborn
  • Publication number: 20090239704
    Abstract: A method of controlling an automated step-down transmission, arranged in a drivetrain between an engine and a drive axle, which includes a multi-stage main transmission and a range group. The main transmission has an intermediate transmission style with a countershaft having a transmission brake and an input shaft connected, via a clutch, to the engine. The main transmission shifts, without being synchronized, and the range group shifts, after synchronization, such that the engaged gear ratio of the main transmission remains engaged during a range shift operation. The range shift is accomplished by firstly reducing drive engine torque; secondly, disengaging the existing gear ratio of the range group; thirdly, remotely synchronizing the target gear ratio in the range group; fourthly, engaging the target gear ratio in the range group; and fifthly, increasing the drive engine torque.
    Type: Application
    Filed: March 17, 2009
    Publication date: September 24, 2009
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Mario STEINBORN, Jochen BREUER