Patents by Inventor Ludger Ronge
Ludger Ronge 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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Patent number: 8656808Abstract: 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: GrantFiled: July 6, 2007Date of Patent: February 25, 2014Assignee: ZF Friedrichshafen AGInventors: Josef Bader, Gerhard Birkenmaier, Andreas Graf, Kim Führer, Kai Heinrich, Frank Gessler, Klaus Wöhr, Hubert König, Manfred Vetter, Gerhard Höring, Ludger Ronge, Henrik Schuh, Markus Ulbricht, Mario Steinborn, Karl-Fritz Heinzelmann, Bernhard Walter
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Patent number: 8565988Abstract: A method of controlling a drivetrain of a vehicle in which the drivetrain comprises a motor, a transmission with starting gears and a clutch located between the motor and transmission, a manual shift lever, and a control unit, for controlling the transmission and clutch, that communicates with a speed sensor, and an accelerator pedal and shift lever actuation sensors. When starting off from coasting, a starting gear is determined in a manner that can be influenced by the driver via actuating the manual shift lever. To assist the driver, it is checked whether the transmission is in neutral and the clutch is engaged, if the vehicle speed is within a specified speed range. If so, the clutch is disengaged, another gear is engaged, and starting is initiated in combination with situation-dependent clutch engagement and carried out as a function of accelerator pedal actuation, provided the shift lever has not been actuated.Type: GrantFiled: April 28, 2008Date of Patent: October 22, 2013Assignee: ZF Friedrichshafen AGInventor: Ludger Ronge
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Publication number: 20100076653Abstract: A method of controlling a drivetrain of a vehicle in which the drivetrain comprises a motor, a transmission with starting gears and a clutch located between the motor and transmission, a manual shift lever, and a control unit, for controlling the transmission and clutch, that communicates with a speed sensor, and an accelerator pedal and shift lever actuation sensors. When starting off from coasting, a starting gear is determined in a manner that can be influenced by the driver via actuating the manual shift lever. To assist the driver, it is checked whether the transmission is in neutral and the clutch is engaged, if the vehicle speed is within a specified speed range. If so, the clutch is disengaged, another gear is engaged, and starting is initiated in combination with situation-dependent clutch engagement and carried out as a function of accelerator pedal actuation, provided the shift lever has not been actuated.Type: ApplicationFiled: April 28, 2008Publication date: March 25, 2010Applicant: ZF FRIEDRICHSHAFEN AGInventor: Ludger Ronge
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Publication number: 20100058886Abstract: A transmission shifting device (1) with a selector shaft (2), a disk (7) connected in a rotationally fixed manner to the selector shaft (2), in which a disk-side guide (14) is provided, and a fixed plate (16) arranged opposite the disk (7), in which a plate-side guide (19) is formed. A moving control element (25) is provided for shifting a transmission, which extends into the disk-side and the plate-side guides (14, 19). The disk-side guide (14) extends in the radial direction of the disk (7). A transmission shifting device (1) of this type is particularly compact and takes up only little structural space.Type: ApplicationFiled: June 29, 2007Publication date: March 11, 2010Applicant: ZF FRIEDRICHSHAFEN AGInventor: Ludger RONGE
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Publication number: 20090235770Abstract: A shift device (13) for a manual transmission having actuation mechanisms for shifting and selecting in which the selection motion is carried out by way of a selector actuator (10), which is connected to a driving lug (5) of a selector plate (4). An anchor (1) of the selector actuator (10) consists of a permanent magnet (2). End stops (3) of the selector actuator (10) are configured of ferromagnetic material, where the anchor (1) of the selector actuator (10) is fixed in a defined position for the installation of the selector actuator (10).Type: ApplicationFiled: June 6, 2007Publication date: September 24, 2009Applicant: ZF FRIEDRICHSHAFEN AGInventors: Josef Bader, Gerhard Birkenmaier, Kim Führer, Frank Gessler, Andreas Graf, Kai Heinrich, Karl-Fritz Heinzelmann, Gerhard Höring, Hubert König, Ludger Ronge, Henrik Schuh, Mario Steinborn, Markus Ulbricht, Manfred Vetter, Bernhard Walter, Klaus Wöhr
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Publication number: 20080223680Abstract: The invention concerns an automated transmission, for example a multi-stage motor-vehicle shift transmission, with at least one controllable actuating drive provided as a gear actuator (26) to engage and disengage a gear of the transmission or as a clutch actuator (7) to engage and disengage an associated automated engine clutch, and an automated friction clutch, for example an automated engine clutch arranged in the drivetrain of a motor vehicle between a drive engine and a transmission, with a controllable actuating drive provided as the clutch actuator (7) for engaging and disengaging the friction clutch. To improve the controllability and achieve a longer service life while reducing production costs, it is proposed to use as the actuating drive (7, 26) a pneumatic muscle (8, 8.1, 8.Type: ApplicationFiled: November 17, 2006Publication date: September 18, 2008Applicant: ZF Friedrichshafen AGInventors: Wilhelm Hardtle, Ludger Ronge, Frank-Detlef Speck
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Patent number: 7367440Abstract: 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: GrantFiled: February 3, 2005Date of Patent: May 6, 2008Assignee: Meritor Transmission CorporationInventors: Muneer AbuSamra, Robert Anthony Sayman, Charles E. Allen, Jr., Winfried Sturmer, Karl-Fritz Heinzelmann, Ludger Ronge, Loren Christopher Dreier, James Henry DeVore, Ronald Peter Muetzel
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Patent number: 7338409Abstract: 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: GrantFiled: February 11, 2005Date of Patent: March 4, 2008Assignee: Meritor Transmission CorporationInventors: Ludger Ronge, Charles E. Allen, Jr., Winfried Sturmer, Karl-Fritz Heinzelmann, James H. DeVore, Loren C. Dreier, Robert A. Sayman, Ronald P. Muetzel, Muneer AbuSamra
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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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Patent number: 7185554Abstract: In a shifting device (2) for a multi-step transmission, several shift couplings are arranged one behind another, each with a shifting sleeve, can alternately be engaged in each case, via a shift rocker arm (4, 6, 8, 10), in that first form enclosed elements (30, 32, 34, 36) are arranged on a swivelling and axially movable selector and gearshift shaft (24) in such manner that at predetermined swivel angles of the selector and gearshift shaft (24) in each case only one first form enclosed element (30, 32, 34, 36) cooperates with one second form enclosing element (38, 40, 42, 44) which is arranged on a shift rocker arm (4, 6, 8, 10), and in that via an axial displacement of the selector and gearshift shaft (24), the appropriate shift rocker arm (4) is actuated while during its actuation, the other shift rocker arms (6, 8, 10) are locked in their neutral position by a locking device, the locking device comprises a locking sleeve (66, 74, 82, 86) which is provided on the selector and gearshift shaft (24) for respeType: GrantFiled: July 23, 2002Date of Patent: March 6, 2007Assignee: ZF Friedrichshafen AGInventor: Ludger Ronge
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Patent number: 7162936Abstract: A vehicle transmission (2) includes a transmission housing (4), a clutch bell housing (6), and lines (20, 22, 36, 38) for a liquid cooling medium and is connected at a junction point to a vehicle engine (26). In the area of the junction point two, first coupling flanges (16, 18) are provided on the clutch bell housing (6), and two second coupling flanges (30, 32) are provided on the vehicle engine (6), which flanges can be joined for the purpose of transferring the cooling medium between the vehicle engine (26) and the vehicle transmission (2).Type: GrantFiled: July 6, 2002Date of Patent: January 16, 2007Assignee: ZF Friedrichshafen AGInventor: Ludger Ronge
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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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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: 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