Patents by Inventor Markus Eisele

Markus Eisele 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: 10919487
    Abstract: The invention relates to an actuator (70) for releasing a load limiter (14) of a belt retractor for a vehicle seat belt, comprising a case (72) which is adapted to be attached to a frame (10) of the belt retractor and includes a seat (82) in which a pyrotechnical actor (80) is arranged, characterized in that a retaining clip (90) for locking the actor (80) within the seat (82) is attached to the case (72). The invention further relates to a belt retractor comprising a frame (10), a belt reel (12) rotatably supported in the frame, a load limiter (14) which is detachably connected to the belt reel (12) and an actuator (70) of the afore-mentioned type, characterized in that the retaining clip (90) bears on the frame (10).
    Type: Grant
    Filed: April 5, 2017
    Date of Patent: February 16, 2021
    Assignee: TRW AUTOMOTIVE GMBH
    Inventors: Markus Daeuber, Stefan Eisele, Martin Roehrle
  • Publication number: 20200362958
    Abstract: A method for operating a motor vehicle that has an internal combustion engine and an automated manual transmission, connected between the engine and a drive output. The transmission includes a shifting element group with a plurality of shifting elements. The transmission further includes an oil pump and an electric machine, both of which are integrated in the transmission and coupled to an input shaft of the transmission. The oil pump delivers a flow of transmission oil for cooling the shifting element group and cooling the electric machine, and the shifting elements of the shifting element group are controlled and shifted by an actuator system that is independent of the oil pump. When the motor vehicle is at rest, the oil pump is driven by the electric machine in order to cool the electric machine while the motor vehicle is at rest.
    Type: Application
    Filed: May 15, 2020
    Publication date: November 19, 2020
    Inventors: Michael SAUTER, Markus EISELE, Martin DIETRICH, Franz BITZER
  • Publication number: 20200263619
    Abstract: A method for operating a motor vehicle having an engine and an electric machine, a transmission, a battery, and an exhaust treatment system having a particulate filter. The battery discharges during a charge-depleting mode of the electrical machine and charges when the electrical machine operates as a generator such that the battery charge state moves between lower and upper limits. If a filter regeneration requirement is detected, the filter is regenerated by raising the temperature of the exhaust gas. When the need for filter regeneration is detected, the battery is discharged to below the lower limit, in the charge-depleting mode of the electrical machine, prior to the regeneration. Subsequently, to regenerate the filter, the engine is operated to raise the exhaust gas temperature by increasing the torque provided by the engine, and the electric machine operates as a generator to charge the battery and/or operate an auxiliary electrical load.
    Type: Application
    Filed: February 19, 2020
    Publication date: August 20, 2020
    Inventors: Michael Sauter, Markus Eisele, Martin Dietrich, Michael Walser
  • Publication number: 20190367035
    Abstract: A method for operating a drive-train having two drives, a drive output, a manual transmission having a planetary gearset and two independent load paths. From the first and second drives, torque can pass to the output via respective first and second paths. The two drives can be coupled to respective elements of the planetary gearset, and the transmission is coupled to a web gear. To start, when torque passes to the output first via a second path gear and thereafter via a first path gear whose ratio is different from that of the second path gear, then before changing from the second path to the first path, the torque passed at the web gear is changed such that if torque desired by the driver is unchanged, despite the change from the second to the first path, the torque acting at the output remains constant.
    Type: Application
    Filed: May 9, 2019
    Publication date: December 5, 2019
    Inventors: Christian MITTELBERGER, Stefan BLATTNER, Kai BORNTRÄGER, Johannes GLÜCKLER, Markus EISELE
  • Publication number: 20140162837
    Abstract: A method for controlling a hybrid drive of a vehicle is provided, for which a target drive torque (Ttarget) is provided by the internal combustion engine or the electrical engine, as the case may be, depending on an accelerator pedal position (AP) through a stored accelerator pedal characteristic curve for the drive of the vehicle. Upon a recognized driver's request for emission-free driving, the accelerator pedal characteristic curve is adjusted in such a manner that the maximum target drive torque (Ttarget) corresponds to the maximum electrical engine drive torque (TE-max).
    Type: Application
    Filed: June 14, 2012
    Publication date: June 12, 2014
    Inventors: Markus Eisele, Yvonne Wiegand
  • Patent number: 8690724
    Abstract: A method for operating a drive-train of a motor vehicle with a drive aggregate in the form of a hybrid drive system (3) which comprises at least one electric machine (2), an internal combustion engine (1), a transmission (5), a drive output (4) and a brake system which comprises at least one wear-free permanent brake (6). When a braking torque is required, the braking torque is distributed between the electric machine (2) and the wear-free permanent brake (6). At the beginning of a braking torque demand, the required brake torque is provided exclusively by the electric machine (2). Thereafter, as a function of characteristics of the wear-free permanent brake, the braking torque demand is transferred, in a controlled manner, from the electric machine to the wear-free permanent brake (6) so that the sum of the braking torques provided at the drive output (4) corresponds to the required braking torque.
    Type: Grant
    Filed: April 4, 2011
    Date of Patent: April 8, 2014
    Assignee: ZF Friedrichshafen AG
    Inventors: Markus Eisele, Yvonne Wiegand, Jurgen Blaser
  • Publication number: 20130234508
    Abstract: A device and a method of using the device in an electric drive system, particularly in a hybrid drive system of a motor vehicle. The device has at least a first and second battery system, connected in parallel, where their load outputs are connect to a common load output. Each battery system has an energy storage and a pre-charging circuit which is linked to it such that, by way of an output of the pre-charging circuit, the load output of the battery systems is created. The load output of each battery system can be connected or disconnected by way of the pre-charging circuit at the common load output. The common load output is energetically linked directly to an input of an inverter of the device by way of an intermediate circuit capacitor.
    Type: Application
    Filed: November 7, 2011
    Publication date: September 12, 2013
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Markus Eisele, Yvonne Wiegand, Stefan Heimpel, Maximilian Wagner
  • Patent number: 8529400
    Abstract: A method of coupling a combustion engine of a parallel-hybrid drive train via a clutch positioned between the engine and an electric machine with the clutch device initially disengaged, the engine rotational speed approximately at an engine idling rotational speed, and the machine rotational speed larger than the engine idling rotation speed. When a request is made for a drive torque value which is larger than a torque threshold, the engine rotational speed is brought to a rotational speed value above the machine rotational speed and the clutch is slipping engaged once the rotational speed value is reached, while the engine, when the drive train decelerates and a request is made to couple the engine, is brought into deceleration cancellation and the engine rotational speed is brought up to the machine rotational speed while engaging the clutch and dependent on a transfer ability of the clutch.
    Type: Grant
    Filed: January 29, 2010
    Date of Patent: September 10, 2013
    Assignee: ZF Friedrichshafen AG
    Inventors: Markus Eisele, Michael Sauter
  • Publication number: 20130065728
    Abstract: A method for operating a drive-train of a motor vehicle with a drive aggregate in the form of a hybrid drive system (3) which comprises at least one electric machine (2), an internal combustion engine (1), a transmission (5), a drive output (4) and a brake system which comprises at least one wear-free permanent brake (6). When a braking torque is required, the braking torque is distributed between the electric machine (2) and the wear-free permanent brake (6). At the beginning of a braking torque demand, the required brake torque is provided exclusively by the electric machine (2). Thereafter, as a function of characteristics of the wear-free permanent brake, the braking torque demand is transferred, in a controlled manner, from the electric machine to the wear-free permanent brake (6) so that the sum of the braking torques provided at the drive output (4) corresponds to the required braking torque.
    Type: Application
    Filed: April 4, 2011
    Publication date: March 14, 2013
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Markus Eisele, Yvonne Wiegand, Jurgen Blaser
  • Patent number: 8376904
    Abstract: A motor vehicle with a hybrid drive system (1) comprising an internal combustion engine and an electric machine, one of an automatic or automated transmission (2) connected between the hybrid drive (1) and a drive output (3) and a driver-operated element (4). The driver-operated element (4) has several conditions that can be selected by a driver with which one of a number of driving ranges or one of several groups of gears are associated for operation of the transmission. The driver-operated element (4) has at least one condition that can be selected by the driver with which, alternatively or in addition to a driving range or group of gears, a hybrid function mode is associated.
    Type: Grant
    Filed: May 27, 2010
    Date of Patent: February 19, 2013
    Assignee: ZF Friedrichshafen AG
    Inventor: Markus Eisele
  • Publication number: 20120245784
    Abstract: A method for the control-side handling of drive torque and/or braking torque in a motor vehicle having as a drive assembly which comprises a hybrid drive with an internal combustion engine (1) and at least one electric machine (2). An engine control device (3) is assigned to the internal combustion engine and a hybrid control device (4) is assigned to the, or each, electric machine. The engine control device (1) and the hybrid control device (4) send and receive drive-torque-relevant and/or braking-torque-relevant data via a data bus (5), and further control devices (6, 7, 8) likewise send and receive drive-torque-relevant and/or braking-torque-relevant data via the data bus. The drive torque and/or braking torque is centrally managed by the hybrid control device (4).
    Type: Application
    Filed: November 22, 2010
    Publication date: September 27, 2012
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Yvonne Wiegand, Markus Eisele
  • Publication number: 20120245780
    Abstract: A motor vehicle control system for a vehicle with a hybrid drive in which first control units, namely, a control unit for each of an internal combustion engine, a transmission, and a hybrid management control unit, are connected to a first data bus. Second control units, namely, at least the hybrid management control unit and further control units of an electric motor portion of the drive-train are connected to the second data bus. Only a single one of the control units connected to the second data bus, holds application data centrally for the hybrid management control unit and, for all the other control units of the electric motor portion of the drive-train, in order for supplying the same with application-dependent data, in contrast the other control units of the electric motor portion, in themselves and without receiving data from the control unit, exclusively contain application-independent program data.
    Type: Application
    Filed: November 4, 2010
    Publication date: September 27, 2012
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Markus Eisele, Benjamin Winkler, Yvonne Wiegand
  • Publication number: 20120203413
    Abstract: A motor vehicle control system for a motor vehicle with a hybrid drive, with first control units, namely, at least one engine control unit associated with an internal combustion engine of the hybrid drive and a first diagnostic control unit, which send and receive diagnostic data and/or program data by way of a first data bus, and second control units, namely, at least one hybrid control unit associated with an electric machine of the hybrid drive and a second diagnostic control unit, which send and receive diagnostic data and/or program data by way of a second data bus. The hybrid control unit is connected to the first and second data buses and sends and receives diagnostic and/or program data via the buses, and the hybrid control unit converts protocols and/or contents of the diagnostic and/or program data bi-directionally between the first data bus and the second data bus.
    Type: Application
    Filed: October 19, 2010
    Publication date: August 9, 2012
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Markus Eisele, Patrick Breidenbach, Benjamin Winkler
  • Publication number: 20110287889
    Abstract: A method of coupling a combustion engine of a parallel-hybrid drive train via a clutch positioned between the engine and an electric machine with the clutch device initially disengaged, the engine rotational speed approximately at an engine idling rotational speed, and the machine rotational speed larger than the engine idling rotation speed. When a request is made for a drive torque value which is larger than a torque threshold, the engine rotational speed is brought to a rotational speed value above the machine rotational speed and the clutch is slipping engaged once the rotational speed value is reached, while the engine, when the drive train decelerates and a request is made to couple the engine, is brought into deceleration cancellation and the engine rotational speed is brought up to the machine rotational speed while engaging the clutch and dependent on a transfer ability of the clutch.
    Type: Application
    Filed: January 29, 2010
    Publication date: November 24, 2011
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Markus Eisele, Michael Sauter
  • Patent number: 7959536
    Abstract: A method of shifting an automatic transmission of a motor vehicle having a hydrodynamic converter (6). The method comprising the steps of detecting a presence of predetermined stopping conditions; determining that a driver of the motor vehicle intends to cause the motor vehicle to change from a driving state to a stopped state, based on the presence of one of the predetermined stopping conditions; and automatically shifting the automatic transmission (8) into a standby mode, before the driving state has concluded. The shifting into the standby mode typically occurs when a rotational speed of the hydrodynamic converter (6) decreases to less than a rotational speed (120) of a motor and the retarder apparatus (10), of the automatic transmission, is disengaged no later than a time by which shifting into the standby mode occurs.
    Type: Grant
    Filed: June 7, 2006
    Date of Patent: June 14, 2011
    Assignee: ZF Friedrichshafen AG
    Inventors: Markus Eisele, Franz Sorg, Harry Nolzen, Jürgen Blaser, Thomas Vogt
  • Patent number: 7945365
    Abstract: A method of influencing an automated transmission of a motor vehicle having a tractional resistance detection unit, the method comprising the steps of reading data, via the tractional resistance detection unit, containing at least information about a torque of a drivetrain, a rotational speed of the drive train, and an acceleration of the vehicle, determining the external tractional resistance of the vehicle based upon the read data, and influencing the shift program by at least one of activation, adaptation and variation of the shift program, on a basis one of an actual and a statistically prepared data about the external tractional resistance of the vehicle.
    Type: Grant
    Filed: September 30, 2006
    Date of Patent: May 17, 2011
    Assignee: ZF Friedrichshafen AG
    Inventors: Markus Eisele, Harry Nolzen, Jürgen Blaser, Harm Adams
  • Publication number: 20100311539
    Abstract: A motor vehicle with a hybrid drive system (1) comprising an internal combustion engine and an electric machine, one of an automatic or automated transmission (2) connected between the hybrid drive (1) and a drive output (3) and a driver-operated element (4). The driver-operated element (4) has several conditions that can be selected by a driver with which one of a number of driving ranges or one of several groups of gears are associated for operation of the transmission. The driver-operated element (4) has at least one condition that can be selected by the driver with which, alternatively or in addition to a driving range or group of gears, a hybrid function mode is associated.
    Type: Application
    Filed: May 27, 2010
    Publication date: December 9, 2010
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventor: Markus Eisele
  • Publication number: 20080227600
    Abstract: A method for shifting an automatic transmission (8) of a motor vehicle having a hydrodynamic, converter (6), when the vehicle slows from driving to a standstill a predetermined stopping condition of the automatic transmission (8) exists, such that the transmission (8) is shifted into neutral. To avoid disadvantages from shifting into neutral immediately after the motor vehicle is stationary, such as an increase in fuel consumption by a tractional torque operation of the converter, a disengagement impact upon shifting into the standby mode; an unexpected rolling of the vehicle, when stopping occurs on an incline following a shift into neutral. The automatic transmission (8), conforming to predetermined stopping conditions, shifts even during the driving state into neutral.
    Type: Application
    Filed: June 7, 2006
    Publication date: September 18, 2008
    Applicant: ZF Friedrichshafen AG
    Inventors: Markus Eisele, Franz Sorg, Harry Nolzen, Jurgen Blaser, Thomas Vogt
  • Publication number: 20080201047
    Abstract: The invention relates to a method for influencing an automated transmission taking into consideration the tractional resistance with which the magnitude of an external tractional resistance can be determined easily and without need of data exchange with devices outside the vehicle, the same as independently of a digitalized road map of the area in which the vehicle drives and with low construction complexity. In particular a topographical information of the area in which the vehicle drives is obtained which allows a tractional resistance detection unit, optionally in combination with additional influencing variables in relation to the external tractional resistance, to act upon the controller of an automated transmission so that by shifting the gear change points or selecting a suitable program, reduces both the fuel consumption and the pollutant and noise emissions.
    Type: Application
    Filed: September 30, 2006
    Publication date: August 21, 2008
    Applicant: ZF Friedrichshafen AG
    Inventors: Markus Eisele, Harry Nolzen, Juergen Blaser, Harm Adams
  • Patent number: 6891710
    Abstract: Method for control of a proportional magnet comprising a magnet core, a magnet armature, a magnet coil for operating a control element in a shift valve or a proportional pressure-control valve, particularly a pressure-control valve for clutch operation in an automatic motor vehicle transmission, and comprising an electronic control device, whereby the magnet core may be moved back and forth between a control region and a hold region with a magnetic hold position of the magnet armature and a defined transition from the control region to the hold position may be executed and whereby mechanisms are provided for recognition of the movements of the magnet armature.
    Type: Grant
    Filed: January 23, 2001
    Date of Patent: May 10, 2005
    Assignee: ZF Friedrichshafen AG
    Inventors: Karlheinz Mayr, Markus Eisele, Robert Ingenbleek, Walter Kill, Hubert Remmlinger, Jochen Fischer, Bernd Fessler