Patents by Inventor Martin Seufert
Martin Seufert 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: 20170321794Abstract: A fluid supply device for a transmission of a motor vehicle. The fluid supply device comprises at least one fluid supply device housing. At least one pump and at least one electric motor are integrated in the fluid supply device housing. The fluid supply device is configured in a modular fashion.Type: ApplicationFiled: February 14, 2017Publication date: November 9, 2017Inventors: Alexander Kiehlneker, Martin Seufert, Christian Anzt, Güenter Rüehle, Markus Weidner, Pawel Loskot
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Patent number: 9449436Abstract: A method for actuating a component of a drive train of a motor vehicle. The component is mechanically prestressed into a safe state. The method has the steps: sensing a fault state; sensing whether the fault state is a first or second type of fault state; immediate interruption of the actuation of the component so that the component is passively transferred into the safe state by the mechanical prestress if the fault state, is of the first type of fault state, or actuation of the component in such a way that the component is actively transferred into the safe state if the fault state is of the second type of fault state.Type: GrantFiled: October 25, 2013Date of Patent: September 20, 2016Assignee: GETRAG Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Martin Seufert, Ralf Hettich, Tobias Kalisch, Michael Ludwig, Heiko Söhner
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Patent number: 8984989Abstract: Clutch arrangement for a motor vehicle drive train. The clutch arrangement has a first and a second clutch which are embodied as normally open clutches. The first clutch can be activated from an open position into a closed position by means of a first actuator arrangement. The second clutch can be activated from an open position into a closed position by means of a second actuator arrangement. The clutch arrangement has a locking device for locking a clutch in the closed position. Only the second clutch can be locked in the closed position by means of the locking device, while the first clutch cannot be locked in the closed position. Thus, the first actuator arrangement has to be supplied with energy in order to secure the first clutch in the closed position.Type: GrantFiled: September 5, 2012Date of Patent: March 24, 2015Assignee: GETRAG Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Uli Christian Blessing, Guenter Ruehle, Martin Seufert
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Publication number: 20140052326Abstract: A method for actuating a component of a drive train of a motor vehicle. The component is mechanically prestressed into a safe state. The method has the steps: sensing a fault state; sensing whether the fault state is a first or second type of fault state; immediate interruption of the actuation of the component so that the component is passively transferred into the safe state by the mechanical prestress if the fault state, is of the first type of fault state, or actuation of the component in such a way that the component is actively transferred into the safe state if the fault state is of the second type of fault state.Type: ApplicationFiled: October 25, 2013Publication date: February 20, 2014Inventors: Martin Seufert, Ralf Hettich, Tobias Kalisch, Michael Ludwig, Heiko Söhner
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Patent number: 8620513Abstract: An actuator arrangement for a motor vehicle drive train has a control device, an electric actuator and a drive circuit for the actuator. The drive circuit receives at least one nominal signal relating to an actuator from the control device and converts it into a drive signal for the actuator. The control device is checked for faults by means of a monitoring device. The drive circuit and/or a power stage which is arranged between the drive circuit and the motor receives a reset signal when such a fault occurs. Further, the control device is configured to check the function of the drive circuit and to generate a reset signal for the drive circuit and/or for the power stage if a malfunction occurs.Type: GrantFiled: December 18, 2008Date of Patent: December 31, 2013Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Martin Seufert, Michael Gerhard Ludwig, Volker Naegele
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Publication number: 20130055851Abstract: Clutch arrangement for a motor vehicle drive train. The clutch arrangement has a first and a second clutch which are embodied as normally open clutches. The first clutch can be activated from an open position into a closed position by means of a first actuator arrangement. The second clutch can be activated from an open position into a closed position by means of a second actuator arrangement. The clutch arrangement has a locking device for locking a clutch in the closed position. Only the second clutch can be locked in the closed position by means of the locking device, while the first clutch cannot be locked in the closed position. Thus, the first actuator arrangement has to be supplied with energy in order to secure the first clutch in the closed position.Type: ApplicationFiled: September 5, 2012Publication date: March 7, 2013Applicant: GETRAG Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Uli Christian Blessing, Gunter Ruehle, Martin Seufert
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Patent number: 8311714Abstract: A method for monitoring an automated drive train of a motor vehicle, in particular of a passenger car. The drive train comprises a drive engine, a friction clutch arrangement and a multi-speed transmission. The friction clutch arrangement connects or disconnects the drive engine to/from the multi-speed transmission. The method comprises the step of determining at least one rotational speed parameter of the drive train; checking whether the rotational speed parameter is greater than a first threshold value for a first predetermined time interval, and initiating a measure in the drive train in order to lower the rotational speed parameter if the rotational speed parameter is greater than the first threshold value for the first predetermined time interval.Type: GrantFiled: June 24, 2010Date of Patent: November 13, 2012Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Martin Seufert, Tobias Kalisch, Markus Goldbach, Michael Schachtmann, Ralf Hettich, Matthias Neundorf
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Patent number: 8297249Abstract: The invention relates to a method for controlling the start-up phase of a motor vehicle driven by an internal combustion engine (12). The internal combustion engine (12) is started by an electrical machine (16) that can be operated as a motor, and there is a preferably automatically actuatable clutch (50) in the drive train (11) between the internal combustion engine (12) and the electrical machine (16). A faster start-up response can be achieved if the internal combustion engine (12) is driven by the electrical machine (16) when the clutch (50) is engaged during start-up, and if the clutch capacitance (MK) is reduced according to a defined parameter, preferably the engine speed, the time or the torque (ME) of the electrical machine (16) or similar.Type: GrantFiled: October 8, 2009Date of Patent: October 30, 2012Assignees: AVL List GmbH, Getrag Innovationscenter Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & CIE KG, Thien eDrives GmbHInventors: Martin Seufert, Frank Thullner, Ralph Richter, Josef Glatthaar, Roberto Tirelli, Vincenzo De Gioia, Reinhard Klein, Jurgen Wagner, Richard Schneider, Gusztav Gulyas, Peter Ebner, Stefan Strobl
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Patent number: 8162115Abstract: An actuator arrangement for a clutch of a drive train for motor vehicles. The clutch is prestressed into an opened position and can be activated electromechanically. An electric motor can be coupled to the clutch in order to activate it. A control unit actuates the electric motor. The actuator arrangement has a safety device which is connected to the electric motor parallel to the control unit. The safety device is configured, in the case of a fault state, to supply electrical power to the electric motor independently of the control unit in order to open the clutch.Type: GrantFiled: April 27, 2009Date of Patent: April 24, 2012Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Martin Seufert, Tobias Kalisch, Ralf Hettich
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Patent number: 8108113Abstract: A method (42) for preventing incorrect gear shifts in automatic transmissions (14) of motor vehicles comprising the following steps: determining a current output torque (Mis) of a source gear (GSOURCE); generating a history of output torques by storing the current output torque in the source gear (GSOURCE) for a time interval having a predetermined duration; determining an absolute value of a minimal output torque (Mmin) and an absolute value of a maximum output torque (Mmax) from the history (60) of output torques, comparing the two values and determining the greater absolute value; determining (S3) an absolute value of a target torque (MTARGET) of a target gear (GTARGET), if an instruction for a gear change exists; comparing (S4) the absolute value of the target torque (MTARGET) with the greater absolute value; and shifting (S5) the transmission (14) from the source gear (GSOURCE) to the target gear (GTARGET), if the absolute value of the target torque (MTARGET) is less than or equal to the greater absoluteType: GrantFiled: July 30, 2010Date of Patent: January 31, 2012Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventor: Martin Seufert
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Patent number: 8055402Abstract: A method for detecting a fault state in an automated motor vehicle gearbox having two parallel branches. Each branch has a clutch and is configured to transmit driving torques from a drive unit to at least one driven wheel of the motor vehicle. The method comprises the steps of sensing whether both clutches are at least partially closed; of sensing the rotational speed of the at least one driven wheel and sensing the rotational speed of a non-driven wheel, and of detection of a fault state if both clutches are at least partially closed, and a difference between the rotational speeds of the wheels is greater than a predetermined reference value.Type: GrantFiled: April 7, 2010Date of Patent: November 8, 2011Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Martin Seufert, Ralf Hettich, Josef Glatthaar, Ralph Richter, Tobias Kalisch, Marius Bryzgalski, Joerg Moellmann
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Patent number: 8037858Abstract: A method for controlling the start-up phase of a motor vehicle driven by an internal combustion engine (12) wherein the internal combustion engines (12) is started by an electrical machine (16) that can be operated as a motor, a preferably automatically atuatable clutch (50) being located in the drive train (11) between the internal combustion engine (12) and the electrical machine (16). A faster start-up response can be achieved if the internal combustion engine (12) is driven by the electrical machine (16) when the clutch (50) is engaged during start-up, and if the clutch capacitance (MK) is reduced according to a defined parameter, preferably the engine speed, the time or the torque (ME) of the electrical machine (16) or similar.Type: GrantFiled: October 8, 2009Date of Patent: October 18, 2011Assignees: AVL List GmbH, Getrag Innovationscenter Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & CIE KG, ATB Technologies GmbHInventors: Martin Seufert, Frank Thullner, Ralph Richter, Josef Glatthaar, Roberto Tirelli, Vincenzo De Gioia, Reinhard Klein, Jurgen Wagner, Richard Schneider, Gusztav Gulyas, Peter Ebner, Stefan Strobl
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Patent number: 7966116Abstract: A method for controlling dual clutch transmission with at least two partial drive trains, each arranged to be coupled with an engine by means of a clutch, in that, a first clutch of an actively operated partial drive train currently transmitting torque is opened, whereas a second clutch of the partial drive train not actively operated is closed in the already engaged gear and determining a reduction of a maximum possible lateral guiding force of at least one drive wheel and determining torque transmitted by the clutches, wherein, in the case of reduction of the maximally possible lateral guiding force below a default value and in the case that torque is transmitted by both clutches, the torque of one of the clutches is reduced.Type: GrantFiled: March 2, 2010Date of Patent: June 21, 2011Assignees: LuK Lamellen und Kupplungsbau Beteiligungs KG, Getrag Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Heiko Priller, Thomas Weber, Juergen Eich, Tobias Kalisch, Ralf Hettich, Marc Kramer, Martin Seufert
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Publication number: 20110010061Abstract: A method (42) for preventing incorrect gear shifts in automatic transmissions (14) of motor vehicles comprising the following steps: determining a current output torque (Mis) of a source gear (GSOURCE); generating a history of output torques by storing the current output torque in the source gear (GSOURCE) for a time interval having a predetermined duration; determining an absolute value of a minimal output torque (Mmin) and an absolute value of a maximum output torque (Mmax) from the history (60) of output torques, comparing the two values and determining the greater absolute value; determining (S3) an absolute value of a target torque (MTARGET) of a target gear (GTARGET), if an instruction for a gear change exists; comparing (S4) the absolute value of the target torque (MTARGET) with the greater absolute value; and shifting (S5) the transmission (14) from the source gear (GSOURCE) to the target gear (GTARGET), if the absolute value of the target torque (MTARGET) is less than or equal to the greater absoluteType: ApplicationFiled: July 30, 2010Publication date: January 13, 2011Applicant: GETRAG Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventor: Martin Seufert
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Publication number: 20110004383Abstract: A method for monitoring an automated drive train of a motor vehicle, in particular of a passenger car. The drive train comprises a drive engine, a friction clutch arrangement and a multi-speed transmission. The friction clutch arrangement connects or disconnects the drive engine to/from the multi-speed transmission. The method comprises the step of determining at least one rotational speed parameter of the drive train; checking whether the rotational speed parameter is greater than a first threshold value for a first predetermined time interval, and initiating a measure in the drive train in order to lower the rotational speed parameter if the rotational speed parameter is greater than the first threshold value for the first predetermined time interval.Type: ApplicationFiled: June 24, 2010Publication date: January 6, 2011Applicant: GETRAG Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Martin Seufert, Tobias Kalisch, Markus Goldbach, Michael Schachtmann, Ralf Hettich, Matthias Neundorf
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Publication number: 20100305802Abstract: A method for detecting a fault state in an automated motor vehicle gearbox having two parallel branches. Each branch has a clutch and is configured to transmit driving torques from a drive unit to at least one driven wheel of the motor vehicle. The method comprises the steps of sensing whether both clutches are at least partially closed; of sensing the rotational speed of the at least one driven wheel and sensing the rotational speed of a non-driven wheel, and of detection of a fault state if both clutches are at least partially closed, and a difference between the rotational speeds of the wheels is greater than a predetermined reference value.Type: ApplicationFiled: June 7, 2010Publication date: December 2, 2010Applicant: GETRAG Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Die KGInventors: Martin Seufert, Ralf Hettich, Josef Glatthaar, Ralph Richter, Tobias Kalisch, Marius Bryzgalski, Joerg Moellmann
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Patent number: 7806804Abstract: Method for shifting, in particular engaging and/or disengaging, gears in an automatic multi-stage gearbox of a motor vehicle, wherein the gearbox comprises a drive input shaft (18) connectable to an engine drive output shaft (16) by means of a friction clutch (12) which acts as a separating clutch (12), and a drive output shaft (20) couplable to a drive wheel or to drive wheels of the motor vehicle, wherein a shift process takes place, in particular only, as a function of rotational speeds (n) of the shafts, wherein each gear is assigned a synchronizing device (36), which acts as a shift clutch, in order to connect the drive input shaft (18) to the drive output shaft (20), comprising the following steps: setting the separating clutch (12) into a dragging position such that a low, preferably predefined, drag torque is transmitted from the engine drive output shaft (16) to the drive input shaft (18), which drag torque is sufficient to bring a rotational speed (nIS) of the drive input shaft (18) when the shift cType: GrantFiled: January 27, 2010Date of Patent: October 5, 2010Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Patrick Dreher, Martin Seufert
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Publication number: 20100160113Abstract: Method for shifting, in particular engaging and/or disengaging, gears in an automatic multi-stage gearbox of a motor vehicle, wherein the gearbox comprises a drive input shaft (18) connectable to an engine drive output shaft (16) by means of a friction clutch (12) which acts as a separating clutch (12), and a drive output shaft (20) couplable to a drive wheel or to drive wheels of the motor vehicle, wherein a shift process takes place, in particular only, as a function of rotational speeds (n) of the shafts, wherein each gear is assigned a synchronizing device (36), which acts as a shift clutch, in order to connect the drive input shaft (18) to the drive output shaft (20), comprising the following steps: setting the separating clutch (12) into a dragging position such that a low, preferably predefined, drag torque is transmitted from the engine drive output shaft (16) to the drive input shaft (18), which drag torque is sufficient to bring a rotational speed (nIS) of the drive input shaft (18) when the shift cType: ApplicationFiled: January 27, 2010Publication date: June 24, 2010Applicant: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Patrick Dreher, Martin Seufert
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Publication number: 20100152986Abstract: A method for controlling dual clutch transmission with at least two partial drive trains, each arranged to be coupled with an engine by means of a clutch, in that, a first clutch of an actively operated partial drive train currently transmitting torque is opened, whereas a second clutch of the partial drive train not actively operated is closed in the already engaged gear and determining a reduction of a maximum possible lateral guiding force of at least one drive wheel and determining torque transmitted by the clutches, wherein, in the case of reduction of the maximally possible lateral guiding force below a default value and in the case that torque is transmitted by both clutches, the torque of one of the clutches is reduced.Type: ApplicationFiled: March 2, 2010Publication date: June 17, 2010Applicants: LUK LAMELLEN UND KUPPLUNGSBAU BETEILIGUNGS KG, Getrag Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Heiko PRILLER, Thomas WEBER, Juergen EICH, Tobias KALISCH, Ralf HETTICH, Marc KRAMER, Martin SEUFERT
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Publication number: 20100106394Abstract: A method for controlling the start-up phase of a motor vehicle driven by an internal combustion engine (12) wherein the internal combustion engines (12) is started by an electrical machine (16) that can be operated as a motor, a preferably automatically actuatable clutch (50) being located in the drive train (11) between the internal combustion engine (12) and the electrical machine (16). A faster start-up response can be achieved if the internal combustion engine (12) is driven by the electrical machine (16) when the clutch (50) is engaged during start-up, and if the clutch capacitance (MK) is reduced according to a defined parameter, preferably the engine speed, the time or the torque (ME) of the electrical machine (16) or similar.Type: ApplicationFiled: October 8, 2009Publication date: April 29, 2010Inventors: Martin Seufert, Frank Thullner, Ralph Richter, Josef Glatthaar, Roberto Tirelli, Vincenzo De Gioia, Reinhard Klein, Jurgen Wagner, Richard Schneider, Gusztav Gulyas, Peter Ebner, Stefan Strobl