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).
-
Publication number: 20100031910Abstract: 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: ApplicationFiled: October 8, 2009Publication date: February 11, 2010Inventors: Martin Seufert, Frank Thullner, Ralph Richter, Josef Glatthaar, Roberto Tirelli, Vincenzo De Gioia, Reinhard Klein, Jürgen Wagner, Richard Schneider, Guszlav Gulyas, Peter Ebner, Stefan Strobl
-
Publication number: 20100024756Abstract: 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: ApplicationFiled: October 8, 2009Publication date: February 4, 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
-
Patent number: 7624658Abstract: A transmission configuration includes an automated dual-clutch transmission having two transmission sections with respective input shafts, respective output shafts and respective motor clutches. The motor clutches are connected, on a motor side thereof, to a drive shaft and to a respective one of the input shafts on a transmission side thereof. A drive-side speed sensor unit is disposed at the drive shaft. An input-side speed sensor configuration includes sensor wheels connected, fixed against relative rotation, to respective ones of the input shafts, and pulse sensors disposed stationary with respect to a housing and within an effective range of the respective sensor wheels. The input-side speed sensor configuration is configured to detect a speed of the input shafts and a direction of rotation of at least one of the input shafts. A method for controlling an automated dual-clutch transmission is also provided.Type: GrantFiled: March 6, 2008Date of Patent: December 1, 2009Assignees: Volkswagen Aktiengesellschaft, GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Jörg Fähland, Bernd Cappelmann, Rainer Hofmann, Ansgar Damm, Günter Rühle, Martin Seufert, Matthias Beck, Josef Glatthaar, Lothar Herdle
-
Patent number: 7610891Abstract: 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: April 14, 2005Date of Patent: November 3, 2009Assignee: AVL List GmbHInventors: Martin Seufert, Frank Thullner, Ralph Richter, Josef Glatthaar, Roberto Tirelli, Vincenzo De Gioia, Reinhard Klein, Jürgen Wagner, Richard Schneider, Gusztav Gulyas, Peter Ebner, Stefan Strobl
-
Publication number: 20090255773Abstract: 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: ApplicationFiled: April 27, 2009Publication date: October 15, 2009Applicant: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Martin Seufert, Tobias Kalisch, Ralf Hettich
-
Publication number: 20090164058Abstract: 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: ApplicationFiled: December 18, 2008Publication date: June 25, 2009Inventors: Martin Seufert, Michael Gerhard Ludwig, Volker Naegele
-
Patent number: 7472616Abstract: A method for controlling an automated step-by-step variable transmission which has a plurality of gear stages which set up a different transmission ratio in each case. The method comprises the steps: a) detecting whether a gear stage is to be engaged, b) detecting an input actual variable which is substantially proportional to an input rotational speed of the step-by-step variable transmission, and an output actual variable which is substantially proportional to an output rotational speed of the transmission, c) checking as to whether a difference between a ratio of the input and the output actual variables and the transmission ratio which would be set up by the gear stage is smaller for a predefined timespan than a predefined tolerance range, and d) determining a fault state if the difference does not lie within the tolerance range for the predefined timespan.Type: GrantFiled: July 9, 2007Date of Patent: January 6, 2009Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Patrick Dreher, Martin Seufert, Frank Nageleisen
-
Publication number: 20080153666Abstract: A transmission configuration includes an automated dual-clutch transmission having two transmission sections with respective input shafts, respective output shafts and respective motor clutches. The motor clutches are connected, on a motor side thereof, to a drive shaft and to a respective one of the input shafts on a transmission side thereof. A drive-side speed sensor unit is disposed at the drive shaft. An input-side speed sensor configuration includes sensor wheels connected, fixed against relative rotation, to respective ones of the input shafts, and pulse sensors disposed stationary with respect to a housing and within an effective range of the respective sensor wheels. The input-side speed sensor configuration is configured to detect a speed of the input shafts and a direction of rotation of at least one of the input shafts. A method for controlling an automated dual-clutch transmission is also provided.Type: ApplicationFiled: March 6, 2008Publication date: June 26, 2008Applicants: VOLKSWAGEN AKTIENGESELLSCHAFT, GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Jorg Fahland, Bernd Cappelmann, Rainer Hofmann, Ansgar Damm, Gunter Ruhle, Martin Seufert, Matthias Beck, Josef Glatthaar, Lothar Herdle
-
Patent number: 7367416Abstract: A drive train is proposed for a motor vehicle which is driven by an internal combustion engine, having a single friction clutch which has an input element and an output element, wherein the input element is to be connected to a crankshaft of the internal combustion engine; a step-by-step variable speed transmission which has an input shaft connected to the output element of the friction clutch; and an electric machine which can be connected via a clutch to an output shaft of the step-by-step variable speed transmission in order to be able to apply traction force to the output shaft when the friction clutch is opened or closed, and which can be connected as a starter generator to the crankshaft in order to start the internal combustion engine or be driven by the internal combustion engine.Type: GrantFiled: April 22, 2005Date of Patent: May 6, 2008Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Martin Seufert, Hannes Kiessling, Reinhard Schaarschmidt
-
Patent number: 7367919Abstract: A transmission configuration includes an automated dual-clutch transmission having two transmission sections with respective input shafts, respective output shafts and respective motor clutches. The motor clutches are connected, on a motor side thereof, to a drive shaft and to a respective one of the input shafts on a transmission side thereof. A drive-side speed sensor unit is disposed at the drive shaft. An input-side speed sensor configuration includes sensor wheels connected, fixed against relative rotation, to respective ones of the input shafts, and pulse sensors disposed stationary with respect to a housing and within an effective range of the respective sensor wheels. The input-side speed sensor configuration is configured to detect a speed of the input shafts and a direction of rotation of at least one of the input shafts. A method for controlling an automated dual-clutch transmission is also provided.Type: GrantFiled: March 26, 2007Date of Patent: May 6, 2008Assignees: Volkswagen Aktiengesellschaft, GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Jörg Fähland, Bernd Cappelmann, Rainer Hofmann, Ansgar Damm, Günter Rühle, Martin Seufert, Matthias Beck, Josef Glatthaar, Lothar Herdle
-
Publication number: 20080006107Abstract: A method for controlling an automated step-by-step variable transmission which has a plurality of gear stages which set up a different transmission ratio in each case. The method comprises the steps: a) detecting whether a gear stage is to be engaged, b) detecting an input actual variable which is substantially proportional to an input rotational speed of the step-by-step variable transmission, and an output actual variable which is substantially proportional to an output rotational speed of the transmission, c) checking as to whether a difference between a ratio of the input and the output actual variables and the transmission ratio which would be set up by the gear stage is smaller for a predefined timespan than a predefined tolerance range, and d) determining a fault state if the difference does not lie within the tolerance range for the predefined timespan.Type: ApplicationFiled: July 9, 2007Publication date: January 10, 2008Applicant: GETRAG Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Patrick Dreher, Martin Seufert, Frank Nageleisen
-
Publication number: 20070214906Abstract: A transmission configuration includes an automated dual-clutch transmission having two transmission sections with respective input shafts, respective output shafts and respective motor clutches. The motor clutches are connected, on a motor side thereof, to a drive shaft and to a respective one of the input shafts on a transmission side thereof. A drive-side speed sensor unit is disposed at the drive shaft. An input-side speed sensor configuration includes sensor wheels connected, fixed against relative rotation, to respective ones of the input shafts, and pulse sensors disposed stationary with respect to a housing and within an effective range of the respective sensor wheels. The input-side speed sensor configuration is configured to detect a speed of the input shafts and a direction of rotation of at least one of the input shafts. A method for controlling an automated dual-clutch transmission is also provided.Type: ApplicationFiled: March 26, 2007Publication date: September 20, 2007Applicants: Volkswagen Aktiengesellschaft, GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KGInventors: Jorg Fahland, Bernd Cappelmann, Rainer Hofmann, Ansgar Damm, Gunter Ruhle, Martin Seufert, Matthias Beck, Josef Glatthaar, Lothar Herdle
-
Publication number: 20070157899Abstract: 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: ApplicationFiled: April 14, 2005Publication date: July 12, 2007Inventors: Martin Seufert, Frank Thullner, Ralph Richter, Josef Glatthaar, Roberto Tirelli, Vencenzo De Gioia, Reinhard Klein, Jurgen Wagner, Richard Schneider, Gusztav Gulyas, Peter Ebner, Stefan STrobl
-
Publication number: 20050279543Abstract: A drive train is proposed for a motor vehicle which is driven by an internal combustion engine, having a single friction clutch which has an input element and an output element, wherein the input element is to be connected to a crankshaft of the internal combustion engine; a step-by-step variable speed transmission which has an input shaft connected to the output element of the friction clutch; and an electric machine which can be connected via a clutch to an output shaft of the step-by-step variable speed transmission in order to be able to apply traction force to the output shaft when the friction clutch is opened or closed, and which can be connected as a starter generator to the crankshaft in order to start the internal combustion engine or be driven by the internal combustion engine.Type: ApplicationFiled: April 22, 2005Publication date: December 22, 2005Inventors: Martin Seufert, Hannes Kiessling, Reinhard Schaarschmidt
-
Publication number: 20050016306Abstract: An automated drive train is provided for a motor vehicle comprising a single friction clutch, which is actuatable by a first actuator. A step transmission connected to the output side of the friction clutch comprises wheel sets to engage and disengage forward gears. A plurality of partial load positive gear shift clutches are provided which each include a synchronization means and which are actuatable by means of second actuators for engaging and disengaging the gears. A controller is provided for controlling the actuators such that the drive train is controlled to carry out a gear change under one of the three possible modes (A, B, C) depending on the conditions of the gear change to be made, wherein the three possible modes (A, B, C) of gear changes take place with an opened (C), a closed (B) or with a slipping (A) friction clutch (FIG. 6).Type: ApplicationFiled: July 22, 2003Publication date: January 27, 2005Applicants: Hermann Hagenmeyer GmbH & Cie.Inventors: Gunter Ruhle, Martin Seufert, Richard Harst
-
Patent number: 6604438Abstract: An automated drive train is provided for a motor vehicle comprising a single friction clutch, which is actuatable by a first actuator. A step transmission connected to the output side of the friction clutch comprises wheel sets to engage and disengage forward gears. A plurality of partial load positive gear shift clutches are provided which each include a synchronization means and which are actuatable by means of second actuators for engaging and disengaging the gears. A controller is provided for controlling the actuators such that the drive train is controlled to carry out a gear change under one of the three possible modes (A, B, C) depending on the conditions of the gear change to be made, wherein the three possible modes (A, B, C) of gear changes take place with an opened (C), a closed (B) or with a slipping (A) friction clutch.Type: GrantFiled: December 15, 2000Date of Patent: August 12, 2003Assignee: Getrag Getroebe-und Zahnradfabrik Herman Hagenmeyer GmbH & Cie.Inventors: Günter Rühle, Martin Seufert, Richard Harst
-
Publication number: 20010011484Abstract: An automated drive train (10) is provided for a motor vehicle comprising a single friction clutch (14), which is actuatable by a first actuator (60) and is connected at the input side with a motor (12) of the vehicle. A step transmission (16) is connected to the output side of the friction clutch (14). The transmission comprises a first plurality of wheel sets (30-40) to engage and disengage the corresponding forward gears one to six. A corresponding plurality of positive gear shift clutches (44-45) are provided which each include a synchronization means and which are actuatable by means of a second plurality of second actuators (62, 64, 66) for engaging and disengaging the gears one to six. A controller (70) is provided for controlling the first actuator (60) and the second actuators (62, 64, 66) in co-ordinated manner.Type: ApplicationFiled: December 15, 2000Publication date: August 9, 2001Inventors: Gunter Ruhle, Martin Seufert, Richard Harst
-
Patent number: 6095001Abstract: A motor vehicle stepped transmission comprises a transmission input shaft ich is driven by an engine output shaft via a separating clutch. Further, it comprises a transmission output shaft arranged colinearly with the transmission input shaft. A countershaft is arranged parallel to the transmission output shaft. A plurality of gearwheel sets is provided for establishing forward and reverse gears within the transmission. A sub-plurality of the gearwheel sets each comprises a loose wheel. The loose wheels are rotatably arranged on a shaft and are adapted to be rigidly connected to the shaft by means of a gearshift clutch for shifting into one of a sub-plurality of the forward and reverse gears. Another of the gearwheel sets is associated to another of the forward and reverse gears and is adapted to be switched by means of a friction clutch. A toothed wheel within the other gearwheel set and associated to the other gear is arranged on an additional shaft extending parallel to the transmission output shaft.Type: GrantFiled: January 22, 1999Date of Patent: August 1, 2000Assignee: Getrag Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie.Inventors: Guenter Ruehle, Martin Seufert
-
Patent number: 6079206Abstract: A hydraulic actuator and a method for degassing hydraulic actuators having t least two chambers are disclosed. For actuating a hydraulic element, for example a piston in a piston-and-cylinder unit the hydraulic actuator may be supplied with pressurized hydraulic fluid from a hydraulic source via gate valves. The chambers may be interconnected via another gate valve such that when the other gate valve is open, a closed flushing circuit may be configured, starting from a hydraulic fluid container via a hydraulic pump, a first gate valve, a first chamber, the additional valve, a second chamber, a second gate valve and back to the hydraulic fluid container.Type: GrantFiled: July 8, 1997Date of Patent: June 27, 2000Assignees: Getrag Getriebe- Und Zahnradfbrik Hermann Hagenmeyer GmbH & Cie, Bayerische Motorenwerke AGInventors: Gunther Petrzik, Hartmut Hohensee, Martin Seufert
-
Patent number: 4929315Abstract: A process for galvanic coating of a selected area on a preform, comprising applying an electrically conducting metallic primer to substantially the entire surface of the preform; masking a portion of the surface coated leaving exposed an unmasked portion not to be coated; forming a clear coat to the exposed portion not to be galvanized; removing the mask to expose the portion of the surface not clear coated; and galvanically coating the area of metallic primer.Type: GrantFiled: February 9, 1989Date of Patent: May 29, 1990Assignee: Audi AGInventors: Siegfried Schaper, Martin Seufert