Patents by Inventor Wolfgang Reik
Wolfgang Reik 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: 7287634Abstract: The invention relates to a torque transmission device, especially for a drive train comprising an internal combustion engine and a twin-clutch transmission having two transmission input shafts and one transmission output shaft, each transmission input shaft being connectable to an internal combustion engine via a clutch of the torque transmission device.Type: GrantFiled: December 23, 2004Date of Patent: October 30, 2007Assignee: LuK Lamellen und Kupplungsbau Beteilligungs KGInventors: Ivo Agner, Wolfgang Reik, Olaf Werner
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Patent number: 7261665Abstract: The invention relates to a transmission arrangement, particularly for a motor vehicle, comprising at least one set of planetary gears and at least one dry clutch or a dry transmission brake. The inventive transmission arrangement allows advantages of the automatic transmission to be combined with the energy-saving clutches and transmission brakes.Type: GrantFiled: February 25, 2005Date of Patent: August 28, 2007Assignee: Luk Lamellen und Kupplungsbau Beteiligungs KGInventors: Oswald Friedmann, Peter Tenberge, Wolfgang Reik
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Patent number: 7237785Abstract: A vehicle roll stabilizer for the chassis of a motor vehicle is provided, with its actuator (3, 38) being energized with independent energy, as necessary, for counteracting a roll. The actuator (3, 38) is provided with at least one additional energy accumulator (33a, 57), with its stored energy additionally counteracting the roll.Type: GrantFiled: April 25, 2005Date of Patent: July 3, 2007Assignees: Schaeffler KG, Luk Lamellen und Kupplungsbau Beteiligungs KGInventors: Manfred Kraus, Jürgen Osterlänger, Harald Hochmuth, Thomas Dirnberger, Wolfgang Reik, Thomas Pfund
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Publication number: 20070144160Abstract: The present invention broadly comprises a cone connection assembly for a torque converter, including: a first surface operatively arranged for connection to a crankshaft and a second surface on a cover of the torque converter. The first and second surfaces are arranged to be engaged and the first surface is arranged to transfer torque to the second surface via the engagement of the first and second surfaces. In some aspects, the crankshaft comprises a longitudinal axis, the first surface is disposed about the longitudinal axis, the cover comprises an outside surface, and the outside surface comprises the second surface. In some aspects, the first and second surfaces are arranged to be frictionally engaged or the first and second surfaces have complementary surface features and the first and second surface features are arranged to interlockingly engage.Type: ApplicationFiled: December 12, 2006Publication date: June 28, 2007Applicant: LuK Lamellen und Kupplungsbau Beteiligungs KGInventors: Wei Wang, Bruno Mueller, Manfred Homm, Jeffrey Hemphill, Philip George, Wolfgang Reik
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Patent number: 7211026Abstract: The invention relates to a method for controlling and/or regulating a drive train in a vehicle with an engine and a gearbox, especially an automatic gearbox, whereby depending on a warning signal and a stopping request of the driver an engine stalling aid is launched. The invention also relates to a drive train for a vehicle with an engine and a gearbox, especially an automatic gearbox, especially for carrying out said method.Type: GrantFiled: February 28, 2005Date of Patent: May 1, 2007Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KGInventors: Reinhard Berger, Robert Fischer, Wolfgang Reik
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Patent number: 7156406Abstract: The invention relates to a roll stabilizer for the chassis of a motor vehicle, comprising an actuator (3), which is mounted between anti-roll bar halves (1, 2) and which rotates these about a rotation axis in opposite directions as necessary. The curved path carriers (4, 5) of the actuator that are assigned to the roll stabilizer halves (1, 2) are each provided with a curved path (17, 18) inside of which a coupling element (13) is guided that can be displaced along these curved paths (17, 18) via an actuating drive (7, 10). The U-shaped or V-shaped curved path (18) of one curved path carrier (5) has two curved path branches (19, 20) that are arranged in a mirror symmetric manner in relation to a longitudinal central plane containing the rotation axis of the actuator (3).Type: GrantFiled: April 22, 2005Date of Patent: January 2, 2007Assignees: INA- Schaeffler KG, LUK Lamellen und Kupplungsbau Beteiligungs KGInventors: Manfred Kraus, Jurgen Osterlanger, Harald Hochmuth, Thomas Dirnberger, Wolfgang Reik, Thomas Pfund
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Patent number: 7124871Abstract: A lever system for actuating a clutch or a brake for a vehicle, such as a motor vehicle. The actuating force for the clutch or transmission brake is changeable by displacing a fulcrum with respect to a lever. An energy storage mechanism may act at one end portion of the lever and a pressure plate of a clutch or a transmission brake may act, directly or indirectly, on the other end portion.Type: GrantFiled: March 3, 2004Date of Patent: October 24, 2006Assignee: Luk Lamellen und Kupplungsbau Beteiligungs KGInventors: Oswald Friedmann, Wolfgang Reik, Dirk Burkhart, Wolfgang Haas, Christian Scheufler, Laszlo Man, Christoph Raber, Dirk Reimnitz, Markus Schaefer
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Patent number: 7114585Abstract: A power train for a motor vehicle includes a combustion engine, a clutch or other torque-coupling device, a transmission, and an electro-mechanical energy converter that is operable at least as a motor and as a generator. The electro-mechanical energy converter is coupled to the output shaft of the combustion engine through a torque transfer device with at least two rpm ratios that automatically set themselves according to whether the vehicle is operating in a start-up mode or in a driving mode.Type: GrantFiled: March 15, 2004Date of Patent: October 3, 2006Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KGInventors: Laszlo Man, Wolfgang Reik, Bruno Muller
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Publication number: 20060207855Abstract: A liquid-cooled friction clutch contains at least one lamella, which is connected rotationally fixed to a driveshaft, at least one lamella, which is connected rotationally fixed to an output shaft, these lamellae being able to be pressed mutually against one another and being positioned inside a clutch housing connected rotationally fixed to the driveshaft, and a coolant liquid return line, which leads from an area radially outside the lamellae to an area radially inside the lamellae and returns coolant liquid after its radial flow along the lamellae from the radial external area into the radial internal area, an end area of the return line being implemented as a scoop tube having an intake opening which is immersed radially outside the lamellae in a coolant liquid ring rotating together with the clutch housing and returns the coolant liquid into the area radially inside the lamellae without flowing through a pump driven by external force.Type: ApplicationFiled: March 15, 2006Publication date: September 21, 2006Applicant: Luk Lamellen und Kupplungsbau Beteiligungs KGInventors: Johannes Arnold, Wolfgang Reik, Ivo Agner, Oliver Noehl
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Patent number: 7000747Abstract: A hydrokinetic torque converter with a built-in bypass clutch is provided with an arrangement which regulates the cooling of the clutch at a rate dependent upon the slip between the coaxial driving and driven parts of the clutch, and hence upon the quantity of generated friction heat. The cooling unit for the driving and/or driven part of the clutch can employ, for example, one or more pumps; a supply of a substance which changes its aggregate state from liquid to gaseous or from solid to flowable in response to heating, and vice versa in response to cooling; one or more porous washers in the path for the flow of hydraulic fluid between the customary plenum chambers provided in the housing of the torque converter to move a piston of the driven part of the clutch into and from frictional engagement with the housing; and/or a system of recesses, grooves, channels and/or other passages serving to convey fluid between the chambers at a rate which is higher or highest when the clutch operates with maximum slip.Type: GrantFiled: November 23, 2004Date of Patent: February 21, 2006Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KGInventors: Gunnar Back, Hubert Friedmann, Paul Granderath, Jean-Francois Heller, Stephan Maienschein, Marc Meisner, Bruno Müller, Wolfgang Reik
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Publication number: 20050211518Abstract: A vehicle roll stabilizer for the chassis of a motor vehicle is provided, with its actuator (3, 38) being energized with independent energy, as necessary, for counteracting a roll. The actuator (3, 38) is provided with at least one additional energy accumulator (33a, 57), with its stored energy additionally counteracting the roll.Type: ApplicationFiled: April 25, 2005Publication date: September 29, 2005Applicants: INA-Schaeffler KG, Luk Lamellen Und Kupplungsbau Beteiligungs KGInventors: Manfred Kraus, Jurgen Osterlanger, Harald Hochmuth, Thomas Dirnberger, Wolfgang Reik, Thomas Pfund
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Publication number: 20050204835Abstract: The invention relates to a roll stabilizer for the chassis of a motor vehicle, comprising an actuator (3), which is mounted between anti-roll bar halves (1, 2) and which rotates these about a rotation axis in opposite directions as necessary. The curved path carriers (4, 5) of the actuator that are assigned to the roll stabilizer halves (1, 2) are each provided with a curved path (17, 18) inside of which a coupling element (13) is guided that can be displaced along these curved paths (17, 18) via an actuating drive (7, 10). The U-shaped or V-shaped curved path (18) of one curved path carrier (5) has two curved path branches (19, 20) that are arranged in a mirror symmetric manner in relation to a longitudinal central plane containing the rotation axis of the actuator (3).Type: ApplicationFiled: April 22, 2005Publication date: September 22, 2005Applicants: INA-Schaeffler KG, LUK Lamellen Und KupplungsbauInventors: Manfred Kraus, Jurgen Osterlanger, Harald Hochmuth, Thomas Dirnberger, Wolfgang Reik, Thomas Pfund
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Publication number: 20050209047Abstract: The invention relates to a method for controlling and/or regulating a drive train in a vehicle with an engine and a gearbox, especially an automatic gearbox, whereby depending on a warning signal and a stopping request of the driver an engine stalling aid is launched. The invention also relates to a drive train for a vehicle with an engine and a gearbox, especially an automatic gearbox, especially for carrying out said method.Type: ApplicationFiled: February 28, 2005Publication date: September 22, 2005Applicant: LUK LAMELLEN UND KUPPLUNGSBAU BETEILIGUNGS KGInventors: Reinhard Berger, Robert Fischer, Wolfgang Reik
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Publication number: 20050202924Abstract: The invention relates to a transmission arrangement, particularly for a motor vehicle, comprising at least one set of planetary gears and at least one dry clutch or a dry transmission brake. The inventive transmission arrangement allows advantages of the automatic transmission to be combined with the energy-saving clutches and transmission brakes.Type: ApplicationFiled: February 25, 2005Publication date: September 15, 2005Applicant: LUK LAMELLEN UND KUPPLUNGSBAU BETEILIGUNGS KGInventors: Oswald Friedmann, Peter Tenberge, Wolfgang Reik
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Publication number: 20050139442Abstract: The invention relates to a torque transmission device, especially for a drive train comprising an internal combustion engine and a twin-clutch transmission having two transmission input shafts and one transmission output shaft, each transmission input shaft being connectable to an internal combustion engine via a clutch of the torque transmission device.Type: ApplicationFiled: December 23, 2004Publication date: June 30, 2005Applicant: LUK LAMELLEN UND KUPPLUNGSBAU BETEILIGUNGS KGInventors: Ivo Agner, Wolfgang Reik, Olaf Werner
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Publication number: 20050126874Abstract: A hydrokinetic torque converter with a built-in bypass clutch is provided with an arrangement which regulates the cooling of the clutch at a rate dependent upon the slip between the coaxial driving and driven parts of the clutch, and hence upon the quantity of generated friction heat. The cooling unit for the driving and/or driven part of the clutch can employ, for example, one or more pumps; a supply of a substance which changes its aggregate state from liquid to gaseous or from solid to flowable in response to heating, and vice versa in response to cooling; one or more porous washers in the path for the flow of hydraulic fluid between the customary plenum chambers provided in the housing of the torque converter to move a piston of the driven part of the clutch into and from frictional engagement with the housing; and/or a system of recesses, grooves, channels and/or other passages serving to convey fluid between the chambers at a rate which is higher or highest when the clutch operates with maximum slip.Type: ApplicationFiled: November 23, 2004Publication date: June 16, 2005Inventors: Gunnar Back, Hubert Friedmann, Paul Granderath, Jean-Francois Heller, Stephan Maienschein, Marc Meisner, Bruno Muller, Wolfgang Reik
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Publication number: 20050101432Abstract: A double clutch transmission in connection with an electric unit, as well as a method for operating the transmission.Type: ApplicationFiled: October 9, 2003Publication date: May 12, 2005Applicant: Luk Lamellen und Kupplungsbau Beteiligungs KGInventors: Thomas Pels, Dierk Reitz, Reinhard Berger, Wolfgang Reik, Robert Fischer
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Publication number: 20050070362Abstract: A torsional vibration damper with at least two parts that are rotatable about an axis and can turn relative to each other against the opposition of at least one coil spring. Support shoes are provided between the spring and an outer wall of the damper structure and are arranged to slide along the outer wall with the spring as it undergoes compression and relaxation. The support shoes include roller bodies to reduce sliding friction between the support shoes and the outer wall.Type: ApplicationFiled: September 10, 2002Publication date: March 31, 2005Inventors: Hartmut Mende, Johann Jackel, Michael Bosse, Wolfgang Reik
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Patent number: 6851532Abstract: A hydrokinetic torque converter with a built-in bypass clutch is provided with an arrangement which regulates the cooling of the clutch at a rate dependent upon the slip between the coaxial driving and driven parts of the clutch, and hence upon the quantity of generated friction heat. The cooling unit for the driving and/or driven part of the clutch can employ, for example, one or more pumps; a supply of a substance which changes its aggregate state from liquid to gaseous or from solid to flowable in response to heating, and vice versa in response to cooling; one or more porous washers in the path for the flow of hydraulic fluid between the customary plenum chambers provided in the housing of the torque converter to move a piston of the driven part of the clutch into and from frictional engagement with the housing; and/or a system of recesses, grooves, channels and/or other passages serving to convey fluid between the chambers at a rate which is higher or highest when the clutch operates with maximum slip.Type: GrantFiled: April 25, 2001Date of Patent: February 8, 2005Assignee: LuK Lamellen und Kupplungsbau GmbHInventors: Gunnar Back, Hubert Friedmann, Paul Granderath, Jean-Francois Heller, Stephan Maienschein, Marc Meisner, Bruno Müller, Wolfgang Reik
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Patent number: 6840364Abstract: A power train for use in motor vehicles has a friction clutch including a housing which rotates with the output shaft of the engine and a clutch disc which transmits torque to the input shaft of a change-speed transmission in the engaged condition of the clutch. The clutch can be engaged and/or disengaged by one or more slave cylinders which is or are rotatably mounted on and is or are being held against axial movement relative to the clutch housing. At least one release bearing can be installed between the piston(s) of the slave cylinder(s) and the diaphragm spring of the friction clutch, and a second bearing is or can be installed between the slave cylinder housing(s) and the clutch housing.Type: GrantFiled: August 16, 2001Date of Patent: January 11, 2005Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KGInventors: Wolfgang Reik, Thomas Rammhofer, Matthias Zink