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# Dr. Robert Fischer: The future of the Combustion Engine 2030 – 2050, VOESTALPINE Synergy Platform, 21.06.2017, Spielberg; Pankl, 27.09.2017, Wien; Herbsttagung ÖGEW, 30.11.2017, Wien
# Dr. Robert Fischer: The future of the Combustion Engine 2030 – 2050, VOESTALPINE Synergy Platform, 21.06.2017, Spielberg; Pankl, 27.09.2017, Wien; Herbsttagung ÖGEW, 30.11.2017, Wien
# Prof. Dr. Uwe Dieter Grebe, Prof. Dr. Robert Fischer, Entwicklungen für die Mobilität in einer digitalisierten Welt, ATZ Jubiläumsausgabe “120 Jahre ATZ”, 30.08.2018
# Prof. Dr. Uwe Dieter Grebe, Prof. Dr. Robert Fischer, Entwicklungen für die Mobilität in einer digitalisierten Welt, ATZ Jubiläumsausgabe “120 Jahre ATZ”, 30.08.2018
== Auszeichnungen ==  
== Auszeichnungen ==  
* April 2015: SAE Getriebe Awards für außergewöhnliches, globales und nachhaltiges Wirken im Bereich Getriebe (SAE / Timken – Howard Simpson Automotive Transmission and Driveline Innovation Award)<ref>https://www.avl.com/de/web/guest/-/prestigious-sae-award-for-avl-executive-vice-president-robert-fischer</ref>
* April 2015: SAE Getriebe Awards für außergewöhnliches, globales und nachhaltiges Wirken im Bereich Getriebe (SAE / Timken – Howard Simpson Automotive Transmission and Driveline Innovation Award)<ref>https://www.avl.com/de/web/guest/-/prestigious-sae-award-for-avl-executive-vice-president-robert-fischer</ref>
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== Privat ==
== Privat ==
Fischer ist seit 1983 verheiratet und hat 3 Kinder.
Fischer ist seit 1983 verheiratet und hat 3 Kinder.
== Patente ==
{| class="wikitable sortable mw-collapsible"
|+
|DocNo
|Title
|Abstract
|Filed
|Published
|<small>Applicant</small>
|Inventor
|-
|EP 340206 B1
|METHOD AND TEST-BENCH FOR THE  DETERMINATION OF DYNAMIC QUANTITIES FOR INTERNAL COMBUSTION ENGINES
|In order, in a method for  determining dynamic measured quantities of internal combustion engines, for  example acceleration, exhaust, engine-speed and torque values, the internal  combustion engine to be tested being coupled to a loading unit and the dynamic  measured quantities of the internal combustion engine being fed to a computer  unit, to be able to dispense with expensive, mechanically complicated  inertia-dynamometer and roller test beds, it is proposed that the operation  of a motor vehicle with an automatic gearbox be simulated in the computer  unit, the system comprising the internal combustion engine and the motor  vehicle being represented as a two-mass oscillator with a certain springiness  and damping value, which system is coupled via the torque converter of the  automatic gearbox, represented by its steady-state torque-converter family of  characteristics, that control signals corresponding to the simulation of  individual operating conditions of the motor vehicle be produced and output  to the internal combustion engine and to the loading unit, and that the  dynamic measured quantities obtained in this way be allocated unambiguously  to individual operating conditions of the simulated motor vehicle.
|18.04.1989
|27.11.1991
|<small>AVL GESELLSCHAFT FUER  VERBRENNUNGSKRAFTMASCHINEN UND MESSTECHNIK MBH.PROF.DR.DR.H.C. HANS LIST</small>
|FISCHER, KARL FRANZ ROBERT,  DIPL.-ING. DR.
|-
|DE 4431640 A1
|Vehicle with hydrodynamic torque  converter and method for controlling a torque transmission system with a  torque converter
|The invention relates to a drive  system comprising internal combustion engine and slip-controlled lock-up  clutch for a hydrodynamic torque converter.
|06.09.1994
|06.04.1995
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|FISCHER ROBERT DR ING
|-
|DE 19538784 B4
|Torque transmission regulation  method for vehicle transmission
|A torsional vibration damper  damps irregularities of torque at least within a portion of the range of the  nominal engine torque. Torsional vibrations are isolated by intentional  application or prevention of slip. The useful r.p.m. range of the engine r.p.m.  being divided in at least two partial ranges in dependency upon  characteristic values. Slip for the purpose of damping torsional vibrations  is applied in at least one partial range. The damping of torsional vibrations  in at least one further partial range is effected without the application of  slip or by intentional prevention of the development of slip.
|18.10.1995
|29.03.2007
|<small>LUK GS VERWALTUNGS KG</small>
|FISCHER ROBERT,
STINUS JOCHEN
|-
|DE 19602006 A1
|Torque transfer system, such as  clutch, control system
|The appts. is mounted in force  flow between drive machine, such as engine, and translation-variable appts.,  such as gearbox of vehicle, with setting member for controlled adjustment of  torque transferable by torque transfer system using control unit, such as  computer to control setting member in signal connection with sensors and  other electronic units, such as ID units and slip ID units. The control unit  detects from the data from torque, slip and operating state identification  units the friction energy input into friction faces of the clutch as function  of time and determines at least one temp. of clutch as function of time and  compares it with threshold value. When this threshold is exceeded the control  unit signals high thermal strain on the clutch and introduces protective  measures, such as time variable control of clutch setting  device (11).
|20.01.1996
|01.08.1996
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|FISCHER ROBERT DR,
ZIMMERMANN MARTIN,
JAEGER THOMAS DR
|-
|DE 19607812 A1
|Gearing unit with radially  variable rotors
|The gearing (1) operates without  friction, using first and second rotors (6,7) rotating round their axes  (6a,7a) so rotation can be passed to second axis via an interposed  rotation-symmetric third rotor (8) also turning round its own axis (8a). The  interfaces between third and the first and second rotors respectively can be  formed by points or surface contacts and these contacts are achieved without  friction. The rotation axes of first and third rotors (6a,8a) and a tangent  to the first rotor through the area of contact between first and third rotors  meet as a common intercept or dissect this, and the interfaces between second  and third rotors meet at or dissect a second common intercept. Two of the  rotors are respectively joined to drive and output shafts, using  friction-free movement of the third rotor and gearing unit.
|01.03.1996
|26.09.1996
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|FISCHER, ROBERT, DR., 77815  BUEHL, DE,
GRASSWALD, CHRISTOPH, 80807 MUENCHEN, DE
|-
|DE 19609878 A1
|Torque transmission system e.g.  for motor vehicle
|A procedure for controlling a  torque transmission system in a car has a targeted acceleration during  starting. The starting procedure has at least two phases in which the  transmitted torque is controlled through preset parameters or functions.  There is a central computer or control unit connected to sensors or other  electronic equipment which evaluate the operating conditions or the driver's  requirement. In the first starting phase, the torque transmission system is  disengaged and the engine speed increases to a predetermined set point,  whilst the transmitted torque is virtually zero. At the beginning of the  second phase, the engine speed is at its setpoint and the gearbox input speed  is virtually zero but at the end, this equals the engine speed.
|13.03.1996
|19.09.1996
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|FISCHER ROBERT DR,
SALECKER MICHAEL DR,
KREMMLING BURKHARD
|-
|DE 19628787 C2
|Automatisch steuerbare Kupplung
|The invention concerns an  automatic clutch (2) in the drive train of a motor vehicle having a manual or  voluntarily changed transmission (3). The clutch (2) is set at a very low  transmissible torque when a pedal used to control the load on the engine (1)  is not activated and a gear of the transmission (3) is engaged. In this way,  a creep tendency desired for manoeuvring the vehicle is brought about.
|17.07.1996
|14.11.2002
|<small>LUK GS VERWALTUNGS KG,</small>    <small>DAIMLER CHRYSLER AG</small>
|FISCHER, ROBERT,
GRASS, THOMAS,
ZIMMERMANN, MARTIN,
KOSIK, FRANZ
|-
|DE 19700935 A1
|Operating apparatus for  constituents of power train in motor vehicle
|The apparatus includes a number  of signal transmitting sensors connected to a control unit. The control unit  has an actuator including a prime mover, a transmission in torque-receiving  relation with the prime mover, at least one output element, and an energy  storing device arranged to transmit force to the output element.  An electronic unit may be arranged to  transmit signals to the control unit, such as engine speed, vehicle speed,  and intent of driver to change ratio. The prime mover may include an electric  motor (12). The energy storing device may be a spring. The output element can  be a pusher, or a toothed rack. The motor actuate a friction clutch (3)  through a fluid column (9), or through link work, or directly.
|14.01.1997
|07.08.1997
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|FISCHER ROBERT DR,
BERGER REINHARD,
ESLY NORBERT,
KIMMIG KARL-LUDWIG
|-
|DE 19713423 B4
|Apparatus for automated  actuation of a transmission arranged in a power train of a vehicle
|The automatically-actuated  transmission (210) is shiftable between several gear switch a main clutch  (205) controlled automatically at least during a gear change. An actuating  element actuatable by a drive unit (212) is provided to operate a shift  element (209). At least one presentable elastic device (211) is provided in  the power transmitting path of the driving connection between the drive unit  and the shift element.  The elastic  element(s) may be in a linear link (210a,210b), or may axially bias a worm  gear driven by the drive unit, or may axially bias a cam drum which controls  the shift elements or may be between two parts of a pivoted link or a rotary  cam.
|01.04.1997
|29.11.2012
|<small>SCHAEFFLER TECHNOLOGIES AG</small>
|ESLY NORBERT,
HIRT GUNTER,
FISCHER ROBERT DR,
ROGG ANDREAS
|-
|DE 19780343 D2
|Vorrichtung zur Ansteuerung  eines Drehmomentübertragungssystems
|A control unit controls an  inching and starting process for driving a torque transmission system in a  motor vehicle drive-line. The transition from an inching process to a  starting process occurs when the load lever is actuated such that the driven  coupling moment changes from a predetermined inching function to a  predetermined starting function when the coupling moment determined by the  starting function is at least equal to the coupling moment determined by the  inching function, or has reached a predetermined value.
(WO 9740284 A1)
|22.04.1997
|20.08.1998
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|FISCHER, ROBERT, 77815 BUEHL,  DE,
REUSCHEL, MICHAEL, 77815 BUEHL, DE,
AMENDT, OLIVER, 77815 BUEHL, DE
|-
|DE 19731842 B4
|Function monitoring method for  motor vehicle transmission
|The method is for monitoring the  functions of the vehicle transmission (311) coupled to an engine (300) via a  clutch (302), the transmission having at least one position variable gearbox  element (314) whose position change causes a change in the gearbox ratio. The  method involves detection of an output signal of a sensor (320), which in  dependence on this changes at least one gearbox element, through the computer  unit (350) in a first starting position. The position data value derived from  this output signal for the first position, is stored in a memory. An  operating element connected to this position variable gearbox element is  operated in order to bring the gearbox element as close as possible to at  least a predetermined target position. The method also involves deduction of  the output signal of the sensor in a changed position through the computer  and determination of a position data value representative of the position,  the data value being stored in the memory. The position data value is  assessed according to a predetermined assessment criterion through the  computer unit. This process or some of the individual steps is/are repeated  until a predetermined assessment criterion is reached, to check whether the  position-variable gearbox element is located in a predefined target position.
|24.07.1997
|12.11.2009
|<small>LUK GS VERWALTUNGS KG,</small>    <small>DAIMLER AG</small>
|KUEPPER KLAUS,
FISCHER ROBERT,
HIRT GUNTER,
HERRMANN THORSTEN,
KOSIK FRANZ,
GRASS THOMAS
|-
|DE 19734678 A1
|Torque converter used in vehicle
|The torque converter (1) fits  inside a housing (2). It has a pump wheel (6), a turbine wheel (7), a  guidance wheel (8) and a bridging clutch (10). The clutch plate has a lining  (12) with a set of canal-like grooves (104) conveying fluid between a radial inlet  in the outer (101) peripheral zone and a radial inlet in the inner zone  (102). The width of the grooves is perpendicular to the direction of fluid  flow and constant over the entire length of the grooves. Several grooves  extend clockwise around the periphery and further grooves extend  anticlockwise around the periphery. One of the grooves reverses twice (107)  in the radial direction between the outer and inner periphery.
|11.08.1997
|26.02.1998
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|UHLMANN FRANK,
VOIGT MARCO,
FISCHER ROBERT DR,
ZIMMER BERNHARD,
WAGNER UWE
|-
|DE 19807762 A1
|Procedure for operation of  gearbox
|The gearbox has several  selection paths which can be selected by a selector component, and a clutch  located between the gearbox and engine. The clutch operating component and  gear path selector component are operated by a common actuator(16), whereby  the clutch operating component is operated before and after an operation of  the selector component. The selector component is operated by an endless  construction provided with cam faces(20).
|24.02.1998
|03.09.1998
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|ESLY NORBERT,
FISCHER ROBERT DR,
REIK WOLFGANG DR
|-
|DE 19809407 A1
|Self locking servo drive for  manual gearbox of vehicle
|The servo drive has the servo  motor (2) linked to the drive (6) by a clutch unit (4) which only transmits  torque in one direction. A movable blocking element (18) between a fixed  mounting (20) and the driving element (120 and the driven element (14) moves  to couple the two elements together to transmit torque from the motor to the  drive. Any torque in the reverse direction is blocked by the blocking element  coupling the driving element to the fixed mounting. The blocking element can  be a coil spring around the gearing or a movable element eg roller bearings,  activated by cam profiles. The blocking system is compact and has a high  efficiency factor.
|05.03.1998
|17.09.1998
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|FISCHER ROBERT DR,
DEIMEL ANDREAS,
BERGER REINHARD DR,
KOOY AD DR
|-
|SE 512198 C2
|Clutch torque transfer system  control method in e.g. motor vehicle
|The method involves controlling  a torque transfer system with or without load distribution. The clutch torque  which is transferable from a drive side to an output side is used as the  control value. The control value is calculated in dependence on a drive  torque. A sensor system detects measured values and a central control or  computer unit determines or calculates the torque in dependence on the  relevant operation state of the system. The sensor and controller are  connected together. The torque capacity is used as a control value to give  pre-determined tolerance about a certain slip limit. The torque transfer  system includes a clutch, gear box and setting member. The transferable  torque is adapted and controlled. Deviation from the ideal state are compensated  long term through correction.
|17.04.1998
|14.02.2000
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|FISCHER ROBERT,
FREITAG JUERGEN,
RINK ANTON,
WAGNER UWE,
BRAUN JOHANNES
|-
|DE 19900820 B4
|Servo-assistance mechanism for  manual operation of motor vehicle gearbox
|The servo-assistance mechanism  is operated by a gear lever (32) and a transmission mechanism (8) transmits  the motion to a servo-controller (16) which displaces the gear lever.  The assistance provided by the servo-controller  is regulated as a function of a force transducer and a movement sensor.
|12.01.1999
|14.03.2013
|<small>SCHAEFFLER TECHNOLOGIES AG</small>
|FISCHER ROBERT DR,
REIK WOLFGANG DR,
BERGER REINHARD DR,
AHNERT GERD,
PFEIFFER ANDREAS,
EICH JUERGEN,
SALECKER MICHAEL DR,
IDZIKOWSKI JEAN-PIERRE
|-
|DE 19934936 B4
|Drive cord, especially for motor  vehicle, incorporates elastic connection between drive element and electric  machine
|The drive cord includes a drive  element, such as an internal combustion engine (2). It has a drive shaft, an  output element (6) with an input shaft, such as a gearing with a gearing  input shaft, as well as at least one electric machine (4) connected with the  drive cord. At least one clutch is arranged between the drive element and the  output shaft, for coupling and decoupling the input- and the output shaft.  The connection (7) between the drive element and the electric machine is  preferably elastic. A second clutch is preferably arranged between the output  element and the electric machine.
|26.07.1999
|22.06.2011
|<small>SCHAEFFLER TECHNOLOGIES GMBH</small>
|FISCHER ROBERT DR,
REIK WOLFGANG DR,
BERGER REINHARD DR,
MEINHARD ROLF,
FIDLINE ALEXANDRE DR
|-
|DE 19937052 A1
|Detecting rolling direction of  motor vehicle involves deciding whether engine and gearbox are rotating in  same/opposite directions from their behavior when coupling torque increases
|The method involves using  revolution rate sensors generating signals representing the engine (nM) and  gearbox (nG) revolution rates and feeding them to an evaluation unit. A  decision is made as to whether the engine and gearbox are rotating in the  same or opposite directions according to the behavior of the engine and  gearbox speeds when the coupling torque increases if the speeds change in  predefined manners.  An Independent  claim is also included for an arrangement for detecting the rolling direction  of a motor vehicle.
|05.08.1999
|24.02.2000
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|ZIMMERMANN MARTIN,
FISCHER ROBERT,
SALECKER MICHAEL,
VORNEHM MARTIN,
MACIEJEWSKI BOGUSLAW,
KREMMLING BURKHARD
|-
|DE 19951949 A1
|Flat link articulated chain has  link plates interlinked by pressure pieces in pairs in cavities
|The flat link articulated chain  (1) has several link plates interlinked by pressure pieces running crosswise  to the lengthwise direction of the chain. The deflection of the flat link  articulated chain is resistant in at least one direction crosswise to the  direction in which they run in order to damp down stringer-oscillations. The  pressure pieces are placed in pairs in cavities and form a  friction-resistant, elastomeric coating
|28.10.1999
|11.05.2000
|<small>LUK GETRIEBE SYSTEME GMBH</small>
|FISCHER, ROBERT,
GREITER, IVO
|-
|DE 19982352 D2
|Verfahren und Steuereinrichtung  zur Steuerung eines mit einem Schaltgetriebe ausgestatteten Fahrzeuges
|A method for controlling a motor  vehicle fitted with a manual gearbox, whereby said vehicle is provided with a  clutch, a manual gearbox and an engine. The acceleration (1) of the motor  vehicle is set by means of a control device and reduced before changing gear  to a first acceleration value (3). The acceleration value is reduced to a  second value that is lower than the first value after a specific time period  has elapsed.
(WO 200029245 A1)
|12.11.1999
|13.09.2001
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
VORNEHM MARTIN,
REIK WOLFGANG,
JAEGER THOMAS,
HENNEBERGER KLAUS
|-
|DE 10081015 D2
|Betätigungsvorrichtung mit zwei  parallel angeordneten Aktuatoren
|Not less than two motor driven  actuators (25a,25b) disengage the clutch (4) through parallel master  cylinders (27a,27b) under the control of a control unit (31). They are not  operated simultaneously, the second actuator being energized to support the  first when the latter starting current has fallen below a set threshold  value. The current of one or other motor is limited so that the total current  does not exceed a set limit.
(DE 10017007 A1)
|05.04.2000
|12.07.2001
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
ESLY NORBERT
|-
|DE 10022846 B4
|Cone disc has lining disc with  reverse side joined to main body's conical surface, intermediate part and  front side.
|The cone disc comprises a lining  disc in the form of a plate ring. The reverse side is joined to the conical  surface of the main body (50) of the cone disc by means of an intermediate  part (54) ; the front side or reverse side is joined to the reverse side of  the lining disc (52) for the purpose of engaging with the wrap. The  non-overlapping parts of the front or reverse sides of the intermediate part  are joined to the reverse side of the lining disc or to the conical surface  of the main body of the cone disc.
|10.05.2000
|28.03.2013
|<small>SCHAEFFLER TECHNOLOGIES AG</small>
|FRIEDMANN OSWALD,
BAUER CHRISTIAN,
FISCHER ROBERT DR,
WALTER BERNHARD
|-
|DE 10035004 B4
|Hydraulic multi-plate clutch in  drive train of motor vehicles has cylinder with quick-fill action due to  increased pressure generated in pressure chamber with proportional valve
|The clutch (1) has at least one  piston/cylinder unit with a cylinder filled with pressure medium, a  charge-able piston (28) to operate the clutch, and a medium supply unit with  valve. The cylinder is almost pressure-less at the start of the operation, and  quicker filling is achieved by using increased pressure, followed by slower  filling after the pressure within the cylinder has reached a set level, or  after a set time period has lapsed. The increased pressure is generated in a  pressure chamber (27) in front of the cylinder using a proportional valve.
|19.07.2000
|18.10.2012
|<small>SCHAEFFLER TECHNOLOGIES AG</small>
|FISCHER ROBERT DR
|-
|EP 1155899 B1
|Method of detecting an intention  of the driver to start driving a motor vehicle with an automatic transmission
|The method involves checking  whether the brake has been operated before engaging gear and engaging gear if  the brake has been operated or preventing engagement if not. When gear  engagement is prevented a time period is started. Gear engagement takes place  if it is detected that the threshold was exceeded during the period and/or  the brake was operated for longer than the minimum time. The method involves  checking whether the driving brake has been operated before engaging drive  gear and engaging gear if the brake has been operated or preventing  engagement if not. When the gear engagement is prevented a time period is  started, during which it is checked whether a gas pedal actuation threshold  is exceeded and/or whether the brake is operated for longer than a defined  minimum time.Gear engagement takes place if it is detected that the threshold  was exceeded during the period and/or the brake was operated for longer than  the minimum time.
|15.05.2001
|11.08.2004
|<small>LUK LAMELLEN &  KUPPLUNGSBAU,</small>    <small>OPEL ADAM AG</small>
|FISCHER, ROBERT DR.,
HENNEBERGER, KLAUS DR.,
KLOESEL, RAINER, DIPL.-ING.,
HANGEN, GOETZ, DIPL.-ING.
|-
|DE 10148088 A1
|Motor vehicle with automatic  actuation clutch, has clutch release actuator integrated with carrier element  arranged in between clutch bell housing and transmission housing
|A clutch bell housing and a  transmission housing are formed separately and connected by a carrier element  arranged between the clutch bell housing and the transmission housing. A  clutch release actuator is integrated with the carrier element.
|28.09.2001
|08.05.2002
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER, ROBERT,
BUENDER, CARSTEN,
REIK, WOLFGANG
|-
|DE 10149499 A1
|Nachgiebige Verbindung
|Die Erfindung stellt eine  flexible (300) Verbindung zwischen einem ersten Element (302) mit einem  linearen Betätiger (115) und einem zweiten Element (304) mit einer Komponente  (110) dar. Besagte Elemente (302, 304) sind hierbei mittels einer  Verbindungsstange (312), die gegenüber dem ersten und zweiten Element (302,  304) elastisch angeordnet ist, verbunden, und Federn (320, 330) sind zwischen  dem ersten und dem zweiten Element (302, 304) und der verbindenden Stange  (312) angeordnet, um die Verlagerung zwischen der Verbindungsstange und dem  ersten und zweiten Element (302, 304) zu beaufschlagen, wenn eine axiale Last  bis zu einem vorgegebenen Wert auf eines der Elemente (302, 304) wirksam ist.
|08.10.2001
|04.07.2002
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
GIESE PETER,
BOLL BERNHARD,
COMFORT JOHN V
|-
|DE 10150316 A1
|Protection against rolling for  motor vehicles fitted with an automatic transmission, uses fixed sequence of  starting and gear engagement to ensure gearbox is in determinate state at  starting
|The engagement of a gear ratio  is activated by a controller (2) responding to vehicle operating variables.  The controller actuates engagement of a drive ratio (D,R) when the vehicle is  at low speed or after the driver has turned on the ignition and has selected  a drive ratio. At starting, the brakes are held on for a short time and the  driver alerted if the drive is not engaged.
|11.10.2001
|29.05.2002
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
KUEPPER KLAUS
|-
|DE 10290628 D2
|Getriebe
|According to the invention,  transmission stages are selected by connecting an idler wheel to the shaft  that bears said wheel, using a final output element (101, 102, 103, 104) that  forms part of a final output mechanism, actuated by a final actuating mechanism.  The selection sequence of the transmission stages is not determined in the  final actuating mechanism. The latter comprises at least one primary  actuating element (111), such as a selection finger, which interacts with the  final output mechanism in such a way that a transmission stage can be  selected using a first final output mechanism and the primary actuating  element(s) can then interact with another final output mechanism, without  having to deselect the previously selected transmission stage. The final  actuating mechanism comprises at least one secondary actuating element (116,  118).
(CN 1491328 A)
|18.02.2002
|15.04.2004
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
BUENDER CARSTEN,
LEIN LARS,
HIRT GUNTER,
AHNERT GERT,
BERGER REINHARD,
NORUM VUGGO L,
SEREBRENNIKOV BORIS,
HUSEBY GEIR,
POLLAK BURKHARD,
METZGER JOERG
|-
|DE 10291374 D2
|Verfahren zur Steuerung einer  automatisierten Kupplung
|The method involves determining  the engine's revolution rate by forming a first revolution rate gradient  signal from an engine torque signal and a clutch torque demand signal,  determining a revolution rate signal from the gradient signal, comparing with  an engine revolution rate and deriving a correction signal for the gradient  signal.
(DE 10213946 A1)
|28.03.2002
|29.04.2004
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
RIEGER CHRISTIAN,
STORK HOLGER,
GERHART JUERGEN,
JUNG MARIO,
EICH JUERGEN
|-
|DE 10293173 D2
|Verfahren zur Befundung einer in  einem Antriebsstrang angeordneten Kupplungseinrichtung
|The clutch monitoring method for  a motor vehicle transmission using the clutch torque transmission, values as  a basis involves automatic initiation of monitoring as the engine runs  without driver input. The monitoring occurs within the vehicle. The values  determined can be instantaneous values of the static and dynamic  torque.
(DE 10231674 A1)
|12.07.2002
|01.07.2004
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
BERGER REINHARD,
VORNEHM MARTIN
|-
|DE 10293616 D2
|Verfahren zum Ansteuern einer  Getriebeaktorik
|The combined clutch and gearbox  control for a motor vehicle transmission involves using functional operating  conditions to operate the clutch actuator and prevent critical situations  from arising. A reduction of force and-or speed occurs when the clutch is  actuated during starting onto the road and or after an irregular clutch  release. The irregular clutch release occurrence can be stored in a  memory.
(DE 10235386 A1)
|02.08.2002
|01.07.2004
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
BERGER REINHARD,
GALLION MICHAEL,
HENNEBERGER KLAUS,
SCHNEIDER GEORG,
VORNEHM MARTIN
|-
|DE 10297706 D2
|Verfahren und Vorrichtung zur  Bestätigung einer Parksperre eines automatisierten Getriebes
|The automatic gearbox is  operated by carrying out gear shifts with at least one actuator (2,3) and  selecting gear ratios with a selector. The method involves activating the  parking lock (6) by means of the selector with the vehicle stationary or  moving at a low speed. The parking lock is activated if a control pulse  necessary for operating the vehicle is missing.  AN Independent claim is also included for  an arrangement for actuating a parking lock of an automated gearbox.
(DE 10259893 A1)
|20.12.2002
|17.02.2005
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
BERGER REINHARD,
POLLAK BURKHARD,
LINDENSCHMIDT CHRISTOPH
|-
|EP 1485639 A2
|METHOD FOR SELECTING A GEAR OF  AN INACTIVE PARTIAL TRANSMISSION OF A TWIN CLUTCH SYSTEM
|The gear changing method has the  clutches associated with the drive input shafts of the dual-clutch gearbox  torque-controlled in dependence on the load conditions of the gearbox and/or  the gear changing mode. The torque control can be effected in several phases  during shifting from an initial gear to a target gear.  An Independent claim for a dual-clutch  gearbox with at least two drive input shafts is also included.
(DE 10308689 A1)
|28.02.2003
|15.12.2004
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
VESTGARD BARD,
ROYLAND JAN GUNNAR,
HEMMINGSEN FRED ROAR,
LEIN LARS,
WAERP OLE JONNY
|-
|DE 10312397 A1
|Method of determining reference  geometry for motor vehicle automatic gearbox involves determining actual  neutral path geometry in comparison to preset value
|The method of determining  reference geometry for a motor vehicle automatic transmission involves  comparing the gearbox geometry for at least one value corresponding to the  gearbox geometry, with a non-plausible value replaced by a preset value. The  value of geometry used can include the actual length of the neutral path  which is compared to a set value. claims include a gearbox actuator using the  method.
|20.03.2003
|06.11.2003
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
KUEPPER KLAUS,
SEREBRENNIKOV BORIS,
HENNEBERGER KLAUS,
SCHNEIDER GEORG,
EICH JUERGEN,
VORNEHM MARTIN,
MAXON ANDREAS,
STENGEL FRANK,
BAST FRANK,
MOOSHEIMER JOHANNES,
KNEISSLER MARKUS,
ZIMMERMANN MARTIN,
KENNEDY IAN DUNCAN
|-
|EP 1536970 A2
|DRIVE TRAIN AND METHOD FOR  CONTROLLING AND/OR REGULATING A DRIVE TRAIN
|The invention relates to a  method and device for carrying out a skid control for a stepless gearbox, in  particular a belt transmission. A method for carrying out a skid control for  a stepless gearbox, in particular a belt transmission, whereby an input pulley  set and an output pulley set are connected together for torque transfer by  means of a looped belt means in which a force ratio (Zeta) between the input  pulley set and the output pulley set of a variable speed gear is set  depending on a safety value.
(CN 1678849 A)
|03.09.2003
|08.06.2005
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
REIK WOLFGANG,
BERGER REINHARD
|-
|AT 412775 B
|VERFAHREN ZUR STEUERUNG EINER  ANTRIEBSMASCHINE FÜR EIN FAHRZEUG
|
|03.11.2003
|25.07.2005
|<small>AVL LIST GMBH</small>
|FISCHER ROBERT DR,
DANNINGER ALOIS DIPL ING,
STOLZ MICHAEL DIPL ING,
HUELSER HOLGER DR
|-
|DE 10354721 A1
|Disengaging system for a motor  vehicle automatic drive has transmission system which self locks a rotating  body which is coupled to lock the drive
|A disengaging system for at  least one coupling of an automatic drive comprises a transmission mechanism  (3) which self-locks at least one rotating body which is coupled to lock with  both the drive (4) and down drive (5) of the disengaging system.  Independent claims are also included for  the following: (a) a coupling unit as above; (b)  a control process for a motor vehicle  automatic drive; and a disengaging system as above
|22.11.2003
|11.11.2004
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
BUENDER CARSTEN,
REIK WOLFGANG,
BERGER REINHARD,
HARRIES DAVID ANTHONY,
LINDENSCHMIDT CHRISTOPH,
BUCKLER JULIAN ALISTAIR,
AHNERT GERD,
SCHNEIDER MATTHIAS,
SPRECKELS MARCUS,
KENNEDY IAN DUNCAN
|-
|DE 10394134 D2
|Hydraulisches System
|Disclosed is a hydraulic system,  particularly for motor vehicles, comprising a master cylinder with a  replenishing line, a slave cylinder, and a pressure medium line that connects  said slave cylinder. The aim of the invention is to relieve a hydraulic system  in a simple manner. Said aim is achieved by connecting the pressure medium  line to the replenishing line via a bypass line comprising a bypass  valve.
(WO 2004053348 A3)
|04.12.2003
|27.10.2005
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER, ROBERT,
HARRIES, DAVID ANTHONY,
POLLAK, BURKHARD,
AHNERT, GERD,
RIEMER, PETER,
ROUSE, PAUL VINCENT,
WATKINS, ANDREW,
MOSELEY, RICHARD BRIAN,
COMFORT, JOHN VIVIAN,
SHEPHERD, PAUL
|-
|EP 1590194 A2
|DEVICE FOR PROTECTING THE CLUTCH  OF AN AUTOMATIC GEARBOX
|The invention relates to a  device for protecting the clutch of an automatic gearbox from overload when  starting and/or stopping a vehicle on a hill. Said device is embodied in such  a way as to monitor the load on the clutch, to actuate the clutch, and to  activate a vehicle brake according to the load.
(WO 2004067312 A3)
|24.01.2004
|02.11.2005
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT,
MOOSHEIMER JOHANNES,
RIEGER CHRISTIAN,
BERGER REINHARD,
SONG INHO,
JUNG MARIO
|-
|US 7257477 B2
|Method for controlling a prime  mover for a vehicle
|The invention relates to a  method for controlling a prime mover for a vehicle, particularly a combustion  engine, comprising at least one engine control unit and at least one  additional controller in the drive train. According to the invention, command  variable demands are sent from the controller to the engine control unit, and  the transfer function of the prime mover is at least partially depicted by  means of a predetermined approximated transfer function of the prime mover.
|28.10.2004
|14.08.2007
|<small>AVL LIST GMBH</small>
|FISCHER ROBERT,
STOLZ MICHAEL,
HUELSER HOLGER,
DANNINGER ALOIS
|-
|DE 102005015970  A1
|Clutch unit for vehicle,  comprising sensor controlled adjusting mechanism only working when clutch is  engaged
|The unit has two clutch release  bearings (1, 2) acting on two cup springs (7, 8) applying corresponding  pressure on the bearings (1, 2). Two wedge-shaped elements or ramps (12, 13)  are positioned between the springs (7, 8) and the bearings (1, 2), each connected  to a sensor element (15, 20) and to an adjusting spring (14, 19). When both  clutches are engaged only a minimum of pressure is detected by the sensors  (5, 20) resulting in a moving of the wedges (12, 13) into the space under the  bearings (1, 2) in order to adjust the mechanism in case of wear and tear.
|07.04.2005
|17.11.2005
|<small>LUK LAMELLEN & KUPPLUNGSBAU</small>
|FISCHER ROBERT
|-
|EP 1922234 B1
|METHOD FOR OPERATING AN INTERNAL  COMBUSTION ENGINE
|The method involves providing an  electric vehicle with a serial hybrid drive train including an internal  combustion engine and two electrical machines. One of the electrical machines  is operated in an operating region by the internal combustion engine. The  hybrid drive train of the vehicle is directly or indirectly driven by the  other electrical machine. The internal combustion engine is operated with  partial load or in idle speed during a stop condition of the vehicle and/or  during opened condition of a vehicle door.
|31.08.2006
|05.01.2011
|<small>AVL LIST GMBH</small>
|FISCHER ROBERT,
KAPUS PAUL,
KRIEGLER WOLFGANG,
KAUP CARSTEN,
FRAIDL GUENTER,
EBNER PETER,
PELS THOMAS
|-
|EP 2260313 B1
|METHOD AND DEVICE FOR MONITORING  THE OPERATING STATE OF A BATTERY
|The invention relates to a  method for monitoring the operating state of a battery, preferably a Ni metal  hydride or a Li ion battery, comprising one or more interconnected battery  cells. According to the invention, during the charging and discharging of the  battery a low-frequency alternating current signal or AC voltage signal is  applied, the resultant voltage or current signal is measured and the  operating state of the battery or the battery cells thereof is determined  from at least one change in the harmonic fraction of the measured voltage or  current signal.
(WO 2009121794 A1)
|26.03.2009
|30.05.2012
|<small>AVL LIST GMBH</small>
|FISCHER ROBERT,
RAMSCHAK ERICH,
PRENNINGER PETER
|-
|EP 2607146 A1
|Power generation plant
|The power generation apparatus  (1) has an internal combustion engine (5) and a generator (6) that is  arranged on the axis to the output shaft (7) of the internal combustion  engine, where the internal combustion engine and generator are arranged in  housings (2,3) through which cooled air flows. The internal combustion engine  and generator are arranged in a substantially tube-shaped cooling chamber (4)  formed by the inner housing, where a supply air channel (8) leads into the  cooling chamber on the side of the generator.
|04.02.2010
|26.06.2013
|<small>AVL LIST GMBH</small>
|FISCHER ROBERT,
LIST HELMUT,
HUBMANN CHRISTIAN,
KUNZEMANN RALF,
HOHENBERG GUENTER,
BENDA VINCENT,
GRAF BERNHARD,
WOLKERSDORFER JOSEF
|-
|DE 102010016188  A1
|Verfahren zum Betreiben eines  Elektrofahrzeuges
|Die Erfindung betrifft ein  Verfahren zum Betreiben eines Elektrofahrzeuges, welches zumindest eine  elektrische Antriebsmaschine, zumindest einen elektrischen Energiespeicher,  sowie zumindest eine Stromerzeugungseinrichtung aufweist, wobei die  Stromerzeugungseinrichtung ab einem definierten Ladezustand (SOC) des  elektrischen Energiespeichers aktiviert wird. Um die Kosten des  Elektrofahrzeuges zu verringern und Bauraum einzusparen ist vorgesehen, dass  die Stromerzeugungseinrichtung für einen mittleren Leistungsbedarf der  elektrischen Antriebsmaschine bei einer definierten Dauergeschwindigkeit des  Elektrofahrzeuges in der Ebene ausgelegt wird und dass die  Stromerzeugungseinrichtung noch vor Erreichen einer unteren technischen  Betriebsgrenze des Ladezustandes des elektrischen Energiespeichers bei einem  definierten Einschaltladezustand (SOC1) aktiviert wird, wobei der  Einschaltladezustand (SOC1) in Bezug auf die untere technische Betriebsgrenze  (SOC2) eine Energiereserve (R) des elektrischen Energiespeichers definiert,  deren Größe so bemessen wird, dass in Anzahl, Größe und/oder Dauer definierte  Spitzenleistungen, vorzugsweise Fahrzeugbeschleunigungen und/oder Steigungen,  abgedeckt werden können.
|29.03.2010
|18.11.2010
|<small>AVL LIST GMBH</small>
|FISCHER ROBERT
|-
|AT 510351 B1
|VERFAHREN ZUM STARTEN DER  INTERNEN STROMERZEUGUNG IN EINEM ELEKTROFAHRZEUG
|Verfahren zum Starten eines  Kreiskolbenmotors in einem Elektrofahrzeug zu internen Energieerzeugung,  wobei dieses Verfahren wenigstens die Schritte aufweist:- Antreiben des  Kreiskolbenmotors mittels des Generators,- Verdichten eines Arbeitsmediums,  insbesondere von Luft, in diesem Brennraum (11),- Bestimmen einer  Vorwärmtemperatur, insbesondere in der Brennraumwandung (10),-Starten des  Kreiskolbenmotors und der Drehmomentübertragung vom Kreiskolbenmotor auf den  Generator, nachdem die Vorwärmtemperatur einen vorgegebenen Schwellwert  (Starttemperatur) erreicht oder überschritten hat.
|16.08.2010
|15.04.2013
|<small>AVL LIST GMBH</small>
|FISCHER ROBERT DR
|-
|EP 2605930 A1
|METHOD FOR STARTING INTERNAL  POWER GENERATION IN AN ELECTRIC VEHICLE
|The invention relates to a  method for starting an internal combustion engine, in particular a  reciprocating piston engine or a rotary engine in an electric vehicle for  internal power generation, the method comprising at least the following  steps: driving of the internal combustion engine by means of the generator;  compression of a working medium, in particular air, in the combustion  chamber; measuring of a preheating temperature, in particular in the  combustion chamber walls; and starting of the torque transmission from the  internal combustion engine to the generator when the preheating temperature  has reached or exceeded a predeterminable threshold value (starting  temperature).
|12.08.2011
|26.06.2013
|<small>AVL LIST GMBH</small>
|FISCHER ROBERT
|-
|EP 2605929 A1
|METHOD FOR OPERATING AN ELECTRIC  VEHICLE
|The invention relates to a  method for operating an electric vehicle with a range extender, the electric  vehicle having an electric drive motor, a power-generating internal  combustion engine, an electromechanical energy converter and an electrical  energy storage system. In this method, the actual load state of the  electrical energy storage system is detected and compared with a threshold  value for the load state, the threshold value being above a lower limit  value, and the power-generating internal combustion engine being used to  generate electrical energy when the load state detected reaches or stays  below the threshold value, this generation of energy substantially stopping  or at least retarding the reduction in the load state.
(WO 2012022454 A1)
|12.08.2011
|26.06.2013
|<small>AVL LIST GMBH</small>
|FISCHER ROBERT
|}


== Einzelnachweise ==
== Einzelnachweise ==
Anonymer Benutzer
Abgerufen von „https://regiowiki.at/wiki/Spezial:Mobiler_Unterschied/433935“