Robert Fischer: Unterschied zwischen den Versionen

|Inventor

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|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.

|FISCHER, KARL FRANZ ROBERT,  DIPL.-ING. DR.

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|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.

|FISCHER ROBERT DR ING

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|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.

STINUS JOCHEN

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|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).

JAEGER THOMAS DR

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|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.

GRASSWALD, CHRISTOPH, 80807 MUENCHEN, DE

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|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.

KREMMLING BURKHARD

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|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.