Robert Fischer

Karl Franz Robert Fischer (* 18. Jänner 1961 in Graz) ist ein österreichischer Ingenieur und Manager in der Automobilindustrie.

Leben

Robert Fischer belegte ein Studium Wirtschaftsingenieurwesen Maschinenbau an der Technischen Universität Graz. Seine Dissertation erfolgte von 1985 bis 1988 bei AVL und die Promotion sub auspiciis bei Rudolph Pischinger am Institut für Verbrennungskraftmaschinen der TU Graz. 1988 begann er bei Mercedes in Stuttgart mit Leitungsfunktion im Bereich Kupplungen und Schwingungen. 1992 wechselte er zu LuK und wurde verantwortlich im Bereich Getriebe für Softwareentwicklung, Elektronik, Messtechnik und Prüfstandsbau.

1995 stieg er zum Mitglied der Geschäftsleitung von LuK auf und wurde verantwortlich für mehrere innovative Getriebeentwicklungen (z.B. CVT, ASG, Doppelkupplungsgetriebe) und für den Aufbau der entsprechenden Fachkompetenz an mehreren Standorten, unter anderem für den Bau und Betrieb des CVT-Werkes. Ab 2003 war er Geschäftsführer bei AVL im Verantwortungsbereich Engineering und Technik Antriebssysteme.

Seit 1. Oktober 2021 ist er Chief Technology Officer Engineering bei AVL und verantwortet in dieser Funktion alle Umfänge des Antriebs (Motor, Getriebe, Elektromotor, Batterie, Software) inkl. Integration ins Fahrzeug und ADAS, E/E usw. die Forschungs- und Technologieentwicklung, die Weiterentwicklung des internationalen Kompetenzprofils und die globale Zusammenarbeit (Ressourcenausgleich, Aufbau Best Value). Zuständig für die technische Kompetenz aller Tech Center (ca. 30 Standorte).

2015 stellte er mit DHT (dedicated hybrid transmission) auf der CTI in Berlin erstmals eine neue Getriebefamilie vor. Dieser Name wird global von allen Automobilherstellern für diese Getriebefamilie verwendet. Im gleichen Jahr erhielt Robert Fischer den SAE-Getriebeaward. „Mit dieser Auszeichnung werden Ingenieure gewürdigt, die außergewöhnlich Einflüsse auf die Automobil- und Getriebewelt haben. Der AVL-Geschäftsführer ist erst die siebte Persönlichkeit weltweit, die diesen Getriebepreis erhält.“

Lehre

• Seit 2010 Universitätslektor an der Technischen Universität Graz
• 2018 Verleihung der Würde eines Honorarprofessors der Technischen Universität Graz

Veröffentlichungen

• Mehr als 70 Publikationen (z.B.: „Das Getriebebuch“ herausgegeben im Rahmen der Helmut List Reihe, ISBN 978-3-658-13104-3 (Online)

1. Buchmayr, B., Cerjak, H., Fischer, R.: Comparison of Methods for the Description of the Thermal Cycle during Welding; Conf. Proceedings IIW 88, 4.7.-5.7.88 in Wien
2. Fischer, R.: Dynamische Simulation von KFZ mit Automatikgetriebe; VDI-Berichte Nr.681 (1988), S. 135 ff
3. Jürgens, G., Fischer, R.: Vergleich verschiedener Systeme zur Verringerung von Triebstrangschwingungen; VDI-Berichte Nr.697 (1988); S 233 ff
4. Schöpf, H.-J., Jürgens, G., Fischer, R.: Optimierung der Komforteigenschaften des Triebstrangs von Mercedes-Benz Fahrzeugen mit Schaltgetriebe; ATZ 91 (1989) 10; S. 568 ff
5. Fischer, R., Jürgens, G.: Einfluß von PKW-Automatgetriebekonzepten auf den Verbrauch; VDI-Berichte Nr. 977 (1992); S. 527 ff
6. Fischer, R., Otto, D.: Wandlerüberbrückungssysteme; 5.LuK-Kolloquium (1994); S. 113ff
7. Kremmling, B., Fischer, R.: Automatisierte Kupplung- Das neue LuK-EKM; 5.LuK-Kolloquium (1994); S 89 ff
8. Fischer, R.: Das TorCon-System - Ein neues Wandlerüberbrückungskonzept als Beitrag zur Ökonomie und Fahrfreude; VDI-Berichte 1175 (1995); S 301 ff
9. Eismann, W., Fischer, R., Fritzer, A.: Dynamische Fahrsimulation als flexibles Werkzeug bei der Entwicklung von Getriebesystemen; Haus der Technik (1995)
10. Seebacher, R., Fischer, R.: Triebstrangabstimmung mit Simulationsunterstützung; VDI-Berichte 1285 (1996); S 395 ff
11. Fischer, R., Salecker, M.: Strategien zur Kupplungsansteuerung; VDI-Berichte 1323 (1997); S 269 ff
12. R. Fischer, R. Berger: Automatisierung von Schaltgetrieben, 6.LuK-Kolloquium 1998
13. R. Fischer, R. Berger, M. Salecker, N. Esly: Anforderungen an die Verbrennungsmotor-Steuerung bei Automatisierung des Schaltgetriebes, 19. Internationales Wiener Motorensymposium (1998)
14. R. Berger, R. Fischer, M. Salecker Von der Automatisierten Kupplung zum automatsierten Schaltgetriebe, VDI-Bericht 1393 (1998)
15. R. Fischer, G. Hirt: Integration automatisierter Schaltgetriebe mit E-Maschine; Fachtagung E-Maschine im Antriebsstrang, 1999
16. G. Hirt, R. Fischer, R. Berger: Die Zukunft des ASG das unterbrechungsfreie Schaltgetriebe (USG) und das elektrische Schaltgetriebe (ESG), VDI-Tagung Braunschweig 1999
17. Barnbeck, G. Becker, M. Kiefer, J. Quarg, T. Zemmrich, R. Fischer: Automatisiertes Schalten eines konventionellen Basisgetriebes; 9. Aachener Kolloquium Fahrzeug und Motorentechnik 2000
18. R. Fischer, M. Kneißler, K. Küpper, P. Bührle: Mechatronik-Anwendung beim automatisierten Schaltgetriebe, Automotive Electronics 2001, S. 72 ff
19. R. Fischer, R. Berger, P. Bührle, M. Ehrlich: Vorteile des elektromotorischen LuK-ASG am Beispiel der Easytronic im OPEL Corsa, VDI-Berichte 1610, S. 37 ff
20. R. Fischer, G.Schneider: Die Vorteile des automatisierten Schaltgetriebes am Beispiel der Easytronic des Opel Corsa, Euroforum Paris (März 2002)
21. R. Fischer, G. Schneider: Die XSG-Familie; Trockenkupplungen und E-Motoren als Kernelemente zukünftiger Automatikgetriebe, 7. LuK Kolloquium (April 2002)
22. R. Fischer, G. Schneider: Elektromotorische ASG von LuK – Hoher Komfort, hohe Dynamik, geringer Verbrauch, 14. Int. AVL-Tagung Graz (Sept. 2002)
23. R. Fischer R. Berger: Parallel Schaltgetriebe (PSG) – Doppelkupplungsgetriebe mit Trockenkupplungen, VDI Dresden (Okt. 2002)
24. R. Fischer: "Powertrain" More than just the engine, 15. Internationale AVL Tagung Motor und Umwelt (Sep. 2003)
25. R. Fischer, W. Hasewend, W. Kriegler, K. Pfeiffer: Support of Transmission Development by Modern Methods and Tools, IIR Innovative Automotive Transmissions 2003 (Dez. 2003)
26. R. Fischer, P. Schöggl, W. Hasewend, R. Ellinger, E. Bogner: Getriebeentwicklung mit objektiven Komfortzielen und Verfahren zur virtuellen Optimierung, Getriebe in Fahrzeugen 2004 – VDI (Juni 2004)
27. R. Fischer, W. Hasewend: Virtuelle Antriebsstrangentwicklung – Zukunftstraum oder Wirklichkeit?, Virtual Product Creation 2004 (Juni 2004)
28. R. Fischer, R. Ellinger: System Optimization of Modular Drivetrains to satisfy Market and Customer Requirements, 16. Internationale AVL Tagung Motor und Umwelt (Sep. 2004)
29. R. Fischer, W. Hasewend, H. Pecnik: Support of Transmission Development by Modern Methods and Tools, Global Powertrain Congress (Sep. 2004)
30. P. Schöggl, F. Brandl, R. Fischer, W. Kriegler, K.  Pfeiffer: Methoden zur Motor – und Antriebsstrangoptimierung von Allradfahrzeugen hinsichtlich NVH und Fahrbarkeit, 6. Grazer Allradkongress (Feb. 2005)
31. R. Fischer: Motor und Getriebe – gemeinsam sind sie stark, Österreichischer Verein für Kraftfahrzeugtechnik (März 2005)
32. R. Fischer, G. Stein: Transmission and engine as a system, 3^rd AVL International Commercial Powertrain Conference (April 2005)
33. Prof. Dr. F. Kücükay, J. Böhl, Dr. G. Wagner, M. Bek, Dr. R. Fischer, Dr. R. Ellinger: Effiziente Kalibrierung von Automatikgetrieben, 1. Internationales Symposium für Entwicklungsmethodik (Oktober 2005)
34. R. Fischer, Th. Pels: Hybridantriebe vor dem Durchbruch? Die Chancen des Hybrides im Wettbewerb zu konventionellen Antrieben, 7. Grazer Automobil Forum (Oktober 2005)
35. Dr. B. Pollak, Dr. R. Fischer, Dr. R. Ellinger: Engines´ Expectations of Transmission (And Vice Versa), 4th International CTI Symposium Innovative Automotive Transmissions, Berlin, Germany (Dezember 2005)
36. Dr. R. Fischer, Dr. K. Kirsten: Der Turbohybrid: Gesamtheitlicher Ansatz für einen modernen Ottohybridantrieb, 27. Internationales Wiener Motorensymposium (April 2006)
37. Dr. B. Pollak, Dr. R. Fischer, Dr. R. Ellinger: Systembetrachtung bei der Entwicklung des Antriebes von morgen, MTZ - Konferenz Motor 2006 – Der Antrieb von morgen (Juni 2006)
38. Dr. R. Fischer: Werkzeuge und Methoden zur Auslegung, Simulation und Entwicklung neuer Antriebskonzepte am Beispiel Hybrid, 10. Handelsblatt Jahrestagung Automobiltechnologie (Juni 2006)
39. Dr. R. Fischer, Dr. Holger Hülser: Softwareentwicklung für Fahrzeuge für dynamische Prozesse, Sonderheft e&i 10/2006, Technische Universität Wien
40. Dr. R. Fischer, Prof. H. List: Der Entwicklungsdienstleister im veränderten Automotive – Umfeld, 8. Internationales Automobilforum Graz (September 2006)
41. Dr. R. Fischer, Dr. Burkhard Pollak, Dr. Raimund Ellinger: Direct injection, turbo charging and dual clutch transmission – hybridization based on latest technology,  5. Internationale CTI Tagung Innovative Automotive Transmissions (Dezember 2006)
42. Dr. R. Fischer: Future Powertrain with emphasis on Hybrid´s future, 4. Hidria Automotive Forum, Sp. Idrija (Mai 2007)
43. Dr. R. Fischer, Dr. R. Ellinger: Virtuelle Antriebsstrangentwicklung – Zukunftstraum oder Wirklichkeit? Der Stand der Technik am Beispiel der Kalibration, Buchprojekt Virtuelle Produktentstehung für Fahrzeug und Antrieb im Kfz, Vieweg Verlag (Juli 2007)
44. Dr. R. Fischer: Trade – off: Verbrauch – Fahrspaß, Vortrag in Wien und Graz beim Österreichischen Verein für Kraftfahrzeugtechnik (ÖVK), März 2008
45. Dr. R. Fischer: CO₂ Reduktion: Wo ist das Ende?, Gastkommentar ATZ/MTZ, Ausgabe Juli / August 2008
46. Dr. R. Fischer, DI R. Schneider, Dr. P. Ebner: Turbohybrid – The Realisation, first results, 20. Internationale AVL Tagung “Motor & Umwelt” September 2008
47. Dr. R. Fischer: Challenge Powertrain 2020, GETRAG Drivetrain Forum, Köln, Oktober 2008
48. Dr. R. Fischer: Globale Entwicklungspartnerschaften, 7. Internationales CTI Symposium „Innovative Fahrzeug – Getriebe“, Dezember 2008
49. Dr. R. Fischer: The Electrification of the Powertrain – from Turbohybrid to Range Extender, 30. Internationales Wiener Motorensymposium, Mai 2009
50. Dr. F. Beste, Dr. R. Fischer: Der Range Extender als Enabler für das Elektrofahrzeug, 21. Internationale AVL Tagung “Motor & Umwelt” September 2009
51. Dr. R. Fischer, Dr. G. Fraidl, C. Hubmann, Dr. P. Kapus, R. Kunzemann, B. Sifferlinger, F. Beste: Range – Extender – Modul: Wegbereiter für elektrische Mobilität, MTZ, Ausgabe Oktober 2009
52. Dr. R. Fischer: Gesamtheitlicher Entwicklungsansatz für elektrifizierte Antriebe, Holistic development approach for the electrified power train, 3. Grazer Symposium Virtuelles Fahrzeug 6./7.Mai 2010
53. Dr. R. Fischer: Wie sieht der Range Extender der Zukunft aus? MTZ,Ausgabe September 2010
54. Dr. R. Fischer: Der Range Extender rettet das Elektrofahrzeug, Gastkommentar, MTZ November 2010
55. Dr. R. Fischer: Der Verbrennungsmotor als Treiber für die Elektrifizierung, MTZ Fachtagung „Der Antrieb von morgen“, Wolfsburg, 25.01.2011
56. Dr. R. Fischer, G. Jürgens, F. Kücükay, R. Najork, B. Pollak: Das Getriebebuch, Springer Wien New York, April 2012
57. Dr. R. Fischer, Dr. Raimund Ellinger, Dr. Paul Kapus, Konstantin Erjawetz, Manfred Pongratz, Dr. Peter Ebner, Bernd Klima: Four are enough, CTI Tagung „Innovative Fahrzeug-Getriebe, Hybrid & Elektro – Antriebe“, Berlin, Dezember 2012
58. Dr. Robert Fischer, Prof. Dr. Gunter Jürgens, Prof. Dr.-Ing. Ferit Kücükay, Dipl. Ing. Rolf Najork, Dr. Burkhard Pollak: Das Getriebebuch, Springer Verlag 2012
59. Dr. R. Fischer, Dr. Klaus Küpper, Dr. Stephen Jones, Emre Kural: Der vernetzte Antrieb, 25. Internationale AVL Tagung “Motor & Umwelt” September 2013
60. Dr. Robert Fischer: Wir sind noch weit vom Ende der technischen Möglichkeiten entfernt, MTZ Interview, November 2013
61. Dr. Robert Fischer: Manchmal ist weniger mehr, Gastkommentar ATZ, November 2013
62. Dr. Robert Fischer, Prof. Dr. Uwe Grebe, Dr. Klaus Küpper: Der vernetzte Antriebsstrang, ATZ Agenda, November 2013
63. Dr. Robert Fischer, Dr. Klaus Küpper, Dr. Peter Schöggl: Antriebsoptimierung durch Fahrzeugvernetzung (Powertrain Optimization through Vehicle Connectivity),  Wiener Motorensymposium, Mai 2014
64. Dr. Robert Fischer, Dr. Frank Beste: AVL Future Hybrid – the holistic transmission approach for hybrid drivetrains, VDI Tagung “Getriebe in Fahrzeugen”, Juni 2014
65. Dr. Robert Fischer, Elmar Zimmer: Entwicklungstrends bei Fahrzeugantrieben, Einleitungsartikel VDI/VDE Magazin Technik in Bayern, Juli 2014
66. Dr. Robert Fischer, Dr. F. Beste, DI M. Yolga, DI W. Fritz: Seven-Mode Transmission for Plug-In Hybrid Concepts, MTZ Artikel 12/2014
67. Dr. Robert Fischer: Dedicated Hybrid Transmissions (DHT) A New Category of Transmissions, “14th International CTI Symposium”, Dezember 2015, Berlin
68. Dr. Robert Fischer: Dedicated Hybrid Transmissions (DHT), CTI Mag, The Automotive TM, HEV & EV Drives Magazine by CTI, Dezember 2015, Berlin
69. Dr. Robert Fischer: Achieving Total Vehicle Efficiency at the Component Level, SAE 2016 Transmission and Driveline Technology Symposium, Ypsilanti (Michigan), Oktober 2016 (gehalten von Mr. Hamid Vahabzadeh)
70. Dr. Robert Fischer: Dedizierte Hybrid Getriebe (DHT), Handelsblatt Journal, Sonderveröffentlichung „Die Zukunft der Automobilindustrie“, November 2016
71. Dr. Robert Fischer: Achieving total Vehicle Efficiency in a cost effective way, SIAT Conference, 18.01.2017, Pune
72. 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
73. 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

• April 2015: SAE Getriebe Awards für außergewöhnliches, globales und nachhaltiges Wirken im Bereich Getriebe (SAE / Timken – Howard Simpson Automotive Transmission and Driveline Innovation Award)

Weblinks

• Literatur von und über Robert Fischer in der bibliografischen Datenbank WorldCat

Privat

Fischer ist seit 1983 verheiratet und hat drei Kinder.

Patente

Um aufwändige Versuche im Fahrzeug zu vermeiden begann man in den 80er Jahren zu versuchen, auf Motorprüfständen das restliche Fahrzeug samt Fahrer und Umfeld nach zu bilden. Es gab Lösungen, die gemessene Werte vorgaben oder einfache Ansätze für Handschaltgetriebe. Robert Fischer entwickelte Ende der 80er Jahre erstmals eine Software für einen Motorprüfstand, die die Abläufe bei einem Fahrzeug mit Automatikgetriebe physikalisch korrekt gemäß Ursache – Wirkung softwaretechnisch nachbildete. Erschwerend war, dass die Automatikgetriebe dieser Zeit keine elektronische Steuerung hatten, sondern mittels Verschaltung vieler hydraulischer Ventile angesteuert wurden – und das musste entsprechend dargestellt werden. Außerdem war das dynamische Verhalten des Wandlers und der Schaltvorgänge darzustellen. Es ist zudem zu bedenken, dass die Rechenleistung in dieser Zeit um 10er Potenzen geringer war als heute. Mit tiefgehendem physikalischem Verständnis konnten die Abläufe so dargestellt werden, dass ein Realtimebetrieb möglich war (EP 340206 B1).

In den frühen 90er Jahren begann man Ansätze zu suchen, um den Verbrauch bei Automatikgetrieben zu reduzieren. Ein Weg war, den Wandler zu überbrücken. Bei den ersten Überbrückungskupplungen, die in den Markt kamen, konnte die Überbrückungskupplung nur in den oberen Gängen geschlossen werden und es verbrannten oft die Reibbeläge durch Überhitzung. Durch Erfindungen wie die „Schlangennut“ (DE 19734678 A1) und Kombination von Schwingungsdämpfung und Schlupfregelung insbesondere die „Momentennachführung“ (DE 4431640 A1) konnten diese Probleme gelöst werden. Diese Lösungen wirken bis heute nach.

Er verantwortete die Entwicklung und Serieneinführung des CVTs mit dem damals höchsten Drehmoment (Audi Multitronic) und wirkte auch technisch im Detail (z.B. DE 19951949 A1) und auch bei innovativen Themen, die nicht patentiert und veröffentlicht wurden (z.B. beim Werkstoff und der Wärmebehandlung der Kettenlaschen). Wirken auch bei steuerungstechnischen Themen (z.B. EP 1536970 A2).

Auch bei den automatisierten Kupplungen und daraus folgenden automatisierten Getrieben und auch Doppelkupplungen hat er seine Spuren bis heute hinterlassen (z.B. Literatur 12 bis 23). Aus Verbrauchsgründen trieb er den Einsatz von trockenen Kupplungen mit Elektromotoren. Bei der Lösung der auftretenden Herausforderungen wirkte er bei mehreren Patenten maßgeblich mit (z.B. DE 19609878 A1). Die Momentennachführung (siehe oben) war ein wesentlicher Enabler.

Vor dem Jahre 2000 verantwortete er das erste Hybrid-Doppelkupplungsgetriebe (also mit zusätzlichem Elektroantrieb). (Lit 21)

Um 2010 hat er mehrere Patente für den Betrieb eines Range-Extenders bei einem Batterie betriebenen Fahrzeug erhalten (z.B. EP 2605929 A1). Technisch sind diese auch für Plug-In-Hybride von Bedeutung.

	Title	Abstract	Filed	Published	Applicant	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	AVL GESELLSCHAFT FUER VERBRENNUNGSKRAFTMASCHINEN UND MESSTECHNIK MBH.PROF.DR.DR.H.C. HANS LIST	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	LUK GETRIEBE SYSTEME GMBH	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	LUK GS VERWALTUNGS KG	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	LUK GETRIEBE SYSTEME GMBH	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	LUK GETRIEBE SYSTEME GMBH	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	LUK GETRIEBE SYSTEME GMBH	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	LUK GS VERWALTUNGS KG, DAIMLER CHRYSLER AG	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	LUK GETRIEBE SYSTEME GMBH	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	SCHAEFFLER TECHNOLOGIES AG	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	LUK GETRIEBE SYSTEME GMBH	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	LUK GS VERWALTUNGS KG, DAIMLER AG	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	LUK GETRIEBE SYSTEME GMBH	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	LUK GETRIEBE SYSTEME GMBH	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	LUK GETRIEBE SYSTEME GMBH	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	LUK GETRIEBE SYSTEME GMBH	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	SCHAEFFLER TECHNOLOGIES AG	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	SCHAEFFLER TECHNOLOGIES GMBH	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	LUK GETRIEBE SYSTEME GMBH	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	LUK GETRIEBE SYSTEME GMBH	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	SCHAEFFLER TECHNOLOGIES AG	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	SCHAEFFLER TECHNOLOGIES AG	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	LUK LAMELLEN & KUPPLUNGSBAU, OPEL ADAM AG	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	FISCHER ROBERT, REIK WOLFGANG, BERGER REINHARD
AT 412775 B	VERFAHREN ZUR STEUERUNG EINER ANTRIEBSMASCHINE FÜR EIN FAHRZEUG		03.11.2003	25.07.2005	AVL LIST GMBH	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	LUK LAMELLEN & KUPPLUNGSBAU	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	AVL LIST GMBH	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	LUK LAMELLEN & KUPPLUNGSBAU	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	AVL LIST GMBH	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	AVL LIST GMBH	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	AVL LIST GMBH	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	AVL LIST GMBH	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	AVL LIST GMBH	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	AVL LIST GMBH	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	AVL LIST GMBH	FISCHER ROBERT