Abstract: A method of operating a drive train of a motor vehicle whereby the drive train comprises at least a hybrid drive with a combustion engine and an electric motor, a transmission, positioned between the hybrid drive and an output, and a clutch, positioned between the combustion engine and the electric motor. When the electric motor is exclusively driving, the combustion engine can be started by engaging a clutch positioned between the combustion engine and the electric motor.

Abstract: A measurement of a lower and a higher speed of rotation is taking place via the inductive sensor. A sensor unit, which comprises a pulse generator, a transmitter side and a receiver side, is used for determining the speed of rotation, whereby the transmitter side comprises a transmitter inductor connected with an oscillator, and the receiver side comprises two receiving inductors. The signal, which is generated by the two receiver inductors and transmitted along each of the signal paths, is forwarded to two signal processing units. Through each of the two signal paths, for lower and higher speed of rotation, the processed signal is forwarded to a logic device.

Abstract: A power split transmission for a working machine, such as a wheel loader, having a continuously variable power branch and a mechanical power branch that are summed with one another via a summing gear (13). The summing gear (13) can be connected, via a clutch for forward drive (4) and a clutch for reverse drive (8), to an input drive. The power split transmission has shafts (2, 7; 32, 33) and only a single clutch is located on each shaft.

Abstract: A method of detecting axial wear and a counterforce gradient of a multiple disc switching element (1) with position-controlled actuation with an electric motor (2), a spur gear stage (3) and a ball ramp (4) by one of a hydraulic pressure actuator and an electromagnetic actuator. The method comprises the step of determining, when a vehicle is at a standstill, the axial wear (J) and the counterforce gradient or the rigidity of the system by an overrun adaptation.

Abstract: An actuating device for selecting shift positions of a shift-by-wire gear shifting transmission. The actuating device comprises a selector lever that may be moved between at least a drive position and a parking lock position, the lever having stable selector lever settings, and a locking device for locking the selector lever in the parking lock position. The locking device comprises an actuator device such that the selector lever may be moved from the drive position into the park position by way of the locking and actuator devices. The actuating device makes it possible that the position of the selector lever of the actuating device matches the actual shifting state of the transmission at all times, and thereby offers reliable optical and tactile feedback for the driver of the actual shifting state of the transmission and may also serve as a mechanical emergency actuator for the parking lock.

Abstract: A power split transmission for a working machine, such as a wheel loader, for example, has a hydrostatic and a mechanical power branch which are summed with one another via a summation gear (12). A reversing gear (7) is connected downstream of the summation gear (12) and a gear shifting mechanism (20) is connected downstream of the summation gear (12).

Abstract: A transmission arrangement (1) with at least two countershafts for a vehicle, in particular a utility vehicle is proposed, such that an auxiliary drive output (10) can be coupled by means of a torque-transmitting element (11) to a first countershaft (7), and such that a second countershaft (8) can be coupled with a transmission brake device (12) to bring about load equalization between the countershafts (7, 8) when the auxiliary output (10) is coupled to the first countershaft (7). In addition, a method is proposed for load equalization between the countershafts (7, 8) of a transfer transmission when an auxiliary output (10) is engaged, such that in a first shift position of a main group (2) of the transfer transmission, in which the second countershaft (8), not coupled to the auxiliary output (10), is free from load, a load torque is applied to the second countershaft (8) for load equalization.

Abstract: A device for determining the rotational speed of a transmission shaft (12). The device includes a rotational speed indicator (3) connected, in a rotationally fixed manner, to the transmission shaft (12) and at least one rotation speed sensor (2) including at least one sensor element (10). By way of the sensor element (10), the speed of the transmission shaft (12) is detected via the speed indicator (3). The speed sensor (2) is attached to a shifting element (5) for actuating a sliding sleeve (4) of a clutch device (1) that is connected to the transmission shaft (12) in such a manner that the sliding sleeve (4) axially movable on but fixed so as not to rotate.

Abstract: A method for controlling a drive train of a motor vehicle comprising a drive engine, an automated transmission, and an automated clutch arranged in the force flow between the drive engine and the transmission.

Abstract: A method of operating a drivetrain of a vehicle comprising an engine, a clutch and a transmission comprising a claw-shifted main transmission and a synchronized upstream and/or downstream group, such that shifting from a current gear to a target gear is accomplished by actuating one of the synchronized upstream or downstream group and without actuating the engaged clutch and the claw-shifted main transmission. The method includes reducing engine torque and, when the engine torque is less than or equal to a limit value, the synchronized upstream or downstream group is actuated to disengage the currant gear. Then, when the engine torque is approximately zero, the synchronized downstream or upstream group is disengaged and held in neutral, and the speed of the engine is then adjusted to a target speed. The synchronized upstream or downstream group is actuated to engage the target gear and upon engagement the engine torque is increased.

Abstract: An operating device for selecting gear ratios of a transmission. The operating device comprises a selector lever that is movable between at least three gear selection positions and a locking device for limiting the range of motion of the selector lever. The locking device has a cantilever assembly with a plurality of locking contours that are connected to the selector lever. Each locking contour is assigned to a selector lever position and can be engaged with locking element to form a motion stop for the selector lever. It is thus possible to implement even complex locking tasks in a structurally simple manner such that jams, that occur during actuation, or undefined operating states in the locking device can be prevented. The range of motion of the selector lever is largely freely controlled using an actuator control, and the device is relatively silent and has short shifting times.

Abstract: A method of controlling a multi-step transmission which is connected, via a friction clutch or by a torque converter, to a engine, and, via an axle, to wheels such that when the vehicle is stationary, the engine is running and the drivetrain is disengaged, rolling of the vehicle is prevented or restricted by a shift of the multi-step transmission. The method to prevent rolling includes the step that when the multi-step transmission is in neutral, a safety function is activated, in which actuation of a shift operation element, the accelerator and brake pedals and the current rolling speed are detected by sensors and, if the driving operation elements have not been actuated, then if a predefined rolling speed limit is exceeded, the friction clutch is disengaged if necessary, a starting gear is engaged and the friction clutch is engaged.

Abstract: A method for controlling and/or regulating a multi-step automatic transmission of a vehicle in which an upshift is prevented if a power limit, of the motor of the vehicle, is reached such that, when a driving situation in which the power limit of the motor is reached and recognized, the motor speed (n) is set at a predetermined limit value (nLimit). In addition, a system for implementing the method according to the invention is also proposed.

Abstract: A method and a device for controlling a clutch, for example an automatic friction clutch forming part of a drive train of a motor vehicle, for a torque transfer between an engine and a transmission, with the clutch having significant clutch way points assigned to it. For achieving the operational readiness of the clutch over the shortest possible time period, whereby an accurate clutch adjustment is still guaranteed, a clutch way point coordinate system is monitored by checking the point of engagement of the clutch, established through a learning process and having at least a relevant clutch way point for the starting procedure. In case of any recognized change(s), the clutch way point is suitably corrected or otherwise used as is.

Abstract: A bore welding mechanism comprising a casing having spindle bushings rotationally and axially supporting a rotatable and axially translatable spindle for supporting a bore repair mechanism in alignment with a bore. The spindle has an axially extending keyway and a worm gear thread extending for at least a part of a length of the spindle. A spindle drive gear is coupled to the spindle by a drive key engaging with the keyway of the spindle so that the spindle is rotationally fixed to the spindle drive gear and axially translatable with respect to the spindle drive gear. A drive shaft extends through the casing, transversely to and offset from an axis of the spindle, and includes a drive shaft worm gear rotationally fixed to the drive shaft. The worm gear engages with the spindle drive gear to rotate the spindle drive gear and the spindle due to rotation of the drive shaft.

Abstract: A foot pedal module (1) including an enclosure (3), a rotor (11), a foot pedal (15), two springs (17, 19) and a circuit board (33). The enclosure (3) has a trunnion (5), an outer ring (29) and a cover (39) for accommodating and protecting the rotor (11). The rotor (11) is linked with a bushing (7), a tappet, a lever (13), two haptic springs (17, 19), two damping elements (21, 23) and a driving element (27). The circuit board (33) carries an inductor array (25) which are designed as flat coils and located opposite the damping elements (21, 23). The foot pedal (15) is linked to the lever (13) and bushing (7) by a ball joint (35) and a socket (27).

Abstract: A water reaction tank for reacting water containing suspended solids with a flocculant includes a housing having an input, an output, and a water flow path between the input and the output. The flow path has a mixing section and a reaction section. Sealable flocculant ports are provided for inserting a flocculant into the mixing section of the housing. Each of the mixing section and the reaction section contains baffles. The mixing section baffles encourage turbulent flow to increase contact with the flocculant, and the reaction section baffles encourage turbulent flow and increase the length of the water flow path.

Abstract: A method of operating of a drivetrain, having at least a drive motor and an automatic transmission with at least five shift elements, to improve a shift speed such that during a first upshift or a first downshift, at least one required shift element is prepared such that, when a synchronization point is reached, the successive upshift or the successive downshift can be immediately carried out. The method comprises the steps of requiring, at most, two of the at least five shift elements be disengaged and a remainder of the shift elements be disengaged for each gear for transferring one of torque and force; and one of increasing and decreasing a torque of the drive motor, relative to a torque of the drive motor derived from a driver's wish, during one of the first upshift or downshift and the successive upshift or downshift to assist with an overlapped implementation of the successive upshifts or the successive downshifts.

Abstract: An exhaust gas purifying catalyst includes a catalyst substrate and a catalyst coating layer containing a noble metal and a refractory inorganic oxide. The catalyst coating layer includes an upstream portion located upstream and a downstream portion located downstream in a flow direction of an exhaust gas. The upstream portion has a layered structure including an upstream portion inside layer containing a cerium-zirconium composite oxide in which a relative proportion of CeO2 is 50 to 95 wt %, as the refractory inorganic oxide and an upstream portion outside layer containing a cerium-zirconium composite oxide in which a relative proportion of ZrO2 is 50 to 95 wt %, as the refractory inorganic oxide. The upstream portion outside layer and the downstream portion contain Rh as the noble metal, and an amount of Rh contained in the upstream portion outside layer is larger than an amount of Rh contained in the downstream portion.

Abstract: A method of controlling and/or regulating a hybrid drive system of a vehicle, with at least one internal combustion engine and at least one electric machine which can be coupled to the input shaft of an automated transmission, at least some of the time, by at least one clutch to facilitate driving of the vehicle such that at least one energy accumulator is charged by the electric machine which is operated as a generator and driven by the internal combustion engine. The electric machine is a synchronizer machine that is continually energized by maintaining a nominal speed of the synchronizer machine below an inflexion speed (n_Eck) during the charging process.