Abstract: A method and system are disclosed for operating a recuperation arrangement of a motor vehicle having a recuperative conversion machine to convert kinetic energy into storable electrical energy in a storage device resulting in a braking force or deceleration of the vehicle. A dissipative brake may be automatically actuated for imposing an additional braking force on the motor vehicle such that a constant and/or maximum braking force or deceleration of the vehicle is maintained based on at least one conversion preset of the recuperation arrangement. For example, when a first operating state of the recuperation arrangement is forecast or detected, a braking force of the recuperative conversion machine brings about a first deceleration of the motor vehicle and a braking force of the dissipative brake brings about an additional deceleration of the motor vehicle such that a constant and/or maximum braking force or deceleration of the vehicle is maintained.

Abstract: A transmission assembly for a hybrid vehicle includes a gearbox having an input shaft configured to be coupled with an internal combustion engine, and a pinion shaft configured to be coupled with a chassis, and a switchable planetary gear having a first connecting shaft configured to be coupled with an electric machine and a second connecting shaft non-rotatably coupled to the pinion shaft of the gearbox.

Abstract: A clutch assembly for a manual shift transmission includes a first shaft, which carries a first clutch disc, a second shaft that is coaxial to the first shaft. The second shaft carries an axially shiftable second clutch disc, a first ramp, of which at least one section describes a helical line that is coaxial to the shafts, and a first actuating body. The first actuating body is clamped between the first ramp and the second clutch disc and can be moved about a common axis of the shafts between an open position, in which the clutch discs are spaced from one another, and a closing position, in which the clutch discs contact one another in a frictionally joined manner.

Abstract: A clutch assembly for a manual shift transmission includes a first shaft, which carries a first clutch disc, a second shaft that is coaxial to the first shaft. The second shaft carries an axially shiftable second clutch disc, a first ramp, of which at least one section describes a helical line that is coaxial to the shafts, and a first actuating body. The first actuating body is clamped between the first ramp and the second clutch disc and can be moved about a common axis of the shafts between an open position, in which the clutch discs are spaced from one another, and a closing position, in which the clutch discs contact one another in a frictionally joined manner.

Abstract: An electro-hydraulic clutch system for a motor vehicle includes a clutch mechanism that selectively engages an engine of the motor vehicle with a gear box, an actuator that pumps and retrieves hydraulic fluid to and from the clutch mechanism to activate the clutch mechanism, and a solenoid with a valve and/or a check ball that is disposed in the path of the hydraulic fluid between the actuator and the clutch mechanism. The solenoid has a normally closed position to prevent flow of the hydraulic fluid back to the actuator in the event of a system failure. The solenoid can also be used to reduce energy consumption in steady state conditions.

Abstract: A motor vehicle, in particular a passenger car, is provided with an internal combustion engine, a drive wheel arrangement that can be connected to the former, a clutch for the optional connecting and disconnecting of internal combustion engine and drive wheel arrangement, an actuator for actuating set clutch, and a controller for controlling set actuator, The set controller comprises a comparator for comparing a set quantity and an actual quantity and an actuator that is equipped in order to in particular partly close or open the clutch based on this comparison of set quantity and actual quantity, and to a method for the automatic actuating of the clutch.

Abstract: A method is provided for controlling an electromechanical clutch system in a motor vehicle. The motor vehicle includes, but is not limited to a clutch and a clutch pedal uncoupled mechanically from the clutch. The system is configured to determine a gear input rotation speed (nG), determine a pedal travel (w) covered by the clutch pedal, compare a maximum rotation speed (nmax) of the engine with the gear input rotation speed (nG), actuate the clutch independently of the pedal travel (w), when the gear input rotation speed (nG) is greater than the maximum rotation speed (nmax) of the engine, and the pedal travel (w) is so small that an actuation of the clutch (12) dependent on the pedal travel (w) would lead to an exceeding of the maximum rotation speed (nmax).

Abstract: An electro-hydraulic clutch system for a motor vehicle includes a clutch mechanism that selectively engages an engine of the motor vehicle with a gear box, an actuator that pumps and retrieves hydraulic fluid to and from the clutch mechanism to activate the clutch mechanism, and a solenoid with a valve and/or a check ball that is disposed in the path of the hydraulic fluid between the actuator and the clutch mechanism. The solenoid has a normally closed position to prevent flow of the hydraulic fluid back to the actuator in the event of a system failure. The solenoid can also be used to reduce energy consumption in steady state conditions.

Abstract: A shifting device is provided for the gear selection in a manual transmission that includes, but is not limited to a shift/selector lever that can be moved in a shifting degree of freedom and a selection degree of freedom, a measuring sensor for measuring a current position (s, w) of the shift/selector lever in the two degrees of freedom, a two-dimensionally controllable actuator device and a control circuit for the controlling of the actuator device in a position (S, W) which is associated with the sensed position (s, w) of the shift/selector lever, which depicts the movement region of the shift/selector lever on a region of possible positions of the actuator device. The movement region of the shift/selector lever included, but is not limited to a two-dimensional prohibited part region, in which the shift/selector lever is simultaneously moveable in both degrees of freedom.

Abstract: An external gear shift for the gear selection in a manual transmission is provided that includes, but is not limited to a gearshift/selector lever, which is guided in a link plate and which is movable along a selector track and a plurality of shifting tracks, and a measuring sensor to detect an instantaneous position (s, w) of the gearshift/selector lever. Guide fingers of the link plate disposed between shifting and selector tracks each have flanks oriented obliquely to the shifting and selector tracks.

Abstract: A shift-by-wire control unit is provided that includes, but is not limited to a sensor for detecting the position of a shift lever, which is movable on a path between a neutral position and at least one shift position, a control circuit, and an actuator for driving a selector fork in accordance with a movement of the shift lever detected by the control unit. The control circuit is set up to predefine a setpoint position of the actuator for each detected position of the shift lever, the rate of change of the setpoint position as a function of the shift lever position being higher in a first area of the path adjacent to the neutral position than in a second area of the path, which is at a greater distance from the neutral position than the first area.

Abstract: A shift-by-wire control unit comprises a sensor for detecting the position of a shift lever, which is movable on a path between a neutral position and at least one shift position, a control circuit, and an actuator for driving a selector fork in accordance with a movement of the shift lever detected by the control unit. The control circuit is set up to predefine a setpoint position of the actuator for each detected position of the shift lever, the rate of change of the setpoint position as a function of the shift lever position being higher in a first area (18) of the path adjacent to the neutral position than in a second area (19) of the path, which is at a greater distance from the neutral position than the first area (18).