Abstract: A vehicle has an internal combustion engine, an automatic transmission with an electrohydraulic transmission control unit, a transmission oil pump driven by the engine, and an electronic engine start and stop system. The start and stop systems switches off the internal combustion engine in operating phases, in which the vehicle is temporarily stopped, if predefined operating parameters are present, and starts the internal combustion engine if a restart signal is present. A purely mechanical pressure accumulator device provides stored hydraulic pressure to the electrohydraulic transmission control unit in a time period following the starting of the internal combustion engine, in which time period, the transmission oil pump is still building-up pressure.

Abstract: A vehicle has an internal combustion engine, an automatic transmission with an electrohydraulic transmission control unit, a transmission oil pump driven by the engine, and an electronic engine start and stop system. The start and stop systems switches off the internal combustion engine in operating phases, in which the vehicle is temporarily stopped, if predefined operating parameters are present, and starts the internal combustion engine if a restart signal is present. A purely mechanical pressure accumulator device provides stored hydraulic pressure to the electrohydraulic transmission control unit in a time period following the starting of the internal combustion engine, in which time period, the transmission oil pump is still building-up pressure.

Abstract: A method for sealing an automotive lamp assembly comprising a first member having a tongue assembly and a second member having a groove adapted to receive the tongue assembly of the first member. The process comprises the following steps (i) in situ injection molding a silicone composition or thermoplastic composition onto the tongue assembly (20) and/or into the groove (9) (ii) curing the silicone composition or thermoplastic composition in place to form a gasket (21,10) which is chemically and/or physically bonded to said tongue assembly (20) and/or groove (9) and (iii) sealing the automotive assembly by mechanically engaging the first member and the second member, at least one of which has a cured in place gasket produced in accordance with steps (i) and (ii) above.

Abstract: A method for controlling a hydraulic circuit for a twin-clutch transmission, wherein the hydraulic circuit comprises a first and a second clutch that can be hydraulically actuated, the pressures of said clutches being controlled with respective pressure control valves, and wherein a safety circuit substantially guarantees a safe state for the hydraulic circuit if a malfunction occurs. The safety circuit is configured such that if a partial malfunction affecting only one of the two clutches occurs, the affected clutch is disengaged and if a total malfunction affecting both clutches occurs, the clutch with the lower clutch pressure at the time of the total malfunction is disengaged and the other clutch with the higher clutch pressure at the time of the total malfunction remains engaged to maintain the transfer of torque via said clutch.

Abstract: A method for controlling a hydraulic circuit for a twin-clutch transmission, wherein the hydraulic circuit comprises a first and a second clutch that can be hydraulically actuated, the pressures of said clutches being controlled with respective pressure control valves, and wherein a safety circuit substantially guarantees a safe state for the hydraulic circuit if a malfunction occurs. The safety circuit is configured such that if a partial malfunction affecting only one of the two clutches occurs, the affected clutch is disengaged and if a total malfunction affecting both clutches occurs, the clutch with the lower clutch pressure at the time of the total malfunction is disengaged and the other clutch with the higher clutch pressure at the time of the total malfunction remains engaged to maintain the transfer of torque via said clutch.

Abstract: A double clutch drive has a first and a second clutch, wherein for normal operation for the closing and opening of the first clutch a first hydraulic device governed by an electronic control is provided, and for the closing and opening of the second clutch a second hydraulic device is provided. Also, a position-holding hydraulic device is provided to which position signals are delivered corresponding to the momentary position of the first and second clutch, and which is connected via hydraulic control lines with the first and second hydraulic device, while in the event of a failure of the electronic control the position-holding hydraulic device hydraulically operates the first and the second hydraulic control such that, at least in many positions of the clutches, the clutch positions that are present immediately prior to the failure of the electronic control are sustained.

Abstract: Monostable shifting mechanism, in which two shifting channels are provided for the shift lever. “Monostable” means that the shifting element or the shift lever has only one stable position. As a function of the actual “operating condition” of the shifting mechanism, certain other operating conditions can be selected by means of the deflection of the shift lever. For this purpose, the shift lever is deflected manually in either one or the other shifting channel and, after the release, automatically returns into the stable starting position from any possible deflected position.

Abstract: The invention relates to a device for increasing the security of a motor vehicle comprising an automatic transmission, which is impinged upon by an electrical transmission control system and a detection unit for detecting a critical driving situation and for generating a corresponding signal. In order to increases driving security, an evaluation device is provided which checks whether the generated signal has reached a specific value or exceeded a specific threshold. If said value has been reached or the threshold has been exceeded, the evaluation device causes the transmission control system to interrupt the positive engagement of the transmission.

Abstract: A double clutch drive has a first and a second clutch, wherein for normal operation for the closing and opening of the first clutch a first hydraulic device governed by an electronic control is provided, and for the closing and opening of the second clutch a second hydraulic device is provided. Also, a position-holding hydraulic device is provided to which position signals are delivered corresponding to the momentary position of the first and second clutch, and which is connected via hydraulic control lines with the first and second hydraulic device, while in the event of a failure of the electronic control the position-holding hydraulic device hydraulically operates the first and the second hydraulic control such that, at least in many positions of the clutches, the clutch positions that are present immediately prior to the failure of the electronic control are sustained.

Abstract: A driving coupling for the torque transmission in the transmission line of a motor vehicle includes a shaft-hub coupling provided with longitudinal toothings for the releasable coupling of a crankshaft with a coaxially arranged hydrodynamic torque converter. The longitudinal toothings of the shaft-hub coupling have tooth cross-sections which become larger and smaller respectively in the longitudinal direction of the teeth. An elastomer layer is situated at least between the tooth flanks of the shaft and the hub which transmit the torque.

Abstract: A driving position selector for selecting at least the driving steps of the automatic transmission, “D”, “N”, “R”, “P”, which are selected by the driver over a control device and engaged by electro-hydraulic setting elements is provided. It is possible to disengage a parking position by a release device in the automatic transmission housing. An operating device is connected by a Bowden cable with a release lever of the release device. The swiveling motion of the release lever is not transferred to the Bowden traction cord, since the release lever can move along a Bowden traction cord suspended in the release lever.

Abstract: Monostable shifting mechanism, in which two shifting channels are provided for the shift lever. “Monostable” means that the shifting element or the shift lever has only one stable position. As a function of the actual “operating condition” of the shifting mechanism, certain other operating conditions can be selected by means of the deflection of the shift lever. For this purpose, the shift lever is deflected manually in either one or the other shifting channel and, after the release, automatically returns into the stable starting position from any possible deflected position.

Abstract: An assembly including a driving connection for torque transmission in a drive train of an engine by means of a shaft-hub connection. The shaft-hub connection is provided with lengthwise teeth for releasable connection of a crankshaft with a coaxial hydrodynamic torque converter. The lengthwise teeth of the shaft-hub connection have tooth cross sections that increase or decrease in the lengthwise direction of the teeth.

Abstract: The invention relates to an automatic gearbox for motor vehicles, comprising an electronic drive control device and an electric gear range selecting element. In case the drive control device fails such that the gears can no longer be changed when the gear range selecting element is actuated with a view to changing gear range, and if the gears which can be changed by means of the gear range selecting element can be identified, the driver receives a corresponding optical, acoustic and/or haptic feedback signal which indicates said failure. In case the gera rage selecting element fails in such a way that the gear ranges adjustable by means of said gear range selecting element can no longer be identified, a corresponding optical, acoustic and/or haptic feedback signal which indicates said failure is immediately transmitted to the driver.

Abstract: A motor vehicle has a transmission controlled by an electronic transmission unit and an internal-combustion engine controlled by an electronic engine unit. The transmission unit normally shifts the selected gear by controlling actuators in the transmission, as a function of the adjustment of a gear selection switch. In an emergency, which can be detected by the engine unit via a communication connection with the transmission unit, and in which the adjustment of the gear selection switch is not detected by the transmission unit and/or the selected gear cannot be shifted in the transmission, the engine unit enforces a limitation of vehicle acceleration.

Abstract: A motor vehicle having a driving engine and an automatically shifted transmission, particularly an automatic transmission, includes at least one selector lever used as the operating element. With this selector lever, a driver triggers an electric transmission control device which, as a function of an operating position for the automatically shifted transmission selected on the selector lever and of other operating parameters of the motor vehicle, controls the automatically shifted transmission. By deflecting the selector lever, certain operation positions of the automatically shifted transmission are selected. This selector lever can be moved along at least one shifting channel, for preselecting individual driving positions in the automatic operation, into at least two deflecting directions. The lever automatically returns from the two deflecting positions always into the same starting position.

Abstract: A motor vehicle has a transmission controlled by an electronic transmission unit and an internal-combustion engine controlled by an electronic engine unit. The transmission unit normally shifts the selected gear by controlling actuators in the transmission, as a function of the adjustment of a gear selection switch. In an emergency, which can be detected by the engine unit via a communication connection with the transmission unit, and in which the adjustment of the gear selection switch is not detected by the transmission unit and/or the selected gear cannot be shifted in the transmission, the engine unit enforces a limitation of vehicle acceleration.

Abstract: A selecting device facilitates selecting operating positions of an automatic transmission of a motor vehicle by the deflection of a selector lever which moves back automatically from all deflecting directions for selecting the individual operating positions. The automatic transmission can be controlled by this selector lever in a first operating mode—selecting individual driving positions in the automatic operation—or, in a second operating mode—step-by-step shifting of the gears in the manual operation. For each operating mode, one operating position of the automatic transmission respectively is assigned to each deflecting direction of the selector lever. The selector lever is movable, in two shifting channels which are essentially disposed perpendicularly with respect to one another such that maximally four operating positions can be selected in each of the two operating modes. In a third operating mode, cruise control functions can be controlled by means of the selector lever.

Abstract: A driving position selector is described for selecting at least the driving steps of the automatic transmission, “D”, “N”, “R”, “P”, which are selected by the driver over a control device and engaged by electro-hydraulic setting elements activated by a transmission control device, it being possible to disengage a parking position, engaged in the “P” driving position, by a release device in the automatic transmission housing, which can be activated by the driver over an operating device, especially a hand lever.

Abstract: A motor vehicle having an electronically controlled automatic transmission, which comprises a parking position, and a power parking brake. The parking position and the power parking brake are operable independently of one another. A redundant system is provided in that a device checks the parking position as well as the power parking brake with respect to its optional functioning and, in the event of an operating failure of one system, operates the respective other system to take over the function of the failed system.