Abstract: A method of adapting control of clutches of a double clutch transmission, including: during a shifting process, controlling torque transmittable by an opening clutch and torque transmittable by a closing clutch according to nominal curves; during a shifting process, determining a difference between a nominal value and an actual value; and adapting a nominal curve of at least one of the clutches for a following shifting process by reducing a difference between the nominal value and the actual value.

Abstract: A method for controlling a drivetrain in a motor vehicle which has an internal combustion engine with a crankshaft, an automated gearbox with engagable and disengagable gears and a gearbox input shaft and a gearbox output shaft which drives drive wheels, a friction clutch which connects the crankshaft and the gearbox input shaft in a separable manner and is operated in an automated fashion, and a control unit for controlling the drivetrain. For driving comfort, before the vehicle comes to a stop, a starting gear is engaged in an overrun mode such that, after opening the friction clutch, a synchronization of gearbox input and output shaft rotational speed of the starting gear is initiated at a gearbox input shaft rotational speed which is higher than a target rotational speed of the gearbox input shaft yielded by the transmission ratio of the starting gear between the gearbox input and output shaft.

Abstract: A method for determining an error in engine torque, wherein at least before and after a predetermined change in the engine torque the change in engine speed is registered, and this is compared with the engine torque before and after the change in the engine torque.

Abstract: A method for controlling a drivetrain in a motor vehicle which has an internal combustion engine with a crankshaft, an automated gearbox with engagable and disengagable gears and a gearbox input shaft and a gearbox output shaft which drives drive wheels, a friction clutch which connects the crankshaft and the gearbox input shaft in a separable manner and is operated in an automated fashion, and a control unit for controlling the drivetrain. For driving comfort, before the vehicle comes to a stop, a starting gear is engaged in an overrun mode such that, after opening the friction clutch, a synchronization of gearbox input and output shaft rotational speed of the starting gear is initiated at a gearbox input shaft rotational speed which is higher than a target rotational speed of the gearbox input shaft yielded by the transmission ratio of the starting gear between the gearbox input and output shaft.

Abstract: A method for diagnosing damage in the shift control actuator of an automated manual transmission, involving at least one of the following steps: (a) determining a shift control actuator is damaged if an actual period needed for synchronizing a gear differs from a nominal time period for synchronizing the gear; (b) moving a shift-control actuator to a limit stop after selection of a gear, and determining a shift-control actuator is damaged if the limit stop that has been reached is an internal limit stop of the shift-control actuator and not a gear transmission limit stop; (c) determining the shift-control actuator is damaged if an actual speed during the overlap phase is not within a speed range within which the engine speed is expected to lie during the overlap phase.

Abstract: A method of adapting control of clutches of a double clutch transmission, including: during a shifting process, controlling torque transmittable by an opening clutch and torque transmittable by a closing clutch according to nominal curves; during a shifting process, determining a difference between a nominal value and an actual value; and adapting a nominal curve of at least one of the clutches for a following shifting process by reducing a difference between the nominal value and the actual value.

Abstract: A method for determining an error in engine torque, wherein at least before and after a predetermined change in the engine torque the change in engine speed is registered, and this is compared with the engine torque before and after the change in the engine torque.

Abstract: The invention relates to a method for controlling a gear shift, especially a pulling upshift in a parallel-shift transmission of a vehicle, said parallel-shift transmission having two transmission branches situated parallel to each other between an output shaft of a driving engine of the vehicle and a transmission output shaft, whereby an input shaft of each transmission branch is coupleable to the output shaft via a clutch assigned thereto and the input shaft of each transmission branch may be brought into rotationally fixed engagement with the output shaft having at least one prescribed gear ratio so that by disengaging the one clutch and engaging the other clutch a pulling-force-interruption-free change of the gear ratio between the engine output shaft and the transmission output shaft is possible, in which method during a gear ratio change the torque transmissible by the clutches is regulated in a controlled, prescribed manner and the load of the driving engine is regulated in such a manner that a prescri

Abstract: The invention relates to a drive train having a twin-clutch transmission and to a method for controlling the same.

Abstract: A method for diagnosing damage in the shift mechanism of an automatic gearbox, involving at least one of the following steps: (a) determining an actual period needed for synchronizing a gear, comparing the actual period with a setpoint period for synchronizing the gear, and establishing whether the shift mechanism is damaged; the shift mechanism is assumed to be damaged if the actual period differs from the setpoint period; (b) moving a shift actuator to a limit stop after selection of a gear, establishing whether the limit stop that has been reached is an internal limit stop of the shift actuator or a gearbox limit stop, and establishing whether the shift mechanism is damaged; the shift mechanism is assumed to be damaged if the limit stop that has been reached is an internal limit stop of the shift actuator; (c) determining an actual engine speed during the overlap phase and comparing the actual speed with a speed range within which the engine speed is expected to lie during the overlap phase, and establishi

Abstract: A powershift transmission is proposed using two transmission paths, a friction clutch being assigned to each transmission path and the transmission paths being coupleable to an output shaft for torque transmission. The transmission has a device that detects the clutch torque transmitted by the friction clutch of the active transmission path, which is coupled to the output shaft, and, when the clutch torque falls below threshold value, initiates a disengagement of the active gear ratio.

Abstract: The invention relates to a drive train having a twin-clutch transmission and to a method for controlling the same.

Abstract: The invention relates to a method for controlling a gear shift, especially a pulling upshift in a parallel-shift transmission of a vehicle, said parallel-shift transmission having two transmission branches situated parallel to each other between an output shaft of a driving engine of the vehicle and a transmission output shaft, whereby an input shaft of each transmission branch is coupleable to the output shaft via a clutch assigned thereto and the input shaft of each transmission branch may be brought into rotationally fixed engagement with the output shaft having at least one prescribed gear ratio so that by disengaging the one clutch and engaging the other clutch a pulling-force-interruption-free change of the gear ratio between the engine output shaft and the transmission output shaft is possible, in which method during a gear ratio change the torque transmissible by the clutches is regulated in a controlled, prescribed manner and the load of the driving engine is regulated in such a manner that a prescri

Abstract: A powershift transmission is proposed using two transmission paths, a friction clutch being assigned to each transmission path and the transmission paths being coupleable to an output shaft for torque transmission. The transmission has a device that detects the clutch torque transmitted by the friction clutch of the active transmission path, which is coupled to the output shaft, and, when the clutch torque falls below threshold value, initiates a disengagement of the active gear ratio.