Abstract: An apparatus, method and computer for actuating a disconnect clutch which is arranged between a first drive unit and a second drive unit of a hybrid drive and which can be actuated by means of a hydraulic actuating element in order to couple or decouple the first drive unit to or from the rest of a powertrain. This is accomplished by adapting a transmission hydraulic pressure level to a disconnect clutch hydraulic pressure level required for actuating the disconnect clutch by a pressure converter arranged between the actuating element and a hydraulic medium supply for a transmission.

Abstract: A method of operating a clutch serving as a shift element and/or starting clutch of a drive train. During engagement, the clutch will be filled by a fast filling up to a defined minimum pressure. The fast filling is at least subdivided into two phases comprising a basic filling phase and an extension and/or a cutout phase. At the end of the basic filling phase, the actual clutch pressure is measured, and then, when the actual clutch pressure is equal to or larger than the minimum pressure, the extension and/or cutout phase is activated immediately following the basic filling phase. When the actual clutch pressure is lower than the minimum pressure, activation of the extension and/or the cutout phase is at least delayed by a pressure holding phase and, if necessary, by a pressure surplus phase.

Abstract: An apparatus, method and computer for actuating a disconnect clutch which is arranged between a first drive unit and a second drive unit of a hybrid drive and which can be actuated by means of a hydraulic actuating element in order to couple or decouple the first drive unit to or from the rest of a powertrain. This is accomplished by adapting a transmission hydraulic pressure level to a disconnect clutch hydraulic pressure level required for actuating the disconnect clutch by a pressure converter arranged between the actuating element and a hydraulic medium supply for a transmission.

Abstract: A method of adapting the rapid filling time of a clutch. During adaptation, the clutch is filled by at least two successive rapid filling pulses with increasing rapid filling times. For each rapid filling pulse a reaction, resulting from the filling pulse, is monitored. If a defined reaction, for one of the rapid filling pulses, is recognized for the first time whereas for the, or for each of the previous rapid filling pulse(s) the defined reaction was not observed, then as a function of the rapid filling time of that rapid filling pulse for which the defined reaction was recognized for the first time, carrying out the adaptation of the rapid filling time and, for each rapid filling pulse used for the adaptation, gradients of the clutch pressure produced as a result of the respective rapid filling pulse are evaluated to determine the defined reaction pressure.

Abstract: A method for determination of the synchronization point of an automatic double clutch transmission comprising two component transmissions each with one input shaft that connects via a friction clutch to the drive shaft of a motor and several gears, each shifted via a friction-synchronized gear clutch. The method includes the steps of selecting the gear clutch of a gear of a momentarily load-free component transmission; moving the associated gear setter to the neutral position as needed; successive movement of the associated gear setter in the direction of the shifting position of the selected gear until synchronous running is attained on the gear clutch within an applicable threshold; determination of the current synchronization point of the gear clutch from the current adjustment parameter of the associated gear setter; and adaptation of the valid synchronization point of the gear clutch to the current synchronization point.

Abstract: A method of operating a clutch serving as a shift element and/or starting clutch of a drive train. During engagement, the clutch will be filled by a fast filling up to a defined minimum pressure. The fast filling is at least subdivided into two phases comprising a basic filling phase and an extension and/or a cutout phase. At the end of the basic filling phase, the actual clutch pressure is measured, and then, when the actual clutch pressure is equal to or larger than the minimum pressure, the extension and/or cutout phase is activated immediately following the basic filling phase. When the actual clutch pressure is lower than the minimum pressure, activation of the extension and/or the cutout phase is at least delayed by a pressure holding phase and, if necessary, by a pressure surplus phase.

Abstract: A method of adapting the rapid filling time of a clutch. During adaptation, the clutch is filled by at least two successive rapid filling pulses with increasing rapid filling times. For each rapid filling pulse a reaction, resulting from the filling pulse, is monitored. If a defined reaction, for one of the rapid filling pulses, is recognized for the first time whereas for the, or for each of the previous rapid filling pulse(s) the defined reaction was not observed, then as a function of the rapid filling time of that rapid filling pulse for which the defined reaction was recognized for the first time, carrying out the adaptation of the rapid filling time and, for each rapid filling pulse used for the adaptation, gradients of the clutch pressure produced as a result of the respective rapid filling pulse are evaluated to determine the defined reaction pressure.

Abstract: A method for clutch characteristic curve adaptation of an automatic dual-clutch transmission which comprises two sub-gearboxes each with an input shaft connected, via a friction clutch, to the drive shaft of a motor and several gears that are shifted via a friction-synchronized gear clutch. A value of the current touch point of the friction clutch can be determined with the motor running and the gears disengaged in a load-free sub-gearbox. The method includes the steps of starting synchronization of a gear clutch with a defined force of a regulator. Waiting until the gear clutch is synchronized. Engaging the friction clutch of the until the gear clutch is synchronizes. Determination the current touch point from the current synchronous torque of the gear clutch and the current regulating parameter of the associated clutch regulator. Then, adapting the clutch characteristic curve of the friction clutch in view of the current touch point.

Abstract: A method for clutch characteristic curve adaptation of an automatic dual-clutch transmission which comprises two sub-gearboxes each with an input shaft connected, via a friction clutch, to the drive shaft of a motor and several gears that are shifted via a friction-synchronized gear clutch. A value of the current touch point of the friction clutch can be determined with the motor running and the gears disengaged in a load-free sub-gearbox. The method includes the steps of starting synchronization of a gear clutch with a defined force of a regulator. Waiting until the gear clutch is synchronized. Engaging the friction clutch of the until the gear clutch is synchronizes. Determination the current touch point from the current synchronous torque of the gear clutch and the current regulating parameter of the associated clutch regulator. Then, adapting the clutch characteristic curve of the friction clutch in view of the current touch point.

Abstract: A method for determination of the synchronization point of an automatic double clutch transmission comprising two component transmissions each with one input shaft that connects via a friction clutch to the drive shaft of a motor and several gears, each shifted via a friction-synchronized gear clutch. The method includes the steps of selecting the gear clutch of a gear of a momentarily load-free component transmission; moving the associated gear setter to the neutral position as needed; successive movement of the associated gear setter in the direction of the shifting position of the selected gear until synchronous running is attained on the gear clutch within an applicable threshold; determination of the current synchronization point of the gear clutch from the current adjustment parameter of the associated gear setter; and adaptation of the valid synchronization point of the gear clutch to the current synchronization point.

Abstract: A motor vehicle includes a drive train having a drive unit, a gearbox having a first gearbox input shaft and a second gearbox input shaft, and a clutch having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. The first and second clutch devices are plate clutches to which an operating fluid, such as a cooling oil, is supplied to operate the same. The gearbox is associated with an actuator device and a control device for controlling the actuator device, the arrangement of which enables the gears associated with the first and second gearbox input shafts to be engaged and disengaged. The control device is designed such that at least one gear is automatically engaged by the actuator device, as a result of the clutch release of the vehicle.

Abstract: A power train for a motor vehicle is configured with a control unit operable to increase or decrease the flow of operating fluid as a function of the instantaneous demand for the supply of the operating fluid to at least one of multiple clutch arrangements in such a way that the control unit decreases or interrupts the flow of operating fluid when the supply demand is low and increases the flow of operating fluid unit when the supply demand is high.

Abstract: A motor vehicle includes a drive train having a drive unit, a gearbox having a first gearbox input shaft and a second gearbox input shaft, and a clutch having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. The first and second clutch devices are plate clutches to which an operating fluid, such as a cooling oil, is supplied to operate the same. The gearbox is associated with an actuator device and a control device for controlling the actuator device, the arrangement of which enables the gears associated with the first and second gearbox input shafts to be engaged and disengaged. The control device is designed such that at least one gear is automatically engaged by the actuator device, as a result of the clutch release of the vehicle.

Abstract: A clutch system includes a clutch arrangement between a drive unit and a transmission, a pump arrangement which supplies pressure medium to the clutch arrangement at a pressure and rate of flow, and an operating medium supply arrangement which supplies an operating medium to the clutch arrangement at a pressure which is less than the pressure of the pressure medium and a rate of flow which is greater than the rate of flow of the pressure medium. The operating medium supply arrangement includes a pressure receiving element which is movable in a housing and has at least one pressure receiving surface which is exposed to the pressure medium, and an interaction element which is coupled to move with the pressure receiving element and has at least one interaction surface which interacts with the operating medium to produce a flow of the operating medium.

Abstract: A motor vehicle includes a drive train having a drive unit, a gearbox having a first gearbox input shaft and a second gearbox input shaft, and a clutch having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. The first and second clutch devices are plate clutches to which an operating fluid, such as a cooling oil, is supplied to operate the same. The gearbox is associated with an actuator device and a control device for controlling the actuator device, the arrangement of which enables the gears associated with the first and second gearbox input shafts to be engaged and disengaged. The control device is designed such that at least one gear is automatically engaged by the actuator device, as a result of the clutch release of the vehicle.

Abstract: A motor vehicle includes a drive train having a drive unit, a gearbox having a first gearbox input shaft and a second gearbox input shaft, and a clutch having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. The first and second clutch devices are plate clutches to which an operating fluid, such as a cooling oil, is supplied to operate the same. The gearbox is associated with an actuator device and a control device for controlling the actuator device, the arrangement of which enables the gears associated with the first and second gearbox input shafts to be engaged and disengaged. The control device is designed such that at least one gear is automatically engaged by the actuator device, as a result of the clutch release of the vehicle.

Abstract: A power train for a motor vehicle is configured with a control unit operable to increase or decrease the flow of operating fluid as a function of the instantaneous demand for the supply of the operating fluid to at least one of multiple clutch arrangements in such a way that the control unit decreases or interrupts the flow of operating fluid when the supply demand is low and increases the flow of operating fluid unit when the supply demand is high.

Abstract: A power train for a motor vehicle includes a drive unit, a gearbox having first and second input shafts, and a clutch having first and second multi-disk clutch arrangements assigned to respective input shafts for transferring torque between the drive unit and the gearbox. An operating fluid, especially a cooling oil, is supplied to the clutch arrangements for operation under action of the fluid. An actuator arrangement is assigned to the gearbox for engaging and disengaging gears assigned to the first and second input shafts, and a control unit controls the actuator arrangement so that at least one gear is automatically engaged when the clutch is released.

Abstract: A clutch system includes a clutch device with at least one clutch arrangement for installation in a motor vehicle drive train between a drive unit and a transmission. The at least one clutch arrangement is actuated by a slave cylinder using a pressure medium which is supplied to the clutch device by a first pump. A further medium is also supplied to the clutch device by a second pump arrangement as an operating medium used during operation of the clutch device. The further medium is selectively supplied as a pressure medium to the slave cylinder.

Abstract: The invention relates to measures for controlling or reducing drag torque occurring in a multi-plate clutch device (202) due to temperature-related increased viscosity of an operating fluid which is supplied to the plates in operation. The aim of the invention is to enable a motor vehicle to be started or operated even at low temperatures. According to one aspect of the invention, a motor vehicle comprising a drive train is especially provided. Said drive train comprises a drive unit (238), gearbox (330) having a first gearbox input shaft and a second gearbox input shaft, and a clutch (202) having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. Said clutch devices are embodied in the form of plate clutches to which an operating fluid can be supplied, especially a cooling oil in order to operate the same.