Abstract: A device (4) for actuating a component mounted to rotate on a shaft (3), preferably a gearwheel (3A to 3D) made as a loose wheel of a transmission device (1). The component can be shifted by an engaging device (4A, 4B) that includes at least one electric actuator (5, 17) to an engaged condition in which the component is connected in a rotationally fixed manner to the shaft (3), and such that the component can be acted upon with the actuation force needed for its engagement or disengagement from inside the shaft (3) outwardly. The electric actuator (5, 17) is at least partially arranged inside the shaft (3).

Abstract: A process of monitoring a drive direction of an automatic or automated vehicle transmission at near-zero vehicle speed via an engaged gear. A desired direction of drive of the transmission is determined from an engaged gear at the time the vehicle begins motion. An actual direction of drive is determined from the transmission and, if different from the desired direction of drive, an error signal is produced. The process includes determining the actual drive either from a sensed rotational direction of a transmission input shaft and a sensed rotational direction of a transmission output shaft or a sensed valve setting, a sensed pressure in an transmission electro-hydraulic control system or on a transmission shifting element or from a sensed direction of rotation of a transmission gearset element or from axial movement or force of a transmission constructional element.

Abstract: A multi step transmission comprising a drive shaft, an output shaft, four planetary gear sets each having a sun gear, a carrier and a ring gear, third, four, fifth, six, seventh and eighth rotatable shafts and at least six shift elements for selectively engaging different transmission ratios between the drive shaft and the output shaft such that nine forward gears and one reverse gear can be implemented. For each one of the nine forward gears and one reverse gear only three of the at least six shift elements are engaged. The sixth shaft is operatively connectable to the sun gear of the third platentary gear set via either a direct connection or a releasable connection.

Abstract: A multi step transmission comprises planetary gearsets (P1, P2, P3, P4), shafts, and shift elements. The sun gear of gearset (P1) couples shaft (4) which couples housing (G) via brake (04), the carrier of gearset (P1) couples shaft (3) which couples housing (G) via brake (03), the drive shaft via clutch (13), and shaft (5) via clutch (35). Shaft (5) couples the ring gear of gearset (P2) and the sun gear of gearset (P4). Shaft (1) couples the sun gear of gearset (P2) and operatively couples the carrier of gearset (P3). Shaft (6) couples the ring gear and carrier of gearsets (P1, P2) respectively, and operatively couples the sun gear of gearset (P3). The ring gear of gearset (P4) couples housing (G) and output shaft (2) couples the ring gear of gearset (P3), and detachably couples, via clutch (28), shaft (8) which couples the carrier of gearset (P4).

Abstract: A scraping element for a pipeline pig, includes a moulded body having a circular peripheral scraping edge circumscribing the body and adapted to engage an interior surface of a pipeline. The body is adapted to be mounted to a pipeline pig. A wear resistance material embedded in the scraping edge of the body.

Abstract: A method and device for actuating a shifting arrangement with electric actuators of a transmission control of a motor vehicle. The method includes determining a total current of the shifting arrangement available at a point in time, detecting shift requests of shift elements and compared these with the total available current. Shift requests are then tested according to preset priorities and the sequentially performed according to the priority test. The method avoids exceeding a preset allowed current load, when the requested shifts would exceed the total available current. If the total available current would not be exceeded by the requested shifts, the requests are carried out. A device is also provided in the shifting arrangement which has control and detection mechanisms that monitor current and control the current flow.

Abstract: A method for controlling a drivetrain including a combustion engine, electric motor/generator and a transmission inter-coupled, via a summarizing gear, with one output and two input elements and, via a clutch, with each other. One input element is fixed to the engine, the second input element is fixed to the motor/generator and the output element is fixed to the input shaft of the transmission. The clutch is between two elements of the summarizing gear. Before a gearshift, torques of the engine and motor/generator are reduced and the clutch disengaged. To quickly reduce torque in the summarizing gear, the engine torque is reduced after a defined time, such that the clutch disengages when the slippage is proportional to the lowering engine torque and the motor/generator torque, in a ratio of torques at the beginning of torque reduction, is reduced proportionally to the engine torque.

Abstract: A control device for and a method of controlling a gearbox having a pressure-limiting device connected to a pressure medium source. A first controllable valve device is connected downstream of the pressure-limiting device and an actuating device is connected further downstream and adjusts the gearbox. A second controllable valve device is connected directly to the pressure medium source, via a supply line, and another actuating device is connected downstream of the second controllable valve device. An electric control device is provided for actuating the controllable valve devices and a sensor is connected to the electric control device for measuring pressure of the pressure medium in the supply line. The electric control device is connected to the second controllable valve device such that the second controllable valve device and the further actuating device are controlled by the pressure of the pressure medium in the supply line.

Abstract: An in-vehicle image display apparatus, for use in a vehicle, which comprises a state detecting device that detects a state of surroundings of the vehicle; a display device that is provided at least in a window section of the vehicle and capable of displaying information over the window section; an image generating device that generates image data representing an image of the surroundings of the vehicle based on detection results from the state detecting device; and a display control device that makes the display device display the image represented by the image data generated by the image generating device. The image generating device includes a predicting and generating device that predicts and generates, with respect to an object to be detected about the vehicle, image data representing the object to be detected after a predetermined time period, based on the detection results from the state detecting device.

Abstract: In order to achieve a comfortable starting process with low wear, a braking torque, set by the driver by way of a brake pedal, an acceleration torque, requested by the driver via the accelerator pedal, and a holding torque, required for holding a motor vehicle on a gradient, are determined, and the engagement of the starting clutch, as well as the release of the service brake, are coordinated such that during the release of the service brake, the sum of the clutch torque and braking torque corresponds to the holding torque, and the clutch torque of the starting clutch is increased by the acceleration torque only when the service brake has been largely released.

Abstract: A method for operating a vehicle drive train comprising a drive unit, a transmission, and an all-wheel splitter having a clutch. The all-wheel splitter is positioned between the transmission and the output and splits a transmission output torque to vary the torque distribution to driven axles of the output. The split of the output torque to the driven axles is performed by a control unit in such a way that the transmission output torque, less a predetermined nominal torque set by the all-wheel drive strategy, is transferred to a first axle while the nominal torque is transferred to a second axle. When defined operating conditions are met, a clutch monitoring function is activated and the nominal torque is replaced by a torque definition of the clutch monitoring function so that the torque which is transferred by clutch to the second driven axle, is increased, then kept constant, and thereafter reduced.

Abstract: A method of operating a drivetrain of a motor vehicle. The drivetrain comprises a drive aggregate formed as a hybrid drive with a combustion engine and an electric machine, and a transmission connected between the drive aggregate and a drive output. The drivetrain also comprises a pressure reservoir system with at least one pressure reservoir and at least one pressure generator by the combustion engine in order to fill the pressure reservoir. A pressure in the pressure reservoir of the pressure reservoir system is measured and a value of the actual pressure, in the pressure reservoir system, is compared with at least one threshold value. When the actual pressure value is higher than a threshold value, stopping of the combustion engine is permitted, whereas if the actual pressure value is lower than the threshold value, stopping of the combustion engine is not permitted.

Abstract: A micro-electro-mechanical-system (MEMS) micromirror array has an array of micromirrors on a support structure. Each micromirror is pivotally attached to the support structure by a resilient structure. The resilient structure defines a pivot axis. There is an array of electrostatic actuators for pivotally driving the array of micromirrors about the pivot axis. Each electrostatic actuator comprises a first part carried by the support structure, and a second part carried by the corresponding micromirror. An electrostatic sink is mounted to the support structure that shields at least one micromirror from spurious electrostatic actuation.

Abstract: A method of actuating a gear step in an automatic or automated transmission of a motor vehicle. The gear step of the transmission and a parking lock, which immobilizes the vehicle, can be engaged as a function of a gear step (P, R, N, D) that can be selected by the driver via a controllable selector device, and as a function of other motor vehicle operating parameters. A separate operating device, which is in addition to the selector device, can activate a holding phase, in which the transmission is in a traction-free neutral position, independently of a predetermined gear step “Park” (P), “Reverse” (R), “Neutral” (N) and/or “Forward” (D) that is specified by the selector device, if the motor vehicle is at least almost at a standstill and at the same time, an ignition circuit acting on a drive motor of the motor vehicle is electrically interrupted.

Abstract: A method of operating a drivetrain of a motor vehicle. The drivetrain comprising a drive aggregate with at least one electric machine. During operation of the drivetrain according to the method, when an accelerator pedal and a brake pedal are not actuated, the drivetrain is operated in a speed-regulated crawling mode and during this mode a nominal speed value is compared with an actual speed value and, on the basis of the difference between these speed values, a crawling torque is produced as a control output. During a purely electrical speed-regulated crawling operation, if a positive crawling torque is produced as the control output, then the torque produced by the electric machine is regulated such that the actual speed value is approximately equal to the nominal speed value and, during such operation, an electrical energy accumulator of the drivetrain is discharged more intensively since the electric machine is operated as a motor.

Abstract: A double clutch transmission with two clutches connected to a drive shaft and to one of two transmission input shafts. Fixed gears are coupled to the input shafts and engage idler gears. Several coupling devices connect the idler gears to a countershaft which have an output gear that couple gears of an output shaft such power shift forward gears and a reverse gear can be shifted. Two dual gear planes each comprising one fixed gear which is supported by an input shaft and two idler gears which are supported by a respective countershaft. In each dual gear plane at least one idler gear wheel can be used for at least two gears. Two single gear planes each comprise an idler gear wheel and a fixed gear wheel, so that at least one winding-path gear can be shifted via the shifting device and one winding-path gear via another shifting device.

Abstract: A multi step transmission comprising gear sets, shafts and shift elements. The sun gear of set (P1) couples drive shaft (1). The carrier of set (P1) couples shaft (3) which couples, via brake (03), housing (G). Shaft (3) couples shaft (1), via clutch (13), and shaft (5) via clutch (35). Shaft (5) couples the ring and sun gears of sets (P2, P4) respectively, and shaft (8), which couples the sun gear of set (P3), via clutch (58). Shaft (1) couples shaft (7) which couples, via clutch (17), the carrier of set (P4). Shaft (6) couples the ring gear of set (P1) and the carrier of set (P2). The sun gear of set (P2) couples shaft (4) which couples, via brake (04), housing (G). The ring gear of set (P3) couples housing (G). Output shaft (2) couples the ring gear and carrier of sets (P4, P3) respectively.

Abstract: A system of localized tapping sections (1, 2 or 3) is provided with air or ground units for the distribution of electrical energy and an assembly on the vehicle (4) for tapping the energy. The electrical energy distribution units are supported by distributing poles (5), only accommodate electrical voltage when the vehicle approaches the related section, and being disconnected when the vehicle (4) leaves the tapping section. The tapping sections are located in vehicle stopping zones, for example, stations (1), acceleration zones, and uphill gradients (2), in order to recharge and/or supply drive energy to the vehicle (4). The system is beneficial to autonomous urban public transportation which accumulates drive energy.

Abstract: A multi-stage transmission comprising planetary gear sets (P1, P2, P3, P4), shafts, and shift elements. The sun gear of gearset (P1) couples housing (G), the carrier of gearset (P1) couples shaft (3) which couples housing (G), via brake (03), and shaft (1) via clutch (13) and shaft (5) via clutch (35). Shaft (5) couples the ring gear of gearset (P2) and the sun gears of gearsets (P3, P4). Shaft (1) couples the sun gear of gearset (P2) and the carrier of gearset (P3). Shaft (6) couples the carrier of gearset (P2) and the ring gear of gearset (P1), the ring gear of set (P4) couples shaft (4) which couples housing (G) via brake (04), and output shaft (2) couples the carrier of gearset (P4) and shaft (7), which couples, via clutch (27), the ring gear of gearset (P3).

Abstract: An automated group transmission having a multi-stage main transmission (HG), a splitter group (VG) connected upstream from the main transmission (HG) and a two-stage range-change group (BG) connected downstream of the main transmission (HG), such that the splitter group (VG) is connected, via a controllable separator clutch, to a drive motor. The main transmission (HG) and the range-change group (BG) are of either a synchronized or an unsynchronized design and the shifting clutches of two respective transmission ratio steps, in at least one of the partial-transmissions (VG, HG, BG), are respectively combined in a common shifting packet with two shift positions and a neutral position. To speed up most range shifts, it is provided that in the main transmission (HG) the shifting clutches associated with the lowest transmission ratio step (G1) and with the highest transmission ratio step (G4 or G3) are combined in a common shifting packet (S1/4 or S1/3).