Abstract: An electrical plug-in connector for electrically connecting two regions separated by a wall. The wall has an assembly hole with a reinforcement bead on a first wall side around the hole. The connector includes a connector part positioned on a second wall side. A guide bushing is positioned on the first wall side. An extended portion of the bushing penetrates the hole in the wall. The extended portion has a support flange and a lock stop. The support flange is supported on the bead on the first wall side. The lock stop extends through the hole to the second wall side and is connected to the connector part. A locking element is connected to the connector part and is operable to engage the lock stop and exert a fastening pressure directed away from the wall towards the connector part such that the extended portion braces the bushing against the hole.

Abstract: A power train control (1) for a vehicle (8) or an automotive machine with a prime mover (5) with a governor (2) and a continuously variable transmission (7) with a ratio control (3). The power train control (1) coordinates the ratio control and the governor issuing a theoretical speed n_mot_nom to the governor (2) for the prime mover (5) and a nominal transmission ratio i_nom to the ratio control (3). The power train control (1) is designed as a combination of two governors, the transmission output speed governor (9) and the governor (10) for relief of the prime mover (5). The transmission output speed governor (9) receives the transmission output speed n_out as a control variable and generates the nominal speed n_mot_nom for the prime mover (5) as a manipulated value, and the governor (10) for relief of the prime mover (5) by the speed n_mot of the prime mover (5) as a control value and a transmission ratio correction value &Dgr;i as a manipulated value.

Abstract: When a cold start condition exists, an electronic gear control (4) calculates for an automatic transmission (3) driven by an internal combustion engine (1) the energy throughput of the internal combustion engine (1). The energy throughput is added up and compared with a limit value. The shift points of the automatic transmission (3) are pushed up to higher values as long as the calculated value remains less than the limit value.

Abstract: An infinitely variable toroidal drive comprising a housing (1), an input shaft (3), a torque converter (34), two input discs (5, 15) with toroidal inner surfaces, two output discs (6, 16) with toroidal inner surfaces, one input disc and one output disc each forming one pair and both output discs being disposed next to each other with mirror symmetry, several friction wheels for transmitting a torque from the input disc to the corresponding output disc, one output shaft (10) and one gear wheel system (8, 9) between output discs and output shaft wherein on the transmission housing (1) is removably fastened a holding frame (2) which has: one upper frame clamp (28), one lower frame clamp (29), one cup-shaped bearing support member (7) which connects the upper frame clamp with the lower frame clamp and upon which at least one gearing (24) for the gear wheel (8) is situated in a manner such that its inner ring is stationarily arranged and its out ring rotates together with the gear wheel (8).

Abstract: A rotary shift or slide valve (1) for power steering systems of motor vehicles contains a rotary slide (4) linked to a valve input element (23). A control bush (7) is guided in an axial bore (6) of the rotary slide (4) and rotatable by a limited angle. The control bush (7) forms a rotation-fixed link with a valve output element (18). Between the rotary slide (4) and the valve output element (18), there is a centering device, which contains two centering elements (32, 33), which can be rotated against each other, and at least one anti-friction element (36) located between the two centering elements (32, 33). One of the centering elements (33) forms a fixed link with the reaction piston (37) and a rotation-fixed but axially displaceable link with the valve output element (18) via a metal bellows (38). The other centering element (32) forms a rotation-fixed and non-displaceable link with the rotary slide (4).

Abstract: The invention concerns a drive control for motor and utility vehicles. The speeds of the wheels and the steering angle are measured by means of sensors. Driving axle slip is determined by comparing the average peripheral wheel speeds of the driven and non driven axles and by taking into account the steering geometry. Driving force and finally chassis efficiency are determined by the slip with the assistance of standard characteristic lines. The efficiencies of all-wheel drive and rear-wheel drive are compared. The drive with the higher degree of efficiency is engaged.

Abstract: The invention concerns a clutch (1) comprising a sliding sleeve (17) with selector teeth (19), two synchronizing rings (28, 29) situated on either side of the sliding sleeve (17) with locking teeth (30, 31) and friction surface (24, 25) which can be turned about a limited rotation angle in relation to the sliding sleeve (17) and two clutch bodies (20, 21) with clutch teeth (22, 23) and counter friction surface (26, 27), the clutch bodies (20, 21) interacting with the synchronizing rings (28, 29) wherein the sliding sleeve (17) is constantly connected with a gear element (3) in a way torsionally resistant and when engaged is connected to one of the clutch bodies (20, 21) via the selector teeth (19) and the clutch teeth (22, 23) with positive fit.

Abstract: A steering valve (1) for power-steering gears contains two valve elements (4, 8), which are rotatable relative to each other. A corresponding centering unit (16) contains two centering elements (17, 18), which are rotation-fixed relative to the valve elements (4, 8) and which—together with the valve elements (4, 8)—are rotatable and axially displaceable relative to each other. Both centering elements (17, 18) feature radially aligned grooves, between which anti-friction elements (26) are inserted. Assembly is broken down into the following stages: The two valve elements (4, 8)—without centering unit (16)—are centrally aligned and linked via torsion bar spring (12). Separate from the steering valve (1), the two centering elements (17, 18) are pre-assembled in an assembly fixture and aligned in their mechanical center together with the anti-friction elements (26).

Abstract: A method for pressure adaptation is proposed for an automatic transmission. The gear shifts here are carried out as overlapping gear shifts with a first opening (K1) and a second closing (K2) clutch, the overlapping gear shift consisting of a first and a second phase. During the first phase, a banking of the transmission input rotational speed (nT) is adjusted. The invention proposes that upon issuance of the shift command, a time period (t2) is determined until the transmission input rotational speed has reached the banking value (dn). This is compared with a predetermined time (tAD) during which a difference is obtained which provided with a sign is totaled in a summation memory. An adaptation value is stored in a correction value memory when the summation memory exceeds a limit value. As consequence of this, the disconnection pressure level (pAB) of the first clutch (K1) is adapted in subsequent gear shifts.

Abstract: In a process for control of an automatic transmission (3) in a vehicle, it is proposed to set an electronic transmission control (4) for a driving state low friction value when slip is detected on the input gears of the vehicle or an ACS deceleration is detected. In an ACS deceleration a meter is determined, via an ACS evaluation function, from the actual acceleration of the vehicle or a parameter (e.g., gear speed increase) corresponding to the actual acceleration. When slip occurs, a meter is determined, via a slip evaluation function, from the theoretical/actual comparison of the vehicle acceleration or a parameter (e.g., torque reserve) corresponding to said comparison. In both an ACS deceleration or when a slip occurs, a winter operation mode is then activated when the meter count exceeds a limit value.

Abstract: A process for evaluation of cornering of a vehicle equipped with an automatic transmission by use of electronic transmission control device having a calculation unit, a micro-controller, a memory device and a control device for start up of a hydraulic transmission control device. During a first processing operation (S1), a transverse acceleration (a_Quer) of the vehicle is determined by the calculation unit (30) from wheel speed (n_Rad) of the vehicle measured by a measuring device (34). During a second processing operation (S2), a driver-type theoretical value (FT_Soll) is determined from a vehicle transverse acceleration (a_Quer) and a vehicle speed (v_F). A gear change characteristic line (SL) is determined, based upon an increment (INKR) between the driver-type theoretical value (FT_Soll) and a driver-type actual value (FT_Ist), from several gear change characteristic lines each one associated with a certain driver type or cornering style.

Abstract: In a regulating device for positive-displacement pumps, in particular vane cell and roller cell pumps, a pressure chamber of the pump can be connected with an outlet duct (14) via a bore (13), in which a regulating piston (17) is displaceable against the force of a spring (16). A flow control valve (11) is arranged for regulating a useful flow. In the area of the bore (13) containing the regulating piston (17), the pressure chamber is in continuous connection with a spring chamber (15) of the regulating piston (17) via a bypass duct (18). As a function of the delivery flow of the positive-displacement pump, the regulating piston (17) controls the open cross-sectional surface of a throttle duct (12), which connects the spring chamber (15) with the outlet duct (14). The regulating piston (17) has a control edge (19), by of which the open cross-sectional surface of the throttle duct (12) is reduced during a movement of the regulating piston (17) in the direction toward the spring chamber (15).

Abstract: A positive-displacement pump for conveying a pressure medium from a container to a consumer, in particular a power steering system includes, a pump package (2); the pump package includes a rotor (3), a cam ring (4) and several operating slides (5) has been inserted into the interior of a housing (1). A bypass flow control valve (11) with a piston (11A) is used for controlling an actual flow. A throttle of the bypass flow control valve (11) is formed by an orifice (12), which is fixed in place on the housing and has an adjustable cross-sectional surface. The cross-sectional surface of the orifice (12) is increased in case of an increasing pressure being applied to the orifice (12). The orifice (12) is arranged so it cannot be displaced in relation to the housing (1). By use of a pressure occurring at the orifice (12), the piston is exclusively displaced against the force of the spring (15), so that the cross-sectional surface of the orifice (12) can be changed as a function of the pressure.

Abstract: A traveling mechanism having a driving motor (24) which drives a feed pump (25) and a hydrostatic variable displacement pump (2), a zero fluctuating hydrostatic variable displacement motor (1) which forms with the hydrostatic variable displacement pump (2) a hydrostatic circuit and a hydrostatically driven 2-speed gear mechanism (11) which is engaged when the torque to be transmitted is minimal and the hydrostatic variable displacement motor (1) is at zero displacement capacity.

Abstract: An electrically assisted power steering system for motor vehicles includes an input shaft (5), which is operatively connected to a steering wheel, for transmitting a steering torque required to steer the vehicle wheels that are to be steered. An output member is operatively connected to the wheels to be steered. A servomotor (7), by which an auxiliary force can be exerted on the input shaft (5) or the output member, is disposed in the power steering system. The input shaft (5) and the output member are connected to one another via a torsion bar (4). A detection unit for detecting a steering torque acting on the input shaft (5) includes one magnetic ring (12, 14) each, connected to the input shaft (5) and the output member, and one associated sensor (13, 15) each. Each magnetic ring (12, 14) has the same number of magnetic pole pairs.

Abstract: In a power steering gear for motor vehicles, a control device (1) is used to control an adjusting element (6) for changing the steering characteristics as a function of the road speed of the motor vehicle. In the process, in addition to the road speed, the chronological change of the road speed, i.e. the acceleration and deceleration, is taken into account when controlling the adjusting element (6). A differentiation element (5) is arranged in the control device (1) parallel with an element (3) for detecting the road speed. Both the clement (3) for detecting the road speed as well as the differentiation element (5) supply their signals to a device (4) for signal processing.

Abstract: A power shift transmission (3) for motor vehicles in which instead of a hydrodynamic torque converter a controlled or regulated multiple disc clutch serves to assist starting. The loading of clutch is minimized by a fitted catch which prevents the motor vehicle from rolling in the opposite direction to the direction of travel intended by the gear selection. Catch can take the form of a mechanical catch, as sprag unit, or the form of an electronically adjusted catch which acts on one and/or more transmission brakes and/or clutches and/or into the service brake of the vehicle.

Abstract: The invention concerns a system for evaluating vehicle, drive and operation parameters of a vehicle to select and adjust by means of a microprocessor a speed ratio of a gear according to predetermined calculation rules, characteristic values and characteristic fields wherein an acceleration of the vehicle is mathematically calculated from a number of revolutions of a drive train comprising engine and gear, the number of revolutions corresponding to the driving speed. The problem is to provide for different gear types a uniform system which requires only a few parameters adapted to the vehicle for selecting speed ratio and gear shift. This is attained by the fact that a minimum dwelling time (&Dgr;tf) is associated to each speed ratio range. To each change of speed ratio (ig) is further associated an adjustment time (&Dgr;tz) which in the average is required for the gear to complete a speed ratio change (&Dgr;ig).

Abstract: The invention relates to an infiflely variable toroidal drive comprising a housing 1, an input shaft 3, a torque shaft 34, two input discs 5, 15 with toroidal inner surfaces and two output discs 6, 16 with toroidal inner surfaces. One input disc and one output disc each form a pair and the two output discs are arranged next to each other and in mirror symmetry. The toroidal drive also comprises several friction wheels for transmitting a torque from the input disc to the corresponding output disc, an output shaft 10 and a gear wheel system 8, 9 between the output discs and the output shaft. A holding frame 2 is removably fastened to the drive housing 1,which frame consists of an upper frame clamp 28, a lower frame clamp 29 and a cup-shaped bearing support member 7. The lowerframe clamp 29 has a recess 45 and one end of the output shaft 10 is mounted via a bearing 32 in a rotating manner.

Abstract: The method for increasing the driving comfort of motor vehicles, specially during load reversal operations, by control of the dynamics of the driver's desired torque consists in that to a first microprocessor (1) signals are fed relative to the accelerator pedal position and rotational speed of the internal combustion engine, after which the output signal originating from the first microprocessor (1), together with a manually adjustable torque request signal, are fed to a second microprocessor (2), the output signal of which passes through a filter (5) as driver's desired torque, wherein the filtering time produces a damping of load reversal and jolt between driver's wish and internal engine speed ratio.