Abstract: A drivetrain for an all-wheel drive motor vehicle which includes a longitudinally arranged central transmission, a transfer box, a Cardan shaft and two drive axles arranged normal to the direction of travel. The transfer box includes a central differential, an input and two output shafts. The input shaft of the central transmission communicates with an engine crankshaft. The transfer box input shaft is connected to an output shaft and an input element of the central differential. The first output shaft of the transfer box is connected to a first output element of the central differential and the first drive axle. The second output shaft of the transfer box is actively connected to a second output element of the central differential and to the second drive axle. The two output shafts of the transfer box are coaxially arranged at an angle to the output shaft of the central transmission.

Abstract: A drivetrain for an all-wheel drive motor vehicle which includes a longitudinally arranged central transmission, a transfer box, a Cardan shaft and two drive axles arranged normal to the direction of travel. The transfer box includes a central differential, an input and two output shafts. The input shaft of the central transmission communicates with an engine crankshaft. The transfer box input shaft is connected to an output shaft and an input element of the central differential. The first output shaft of the transfer box is connected to a first output element of the central differential and the first drive axle. The second outputt shaft of the transfer box is actively connected to a second output element of the central differential and to the second drive axle.

Abstract: A control system, method for control, and control software for operating a startup shift element of an automated motor vehicle transmission or automatic transmission capable of electro-hydraulic or electro-pneumatic actuation with an electronic transmission control device, whereby the startup shift element may be shifted hydraulically or pneumatically in emergency mode even if the electronic control device fails. The control system includes a transmission-independent control module, and a emergency-operation mode shift valve capable of electrical triggering, that controls the hydraulic or pneumatic actuation device of the startup shift element. If the transmission-independent control module fails during transmission emergency-mode operation, the startup shift element is capable of actuation by means of the electrical triggering of the emergency-operation mode shift valve via the transmission-independent control module. This may particularly control a motor-vehicle startup procedure.

Abstract: A method for controlling a gear shift in an automatic transmission of a motor vehicle that is carried out as a deceleration shift of at least one engaging shifting element, without use of a mechanical free-wheeling condition. To increase the ride comfort, it is proposed that during the shifting sequence of the deceleration shift, a free-wheeling condition is simulated by a slip operation or by an opening of a second shift element of the automatic transmission, that is located in the power flow path, preferably using a start-up shift element of the automatic transmission.

Abstract: A method for controlling a gear shift in an automatic transmission of a motor vehicle that is carried out as a deceleration shift of at least one engaging shifting element, without use of a mechanical free-wheeling condition. To increase the ride comfort, it is proposed that during the shifting sequence of the deceleration shift, a free-wheeling condition is simulated by a slip operation or by an opening of a second shift element of the automatic transmission, that is located in the power flow path, preferably using a start-up shift element of the automatic transmission.

Abstract: The invention relates to a control system, method for control, and control software for a startup shift element of an automated motor vehicle transmission or automatic transmission capable of electro-hydraulic or electro-pneumatic actuation with an electronic transmission control device, whereby the startup shift element may be shifted hydraulically or pneumatically in emergency mode even if the electronic control device fails. The control system includes a transmission-independent control module, and a emergency-operation mode shift valve capable of electrical triggering that controls the hydraulic or pneumatic actuation device of the startup shift element. If the transmission-independent control module fails during transmission emergency-mode operation, the startup shift element is capable of actuation by means of the electrical triggering of the emergency-operation mode shift valve via the transmission-independent control module. This may particularly control a motor-vehicle startup procedure.

Abstract: A method is proposed of detecting the rotational direction of the output shaft of an automatic transmission while the motor vehicle whose drive train is decoupled in rest position starts to roll. A rotational speed sensor (1) is provided, which outputs a signal produced by a transmitter wheel (2) during rotation of the output shaft of an electronic transmission control. A time-related behavior of a detected parameter (n_AB) is compared with appertaining characteristic values for a drive state in the forward travel (D) or reverse travel (R) in order to detect a drive state, a calculation of the synchronization point being carried out according to the detected drive state. In addition, a device is proposed for carrying out the method.

Abstract: The invention relates to a method to reduce jerking during shifting in an automatic gear box. The automatic gear box has a selection lever (22) with a forward drive (D) and reverse (R) operating positions, in addition to a parking position (P) and a neutral position (N). A first coupling is closed in positions R, N and D (first gear). By moving from position D and shifting to N, a second coupling is opened or by moving from position R and shifting to N, a third coupling is opened. The inventive method provides that the pressure level of the first coupling (K1) is reduced from a first (p1) pressure level to a second pressure level when a gear shifting condition is met. The first coupling (K1) is opened for a specific amount of time when a D/N or R/N shift in the selection lever is recognized.