Abstract: Systems and techniques to manage and represent development processes. In general, in one implementation, the technique includes a method for managing a software development process. The method includes providing a cookbook describing tasks in a framework of the development process and managing performance of the development process with the cookbook. A first task description identifies an activity in the development process, an input for performance of the activity, an output consequential of performance of the activity, and instructions for performance of the activity.

Abstract: To be able to determine the torque of a turbine rotor (7) with precision even when a clutch (3) is operated with slippage, a rotation speed sensor (13) determines the speed of a pump impeller wheel (2) and a rotation speed sensor determines the speed of the turbine rotor (7), and the speed signals are transmitted to an electronic control unit which, with reference to stored torque converter data, determines the torque of the turbine rotor.

Abstract: To achieve precise control of a clutch arranged inside a converter housing (1) and which connects the converter housing (1) to a pump impeller wheel (3), the converter's internal pressure, which acts on a piston (9) of the actuation device of a clutch (2), is determined by a pressure sensor (12) and the actuation pressure, which acts on the piston (9) in the opposite direction, is adjusted accordingly.

Abstract: A hydrodynamic clutch arrangement is provided with at least a pump wheel and a turbine wheel to form a hydrodynamic circuit in a clutch housing, the drive-side wall of the housing being connected on the side facing the drive unit, such as an internal combustion engine, to the drive unit, a clutch device being provided to bring the housing into or out of working connection with the pump wheel. The clutch device is located inside the clutch housing.

Abstract: To control one clutch (2) in a hydrodynamic torque converter, the pressure acting upon one first piston area (4) is supplied to a control unit which, depending on the pressure, adjusts the pressure acting upon a second piston area (5). It is possible to exactly adjust the piston force acting upon a clutch (2) even in the presence of changing pressure ratios within the hydrodynamic torque converter.

Abstract: A hydrodynamic converter for the power train of a motor vehicle is proposed which comprises one pump (2), one turbine (3) connected with the transmission input shaft (4) and one stator (guide wheel) (5) and in which the pump (2) is detachably connectable via a primary clutch (PK) with the input of the engine, the primary clutch (PK) being situated in the transmission (G).

Abstract: A hydrodynamic converter (1) for the drive train of a motor vehicle is proposed, which comprises a pump (2), a turbine (3) which is connected to a transmission input shaft (4), a stator (5), a primary clutch (PK) which connects a drive (6) detachably to the pump (pump impeller) (2) and a converter bridging clutch (WK), which connects the drive (6) detachably to the transmission input shaft (4), in which the primary clutch (PK) and the converter bridging clutch (WK) can be actuated by a common piston (8) via a common oil supply (9).

Abstract: A hydrodynamic clutch arrangement is provided with at least a pump wheel and a turbine wheel to form a hydrodynamic circuit in a clutch housing, the drive-side wall of the housing being connected on the side facing the drive unit, such as an internal combustion engine, to the drive unit, a clutch device being provided to bring the housing into or out of working connection with the pump wheel. The clutch device is located inside the clutch housing.

Abstract: A mobile vehicle is to be operated at constant speed, during which the speed of the drive engine, which drives a step-down transmission (5) via a hydrodynamic torque converter, varies. To do this, a clutch (2) arranged, between the drive engine and the pump impeller (3), is regulated in such manner that the actual speed of the vehicle corresponds to the specified speed.

Abstract: To be able to determine the torque of a turbine rotor (7) with precision even when a clutch (3) is operated with slippage, a rotation speed sensor (13) determines the speed of a pump impeller wheel (2) and a rotation speed sensor determines the speed of the turbine rotor (7), and the speed signals are transmitted to an electronic control unit which, with reference to stored torque converter data, determines the torque of the turbine rotor.

Abstract: A hydrodynamic converter for the power train of a motor vehicle is proposed which comprises one pump (2), one turbine (3) connected with the transmission input shaft (4) and one stator (guide wheel) (5) and in which the pump (2) is detachably connectable via a primary clutch (PK) with the input of the engine, the primary clutch (PK) being situated in the transmission (G).

Abstract: To achieve precise control of a clutch arranged inside a converter housing (1) and which connects the converter housing (1) to a pump impeller wheel (3), the converter's internal pressure, which acts on a piston (9) of the actuation device of a clutch (2), is determined by a pressure sensor (12) and the actuation pressure, which acts on the piston (9) in the opposite direction, is adjusted accordingly.

Abstract: To control one clutch (2) in a hydrodynamic torque converter, the pressure acting upon one first piston area (4) is supplied to a control unit which, depending on the pressure, adjusts the pressure acting upon a second piston area (5). It is possible to exactly adjust the piston force acting upon a clutch (2) even in the presence of changing pressure ratios within the hydrodynamic torque converter.

Abstract: A hydrodynamic converter (1) for the drive train of a motor vehicle is proposed, which comprises a pump (2), a turbine (3) which is connected to a transmission input shaft (4), a stator (5), a primary clutch (PK) which connects a drive (6) detachably to the pump (pump impeller) (2) and a converter bridging clutch (WK), which connects the drive (6) detachably to the transmission input shaft (4), in which the primary clutch (PK) and the converter bridging clutch (WK) can be actuated by a common piston (8) via a common oil supply (9).

Abstract: Systems and techniques to manage and represent development processes. In general, in one implementation, the technique includes a method for managing a software development process. The method includes providing a cookbook describing tasks in a framework of the development process and managing performance of the development process with the cookbook. A first task description identifies an activity in the development process, an input for performance of the activity, an output consequential of performance of the activity, and instructions for performance of the activity.

Abstract: In a powershift multi-gear transmission (1), the countershafts of the reverse gear (KR), of the forward gear (KV) and of the fourth gear (K4) are combined to form one reversing transmission unit (33) and the countershaft units of the first gear (K1), of the second gear (K2) and of the third gear (K3) are combined to form one gear transmission unit (34). The reversing transmission unit (33) is provided on any side of the input shaft (3). The gear transmission unit (34) attaches to the reversing transmission unit (33) so that the reversing transmission unit (33) and the gear transmission unit (34) are disposed in relation to the input shaft (3) in succession upon one side of the input shaft (3). The gear transmission unit (34) is preferably located on the countershaft unit of the reverse gear (KR).

Abstract: In a powershift multi-gear transmission (1), the countershafts of the reverse gear (KR), of the forward gear (KV) and of the fourth gear (K4) are combined to form one reversing transmission unit (33) and the countershaft units of the first gear (K1), of the second gear (K2) and of the third gear (K3) are combined to form one gear transmission unit (34). The reversing transmission unit (33) is provided on any side of the input shaft (3). The gear transmission unit (34) attaches to the reversing transmission unit (33) so that the reversing transmission unit (33) and the gear transmission unit (34) are disposed in relation to the input shaft (3) in succession upon one side of the input shaft (3). The gear transmission unit (34) is preferably located on the countershaft unit of the reverse gear (KR).

Abstract: A multi ratio reversing powershiftable transmission having an input shaft, an output shaft, a plurality of countershafts, a drive wheel set, a distribution wheel set and a driven wheel set. The set of drive wheels includes a driven idler gear on each countershaft which can be optionally non-rotatably connected with the contershaft to cause a change of gear and direction of the transmission. The set of distribution wheels consist of at least one fixed gear on each countershaft for commutating rotation between communicating countershafts and the fixed gears of the set of driven wheels which in turn drive the output shaft.

Abstract: The invention relates to a multispeed powershift reversing gear. To achieve a compact design, especially an axially short construction, in a multipseed reversing gear each countershaft has mounted on it a single clutch, an idler gear and up to two fixed gears. Gearwheels of reversing fear form a drive gear set, a distributor gear set and s driven gear chain. Besides the ratio of the drive gear set, a different ratio related to another clutch is established through an independent drive chain consisting of a fixed gear and an idler gear with a clutch. With the same essential design, different gear configurations can be constituted with different numbers of gears and different center distances. The reversing gear is especially designed for use in construction machinery.

Abstract: The invention concerns a motor-vehicle drive train (1) with a drive motor (2), a transmission (3) and an axle (6). An output shaft (7) of the transmission (3) is attached to a joint shaft (9) by a joint (8). Another joint (10) transmits the drive from the joint shaft (9) to an input shaft (11) of a differential transmission (4). In order to allow the joint shaft (9) to have a W-configuration, the drive motor (2) and the transmission (3) are mounted so that they can pivot about the axle (6). All divergences existing in a longitudinal direction of the drive train (1) immediately produce large angles of inflection in the joints. Irregularities in the drive train are hereby avoided. In addition to reducing the load on the joints, the generation of disagreeable noises is avoided. The invention is particularly used in utility vehicles such as employed in the construction industry and in agriculture.