Abstract: A drive system (1) having a unipolar machine (2) and a fuel cell (3) for supplying the unipolar machine (2) with electrical energy. The fuel cell (3) can be arranged in a ring shape around a rotor shaft (5) of a rotor (4) of the unipolar machine (2). The unipolar machine (2) can be provided in a motor vehicle (600) to supply a traction torque.

Abstract: A system and method for controlling a powertrain, comprising an internal combustion engine connected to a double clutch transmission having a first and a second partial transmission with at least one shiftable transmission stage. A first friction clutch is arranged between the internal combustion engine and the first partial transmission, and a second friction clutch is arranged between the internal combustion engine and the second partial transmission. An engine torque of the internal combustion engine is transmitted by the first and second friction clutches to the first or second partial transmissions to provide a drivetrain torque at the output of the double clutch transmission. The powertrain is monitored for an occurrence of juddering oscillations, wherein in response to juddering oscillations being detected a regeneration process of one of the first and second friction clutches is triggered, and a friction lining is removed in the regeneration process.

Abstract: The present invention relates to a method for avoiding or reducing chatter vibrations in a drivetrain of a motor vehicle having an automated transmission with which two transmission stages are engageable simultaneously, wherein in particular when driving in a first transmission stage a different transmission stage is specifically engaged, synchronized and/or disengaged, in order to deliberately select the natural frequency of the drive train as a function of the operating point in order to reduce or avoid chatter vibrations.

Abstract: A method for controlling a transmission to reduce or suppress vibrations of transmission elements and/or rattling sounds, in particular in dual-clutch transmissions having a first transmission line with a first clutch and having a second transmission line with a second clutch. Transmission ratios are assigned to the transmission lines so that torque is transmissible between an input shaft and an output shaft of the transmission via a selected transmission line with a transmission ratio selected. The clutch of the selected transmission line is operated with slippage in predetermined operating situations to transmit torque.

Abstract: A system and method for controlling a powertrain, comprising an internal combustion engine connected to a double clutch transmission having a first and a second partial transmission with at least one shiftable transmission stage. A first friction clutch is arranged between the internal combustion engine and the first partial transmission, and a second friction clutch is arranged between the internal combustion engine and the second partial transmission. An engine torque of the internal combustion engine is transmitted by the first and second friction clutches to the first or second partial transmissions to provide a drivetrain torque at the output of the double clutch transmission. The powertrain is monitored for an occurrence of juddering oscillations, wherein in response to juddering oscillations being detected a regeneration process of one of the first and second friction clutches is triggered, and a friction lining is removed in the regeneration process.

Abstract: The invention relates to a method for controlling a drivetrain having an internal combustion engine controlled dependent on a load demand on a target engine torque and having a dual-clutch transmission with two sub-transmissions, each having a friction clutch positioned operatively between the internal combustion engine and a sub-transmission with a changing maximum transferable clutch torque, wherein a specified clutch torque is set along an actuation travel path by means of a clutch actuator, a clutch characteristic of the transferable clutch torque is continuously adapted over the actuation travel path, and a maximum engine torque for a sub-transmission, which is reduced in comparison to the target engine torque, is limited to the maximum clutch torque transferable by means of the friction clutch of that sub-transmission.

Abstract: A transmission comprising at least a first shaft and at least a second shaft parallel thereto, comprising a first gear wheel and a second gear wheel arranged on the first and second shafts, respectively, the first gear wheel of said first shaft and the second gear of the second shaft arranged as a gear wheel pair and meshing with each other, wherein the first gear wheel of the gear wheel pair is non-rotatably fixed to the first shaft and the second gear wheel of the gear wheel pair is rotatably arranged on the second shaft, an axially displaceable shifting collar for fixing the second gear wheel against rotation relative to the second shaft, an axially displaceable selector fork for actuating the shifting collar and, a damping element arranged on the selector fork and is able to engage a transmission element.

Abstract: A transmission comprising at least a first shaft and at least a second shaft parallel thereto, comprising a first gear wheel and a second gear wheel arranged on the first and second shafts, respectively, the first gear wheel of said first shaft and the second gear of the second shaft arranged as a gear wheel pair and meshing with each other, wherein the first gear wheel of the gear wheel pair is non-rotatably fixed to the first shaft and the second gear wheel of the gear wheel pair is rotatably arranged on the second shaft, an axially displaceable shifting collar for fixing the second gear wheel against rotation relative to the second shaft, an axially displaceable selector fork for actuating the shifting collar and, a damping element arranged on the selector fork and is able to engage a transmission element.

Abstract: The invention relates to a method for controlling a drivetrain having an internal combustion engine controlled dependent on a load demand on a target engine torque and having a dual-clutch transmission with two sub-transmissions, each having a friction clutch positioned operatively between the internal combustion engine and a sub-transmission with a changing maximum transferable clutch torque, wherein a specified clutch torque is set along an actuation travel path by means of a clutch actuator, a clutch characteristic of the transferable clutch torque is continuously adapted over the actuation travel path, and a maximum engine torque for a sub-transmission, which is reduced in comparison to the target engine torque, is limited to the maximum clutch torque transferable by means of the friction clutch of that sub-transmission.

Abstract: A method for controlling a transmission to reduce or suppress vibrations of transmission elements and/or rattling sounds, in particular in dual-clutch transmissions having a first transmission line with a first clutch and having a second transmission line with a second clutch. Transmission ratios are assigned to the transmission lines so that torque is transmissible between an input shaft and an output shaft of the transmission via a selected transmission line with a transmission ratio selected. The clutch of the selected transmission line is operated with slippage in predetermined operating situations to transmit torque.

Abstract: A method for controlling a friction clutch in a drive train of a motor vehicle, using a clutch actuator, on the basis of a clutch model. A nominal characteristic curve of the clutch moment, which is transmitted via the friction clutch, is adapted continuously to actual operating parameters. In order to counteract a loss of comfort of the motor vehicle, which is caused by the running-in behavior, for example, of the friction linings of the friction clutch, the friction clutch is operated by way of different sets of operating parameters during a running-in phase of the friction clutch, and after the run-in phase of the friction clutch.

Abstract: The present invention relates to a method for avoiding or reducing chatter vibrations in a drivetrain of a motor vehicle having an automated transmission with which two transmission stages are engageable simultaneously, wherein in particular when driving in a first transmission stage a different transmission stage is specifically engaged, synchronized and/or disengaged, in order to deliberately select the natural frequency of the drive train as a function of the operating point in order to reduce or avoid chatter vibrations.

Abstract: A method for slip regulation of a friction clutch by a clutch actuator operated by an electronically commutated electric motor. Here, rotational motion of a rotor is converted into an axial advancement that sets a predetermined slip. The rotational motion is controlled by Hall sensors arranged over a circumference around a rotational axis of the rotor. Magnetizable magnet segments, which are offset from each other in the circumferential direction, communicate depending on continuously detected signals of the Hall sensors. To perform the slip regulation even for axial travels of the clutch actuator that correspond to an angular position of the rotor between two Hall sensors, the signals of the Hall sensors over the circumference are evaluated in an analog manner, and an angular position of the rotor between two sensors is determined by comparing two signals adjacent to each other in the circumferential direction with each other.

Abstract: The invention relates to a method for controlling a friction clutch in a drive train of a motor vehicle by means of a clutch actuator on the basis of a clutch model, in which method a nominal characteristic curve of the clutch moment which is transmitted via the friction clutch is adapted continuously to actual operating parameters. In order to counteract a loss of comfort of the motor vehicle, which is caused by the running-in behavior, for example, of the friction linings of the friction clutch, the friction clutch is operated by way of different sets of operating parameters during a running-in phase and in a run-in phase of the friction clutch.

Abstract: A method for controlling an automated friction clutch arranged in a drive train between an internal combustion engine and a gearbox, including: operating the friction clutch by a clutch actuator controlled by means of a controller; transmitting actual clutch torque by means of the friction clutch; implementing actual clutch torque that can be transmitted by means of the friction clutch and that can be adapted to the transmission behavior of the friction clutch by means of a control variable of the clutch actuator associated with a target torque of the clutch torque to be transmitted; operating the friction clutch in an engaged state while the target torque is specified; and adapting the target torque depending on clutch torque estimated from the operating data of the engine. The target torque corresponds to an engine torque that is generated by the internal combustion engine and that is applied with a safety margin.

Abstract: A method for operating a clutch includes operating the clutch with increased slip during a green phase and operating the clutch with normal slip during a post-green phase. In some example embodiments, increased slip consists of slip speeds greater than 40 revolutions per minute. In an example embodiment, increased slip consists of a slip speed of approximately 50 revolutions per minute.

Abstract: A method of controlling a dual-clutch transmission in a motor vehicle, including two partial drivetrains, each having a plurality of gears, which each can be connected to a crankshaft of an internal combustion engine by a friction clutch, the method having the following steps: the first friction clutch transmits a torque to the first partial drivetrain assigned to it; the second friction clutch transmits at most a negligible torque to the second partial drivetrain; and the two partial drivetrains have a common differential, where when there are changes in torque and the amount of torque to be transmitted is low, and there is downshifting into a gear with a high transmission ratio in the first partial drivetrain, downshifting occurs into a gear with a low transmission ratio in the second partial drivetrain, and preliminary torque is applied to the differential by this gear.

Abstract: A method for controlling an automated friction clutch arranged in a drive train between an internal combustion engine and a gearbox, including: operating the friction clutch by a clutch actuator controlled by means of a controller; transmitting actual clutch torque by means of the friction clutch; implementing actual clutch torque that can be transmitted by means of the friction clutch and that can be adapted to the transmission behavior of the friction clutch by means of a control variable of the clutch actuator associated with a target torque of the clutch torque to be transmitted; operating the friction clutch in an engaged state while the target torque is specified; and adapting the target torque depending on clutch torque estimated from the operating data of the engine. The target torque corresponds to an engine torque that is generated by the internal combustion engine and that is applied with a safety margin.

Abstract: A method for operating a clutch includes operating the clutch with increased slip during a green phase and operating the clutch with normal slip during a post-green phase. In some example embodiments, increased slip consists of slip speeds greater than 40 revolutions per minute. In an example embodiment, increased slip consists of a slip speed of approximately 50 revolutions per minute.

Abstract: A method of controlling a dual-clutch transmission in a motor vehicle, including two partial drivetrains, each having a plurality of gears, which each can be connected to a crankshaft of an internal combustion engine by means of a friction clutch, the method having the following steps: the first friction clutch transmits a torque to the first partial drivetrain assigned to it; the second friction clutch transmits at most a negligible torque to the second partial drivetrain; and the two partial drivetrains have a common differential, where when there are changes in torque and the amount of torque to be transmitted is low, and there is downshifting into a gear with a high transmission ratio in the first partial drivetrain, downshifting occurs into a gear with a low transmission ratio in the second partial drivetrain, and preliminary torque is applied to the differential by this gear.