Abstract: The invention relates to a method for identifying the position of a rotor of an electric motor, in which method a target arranged on a rotor is sensed using a sensor. In a method which can be carried out cost-effectively and nevertheless delivers highly accurate sensor signals, a rotational movement of the rotor is detected using an inductive or a capacitive sensor.

Abstract: A control device within an actuator includes control logic for a second actuator, the second actuator being connected with the first actuator through a communications interface. By storing the control logic in the second actuator, the construction space for this second actuator is optimized. By integrating the control logic into a control device of the first actuator, the power density of the control device is increased.

Abstract: The invention relates to a method for identifying the position of a rotor of an electric motor, in which method a target arranged on a rotor is sensed using a sensor. In a method which can be carried out cost-effectively and nevertheless delivers highly accurate sensor signals, a rotational movement of the rotor is detected using an inductive or a capacitive sensor.

Abstract: A method of controlling at least a fifth characteristic operating value of a motor vehicle power train includes the step of performing an emergency adaptation of at least one of the stored clutch-disengagement thresholds during an operating phase of the motor vehicle, if predetermined third conditions are present. The method also includes the step of performing a nonemergency adaptation of at least one of the stored clutch-disengagement thresholds at the end of the operating phase if predetermined fourth conditions are present.

Abstract: A first characteristic operating value, for example the amount of transmissible clutch torque, in a motor vehicle power train with an engine is controlled by using at least a second characteristic value. The second characteristic value is subject to adaptation, if necessary, during an operating phase of the motor vehicle. The method steps are: starting the engine; and assuring that for a predetermined first time period after starting the engine, the first characteristic operating value is controlled independently of the second characteristic value, wherein the predetermined first time period depends on at least one predetermined third characteristic operating value.

Abstract: A first characteristic operating value, for example the amount of transmissible clutch torque, in a motor vehicle power train with an engine is controlled by using at least a second characteristic value. The second characteristic value is subject to adaptation, if necessary, during an operating phase of the motor vehicle. The method steps are: starting the engine; and assuring that for a predetermined first time period after starting the engine, the first characteristic operating value is controlled independently of the second characteristic value, wherein the predetermined first time period depends on at least one predetermined third characteristic operating value.

Abstract: A method for controlling an automated clutch of a motor vehicle, wherein the frictional engagement of the clutch is characterized by a physical friction value that changes dependent on an operating state of the clutch, has the steps of: a) modeling the physical friction value as a friction value (RW) in a clutch control unit based on at least one parameter of the power train, wherein the friction value (RW) contains a component representing a dependency of the friction value from a clutch temperature, and b) controlling the frictional engagement of the automated clutch based on the friction value (RW) that was obtained as a result of the modeling in step a).

Abstract: An automated clutch of a motor vehicle is controlled according to a method with the steps: a) determining a first engine rpm-gradient signal (dnm(M)/dt) based on an engine torque signal (Me) and a target value (Mk) of the clutch torque; b) determining an engine rpm-rate signal (nm(R)) based on the engine rpm-gradient signal from step a); c) comparing an actual engine rpm-rate (nm) to the engine rpm-rate signal (nm(R)) from step b) and determining a correction quantity K based on the comparison; and d) correcting the first engine rpm-gradient signal (dnm(M)/dt) with the correction quantity K.

Abstract: A method for controlling an automated clutch of a motor vehicle, wherein the frictional engagement of the clutch is characterized by a physical friction value that changes dependent on an operating state of the clutch, has the steps of: a) modeling the physical friction value as a friction value (RW) in a clutch control unit based on at least one parameter of the power train, wherein the friction value (RW) contains a component representing a dependency of the friction value from a clutch temperature, and b) controlling the frictional engagement of the automated clutch based on the friction value (RW) that was obtained as a result of the modeling in step a).

Abstract: An automated clutch of a motor vehicle is controlled according to a method with the steps:

Abstract: A method of regulating the position of a clutch actuator in a vehicle employs the concept of adapting the servo-loop parameters of a position controller of the clutch to different operating conditions of the vehicle, as well as the concept of applying and continuously adapting a bias current of the actuator motor in order to avoid or minimize the incidence of a hunting or after-regulation behavior of the control loop and to thereby minimize the energy consumption of the actuator motor.

Abstract: A first characteristic operating value, for example the amount of transmissible clutch torque, in a motor vehicle power train with an engine is controlled by using at least a second characteristic value. The second characteristic value is subject to adaptation, if necessary, during an operating phase of the motor vehicle.

Abstract: A method of regulating the position of a clutch actuator in a vehicle employs the concept of adapting the servo-loop parameters of a position controller of the clutch to different operating conditions of the vehicle, as well as the concept of applying and continuously adapting a bias current of the actuator motor in order to avoid or minimize the incidence of a hunting or after-regulation behavior of the control loop and to thereby minimize the energy consumption of the actuator motor.