Abstract: An automatic transmission control method in which at least one of a starting clutch, a clutch coupling and transmission elements, for selection as well as engagement and disengagement of a gear step, are determined as a function of respectively existing variables representing the driving situation as well as the driver's wishes can be activated by actuators which are controlled by a control and regulation device. The method comprising the steps of collecting and normalizing the input variable into standard input variables; weighting with weighting factors and summarizing; converting the weighted input variables into intermediate variables; selecting a specific range of values which represents a specific shifting sequence; and implementing the shifting operation.

Abstract: A method for the control of an automatic transmission during a change of ratio procedure, wherein the synchronous speed of rotation (SD) for the new transmission gear-stage lies under the no-load speed of rotation (LD) of a drive motor which can be connected to the transmission and wherein a gear-stage engagement actuator for the engagement of a new transmission gear-stage is then activated, when the transmission input speed of rotation (GED) has reached a predetermined speed of rotation window (F), which window also encompasses the synchronous speed of rotation (SD). In order to make such a shifting method more comfortable than previously, the invented method deviates from that procedure based on downshifting, which has been customary up to this time and rather proceeds in a upshifting mode.

Abstract: A method for controlling operational sequencing of gears in an automatic transmission (102) which has been built in an auxiliary mode. In the case of such a shifting transmission it is possible that during the engagement of its transmission gear stage, impact noises or contact noises are present in the shifting procedure. This can occur by the generation of a tooth-on-tooth positioning between the toothing of a sliding collar (126) and the come-along toothing of an idler gear (130, 132). Provision is made for the control of the activation movement of the sliding collar (126) carried out in such a manner that an activation condition impact of the transmission parts, which are partakers in the shifting associated transmission part onto other transmission parts with the least possible impact force and/or with a least possible impact noise level.

Abstract: A method and apparatus for cycling a neutral switch of an automated mechanical transmission includes software which, either independently or by operator command through a shift actuator having side-to-side motion capability and sensors, controls a select piston and cylinder assembly to provide shift rail motion along a transverse axis of the transmission which simulates operator commanded motion of a shift rail of a conventional (manual) transmission as the operator checks for neutral. Such activity may release a malfunctioning neutral switch thereby providing a proper neutral indication to associated transmission and engine components to, for example, permit starting of the engine.

Abstract: A procedure for controlling the driving functions of a vehicle with a control unit, which analyzes sensor signals measuring particular driving states and uses this information to generate driving instructions or similar. Driving instructions of this kind can be communicated to the driver of the vehicle or passed directly to the systems concerned as control instructions. Because the road gradient or the resulting vehicle inclination significantly influences driving, the procedure includes measuring the inclination of the vehicle, relative to the horizontal, by at least one inclination sensor, transmitting the inclination sensor signals to the control unit and analyzing these inclination sensor signals for the generation of driving instructions or similar, when in inclination-related driving states. Preferably both the longitudinal and the transverse inclination are measured and analyzed.

Abstract: A method for controlling the driving operation of motor vehicles in which specific driving conditions are detected by rotational sensors located at individual wheels and/or sub-assemblies in the power train, and are then evaluated in a control unit and converted into control commands for specific functions of the vehicle or into warning signals. ABS, ASC or EBS systems as well as automatic gearboxes are controlled in this manner. Rotational sensors detect the current rotational direction and additionally determine of the presence of a rotary motion. The rotation sensors permit numerous functions of the vehicle to be controlled in a simple manner and with the aid of various parameters obviate the need for the calculation of the rotational direction by way of the determination algorithms.

Abstract: The invention concerns a signal processing system with rapid signal processing, for example for controlling the transmission of a motor vehicle, with an input module (EM) that calls for a desired reaction by emitting a request signal, a signal processing module (SM), and a target module (ZM) that implements the desired reaction, which, to accelerate processing, provides that several steps are carried out in parallel, such that the said signal processing module (SM) comprises a check module (ÜM) and a clock module (ZTM) each of which receives the request signal, the signal processing module (SM) also comprises an actuator module (AM) acting between the input module (EM) and the clock module (ZTM), the clock module (ZTM) is connected to the output of the check module (ÜM), and the actuator module (AM) is connected to the target module (ZM) for transmitting the output signal of the signal processing module (SM).

Abstract: A drive train of a motor vehicle including an internal combustion engine, a transmission which is connected to an axle drive and has a variable transmission ratio, and an automatic engine clutch located in the flow of power between the engine and transmission, is designed as an actively engagable friction clutch and transmits torque which can be controlled by a pressure medium. To improve control and a faster response the engine clutch does not include a pressing spring but has a pressing apparatus actuated by a pressure medium. The pressing apparatus is connected to a pressure medium source such that the engine clutch is engaged when in a non-actuated state by applying maximum pressure to the pressing apparatus and is disengaged, at least partially, in an actuated state, to lower clutch torque transmission or for disengaging the engine clutch by applying a reduced active pressure to the pressing apparatus.

Abstract: A method for operating a drivetrain of a motor vehicle having in the force flow direction and in the following order an internal combustion engine, a clutch, an electric motor, a transmission and an axle gearset, or an internal combustion engine, a clutch, an electric motor, a transmission input shaft, a transmission and an axle gearset. The electric motor is used for pre-lubricating and warming the transmission such that, with the vehicle clutch disengaged, the lubricant pump of the transmission is driven by the electric motor so bearings are supplied with lubricant before the engine is started, and the heat, produced by splashing the lubricant, additionally warms the transmission.

Abstract: A power train of a motor vehicle with a drive motor (2), a transmission (4) with variable transmission ratios connected to an axle drive (5), and an automatic motor clutch. The automatic motor clutch is a passively lockable friction clutch actuated by a spring-loaded pressing device (6) and whose transferable rotational toque (coupling torquet) is adjusted using a clutch actuator (7), and is located in the flow of power between the drive motor (2) and the transmission (4). Improved controllability and a more rapid response of the motor clutch (3) is achieved by the spring-supported pressing device (6) to produce a basic coupling torque below the maximum rotational torque of the drive motor (2) and, a second pressing device (17) regulates a higher coupling torque by way of an effective connection with the clutch actuator (7).

Abstract: The invention relates to a gear brake device for a multi-speed manual transmission (6), comprising a gear brake (14) assigned to an input gear shaft arrangement that can be controlled by a transmission control providing a synchronization function when upshifting the manual transmission (6). In order to expand the functions of the gear brake device, for example in order to shorten the after-run period of auxiliary devices connected to the manual transmission, besides the first gear brake (14), at least one additional auxiliary brake (16, 20) is provided, which acts on the input gear shaft arrangement or on a transmission element (power take-off shaft 18) that is drive-connected or can be drive-connected with it, where said auxiliary brake is operable by the transmission control independently of the first gear brake (14).

Abstract: A method for the control and regulation of a transmission brake in an automatic transmission with a countershaft. The transmission brake arrests a transmission input shaft or a countershaft during an upshifting procedure. The speed of rotation (1) of these shafts at the engagement point in time corresponds to the synchronous speed of rotation already established by the transmission output speed of rotation and the ratio of the selected gear stage or approaches this value up to a predetermined tolerance of deviation. The disengagement point in time for the transmission brake is calculated with the aid of the brake rate of change of the countershaft, i.e., the transmission input speed of rotation as well as with the rate of change of the transmission output shaft speed of rotation. The transmission brake is further provided with disengagement, given consideration of lead time, before the calculated disengagement point in time.

Abstract: The invention relates to a gear brake device for a multi-speed manual transmission (2), comprising a gear brake (16) that is arranged outside the transmission housing, that is led out of the transmission housing, and which has a power take-off shaft that is drive-connected or can be drive-connected with an input side gear shaft arrangement, said gear brake performing a synchronization function during up-shifting of the transmission in the known manner. According to the present invention, at least one PTO connection (20) with a drive connection to the power take-off shaft (12) is arranged downstream of the gear brake (16), so that the power take-off shaft (12) is also available for a PTO function.

Abstract: The invention concerns a procedure and a control apparatus for the control of a drivetrain, which comprises at least one automatic clutch, at least one automatic shifting transmission, one control apparatus for the control of the at least one automatic clutch and of at least one automatic shifting transmission as well as at least two transmission idling positions in the drivetrain. In order to avoid dangerous situations, which could arise from an improper automatic input of a neutral position of a transmission and a thereto connected automatic closure of the clutch. The proposal is, that the control apparatus, by way of the shifting of an automatized shifting transmission into a neutral position, to at least two transmission idling positions, the neutral position is put into action.

Abstract: A method for controlling and regulating a transmission brake which, for the purpose of synchronization, determines a target rotational speed of a shaft that is to be synchronized on the basis of an actual rotational speed of a transmission shaft, and controls a transmission brake such that the determined target rotational speed is set for the shaft that is supposed to be synchronized. The transmission brake also carries out additional functions. These functions require no, or only minimal, additional hardware complexity in a cost-neutral way, but considerably increase the functional and practical value of the transmission brake. The comfort and speed of shifting operations, the protection, or as the case may be the detection of error states in sensors, clutch, main clutch, and motor control are improved, and undesirable transmission states avoided. It is also possible to account for and influence other conditions, such as the operation of ancillary devices.

Abstract: A shifting unit (1) for an automatic transmission, especially controlled by pressurized medium for an automobile, with multiple valves which are connected to each other through a pressure supply line (30) and a pressure reduction line (32). The chambers (16, 18) of servo cylinders (10, 12) fitted with servo actuators contain at least one shift valve each (22, 24, 26, 28). There is a pressure accumulator (36) designed in between the pressure supply line (30) and the shift valves (22, 24, 26, 28).

Abstract: A method for controlling and regulating a transmission brake of an automatic transmission designed as a gear reduction unit in which the rotation speed of a countershaft of the gearbox can be decelerated in an upshift such that it corresponds to the synchronized rotation speed or comes close to it up to a predetermined distance during an upshift operation. The brake gradient of the countershaft rotation speed or the gear input rotation speed as well as the gear output shaft rotation speed is taken into consideration for the control and regulation of the gearbox brake. The gradient of the gear output shaft rotation speed is analyzed to control and regulate operation of the bearbox brake to improve the upshift, operations.

Abstract: A method for controlling or regulating torque of a startup clutch of a motor vehicle. The method reliably prevents unintentional rolling of the motor vehicle down a grade and enables a comfortable maneuvering mode, which requires no separate actuation of an operating element for activating the maneuvering mode and enables a precisely dosed speed definition, while on a grade. Adjustment of the speed is substantially independent from the surface grade and the load of the motor vehicle. A startup and maneuvering control device acquires driving resistance data, determines a driving resistance value and, with that, determines a base value of the clutch torque of the automated startup clutch, with the base value being adjusted depending upon the accelerator pedal.

Abstract: A transmission system for either a manual shift transmission, an automatic transmission or an automated transmission in which the electrical connections and the pneumatic connections including any ventilation port, for the internal components of the transmission are combined with one another so as to exit the transmission housing via a single unified connection formed in the housing wall of the transmission.

Abstract: A device for supplying pressure from an energy storage device to a piston gear shifting actuator by way of a valve device is provided. A pressure regulating and/or control device is used to regulate and/or control the pressure applied to the piston actuator. The pressure regulating and/or control device regulates and/or controls the pressure according to at least one following quantity: temperature, in particular a transmission operating temperature, the load state of the motor vehicle provided with the transmission, and the slope of a surface along which the motor vehicle provided with the transmission runs.