Abstract: A diagnostic method for a soot sensor that lies in an exhaust gas system of an internal combustion engine. First, a first temperature in the exhaust gas system is detected, and it is determined whether the detected first temperature is below a 100° C. If this is the case, a first measured value is then detected with the soot sensor and compared with a specifiable threshold value. If the first measured value exceeds the specifiable threshold value, the soot sensor is determined to be operating properly.

Abstract: A peptide cross-linking agent in the form of a linear molecule has a molecular mass of 3 to approximately 60 kDa. The peptide cross-linking agents are used for cross-linking functionalized polymers to form hydrogels having two or more components.

Abstract: A hydraulic system (1) for actuating at least one shifting element (2) of a transmission. The hydraulic system comprises a regulating valve device (3) that can be preset and has a regulating valve slide (8), and a shifting valve device (4) which can also be preset and has a shifting valve slide (6). The shifting valve device (4) interacts with the regulating valve device (3). The regulating valve slide (8) and the shifting valve slide (6) are coaxially aligned with one another and move in opposite longitudinal directions within a common boring (24) of a housing (25). Each of the slides has a control surface (5, 14) which faces toward one another and can be pressurized with a pressure signal (p_VS) via a common pressure chamber (26).

Abstract: A hydraulic system for actuating a transmission shifting element that comprises control and shifting valves. A first surface of a valve slide of the control valve is a differential surface between two functional surfaces of the slide that axially bound an area of the slide having a smaller diameter, by which the actuation pressure is adjusted. When the shifting valve is in a second switch position, a total force component acts upon the slide of the control valve which moves the slide such that the actuation pressure is equal to a system pressure. The total force component corresponds at least to the sum of a first force component equivalent to a pressure signal applied to a second surface of the slide of the control valve and a second force component equivalent to an actuation pressure applied to the first surface of the slide of the control valve.

Abstract: A particle sensor arranged in an exhaust duct such that particles from the exhaust-gas flow accumulate on and/or between at least two sensor electrodes when a voltage greater than a limit voltage is applied between the two sensor electrodes and substantially no particles accumulate if the voltage is lower than the limit voltage. During a first time period, a first voltage greater than the limit voltage is applied between the sensor electrodes. During a second time period, a second voltage, lower than the limit voltage, is applied between the sensor electrodes, and/or the particle sensor is heated to a predefined temperature, such that substantially no particles accumulate on and/or between the at least two sensor electrodes. Following the second time period, a third voltage greater than the limit voltage is applied between the sensor electrodes.

Abstract: A method and device for measuring the soot load in the exhaust gas systems of diesel engines using a sensor which is mounted downstream of a particulate filter and comprises a sensor element, to measure the operability of the particulate filter. According to the method, the soot load of the sensor element is measured resistively or capacitively using electrodes. The measuring voltage of the sensor element is controlled depending on at least one actual operating parameter of the diesel engine.

Abstract: A pressure medium-actuated control device of an automated step-by-step variable speed transmission. The device having a control valve for controlling an actively engaged disconnectable type clutch which is disposed along a power flow path between a motor and a transmission input shaft, and a self-retaining valve located in the pressure supply of the clutch control valve for a rotational speed-dependent emergency actuation of the disconnectable type clutch. An electrical switch-off actuator is connected to the self-retaining valve such that the valve piston, of the self-retaining valve, can be moved into an idle position to lock the pressure supply of the clutch control valve in a powered state of the switch-off actuator, and into an operating position determined by the applied control pressures in the power-off state of the switch-off actuator.

Abstract: A method for emergency actuation of an automated dual-clutch transmission of a vehicle with electrohydraulic control via a transmission control device. The method includes disengaging one clutch of the dual-clutch transmission, in order to realize emergency operation of the transmission and applying pressure on the other clutch after an error signal is transmitted indicating a malfunction of the transmission and/or the transmission control device. In order to keep the complexity of the hardware of the hydraulic system low, both clutches are disengaged, when an error signal occurs, and adjusted to a safe initial state, and an actuating pressure is only re-applied to one of the two clutches after the initial state is reached. In addition to the already existing elements of the hydraulic system, only one device or software is required which detects and selects the clutch that is more advantageous for continued driving operation.

Abstract: A device for controlling a hydraulically operable switching element (2) of an automatic transmission of a vehicle with a position valve mechanism (3) having a main switch piston (6) which is spring biased into a first switch position and a second switch position with a pilot pressure (P_MV) which is adjustable through an electrically operated actuator (5). An additional switch piston (7) and the main switch piston (6) are axially actuated in a valve housing (8). Depending on the position of the pistons (6, 7), faces (6A, 7A) of the respective pistons are either spaced apart or adjacent. The additional switch piston (7) is adjustable depending on a pilot pressure (p_K) of a switching element which engages a gear for forward drive.

Abstract: A soot sensor for the detection of soot particles in an exhaust gas flow, having interdigitally engaged measurement electrodes applied on a substrate. An electrical resistance between the measurement electrodes is a measure of soot load of the exhaust gas flow. The measurement electrodes are divided into two regions, a first region in which no soot particles can be deposited and a second region where soot particles are deposited from the exhaust gas flow. The first region and the second region are exposed simultaneously to the other conditions prevailing in the exhaust gas flow.

Abstract: A method for performing on-board functional diagnostics on a soot sensor of a vehicle and/or for detecting further components in the soot in a motor vehicle having an internal combustion engine. The soot sensor is electrically connected to an evaluation circuit with is permanently installed in the motor vehicle. In order to specify a method for performing functional diagnostics on a soot sensor and/or for detecting further components in the soot, with which method it is possible to detect a faulty soot sensor and/or further components in the soot in a cost-effective way, the evaluation circuit measures the temperature coefficient of the soot sensor and detects the defectiveness of the soot sensor and/or the presence of further components in the soot on the basis of the temperature coefficient of the soot sensor.

Abstract: A hydraulic control system for controlling a variable fluid volume flow to a consumer (6, 60, 94, 126, 146, 162), for example a flow of cooling oil to a wet-operating clutch, with a hydraulically pilot-controlled control valve connected to a fluid supply. The first control valve (2, 56, 90, 122, 142) is designed such that, in the absence of any pilot control pressure (pVST), the valve delivers a specified initial volume flow (Q1) and, as the variable pilot control pressure (pVST) increases, the valve delivers a continuously increasing volume flow (QK). At least one second, independent, also hydraulically pilot-controlled valve (170) is designed such that this valve is activated in a specified range (55, 88, 120, 132, 140, 152) of the variable pilot control pressure (pVST).

Abstract: A method for on-vehicle functional diagnosis of a soot sensor and/or for detecting further components in the soot in a motor vehicle having an internal combustion engine, the soot sensor connected electrically to an evaluation circuit. To specify a method for functional diagnosis of a soot sensor and/or for detecting further components in the soot, by which it is possible to detect a faulty soot sensor and/or further components in the soot in an economical manner, the evaluation circuit measures a temperature coefficient of the soot sensor and detects the faultiness of the soot sensor and/or the presence of further components in the soot from the temperature coefficient of the soot sensor.

Abstract: A method for the on-board functional diagnosis of a soot sensor and detection of further constituents in the soot in a motor vehicle having an internal combustion engine. The soot sensor is connected electrically to an evaluation circuit in the motor vehicle. A faulty soot sensor and/or further constituents in the soot can be detected in an inexpensive way. The evaluation circuit measures the voltage coefficient of the soot sensor and detects the defectiveness of the soot sensor and/or the presence of further constituents in the soot using the voltage coefficient of the soot sensor.

Abstract: A control valve arrangement having a clutch regulation valve (3), which pressurizes a device to actuate the clutch, and a valve that produces a controlled pilot pressure (P_VST3). An electronic control unit (ECU) controls a valve to supply a control valve with the pressure (P_VST3). The arrangement further having a hydraulic system which, if the ECU fails and the pressure (P_VST3) ceases, the last shift condition of the clutch actuation device, prior to the ECU failure, can be maintained in an emergency. The arrangement includes a valve, which delivers an activation pressure (P_A), depending on an engine-speed-dependent control pressure (P_D), to an actuation valve (2), which then delivers the pressure (P_A) to the valve (3) to prevent the emergency function initiation despite a lack of pressure (P_VST3) and existence of the pressure (P_D) sufficiently high to initiate the emergency function.

Abstract: A valve assembly for controlling actuation of at least one starting clutch of an automatic transmission includes at least one clutch control valve through which a supply pressure is directed to a clutch actuation device, a pressure control valve controlled by a control device to supply at least one control valve of the valve assembly with a pilot pressure, a self-maintained hydraulic unit to maintain operation of an engaged starting clutch upon failure of the control device and loss of the pilot pressure. The valve assembly has a self-maintained valve and an activation valve. The self-maintained valve directs an activation pressure or control pressure, depending on the engine or transmission speed, to the activation valve. The actuation valve directs the activation to at least one clutch-regulating valve. The valve assembly also controls actuation or de-activation of the emergency operation function with a clutch actuation pressure.

Abstract: A magnetized nut for fastening a compressor wheel of an exhaust turbocharger to a turbo shaft. The nut has a base body made of a non-magnetic material forming a hollow space for accommodating a magnetic material, and a method for the production of the magnetized nut. In order to provide a magnetized nut that is produced in a simple and cost-effective manner and ensures as equal a distribution of mass as possible with regard to the rotational axis of the nut, the magnetic material is introduced into the hollow space using injection molding.

Abstract: A device for controlling a hydraulically operable switching element (2) of an automatic transmission of a vehicle with a position valve mechanism (3) having a main switch piston (6) which is spring biased into a first switch position and a second switch position with a pilot pressure (P_MV) which is adjustable through an electrically operated actuator (5). An additional switch piston (7) and the main switch piston (6) are axially actuated in a valve housing (8). Depending on the position of the pistons (6, 7), faces (6A, 7A) of the respective pistons are either spaced apart or adjacent. The additional switch piston (7) is adjustable depending on a pilot pressure (p_K) of a switching element which engages a gear for forward drive.

Abstract: A method for emergency actuation of an automated dual-clutch transmission of a vehicle with electrohydraulic control via a transmission control device. The method includes disengaging one clutch of the dual-clutch transmission, in order to realize emergency operation of the transmission and applying pressure on the other clutch after an error signal is transmitted indicating a malfunction of the transmission and/or the transmission control device. In order to keep the complexity of the hardware of the hydraulic system low, both clutches are disengaged, when an error signal occurs, and adjusted to a safe initial state, and an actuating pressure is only re-applied to one of the two clutches after the initial state is reached. In addition to the already existing elements of the hydraulic system, only one device or software is required which detects and selects the clutch that is more advantageous for continued driving operation.

Abstract: A device for controlling a hydraulically operable switching element (2) of an automatic transmission of a vehicle with a position valve mechanism (3) having a main switch piston (6) which is spring biased into a first switch position and a second switch position with a pilot pressure (P_MV) which is adjustable through an electrically operated actuator (5). An additional switch piston (7) and the main switch piston (6) are axially actuated in a valve housing (8). Depending on the position of the pistons (6, 7), faces (6A, 7A) of the respective pistons are either spaced apart or adjacent. The additional switch piston (7) is adjustable depending on a pilot pressure (p_K) of a switching element which engages a gear for forward drive.