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 device for an automatic clutch in motor vehicles, provided with hydraulic transmitter pickup actuator arrangements and a compensation system for a hydraulic fluid. In a cylinder, a modulation limit of a piston is defined, whereby the piston cup thereof in said position comes to rest outside an opening of the compensation system disposed in the wall of the cylinder.

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 motor vehicle with an automated clutch in its drive train has a clutch control device for controlling the automated clutch and at least a further control device. The clutch control device and the further control device can be activated by means of an activation element which, when the ignition is switched on, sends an ignition signal VZ to the clutch control device and to the further control device. The clutch control device is or remains activated if at least one of the ignition signal VZ and an activity signal of the further control device is present.

Abstract: The power train of a motor vehicle has an automated clutch and a control unit which causes one or more actuators to change the rate of torque transmission by the clutch from the engine to the transmission of the power train in response to appropriate signals from various sensors. When the transmission is shifted into gear while the engine is idling, while the brake or brakes are not applied and while the gas pedal is not depressed, the setting of the clutch is such that the transmission causes the motor vehicle to carry out a crawling movement as a result of a change of the rate of torque transmission by the clutch from the idling engine to the transmission from a first value (e.g., zero) to a second value as a function of the monitored temperature of the clutch.

Abstract: A motor vehicle wherein the clutch is automatically engaged to initiate a creeping movement of the vehicle when the engine is on, the transmission is in gear, the gas pedal is not depressed and the brake or brakes is or are not applied. This entails or takes place at least substantially simultaneously with an increase of the engine torque. If the creeping movement is interrupted, e.g., as a result of the application of a brake, the clutch is disengaged and the engine torque is reduced.

Abstract: In a motor vehicle, a power train having a torque supplying prime mover, a torque receiving device, an automated system for the transmission of torque between the prime mover and the device, the system having a number of different positions of engagement including a starting position, means for ascertaining the starting position, and means for automatically regulating the transmission of torque by the system, including a control unit having means for generating output signals denoting the torque to be transmitted and being a function of at least the starting position, and means for adjusting the system in response to the output signals, the control unit further including means for memorizing a selected starting position, means for comparing the selected starting position with the ascertained starting position, and means for altering the memorized starting position in a stepwise fashion to at least approach the ascertained starting position when the memorized starting position departs from the ascertained star

Abstract: There is disclosed a system for controlling creeping movements of a motor vehicle having a power train with an automated clutch between the engine and the transmission, an electronic control unit for the clutch, and sensors which transmit to the control unit signals denoting the condition of one or more brakes, the positions of an operator-actuatable load lever for the engine, and others. Signals from the control unit are utilized to operate the clutch and, to this end, the control unit includes an arrangement for effecting a creeping movement of the vehicle when the transmission is in gear, the brake or brakes is or are idle, and the load lever is actuated. Such arrangement can effect the transmission of torque in accordance with at least one first predeterminable function to thus induce a creeping movement of the vehicle.

Abstract: A power train in a motor vehicle has an automated clutch which is operated by a control unit by way of an actuator. The control unit receives signals from various parts of the engine, from the brake or brakes and from the transmission; such signals are processed and transmitted to the clutch by way of the actuator so that, when the vehicle is to carry out a crawling movement, the torque being transmitted by the then partly engaged clutch is properly related to the engine torque to ensure a predictable crawling movement of the vehicle regardless of eventual shifts of the operating point of the clutch and/or fluctuations of other parameters of the engine, transmission and/or clutch. The crawling movement can begin when the brake(s) is or are idle, the gas pedal is not depressed, and the engine is running; and crawling movement begins in response to shifting of the transmission into gear.

Abstract: A clutch touch point control system for an automatically actuated clutch includes a determination method of comparing a torque load on the engine and a torque output from the clutch. A correction of the point of engagement is performed when the two values of torque differ by a predetermined amount. The determination of the torque values is averaged over a relatively long period of time in order to reduce the effect of temporary changes due to heating of the clutch linings, etc.