Abstract: Drive unit for a vehicle including at least one drive wheel, the drive unit having an internal combustion engine, and, between the internal combustion engine and the at least one drive wheel, a clutch for transmitting a torque between the internal combustion engine and the drive wheel, as well as a vehicle control for controlling or regulating the internal combustion engine as a function of the speed of the clutch on the side of the internal combustion engine and/or as a function of the speed of the clutch on the side of the drive wheel.

Abstract: In an emergency hydraulic control, in which in an open hydraulic circuit for supplying the various piston chambers of the secondary and primary axial adjusters, at least one throttle valve is disposed. For regulating the primary and secondary pressure, a primary and secondary valve are used, respectively. Each valve is triggered in turn via a respective electromagnetically actuated pilot control valve in the pilot control valve that opens in emergency operation; the pilot control valves are connected to the outlet of the secondary valve, among others, via orifice valves. The pressure fluid pressure in the primary piston chamber is additionally limited by a pressure limiting valve. The outlet of this pressure limiting valve is connected via a control line to the control line located between the primary pilot control valve and the primary valve.

Abstract: A method of controlling and/or regulating the slip of a clutch, for example, a clutch of a transmission, for example, a CVT transmission, is provided, the clutch including a driving element and an output element. The method measures at least one driving rotational speed and at least one output rotational speed for the controlling and/or regulating of the slip of the clutch, at least one driving rotational speed being measured when the clutch is closed, and at least one output rotational speed being measured when the clutch is closed; and the method determines a corrected driving rotational speed and/or a corrected output rotational speed for considering errors in the measured driving rotational speeds and in the measured output rotational speeds, by considering the at least one driving rotational speed measured when the clutch is closed and the at least one output rotational speed measured when the clutch is closed.

Abstract: A hydraulic emergency control (10, 10a, 10b, 10c) for a hydraulically actuated clutch (14) arranged between an internal combustion engine (12) is proposed. A pump (16) driven by the internal combustion engine (12) feeds a work line (18) in which a choke (20, 20b, 20c) is arranged. A regulating valve (22, 22a, 22b, 22c) is provided for controlling the clutch (14) at least in the event of failure of the electric supply. A first control line (26) is connected by a first control input (S1) of the regulating valve (22, 22a, 22b, 22c) with the work line (18) in front of the choke (20, 20b, 20c) with respect to the feed direction. A second control line (30) is connected by a second control input (S2) of the regulating valve (22, 22a, 22b, 22c) with the work line (18) behind the choke (20, 20b, 20c) with respect to the feed direction. Through the use of a regulating valve (22, 22a, 22b, 22c), a variable control of the clutch (14) is possible also in emergency operation.

Abstract: A method for operating a clutch (10), whose clutch slip (s) is adjusted to a setpoint value (s0) with the aid of a manipulated variable, should allow a clutch to be controlled in a particularly reliable and stable manner. To this end, the present invention provides for a slip value only being permitted to be a setpoint value (s0), when the derivative of the friction coefficient/slip characteristic at this slip value exceeds a specifiable limiting value. In particular, the setpoint value (s0) is selected as a function of a number of operating parameters, inside a range of permissible setpoint values (s0); the slip value, at which the derivative of the friction coefficient/slip characteristic falls below a specifiable limiting value, being selected as an upper limit (G) of the range of permissible setpoint values (s0).

Abstract: A method and a device for controlling operational sequences, particularly in a vehicle, at least one sensor having a connection unit being connected via a bus system to at least one control unit for controlling the operational sequences, the control unit likewise having a connection unit, and sensor information being transmitted to the control unit, the control unit reading in and/or processing the sensor information at specifiable synchronization points, the synchronization points being ascertained independently of one another in the control unit and in the sensor by, in each case, a synchronization element in such a way with an allowance that the sensor information is available at the synchronization point for the control unit in a manner that it is able to be read in and/or processed.

Abstract: A method and a device for controlling operational sequences, particularly in a vehicle, at least one sensor having a connection unit being connected via a bus system to at least one control unit for controlling the operational sequences, the control unit likewise having a connection unit, and sensor information being transmitted to the control unit. The control unit reads in and/or processes the sensor information at specifiable synchronization points. A trigger signal is transmitted by the control unit via the bus system to the sensor in such a way with an allowance that the sensor information is available in a manner that it is able to be read in and/or processed exactly at the synchronization point for the control unit.

Abstract: A continuously variable transmission (1) is provided with: an endless transmission (14) for transmitting a driving torque; a clamping force (13-1, 13-2) coupled with the endless transmission (14) for applying a clamping force thereon; a controller (15) coupled with the clamping force (13) for influencing the driving torque by controlling the clamping force applied on the endless transmission (14); and a clutch (16) coupled with the controller (15), whereby the controller (15) is arranged to control the clutch such that the clutch (16) is allowed to slip continuously. The net effect of a practical implementation of the transmission in a vehicle is a fuel saving which, if a slip of around 5 rpm is permitted, amounts about 3-4%.

Abstract: A method and device for operating a clutch between an internal combustion engine and at least one driven wheel of a vehicle, a torque being transmitted between the engine and the driven wheel by pressing the clutch together with a clamping force or a clamping load (p), and the clamping force or the clamping load (p) being adjusted as a function of an engine torque generated by the engine, and as a function of the inaccuracy of the information about the engine torque generated by the engine.

Abstract: A method for operating a torque-converter lockup clutch (20) for a hydrodynamic converter (1), where the slip (s) of the torque converter (1) is adjusted using a setpoint value (sw), while the torque-converter lockup clutch (20) is being closed. The method is also designed with the intention of providing an especially high degree of ride comfort while the torque-converter lockup clutch (20) is being closed. In addition, the present invention provides for the setpoint value (sw) being continuously selected as a function of time, inside a closing interval, taking into consideration the input torque (E) currently being applied to the torque converter (1). A control device (24) particularly suitable for implementing the method includes a control unit (26), which selects a setpoint value (sw) for the slip (s) of the converter (1) as a function of time, and taking into consideration the input torque (E) currently being applied to the torque converter (1).

Abstract: A method of initializing a system for open/closed-loop control of the operating sequences of a motor vehicle is described. The system has a controller which is connected to a number of sensors via a data bus. The sensors have suitable means which allow a response to be transmitted staggered in time. In order to initialize the system, the controller first transmits a transmission request to sensors of the same type. The sensors of the same type transmit responses staggered in time back to the controller. During the transmission of the responses, a data field of each response is overwritten by the controller with a sensor-specific identifier and a corresponding transmission priority.

Abstract: A hydraulic emergency control for changing the hydraulic oil pressure in the hydraulic conical pulley axial adjustment mechanism of a continuously variable transmission (10) for varying the clamping force ratio has a pump (20) in an open hydraulic circuit that supplies the respective piston chambers (17, 13) of the secondary and primary axial adjustment mechanisms with hydraulic oil. The primary and secondary oil pressures are regulated by separate oil pressure limiting valves (30, 40). At least one throttle valve (51) is arranged between the pump (20) and the output pipe (92) of the open hydraulic circuit, at a point where the pump volumetric flow can be influenced. The hydraulic emergency control allows a starting transmission ratio to be set in a low range when starting the vehicle, whereas a very small reduction ratio is selected at a high driving speed and at light throttle.

Abstract: A hydraulic emergency control for a gear-ratio-dependent change in hydraulic fluid pressures in a first and second hydraulic bevel-gear axial adjuster of a continuously variable transmission (10), is provided in which a pump (1) supplies at least the piston chamber (17) of the second axial adjuster, and at least one downstream pressure limiting valve (40) limits the fluid pressure there and moreover from this supply, via a continuous path valve (20), supplies the piston chamber (13) of the first axial adjuster, and the continuous path valve (20) is controlled with the aid of a pressure differential acting on a throttle valve (39) that is downstream of the pump (1) and is integrated with a switching valve (30).

Abstract: A hydraulic emergency control system for a continuous looped gear type continuously variable transmission (10) includes first and second hydraulic beveled conical pulley axial actuators controlling a gear ratio. A pump supplies a first piston chamber (13) of said first axial actuator via a sensor valve (20), wherein the sensor valve (20) is controlled by a flow control valve (73) connected downstream of the pump (80). The pump (80) supplies a second piston chamber (17) of the second axial actuator, with a pressure relief valve (40) limiting fluid pressure in said second piston chamber. Fluid in the second piston chamber (17) is controlled as a function of the fluid pressure in the first piston chamber (13) via a control line (52, 113).

Abstract: A hydraulic emergency circuit for a hydraulically-operated friction clutch disposed as a part as an electro-hydraulic clutch control between an internal combustion engine and a transmission has a hydraulic pump provided for supplying at least one working line and connected with a power take-off shaft of the internal combustion engine, a throttle valve disposed in the working line, two control lines branching off upstream and downstream of the throttle valve, and a switch valve connected with the control lines and provided for controlling and operating a supply of pressure for the friction clutch, the control line upstream of the throttle valve being connected to a first control input of the switch valve, the control line disposed downstream of the throttle valve being in hydraulic connection with a second control input of the switch valve which is located approximately opposite to the first control input, and a restoring string disposed on a control piston side adjoining the second control input.