Abstract: A method for operating a friction-locking shift element of a transmission of a motor vehicle includes actuating the friction-locking shift element for engagement according to a pressure versus torque characteristic curve. The pressure versus torque characteristic curve has a first characteristic point (a touch point) and a second characteristic point (a contact point), defines a first characteristic curve range between the touch point and the contact point having a first functional dependence, and defines a second characteristic curve range at or after the contact point having a second functional dependence. Once the touch point is reached, the friction-locking shift element begins to transmit torque mainly due to drag torques. Whereas, once the contact point is reached, the friction-locking shift element begins to transmit torque mainly due to friction between shift-element halves of the friction-locking shift element.

Abstract: A method for operating a drive train (1) of a vehicle includes, in order to check the plausibility of an adapted charge pressure value, changing an actuating pressure of a starting component (7) corresponding to an adapted charge pressure value by an offset and ascertaining a resultant change in a torque of an electric machine (3). When the change in the torque of the electric machine (3) and the offset of the actuating pressure correspond to each other within defined limits, a plausible adapted charge pressure value is inferred. When the change in the torque of the electric machine (3) and the offset of the actuating pressure do not correspond to each other within the defined limits, an implausible adapted charge pressure value is inferred.

Abstract: A method for operating a friction-locking shift element of a transmission of a motor vehicle includes actuating the friction-locking shift element for engagement according to a pressure versus torque characteristic curve. The pressure versus torque characteristic curve has a first characteristic point (a touch point) and a second characteristic point (a contact point), defines a first characteristic curve range between the touch point and the contact point having a first functional dependence, and defines a second characteristic curve range at or after the contact point having a second functional dependence. Once the touch point is reached, the friction-locking shift element begins to transmit torque mainly due to drag torques. Whereas, once the contact point is reached, the friction-locking shift element begins to transmit torque mainly due to friction between shift-element halves of the friction-locking shift element.

Abstract: An apparatus for illuminating an intraocular space in a human or animal eye in a targeted fashion is described, said apparatus comprising a) a base (2) with a proximal end and a distal end, b) a shaft (3) with a proximal end and a distal end, c) a probe (4) with a proximal end and a distal end, d) a light source (5) comprising at least one LED, and e) a power source (6) connected to the light source (5), wherein the shaft, at its distal end, is connectable to the proximal end of the base, the probe, at its proximal end, is connectable to the distal end of the base and wherein the light source (5) is positioned at the distal end of the probe (4).

Abstract: A method for operating an automatic transmission is provided. The method includes disengaging a shifting element of the automatic transmission and measuring an input speed of the automatic transmission while the shifting element is disengaging. A command pressure of the shifting element is adjusted to a target command pressure based at least in part on the input speed of the automatic transmission while the shifting element is disengaging.

Abstract: A method for operating an automatic transmission is provided. The method includes disengaging a shifting element of the automatic transmission and measuring an input speed of the automatic transmission while the shifting element is disengaging. A command pressure of the shifting element is adjusted to a target command pressure based at least in part on the input speed of the automatic transmission while the shifting element is disengaging.