Abstract: Disclosed is a method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging gears of the vehicle transmission. In a neutral gear, in which some of the shifting elements (A, B) are already actuated, a transmission input (1) is decoupled from a transmission output (2) of the vehicle transmission. In a driving gear the transmission input (1) is coupled to the transmission output (2) of the vehicle transmission by closing the shifting elements (A, B, C, D, E) associated with the driving gear, in order to propel the vehicle. With the neutral gear engaged a transmission condition is determined, and if a transmission condition with elevated drag losses exists, then in addition to the shifting elements (A, B) actuated in the neutral gear a shifting element (D) associated with a reversing gear of the vehicle transmission is also closed.

Abstract: A method is disclosed for operating a multi-gear vehicle transmission in a motor vehicle during a coasting phase. The coasting phase includes an overrun phase with a driving gear engaged and a freewheeling phase with the neutral gear engaged. It is determined whether the motor vehicle is in the overrun phase of the coasting phase, whether a condition for a transition to the freewheeling phase of the coasting phase is fulfilled, and whether a transmission condition with elevated drag losses exists. If the motor vehicle is in the overrun phase of the coasting phase, if the condition for transition to the freewheeling phase is fulfilled, and if a transmission condition with elevated drag losses exists, then at least one further shifting element (D, E) is closed in addition to the shifting elements (A, B, C) of the driving gear, which are closed during the overrun phase of the motor vehicle.

Abstract: A method is disclosed for operating a multi-gear vehicle transmission in a motor vehicle during a coasting phase. The coasting phase includes an overrun phase with a driving gear engaged and a freewheeling phase with the neutral gear engaged. It is determined whether the motor vehicle is in the overrun phase of the coasting phase, whether a condition for a transition to the freewheeling phase of the coasting phase is fulfilled, and whether a transmission condition with elevated drag losses exists. If the motor vehicle is in the overrun phase of the coasting phase, if the condition for transition to the freewheeling phase is fulfilled, and if a transmission condition with elevated drag losses exists, then at least one further shifting element (D, E) is closed in addition to the shifting elements (A, B, C) of the driving gear, which are closed during the overrun phase of the motor vehicle.

Abstract: Disclosed is a method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging gears of the vehicle transmission. In a neutral gear, in which some of the shifting elements (A, B) are already actuated, a transmission input (1) is decoupled from a transmission output (2) of the vehicle transmission. In a driving gear the transmission input (1) is coupled to the transmission output (2) of the vehicle transmission by closing the shifting elements (A, B, C, D, E) associated with the driving gear, in order to propel the vehicle. With the neutral gear engaged a transmission condition is determined, and if a transmission condition with elevated drag losses exists, then in addition to the shifting elements (A, B) actuated in the neutral gear a shifting element (D) associated with a reversing gear of the vehicle transmission is also closed.

Abstract: A hydrodynamic torque converter (1) with a lock-up clutch (6) in the form of a disk clutch in a clutch space (9) and with a piston (7) for actuating the lock-up clutch (6). The lock-up clutch (6) has an end disk (63) and a first disk carrier (61), on which the end disk (63) is radially and axially supported. The end disk (63) is arranged on the side of the lock-up clutch (6) remote from the piston (7). The lock-up clutch (6) has a second disk carrier (62). A sealing element (64) is provided, on the second disk carrier (62), a sealing gap (12) is formed between the end disk (63) and the sealing element (64).

Abstract: A hydrodynamic torque converter (1) with a pump wheel (3) and with a turbine wheel (4), and with a torsion damper (8) and with an intermediate space (12) located between the turbine wheel (4) and the torsion damper (8), and with a torus formed by the pump wheel (3) and the turbine wheel (4) for hydraulic fluid. A flow-guiding wall (14) is provided, which deflects a radially outward flow of hydraulic fluid coming from the torus, back radially inward to the intermediate space (12).

Abstract: A hydrodynamic torque converter (1) with a lock-up clutch (6) in the form of a disk clutch in a clutch space (9) and with a piston (7) for actuating the lock-up clutch (6). The lock-up clutch (6) has an end disk (63) and a first disk carrier (61), on which the end disk (63) is radially and axially supported. The end disk (63) is arranged on the side of the lock-up clutch (6) remote from the piston (7). The lock-up clutch (6) has a second disk carrier (62). A sealing element (64) is provided, on the second disk carrier (62), a sealing gap (12) is formed between the end disk (63) and the sealing element (64).

Abstract: A hydrodynamic torque converter (1) with a pump wheel (3) and with a turbine wheel (4), and with a torsion damper (8) and with an intermediate space (12) located between the turbine wheel (4) and the torsion damper (8), and with a torus formed by the pump wheel (3) and the turbine wheel (4) for hydraulic fluid. A flow-guiding wall (14) is provided, which deflects a radially outward flow of hydraulic fluid coming from the torus, back radially inward to the intermediate space (12).

Abstract: A hydrodynamic torque converter (1) with a bridging clutch (6) and with a torsion damper (8), and with a piston (7) and with an intermediate space (9) between the piston (7) and the torsion damper (8). The piston (7) serves to actuate the bridging clutch (6). The torsion damper has a torsion damper wall (85) via which hydraulic fluid, flowing into the intermediate space (9), is guided toward the bridging clutch (6).

Abstract: A cover for an electronic device is provided that may include a connector housing integrally molded with the cover. The connector housing may define a cavity configured to receive a connector plug therein, and a plurality of connector springs may be configured to contact the connector plug when the connector plug occupies the cavity. The plurality of springs may be protected and, as such, may not be visible when the cover is removed from the electronic device.

Abstract: A cover for an electronic device is provided that may include a connector housing integrally molded with the cover. The connector housing may define a cavity configured to receive a connector plug therein, and a plurality of connector springs may be configured to contact the connector plug when the connector plug occupies the cavity. The plurality of springs may be protected and, as such, may not be visible when the cover is removed from the electronic device.

Abstract: A frame supports heat exchangers one in front of another in the direction of flow of cooling air, and includes two vertical walls interconnected by transverse walls, cross braces between the walls, and fastening points on the walls adapted to fasten the heat exchangers to the frame. Outwardly extending bulging sections in the vertical walls include an outer portion adapted to be secured to the vehicle support members to support the frame thereon, and an inner portion defining a space between vertical wall sections above and below the bulging section for receive projecting components of at least one heat exchanger. Connectors connect each of the fastening openings to the aligned flange openings, with the connectors including a head and a stem with an expandable end opposite the head retaining the connectors in the aligned openings. Hooks support the heat exchangers in the direction of air flow, with the connector stems supporting against at least some forces transverse to the direction of air flow.

Abstract: A vehicle radiator including inlet and outlet headers, a soldered core having a plurality of coolant flat tubes joining the inlet header and the outlet header with cooling fins on opposite sides of the coolant flat tubes, and a multifunction flat tube on at least one side of the core. The multifunction flat tube has a greater section modulus than the coolant flat tubes, and is soldered to adjacent cooling fins and the inlet and outlet headers whereby the multifunction flat tube carries coolant from the inlet header to the outlet header. The multifunction flat tubes each also have an inner flow resistance which is substantially smaller than the inner flow resistance of individual coolant flat tubes whereby more coolant flows through each multifunction flat tube than flows through an individual coolant flat tube per unit time.

Abstract: A frame supports heat exchangers one in front of another in the direction of flow of cooling air, and includes two vertical walls interconnected by transverse walls, cross braces between the walls, and fastening points on the walls adapted to fasten the heat exchangers to the frame. Outwardly extending bulging sections in the vertical walls include an outer portion adapted to be secured to the vehicle support members to support the frame thereon, and an inner portion defining a space between vertical wall sections above and below the bulging section for receive projecting components of at least one heat exchanger. Connectors connect each of the fastening openings to the aligned flange openings, with the connectors including a head and a stem with an expandable end opposite the head retaining the connectors in the aligned openings. Hooks support the heat exchangers in the direction of air flow, with the connector stems supporting against at least some forces transverse to the direction of air flow.

Abstract: A vehicle radiator including inlet and outlet headers, a soldered core having a plurality of coolant flat tubes joining the inlet header and the outlet header with cooling fins on opposite sides of the coolant flat tubes, and a multifunction flat tube on at least one side of the core. The multifunction flat tube has a greater section modulus than the coolant flat tubes, and is soldered to adjacent cooling fins and the inlet and outlet headers whereby the multifunction flat tube carries coolant from the inlet header to the outlet header. The multifunction flat tubes each also have an inner flow resistance which is substantially smaller than the inner flow resistance of individual coolant flat tubes whereby more coolant flows through each multifunction flat tube than flows through an individual coolant flat tube per unit time.

Abstract: A plate heat exchanger that is provided with an internal insert located between plates that form a channel. The insert takes the form of an additional plate that has guide channels with at least one inlet and one outlet which lead from one flow channel of one medium to another flow channel of the same medium. Sections of the additional plate that are free of guide channels are metallically connected to an adjacent heat exchanger plate. The guide channels are metallically connected to the other adjacent heat exchanger plate of the same channel.

Abstract: A plate heat exchanger that is provided with an internal insert located between plates that form a channel. The insert takes the form of an additional plate that has guide channels with at least one inlet and one outlet which lead from one flow channel of one medium to another flow channel of the same medium. Sections of the additional plate that are free of guide channels are metallically connected to an adjacent heat exchanger plate. The guide channels are metallically connected to the other adjacent heat exchanger plate of the same channel.