Abstract: A method of controlling a transmission brake of an automated change-speed transmission having a control cylinder, that is pressurized by inlet and outlet valves, and an upstream main cut-off valve by which a nominal pressure, supplied to the control cylinder, is regulated. Functional deviations of the transmission brake can be considered during a shifting operation, when the transmission is in neutral, the motor coupling clutch is disengaged and the transmission brake is engaged. The rotational speed gradient and the mass of the transmission components to be braked are determined and used to calculate the current braking torque of the transmission brake. The current braking torque relates to the current regulated nominal pressure, and the determined values are stored in a control unit and used during subsequent actuation of the transmission brake.

Abstract: A method of controlling an automatic transmission of a vehicle in which a hold gear function is activated by a driver request and deactivated depending on a return condition. The method comprises the step of (a) determining the return condition by a change in operating state, and (b) deactivating the hold gear function if a temporary operating state, for which the hold function is requested, ends and a change takes place between one of uphill driving and downhill driving and between driving one of up and down a hill and driving on a same plane.

Abstract: A method of controlling a pneumatic actuator for actuation of a pneumatically actuated device. The actuator comprises a piston and a pneumatic cylinder, the piston is arranged to move axially within the pneumatic cylinder. The piston is moved as a function of a pressure in a pressure chamber of the pneumatic cylinder, and the pressure in the pressure chamber is adjusted by a control unit which controls at least a valve and/or a pressure regulator and/or a pressure generating device. A pilot control component, for the control, is determined as a function of at least a sliding friction force and/or at least a static friction force of the pneumatic actuator.

Abstract: A gearshift control method for a motor vehicle whose drive train comprises a turbo-charged combustion engine, a startup clutch and a shift clutch and an automatic stepped transmission, in which drive engine torque deficiencies, that occur during the build-up of load at the end of a tractive upshift, are avoided without assisting the engine with an additional device or increasing the charge pressure. The method provides that the engine accelerates at the earliest, after the disengagement of the load gear, and at the latest, at the start of the load build-up after the engagement of the target gear up to the boost threshold speed or an engine speed which is slightly above the boost threshold speed, and is loaded, during the load build-up, with a largely constant engine speed beyond the intake torque of the engine to nearly the full load torque, before slipping of the friction clutch ends.

Abstract: In the method for providing assistance to the driver of a motor vehicle, in particular a motor vehicle comprising a semi-automatic or an automatic transmission, it is recognized, during the starting process, whether the holding torque of the vehicle is greater than the engine intake torque in the current gear. In the event that a current torque is greater than the engine intake torque in the current gear or if no gear is engaged or called for, in the first forward gear, emitting a signal which indicates to the driver the need to use the holding brake of the vehicle and/or a transmitting a signal to the brake control system of the vehicle to impose a brake pressure in the service brake and/or in the holding brake.

Abstract: A method of controlling an automatic transmission of a vehicle in which a hold gear function is activated by a driver request and is deactivated depending on a return condition. To allow an effective, safe to operate, and comfortable use, the return condition depends on one of the following criteria or a useful combination of the same: a flexible time span, consideration of the vehicle stand still time; a rotational speed of the vehicle engine, or one or several parameters which correlate with the engine rotational speed, a new, the same, or a different drive request by the driver, a change in the operating condition of the vehicle, and a plausibility check occurring during the startup procedure.

Abstract: A method of controlling shifting in a transmission having a first partial transmission, designed as a dual-clutch transmission, which comprises first and second clutches by which the dual-clutch transmission can be functionally connected to a turbocharged internal combustion engine. A second partial transmission is arranged in the drive-train, downstream of the dual-clutch transmission, which is in the form of a main transmission that shifts with traction force interruption. To at least reduce traction power loss of the turbocharged engine after a traction shift, during a traction shift involving a gearshift in the main transmission, the clutches are at least partially engaged so as to be braced against one another and produce a torque that acts in opposition to the drive engine by virtue of which, during the traction shift, the supercharge pressure of the drive engine is largely maintained, or at least built up shortly after the traction shift.

Abstract: A method of controlling shifts in a vehicle transmission, for example a utility vehicle, having a transmission or partial transmission designed as a dual-clutch transmission that shifts as a without traction force interruption. The transmission comprises a dual clutch having a first clutch and a second clutch that are functionally connected to a drive engine, and a transmission or partial transmission comprises a main transmission that shifts with traction force interruption and is connected to a drive-train downstream from the dual-clutch transmission. During shifts in the main transmission that is connected downstream from the dual-clutch transmission, the dual clutch is operated, by pre-loading the two clutches, as a transmission brake and/or an engine brake for adapting the speed of components to be shifted so as to enable short shifting times and ensure comfortable and reliable driving operation.

Abstract: A method of adapting the characteristic curve of clutches in a partial dual-clutch transmission of a vehicle, for example a utility vehicle, having a first partial transmission in the form of a dual-clutch transmission (DKG) having a dual clutch (DK) that includes a first clutch (K1) and a second clutch (K2), which can be functionally connected to a drive engine (M), and a second partial transmission in the form of a main transmission (HG) which shifts with traction force interruption and which is arranged downstream from the dual-clutch transmission (DKG) in a drive-train. To achieve reliable and precise clutch control and a consistently high level of shifting comfort, the characteristic curve adaptation of the first and the second clutches (K1, K2) is carried out with the assistance of a pre-loading of the first and the second clutches (K1, K2), while the main transmission (HG) is in a neutral position.

Abstract: A method of controlling an automated variable-speed transmission in a drivetrain of a motor vehicle having all-wheel drive in which, during driving operation under difficult ground conditions, measures are provided for suppression of the automatic shift processes. To reliably prevent undesired automatic shift processes when the vehicle is in an all-wheel drive mode on difficult terrain, particularly also in combination with active differential locks, currently active traction-related mechanisms are evaluated by a plausibility check taking into account detection of wheel slippage, and the measures for suppressing automatic shift processes are carried out as a function of the evaluation.

Abstract: A gearshift control method for a motor vehicle whose drive train comprises a turbo-charged combustion engine, a startup clutch and a shift clutch and an automatic stepped transmission, in which drive engine torque deficiencies, that occur during the build-up of load at the end of a tractive upshift, are avoided without assisting the engine with an additional device or increasing the charge pressure. The method provides that the engine accelerates at the earliest, after the disengagement of the load gear, and at the latest, at the start of the load build-up after the engagement of the target gear up to the boost threshold speed or an engine speed which is slightly above the boost threshold speed, and is loaded, during the load build-up, with a largely constant engine speed beyond the intake torque of the engine to nearly the full load torque, before slipping of the friction clutch ends.

Abstract: A method for drive control of a motor vehicle in a drive train which comprises a drive engine built as a turbo-charged internal combustion engine, a startup and shifting clutch built as an automated friction clutch, and a transmission built as an automatic stepped transmission. The method overcomes drive engine torque deficiencies while traveling in which such torque deficiencies occur when the driver demands power corresponding to a target torque of the drive engine which is above the spontaneously attainable maximum torque. To avoid downshifting or starting from standstill, initially the clutch is disengaged up to slipping operation, the drive engine is then accelerated to the boost threshold speed or an engine speed which is slightly above the boost threshold speed, and the drive engine is then loaded up to substantially the full load torque with a substantially constant engine speed before the slipping operation of the clutch ends.

Abstract: A method for determining a startup gear in a motor vehicle for starting from standstill while maintaining a load limit of the clutch in a the drive train which comprises a drive engine built as an internal combustion engine, a friction clutch, and an automatic stepped transmission. To avoid overloading the clutch, the method determines a load-independent startup gear with which startup would occur under the present starting conditions without considering the current load state of the clutch and without complying with a load limit of the clutch. A load-specific startup gear is determined as the highest startup gear, with which during a startup under the present starting conditions, a predefined load limit of the clutch would be maintained with consideration given to the present load state of the clutch. The startup gear is the lowest of the load-independent startup gear and the at least one load-specific startup gear.

Abstract: A method for startup control of a motor vehicle whose drive train comprises a drive engine built as a turbo-charged internal combustion engine, an automated friction clutch, and an automatic stepped transmission, with a startup which is triggered by the activation of the gas pedal from the stationary state, after engagement of a determined startup gear. The driven engine, in conjunction with coordinated engagement of the friction clutch, is controlled from the idle speed to a startup speed and from the idle torque to a determined startup torque. To reduce the load on the friction clutch, the method provides that the lowest possible engine speed, which can be generated spontaneously under load from the idle speed depending on the dynamic operating characteristics of the drive engine and with which the drive engine can generate the determined startup torque, is determined and set as the startup speed.

Abstract: A self-boring screw (2) having a boring section (6) attached to the free end of the screw shaft (4), two vanes (12) radially protruding from the boring section, the edges of the vanes facing toward the boring tip (8) of the boring section (6) being configured as boring blades (13). The boring section (6) includes a chip discharge zone (14) that is configured such that the edges of the vanes (12) facing toward the boring tip (8) forms a cutting point (S) with a boring radius (16), the cutting point having a distance (A) to the screw shaft (4) that is at least ? of the cutting edge length of the bore tip (8). The chip discharge zone (14) makes it possible that the chips produced by the boring blade (10) at the boring tip (8) can be discharged freely and without buildup.

Abstract: A method of operating a vehicle drive train (1) comprising a combustion engine (2), a turbo charger (22) assigned to the combustion engine, a mechanism for the injection of additional compressed air into an air intake system (8) of the combustion engine (2), a start and shift clutch (60), and a transmission (62). To optimally prepare and execute a start procedure of such an equipped vehicle, additional compressed air is only injected into the air intake system (8) of the combustion engine (2) if, depending upon the actual operating situation of the vehicle, the injection of additional compressed air benefits the safety of the driver, fuel consumption, drive comfort and/or the clutch wear.

Abstract: A method of operating a drive train of a motor vehicle that has at least an automatic transmission and a drive unit. A starting rotational speed is determined for starting the motor vehicle, and a starting process is initiated with the determined starting rotational speed by engaging a starting element, in particular a starting clutch. The starting rotational speed may be individually set by a driver in such a way that, when the automatic transmission is in the neutral position, the engine speed of the drive unit may be determined by the driver by actuating the accelerator pedal, and that once the automatic transmission is shifted from the neutral position to a either a forward gear or a reverse gear, the engine speed of the drive unit, prevailing during the shift of the automatic transmission, is used as the starting rotational speed.

Abstract: In order to achieve a comfortable starting process with low wear, a braking torque, set by the driver by way of a brake pedal, an acceleration torque, requested by the driver via the accelerator pedal, and a holding torque, required for holding a motor vehicle on a gradient, are determined, and the engagement of the starting clutch, as well as the release of the service brake, are coordinated such that during the release of the service brake, the sum of the clutch torque and braking torque corresponds to the holding torque, and the clutch torque of the starting clutch is increased by the acceleration torque only when the service brake has been largely released.

Abstract: A method of controlling an automated friction clutch in a drivetrain of a motor vehicle between a drive motor and a manual transmission. During clutch actuation, at least one operating parameter of the friction clutch is detected by a sensor and from variation of the operating parameter at least one adaptation parameter is derived for correcting a control parameter of the associated clutch control element. To obtain information about variation of the clutch release force and to improve the control of an associated clutch control element, the friction clutch is fully disengaged with constant control or actuation of the clutch control element. During the disengagement process, the release travel path is determined as a function of release time, and from the time variation of the release travel path, a characteristic value is determined which is used to determine an adaptation parameter for correcting the control parameter of the clutch control element.

Abstract: In the method for providing assistance to the driver of a motor vehicle, in particular a motor vehicle comprising a semi-automatic or an automatic transmission, it is recognized, during the starting process, whether the holding torque of the vehicle is greater than the engine intake torque in the current gear. In the event that a current torque is greater than the engine intake torque in the current gear or if no gear is engaged or called for, in the first forward gear, emitting a signal which indicates to the driver the need to use the holding brake of the vehicle and/or a transmitting a signal to the brake control system of the vehicle to impose a brake pressure in the service brake and/or in the holding brake.