Abstract: The invention provides a process for regenerating a catalyst used for the hydrogenation of an aromatic species, consisting of several steps. First the system is purged with nitrogen, then air is metered in stepwise, and the addition of nitrogen is subsequently ended until only air is present.

Abstract: The invention relates to a method and an apparatus for operating an automated change-speed gearbox of a motor vehicle. The control device of the change-speed gearbox communicates via signals with a control unit of an anti-block control system. To allow particularly comforatable operation of the change-speed gearbox, the invention envisages that, as a function of signals from the control unit of the anti-lock control system, the change-speed gearbox is set to a neutral position, an appropriate gear ratio is determined and this gear ratio is engaged.

Abstract: The invention relates to a method and an apparatus for operating an automated change-speed gearbox of a motor vehicle. The control device of the change-speed gearbox communicates via signals with a control unit of an anti-block control system. To allow particularly comforatable operation of the change-speed gearbox, the invention envisages that, as a function of signals from the control unit of the anti-lock control system, the change-speed gearbox is set to a neutral position, an appropriate gear ratio is determined and this gear ratio is engaged.

Abstract: The present invention relates to an apparatus and method for controlling a torque transmitting system and the torque transmittable by the torque transmitting system in a power train of a vehicle with a transmission and an engine, and with at least one actuator controllable by a control unit, such as an actuating unit, for operating the torque transmitting system. This is accomplished in that, in at least one operating state, such as starting or acceleration state, the control unit shifts between at least two operating states of the torque transmitting system in which the system transmitting different torques, so that a different, such as a higher or a lower, torque can be selected and transmitted in the respective operating states for providing a different, such as a higher or a lower, torque to power the vehicle.

Abstract: The invention relates to the control of an automatic clutch in the drive train of a motor vehicle having a gearbox which can be changed arbitrarily by the driver between drive positions and idle (isolation of gearbox input and gearbox output). During idling, the clutch is essentially kept disengaged in order to reduce noise (gearbox rattling), but is temporarily closed at intervals for very short periods of time, in order to reset a temperature drift of an actuator unit which operates the clutch and which assumes a self-adjusting position when the clutch is engaged. The air conditioning system is switched off temporarily when, during idling, the clutch is engaged temporarily in order to eliminate the risk of rattling noise of the gearbox due to the air conditioning system being on.

Abstract: The present invention relates to an automatic clutch intended for an engine-transmission unit in a vehicle with random gear changing. The gearbox comes into action automatically as soon as it has recognized the driver's intentions. Furthermore, the gear lever shift, the speed and the engine torque of the vehicle as well as the brake system action are monitored. As soon as the gear lever has shifted and the speed or the torque has fallen sufficiently and/or the brake system is actuated, the clutch is released.

Abstract: An automatically controllable clutch is arranged between the engine and the driving wheels in the transmission line of a motor vehicle. A transmission can be shifted arbitrarily or manually between idling and at least one driving position. An accelerator pedal or the like control the power of the engine, and a control device controls the clutch as a function of defined parameters detected by assigned sensors. When the driving position is engaged and the accelerator pedal is not operated, the clutch operates at its gripping point and transmits a low torque which is sufficient for a creeping of the vehicle on a level road or at a very low tractive resistance. When an approximated synchronism of the clutch input and the clutch output has been reached during the phase with an engaged driving position and while the accelerator pedal is not operated, the clutch is closed when the accelerator pedal is operated while maintaining the synchronism.

Abstract: Disclosed is an automatic clutch intended for an engine-transmission unit in a vehicle. When in the closing stage, the clutch works under contact overpressure conditions, so that the torque transmitted by the clutch is higher by a set quantity than the engine generated torque. At low external temperature, the contact overpressure is reduced, resulting in a shorter clutch adjustment path and in less energy being required for clutching, thereby compensating for the greater stiffness of the clutch control element.

Abstract: The power train of a motor vehicle has an automated clutch which can transmit torque from a prime mover to a transmission in response to signals from an electronic control unit. The latter causes the clutch to transmit a constant torque during a first interval, to thereupon transmit a gently varying torque during a second interval if the operator of the motor vehicle fails to carry out certain necessary operations prior to elapse of the first interval, and to thereafter transmit a pronouncedly varying torque during a third interval if no remedial undertakings were completed during the second interval. The third interval is cut short if the engine tends to choke, and the full or shortened third interval can be followed by a fourth interval corresponding to the first interval or by a further interval corresponding to the second interval.

Abstract: The invention concerns an automatic clutch in the drive train of a motor vehicle having a transmission with manual or voluntary selection of the different gears. After a gear-change, the engagement of the clutch is controlled as a function of the shift speed during the gear-change, such that, at high shift speeds, only a shortened clutch slip phase can occur.

Abstract: Disclosed is an automatic clutch for an engine-transmission unit in a vehicle with random gear changing. A sensor technology is used for determining the parameters to be taken into account for the automated clutch control. The sensing device includes a speed or driving notch display, so that, when normally changing the gear or driving notch, the transition over the neutral gear or idle is not displayed.

Abstract: The invention concerns an automatic clutch in a motor vehicle drive train with a manually operated gearshift. If an accelerator pedal or the like used to control the engine and a vehicle service brake are not activated, the clutch is set at a creeping moment when a gear is engaged and the engine is running. When the service brake is actuated, this creeping moment is maintained for a predetermined time interval, decreased or suppressed in a time-delayed manner.

Abstract: Disclosed is an automatic clutch intended for use in an engine-transmission unit of a vehicle. When starting up, the clutch transmits first a high torque for a very slow speed, which is then reduced after a set lapse of time if a threshold value is exceeded.

Abstract: An automatic clutch between a motor vehicle engine and drive train with a manually shifted gearbox disposed on the clutch output side. Rotational speed differences between the clutch input and output detected by sensor technology are taken into consideration when the clutch is engaged. If the signals from the sensing elements for the rotational speed on the output side fail, replacement signals are calculated from other parameters.

Abstract: In a vehicle in whose drive train a manually shifted transmission with automated clutch actuation is located, in order to suppress improper actuations of the clutch, an inhibition time is applied to the signal activating an intended shifting function.

Abstract: The invention concerns an automatic clutch in a motor vehicle drive train. An automatic control device constantly determines values for the travel of an adjusting unit actuating the clutch and associated values of the moment transmitted by the clutch in order to establish whether the travel available is sufficient to reach a threshold value of the transmitted coupling moment. A warning signal is optionally emitted.

Abstract: The invention concerns an automatic clutch in a motor vehicle drive train. During travel, the clutch is controlled with excess contact pressure such that the transmissible moment of the clutch exceeds the engine torque by a predetermined amount. At low speeds or in low gears and/or when travelling slowly, the amount of excess contact pressure is considerably reduced. At high speeds or in high gears and/or at when travelling fast, the clutch is set at the maximum transmissible moment.

Abstract: This invention relates to an automatically controlled clutch in a motor vehicle drive train. Rotational speed differences between the clutch input and the clutch output are determined by a computer from rotational speeds of the vehicle engine, on the one hand, and rotational speeds of the vehicle drive wheels, on the other hand. Variations of a frequency which is characteristic of resonant frequencies in the drive train when the clutch is closed are not taken into account.

Abstract: In a vehicle having an automatically actuatable clutch arranged in the drive train between engine and transmission, the clutch is released or maintained released in the event of a brief interruption in the power supply to the clutch control device while activation of the clutch control device still exists.

Abstract: An automatically controlled clutch is arranged between the engine and the driving wheels in the transmission line of a motor vehicle having a transmission which can be shifted manually in an arbitrary manner between idling and driving positions. A control device used for operating the clutch constantly determines the operating performance of the clutch and stores correspondingly adapted characteristic values.