Abstract: A vehicle transmission includes a hydraulic circuit and a control unit. The control unit is configured to: obtain (20) a target pressure specification; convert (26) the target pressure specification into a target volume flow rate; determine (42) a valve volume flow rate as a function of the target volume flow rate and as a function of parameters that represent system properties of the hydraulic circuit; determine (46) a pressure drop at a valve due to flow forces as a function of the valve volume flow rate; determine (48) a compensated valve output pressure as a function of the valve volume flow rate and the pressure drop; determine (58) the electric control current as a function of the compensated valve output pressure; and activate a valve with the electric control current.

Abstract: A vehicle transmission includes a hydraulic circuit and a control unit. The control unit is configured to: obtain (20) a target pressure specification; convert (26) the target pressure specification into a target volume flow rate; determine (42) a valve volume flow rate as a function of the target volume flow rate and as a function of parameters that represent system properties of the hydraulic circuit; determine (46) a pressure drop at a valve due to flow forces as a function of the valve volume flow rate; determine (48) a compensated valve output pressure as a function of the valve volume flow rate and the pressure drop; determine (58) the electric control current as a function of the compensated valve output pressure; and activate a valve with the electric control current.

Abstract: A drag torque reduction device for an automatic transmission includes a hydraulic controller with a radiator. In one embodiment, the drag torque reduction device also includes a parallel connection of a pressure relief valve, a constant aperture and a temperature-dependent, switchable aperture positioned upstream of the radiator. In another embodiment, the drag torque reduction device includes an overflow cooling oil diversion with a temperature-dependent, switchable aperture and a pressure relief valve that is positioned upstream of the radiator.

Abstract: A system comprising an adjustment unit installed in an aircraft and configured to adjust a descent trajectory and associated prediction calculations as a function of an adjustment parameter. The system comprises information processing units for automatically calculating, on the ground and from recorded flight data, an effective value of a calculation parameter, and a corresponding theoretical value of the calculation parameter, with the help of an auxiliary performance database which is identical to a performance database installed in the aircraft, for identical flight conditions, and for deriving therefrom the adjustment parameter that will be used subsequently by the adjustment unit.

Abstract: A drag torque reduction device for an automatic transmission includes a hydraulic controller with a parallel connection of a pressure relief valve, a constant aperture and a temperature-dependent, switchable aperture that is positioned upstream of a radiator relative to a flow of fluid to the radiator. The parallel connection is disposed between a first control edge of a converter switching valve and a first line. The first line leads to both to the radiator and through a check valve to the converter ring. The first control edge of the converter switching valve is open and lubricating oil flows through the parallel connection when the converter switching valve is in a first switching position. The first control edge of the converter switching valve is closed and lubricating oil does not flow through the parallel connection when the converter switching valve is in a second switching position.

Abstract: A drag torque reduction device for an automatic transmission includes a hydraulic controller with a diversion for excess cooling oil into an oil sump that is positioned upstream of a radiator relative to a flow of fluid to the radiator. The diversion includes a temperature-dependent, switchable aperture and a switching valve. The temperature-dependent, switchable aperture is configured to close above a temperature threshold. The switching valve is configured to close above a threshold pressure.

Abstract: A drag torque reduction device for an automatic transmission includes a hydraulic controller with a radiator. In one embodiment, the drag torque reduction device also includes a parallel connection of a pressure relief valve, a constant aperture and a temperature-dependent, switchable aperture positioned upstream of the radiator. In another embodiment, the drag torque reduction device includes an overflow cooling oil diversion with a temperature-dependent, switchable aperture and a pressure relief valve that is positioned upstream of the radiator.

Abstract: In a method for operating an automatic transmission having multiple frictional-locking shifting elements and at least one positive-locking shifting element, for the representation of a transmission ratio stage, at least three shifting elements are closed. For a shifting process between two specified transmission ratio stages, at least two shifting elements are opened and at least two shifting elements, including at least one positive-locking shifting element and at least one frictional-locking shifting element, are closed. In the chronological sequence of the shifting process, the closing of the positive-locking shifting element takes place only after all frictional-locking shifting elements are closed.

Abstract: A system comprising an adjustment unit installed in an aircraft and configured to adjust a descent trajectory and associated prediction calculations as a function of an adjustment parameter. The system comprises information processing units for automatically calculating, on the ground and from recorded flight data, an effective value of a calculation parameter, and a corresponding theoretical value of the calculation parameter, with the help of an auxiliary performance database which is identical to a performance database installed in the aircraft, for identical flight conditions, and for deriving therefrom the adjustment parameter that will be used subsequently by the adjustment unit.

Abstract: A method and device for automatically determining an optimized approach and/or descent profile for an aircraft are provided. The device comprises means for optimizing an approach and/or descent profile of an aircraft avoiding long and steep geometric segments, the device to this end inserting an idle segment, if it satisfies the restrictions, in the profile relating to the descent phase and/or to the approach phase, wherein said idle segment can be followed by a geometric segment.

Abstract: Method and device for automatically determining an optimized approach profile for an aircraft. The device provides for a flexible configuration change speed which is not limited to the standard single predetermined configuration change speed in order to prevent segments which are not authorized, in particular segments which are too steep, the following configuration (Ci+1) being able to be maintained during a configuration change in an upstream direction until the corresponding speed profile reaches a maximum speed.

Abstract: In a method for operating an automatic transmission (1), comprising multiple frictional-locking shifting elements (B, C, D, E) and at least one positive-locking shifting element (A, F), whereas, for the representation of a transmission ratio stage and thus a power flow through the automatic transmission (1), at least three shifting elements are closed, whereas, for a shifting process between two specified transmission ratio stages (“7” and “3”), at least two shifting elements (D, E) are opened and at least two shifting elements (B, F), including at least one positive-locking shifting element (F) and at least one frictional-locking shifting element (B), are closed, in the chronological sequence of the shifting process, the closing of the positive-locking shifting element (F) takes place only after all frictional-locking shifting elements (B) are closed.

Abstract: Method and device for automatically determining an optimized approach profile for an aircraft. The device provides for a flexible configuration change speed which is not limited to the standard single predetermined configuration change speed in order to prevent segments which are not authorized, in particular segments which are too steep, the following configuration (Ci+1) being able to be maintained during a configuration change in an upstream direction until the corresponding speed profile reaches a maximum speed.

Abstract: A method and device for automatically determining an optimised approach and/or descent profile for an aircraft are provided. The device comprises means for optimising an approach and/or descent profile of an aircraft avoiding long and steep geometric segments, the device to this end inserting an idle segment, if it satisfies the restrictions, in the profile relating to the descent phase and/or to the approach phase, wherein said idle segment can be followed by a geometric segment.