Zf Friedrichshafen Ag

Markus Eisele

Karlheinz Mayr

Hubert Remmlinger

Jürgen Blaser

Walter Kill

Harry Nolzen

Michael Sauter

Jochen Fischer

Robert Ingenbleek

Martin Dietrich

Thilo Schmidt

Mario Steinborn

Franz Bitzer

Rupert Kramer

Bernd Fessler

Ulf Lang

Wilhelm Moser

Alain Tierry Chamaken Kamde

Friedrich Reiter

Otto Lutz

Franz Sorg

Michael Walser

Thomas Vogt

Harm Adams

Torsten Buchner

Michael Weber

Ralf Baus

Yvonne Wiegand

Patrick Breidenbach

Benjamin Winkler

Juergen Blaser

The present invention relates to a method for resolving a tooth-on-tooth position of a positive-locking shifting element of an automated manual transmission, in which gear steps of the automated manual transmission are changed by means of a pressure-medium-actuated shift actuator. If, during a change of a gear step of the automated manual transmission, a tooth-on-tooth position occurs at the interlocking shifting element, then the control of the pressure-medium-actuated shift actuator is varied in such manner as to resolve the tooth-on-tooth position. A control unit for carrying out the method is also disclosed.

Method and control unit for resolving a tooth-on-tooth position of a positive-locking shifting element of an automated manual transmission

A method for operating a motor vehicle that has an internal combustion engine and an automated manual transmission, connected between the engine and a drive output. The transmission includes a shifting element group with a plurality of shifting elements. The transmission further includes an oil pump and an electric machine, both of which are integrated in the transmission and coupled to an input shaft of the transmission. The oil pump delivers a flow of transmission oil for cooling the shifting element group and cooling the electric machine, and the shifting elements of the shifting element group are controlled and shifted by an actuator system that is independent of the oil pump. When the motor vehicle is at rest, the oil pump is driven by the electric machine in order to cool the electric machine while the motor vehicle is at rest.

Control method and control unit for a vehicle drivetrain

A method for operating a motor vehicle having an engine and an electric machine, a transmission, a battery, and an exhaust treatment system having a particulate filter. The battery discharges during a charge-depleting mode of the electrical machine and charges when the electrical machine operates as a generator such that the battery charge state moves between lower and upper limits. If a filter regeneration requirement is detected, the filter is regenerated by raising the temperature of the exhaust gas. When the need for filter regeneration is detected, the battery is discharged to below the lower limit, in the charge-depleting mode of the electrical machine, prior to the regeneration. Subsequently, to regenerate the filter, the engine is operated to raise the exhaust gas temperature by increasing the torque provided by the engine, and the electric machine operates as a generator to charge the battery and/or operate an auxiliary electrical load.

Method and controller for operating a motor vehicle

A method for operating a drive-train of a motor vehicle. The drive-train having a transmission connected between a drive aggregate and a drive output. A hydrodynamic starting element is connected between the drive aggregate and transmission. The starting element includes a converter and converter lock-up clutch. A Power Take-Off (PTO) can be coupled to the drive aggregate on the drive aggregate side to take up drive torque delivered by the drive aggregate. In order to determine the torque taken up by the PTO, the lock-up clutch is operated in a rotational-speed-regulated manner at least when the PTO is coupled to the drive aggregate in order to set a defined target slip at the lock-up clutch. As a function of the actuation pressure of the lock-up clutch required for setting the target slip when the PTO is coupled, the torque taken up by the PTO is determined.

Method and control unit for operating a drivetrain of a motor vehicle comprising a power take-off

A method for operating a drive-train of a motor vehicle with a drive aggregate in the form of a hybrid drive system () which comprises at least one electric machine (), an internal combustion engine (), a transmission (), a drive output () and a brake system which comprises at least one wear-free permanent brake (). When a braking torque is required, the braking torque is distributed between the electric machine () and the wear-free permanent brake (). At the beginning of a braking torque demand, the required brake torque is provided exclusively by the electric machine (). Thereafter, as a function of characteristics of the wear-free permanent brake, the braking torque demand is transferred, in a controlled manner, from the electric machine to the wear-free permanent brake () so that the sum of the braking torques provided at the drive output () corresponds to the required braking torque.

Method for operating a drive train

A method of coupling a combustion engine of a parallel-hybrid drive train via a clutch positioned between the engine and an electric machine with the clutch device initially disengaged, the engine rotational speed approximately at an engine idling rotational speed, and the machine rotational speed larger than the engine idling rotation speed. When a request is made for a drive torque value which is larger than a torque threshold, the engine rotational speed is brought to a rotational speed value above the machine rotational speed and the clutch is slipping engaged once the rotational speed value is reached, while the engine, when the drive train decelerates and a request is made to couple the engine, is brought into deceleration cancellation and the engine rotational speed is brought up to the machine rotational speed while engaging the clutch and dependent on a transfer ability of the clutch.

Method for coupling an internal combustion engine of a parallel-hybrid drive train

A motor vehicle with a hybrid drive system () comprising an internal combustion engine and an electric machine, one of an automatic or automated transmission () connected between the hybrid drive () and a drive output () and a driver-operated element (). The driver-operated element () has several conditions that can be selected by a driver with which one of a number of driving ranges or one of several groups of gears are associated for operation of the transmission. The driver-operated element () has at least one condition that can be selected by the driver with which, alternatively or in addition to a driving range or group of gears, a hybrid function mode is associated.

Motor vehicle

A method of shifting an automatic transmission of a motor vehicle having a hydrodynamic converter (). The method comprising the steps of detecting a presence of predetermined stopping conditions; determining that a driver of the motor vehicle intends to cause the motor vehicle to change from a driving state to a stopped state, based on the presence of one of the predetermined stopping conditions; and automatically shifting the automatic transmission () into a standby mode, before the driving state has concluded. The shifting into the standby mode typically occurs when a rotational speed of the hydrodynamic converter () decreases to less than a rotational speed () of a motor and the retarder apparatus (), of the automatic transmission, is disengaged no later than a time by which shifting into the standby mode occurs.

Method for shifting a motor vehicle automatic transmission with a hydrodynamic torque converter when the vehicle comes to a stop

A method of influencing an automated transmission of a motor vehicle having a tractional resistance detection unit, the method comprising the steps of reading data, via the tractional resistance detection unit, containing at least information about a torque of a drivetrain, a rotational speed of the drive train, and an acceleration of the vehicle, determining the external tractional resistance of the vehicle based upon the read data, and influencing the shift program by at least one of activation, adaptation and variation of the shift program, on a basis one of an actual and a statistically prepared data about the external tractional resistance of the vehicle.

Method for influencing an automatic gearbox, taking into consideration the tractional resistance

Method for control of a proportional magnet comprising a magnet core, a magnet armature, a magnet coil for operating a control element in a shift valve or a proportional pressure-control valve, particularly a pressure-control valve for clutch operation in an automatic motor vehicle transmission, and comprising an electronic control device, whereby the magnet core may be moved back and forth between a control region and a hold region with a magnetic hold position of the magnet armature and a defined transition from the control region to the hold position may be executed and whereby mechanisms are provided for recognition of the movements of the magnet armature.

Method for control of a proportional magnet with a hold function

A method for determining characteristic parameter values within a transmission that includes, for example, hydraulically-operated shifting elements, hydro-dynamic brakes, and hydro-dynamic torque converters. Slip regulation is used to determine the actual slip at a transmission element, whose characteristic parameter values are to be determined, before engagement. This element to be adapted is activated by means of pressure application, and thus a specified slip is set that is clearly different from the actual slip at lower torques. The applied pressure or flow may be determined from the set slip, and occurrence of a set slip allows the occurring pressures to be determined.

Method for determination of characteristics of a transmission

A proportional pressure control valve is described capable of serving as a pilot, servo or direct control valve and having a pressure reducing function and a pressure maintaining function. The valve is comprised essentially of a valve housing ( ) with inlet and outlet ports ( ), a control element ( ), an armature rod ( ) and a proportional magnet ( ). The proportional magnet ( ) is an assembly of a magnet core ( ), a magnet armature ( ) and a magnet coil ( ), whereby the proportional magnet ( ) when in its range of operation possesses a nearly constant magnetic strength. In accord with the invention, when in a holding position of the magnetic armature ( ) the smallest possible gap ( ) exists between the magnet armature ( ) and the magnet core ( ). This gap is so dimensioned that the magnetic force between the two said components ( ) in the holding position is greater than the magnetic force in the operational area of the proportional magnet ( ) and that the magnetic armature ( ) can be made fixed in position by this said magnetic force.

Propotional control pressure valve

A proportional pressure control valve serves as a direct control valve with a pressure reducing function and a pressure holding function. The valve, includes a valve housing ( ) with inlet and outlet . ports ( ), a control element ( ) which has a feedback facility, an armature rod ( ) and a proportional magnet ( ). The proportional magnet is comprised of a magnet core ( ), a magnet armature ( ) and a magnet coil ( ), wherein this proportional magnet ( ) in its operational range possesses a nearly constant magnetic force. In accordance with the invention, in a holding position of the magnet armature ( ), the smallest axial space ( ) between the magnet armature ( ) and the magnet core ( ) is so dimensioned, first, that the magnetic force between these two components ( ) when in the holding position is greater than the magnetic force in the operational zone of the proportional magnets ( ), and second, that the magnet armature ( ) can be fixed in the holding position by this magnetic force.

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Friedrichshafen, Germany

Markus Eisele