Schaeffler Technologies Ag & Co .Kg

Markus Klump

Reinhard Berger

Martin Vornehm

Stefan Winkelmann

Dietmar Lang

Marian Preisner

A method for controlling a creeping process of a motor vehicle with an internal combustion engine, a torque converter with a pump shell driven by the internal combustion engine and a turbine shell driving an automated transmission and a separation clutch disposed in the torque flow between the internal combustion engine and the torque converter, wherein a creeping process is initiated when a gas pedal for driver control of the internal combustion engine and a brake pedal are not actuated and a driving velocity of the motor vehicle is less than a predetermined value. In order to be able to perform the creeping process with converter slippage and also with slippage of the separation clutch a creep torque transmitted through the separation clutch is adjusted as a function of the slippage of the torque converter for initiating the creeping process and during the creeping process.

Method for controlling the creeping properties of a motor vehicle

A drive train of a motor vehicle with an internal combustion engine, a torque converter and a transmission, wherein a separation clutch is provided between the internal combustion engine and the torque converter. In order to be able to perform a creeping process at a certain creeping velocity, the separation clutch is operated slipping. This way, the gearing of the startup process can be configured long, even when using a so-called hard torque converter, without having to tolerate a creeping velocity, which is too high.

Method for controlling a creeping process and drive train configured for such method

A method for diagnosing damage in the shift control actuator of an automated manual transmission, involving at least one of the following steps: (a) determining a shift control actuator is damaged if an actual period needed for synchronizing a gear differs from a nominal time period for synchronizing the gear; (b) moving a shift-control actuator to a limit stop after selection of a gear, and determining a shift-control actuator is damaged if the limit stop that has been reached is an internal limit stop of the shift-control actuator and not a gear transmission limit stop; (c) determining the shift-control actuator is damaged if an actual speed during the overlap phase is not within a speed range within which the engine speed is expected to lie during the overlap phase.

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Buehlertal, Germany

Markus Klump