Zf Friedrichshafen Ag

Luk Lamellen Und Kupplungsbau Beteiligungs Kg

Luk Getriebe-systeme Gmbh

Daimler-benz Ag

Zf Cv Systems Global Gmbh

Zf Friedrichscafen Ag

Thomas Jäger

Roland Mair

Florian Schneider

Martin Zimmermann

Martin Vornehm

Mario Steinborn

Reinhard Berger

Gunter Hirt

Holger Stork

Matthias Winkel

Christoph Rüchardt

Jürgen Eich

Michael Salecker

Robert Fischer

Franz Bitzer

Klaus Henneberger

Rupert Kramer

Marcus Gansohr

Georg Schneider

Volker Kretz-Busch

Martin Eckert

Reiner Kneer

Rainer Petzold

Franz Kosik

Anton Fritzer

Alexander Schweizer

Peter Herter

Thomas Grass

Werner Wolfgang

Mario Jung

Norbert Wiencek

Thomas Rammhofer

Andreas Deimel

Ulrich Reith

Rainer Eidloth

Jens Martin

Jochen Breuer

Klaus Kupper

Andreas Pfeiffer

Hubert Friedmann

Bernhard Boll

Martin Brandt

Otto Ebner

Mauro Cesar Zanella

Oliver Amendt

Klaus Küpper

Rudolf Kalthoff

Andelko Vesenjak

Jörg Kurth

Carsten Weinhold

Frank Bast

Ralf Enderlin

Michael Walser

Ramon Cordt

Bernd Apfelbacher

Stefan Bemetz

Horst Aepker

Achim Chiandetti

Hans-J&uuml;rgen Renk

Jannik Müller

Frank Jauch

Mario Kaller

Melchor Moro-Oliveros

A connecting system may be included for connecting tractor utility interfaces to corresponding trailer utility interfaces. Without limitation, the connecting system may include a trailer adapter that has a trailer adapter connector and a fastener, where the trailer adapter is configured to be releasably connected to the respective trailer utility interfaces, and where the fastener is configured to releasably fasten the trailer adapter to the trailer. The connecting system may also include a tractor adapter that has a tractor adapter connector and a positioning device, where the tractor adapter connector is configured to be connected to the respective tractor utility interfaces, and where the positioning device is configured to automatically move the tractor adapter connector in relation to the tractor in order to position the tractor adapter connector on the trailer adapter connector to obtain a functional connection between the respective utility interfaces.

Connecting system and tractor linkage

A device for controlling a signal connection in a vehicle is presented. The signal connection represents a connection between at least one control unit in a vehicle and at least one actuator in the vehicle. The device is configured to establish, and/or monitor, and/or disconnect the signal connection based on an input signal.

Device and method for controlling a signal connection of a vehicle

A method for controlling a pneumatic actuator () of a transmission having at least one sealing element () that is arranged between two elements () of the actuator () that move relative to one another, and within a specifiable operating temperature range in which a leakproofness of the actuator () is ensured. The pneumatic actuator is acted upon with compressed air from an air supply system for actuating a transmission component. When a temperature of the actuator () is below a glass transition temperature of the at least one sealing element (), the actuator () is acted upon with pre-heated compressed air from the air supply system to warm up the at least one sealing element () above the glass transition temperature.

Method for controlling a pneumatic actuator

A method of controlling a creep mode of a motor vehicle with a drive train having a drive unit (), a gear mechanism () and a friction clutch () arranged between the drive unit () and the gear mechanism (). The creep function, for controlling the creep mode, having a first partial function for controlling the creep mode, in a case of an activated brake pedal (), and a second partial function for controlling a creep mode, in a case of a non-activated brake pedal (). The first partial function of the creep function is only activated once the second partial function of the creep function is activated.

Method for operating a motor vehicle by creep mode of the clutch

A method for controlling a pneumatic actuator () of a transmission having at least one sealing element (), arranged between two elements () of the clutch actuator () that move relative to one another, and within a specifiable operating temperature range in which leakproofness of the clutch actuator () is ensured. The clutch actuator () is acted upon with compressed air from an air supply system for actuating a shifting and/or starting clutch arranged between a drive aggregate and a transmission. In order to warm up the clutch actuator (), if a temperature of the clutch actuator () is lower then a glass transition temperature of the at least one sealing element (), the drive aggregate is operated at a higher rotational speed compared to the idling speed of the drive aggregate.

Method for warming-up a pneumatic clutch actuator

A method provides for adapting shifts to be carried out in a transmission of a motor vehicle. The shifts are triggered by a transmission control unit and are is controlled and/or governed by the transmission control unit. An actual value corresponding to an acceleration of the motor vehicle is recorded by measuring instruments and is compared to a corresponding target value. On the basis of a deviation between the actual value and the target value, the carrying out of the subsequent shifts of the transmission control unit is adapted. The actual value corresponding to an acceleration of the motor vehicle is individually recorded for several consecutive shift stages of each shift, whereas the actual value in the individual shift stages is compared to the target value in the individual shift stages of the transmission control unit. On the basis of a deviation in the individual shift stages between the actual value and the target value, the carrying out of the subsequent shifts of the transmission control unit is individually adapted for each shift stage.

Method for adapting shifts in a motor vehicle transmission

A method of eliminating a tooth-on-tooth position at an interlocking shifting element. The tooth-on-tooth position is eliminated by operating at least one actuator such that, during a first operating attempt the actuator is operated using a defined target parameter, after which it is checked whether as a result of the operation of the actuator the tooth-on-tooth position has been eliminated. If the tooth-on-tooth position is not eliminated, then repeating subsequent operating attempts of operation of the actuator, each time with an increased target parameter, until, after the corresponding operation of the actuator, the tooth-on-tooth position is eliminated by the m-th operating attempt. For elimination of a subsequent tooth-on-tooth position, the target parameter defined for the first elimination attempt is adapted such that the subsequent tooth-on-tooth position is eliminated by an n-th attempt.

Method and control device for resolving a tooth-on-tooth position

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.

Method for controlling an automatic transmission of a motor vehicle

The invention involves a procedure for adaptive configuration recognition after the run-up of a control device with or without configuration storage, which performs an automatic and operator-assisted, optimal configuration of the operating software of a motor vehicle. In a first variant, a central control device, after its run-up, receives at the earliest possible time, as a rule after activation of the ignition, identifying information from other components connected directly or indirectly to the central control device by data link. Upon receipt of the identifying information of a component, the central control device assumes that this component is present. Otherwise it assumes that it is not present. An additional configuration memory area is envisioned in a second variant in which the central control device, after the first receipt of the identifying information of a component, stores either the information, the associated software parts, or the software configuration resulting from the total of the recognized components. In this way, the appropriate software configuration can be quickly made available upon the new start of the vehicle with an unchanged hardware configuration. Furthermore, the procedure facilitates a guarantee that no error reports will be generated about components that are not present.

Procedure for adaptive configuration recognition

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.

A method for controlling a drivetrain including an automatically shifted starting clutch and gear-shift clutch and a transmission, with a non self-locking clutch actuator, a gear actuator for engaging and disengaging transmission gears and a control unit which generates control commands for the clutch actuator and gear actuator and transmits such commands to the actuators such that, when the vehicle is at rest and a gear is engaged and if the clutch actuator fails, the clutch does not inadvertently engage. When a transmission gear is engaged, a control command is generated and sent for the clutch actuator to disengage the clutch. Thereafter, the vehicle speed is determined and if the speed is essentially zero and the clutch begins to engage, a control command is sent to the gear actuator to shift the transmission to its neutral position.

Method and device for controlling a motor vehicle drive train

A method of operating a vehicle drive train () comprising a combustion engine (), a turbo charger () assigned to the combustion engine, a mechanism for the injection of additional compressed air into an air intake system () of the combustion engine (), a start and shift clutch (), and a transmission (). To optimally prepare and execute a start procedure of such an equipped vehicle, additional compressed air is only injected into the air intake system () of the combustion engine () 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.

Method for controlling a compressed air supply of an internal combustion engine during a starting process

An automatic transmission control method in which at least one of a starting clutch, a clutch coupling and transmission elements, for selection as well as engagement and disengagement of a gear step, are determined as a function of respectively existing variables representing the driving situation as well as the driver's wishes can be activated by actuators which are controlled by a control and regulation device. The method comprising the steps of collecting and normalizing the input variable into standard input variables; weighting with weighting factors and summarizing; converting the weighted input variables into intermediate variables; selecting a specific range of values which represents a specific shifting sequence; and implementing the shifting operation.

Method for controlling an automatic transmission

The invention concerns a method for controlling a motor vehicle () with an automatic transmission () and an automated clutch (), with a control unit (), a drive or accelerator pedal (), an element () for determining the position of the drive or accelerator pedal, and an actuating device () for selecting an operating mode of the motor vehicle (). According to the invention, when the actuating means () is operated the position of the drive or accelerator pedal () is noted or evaluated, and actuation of the clutch () is prevented until a change in the position of the drive or accelerator pedal is recognized.

Method for controlling a motor vehicle with an automated clutch

A method and a apparatus for operating an automatic synchronized transmission for motor vehicles. The transmission having a countershaft design, with a countershaft parallel to input and an output shafts, which communicate with each other and the countershaft by means of gear wheel pairs. The transmission further having at least one coupling and synchronization device for at least one idler gear, with the aid of which at least one idler gear can be rotationally fixed to a transmission shaft, such that when the motor vehicle is stationary and a starting gear is engaged, torque of the countershaft is not drive-effectively reduced. Thus, ensuring that when the starting gear is engaged, no undesired acceleration of the vehicle occurs.

Placing an automatic synchronized transmission into a starting speed

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Meckenbeuren, Germany

Thomas Jäger