Electronic Transmission Control ETC 2004

2004
The Program
Automotive Electrics/Automotive Electronics
Motor-Vehicle Batteries and Electrical Systems
Alternators and Starter Motors
Automotive Lighting Technology, Windshield
and Rear-Window Cleaning
Automotive Sensors
Automotive Microelectronics
Diesel-Engine Management
Diesel-Engine Management: An Overview
Electronic Diesel Control EDC
Diesel Accumulator Fuel-Injection System
Common Rail CR
Diesel Fuel-Injection Systems
Unit Injector System/Unit Pump System
Distributor-Type Diesel Fuel-Injection Pumps
Diesel In-Line Fuel-Injection Pumps
Gasoline-Engine Management
Emissions-Control Technology
for Gasoline Engines
Gasoline Fuel-Injection System K-Jetronic
Gasoline Fuel-Injection System KE-Jetronic
Gasoline Fuel-Injection System L-Jetronic
Gasoline Fuel-Injection System Mono-Jetronic
Ignition Systems for Gasoline Engines
Gasoline-Engine Management:
Basics and Components
Gasoline-Engine Management:
Motronic Systems
Safety, Comfort and Convenience Systems
Conventional and Electronic Braking Systems
ESP Electronic Stability Program
ACC Adaptive Cruise Control
Compressed-Air Systems for Commercial
Vehicles (1): Systems and Schematic Diagrams
Compressed-Air Systems for Commercial
Vehicles (2): Equipment
Audio, Navigation and Telematics in the Vehicle
Electronic Transmission Control ETC
Order Number
ISBN
1 987 722 143

1 987 722 128
3-934584-71-3
3-934584-69-1
1 987 722 176

1 987 722 131
1 987 722 122
3-934584-70-5
3-934584-50-0
3-934584-49-7
1 987 722 138

1 987 722 135
3-934584-62-4
3-934584-47-0
1 987 722 175
3-934584-40-3
1 987 722 179

1 987 722 144
1 987 722 137
3-934584-41-1
3-934584-65-9
3-934584-68-3
1 987 722 102

1 987 722 159
1 987 722 101
1 987 722 160
1 987 722 105
1 987 722 130
3-934584-26-8
3-934584-27-6
3-934584-28-4
3-934584-29-2
3-934584-30-6
3-934584-63-2
1 987 722 136
3-934584-48-9
1 987 722 139
3-934584-75-6
1 987 722 103

1 987 722 177
1 987 722 134
3-934584-60-8
3-934584-44-6
3-934584-64-0
1 987 722 165
3-934584-45-4
1 987 722 166

1 987 722 150
1 987 722 132
1 987 722 127
3-934584-46-2
3-934584-25-X
3-934584-53-5
3-934584-79-9
The up-to-date program is available on the Internet at:

www.bosch.de/aa/de/fachliteratur/index.htm
The Bosch Yellow Jackets Edition 2004
The Bosch Yellow Jackets
AA/PDT-06.04-En
Electronic Transmission Control ETC
Order No. 1 987 722 127
Expert Know-How and Automotive Technology
ISBN-3-934584-79-9
Expert Know-How and Automotive Technology
Electronic
Transmission Control
ETC
Transmission Versions
Methods of Transmission Control
ECUs and ECU Development
Sensors, Actuators and Modules
Automotive Technology
Robert Bosch GmbH
Imprint
Published by:
Robert Bosch GmbH, 2004
Postfach 1129,
D-73201 Plochingen, Germany.
Automotive Aftermarket Business Sector,
Department AA/PDT5.
Product Marketing,
Diagnostics & Test Equipment.
Editor-in-chief:
Dipl.-Ing. (FH) Horst Bauer.
Editorial staff:
Dipl.-Ing. Karl-Heinz Dietsche.
Authors:
(in alphabetical order)
Dipl.-Ing. D. Fornoff
(Development AST Actuators),
D. Grauman
(Sales AST Transmission Actuators),
E. Hendriks
(Product Management CVT Components),
Dipl.-Ing. T. Laux
(Product Management Transmission Control),
Dipl.-Ing. T. Mller
(Product Management Transmission Control),
Dipl.-Ing. A. Schreiber
(Development ECUs),
Dipl.-Ing. S. Schumacher
(Development Actuators and Modules),
Dipl.-Ing. W. Stroh
(Development ECUs)
and the editorial team in co-operation with
the responsible technical departments at
Robert Bosch GmbH.
Unless otherwise indicated, the above are
employees of Robert Bosch GmbH, Stuttgart.
Reproduction, duplication and translation of this

publication, either in whole or in part, is permissible only with our prior written consent and
provided the source is quoted.
Illustrations, descriptions, schematic diagrams
and the like are for explanatory purposes and
illustration of the text only. They cannot be used
as the basis for the design, installation, or specification of products. We accept no liability for
the accuracy of the content of this document
in respect of applicable statutory regulations.
Robert Bosch GmbH is exempt from liability,
Subject to alteration and amendment.
Printed in Germany.
Imprim en Allemagne.
1st Edition, March 2004
English translation of the 1st German edition
dated: June 2004
(1.0)
Robert Bosch GmbH
Electronic
Transmission Control ETC
Robert Bosch GmbH
Robert Bosch GmbH
Contents
4 Transmissions for
Motor Vehicles
4 Transmission in the Drivetrain
6 Transmission Requirements
7 Manual Transmission
8 Automated Shift Transmission
(AST)
12 Dual-Clutch Transmission (DCT)
13 Automatic Transmission (AT)
22 Continuously Variable Transmission
(CVT) Toroid Transmission
30
30
31
32
Electronic Transmission Control

Drivetrain Management
Market Trends
Control of Automated Shift
Transmission
36 Control of Automatic
Transmissions
52 Control of Continuously Variable
Transmission
54
54
55
56
Sensors
Application in Motor Vehicles
Transmission Speed Sensors
Micromechanical Pressure
Sensors
59 Temperature Sensors
60 Position Sensors
61 Sensor-Signal Processing
62 Electronic Control Unit (ECU)
62 Operating Conditions, Design,
Data Processing
68 ECUs for Electronic Transmission
Control
75 Thermo-Management
77 Processes and Tools Used in ECU
Development
78 Software Development
92 Electrohydraulic Actuators
92 Application, Function,
and Requirements
93 Design and Operating Concept
94 Actuator Types
103 Simulation in Development
106 Modules for Transmission

Control
106 Application
107 Module Types
111 Technical Terms and
Abbreviations
111 Technical Terms
114 Abbreviations
Robert Bosch GmbH
The drivetrain is designed to transfer the energy generated by the engine to the wheels
of the vehicle with the minimum possible loss of energy. To do this, the drivetrain
components engine, transmission, clutch, and brakes must be matched as well as
possible. The best results are achieved using electronic transmission control (ETC).
Electronic transmission control can coordinate overall control of the individual
systems and components with convenient and energy-saving shifting strategies.
The automated shift transmission (AST) is a manually shifted transmission with electric or electrohydraulic actuators for operating the clutch and the gearshift mechanism.
In conjunction with suitable shifting strategies, the AST is so economical that it is now
used in the first 3-liter automobile.
Gearshift sophistication (ease of shifting) can be increased with a dual-clutch transmission (DCT). This transmission prevents interruption of the tractive force during
gearshift operation. The advantageous fuel consumption values are retained.
New electronically controlled automatic transmissions (AT) open up a whole new
field of potential for reducing fuel consumption by selecting the best operating point.
They can also lock up the hydraulic converter within broad ranges. Their different
shifting strategies can even shape the character of the vehicle from economical to
sporty requirements.
The continuously variable transmission (CVT) also offers a high degree of convenience in conjunction with favorable fuel-consumption figures. Its electronic control
system can operate the engine in either the optimum fuel-consumption range or the
ultimate high-performance range.
This volume of the Automotive Engineering Technical Know-How series introduces
you to the various transmission types together with the accompanying variants of electronic transmission control and its components. The table of contents and the detailed
index of technical terms will help you to find the individual subject areas, and the list
of abbreviations sets out the abbreviations commonly used in the field of electronic
transmission control.
Robert Bosch GmbH

4
Transmissions for Motor Vehicles
Transmission in the Drivetrain
Internal-combustion engine,
characteristics for torque and power
Nm
kW
Mmax
rpm
Engine speed nE
STS0216E Engine output PE
Engine torque ME
Pmax
Internal-combustion engines do not have a

constant torque and power characteristic over
the speed range available to them (idle to
high idle speed). The optimum elastic speed
range lies between maximum torque and
maximum power (Figure 1). For this reason,
a vehicle cannot start off from a state of rest
where the engine is stopped. To do this, it requires a power take-up element (e.g. clutch).
Furthermore, the available engine torque
is not sufficient for gradients and powerful
acceleration. For this purpose, a suitable
gear ratio for adapting traction and torque
and for optimizing fuel consumption must
be made available.
Engines only have one direction of rotation
as well, with the result that they require a
changeover facility for forward and reverse
travel.
As Figure 2 shows, the transmission is situated in a central position on the drivetrain
and thus substantially influences the drivetrains effectiveness.
In addition, an analysis of the losses that
arise in the drivetrain show that, after the
engine, it is the transmission which offers
the most possibilities for optimization
based on NEFZ driving cycle (Figure 3).
3
Drivetrain (overview)
Energy balance in the drivetrain (source: Opel)
100%
6%
Kinetic
energy
Primary
energy
100%
Engine 20%
1
80%
8%
STS0217E
Fig. 2
1 Engine
2 Transmission
3 Front axle
4 Rear axle with
differential (output)
30%
Manual
34%
transmission 28%
Losses
Rolling resistance
Direction of travel
Aerodynamic drag
Transmission in the
Drivetrain
STS0218E
Every motor vehicle engine operates within

a specific speed range which is limited by
the idle speed and the maximum speed.
Power and torque are not offered uniformly
and the maximum values are only available
in partial ranges.
Transmissions therefore convert the engine
torque and the engine speed in accordance
with vehicle traction requirements in such
a way that the power remains roughly
constant. They also allow the different
directions of rotation for forward and
reverse travel.
Robert Bosch GmbH

Benz patent motor carriage from 1886 with

belt and chain drives
When Daimler, Maybach, and Benz launched
their first road vehicles, pioneers of motive
power engineering had already developed the
machine parts required for power transmission
to a considerable extent. Names such as
Leonardo da Vinci, Drer, Galileo, Hooke,
Bernoulli, Euler, Grashof, and Bach had played
a significant role in these developments.
Power transmission in an automobile must
guarantee the functions of starting and enginespeed and torque conversion for forward and
reverse travel. These functions call for actuators
and shifting elements which intervene in the
power-flow and perform engine-speed and
torque conversion.
The first operational Benz patent motor carriage appeared in 1886. It was the first threewheel vehicle to be conceived in its entirety
specifically for motorized road traffic. It may well
have had just one gear, but it did not have a
start-up clutch. In order to get the carriage moving at all, it was necessary to push it or crank it
with the flywheel.
A single-cylinder four-stroke engine with a
displacement of 984 cc and a power output of
0.88 HP (0.65 kW) served as the drive unit for
this Benz three-wheeler.
Benz utilized the following machine parts to

transfer the motive force of his engine to the
road:
The end of the engines crankshaft held the
flywheel, which ensured that the engine ran more
smoothly and which could also be used to crank
the engine. Since the engine was built over the
rear axle, a bevel gear arranged at right angles
transmitted power in a small space to a belt
drive, which reduced the rotational speed slightly
to an intermediate shaft. Finally, a chain drive reduced the speed further to the powered axle.
The belt and chain drives dating from the origins of the automobile were gradually replaced
by a gear train. But, today, they are experiencing
a renaissance in the form of the continuously
variable transmission (CVT). A CVT transmission consists of a variator with two V-pulleys
and a flexible steel push-belt. As soon as the
pressure of the transmission oil displaces the
moving V-pulley halves, this changes the position of the steel push-belt between the two pulleys and with it the gear ratio. This technology
allows continuous adjustment of the gear ratio
without interrupting the power transmission and
operation of the engine in its most favorable
power range.
Benz patent motor carriage from 1886 with its machine parts (source: DaimlerChrysler Classic)
1
2
UTS0354Y
Transmission History 1
UTS0355Y
3
4
5
Engine
Belt drive to
intermediate shaft
Bevel gear
Crankshaft with
flywheel
Chain drive to
powered axle
Robert Bosch GmbH

Transmission Requirements
Transmission Requirements
Every motor vehicle places quite specific
demands on its transmission. Each of the
transmission types differ in terms of design
and associated features. The objectives or
main points of emphasis in transmission
development can be divided into the following categories:
comfort and convenience,
fuel consumption,
driveability,
installation space, and
production costs.
Comfort and Convenience
Essential requirements in terms of comfort
and convenience are, in addition to a smooth
gear change without engine-speed jumps,
comfortable gearshifts irrespective of engine
load and operating conditions, and a low
level of noise. Nor should there be any loss of
convenience over the entire lifetime of the
transmission.
Fig. 1
1 Input shaft
2 Main shaft
3 Shifting elements
4 Countershaft
5 Output shaft
Driveability
The following transmission functions ensure
good driveability:
shifting points adapted to the relevant
driving situation,
recognition of the type of driver,
high accelerating performance,
engine braking action during downhill
driving,
suppression of gear change during
cornering at high speed, and
recognition of winter road conditions.
Installation Space
Depending on the type of drive, there are
different stipulations for the space available:
Thus, the transmission for a rear-wheel
drive should be as small as possible in terms
of diameter, while the transmission for a
front-wheel drive should be as low as possible in overall length. There are also precisely
defined specifications for satisfying requirements in a crash test.
Production Costs
Fuel Consumption
The preconditions for the lowest production
costs possible are:
The following transmission characteristics
production in large-scale numbers,
are essential in keeping fuel consumption as
simple control-system layout and
low as possible:
automated assembly.
large transmission-ratio range,
high mechanical effi1 Manually shifted transmission (section, source: DaimlerChrysler)
ciency,
intelligent shifting
1
2
3
5
strategy,
low power for
control,
low weight, and
stand-by control,
torque converter
lockup clutch,
low churning losses
(resistance of the
transmission oil
passing through the
gears), etc.
UTS0219Y
Robert Bosch GmbH

Manual Transmission
Application
Manually shifted transmissions are the simplest and most inexpensive transmissions for
car drivers (final users). For this reason, they
still dictate the market in Europe.
Due to increasing engine performance and

higher vehicle weight together with decreasing cd values, 5-speed manual transmissions
have been superseding the previously dominant 4-speed manual transmissions since
the beginning of the 1980s. And now the
6-speed transmission is virtually standard.
This development provided, on the one
hand, safe starting and good acceleration
and, on the other hand, lower engine speeds
at higher road speeds, and thus reduced fuel
consumption.
Design
The design of a manually shifted transmission (Figures 1 and 2) incorporates
a single-plate dry clutch as the power
take-up element and for interrupting the
power-flow during gear changes,
gears mounted on two shafts,
positive clutches as shifting elements,
actuated via a synchronizer assembly.
Features
The main features of the manual
transmission are:
high efficiency,
compact, light design,
economical construction,
absence of comfortable operation
(clutch pedal, manual gear changing),
driver-dependent shifting strategy,
interruption of tractive force during
gearshifting.
Power-flow in a standard drive (5-speed transmission)
1st gear
4th gear
2nd gear
5th gear
3rd gear
Reverse gear
UTS0220E
Manually Shifted Transmission
Robert Bosch GmbH

Automated Shift Transmission (AST)
Automated Shift
Transmission (AST)
Application
Automated shift transmissions (AST), or
automated manual transmissions (AMT),
help to simplify transmission operation and
increase economic operation. They are an
add-on solution to conventional manual
transmissions. The previously manual
gearshifts are now performed by pneumatic,
hydraulic, or electrical means. Bosch favors
the electrical solution described below
(Figure 1).
Design and Operating Concept
The AST is made possible by electronic
clutch management (ECM), supplemented
by two servomotors (selection and shifting
motors) for selection and shifting. Depending on the system used, the required electrical control signals can be issued directly from
a shift lever actuated by the driver or from an
intermediate electronic control system.
Thanks to the electric-motor-driven
actuators of the AST concept, it is possible
at little expense to achieve automation of the
transmission complete with the associated
increase in convenience. An important argument for the transmission manufacturers
here is the ability to reuse existing production facilities.
Automated shift transmission as add-on solution for

manual transmission
Conventional
with AST
Declutching replaced by
Clutch servo unit
R
N
D
replaced by
Selection
and shifting
Selection and
shifting motors
UTS0221E
In the simplest system, the mechanical linkage is merely replaced by a remote switch.
The shift lever (tip lever or switch with H
gearshift pattern) just outputs electrical
signals. Power take-up and clutching are
performed as in the manual transmission,
partly linked to a gearshift recommendation.
In fully automatic systems, the transmission
and power take-up element are automated.
A lever or tip switch is the control element
for the driver. The driver can skip the automatic facility with a manual setting or with
+/ buttons. Automatically controlling a
multispeed transmission requires a complex
shifting strategy which also takes into account the present total running resistance
(determined by load and road profile).
To support the synchronization process in
the interruption of tractive force during the
gearshift operation, an electronic enginecontrol facility (depending on the shift type)
automatically closes the throttle briefly.
The design of automated shift transmissions
is characterized by the following features:
basic design as for manual transmissions,
actuation of clutch and gear change by
actuators (pneumatic, hydraulic or
electric-motor-driven), and
electronic control.
Features
The main features of the automated shift
transmission are:
compact design,
high efficiency,
adaptation to existing transmission
possible,
more competitively priced than automatic
or CVT transmissions,
simple operation,
suitable shifting strategies for achieving
optimum fuel consumption and best
consumption figures, and
interruption of tractive force during
gearshifting.
Robert Bosch GmbH

Examples of AST in Series Production

AST Electric-Motor-Driven
Opel Corsa (Easytronic, Figure 2a),
Ford Fiesta (Durashift),
AST Electrohydraulic
DaimlerChrysler Sprinter
(Sequentronic, Figure 2b),
BMW-M with SMG2,
Toyota MR2,
Ford Transit,
VW Lupo,
Ferrari, Alfa,
BMW 325i/330i.
AST with Electromechanical

Drum Transmission
Smart.
2
Series examples of AST (sources: Opel, DaimlerChrysler)
UTS0222Y
Fig. 2
a Easytronic
(Opel Corsa)
b Sequentronic
(DaimlerChrysler)
1 Transverse
transmission
2 Clutch servo unit
with integrated ECU
3 Tip lever
4 Shifting/
selection motor
5 Longitudinal
transmission
6 Shifting/
selection motor
7 Shift lever
Robert Bosch GmbH

AST Components
The components of an AST must be able to
withstand high loads in terms of temperature, leak-tightness, lifetime, and vibration.
Table 1 lists the most important
requirements.
Operating life
Vibrations
Table 1
5 6
DC Motors for Gear Selection

and Engagement
There are two types of DC motor for AST
(Figures 5 and 6):
The selector motor has a short
response time.
The shift motor has a high
rotational force.
Demands placed on AST components
Leak-tightness
Integrated ECU (view)
Clutch Servo Unit

The clutch servo unit (Figures 4 and 5) with
integrated electronic control unit (ECU) (Figure 3) serves to actuate the clutch. The entire
AST function is also incorporated in the electronics. The clutch servo unit comprises
integrated ECU,
housing with cooling function,
DC motor,
helical gear,
push rod, and
return spring.
Temperature
105C permanent
125C briefly
Winding and
commutation system
Steam jet
Splash water
Transmission fluid
1 million shift cycles
7...20 g sine
Armature mounting
Electrical / electronic
components
Electronics PCB
The transmission types for the selector motor

and the shift motor can be set up symmetrically (left and right), and different mounting
bores are also possible. The layout of the
6-pin connector can be chosen as desired.
Clutch servo unit (section)
Fig. 4
11 Actuator motor
12 ECU
13 Worm
14 Worm gear
15 Worm-gear shaft
16 Pin
17 Position sensor
18 Compensation
spring
19 Push rod
10 Master cylinder
UAE0949-1Y
Fig. 3
1 Monitoring computer
2 Flash memory
3 Microcomputer
(16-bit)
4 Travel-sensor
contacts
5 DC converter
6 Driver stage for
electric motors
7 Bridge driver
10
UTS0224Y
10
Robert Bosch GmbH

11
Clutch servo unit with integrated ECU and DC motors for gear selection and engagement (view)
Fig. 5
a Clutch servo unit
with integrated ECU
b Shifting motor
c Selection motor
1
2
EC Motors
EC motors are brushless, permanently
excited, electronically commutated DC
motors and are used as an alternative to the
DC motors. They are equipped with a rotorposition sensor, supplied with direct current
via control and power electronics (Figure 7),
and characterized by long lifetime and the
minimal space they take up.
2
3
4
5
6
DC motor (section)
2
3
4
5
UTS0226Y
The motors with their aluminum housings

are mounted directly on the transmission.
They have a brush holder with integrated
connector. This also contains an integrated
double Hall-effect sensor (IC) with a resolution of 40 increments per engine revolution.
A Hall-effect sensor with output channels
for the rotor angle (lateral pulse) and the
direction (high and low) can detect the
position of the output shaft.
A 20-pin magnet on the rotor shaft allows
a resolution of 9 per increment. In relation
to the transmission step-up ratio, it is possible to obtain a resolution of between 0.59
per increment and 0.20 per increment at
the output. Depending on the requirement,
the gear has a crank or eccentric drive. The
worm-gear pair has 1 to 4 teeth.
UTS0225Y
Fig. 6
1 Solid pinion for
manual-transmission
intervention
2 Armature bearing
with pressed-on ball
bearing (axial lock
with clamp)
3 20-pin ring magnet
and double Hall
sensor
4 Vibration-resistant
winding
5 Narrow armature
shape for high
dynamics
EC motor (schematic)
2
3
S
N
UAE0282-1Y
Housing with
cooling function
Helical gear
DC motor
Return spring
Push rod
Integrated ECU
Fig. 7
1 Electrical machine
with rotor position
sensor
2 Control and power
electronics
3 Power supply
Robert Bosch GmbH

Dual-Clutch Transmission (DCT)
Dual-Clutch Transmission
(DCT)
Application
Dual-clutch transmissions, DCT (Figure 1),
are seen as the further development of the
AST. They operate without interruption of
tractive force, a major drawback of the AST.
The DCTs main benefit lies in its lower
fuel consumption compared with automated shift transmissions.
The dual-clutch transmission was used
for the first time in 1992 in motor racing
(Porsche). However, owing to the high
computation effort required in the control
system to ensure a comfortable overlapping
gearshift, it failed to make it into mass
production.
With the availability of high-power
computers, several manufacturers (e.g. VW,
Audi) are now working on introducing dualclutch transmissions for mass production.
1
Design
The design of dual-clutch transmissions is
characterized by the following features:
basic design as for manual transmissions,
gears mounted on three shafts,
two clutches,
actuation of clutch and shifting elements
via transmission-shift control and
actuators.
Dual-clutch transmission, DCT (cutaway view, source: VW)
Fig. 1
11 Output for right
front wheel
12 Bevel-gear drive for
rear axle
13 Parking lock
14 Oil cooler
15 Output shaft 1
16 Input shaft 2
17 Mechatronic module
18 Input shaft for oil
pump
19 Return shaft
10 Input shaft 1
11 Dual clutch
Since its requirements profile matches that

of an automatic transmission in terms of
convenience and functionality, it has found
its niche in the superior, luxury vehicle
categories.
Dual-clutch transmissions also match the
wishes of vehicle manufacturers for modular
concepts since both manually shifted and
automated shift transmissions can be manufactured on the same production line.
11
10
UTS0227Y
12
Robert Bosch GmbH

Operating Concept
The dual-clutch transmission operates as
follows:
The gear wheels assigned to the gear steps
are divided into groups of even and uneven
gears. Although it is similar in terms of basic
design to a conventional manual countershaft transmission, there is one crucial difference: Even the main shaft is split namely
into a solid shaft and a surrounding hollow
shaft, both coupled to a gear train.
13
the gears is thus possible. In this way, the

gear change can take place between the two
partial transmissions, in the same way as in
an automatic transmission, without interruption of tractive force (Figure 2).
Features
The main features of the dual-clutch
transmission are:
similar levels of convenience to an
automatic transmission,
high efficiency,
no interruption of tractive force during
gearshifting,
skipping of a gear possible,
takes up more space than an AST,
high bearing forces, solid construction.
Each partial shaft is assigned its own clutch

at the transmission input. Since now two
gears are engaged during the gear change
(both the active gear and the neighboring,
preselected gear), a faster change between
Dual-clutch transmission, operating principle with power-flow when accelerating in 1st gear (source: VW)
1 2
10
11
12 13
14
UTS0228Y
Dual-Clutch Transmission (DCT)
Fig. 2
11 Engine drive
12 Input shaft 1
13 Input shaft 2
14 Clutch 1 (closed)
15 Clutch 2 (open)
16 Output to differential
17 Reverse gear
18 6th gear
19 5th gear
10 Differential
11 2nd gear
(preselected)
12 4th gear
13 3rd gear
14 1st gear (active)
Robert Bosch GmbH

Automatic Transmission (AT)

Application
Automatic power-shift transmissions, or
simply automatic transmissions (AT) perform power take-up, select the gear ratios,
and carry out the gearshifts themselves. A
hydrodynamic converter acts as the power
take-up element.
Transmission with Ravigneaux PlanetaryGear Set
The four-shaft planetary-gear set known as
the Ravigneaux set is the basis of many automatic 4-speed transmissions. Figure 1 shows
the schematic, the shifting logic, and a speedladder diagram for this transmission. The
transmission schematic clearly shows the layout of the gear wheels and shifting elements.
Sun gears B, C and planetary-gear carrier S
can be connected via clutches CB, CC and CS
to shaft A, which is guided by the converter
turbine into the transmission. Shafts S and C
can be connected with the aid of brakes BS
and BC to the transmission housing.
1
A planetary-gear set of this type has a kinematic degree of freedom of 2. This means
that, when two speeds are specified, all the
other speeds are established. The individual
gears are shifted in such a way that via two
shifting elements the speeds of two shafts
are defined either as drive speed ndr or as
housing speed nC = 0 rpm.
The speed-ladder diagram clearly shows the
speed ratios in the transmission. The speeds
are entered upwards on the speed ladders for
the individual shafts of the overlapping or
shift transmission. The gaps of the speed
ladders are derived from the gear ratios or
numbers of teeth such that the speeds belonging to a particular point of operation
can be connected by a straight line.
At a specific drive speed, the five reference
lines characterize the speed ratios in four
forward gears and one reverse gear.
Only the three shafts B, C and S between the
input shaft in (corresponding to A) and
the output shaft out are available for the
different gearshifts. All three shafts can be
4-speed automatic transmission based on Ravigneaux planetary-gear set
CB CC BC BS
CS
TCC
in
TWP
L
C B
Sun = C
Bridge = S Ring gear = out Sun = B
6,000
rpm
out
Engine speed
14
3,000
3
2
1
R
3,000
Shifting range
Fig. 1
a Transmission
schematic
b Shifting logic
c Speed-ladder
diagram
Gear
Gear steps with

simple gearshifts
CC
CS
CB
BS
BC
itot
2.550
N
1
2.800
1.508
1.000
0.718
UTS0229E
Robert Bosch GmbH

connected to input shaft A, but then

constructively only two shafts can still be
connected to the transmission housing.
The simultaneous shifting of two brakes is
not useful for gearshifts as this blocks the
transmission. Of equally little use is the
simultaneous connection of one shaft to the
housing and to the input shaft. The simultaneous shifting of two clutches always results
in the direct gear (i = 1).
This retains exactly the five gears shown
in the shifting logic and in the speed diagram. Beyond the numbers of teeth that are
possible within the framework of the installation conditions, the designer still has the
option of changing the individual gear
ratios, where a direct gear is always specified
with i = 1.
Finally, these transmissions still make it possible with simple gearshifts to skip gears by
cutting in one shifting element and cutting
out another shifting element. It is possible to
shift from 1st gear into 2nd or 3rd gear, and
from 4th gear into 3rd or 2nd gear. From
2nd and 3rd gear, all other gears can be
reached with simple gearshifts.
However, it is not possible to shift more than
four forward gears with the Ravigneaux set.
An automatic transmission with five gears
therefore requires either another basic
transmission or a front-mounted or rearmounted range-change unit to expand the
Ravigneaux set. But such an expansion stage
requires at least two shifting elements.
An example of this is the 5HP19 automatic transmission from ZF, which has three
clutches, four brakes, and a one-way clutch
to shift only five forward gears.
Obviously, it is also possible to attain more
than 5 gears with range-change units but
shifting effort then becomes increasingly
more pronounced and gearshifts of several
shifting elements for one gear change cannot
be avoided.
Transmission with
Lepelletier Planetary-Gear Set
A more elegant way of shifting five and
more gears was devised by the French
engineer Lepelletier. He expanded the
Ravigneaux set to include a range-change
transmission for only two shafts of the
Ravigneaux set in order to drive them with
means other than the drive speed.
The unusual feature of the Lepelletier planetary-gear set as set out in Figure 2 (following
page) lies in the fact that the additional
three-shaft planetary-gear set reduces the
speed of shaft D in respect to that of shaft A.
In the first three gears of this 6-speed automatic transmission, the shifting logic corresponds to the logic of the 4-speed Ravigneaux set. The gear ratios are greater by the
orbit ratio of the internal gear to the carrier
at the fixed sun gear of the additional planetary-gear set.
In 4th and 5th gears, shaft S is connected via
clutch KS to shaft A. It rotates faster than
shafts B and C. The transmission ratios are
produced from the gearshifts in 4th gear:
S = A and B = D and in 5th gear S = A and
C = D. Without the additional transmission
from A to D, the gear ratios in 3rd, 4th and
5th gears would be identical and all i = 1.
The 6th gear of this 6-speed automatic
transmission corresponds in terms of the
shifting logic again to the 4th gear of the
4-speed automatic transmission. Even the
gearshifts of the reverse gears are identical
in these 4-speed and 6-speed automatic
transmissions.
15
Robert Bosch GmbH

tion were removed and replaced by an additional brake BE, the vehicle could be started
with this brake instead of the converter.
The 6-speed automatic transmission

(Figure 3) also makes possible wide gear
steps with simple gearshifts, which can be
necessary particularly in the case of rapid
downshifts.
The Lepelletier planetary-gear set therefore
differs from the Ravigneaux set only in that
it has an additional planetary-gear set with a
fixed gear ratio. The number of shifting elements remains the same. They are simply
used repeatedly for the additional gears. In
terms of space, weight, and cost, this transmission is more suitable than a 5-speed automatic transmission. With the numbers of
teeth shown in Figure 2, this 6-speed automatic transmission achieves a setting range
of = 6 with easily shiftable gear spacings.
The additional planetary-gear set consists of
sun gear E, internal gear A, and planetarygear carrier D and is used in reverse gear and
the first 5 gears as a fixed ratio stage. Shaft E is
permanently connected as reaction member
to the transmission housing. If this connec2
Power Take-Up Elements

In the majority of automatic transmissions
which are geared towards convenience, a
hydrodynamic converter adopts the power
take-up function. A hydrodynamic converter
is an ideal power take-up element because of
the way it works as a turbo element. In order
to minimize converter losses during vehicle
operation, it is however (as often as is possible) locked up with the torque converter
lockup clutch (TCLC).
When used with very high-torque turbodiesel engines, the converter can no longer
be designed to achieve optimum results for
all operating states. A drive of this type
requires a relatively soft converter characteristic for safe starting in cold conditions. The
maximum pump torque may only have an
effect at high speeds so that the drag losses
do not stall the weak engine without suffi-
6-speed automatic transmission based on Lepelletier planetary-gear set
CB CC BC BS
CS
TCLC
TWP
L
in
D
E
C B
Sun = C
Bridge = S Ring gear = out Sun = B
6,000
rpm
out
Engine speed
16
3,000
5
4
3
2
1
R
3,000
Shifting range
Fig. 2
a Transmission
schematic
b Shifting logic
c Speed-ladder
diagram
Gear
CC
CS
CB
BS
BC
itot
3.400
N
1
4.171
2.340
1.521
1.143
0.867
0.691
UTS0231E
Robert Bosch GmbH

cient charge-air pressure. At normal operating temperatures and at speeds at which sufficient charge-air pressure is available, a hard
converter characteristic with a steep rise in
pump torque as engine speed increases is
advantageous.
Series applications with fast and accurate
pressure control now also make it possible to
start up comfortably with friction clutches.
A good example of this is the Audi A6 with
the continuously variable Multitronic transmission.
Pressure control and heat dissipation can
be better achieved with a brake than with a
clutch. It should therefore also be possible to
obtain comfortable starting with the brake.
Even during the gear changes, a slipping brake
can remove the load from the other shifting
elements in the same way as a converter.
Automatic Transmission Fluid (ATF)
Automatic transmissions place exacting
demands on the ATF (automatic transmission fluid):
increased pressure-absorption capability,
good viscosity-temperature characteristics,
high resistance to aging,
17
low foaming tendency,

compatibility with sealing materials,
These requirements must be guaranteed
in the oil pan in a temperature range of
30...+150C. Temperatures of up to 400C
are briefly and locally possible between the
clutch plates during a gearshift.
The transmission fluid is specially adapted
for fault-free operation of the automatic
transmission. A series of chemical substances (additives) is added to the basic oil
for this purpose. The main additives are:
friction modifiers, which influence the
frictional behavior of the shifting
elements,
antioxidants for reducing thermooxidative aging at high temperatures,
dispersants for preventing deposits in the
transmission,
foam inhibitors for preventing the
buildup of oil foam,
corrosion inhibitors for preventing
corrosion of transmission components
when condensation water is formed, and
seal-swell agents, which control the
swelling of sealing materials (elastomers)
under the influence of oil to defined levels.
ZF 6-speed 6HP26 automatic transmission (source: ZF Friedrichshafen)
2 3
UTS0230Y
Fig. 3
1 Transmission input
from engine
2 Torque converter
lockup clutch
3 Turbine
4 Converter
5 Multiplate clutches
6 Module for
transmission control
7 Planetary-gear set
8 Transmission output
Robert Bosch GmbH

18
GM established the first specification for

ATF back in 1949. Typical technical data for
SAE viscosity classes in accordance with
DIN 51 512 are:
Flash point
(> 180C)
Pour point
(< 45C)
Viscosity index
(VI > 190)
Kin. viscosity:
37 cSt
(at +40C)
17 cSt
(at +100C)
Dyn. viscosity:
17 000 cP (at 40C)
13 300 cP (at 30C)
11 000 cP (at 20C)
In the meantime, automatic transmissions
are increasingly being filled with lifetime
fluid, thus rendering unnecessary a change
of fluid.
Oil Pump
The transmission requires an oil pump (Figure 4) to build up a control pressure. This
pump is driven by the engine. At the same
time, the oil-pump drive power reduces the
transmission efficiency. The following equation applies here:
Pump output = pressure flow
Figure 5 shows the output characteristics

of a gear pump (1) and a radial piston
pump (2) in comparison. Possibilities for
optimization in the oil-pump range are
offered by a variable flow or a controllable
pump pressure:
Variable Pump Flow
The particular features of variable pump
flow are as follows:
The design creates a sufficiently high flow
to fill the clutch at idle speed.
An additional displacement at higher
speeds causes a loss of output.
The variable-capacity pump enables the
pump output to be adapted as required.
However, variable pump flow has the
drawback of being expensive and susceptible to failure.
Controllable Pump Pressure
The particular features of controllable pump
pressure are as follows:
The pump pressure is adapted to the
torque to be transferred in each case.
Main-pressure control allows effective
operation (by means of the actuator)
close to the clutch slipping point.
Crescent oil pump (section)
Oil pumps (pump outputs in comparison)

kW
4
10
Pump output PP
Fig. 4
1 Pressure outlet
2 Crescent
3 Internal gear
4 Suction side
5 External gear,
driven by engine
6 Drive lug
0
0
2,000
4,000
Engine speed nE
6,000 rpm
STS0233E
STS0232Y
Fig. 5
1 Gear pump
2 Radial piston pump
Robert Bosch GmbH

Torque Converter
The torque converter (Figure 6) is a power
take-up aid, which works as an additional
gear in the start-up range and also serves to
damp vibrations. It was the hydraulic converter with centripetal turbine which first
enabled automatic transmissions to be used
in passenger cars. The most important
elements of a converter are:
pump (driven by the engine),
turbine,
stator on the one-way clutch, and
fluid (for the transfer of torque).
6
UTS0234Y
8
3
2.0
100
%
MT
Torque conversion =
M
80
1.5
60
1.0
40
0.5
Torque conversion
Fig. 6
1 Torque converter
lockup clutch
2 Turbine wheel
3 Impeller
4 Stator
Torque converter (characteristic)
20
0
0
0.2
0.4
0.6
0.8 1.0
n
Speed ratio = nT
P
UTK0005-1E
Fluid flow in torque converter
UTS0235Y
19
The impeller sets the fluid from the hub in

motion in an outward direction. There the
fluid hits the turbine, which directs it inwards. The fluid from the turbine in the hub
area then hits the stator, which diverts it
back to the pump (Figure 7).
In the converter area ( < 85%), the
turbine torque is increased by the reaction
torque at the stator. In the clutch area, the
stator one-way clutch is released and there
is no further increase in torque. The maximum efficiency is < 97% (Figure 8).
A transmission of power via the converter
can only take place when slip occurs between the impeller and the turbine wheel.
This is low in most vehicle operating states,
ranging from 2...10%. However, this slip
causes a loss in power output and thereby
increased vehicle fuel consumption. A
torque converter lockup clutch must therefore always cut in when the converter is not
required for start-up or torque conversion
(see also section Controlled Torque Converter Lockup Clutch). This is a multiplate
clutch, which connects the impeller to the
turbine wheel by frictional locking.
Torque converter (section)
Fig. 7
1 Turbine wheel
2 Stator
3 Impeller
Robert Bosch GmbH

Multiplate Clutches
Multiplate clutches (Figure 9) facilitate shifting without an interruption of tractive force
and support the torque in the gear in which
they are being actuated.
The following problems can occur in

connection with multiplate clutches:
combustion at high temperatures,
supply of fluid with rotating clutches, and
pressure increase caused by rotation speed.
The lining and steel plates of the clutches

and brakes take on the dynamic torque and
the shifting energy during the gearshift and
the load torque to be transferred after the
gearshift. In order to ensure high gear-shift
sophistication (convenience), the friction
linings must demonstrate coefficients of
friction which are as constant as possible and
not dependent on temperature and load.
The friction linings in automatic transmissions have a cellulose support structure
(paper linings). Added aramide fibers (highstrength plastic) ensure temperature stability. Further constituents are mineral aggregates, graphite, or friction particles for influencing the coefficient of friction. The entire
lining is soaked in phenol resin to give it its
mechanical strength. The steel plates are
made of cold-rolled sheet steel.
The friction process occurs in the fluid
layer between the lining and steel plates.
The friction lining maintains this fluid layer
through its porosity and by supplying cooling fluid.
Planetary-Gear Sets
The planetary-gear set (Figure 10) is the
heart of the automatic transmission. Its
function is to adjust the gear ratios and to
ensure constant power transmission. A planetary-gear set is made up of the following
components:
A central gear wheel (sun gear).
Several (usually three to five) planet gears,
which can rotate around their own axes
and also around the sun gear. The planet
gears are held in place by the planetarygear carrier, which can rotate around the
central axis.
An internal gear, which surrounds and
encloses the planet gears. This internal gear
can also rotate around the central axis.
Fig. 9
1 Fluid feed
2 Outer plate
3 Lining plate
4 Plate carrier
5 Return spring
10
Multiplate clutch (section)
Planetary-gear set (schematic)
UTS0236Y
5
Fig. 10
1 Planetary-gear
carrier with
planet gears
2 Sun gear
3 Internal gear
Planetary-gear sets are used in automatic

transmissions for the following reasons:
The power density of planetary-gear sets
is very high since the power is transmitted
in parallel via several planet gears. Planetary-gear sets are therefore highly compact and low in weight.
UTA0003-1Y
20
Robert Bosch GmbH

No free radial forces occur in the planetary-gear set. Rolling bearings can be
replaced by cost-effective plain bearings.
Multiplate clutches, multiplate brakes,
band brakes, and one-way clutches can be
arranged concentrically to the planetarygear set, thus providing more space for the
hydraulic control system.
Different planetary-gear set combinations
are used in transmissions:
Simpson
(3-speed, two systems),
Ravigneaux
(4-speed, two systems),
Wilson
(5-speed, two systems).
11
Two types of planetary-gear set have been

successfully used in automatic transmissions
and are characterized by the following easyto-distinguish features:
Ravigneaux Set
In the Ravigneaux set (Figure 11), two different planetary sets and sun gears operate
in a single internal gear.
Simpson Set
In the Simpson set (Figure 12), two planetary sets and internal gears run on one joint
sun gear.
Fig. 11
1 Internal gear
2 Sun gear and
planetary-gear set 1
3 Planetary-gear set 2
4 Sun gear 2
UTS0237Y
13
Simpson set (schematic)
Parking lock
Fig. 12
and internal gear 1
3 Internal gear 2
4 Sun gear
UTS0239Y
UTS0238Y
12
21
Parking Lock
The function of the parking lock (Figure 13)
is to secure the vehicle against rolling off. Its
reliable operation is therefore fundamental
to safety.
The driver must press the brake pedal
before the selector lever can be moved from
the P (Park) position. This mechanism prevents the vehicle from being set in motion
by accidental operation of the selector lever.
Ravigneaux set (schematic)
Fig. 13
1 Pawl
2 Parking-lock gear
Robert Bosch GmbH

22
Continuously Variable Transmission (CVT)
Continuously Variable
Transmission (CVT)
Application
Drive concepts with continuously variable
transmissions (CVT) are characterized by
high driving convenience, outstanding ride
characteristics, and low fuel consumption.
VDT (Van Doornes Transmissie) has for
many years specialized in developing CVT
components and prototype transmissions.
Since its takeover of VDT in 1995, Bosch
now covers the entire field of CVT system
developments through to complete drivetrain-management systems. All the continuously variable automatic transmissions listed
in Table 1 are operated with a push-belt
(Figure 1). One exception is the Audi Multitronic with a link-chain manufactured by
LuK (Figure 2).
The main components of a CVT can be
activated by an electrohydraulic module. In
addition to the push-belt in mass production since 1985 pulleys, pumps, and electrohydraulic modules are being developed for
volume production launch. There are different types of push-belt for mid-range engine
torques up to 400 Nm (e.g. Nissan Murano
V6 with 3.5 l displacement and max. 350 Nm
at 4000 rpm, with converter).
The know-how within the
Bosch Group provides the
software for optimum CVT
activation. Naturally there is
full flexibility with regard
to software sharing so that
1
vehicle manufacturers can
also develop and implement special functions
themselves.
Current availability (worldwide) of vehicles

with CVT
Vehicle
manufacturer
CVT designation
Vehicle
Audi
Multitronic
A4, A6
BMW
CVT
Mini
GM
CVT
Saturn
Honda
Multimatic
Capa, Civic,
HR-V, Insight,
Logo
Hyundai
CVT
Sonata
Kia
CVT
Optima
Lancia
CVT
Y 1.2l
MG
CVT
F, ZR, ZS
Mitsubishi
CVT
Lancer-Cedia,
Wagon
Nissan
Hyper-CVT
ICVT
Extroid-CVT
Almera,
Avensis,
Bluebird,
Cube Micra,
Murano, Primera,
Serano, Tino,
Cedric Gloria
Rover
CVT
25/45
Subaru
ICVT
Pleo
Toyota
Super-CVT
Hybrid-CVT
Previa,
Opa Prius
CVT for front-wheel drive, transverse (section)
4
5
2
3
UTS0240Y
Fig. 1
1 Torque converter
2 Pump
with forward/reverse
clutch
4 Push-belt
5 Variator
6 Control module
Robert Bosch GmbH

CVT for front-wheel drive, longitudinal (Audi Multitronic with link-chain, source: Audi)
UTS0241Y
Engine speed
Conflicting requirements can be satisfied

A distinction is drawn within the CVT funcwith the aid of electronic control and
tions between a basic functionality and an
appropriate prioritization.
expansion stage. All the functions of the first
group have already been
3 Span of a CVT transmission compared with 5-speed automatic (characteristic)
implemented and tested
and are in use in various
Low 1st gear 2nd gear
3rd gear
4th gear
vehicles.
rpm
Suitable tools for effi5,000
5th gear
cient representation and
4,000
5th gear
testing such as ASCETOverdrive
3,000
SD are available and used
2,000
in joint projects.
0
0
50
100
Vehicle speed
km/h
150
Tractive force and running resistance (characteristics)
N
8,000
1st gear
Running
resistance
Low
6,000
2nd gear
4,000
3rd gear
4th gear
2,000
5th gear
5th gear
Overdrive
0
0
50
100
Vehicle speed
150
km/h
UTS0243E
Tractive effort
Starting out from the

span shown in Figure 3,
this produces the allocation of the tractive force
to the gear ratio shown
in Figure 4.
UTS0242E
1,000
The large gear-ratio span

of continuously variable
transmissions moves the
engine operating point
into ranges that are
4
favorable to fuel consumption.
23
Robert Bosch GmbH

24
Mechanical variator adjustment (schematic)
a1
a2
Fig. 5
a Low ratio
b Overdrive ratio
b1
a1, b1 Low ratio

a2, b2 Overdrive ratio
b2
Variator adjustment (control principle)
Secondary speed
Primary speed
Primary pulley
Command signal ratio

Secondary pressure
Primary
pressure
Command signal
pressure force
UTS0245E
Modelbased
variator
control
Secondary pulley
Model-based variator adjustment
Nominal speed
Nominal ratio
Ratio
controller
Secondary speed
Adaptive
function
Gear ratio
Engine torque
Clutch / CC
Engine speed
Temperature
Primary
current
Primary
torque
Pump
control
Nom. pressure
Max. adjustment speed
Secondarypressure
controller
Secondary
current
Secondary
pressure
UTS0246E
2
3
Input (primary)
pulley
Push-belt or chain
Output (secondary)
pulley
UTS0244Y
Figure 5 shows the mechanical adjustment of

the gear ratio from low
to overdrive. The control
setup shown in Figure 6 is
used for this purpose.
The model-based
variator control system
featured in Figure 7
processes the following
operations:
Adjustment of primary
speed or gear ratio with
PI controller.
Adjustment of contact
pressure for the primary
and secondary pulleys.
Coupling of the control
of gear ratio and contact-pressure control
and control of the
pump.
Adaptive function for
compensating tolerances.
Robert Bosch GmbH

Design
The converter or the multiplate clutch acts
as the power take-up element, and the reverse gear is shifted via a planetary-gear set.
25
Features
One advantage of CVT transmissions is that
they do not cause any interruption of tractive force when the gear ratio is changed.
These transmissions offer a high level of convenience since gearshifts are not necessary.
The gear ratio is continuously varied with

V-pulleys and a belt or a chain (variator).
In the entire engine map, operation is

matched to optimum fuel consumption/
maximum acceleration. A high ratio span is
also possible.
High-pressure hydraulics provide the necessary contact pressure and variator adjustment.
All the functions are controlled by the electrohydraulic control system. The various
components of the CVT transmission are
depicted in Figure 8.
Although the high-pressure pump requires a

certain level of drive power, the overall efficiency is satisfactory.
Model-based variator control
3
1
2
6
9
10
11
UTS0247Y
Fig. 8
11 Engine
12 Pump
13 Converter
15 Push-belt
16 Input (primary)
pulley
17 Output (secondary)
pulley
18 Differential
19 Electronic engine
management
10 Electrohydraulic
module (hydraulic
valves, sensors,
actuators)
11 Vehicle wiring
harness
Robert Bosch GmbH

26
CVT Components
Variator
The variator consists of two V-pulleys which
move in relation to each other (Figures 9
and 10).
The pressure p of the transmission fluid
moves the moving parts of the variator (1)
in relation to each other. This alters the position of the push-belt (3) between the two
pulleys and changes the gear ratio.
As power transmission is based solely on
the friction between the belt and the variator, this type of adjustment requires a high
system pressure.
Push-Belt
The company Van Doornes Transmissie
holds a worldwide patent for the push-belt.
Figure 11 shows the different types of belt
and their areas of application in relation to
the engine torque to be transferred.
The push-belt (Figure 12) consists of push
elements 2 mm thick and 24...30 mm wide,
which are arranged at an inclination angle
of 11 to each other. The chain is held by
two packs, each with 8 to 12 steel belts.
The coefficient of friction of the chain is
at least 0.9.
11
Variator (view)
Product range of push-belts
Nm
400
30/12
Torque
300
200
VDT
belt
24/12
24/9
30/9
30/9
10
0
Compact
class
12
Variator (schematic)
UTS0250E
UTS0248Y
100
Mid-range Luxury-class
class
vehicles
Push-belt (view with excerpt)
3
4
1
UTS0251Y
Fig. 12
1 Push element
2 Steel-belt pack
UTS0249Y
Fig. 10
1 Moving pulley
2 Fixed pulley
3 Push-belt
4 Spring
p Pressure of
transmission
fluid applied
Robert Bosch GmbH

Belt diameter
Thickness of belts
Number of belts
Width of push elements in mm
Link-chain
Instead of the push-belt usually used in CVT
transmissions, Audi uses a link-chain manufactured by the company LuK in its Multitronic transmission (this chain is based on
the pin chain manufactured by the company
P.I.V. Reimers).
This link-chain is made completely of
steel and yet is almost as flexible as a V-belt.
It is composed of various positions of links
next to each other and therefore of such
robust design that it can transfer very
high torques (transferable engine torque
350 Nm) and forces.
The chain (Figure 13) consists of 1025 individual links, each with 13...14 chain links
lined up next to each other. Pins with a
width of 37 mm and an inclination angle of
11 connect the links (1) to each other. The
ends of the pins (2) press against the conical
surfaces in the variator.
The tractive force of the chain is transferred to the variator pulleys at the support
points created. The mini slip created in the
process is so minimal that the pins are subject to wear of no more than one to two
tenths of a millimeter over the entire working life of the transmission.
The link-chain has the further advantage
that it can be routed over a circumference
that is smaller still than other belts. By running on this minimum wrap diameter, it has
the capacity to transfer maximum forces and
torques. In this event, only nine pairs of pins
are in contact with the inside surfaces of the
pulleys. However, the specific contact pressure is so high that they do not slip even
under maximum load.
13
Link-chain for Audi Multitronic (source: Audi)
UTS0252Y
24/12/1.5/208.8
27
CVT Oil Pump

Since the process of adjusting the pulleys
in the CVT requires a high fluid pressure,
a high-power oil pump is used to generate
this pressure (Figure 14).
14
CVT oil pump
UTS0253Y
The following nomenclature is used for the

belt designations:
Fig. 13
1 Links
2 Pin
Robert Bosch GmbH

Toroid transmission
high-pressure hydraulics for preloading

the torus wheels, and
electrohydraulic control.
Toroid Transmission
Application
The toroid transmission is currently only
used in Japan in the Cedric and Gloria
models built by Nissan.
Features
The main features are as follows:
no interruption of tractive force,
no gearshifts (high convenience),
adapted operation in the engine map for
optimum fuel consumption/maximum
acceleration,
can be used for high torques,
rapid ratio adjustment,
high drive power for the high-pressure
pump (overall efficiency therefore only
satisfactory), and
special ATF (automatic transmission
fluid) with high shear strength required.
Design
As a special type of continuously variable
transmission (Figures 1 and 2), the toroid
transmission is also known as a friction-gear
CVT. It is characterized by the following
design features:
converter as power take-up element,
reverse gear via planetary-gear set,
power transmission via torus wheels with
intermediate rollers,
continuously variable change of ratio
by hydraulic angle adjustment of intermediate rollers,
1
Toroid transmission (schematic)
a
1
Fig. 1
a Half toroid
b Full toroid
UTS0254Y
1
2
3
4
Input wheel
Variator
Output wheel
Output
Toroid transmission (version)
Fig. 2
1 Input wheel
2 Variator
3 Output
UTS0255Y
28
Robert Bosch GmbH

29
Transmission history 2
Daimler/Maybach Steel-Wheel Carriage from

1889 with Four-Speed Transmission
Power transmission in an automobile must
guarantee the functions of starting, enginespeed, and torque conversion for forward and
reverse travel. These functions call for actuators
and shifting elements which intervene in the
power-flow and perform engine-speed and
torque conversion.
In the very early days of automobile history,
many vehicles transferred their engines motive
force to the road with belt and chain drives.
Only in the output stage, the final drive, were
gear and chain drives soon to be in use due to
the high torques involved.
The steel-wheel carriage from Daimler and
his designer Maybach from 1889 was the first
four-wheel vehicle with an internal-combustion
engine not to be simply a converted horsedrawn carriage, but to be conceived in its
entirety specifically for motorized road traffic.
The power-flow of its vertically mounted twocylinder V-engine with a power output of 2 HP
(1.45 kW) was already transferred to the powered axle with a clutch, a four-speed manually
shifted gear transmission, and a differential. A
gear transmission could specifically carry out
the conversion of rotational speed, torque, and
direction of rotation in the tightest of spaces.
Daimler/Maybach steel-wheel carriage from 1889

with its four-speed transmission
(source: DaimlerChrysler Classic)
The four-speed transmission to be operated

using two shift levers consisted of different
straight-toothed gear pairs, one pair of which
could always be engaged with the aid of two
sliding-gear clusters. The top speed that could
be reached ranged between 5 km/h (1st gear)
and 16 km/h (4th gear). For the purpose of
starting and shifting, the power transmission
from the engine to the transmission could be
interrupted with a bevel clutch.
Despite the introduction of the variable-ratio
gear transmission, the belt drive maintained its
position for some time as the power take-up element in the subsequent course of vehicle development because it permitted a certain starting
slip and a greater spacing to the other drivetrain
components. There were also combinations of
belt drives, manual gear transmissions, and
chain drives. The chain drive remained in use
in passenger cars until roughly 1910. But as
engine power output continued to increase,
there was no longer any way past the variableratio gear transmission with bevel clutch on
account of the high forces that were created.
After 1920 the positive connection (with
constantly engaged gears) was established by
displacing dog clutches with low displacement
travel. Then helical gears and synchronization
became standard in manually shifted transmissions. Finally, there came the introduction of
automatic transmissions, which are usually fitted
with planetary-gear sets on account of the high
power density.
UTS0357Y
UTS0356Y
1
2
3
Transmission input
with bevel clutch
Sliding-gear
cluster 1
Sliding-gear
cluster 2
Robert Bosch GmbH


drivetrain-management system calculates
the conversion into torque and engine speed
and implements them. In order for such a
strategy to be implemented, it is essential for
the system to be equipped with an electrically actuated throttle valve (drive by wire).
In complicated traffic situations, unfamiliar

surroundings, or poor weather conditions
(e.g., heavy rain, snow, or fog), manual
gear changing can distract car drivers to
such an extent as to create situations that
are difficult to control. This also applies to
the annoying, incessant process of engaging
and disengaging the clutch when driving in
stop-and-go traffic. Automatic transmissions with electronic control assist drivers in
these and other traffic situations so that they
can concentrate fully on the road conditions
and what is happening around them.
Figure 1 shows the organizational structure

of drivetrain management as part of the
overall vehicle structure. The vehicle coordinator forwards the requested propulsion
movement to the drivetrain coordinator
while taking into account the power requirements of other vehicle subsystems (e.g.,
body or electrical-system electronics). The
drivetrain coordinator distributes the power
demand to the engine, converter, and transmission. In the process, the various coordinators may also have to solve conflicts of interest that arise in accordance with defined
priority criteria. A whole range of different
external influencing factors (such as environment, traffic situation, vehicle operating
status, and driver type) plays a role here.
STS0256E
Coordinator
As the number of electronic systems in the

vehicle increases, so too does the complexity
of the overall network of the various ECUs.
Controlling such networked structures requires hierarchical order concepts, such as,
for example, the Cartronic system from
Bosch. Coordinated drivetrain management is integrated as a substructure in the
Cartronic system. It facilitates optimally
The Cartronic concept is based on an
matched management of the engine and
object-oriented software structure with
transmission in the various vehicle operatphysical interfaces, e.g., torque as an intering conditions.
face parameter of drivetrain management.
The engine is operated as often as possible
in the fuel-saving ranges of its program
map. If the driver adopts a sporty driving
style, however, the high, less economical
speed ranges are increasingly utilized. Such a
situation-dependent
1 Monitoring architecture of monitored drivetrain management
mode of operation presupposes on the one hand
that the driver command
is recognized and on the
Vehicle
Drive
other hand that its impleEnvironmental
Torque
Engine
?
mentation is left to the
variables
electronic drivetrainVehicle
Driving-condition
Slip
Converter
?
motion
variables
management system and
a higher-level driving
Vehicle
Body and
TransGear ratio
?
variable
interior
mission
strategy. When the driver
presses the accelerator
User
Electrical
Provision of propulsion
?
variables
system
power and power for other
pedal, the system interloads/consumers
prets this action as an
acceleration request.
From this request, the
Coordinator
30
Robert Bosch GmbH

The statutory requirements relating to fuel

consumption and exhaust-gas emissions will
play a significant role in transmission development over the next few years. There follows a brief comparison of the requirements
of the main markets for this purpose.
CAFE Requirements
In contrast to Europe, the USA, the most
important market for automatic transmissions, has seen no change in the CAFE fuelconsumption requirements (corporate average fuel efficiency) since 1990 (Figure 2). All
attempts to bring about a tightening of these
requirements have proven unsuccessful.
ACEA, JAMA and KAMA

The ACEA (Association des Constructeurs
Europens dAutomobiles, i.e. Association of
European Automobile Manufacturers) has
agreed to reduce the corporate average in
CO2 emissions in the period from 2002 to
2008 from 170 mg CO2 to 140 mg CO2
(Figure 1).
g/km
200
CO2 emission
The Japanese and Korean manufacturers associations (JAMA and KAMA) have adopted
the same limits for the year 2009. In order
for this target to be achieved, the next few
years will see an increased acceptance of
transmission types such as the 6-speed
transmission CVT (continuously variable
transmission) and AST (automated shift
transmission).
CO2-emission requirements
180
Current field
of values
165170
160
140
140
120
100
2000
Consumption leader
VW Polo 3l
2002
2004
2006
2008
Year
2010
2012
STS0257E
Market Trends
Market Trends
CAFE fuel-consumption requirements (passenger cars, light commercial vehicles not included)
Standard
Current value
FE/mpg
30
20
15
10
0
1978
1990
Year
2000
STS0258E
Fuel consumption
25
31
Robert Bosch GmbH

Control of Automated Shift Transmission AST

Transmission AST
Requirements
Current market developments reveal a
marked trend towards an increase in in-car
safety and operating comfort and convenience. This is accompanied by an increase
in vehicle mass and in the final analysis an
increase in fuel consumption. The emission
guidelines laid down by legislators (140 g/km
CO2 by 2008) only intensify the situation.
The automated shift transmission (AST)

combines the advantages of a manually
shifted transmission with the functions of
an automatic transmission. The automated
version of the classic manual transmission
is characterized by its high efficiency. Slip
losses do not occur as in conventional
torque-converter transmissions.
Specific fuel consumption in the automatic mode is below the low level of the
manual transmission.
AST development is founded on the
knowledge and findings gained in connection with electric-motor clutch management
(ECM).
Electric-Motor Clutch Management
(ECM)
Application
Following initial experiences with hydraulic
clutch management, users are now concentrating their efforts on the use of electric
motors as clutch actuators in the small-car
segment. This new approach allows for savings to be made on costs and weight, as well
as providing a higher degree of integration.
Corresponding ECM systems are used in the
Mercedes A-Class, the Fiat Seicento, and the
Hyundai Atoz.
Fig. 1
MC Clutch torque
ME Engine torque
tD Declutching time
S1 Signal for gearshift
command

The most important step in minimizing
costs was switching from a hydraulic actuator to an electric-motor actuator. This step
removed the need for a pump, an accumulator, and valves as well as the need for a travel
sensor in the clutch-release system. Instead

the clutch-travel sensor is integrated in the
electric-motor actuator.
The small electric motor offers a low
power density in comparison with a
hydraulic pump and accumulator. The
electric-motor actuator is therefore only
suitable if it can achieve sufficiently short
declutching times for rapid gearshifts.
Shifting without Torque Correction
In the conventional system without torque
correction (Figure 1), the clutch torque is far
in excess of the engine torque. The reason
behind this is that the dry clutch, which has
to transfer at least the engine torque under
all extreme conditions, normally offers a
reserve of 50 to 150%. The engine torque
drops when the driver wishes to change gear
and at the same time takes his foot off the
accelerator pedal. Operating the shift lever
initiates the intention to change gear, and
the clutch must now be moved from the
fully closed to the fully open position. This
defines the declutching time.
If the declutching time is too long, the clutch
will still transfer torque while the next gear is
being synchronized, a process which may result in rattling or damage to the transmission.
Shifting without torque correction
S1
tD
Nm
400
MC
300
200
ME
100
0
100
Time t
8s
STS0259E
Torque
32
Robert Bosch GmbH

Shifting with Torque Correction

The most technically sophisticated solution
for avoiding transmission damage is to
combine a reduced-force clutch with torque
correction.
Figure 2 shows the shifting operation with
torque correction, in which the clutch
torque is only marginally above the engine
torque. When the driver takes his foot off
the accelerator pedal to change gear, the
clutch torque drops as well as the engine
torque. When the intention to change gear
is initiated, the clutch is thus already almost
open and the remaining declutching operation follows very rapidly.
Figure 3 features a schematic representation of electric-motor clutch management
(ECM) as a partial-automation solution,
and the automated shift transmission (AST)
as the complete automation of the manual
transmission, both as add-on systems.
Electric-Motor Automated Shift
Transmission AST
Application
Today the AST is used primarily in the lower
torque classes (e.g., VW Lupo, MCC Smart,
Opel Corsa Easytronic, see also chapter entitled Transmission Types), where, in comparison to the fully automatic transmission,
the cost benefit makes up for the downside
of the interruption in tractive force.
33

The electric-motor AST features the automated clutch operation of the ECM system.
With an additional electric-motor actuator
for the transmission, the driver is able to
change gear without there being a mechanical connection between the selector lever
and the transmission (shift by wire).
In the case of the AST, all modifications to the
transmission are to be avoided. This will enable the transmission manufacturer to mount
either manual transmissions or ASTs on the
production line. As the hardware for this
system (e.g., for the Opel Corsa Easytronic),
Bosch supplies the electric motors for clutch
engagement, shifting, and selection (see chapter entitled Transmission, Automated Shift
Transmission), and the ECU. Automated
and cost-effective mass production is made
possible by the use of standard components
in all AST applications.
3
ECM and AST as add-on systems
a
1
Fig. 2
MC Clutch torque
ME Engine torque
tD Declutching time
S1 Signal for gearshift
command
Shifting with torque correction
Fig. 3
a ECM
b AST
ECM
S1
tD
Nm
400
AST
1
1
2
200
3
4
MC
100
ME
100
Time t
8s
STS0261E
STS0260E
Torque
300
5
6
7
Available signals
Clutch actuator with
integrated ECM
ECU
Gear recognition
Shift-intention
recognition on
shift lever
Clutch actuator with
integrated AST ECU
Transmission
actuator
Selector lever
Robert Bosch GmbH

34
Software Sharing
The vehicle manufacturer (OEM), the supplier and if necessary a system integrator
share the AST software tasks. The operating
system, signal conditioning, and the hardware-specific routines for activating the
actuators are provided by Bosch. Boschs
extensive knowledge and experience in the
field of automatic transmissions is also
applied in establishing the AST target gears.
This includes, among others, driver recognition, uphill/downhill recognition, cornering
recognition, and other adaptive functions
(see also chapter entitled Adaptive Transmission Control, ATC).
The tasks of activating the transmission and
coordinating the gearshift sequence (clutch,
engine, transmission) are the responsibility
of the OEM or the system integrator.
This also applies to clutch control, significant parts of which can be taken over from
the ECM system. Each vehicle manufacturer
brings its marque-specific philosophy
regarding shifting time, shifting points,
and shifting sequences to bear.
Shifting Operation and Interruption of

Tractive Force
The basic problem associated with the AST
is the interruption of tractive force. This is
represented in Figure 4 by the hollow of
the vehicle acceleration between the two
shifted gears. In terms of what is required
of the actuators, these phases can be divided
into two blocks:
phases which have an effect on the vehicle
acceleration,
phases which represent pure response
times.
In the phases which have an effect on the
vehicle acceleration, it transpires that a
throttle action is needed because excessively
quick changes in vehicle acceleration are felt
to be unpleasant. The optimum interaction
of engine, clutch, and transmission intervention results in the best possible performance.
The synchromesh can be supported for
example by double-declutching. In the
response times, however, the maximum speed
of the actuators is demanded. It is important
here that the synchromesh does not experience too hard a shock after the gear has been
disengaged and the following rapid phase.
Phases of AST shifting operation
t1
M1 Torque reduction
M2 Torque increase
t0 Tractive-force
interruption
t1 Shifting operation
t2 Acceleration
t3 Disengage and
select gear
t4 Synchronization
t5 Shift through gear
t0
M1
2
t3
Time t
t4
t5
M2
STS0262E
Fig. 4
1 Current gear
2 Next gear
Acceleration a
t2
Robert Bosch GmbH

Figure 5 shows a comparison of the shifting

times that can be achieved with a hydraulic
system and an electric-motor system and the
shifting time necessary for a comfortable
shifting operation. The bar lengths equate to
the times required for the individual phases
and the same shading schemes are used.
When the capacity of the actuators is
exploited to maximum effect, the electricmotor system only demonstrates a time
disadvantage compared with its hydraulic
counterpart in the clutch-operation phase.
This could be reduced in particular in the
torque-reduction phase by an intelligent
5
35
control strategy such as torque correction or

by the interaction of the engine and the
clutch.
It is important to highlight here that there
is hardly any difference between the two
systems in the phases for response time, gear
disengagement, and gear engagement. The
response times are not extended practically,
even in the case of comfortable shifting.
However, the phases relevant to acceleration
must be two to four times as long as in the
extreme case, both for the hydraulic and the
electric-motor actuator systems.
Comparison of achievable shifting times
100 ms
Maximum
hydraulic force
Maximum
electronic force
Gear
out
Torque
reduction
Torque
increase
Automated shift transmission (AST) in a diesel vehicle (example: system diagram)
11
10
CAN
12
UTS0207-1Y
Synchro- Gear
nization
in
STS0263E
Comfortable
Fig. 6
1 Engine electronics
(EDC)
2 Transmission
electronics
3 Transmission
actuator
4 Diesel engine
5 Dry interrupting
clutch
6 Clutch servo unit
7 Intarder electronics
8 Display
9 Driving switch
(selector lever)
10 ABS/TCS
11 Transmission
12 Air supply
___ Electrics
---- Pneumatics
___ CAN communication
Robert Bosch GmbH

Control of Automatic Transmissions
Control of Automatic
Transmissions
Requirements
The control system for an automatic transmission must fulfill the following essential
requirements or functions:
always shifting the correct gear or setting
the correct gear ratio as a function of
assorted influencing variables,
executing the shifting operation through
adapted pressure characteristics as comfortably as possible,
implementing additional manual interventions on the part of the driver,
detecting maloperations, e.g. by preventing non-permitted gearshifts,
providing ATF oil for cooling, lubrication
and for the converter.
Hydraulic Control
The main function of the hydraulic-control
system (Figures 1 and 2) is to regulate,
boost, and distribute hydraulic pressures
and volumetric flows. This includes generating the clutch pressures, supplying the converter, and providing the lubricating pressure. The housings of the hydraulic-control
system are made from diecast aluminum
and contain several precision-machined
slide valves and electrohydraulic actuators.
2
Main control with hydraulic valves
UTS0265Y
Current control systems are exclusively

electrohydraulic in nature.
Exploded view of a hydraulic-control system (example: GM HYDRA-MATIC 4L60-E)
UTS0264Y
36
Robert Bosch GmbH

Electrohydraulic Control
Due to their extensive range of functions, all
modern automatic transmissions with four
to six gears and continuously variable transmissions are exclusively controlled by electrohydraulic means. In contrast to earlier,
purely hydraulic control systems with
mechanical regulators, the clutches are
activated individually by pressure regulators,
which facilitate precise modulation and
regulated overlapping gearshifts (without a
one-way clutch).
Clutch Control
Clutch control is always performed with
either pilot-controlled or directly controlled
pressure.
Pilot Control
With pilot control, the required pressure
and throughflow for rapid clutch filling are
provided via a slide valve in the control
housing. Pressure regulation is effected by
pilot pressure acting on the sensing surface
of the slide valve. An actuator generates this
pilot pressure (Figure 3).
This results in greater degrees of freedom
in the packaging and the use of standardized
actuators, high dynamics, and small electromagnets.
Load transfer with one-way clutch US
p1
Direct control (pictorial diagram)
nE
Time t
STS0268E
Fig. 3
1 Supply to actuator
2 Oil pan
3 Supply to slide valve
4 Actuator
5 Slide valve in control
housing
6 Clutch
Fig. 4
1 Supply to actuator
2 Actuator
3 Clutch
p2
Speed n
Upshift Under Load

Unlike in a manual transmission, throttling
upshifts in an automatic transmission take
place without an interruption of tractive
force. The graphic in Figure 6 shows the
time curve of the characteristic variables
during an upshift into the direct gear
(ratio 1). Shifting begins at time t0: The
clutch is filled with fluid and the friction
elements are pressed against each other.
The clutch transfers a torque from time t1
onwards. As the clutch torque increases, so
the torque supported at the one-way clutch
decreases. The one-way clutch is released at
time t2. Now the engine speed begins to
change. The clutch torque increases to t3.
Pressure p
Shifting-Sequence Control
Conventional Shifting-Sequence control
The following two shifting scenarios are
examples of conventional control of a simple 4-speed automatic transmission with
one-way clutches (Figure 5).
Torque M
STS0266Y
37
Direct Control
With direct control, the required pressure
and throughflow for rapid clutch filling are
provided directly by the actuator (Figure 4).
This results in a compact clutch-control
system with reduced hydraulic sophistication.
Pilot control (pictorial diagram)
STS0267Y
Fig. 5
p1 Pressure,
cutting-in clutch
p2 Pressure,
cutting-out clutch
nE Engine speed
M Torque
Robert Bosch GmbH

Output
One-way clutch
Clutch
Engine
Transmission output
Time curve of a downshift
1
Torque M
1
2
3
2
3
pF
Pressure p
pS
pC
pC
pF
4
5
t0
t1 t2 t3
t4
Time t
5
t0 t1
t2 t3
Time t
STS0270E
1
2
3
4
5
Pressure, torque and speed curve during an upshift
Downshift Under Load

In contrast to upshifts, downshifts take place
with an interruption of tractive force.
Figure 7 shows the time progression.
At t0 shifting begins with the clutch being
drained. Engine torque is no longer transferred from t1 onwards and the engine revs
up. At t2 the synchronization speed of the
new gear is reached and the one-way clutch
is engaged; up to t3 the converter slip is set
according to the engine torque. The shifting
operation is completed at t3. The gear-shift
sophistication (ease of shifting) is determined by the torque drop in the phase t0...t1
and depends quite significantly on the
torque increase between t2 and t2.
All the shifting scenarios that occur are
primarily controlled by the electronic system; the hydraulic system is left above all
with the function of clutch power control.
In all newer transmissions (5-speed
and 6-speed types), one-way clutches are
replaced by regular clutches for weight
reasons. However, during the shifting
operations, they require overlap control
Speed n
Fig. 7
pC Clutch pressure
pF Filling pressure
t0 Start of shift,
clutch drains
t1 End of torque
transfer, engine
revs up
t2 Synchronization
speed of new gear
reached, one-way
clutch engaged,
converter operates
with slip
t3 Shifting operation
completed
STS0269E
Output
One-way clutch
Clutch
Engine
Transmission output
Torque M
1
2
3
4
5
The progression of the output torque in the

phase t1...t4 determines the gear-shift sophistication (ease of shifting). To ensure
good shift quality, the clutch pressure must
be set so that the output torque is between
the level at t < t1 and the level at t > t4. The
torque jump at t4 should also be as low as
possible.
The load on the friction elements is determined by the clutch torque and the slip
time (t4 t1). It is clear here that controlling
the shifting sequence always involves a compromise.
Pressure p
Fig. 6
pC Clutch pressure
pF Filling pressure
pS Safety pressure
t0 Start of shift
t1 Start of torque
transfer, clutch
torque rises,
one-way clutch
torque drops
t2 One-way clutch
released
t3 Clutch slips,
clutch torque
remains constant
t4 Clutch sticks, clutch
torque decreases,
converter operates
with slip
The clutch slips up to t4, after which it sticks.

After the end of the shifting operation, the
clutch pressure is controlled upward to a
level of safety.
The speed difference between the engine
and the transmission output speed remaining after t4 is caused by the converter, which
always operates with slip when locked up.
Speed n
38
Robert Bosch GmbH

Torque M
Pressure p
p1
p2
STS0271E
nE
Time t
Fill time
ntu
ntu
tfill
tshift
tvertex
Time t
STS0272E
Adaptive Pressure Control

The function of adaptive pressure control is
to achieve a consistently good shift quality
over the entire working life of the transmission and the accompanying changes in the
friction coefficients at the clutch surfaces.
It also compensates for any potential deviation of the calculated torque or the torque
transferred by the engine which can occur
on account of changes to the engine or
manufacturing tolerances.
In this case, an important role is played by
pressure adaptation with the aid of the shifting times applied by the manufacturer. To
this end, the applied shifting times are compared with the real shifting times that occur.
If the measurements are repeatedly outside a
pre-specified tolerance range, the pressure
parameters pertaining to the shifting operation are incrementally adapted. A distinction
is made here between the fill time and the
slip time of the clutch.
39
Overlap control US
Speed n
The most important features of overlap

control are:
low mechanical complexity,
minimal space requirement,
multiple use for different gear steps
possible,
high control precision for load transfer
required,
high software complexity for torque
control,
in event of incorrect control: excessive
speed (engine races) or onset of a braking torque (extreme case: transmission
blocking).
Turbine speed ntu
for the clutches (Figure 8). This means that

while clutch 1 opens for gear x, clutch 2 must
close for gear y. Since this type of control is
very elaborate and time-critical, it is necessary to provide considerably higher computing power in the ECU than for the simple
shifting sequences with one-way clutch shifts
(see also chapter entitled ECUs).
Fill-Time Measurement
The fill time tfill (Figure 9) is the time from
the start of the gearshift tshift to the start of
synchronization (a drop in speed is identified during the upshift [US]):
tfill = tvertex tshift
Slip-Time Measurement
The slip time tslip (Figure 10) of the clutch is
the time from recognition of the speed vertex
(start of synchronization) to complete synchronization of the speed in the new gear.
Fig. 8
p1 Pressure,
cutting-in clutch
p2 Pressure,
cutting-out clutch
nE Engine speed
M Torque
Robert Bosch GmbH
10
Shifting-Point Selection
Conventional Shifting-Point Selection
In the majority of automatic transmissions
currently available, the driving program is
selected using a selector switch or a button.
The following driving programs are generally available in this respect:
Economy (very economical),
Sport, or
Winter.
Slip time
Turbine speed ntu
tslip
ntu
tvertex
tsync
Time t
STS0273E
ntu
(sync)
tslip = tsync tvertex

The speed thresholds used for measuring the
slip time tslip (Figure 10) are calculated in
advance of the start of shifting, where the
following relationship applies to upshifts:
Start of fill-time measurement = start of
shifting
Vertex: A decrease in the turbine speed ntu by
at least ntu (vertex) revolutions is detected.
ntu (t 1) ntu (t) > ntu (diff)
Synchronization speed: An increase in the
turbine speed ntu by at least ntu (sync) revolutions is detected.
ntu (t) ntu (t 1) > ntu (sync)
Fig. 11
1 Upshift
XE Economy mode
XS Sport mode
Pressure Correction
Pressure adaptation is only permitted within
specific limits on account of operational reliability. The typical adaptation width lies in
the range of 10% of the modulation pressure calculated for the shift. The correction
values are also still distinguished according
to speed bands.
The adaptation values are stored in a nonvolatile memory so that the optimum modulation pressure can be reapplied when the
vehicle is restarted. The overall pattern of
pressure adaptation can also be evaluated as
a sign of changes in the transmission.
The individual programs differ in the position of the shifting points in relation to the
position of the accelerator pedal and the driving speed. The Economy and Sport shifting
maps of a 5-speed transmission are used
here as examples (Figure 11).
If the current driving speed or the accelerator-pedal position corresponding to the
driver command (accelerator-pedal value)
intersects the shift curve, a gearshift is triggered. A requested gearshift can be either
canceled or converted into a double shift
within a specific period of time (which
depends on the hydraulic system of the
automatic transmission)
For example, the driver is driving in fifth
gear on an interstate highway and would like
to overtake. To do so, he presses the accelerator pedal to the floor, whereupon a downshift is requested.
11
US and DS characteristics in Economy mode (XE)

and Sport mode (XS)
2-1 RS 1-2 HS
XE XS XE XS
%
100
50
50
Vehicle speed F
km/h
STS0274E
Accelerator-pedal position
40
Robert Bosch GmbH

When the accelerator pedal is firmly pressed

to the floor, the 4-3 DS shift curve is intersected directly after the 5-4 DS shift curve,
and a 5-3 double downshift is performed
instead of a sequential downshift. Special
shifting points for kickdown (forced downshift) allow the maximum possible engine
power to be utilized at this point.
Adaptive Transmission Control (ATC)
All newer transmission-control systems have
instead of active driving-program selection
by the driver software which enables the
driver to adapt to the special ambient conditions while driving. This includes first and
foremost driver-type recognition and driving-situation recognition. Examples which
are currently in use are adaptive transmission
control (ATC) from BMW and the dynamic
shift program (DSP) from Audi.
Driver-Type Recognition
A driver type can be identified by means of
an evaluation of the actions he or she
performs. This includes:
kickdown operation,
brake operation, and
restriction via selector lever.
For example, the kickdown evaluator counts
the number of times the driver engages kickdown during a presettable period of time. If
the counter exceeds a specific threshold, the
driver-type recognition facility selects the
next, more sporty driving program. It automatically switches back to a more economical
driving program once this time has elapsed.
Driving-Situation Recognition
For driving-situation recognition, different
transmission-control input variables are
linked to conclusions about the present
driving condition. The following situations
can generally be recognized:
uphill driving,
cornering,
winter operation, and
ASC operation.
Uphill Driving
Recognition of uphill driving by comparing
the current acceleration with the requested
acceleration by way of the engine torque,
results in upshifts and downshifts at higher
engine speeds and thus prevents gearshift
hunting.
Cornering
This facility uses the difference in wheel
speeds to calculate whether the vehicle is in a
curve or bend. With active cornering recognition, requested shifts are delayed or prohibited in order to increase vehicle stability.
Winter Recognition
Winter operation is recognized on the basis
of slip detection from analysis of the wheel
speeds. This serves primarily to
prevent the wheels from spinning and
select a higher gear during starting so that
less torque is transferred to the drive
wheels, thereby preventing premature
wheel spin.
ASC Operation
If the system detects while driving that the
ASC ECU (anti-slipping control or traction
control system, TCS) is in control mode,
requested gearshifts are suppressed in order
to support the ASC function.
41
Robert Bosch GmbH

42
Engine Intervention
Application
A precisely controlled time characteristic of
engine torque during the shifting operations
of an automatic transmission offers the possibility of optimizing transmission control
with regard to gear-shift sophistication
(convenience), clutch service life, and transferrable power. The engine management
system implements the torque command
(reduction) of the transmission control by
retarding the moment of ignition.
The theoretical principles, processes, and
measurement results are presented using the
example of engine intervention in ignition.
Symbols and Abbreviations

C
Spring stiffness of drivetrain
i
Gear ratio
J
Mass moment of inertia
k
Constant
M
Engine torque
n
Rotational speed
q
Specific lost work
Q
Lost work
t
Time
W
Running resistance
x
Spatial coordinate
Temperature
Angular velocity
Angle of rotation
Angle of rotation, linearized

Indices
O
V
limit
C
kin
E
red
s
com

1
2
Output
Vehicle
Permitted limit value
Clutch (friction element)
Kinetic share
Engine (transmission input)
Reduced value
Slip time
Share of combustion energy
(engine torque)
Reference variable
Clutch drive side
Clutch output side
Requirements
The ever-increasing demand for more economical fuel consumption in motor vehicles
dictates to a significant degree the development objectives in the field of automatic
transmissions as well. In addition to measures for improving the efficiency of the
transmission itself (such as, for instance, the
torque converter lockup clutch), these objectives include introducing transmissions with
more gears. However, additional gear steps
inevitably call for increased shift frequency.
This in turn results in increased demands
placed on gear-shift sophistication (convenience) and the load capacity of the friction
elements.
Engine intervention takes into account
both requirements and institutes an additional degree of freedom for controlling an
automatic transmission. Engine intervention covers all those measures which allow
the engine torque generated by the combustion process during the shifting operation in
the transmission to be specifically influenced and in particular reduced. Engine
intervention can be used in both upshifts
and downshifts.
The primary aim of engine intervention
in upshifts is to reduce the lost energy that
occurs in the friction elements during the
shifting operation. This is done by reducing
the engine torque during synchronization
without interrupting the tractive force. The
margin acquired in this process can be used
to:
Increase the service life by shortening the
slip time (if all other operating parameters in the transmission, such as clutch
pressure and number of plates, remain
unchanged).
Improve the convenience by reducing the
clutch torque, brought about by lowering
the clutch pressure during the slip phase.
Transmit higher power, provided the
mechanical strength of the transmission
permits this; in most cases, however, the
power loss in the clutches is the limiting
factor.
Robert Bosch GmbH

Naturally, it is also possible to adopt a sensible

combination of these measures within the
framework of the specified margin.
The aim of engine intervention in downshifts is to reduce the jolt which occurs when
the one-way clutch or a friction element
engages at the end of the synchronization
processes. This results in
improved convenience and
supported and improved synchronization
in transmissions without one-way
clutches.
Interventions in the Mechanical Shifting
Sequence
The following explanations illustrate which
possibilities present themselves for intervention in the mechanical shifting sequence.
The individual phases of upshifts and downshifts are described in the section entitled
Shifting-Sequence Control.
Upshifts
Engine intervention is discussed using the
example of an upshift from the direct gear
(i = 1) to overdrive (i < 1). The following
simplifications serve to illustrate the physical
relationships more clearly:
The influence of the torque converter is
disregarded.
There is no overlap of friction elements,
i.e., only one friction element participates
in the gearshift.
The engine torque remains constant during the gearshift, thereby providing linear
speed characteristics.
The vehicle speed during the gearshift is
taken to be constant.
The heating of the friction linings by
briefly successive shifting operations is
disregarded.
= 1 2
(1)
In relation to the lost energy which must

be absorbed or forwarded by the friction
elements during the shifting operation, the
following equation applies:
ts
Q = MC (t) (t) dt
0
(2)
Furthermore, the angular-momentum principle applies to the drive and output sides of
the clutch. For the rotational masses of the
drive side:
= O
1 i ME MC
+
t
i
JO
(3)
Under the above-mentioned preconditions,

this produces:
= E O = E (t = 0) O + E t
or
Q = MC O
1i
M MC t S
ts + E
i
JE
2
From (1), (2), and (3), this produces for a

time-constant clutch torque the lost energy
as a function of the shifting-sequence parameters.
.
J1 1 = ME MC
The slip time itself is dependent on the
clutch and engine parameters, where
ts =
1i
JE
O 1 i
= O
(4)
.
i
ME MC
E i
This produces the lost energy to be absorbed

by the friction element
Q=
Upshifts take place without an interruption of

the tractive force. Synchronization of engine
and transmission takes place via a friction
element in slipping-intervention operation.
The following relative speed ensues between
the drive and output side of the clutch:

2 1i
1 MC JE
O
2 ME MC
i
(5)
i.e., the lost energy is dependent only on the

clutch and engine torques, the driving speed,
and the gear ratios.
When the clutch torque determined by (4)
is applied in (5), this produces the lost energy
43
Robert Bosch GmbH

as the sum of a share of the kinetic energy

which is released when the rotational masses
are braked to the synchronization speed and
a share of the engine combustion energy:

12
Lost energy Qcom (a) and clutch torque MC (b)

of a clutch as a function of slip time tS and engine
torque ME
Nm
Qlimit
+2,000
Qcom/Qkin 1...4
Qkin=1,645
3
+400
Nm
400
600
Slip time ts
ms
Nm
200
400
8
300
ts limit
10
0
50
Clutch torque MC
200
M E=
MClimit Maximum
clutch torque
MCmin Minimum
clutch torque
ME Engine torque
Qlimit Maximum
permitted lost
energy
A further significant aspect is derived from

(6): Only the share of lost energy stemming
from the combustion energy is dependent
on the slip time tS. The decisive factor is the
product of the engine torque and the slip
time. This means, however, that the slip time
can be extended accordingly when the engine torque is reduced without an increase
in the total lost energy. In actual fact, the
wear of the friction elements even decreases
with constant total lost energy when the slip
time is extended. The temperature of the
friction linings corresponds to the load on
the friction elements.
Figure 12a shows the lost energy absorbed
by the friction element as a function of the
engine torque and the slip time. The maximum permitted lost energy Qlimit and the
engine torque to be transferred during this
gearshift determine the maximum slip time,
for instance in accordance with point S. The
maximum permitted energy Qlimit corresponds in accordance with (5) to the clutch
torque determined by the slip time MClimit
(point 1 in Figure 12b).
To reduce the lost energy, the clutch
torque in relation to point S would have to
be increased and thereby the slip time shortened. However, this would lead in equal
+800
500
Fig. 12
a Lost energy Qcom
b Clutch torque MC
50
ME =
+1,200
7
10
0
Lost energy Qcom
+1,600
Both these shares are roughly of the

same order of magnitude. At speeds of
n = 3000 rpm and typical values for the gear
step and the engine-drag torque (i = 0.8,
JE = 0.3 kg m2, ME = 100 Nm, tS = 500 ms),
this produces:
This clearly shows the possibilities of engine

intervention for reducing the power loss in
the friction elements.
200
Nm
2 1i
1i
+ ME tS O
(6)
Q = Qkin +Qcom = JE O
2
i
2 i
200
MC min
100
0
1
2
200
MC limit
400
Slip time ts
6
600
UTS0275E
44
ms
measure to a reduction in gear-shift sophistication (convenience). A reduction of the

clutch pressure is not permitted in this case,
as otherwise Qlimit will be exceeded.
It is now easy to tell from Figure 12 which
possibilities are offered by engine intervention. It is taken that the engine torque to be
transferred ME = 100 Nm can be reduced
during the slip phase to an average of 50%.
When first the case of constant clutch torque
(shift quality) is considered, reducing the
engine torque to 50 Nm results in a shortening of the slip time from 400 ms to 245 ms
(point 1 point 2) with a simultaneous
reduction in lost energy to 61% (point 3).
If, on the other hand, the slip time is kept
Robert Bosch GmbH

constant, the clutch torque can be reduced

from 179 Nm to 128.5 Nm (point 1
point 4) with a reduction in lost energy to
72% (point 5).
The maximum sensible slip time is then obtained if the minimum clutch torque MCmin
during the gearshift does not drop below the
value after the end of the shift. On the one
hand, a smaller engine torque as a result of
engine intervention would result in a deterioration in convenience; on the other hand,
the clutch torque for safety reasons should at
any rate be so large that the non-reduced
engine torque can be transferred by the
friction element after the end of the shift.
In this example, it is taken that the torque
to be transferred at least by the clutch is
100 Nm in accordance with the engine
torque (direct gear). This means that the slip
time can be stretched from 400 ms to max.
625 ms (point 6), again with a simultaneous
reduction in lost energy to 88% (point 7).
Numerical values for text examples and Figure 12
ME
Nm
MredE
Nm
MC
Nm
ME
Nm
t0
ms
Q/Q100
%
100
100
100
100
200
200
100
50
50
50
200
100
179
179
128.5
100
360
179
400
245
400
628
200
400
3740
2285
2693
3290
3740
3740
100
61
72
88
100
100
The results of this analysis are on the safe

side in this respect because extending the
slip time with constant lost energy results
in reduced friction-lining temperature and
thus protects the friction linings. Table 1
lists the numerical values for these examples.
Downshifts
In contrast to upshifts, downshifts take place
in the throttling mode with an interruption
of load. The engine is decoupled from the
drivetrain and runs as a result of the torque
it has generated up to the synchronization
speed. Only after the one-way clutch or the
friction element has engaged is the frictional
connection re-established. The torque ratios
when the synchronization speed is reached
Table 1
determine the gear-shift sophistication

(convenience) to a substantial extent.
For a better understanding of the characteristic relationships, damping in the drivetrain is
disregarded in the following analysis. It also
applies on the assumption that the overall
vehicle dynamics can be reduced to engine
mass, input-shaft rigidity, and vehicle inertia.
In the case of all the moments of inertia relating to the transmission output, the engine
and the vehicle are governed by the following:
JE E = ME, JV V = W
Finally, it can be gleaned from Figure 12 that

even an engine torque of 200 Nm, which
without intervention would require a maximum slip time of 200 ms with a minimum
clutch torque of 360 Nm (point 8), can be
traced back to the example with a torque of
100 Nm (point 1).
45
(9)
At the point when the one-way clutch

engages, the drivetrain resembles a torsion
damper (Figure 13, next page), and the
motion equations are as follows:
JE E = c (V E) + ME
(10a)
JV V = c (V E) W
(10b)
Since in this case it is not the absolute angle

of rotation but rather only the deviations
from the basic rotation (i.e., the rotation of
the input shaft) which are significant, these
two equations can combined. If the driving
speed for the short time segments to be
considered is taken as constant, this
produces with
E = Eo + E, V = Vo + F,
Eo = Vo = = const.
and
= V E,
Robert Bosch GmbH

46
the motion equation
J1
+ c
(12) produces the relative acceleration
1
= ME
JV
(11)
The natural frequency 0 for this system as

follows
0 =

1
1
c
+
JE JV
The general solution produces the acceleration acting on the driver:

= A (sin 0 t) + B cos (0 t)
(12)
(9) produces as the end condition of the

engine run-up phase:
ME
E =
for t < t0
JE
Diagram of drivetrain during load interruption and

establishment of frictional connection
W
JV
ME
JE
ME
V
E
W
Mass moment of
inertia of vehicle
drivetrain
Mass moment of
inertia of engine
Engine torque
Angle of rotation
of vehicle drivetrain
Angle of rotation
of engine
Running resistance
JE
W
JV
V
ME
JE
STS0276E
JV
and (10b) the vehicle acceleration

M
V =
[1 + cos (0 t)]
JV
(14)
This means that, at time t0 when the oneway clutch engages, an acceleration jump
takes place, namely
from V = 0 for t < t0
M
to V = 2
for t = t0
JV
(15)
(13)
Eo = M
c
Fig. 13
a Load interruption
b Frictional connection
M
cos (0 t)
c
followed by a drivetrain vibration damped

in the real vehicle.
The energy to be applied here simply to

accelerate the engine is transformed when
the one-way clutch engages (at time t0)
abruptly into a torque, which causes the
input shaft to rotate:
13
= 0
Similar conditions are present in a gearshift

from friction element to friction element
(overlapping gearshift), only this involves
the additional problem of cutting in the
friction element of the new gear exactly
when the synchronization speed is reached.
As the damping effects of the torque converter and the rest of the drivetrain have
been disregarded in this analysis, the possibility which engine intervention offers is all
the more clear:
According to (13), the initial acceleration
acting on the driver at time t0 is directly proportional to the engine torque and thus the
engine acceleration during the run-up
phase. With precisely timed control of the
engine torque in the time segment t t0 to
t >> t0, it is possible to create an almost
continuous transition from the range of
tractive-force interruption to the range of
tractive-force transfer.
Implementation takes the form of a
marked reduction in engine torque at time
t0 followed by renewed control-up in accordance with a time function. The convenience can be varied within broad limits
with this control-up.
There is an equally clear possibility in
gearshifts without a one-way clutch of influencing the engine acceleration by control-
Robert Bosch GmbH

Sequence control, upshifts with engine

intervention
S2
S1
nE1
nE2
nE3
nE
nE4
Fig. 14
1 Control-down phase
2 Control-up phase
nT
ME
1
t0
t1 t2 t3
Time t
t4 t5 t6
STS0277E
Upshifts
The time curve of the characteristic variables for an upshift is depicted in Figure 14.
The ratio of the old gear is retained up to
the overrunning point t2; only then does
only a slipping clutch intervene. For this
reason, the engine torque cannot be reduced
before the overrunning point is reached,
otherwise this would entail an intensified
dip in the output torque in the phase t1...t2.
14
Shift
signal S
As engine intervention is directly linked to

the shifting sequence, a speed sequence
control system suggests itself. The characteristic variable that characterizes the shifting
sequence exactly is the transmission input
sequence. The engine speed is also suited with
limitations to transmissions with hydrodynamic converters as the controlled variable.
This is therefore important because it requires a separate sensor to record the transmission input speed, and not every transmission is fitted with this sensor for cost reasons.
In the interests of clarity, the following text
describes the control system with the transmission input speed as the characteristic
variable and reference is made, where necessary, to the limitations or changes when the
engine speed is used.
In order to determine the speed n3 at the

start of control-up, the synchronization speed
n4 = n1/i in the new gear is calculated from
the maximum speed n1 at the overrunning
point and the ratio jump i of the gear change
to be carried out. A speed-dependent share
n is added to this synchronization speed
in order to obtain a derivative action for
control-up. When the speed n3 = n4 + n is
reached, torque control-up begins in accordance with a pre-specified time function. The
end of the gearshift is identified as soon as the
value of the non-corrected torque is achieved.
Acceleration a
Pure time control of engine intervention is

not practicable because different variables
which determine the sequence (such as
clutch fill times, plate friction coefficients,
and similar) fluctuate within broad limits
depending on the temperature and the
service life.
Speed n
Sequence Control
The process of reducing the engine torque
is essentially very simple. However, effective
control requires precise coordination as the
entire process only lasts approximately
500 ms.
47
The overrunning point is identified through

continual monitoring of the transmission
input speed in the time phase after t0. For
this purpose, the maximum speed is calculated in the time phase t0...t3 as well as the
speed gradient.
The overrunning point is identified in the
event of a reduction in the gradient by more
than a pre-specified threshold value, and
engine-torque control begins with controldown to a pre-specified value in accordance
with a pre-specified time function.
Torque M
ling the engine torque in the time range

t t0 and thereby reducing the time demands on the cut-in precision of the friction
element at the synchronization point.
a Acceleration
nT Transmission input
speed
nE Engine speed
ME Engine torque
S Shift signal
Robert Bosch GmbH

48
For upshifts in the upper load range (greater

than half load), the engine speed is used as
the controlled variable instead of the transmission input speed because here the shifting
points are at such great engine speeds that
the converter operates in the clutch range
and is thus subject to roughly constant slip.
Gearshifts at part load on the other hand
take place in the converter range. This
means that the slip can change very substantially during a gearshift. Here the engine
speed is no longer suitable for determining
the synchronization speed. In this case, a
superimposed form of time control, which
terminates engine intervention after a prespecified time, is suitable for the part-load
range t3...t4.
Downshifts
The time curve of the characteristic variables
for a downshift is depicted in Figure 15.
Precise determination and recording of the
synchronization speed are crucial to engine
intervention in the case of downshifts
because
S2
Speed n
Torque M
Fig. 15
2 Control-up phase
a Acceleration
nT Transmission input
speed
nE Engine speed
ME Engine torque
S Shift signal
nE3
The different possibilities of torque reduction are now discussed in the following text.
nE
nT
ME
t0
t1
t2 t3 t4
Time t
t5
STS0278E
Acceleration a
S1
nE2
nE1
The synchronization speed is calculated via

the gear step from the transmission input
speed at the start of the gearshift. The engine
torque is abruptly reduced approximately
200 rpm before the synchronization speed is
reached until this speed is reached or slightly
exceeded. Then the engine torque is slowly
controlled up again.
The synchronization speed cannot be
calculated directly by means of the engine
speed as a result of the slip at the hydrodynamic torque converter. A consideration of
the converter program map with the requisite accuracy requires too much computation effort in the microcontroller.
It is possible however to calculate the synchronization speed from the transmission
output speed by multiplying it by the corresponding gear step. It is now possible to
identify by means of the engine speed when
the synchronization point is reached, since
the speed difference between the engine and
the turbine is approximately zero when the
engine revs up freely (interruption of tractive force) to the synchronization point.
Sequence control, downshifts with engine

intervention
Shiftsignal S
15
retarding the ignition angle too early extends the engine revving phase and thus
the time of tractive-force interruption and
engine intervention after the one-way
clutch has engaged does not bring about
any improvement in convenience, but
rather a deterioration as this causes a dip
in torque for the duration of the engine
intervention.
Robert Bosch GmbH

Shifting the Ignition Angle

The oldest version of engine intervention
involves intervention through shifting of the
ignition angle. This form of intervention
offers the following advantages:
continuous regulation of the engine
torque within broad limits,
short response time, and
availability in all vehicles with gasolineengines.
Figure 16 shows in schematic form the dependence of the engine torque on the ignition angle for different load conditions and
engine speeds. It is clear from this figure that
adjusting a pre-specified engine torque generally requires an ignition map as a function
of engine load and engine speed.
49
Engine-Torque Specification
In appropriately equipped vehicles with
their CAN network of all the ECUs in the
drivetrain (Figure 17), torque reduction is
performed on the basis of a torque interface
between engine management (TI-Motronic)
and electronic transmission control (ETC).
The torque reductions of the ABS and TCS
ECUs must also be taken into consideration.
Figure 18 shows how a current transmission-control system calculates the desired
engine torque intervention (ETI_Etc).
The next torque intervention is determined
as a function of the available torque (actual
torque). The torque M is the engine torque of
the engine-management system without
intervention by transmission control.
The response time between the initiation

of engine intervention and the start of
reduction in engine torque is specified by
the ignition angle, therefore
1
(z/2) n E
where z is the number of cylinders and n E

the engine speed. In the effective speed
range n 2000 rpm, the maximum delay
for a 6-cylinder engine is 10 ms for initiation
and 30 ms for a complete reduction in
engine torque.
ECUs in the drivetrain
F1
TIMotronic
MF2
MP1 b
MP2
25 KW
P1
20 KW
50 40 30 20
Ignition angle
ETC
High-Speed
CAN
F2
P2
10
advance
ABS
0
10 KW
retard
TCS
STS0282E
a
MF1
Engine torque ME
17
Engine torque as a function of ignition angle
STS0281E
16
Fig. 16
a Full load (index F)
F1, MF1 Ignition angle
or engine torque
without engine
intervention
F2, MF2 Reduced
ignition angle or
engine torque with
engine intervention
b Part load (index P)
P1, MP1 Ignition angle
or engine torque
without engine
intervention
P2, MP2 Reduced
ignition angle or
engine torque with
engine intervention
Robert Bosch GmbH

18
Calculation of engine-torque intervention (ETI) in current transmission control
Torque without
transmission
intervention
Calculation of torque
intervention from
program maps and functions
Limitation of
torque gradient
Parameter
of gradient
limitation
Engine
torque M
Gradient
limitation
ETI_Dyn_Lim
Parameter
of shift status
Status
check
S_Phase
Shift-sequence
phase
Calculate
reduced
torque
TI_State
Torqueintervention
status
Key to Figure 18:

ETI_Etc = f(ETI_Dyn_Lim, TI_State)
where
ETI_ETC:
ETI_Dyn_Lim:
TI_State:
Engine-torque request of transmission

control
Dynamically limited engine torque
(reduction of torque change in the engine
to ensure convenience)
Current status of torque intervention
No
intervention
Torquerequest
calculation
Determination of
torque intervention
as a function of
phase and status
of shift sequence
Torque
limitation
Limitation of
torque intervention
Desired torque
intervention
UTS0279E
50
Torque Converter Lockup Clutch

Application and Operating Concept
The hydrodynamic converter is (necessitated
by its operating principle) subject to a level
of slip which is required particularly for
convenience reasons during startup and in
certain driving situations to increase torque.
Since this slip also involves a simultaneous
loss of power, the torque converter lockup
clutch (TCLC) was developed with this in
mind (see also section entitled Torque
Converter).
It is only advisable to lock up the converter

from a specific speed because at low speeds
the irregular rotation of the engine would
cause uncomfortable vibrations in the
drivetrain. The controlled torque converter
lockup clutch (CTCC) was developed in
order to be able to utilize these ranges for
lockup as well.
Robert Bosch GmbH

fied setpoint value and corrects the pressure

continually. Special functions perform
changeovers between the individual states
and provide for a comfortable shift performance.
19
%
100
CTCC
open
CTCC
closed
50
CTCC
controlled
CTCC
open
0
0
CTCC
closed
1,000
2,000 rpm 3,000
Engine speed nE
Tiptronic shifting strategies (flowchart)
Measured
variables
Level
1
Throttle-valve opening
These states are defined by means of characteristic curves, which are plotted like shift
curves for each gear against throttle-valve
opening and driving speed (Figure 19). As is
the case with shift curves, fuel consumption
and tractive force are crucial criteria for the
torque converter lockup clutch.
In slipping controlled operation, the
speed differential between the converter impeller and turbine is constantly set to a low
value. A closed control loop constantly compares the speed differential with a pre-speci20
Characteristic (pictorial diagram) of controlled

torque converter lockup clutch (CTCC)
STS0280E
Controlled Torque Converter Lockup Clutch

The controlled torque converter lockup
clutch (CTCC) sets a very low level of slip
(40...50 rpm) and thus an almost stationary
state. In this way, it keeps unwanted vibrations away from the drivetrain. The converter lockup clutch therefore has three
different states:
open,
controlled, and
closed.
Throttle valve
Engine speed
3
2
1
Vehicle speed
5
6
7
120
80
40
160
200
240
280
Lateral
acceleration
Linear
acceleration
Adaptation of shift characteristics (transmission and torque converter lockup clutch)

Measured-value summation
Filtering
Averaging
Weighting
Modulation factor
MF1... MF5
MFA
Shift/TCLC characteristics
N
%
SK1 SK2
V
SK3
SK4
SK5
2
Short-time influencing
Special function
Gear holding
in curves
Manual tip (nudge) shifting
P
D
Active shifting
Jump to SC5
Upshift during
brake overrun
to low
+ Upshift
- Downshift
Computer-aided adherence to
permitted speed limits
UTS0203-1E
Prevention of
overrun upshifts
ahead of curves
51
Robert Bosch GmbH

52
Control of Continuously Variable Transmission
Control of Continuously
Variable Transmission
Open and Closed-Loop Control

Functions
The aforementioned transmission equipment requires the following open and
closed-loop control functions:
contact-pressure control,
ratio control,
driving program,
clutch activation,
activation for converter and torque
converter lockup clutch,
pump activation,
reverse-gear lock, and
deactivation of limp-home function.
Requirements
Continuously variable transmissions that
operate according to the wrap principle have
a whole variety of different equipment
specifications (Table 1). The following
equipment packages are widely used in
compact and mid-range class vehicles:
When the master/slave concept is used,
the primary pulley (transmission input
side) has double the surface of the
secondary pulley (transmission output
side). The pressure in the primary
Contact-Pressure Control
chamber can thus always be below the
The belt contact pressure is adjusted in
secondary pressure.
accordance with the current load situation
The converter with torque converter
with the aid of the measured secondary
lockup clutch as power take-up element
pressure. To achieve a high level of effioffers very good starting convenience and
ciency, the secondary pressure is reduced to
facilitates a good starting response
such an extent that the current engine
through torque increase so that the large
torque can still be transferred to a specific
ratio span of the CVT is completely benedegree of safety and reliability without the
ficial to the overdrive range.
belt slipping.
Two wet clutches for the forward and
reverse gears.
Variable-capacity pump.
Convenient fail-safe and
1 Variations of CVT based on wrap principle
limp-home strategies.
Assembly,
Variants
function
In the event of a control-electronics failure, the fail-safe and

limp-home requirements partially determine the hydraulic
concept. Engine overspeeding
and associated high slip at the
driven wheels must be avoided
at all costs. An adjustment in
the overdrive direction would
satisfy this requirement, but
starting from a standing stop
would no longer be possible.
Wrap
element
Variator principle
Converter:
Converter clutch
Slip duration
Clutch:
Type
Pressures
Slip duration
Pump adjustment
Limp home
Vehicle:
Class
Engine size
Type of drive
Table 1
Band
Chain
Belt
Master/slave
Fitted
Yes
Brief
Partner principle
Not fitted
No
Permanent
Partner principle
Not fitted
No
Permanent
Friction surfaces
Low
Brief
Constant
Not possible
Magnetic-powder
High
Permanent
2-stage
Limited
(loss of
convenience)
Magnetic-powder
High
Permanent
Continuous
Unlimited
(increased
fuel
consumption)
Small to
Compact class
mid-range class
<3 l
<2 l
Front transversal Front longitudinal
Mid-range and
Luxury class
>2 l
Rear
Robert Bosch GmbH

Ratio Control
The gear ratio can be changed by means
of the primary pulley. The enclosed fluid
volume determines the axial position of the
moving part of the primary pulley and thus
the radius on which the belt circulates on
the pulley. The primary pressure adjusts
itself in response to the secondary pressure.
The requirements of driveability determine
the necessary adjustment speed. For example, in the case of kickdown, it is necessary
to switch from overdrive to low within 1.5 s.
On the other hand, the pump delivery limits
the adjustment speed.
Driving Program
A driving program ascertains the desired
gear ratio. In addition to different program
maps for normal operation, in which there
is the option of choosing between economical and sporty operation (see also section
entitled Adaptive Transmission Control,
ATC), it is also possible to implement
special functions such as kickdown,
downhill driving, etc.
It is also possible to simulate range transmissions, where any intermediate variations
between copying a manually shifted transmission and an automatic transmission are
realizable (see also chapter entitled Transmission for Motor Vehicles).
Clutch Activation
The interrupting clutch between engine and
drivetrain is designed as a function of the
position of the selector lever (P-R-N-D), the
engine speed, and the engine load.
Activation of Converter and
In order to achieve the greatest possible
efficiency, it is essential for the converter to
be locked up as early as possible. Depending
on the power requirement, the torque
increase is used up to different speeds for
acceleration.
Control of Continuously Variable Transmission
Pump Activation
A variable-capacity pump must be used to
ensure high transmission efficiency. This
pump enables the delivery flow to be limited
at high speeds.
Suitable suction-throttled pumps which
operate without additional activation have
been in development for years, but have
failed to make a breakthrough as yet. An initial step towards a variable-capacity pump
has been taken in the form of a two-stage
version, in which the more favorable delivery flow can be selected as a function of the
current demand.
Further concepts are feasible with continuously variable pumps, in which secondarypressure control and pump adjustment can
be combined.
Reverse-Gear Lock
Engagement of the reverse gear is disabled
during forward driving at speeds above a
limit to be defined (e.g., 7 km/h).
Deactivation of Limp-Home Function
Limp-home is an emergency function
which is shut down during normal control
operation.
The fail-safe function remains permanently
activated so that engine overrevving is
avoided even in the event of a partial failure
or late identification of partial failures.
53
Robert Bosch GmbH

54
Sensors
Sensors
Sensors record operating states (e.g. engine
speed) and specified values (e.g. acceleratorpedal position). They convert physical
variables (e.g. pressure) or chemical
variables (e.g. exhaust-gas concentration)
into electrical signals.

Sensors and actuators form the interface
between the vehicle with its complex drive,
brake, chassis, suspension, and body functions and the electronic control units
(ECUs) as processing units (e.g. engine
management, ESP, ACC, electronic transmission control, climate control). As a rule,
an adapter circuit in the sensor conditions
the signals and amplifies them to allow them
to be processed in the ECU.
The field of mechatronics, in which mechanical, electronic, and data-processing
components work in close conjunction with
each other, is becoming increasingly important in relation to sensors as well. Sensors
are integrated in modules (e.g. crankshaft
sealing module with rotational-speed sensor
or modules for transmission control).
less computing power required in the

ECU,
one standard, flexible, and bus-compatible interface for all sensors,
direct multiple use of one sensor via the
data bus,
recording of smaller signals, and
simple calibration of the sensor.
Integration levels of sensors
Sensors
Fig. 1
SE Sensor(s)
SA Analog signal
conditioning
A/D Analog-digital
converter
SG Digital ECU
MC Microcomputer
(evaluation
electronics)
Signal conditioning, analog-digital conversion, self-calibration functions, and in future

a small microcomputer for further signal
processing can, depending on the level of
integration, already be integrated in the
sensor (Figure 1). This provides the following benefits:
Transmission path
Conventional
SE
1st integration level
SE
SA
2nd integration level
SE
SA A
3rd integration level
SE
SA A
MC
ECU
Susceptible to
interference
(analog)
SA A
Multiple
tap-off
Resistant to
interference
(analog)
Buscompatible
Immune to
interference
(digital)
SG
Buscompatible
Immune to
interference
(digital)
SG
SG
SG
UAE0037-1E
Sensors are constantly getting smaller.

This is combined with an ever-increasing
demand for more speed and accuracy since
their output signals have a direct influence
on engine power and torque and on the
exhaust emissions, driveability, and safety
of the vehicles in which they are installed.
This is all made possible by a mechatronic
approach.
Robert Bosch GmbH

Speed Sensors

Application
Transmission rotational-speed sensors
RS sense the rotational speed in AT, AST,
and CVT transmissions. The sensors are
designed to be resistant so that they can be
immersed in automatic transmission fluid
(ATF). The packaging concept provides for
their integration in the transmission control
module or a stand-alone version. The supply
voltage UV is 4.5...16.5 V and the operatingtemperature range is 40...+150C.
The active rotational-speed sensor has a
differential Hall-effect IC with a 2-wire
current interface. It must be connected to
a power source (supply voltage UV) in order
to be operated. The sensor can detect the
rotational-speed signal from ferromagnetic
gears, punching sheets, or gears with
attached multipoles (air-gap range
0.1...2.5 mm), whereby it utilizes the Hall
effect and delivers a signal of constant
amplitude that is not dependent on the
rotational speed. This allows speed recording to close on n = 0. The supply current is
modulated in the rhythm of the increment
signal in order to deliver the signal. The
modulated current (low: 7 mA, high: 14 mA)
can then be converted in the ECU with a
55
measuring resistor RM into a signal voltage

URM (Figure 1).
There are two types of transmission speed
sensor (Figure 2):
RS50
Data record: Rotational-speed information
as a square-wave signal.
Functional range: A frequency signal
proportional to the sensor-ring speed,
which triggers the sensor ring as it passes
the sensor surface.
RS51
Data record: Rotational-speed information
as a square-wave signal with additional
information which is transmitted in a
pulse width modulation process (PWM).
Functional range: Rotational-speed signal,
detection of standstill, direction of rotation,
air-gap reserve, and installation position.
Shape and information content of the output signal

of sensor versions
Trigger wheel
Tooth
Tooth gap
Magnetic multipole trigger wheel

North Pole
South Pole
RS 50 (standard): Output signal
Hall sensor with 2-wire current interface (example)
RS51 (intelligent): Critical air gap

US
IS
Driving forwards
UV
URM
When reversing
Installation limit (forwards)
Installation limit (reversing)
Standstill signal
SAE0908E
RM
SAE0907Y
Fig. 1
IS Sensor current
(supply and signal)
RM Measuring resistor
(in ECU)
RRM Signal voltage
UV Supply voltage
US Sensor voltage
Robert Bosch GmbH

Micromechanical Pressure Sensors
Fig. 1
1 Diaphragm
2 Silicon chip
3 Reference vacuum
4 Glass (Pyrex)
5 Bridge circuit
p Measurement
pressure
U0 Supply voltage
UM Measurement
voltage
R1 Strain-gauge
resistor (deflected)
R2 Strain-gauge
resistor (expanded)
Fig. 2
1, 3 Electrical connections with glassenclosed bushing
2 Reference vacuum
4 Measurement
cell (chip) with
electronic evaluation
circuitry
5 Glass pedestal
6 Cap
7 Feed for measurement pressure p
Application
Intake-Manifold or Boost-Pressure Sensor
This sensor measures the absolute pressure
in the intake manifold between the supercharger and the engine (typically 250 kPa or
2.5 bar) against a reference vacuum and not
against the ambient pressure. This enables
the air mass to be precisely determined and
the boost pressure to be regulated in accordance with the engine demand.
Ambient-Pressure Sensor
This sensor (also called the atmosphericpressure sensor) is located in the ECU or in
the engine compartment. Its signal is used
for magnitude-dependent correction of the
setpoint values for the closed control loops,
e.g. exhaust-gas recirculation and boostpressure control. This allows the varying
atmospheric density to be taken into consideration. The ambient-pressure sensor measures the absolute pressure (60 115 kPa or
0.6 1.15 bar).
Oil and Fuel-Pressure Sensor
Oil-pressure sensors are installed on the oil
filter and measure the absolute oil pressure
so that the engine load can be determined
for the service display. Their pressure range
is 50 1000 kPa or 0.5 10.0 bar. On
account of its high media resistance, the
measurement cell is also used to measure
pressure in the fuel low-pressure stage. It is
installed in or on the fuel filter. Its signal is
used to monitor the level of filter contamination/clogging (measurement range 20
400 kPa or 0.2 4 bar).
Type with Reference Vacuum on the
Structure Side
Design
The measurement cell is the heart of the
micromechanical pressure sensor. It consists
of a silicon chip (Figure 1, item 2), into
which a thin diaphragm is micromechanically
Measurement cell of pressure sensor with reference

vacuum on the structure side (schematic)
R2
R1
2
3
R1
p
4
R2
R1
UM
R1
R2
UAE0017-1Y
Micromechanical
Pressure Sensors
U0
Measurement cell of pressure sensor with cap and

reference vacuum on the structure side (layout)
4
5
2
6
UAE0648-2Y
Pressure Sensors
Measurement cell of pressure sensor with cap and

reference vacuum on the structure side (view)
UAE0721Y
56
Robert Bosch GmbH

Pressure Sensors
etched (1). The diaphragm incorporates four

diffused strain-gauge resistors (R1, R2) whose
electrical resistance changes under mechanical
stress. A cap, under which the reference vacuum is enclosed, covers the measurement cell
on its structure side and acts as a seal (Figures
2 and 3). The pressure-sensor housing can
also accommodate a temperature sensor (Figure 4, item 1), whose signals can be evaluated
independently. Just one sensor housing is
therefore sufficient for measuring both temperature and pressure at a single point.
Micromechanical pressure sensor with

reference vacuum on the structure side (layout)
The structure side of the diaphragm which

is not subjected to the measurement pressure is exposed to a reference vacuum (Figure 2, item 2) with the result that the sensor
measures the absolute pressure value.
The electronic circuitry for signal conditioning is integrated on the chip and serves to
amplify the bridge voltage, compensate
temperature influences, and linearize the
1 cm
UAE0722Y
Micromechanical boost-pressure sensor

(characteristic, example)
4.65
1.87
100
Pressure
250 kPa
UAE0719-1E
Output voltage
Operating Concept
The diaphragm of the sensor cell is deflected
to varying degrees (10 1000 m), depending on the magnitude of the measurement pressure. The four strain-gauge resistors on the diaphragm alter their electrical
resistance under the mechanical stresses
generated (piezoresistive effect).
The measuring resistors are arranged on
the silicon chip in such a way that when the
diaphragm is deflected the resistance of two
of the measuring resistors increases while it
decreases in the other two resistors. The
measuring resistors are arranged in a Wheatstone bridge circuit (Figure 1, item 5). As the
resistances change, so too does the ratio of
the voltages to the measuring resistors. This
causes the measurement voltage UM to
change. This as yet unamplified measurement voltage is thus a measure of the
pressure acting on the diaphragm.
The Wheatstone bridge circuit produces a
higher measurement voltage than when an
individual resistor is evaluated, thereby
increasing the sensitivity of the sensor.
57
pressure characteristic. The output voltage

ranges between 0 and 5 V and is supplied to
the engine control unit via electrical connections (Figure 4, item 5). The control unit
calculates the pressure from this output
voltage (Figure 5).
Fig. 4
1 Temperature sensor
(NTC)
2 Lower housing
section
3 Intake-manifold wall
4 Sealing rings
5 Electrical connection (connector)
6 Housing cover
7 Measurement cell
Robert Bosch GmbH

Pressure Sensors
Type with Reference Vacuum

in a Cavern
Design
The pressure sensor with the reference
vacuum in a cavern (Figures 6 and 7) for
use as an intake-manifold or boost-pressure
sensor is simpler in design than its counterpart with the reference vacuum on the structure side: A silicon chip with an etched diaphragm and four strain-gauge resistors in a
bridge circuit is located like the pressure
sensor with cap and reference vacuum on the
structure side in the form of a measure-

reference vacuum in a cavern (layout)
2
3
Fig. 6
1 Intake-manifold wall
2 Housing
3 Sealing ring
4 Temperature sensor
(NTC)
5 Electrical connection
(connector)
6 Housing cover
7 Measurement cell
4
6
1 cm
Fig. 8
1 Protective gel
2 Gel frame
3 Glass pedestal
4 Ceramic hybrid
5 Cavern with
reference vacuum
6 Measurement
cell (chip) with
electronic evaluation
circuitry
7 Bonded connection
p Measurement
pressure
The pressure-sensor housing can also

accommodate a temperature sensor. The
temperature sensor projects openly into the
air flow and reacts at great speed to temperature changes (Figure 6, item 4).
Operating Concept
Its operating concept, and thus the signal
conditioning and amplification and the
characteristic, are identical to that of the
pressure sensor with cap and reference
vacuum on the structure side. The only
difference is that the diaphragm of the
measurement cell is deflected in the opposite
direction and therefore the strain-gauge
resistors undergo a deflection in the
opposite direction.
8

reference vacuum in a cavern and
integrated temperature sensor (view)
Measurement cell of pressure sensor with

reference vacuum in a cavern (layout)
1
2
5
6
UMK1997Y
UMK1645-1Y
ment cell on a glass pedestal. But, unlike that

sensor, the glass pedestal does not have a hole
through which the measurement pressure
acts from the rear side on the measurement
cell. Instead, the silicon chip is pressurized
from the side on which the electronic evaluation circuitry is situated. This side must
therefore be protected by a special gel against
environmental influences (Figure 8, item 1).
The reference vacuum is located in the cavity
(cavern) between the silicon chip (6) and the
glass pedestal (3). The entire measuring element is supported on a ceramic hybrid (4),
which has soldered surfaces for further contacting in the sensor.
UMK1644-1Y
58
Robert Bosch GmbH

Temperature Sensors
Coolant-temperature sensor
1 cm
UMK0124-7Y
Resistance
59
Characteristic of an NTC temperature sensor
Temperature Sensors
Applications
The engine-temperature sensor in the coolant
circuit (Figure 1) records the coolant temperature, from which the engine temperature is derived (measurement range
40...+130C).
The signal from the engine-oil temperature
sensor is used to calculate the service interval
(measurement range 40...+170C).
The ATF-temperature sensor records the
transmission-fluid (ATF) temperature, with
which the ECU compensates for example
the variable fluid viscosity and thereby
speeds up or delays shifting sequences, or
adapts clutch pressures. The ATF temperature also determines adaptation of the pressure-flow characteristics for pressure-regulator parameter adaptation.
The fuel-temperature sensor is located in
the diesel-fuel low-pressure stage. Its signal
serves to calculate the fuel quantity (measurement range 40...+120C).
The air-temperature sensor in the intake
tract records the intake-air temperature for
calculating the inducted air mass in conjunction with a boost-pressure sensor.
In addition, setpoint values for closed control loops (e.g. exhaust-gas recirculation,
boost-pressure control) can be adapted to
the air temperature (measurement range
40...+120C).
10 4
10 3
10 2
- 40
40
80
Temperature
120C
UMK1998E
Measured Variables
The exhaust-gas temperature sensor is located

at temperature-critical positions in the exhaust system for regulating the exhaust-gas
treatment systems. The measuring resistor is
mostly made from platinum (measurement
range 40...+1000C).
Temperature sensors come in various
structural designs depending on the areas
in which they are to be used. A temperaturedependent measuring resistor made from
semiconductor material is installed in a
housing. It usually has a negative temperature coefficient (NTC, Figure 2), or less
commonly a positive temperature coefficient
(PTC), i.e., its resistance decreases or increases drastically as the temperature rises.
The measuring resistor forms part of a
voltage-divider circuit powered with 5 V.
The voltage measured at the measuring
resistor is therefore temperature-dependent.
It is read in via an analog-digital converter
and is a measure of the temperature at the
sensor. A characteristic which assigns an
appropriate temperature to each resistance
or output-voltage value is stored in the
engine control unit.
Fig. 1
1 Electrical
connection
2 Housing
3 Sealing ring
4 Screw-in thread
5 Measuring resistor
6 Coolant
Robert Bosch GmbH

Position Sensor for Transmission Control
For security reasons, the position setting is

coded (Figure 2) in such a way that two bit
changes always have to be executed before a
new position is detected.
Position Sensor for

Application
The position sensor records the positions of
an actuator inside the automatic transmission. It is located partially or completely
in fouled transmission fluid (ATF) and is
therefore exposed to the ambient conditions
prevailing inside the transmission, e.g. an
operating temperature of 40...+150C.
1
a
Design
The position sensor (Figure 1) consists
of four digital Hall-effect sensors and a
linear-displacement, multipolar permanent
magnet. The magnet is coupled to the
linear-actuated selector valve (hydraulic
slide valve in the transmission control plate)
or parking-lock cylinder and activates the
Hall cells. These cells are situated in an
oil-tight housing which also assumes the
magnet-guidance function.
Fig. 1
a Front view
b Rear view
1 Encapsulated
electronic circuitry
2 Connection to
pressed screen
3 Encapsulated Hall
elements
4 Carriage with
permanent magnet
5 Locating pin
Position sensor for transmission control
Operating Concept
In an automatic transmission with manual
shifting, also known as M-shifting, the
position sensor records the positions of the
selector slide P, R, N, D, 4, 3, 2 and the intermediate ranges, and outputs them in the
form of a 4-bit code to the transmission
control.
In an automatic transmission with electronic shifting, also known as E-shifting, the
position sensor records only the positions of
the parking-lock cylinder POn and POff and
an intermediate range, and outputs them in
the form of a 2-bit code to the transmission
control.
2
UTS0363Y
Position Sensors
Coding of position setting
Z1
Z2
Z3
Z4
Shifting range and intermediate range

Transition range (recording of two ranges possible)
Z4
Z4
UTS0364E
60
Robert Bosch GmbH

Sensor-Signal Processing
Signal Conditioning
Sensor-Signal Processing
Signal Conditioning
(Evaluation IC)
Before they are supplied for general digital
evaluation (see section entitled Data
Processing), the sensor signals need to be
specifically conditioned. Where necessary,
this signal conditioning (SC) can, for example, include the following functions:
amplification (DC, AC),
rectification (also phase-synchronized),
threshold evaluation (also variable
thresholds), pulse shaping,
voltage/frequency conversion,
pulse-duration modulation,
frequency filtering including interference
protection,
A/D and/or D/A conversion,
adjustment of offset and amplification
(characteristic in general), analog, digital
(including (E2)PROM)),
linearization,
adjustment of temperature compensation
(analog, digital),
automatic zeroizing, if necessary also
calibration during operation,
self-monitoring (on-board diagnosis,
diagnostic output) and test functions,
control for servo-controlled sensors
(compensation principle),
generation of alternating voltage for
carrier-frequency sensor systems,
stabilization of power supply,
short-circuit- and overvoltage-proof
output and driver stages,
signal multiplexer, analog and/or digital
serialization of signals, coding, incl. fault
recognition,
bus interface (e.g. CAN), etc.
All these functions are available mostly as
application-specific integrated circuits
bearing the designation ASIC (application
specific integrated circuits). These circuits
tailored to the relevant sensor application
can be integrated either on the sensor side
(locally) or also on the ECU side. In many
cases, the functions, where suitable, can even
be shared on both sides. The advantage of
integrating the circuit locally on the sensor

(Figure 1, first to third integration level) is
that sensor and signal conditioning (SC) can
be jointly adjusted and compensated. They
form an inseparable, highly interferenceproof unit and are also replaced as a single
unit in the event of the failure of a specific
sub-unit.
If the aforementioned function previously
had to be implemented partially as separate
control circuits (e.g. CMOS IC for signal
processing, bipolar IC as the interferenceproof driver stage), current combined
technologies (e.g. BICMOS, BCD) now
also allow the entire function including any
necessary digital, programmable memory
locations (PROM) to be integrated in a single chip. There is basically the possibility in
virtually all cases even of integrating sensor
and signal conditioning in monolithic form
(e.g. in the case of Si intake-manifold pressure and Hall sensors). However, the initial
enthusiasm for this form of integration has
abated in favor of more cautious, economical
considerations. This has cleared the way now
for other integration methods which are
more cost-effective in accordance with current state-of-the-art technology (e.g. thickfilm hybrid, a common leadframe and a
common chip housing). This more modular
concept is also much more flexible because it
can be more easily adapted to new tasks.
The wealth of ASICs for sensor-signal
conditioning created in this way by Bosch
represents a veritable gold-mine; most sensors can only be operated in conjunction
with these ASICs and their properties can
only be defined in association with these
integrated circuits. If sensors are to be produced not just for in-house systems but are
also to be freely marketed, this should be
only done if at all possible with the associated signal-conditioning circuits.
61
Robert Bosch GmbH

62
Electronic Control Unit (ECU)
Operating Conditions, Design, Data Processing

Digital technology furnishes an extensive
array of options for open and closed-loop
control of automotive electronic systems.
A large number of parameters can be
included in the process to support optimal
operation of various systems. After receiving
the electrical signals transmitted by the
sensors, the ECU processes these data in
order to generate control signals for the
actuators. The software program for openloop control is stored in the ECUs memory.
The program is executed by a microcontroller. The ECU and its components are
referred to as hardware. The electronic
transmission control ECU contains all of the
algorithms for open and closed-loop control
needed to govern the drivetrain-management processes (coordinated control of
engine and transmission).
Operating Conditions
The ECU operates in an extremely harsh and
demanding environment. It is exposed to
extreme ambient temperatures (ranging
from 40 to +60...+140C under normal
operating conditions),
abrupt temperature variations,
exposure to fluids (oil, fuel, etc.),
the effects of moisture, and
mechanical stresses such as engine
vibration.
The ECU must continue to perform flawlessly during starts with a weak battery
(cold starts, etc.) and at high charge voltages
(onboard electrical-system fluctuations).
Other requirements arise from the need for
EMC (electro-magnetic compatibility). The
requirements for resistance to electromagnetic interference and for suppressing EMI
emissions from the system itself are both
very high.
More on the requirements for ECUs can
be found in this chapters editorial box.
Design
The printed-circuit board with the electrical
components (Figure 1) is installed in a housing of plastic or metal. A four-pin plug (1)
connects the ECU to the sensors, actuators,
and electrical power supply. The power driver circuits (3), that provide direct control of
the actuators, are specially integrated within
the housing to ensure effective heat transfer
to the housing and the surrounding air.
Most of the electronic components are
SMDs (surface-mounted devices). This
concept provides extremely efficient use of
space in low-weight packages. Only a few
power elements and the plugs are mounted
using conventional insertion technology.
Hybrid versions combining compact dimensions with extreme resistance to thermal
attack are available for mounting directly
on the engine.
Data Processing
Input Signals
The sensors join the actuators as the peripheral components linking the vehicle and
the central processing device, the ECU.
The electrical signals from the sensors pass
through the wiring harness and the plug (1)
to reach the ECU. These signals can be in
various forms:
Analog Input Signals

Analog input signals can have any voltage
level within a specific range. Examples of
physical parameters monitored as analog
data are battery voltage and transmissionfluid temperature. An analog-digital converter within the ECUs microcontroller
transforms the signal data into the digital
form required by the microprocessors central processing unit. The maximum resolution of these analog signals is 5 mV. This
translates into roughly 1,000 incremental
graduations based on an overall monitoring
range of 0...5 V.
Robert Bosch GmbH

Digital Input Signals

Digital input signals have only two conditions: high (logical 1) and low (logical 0).
Examples of digital input signals are switch
control signals (on/off) and digital sensor
signals such as the rotational-speed pulses
from Hall-effect and magnetoresistive sensors. The microcontroller can process these
signals without prior conversion.
Pulse-Shaped Input Signals
The pulse-shaped input signals with information on rotational speed and reference
marks transmitted by inductive sensors are
conditioned in special circuitry within the
ECU. In this process, interference pulses are
suppressed while the actual pulse signals are
converted into digital square-wave signals.
Signal Conditioning
Protective circuits limit the voltages of
incoming signals to levels suitable for conditioning. Most of the superimposed interference signals are removed from the useful
signal by filters. When necessary, the useful
signals are then amplified to the input voltage required by the microcontroller (0...5 V).
Some or all of this initial conditioning can
be carried out in the sensor itself, depending
on its level of integration.
Signal Processing
The ECU is the switching center governing
all of the functions and sequences regulated
by the electronic transmission-control system. The control algorithms are executed by
the microcontroller. The input signals from
sensors and interfaces linking other systems
(e. g. CAN bus) serve as the input parameters. The processor runs backup plausibility
checks on these data. The ECU program
supports calculation of the output signals
used to control the actuators.
ECU structure, using electronic transmission control (GS 8.60) as an example
UAE0956Y
Data Processing
63
Robert Bosch GmbH

Data Processing
Microcontroller
The microcontroller is the central component of an electronic control unit (ECU)
(Figure 2). It controls the function sequence
of the ECU. In addition to the CPU (central
processing unit), the microcontroller contains not only the input and output channels, but also timer units, RAMs, ROMs,
serial interfaces, and other peripheral assemblies, all of which are integrated on a single
microchip. Quartz-controlled timing is used
for the microcontroller.
Program and Data Memory
The microcontroller requires a program in
order to carry out calculations; this is the
software. The software is stored in a program memory in the form of binary numerical values arranged into data records. The
CPU reads these values, interprets them as
commands, and executes these commands
in sequence.
ROM
Program memories can be in the form of a
ROM (read only memory). This is a memory
whose contents have been defined permanently during manufacture and thereafter
remain unalterable. The ROM installed in the
microcontroller has a restricted memory
capacity, which means that an additional
memory is required for complex applications.
Signal processing in the ECU
ECU
Actuators
Output stages
Power supply
Microcontrollers
Input signals:
Digital
Conditioning
of input signals
EEPROM
FlashEPROM
RAM
Analog
A/D
converter
Pulse-type
CAN
Interface with
other systems
Diagnosis interface
UMK1508-3E
The program is stored in a read-only memory

(ROM, EPROM or flash EPROM). This
memory also contains variant-specific data
(individual data, characteristic curves, and
program maps). This is non-variable data
which cannot be changed during vehicle
operation. It is used to regulate the programs
open- and closed-loop control processes.
The program memory can be integrated
in the microcontroller and, depending on
the particular application, can be expanded
by adding a separate component (e. g., an
external EPROM or a flash EPROM).
Monitoring module
64
Robert Bosch GmbH

EPROM
The data on an EPROM (erasable programmable ROM) can be erased by subjecting the
device to UV light. Fresh data can then be entered using a programming unit. The EPROM
is usually a separate component and is accessed by the CPU via the address/data bus.
Flash EPROM (FEPROM)
The flash EPROM can be erased electrically.
The ECU can therefore be reprogrammed in
service repair shops without having to open
it. The ECU is connected to the reprogramming station using a serial interface.
If the microcontroller is also equipped
with a ROM, this contains the programming
routines for the flash programming. Flash
EPROMs are available which, together with
the microcontroller, are integrated on a
single microchip.
Its crucial advantages have helped the
flash EPROM to largely supersede the
conventional EPROM.
Variable-Data or Main Memory
A random-access memory is needed in
order to store such variable data (variables)
such as the computational and signal values.
RAM
All current values are stored in the RAM
(random access memory). If complex applications are involved, the memory capacity of
the RAM integrated in the microcontroller
is insufficient so that an additional RAM is
required. It is connected to the microcontroller via the address/data bus.
When the ECU is disconnected from the
power supply, the RAM loses its complete
stock of data (volatile memory). However,
adaptation values (learned values relating to
engine and operating status) must again be
available when the ECU is restarted. They
must not be deleted when the ignition is
turned off. To prevent this from happening,
the RAM is permanently supplied with voltage (continuous power supply). These values are lost, however, when the battery is
disconnected.
Data Processing
EEPROM (also known as E2PROM)

Data that must be retained when the battery
is disconnected (e. g., important adaptation
values, fault-memory data) must therefore
be permanently stored in a non-volatile
memory.The EEPROM is an electrically
erasable EPROM in which (in contrast to
the flash EPROM) each memory location
can be erased individually. This means that
it can be used as a non-volatile randomaccess memory.
Some ECU variants also use separately
erasable areas of the flash EPROM as a
non-volatile memory.
ASIC
Modern semiconductor technology now
enables a whole range of electronic functions to be integrated in ASICs (application specific integrated circuits). The ASICs
used in the ECUs can be grouped into the
following three categories:
Power supply and monitoring,
Signal conditioning, monitoring, and
diagnostics and
Power driver stages.
This high degree of integration not only
reduces the number of components and
with it the amount of space required but
also increases reliability.
Monitoring Module
The ECU is equipped with a monitoring
module. The microcontroller and the monitoring module use a question-and-answer
session to monitor each other. If an error is
detected, both devices can initiate appropriate substitute functions independently of
each other.
65
Robert Bosch GmbH

66
Data Processing
Output Signals
With its output signals, the microcontroller
trigger driver stages, which are usually
powerful enough to operate the actuators
directly. It is also possible for specific driver
stages to trigger a relay for particularly large
current consumers.
The driver stages are protected against
short circuits to ground or battery voltage,
as well as against destruction due to electrical or thermal overload. The driver stage IC
detects such malfunctions and open-circuit
lines as an error and reports this error to the
microcontroller.
Switching Signals
These are used to switch the actuators on
and off (e. g., on/off valves).
PWM Signals
Digital signals can be output in the form of
PWM (pulse-width modulated) signals. These
signals are constant-frequency square-wave
signals with variable on-times (Figure 3) and
are used to shift actuators to any desired
settings (e.g., PWM valve).
PWM Signals
Fig. 3
a Period duration
(fixed or variable)
b Variable on-time
a
b
Time
UAE0738E
Signal voltage
Communication Inside the ECU

Microcontrollers and external memories
(flash, RAM) exchange data over parallel
address/data lines.
A current 32-bit system has a 32-bit data
bus and a > 20-bit address bus. These buses
are operated at the microcomputers cycle
(~ 50 MHz).
The SPI bus has established itself as the

standard (synchronous, serial 3-wire interface, cycle approx. 1 MHz) for communication with the ASICs (slow triggering signals,
writing and reading of diagnostic information) or the external E2PROM.
EOL Programming
The extensive variety of vehicle variants with
differing control programs and data records
makes it imperative to adopt a system which
reduces the number of ECU types needed by
a given manufacturer. To this end, the flash
EPROMs complete memory area can be
programmed at the end of production with
the program and the variant-specific data
record. This is referred to as EOL or end of
line programming.
A further possibility for reducing the
variety of variants is to have a number of
data variants available (e.g. engine variants),
which can then be selected by special coding
at the end of the line. This coding is stored
in an EEPROM.
Robert Bosch GmbH

Very severe demands are made on the ECU
Basically, an ECU in a motor vehicle functions in

the same way as a conventional PC. Data are
entered from which output signals are calculated.
As in a PC, the heart of an ECU is the printedcircuit board (PCB) with microcontroller using
high-precision microelectronic techniques. However, there are a number of other requirements
which an ECU must also fulfill:
Real-Time Compatibility
Systems for the engine and the transmission demand a very fast control response and the ECU
must therefore be real-time-compatible. This
means that the controls reaction must keep pace
with the actual physical process being controlled.
It must be certain that the real-time system
responds within a fixed period of time to the
demands made upon it. This necessitates appropriate computer architecture and very high
computer power.
Integrated Design and Construction
The weight of equipment and the installation
space it requires inside the vehicle are becoming
increasingly decisive. The following technologies,
and others, are used to make the ECU as small
and light as possible:
Multilayer: The printed-circuit conductors are
between 0.035 and 0.07 mm thick and are
stacked on top of each other in layers.
SMD components: These are very small and
flat and have no wire connections through
holes in the PCB. They are soldered or glued to
the PCB or hybrid substrate, hence SMD
(Surface Mounted Devices).
ASIC: Specifically designed integrated
component (Application Specific Integrated
Circuit) which can combine a large number of
different functions.
Operational Reliability
Very high levels of resistance to failure are provided by integrated diagnosis and redundant
computing processes (additional processes, usually running in parallel on other program paths).
Environmental Influences
Notwithstanding the wide range of environmental
influences to which it is subjected, the ECU must
always operate reliably.
Temperature: Depending on the area of application, the ECUs installed in motor vehicles
must perform faultlessly during continual operation at temperatures ranging between 40C
and + 60 ... 140C. In fact, due to the heat radiated from the electronic components, the temperature at some areas of the substrate is considerably higher. The temperature change involved in starting from cold and then running up
to hot full-load operation is particularly severe.
EMC: The vehicles electronic circuitry has to
undergo severe electromagnetic-compatibility
testing. That is, the ECU must remain completely unaffected by electromagnetic interference emanating from such sources as electromechanical actuators, or radiated by radio
transmitters or cellular phones. In turn, the
ECU itself must not negatively affect other
electronic equipment.
Resistance to vibration: ECUs which are
mounted in the transmission must be able to
withstand vibrations of up to 30 g (i.e., 30 times
the acceleration due to gravity!).
Sealing and resistance to operating
mediums: Depending on its installation position, the ECU must be able to withstand damp,
moisture, chemicals (e.g. oils), and salt spray.
The above factors and other demands mean that
the Bosch development engineers are continually
faced with new challenges in their endeavors to
economically realize the ever-increasing range of
functions.
Hybrid substrate of an ECU
UAE0948-1Y
Very severe demands are made on the ECU.
67
Robert Bosch GmbH

68
Electronic Control Units (ECUs)
ECUs for Electronic Transmission Control
ECUs for Electronic

Application
In implementing electronic transmission
control, engineers can choose to locate the
ECUs in different positions in the vehicle.
There are, for example, separate, combined,
mounted, or integrated ECUs (Figure 1).
The way in which these ECUs are distributed in the vehicle is essentially determined by
the ratio of vehicles with automatic transmissions to vehicles with manually shifted
transmissions and
the demands made by the transmission on
the control system (performance of the
microcontroller used).
In Europe, the market is still dictated by
the separate printed-circuit-board ECUs ME
1
and TC (Figure 1a). In the USA, on the

other hand, it is predominantly the combined drivetrain ECU (MEG) that is used
for 4-speed and 5-speed automatic transmissions (Figure 1b), the reason for this
being that automatic transmissions dominate the market in America with a market
share of over 85 %.
The newer 6-speed or 7-speed transmission types and the increasing demands on
engine-management systems (emission-control legislation, CARB requirements) have
now started a trend in the USA moving away
from combined ECUs in favor of separate
ECUs. This trend is consolidated still further
by the latest generation of 6-speed transmissions. These transmissions are already
equipped with electronic modules with
integrated electronic circuitry.
Possible distribution of ECUs in the drivetrain
ABS control unit
TCS EC
Wheel brakes
Separate ECUs
CAN
Engine control unit (ME)
Transmission control unit (TC)
or alternatively:
Add-on ECU (ME)

or integrated ECU (TC)
ME
TC
Engine
Transmission
b
CAN
Combination ECU
or alternatively:
MEG
Combination ECU
and intelligent power
driver stages
Engine
Transmission
UAE0954E
Fig. 1
a Layout with separate
ME and TC printed
circuit board ECUs
b Layout with
combined
drivetrain ECU
Drivetrain ECU (MEG)
Robert Bosch GmbH


The various ECUs and their technical and
functional details will be discussed below.
The ECU acquires the transmission-fluid

temperature as an analog input signal because the properties of the fluid have a
significant effect on shift quality, especially
when the engine is cold. The ECU acquires
the position of the selector lever in the form
of a digital signal. The following information can also be obtained and evaluated via
the CAN interface:
accelerator-pedal position
(driver command),
kickdown switch,
engine temperature, and
engine torque.
Printed Circuit Board ECUs

The most widely used ECUs currently are
printed circuit board (PCB) units.
Figure 2 shows an ECU with a 32-bit
microcontroller (Motorola 683xx) for a
ZF 5-speed transmission. This transmission
has been in mass production at BMW for
some years now. The figure depicts the
essential layout and the data flow of the
ECU in a block diagram. The ECU itself
can be roughly divided into three sections:
2. Computer Core
The computer core comprises microcontroller, flash, RAM, EEPROM, analog-digital
converter, and CAN bus system.
1. Input side
The input side comprises the power supply
(terminals 15 and 30), signal acquisition,
and the communication interface.
The input signals include the signals for
engine speed, turbine speed, output speed,
and wheel speeds. The transmission control
unit usually receives the engine-speed and
wheel-speed signals via the CAN interface
from the acquiring ECUs (engine and ABS
control units).
3. Output Side
The output side features the driver stages for
the on/off valve, ASICs, current control
(CG205), and low-level signal driver stages.
Printed circuit board ECU for electronic transmission control (block diagram)
Ignition
Internal power supply
Battery voltage
Interface engine
management
Vehicle-speed
signals
Analog
voltage signals
Diagnosis
Microcontroller
C
ASIC for
current-controlled
high-power
driver stages
CAN interface
Rotational frequency
Interface for
analog signals
Serial interface
for diagnosis
On/Off
solenoid valves
Actuators
FEPROM
RAM
ADC
EEPROM
CAN
Digital
input signals
Interface for
digital signals
Low-power
driver stages
Interface
to vehicle
UAE0953E
69
Robert Bosch GmbH

BMW drivetrain ECU from 1983
UAE0946Y
Drivetrain ECUs
MEG drivetrain ECUs (MEG = engine
ETC/EGAS transmission) are based on the
standard printed circuit board ECUs for
engine and transmission, and are commonly
used in the USA. As the block diagram in
Figure 3 shows, the main advantage of this
ECU lies in the fact that specific electronic
components only have to be fitted once,
thereby reducing costs.
An MG ECU (MG = engine/transmission) was the first example of electronic transmission control to be
mass-produced.
This ECU was developed back in 1983
for BMW for use
with a ZF 4HP22
automatic transmission (Figure 4).
MEG drivetrain ECU for electronic transmission control (block diagram)
ME 7
Voltage
regulator
Memory
CAN
Motronic
C
Diagnosis
Motronic
inputs
EGAS
Controller
C
Voltage
regulator
Memory
CAN
EGS
C
ETC
inputs
Memory
Motronic
output
driver stages
EGS
ETC
output
driver stages
Diagnosis
MEG 7
Watchdog
Not necessary in MEG 7 integrated ECU
Voltage
regulator
Motronic
C
Motronic
output
driver stages
CAN
Diagnosis
Motronic
+
ETC
inputs
EGAS
Controller
EGS
C
Memory
ETC
output
driver stages
UAE0952E
70
Robert Bosch GmbH

MG7.9 combined drivetrain ECU
Development of computer performance
UAE0950Y
71
Figure 5 shows the current configuration of

a drivetrain ECU for the block diagram in
Figure 3.
Since then, the demands on ECU computing
power and memory capacity have changed
dramatically (see Figure 6 and Table 1).
As the figures in Table 1 demonstrate,
these demands are constantly rising and
there is no end in sight to their development.
Computer
Memory
RAM
Year
1983
1988
1992
1996
199x
1996
2001
2003
2005
Computer
Cosmac
80515
80517
80509
C167
683xx
MPC555
MPC555
?
Memory
8 k ROM
32 k ROM
64 k ROM
128 k flash
256 k flash
256 k flash
448 k flash
1 MB flash
1.5 MB flash
RAM
128 byte
256 byte
256 byte
2k
4k
8k
28 k
28 k
66 k
Table 1
Increasing demands on ECU computing power and memory capacity
8-Bit (80519)
64k ROM
32-Bit (MPC555)
448k Flash
8-Bit (8051)
8k ROM
8-Bit (80515)
32k ROM
1983
1987
32-Bit (683xx)
256k Flash
1992
1996
2001
UAE0951E
Computing power/memory capacity
Year
Year
Robert Bosch GmbH

Microhybrid ECUs
The introduction of new transmissions
(such as the ZF 6HP26) has seen a transformation in the type of ECU from the PCB to
the microhybrid. This development has been
influenced by the changing demands, mainly
because of the environmental conditions
under which the ECU is used (Table 2).
The microhybrid ECU basically contains
the same circuitry as the PCB, but now with
unencapsulated semiconductor components
being used, i.e. as bare silicon chips.
Electrical contacting is provided by wire
bonding (in the PCB ECU with soldering).
Passive components are electrically
2
PCB
Microhybrid
Installation
location
Temperature
Vibration
Protection
Interior or
engine compartment
40...+85/+105C
...5 g
IP 40 / IP 69
In transmission
Figure 7a shows the ABS computer bond

zones (44 bonds) on an LTCC standard substrate compared with the 32-bit controller in
the diesel-control system (240 bonds) on
LTCC-fine-line in Figure 7b.
In addition, Figure 8 shows a comparison of
the wiring density of the inner layers (Figure
8a) and the reverse side of the hybrid with
the integrated resistors (Figure 8b).
40...+140C
...30 g
IP6K9K in ATF
Bondzone microcontroller LTCC compared

with LTCC-fine-line
Hybrid wiring densities
UTS0318Y
Fig. 8
a Inner layers
b Reverse side with
resistors
The previous bondland grid of 450 m

would require four bond rows and at least
three wiring layers to route the computer
core. With the via grid of 260 m used, two
bond rows are sufficient, and this even with
a reduced space requirement and only two
wiring layers.
Technical limits for PCB and microhybrid
Type
Fig. 7
a On LTCC standard
substrate
b On LTCC-fine-line
substrate
contacted by means of conductive bonding

agents.
In contrast to the currently mass-produced
circuits with LTCC (low-temperature cofired
ceramics), finer layout structures are used in
the new systems with 32-bit processors. This
relates in particular to the via density and the
bondland size.
UTS0319Y
72
Robert Bosch GmbH

The following significant measures were

taken to bring about an improvement in the
process for microhybrid ECUs:
use of finer punch needles,
finer screens,
adaptation of the pastes used, and
tolerance optimization through adapted
process management.
This compression of the layout makes it possible to produce the circuit for transmission
control on an area measuring 2 x 1.2. In
other words, a substrate with the working
format of 8 x 6 alone can process 20 circuits in parallel.
Figure 9 shows the complete microhybrid in

its housing. The following procedures are
used for the assembly process:
All the components are bonded with
conductive bonding agent.
Bonding is carried out using a 32 m gold
wire and a 200 m aluminum wire.
The hybrid is bonded to the steel plate
with heat-conducting bonding agent.
The connection to the glass bushing is
made by a 200 m aluminum bond.
The housing is hermetically sealed tight.
For optimum cooling of ICs subject to high

heat loss, thermal vias with a diameter of
300 m are filled in parallel to the function
vias. This increases the thermal conductivity
of the substrate from approx. 3 W/mK to
effectively 20 W/mK.
Microhybrid ECU in steel housing
UAE0948Y
73
Robert Bosch GmbH

74
ASIC Chips
In addition to computer and memory chips,
application-specific integrated circuits make
up a significant proportion of the electronic
components in the ECUs.
Different functions have been combined
into ASIC chips for the purpose of reducing
costs and standardizing the electronic design
of transmission-control systems. These
ASICs are available in encapsulated and
unencapsulated form and used for both
microhybrid and PCB ECUs. Transmission
control features various ASICs which are
currently in volume production; the three
ASICs used in the microhybrid ECU are
discussed in the following.
Current-Regulator ASIC CG205

The current-regulator ASIC CG205 with
integrated shunt was developed for highprecision pressure control in the transmission. It achieves a control precision of 1%
over the entire temperature range.
10
Watchdog ASIC CG 120

Due to the fact that the 6-speed transmission with integrated electronic module no
longer has a mechanical connection between
the selector lever and the transmission, the
control system requires specific safety mechanisms. This function is performed by the
ASIC CG120 (Figure 10b), which monitors
the function of the microcontroller (see also
the chapter entitled Diagnostic functions).
The ASIC CG120 performs the following
functions:

power supply with 5 or 3.3 V,

sensor supply,
watchdog,
serial interface,
CAN interface,
ISO 9141 interface, and
programmable via SPI interface.
ASIC chips
CG
I/O ASIC CG115

In order to achieve the high level of integration in the microhybrid, it is necessary to
combine as many functions as possible in
one ASIC. Achieving this with individual
components would therefore take up too
much space on the substrate.
205
The following functions are integrated in the

I/O ASIC CG115 (Figure 10c):
CG
CG
120
voltage monitoring,
inputs and outputs for digital signal
transmission,
2 inputs for inductive Hall-sensor signals,
8-channel analog multiplexer,
serial interface, and
programmable via SPI interface.
115
UAE0955Y
c
Fig. 10
a Current-regulator
ASIC CG205
b Watchdog ASIC
CG120
c I/O ASIC CG115
Figure 10a shows the encapsulated ASIC,

as is used in PCB ECUs.
There is also the option of adjusting the
current range and the PWM output frequency with the aid of an external circuit.
Robert Bosch GmbH

Dissipating the heat losses generated in the

ECUs represents a prime consideration in
the design of mechatronic modules, particularly in those cases where hotspots cause a
highly uneven distribution of the heat
losses. Figure 1 shows the heat-dissipation
model in an ECU to the point of a heat sink
which is situated in the valve housing in this
example. This is an LTCC microhybrid in a
welded steel housing which is mounted on
the aluminum housing of the hydraulic
main control stage.
Figure 2 shows an area of thermal vias. The

production process creates these heat-dissipating thermal vias (heat spreaders) in
parallel to the electrical connections.
Essentially, the terms power loss,
depletion-layer/junction temperature,
and heat dissipation define the limits
for a microhybrid ECU.
The power loss Pl can be described in
simplified form for stationary operation
as follows:
2 1 3
TJu
RCh
RKl
RSu
RKl
RBo
RKo
RVe
TUm
5
Effective heat management of the IC necessitates a close contact between the chips
and the housing. Materials with high thermal conductivity are suitable for use in this
respect.
As other tests on the various substrates for
high-temperature applications have shown,
these materials demonstrate very different
thermal-conductivity properties. LTCC glass
ceramic shows itself to be less effective than
aluminum-oxide ceramic (Al2O3) by a factor of almost 10. However, this drawback is
compensated by thermal vias in the microhybrid to such an extent that LTCC technology demonstrates equally good levels of
thermal conductivity as aluminum-oxide
technology.
75
Heat-dissipation model in the housing of a

microhybrid ECU
UTS0320Y
Cross-section through a 4-layer microhybrid with

thermal vias
1 mm
UTS0321Y
Thermo-Management
Thermo-Management
Pl = (Tj Ta) / Rjth

where
Tj Junction temperature
Rjth Thermal internal resistance
Ta Ambient temperature
The thermal resistance Rjth (auxiliary quantity) is dependent on the geometric parameters and the specific thermal conductivity of
the material and is determined from measurements. The maximum permitted junction temperature Tj determines the maximum permitted power loss Plmax, where
Tj is dependent on the material (for silicon
Tjmax = 150...200C). Current specifications
laid down by microcontroller manufacturers
establish an upper limit of Tjmax = 150C.
Fig. 1
1 Bonding agent
2 Substrate
3 Si chip
4 Thermal vias
5 Al valve housing
6 ATF
7 Steel housing base
Robert Bosch GmbH

76
Thermo-Management
Comparison of thermal resistance of aluminum-oxide

and glass ceramics (LTCC)
a
1
The design of the ASICs for transmission

control described in the ASIC Chips
section is suitable for maximum junction
temperatures of Tjmax = 175C.
b
1
Since Tj is also dependent on the design, a

consideration of design rules is important
for optimization of the junction temperature, e.g.:
Circuit sections subjected to thermal load
should not be designed in accordance
with the otherwise applicable minimum
criteria, rather affected driver-stage areas
(transistors/pn junctions), for example,
should be geometrically enlarged.
Hotspots should not be positioned in
the corners of the ICs, this enables the IC
substrate material to act in all directions
as a heat spreader.
In relation to the complete microhybrid

system, designers are working towards optimizing the level of sophistication between
increasing IC size, using thermal vias, and
mounting on special substrates such as DBC
or PCs.
Explanation of abbreviations:
DBC (direct bonded copper): copper-coated
ceramic
and
PCs (power chips): chips soldered onto
copper plates.
c
Figure 3 shows a comparison of the thermal

resistance of aluminum oxide (Figure 3a)
and glass ceramic, i.e., LTCC (Figure 3b), and
also specifically in chart form (Figure 3c).
Chip
Al2O3
LTCC (thermal vias)
Aluminum
20
3
15
10
2
5
0
10
15
20
Thermal vias, surface
UTS0322E
1
2
3
4
Thermal resistance
Fig. 3
a
Aluminum-oxide
ceramic
Rth = 12 K/W (CS 200
on aluminum)
b
LTCC
Rth = 10...11 K/W (CS
200 in ABS 5.3)
c
Comparison
th
25
K/W
25 % 30
Robert Bosch GmbH

Processes and Tools Used in

ECU Development
Simulation Tools
Simulation of individual components and of
the complete system is playing an increasingly important role in improving and
stepping up the development process. The
advantages of mathematical modeling over
actual physical models (prototypes) are as
follows:
frequent reproducibility as desired,
deeper understanding of system behavior,
individual parameter analyses possible,
lower costs,
less time required for model modifications, and
flexible application in all technical fields.
Processes and Tools Used in ECU Development
Circuit Simulation with SABER

Before a circuit is built with real components, it is possible to test its function using
the SABER simulation tool. Many component manufacturers already offer the data on
their products in a SABER library for this
purpose (Figure 2).
These data can be used to test the circuit

with regard to its robustness, thermal properties, worst-case performance, and EMC
behavior and thereby facilitate any necessary
circuit optimization at a very early stage in
its development.
This approach can reduce the number of
redesigns.
The following text deals briefly with some

tools for simulation that are used.
Figure 1 shows by way of example the
thermo-simulation of a microhybrid ECU.
It clearly shows the high temperature of
the hotspots in the electronic circuitry
which in this case occurs at a voltage regulator. This simulation is used to optimize the
positioning of the thermal vias and the
distribution of the components before the
real ECU is built.
Simulation with SABER
UTS0324Y
Thermo-simulation of a microhybrid layout
UTS0323Y
77
Robert Bosch GmbH

Software Development
A study of the current series projects
together with the use of development
capacities demonstrate that approximately
60% of the time spent on ECU development
has to be devoted to creating the necessary
software. For this reason, it is absolutely
essential that modern tools and processes
be used.
QA2F
When: After function implementation
What: Review of each individual function
and checking of following documents:
specification,
function description,
source code,
data definitions, and
test documentation.
Development Process
Definition of Development Process
A depiction of the development steps in the
form of a V-model (Figure 1) serves as the
basis for all software-development activities.
This model is used to detail the process steps
which facilitate implementation within a
product-development department.
QA2
When:
What:
Quality Assessment
Quality assessments are scheduled at defined
points of the development process (Figure 2)
for the purpose of process monitoring:
An essential part of the development process

is also the distinction between specification
and implementation. This separation allows
programming by contract, whereby project
teams use the software knowledge of ReUse
teams who implement the functions (e.g.
Keyword 2000 protocol) for various customers. To this end, the project teams write
out function contracts which establish the
boundary conditions of implementation.
The scopes and levels of testing of the individual functions are determined in the project-specific quality plan (PQSP) with the
customer requirements in mind.
QA1F
When: Prior to function implementation
What: Function specification check
Simplified V-model
Specification
QA3
When:
What:
Prior to software delivery

Review of all QA2F documents
Prior to start of series production

Series-production review for
hardware and software
Development process in detail
System
initialization
Test
System
delivery
Function analysis
specification
QA2
System
integration/test
QA1
Function
initialization
Implementation
Function
delivery
Function analysis
specification
QA1F
QA2F
Function
integration/test
Function
development
UTS0326E
QA1
When: At the start of the project
What: Resource check (capacity, development environment, responsibility)
UTS0325E
78
Robert Bosch GmbH

This also includes determining the QA x F

scopes.
The PQSP is a central element of project implementation and should be fully discussed
between vehicle manufacturer and supplier.
It lays down, among others things, the responsibilities, the customer relationships,
the development tools, the scopes of testing
and documentation, etc.
The process in the ReUse team is set out as
follows:
The person in charge of the project
formulates the task (if necessary,
adoption of customer request).
The function contract is drawn up
(with details of task, project, desired
date, scope, and reference documents)
and given to the ReUse teams.
The persons in charge of ReUse and

the project discuss the application and
establish the scopes and deadlines
together.
The person in charge of ReUse decides

on the variant and version handling
and implements the task.
All documents are handed over to the
person in charge of the project on
completion.
In order to ensure that the created software
can be reused to the greatest possible extent,
there are C-programming guidelines binding an all programmers which are called up
in the relevant reviews (e.g. QA2F).
Programming Guidelines
In any heterogeneous system of development that is spread over countries and
continents, a standardized procedure for
creating software is a vital and integral part
of the time to market process. These guidelines address the following points and are
binding for all programmers:
general guidelines (terminology, vocabulary, variation handling),

guidelines for software developments in C
(templates, structure),
definitions and declarations (include,
defines, typedefs),
check instructions (if, for, while, break,
return ...),
coding specifications and instructions
(typecast, arithmetic, pointer),
particular features when using variables
(alignment, address),
instructions on data consistency
(preemptive), and
instructions on resource relief.
These guidelines also serve as a source of
knowledge for effective code configuration
in order to counteract the limitations in
relation to memory capacity and run time
in the programming of microcontrollers.
79
Robert Bosch GmbH

Tools for Creating Software

As well as the formal aspects such as process
and programming guidelines, it is crucially
important to ensure that the tools are
subject to constant support in the interests
of product quality. Figure 3 provides an
overview of the tools currently used for the
various development phases. Significant
features of this tool chain are:
constant support throughout the entire
development process and
product-specific, optimized solutions
with tools partly developed in-house.
As the wide variety of tools demonstrates,

the process involved in creating the software
for an ECU of the latest generation is highly
complex. Figure 4 provides a simplified
overview of the interplay between the individual tools from the specification through
to the finished ECU program.
By way of example, two component parts of
the tool chain will now be explained in
closer detail:
Design with ASCET-SD and
Vehicle simulation with TCM-Simutec.
Tools in the development process
Organization: MS Project
Simplified process sequence
Design
ASCET-SD
Design
ASCETSD
StP
Prototyping
ASCETSD
Implementation
ESPRIT
Innovator
Codewright
DAMOS++
ASCET-SD
Documentation: MS Word
Test
Function model
Object model
Prototyping
INCA-PC
TCMLabCar
ASCETLabCar
ASCET-SD
Source files
Code generation
ESPRIT
ETC program
Test/application
INCA/PC
advanced simulation and control

engineering tool
ASCET-SD:
ASCET software developer
StP:
software through pictures
(Aonix) for OO modeling
ESPRIT:
engineering software-production
user interface for tools
Innovator:
Software-development
environment (MID)
Codewright:
Software-development
environment (Premia)
DAMOS:
database for microcontrolleroriented systems
INCA-PC:
integrated car application system
TCM-Simutec: Vehicle simulator
ASCET-LabCar: Vehicle simulator for HiL simulation
ClearCase:
Configuration-management tool
UTS0328E
Key:
ASCET:
Function design with ASCET-SD
UTS0329Y
UTS0327E
80
Robert Bosch GmbH

Design with ASCET-SD

ASCET-SD (Figure 5) offers the following
functions for designing software:
interactive creation of function
descriptions and function models,
a graphical user interface,
support of object-oriented design, dataflow-oriented design and state machines.
The ERCOSEK operating system is an integral part of the development environment,
and facilitates real-time simulation of the
function model.
ASCET-SD offers the following support for
the rapid prototyping of functions:
ASCET-SD operates as a bypass computer
for the series ECU, i.e., individual ECU
functions run on the PC, while the other
functions continue to be executed by ETC
(Figure 6).
The connection is established via the CAN
or the INCA probe.
The next step is the automatic C-code creation and the creation of the corresponding
data files for the application from the models.
For further information, log on to
http://www.etas.de
81
Vehicle simulation with TCM-Simutec

To test the functions of a transmissioncontrol system in the laboratory, there is a
simulator for the vehicle and transmission
environment which provides the input
signals for ETC. One such simulator is
shown in Figure 7.
The front panel of the simulator is
equipped with assorted rotary potentiometers, switches, and pushbuttons which
enable input variables such as output speed,
selector-lever position, transmission
temperature, etc., to be specified.
The top of the simulator accommodates a
breakbox which permits access to every ECU
pin. Measuring instruments can be easily
connected to these sockets to enable, for
example, a PWM signal of a pressure-regulator output to be viewed on an oscilloscope.
The laboratory car also contains computer cards which simulate the other ECUs
in the vehicle network (e.g. ECUs for engine
management, for ABS, etc.) and also their
signals.
Process and Maturity Model
A clear definition of the development
process and the corresponding implementation in the projects are made possible by a
software development which can be evaluated with a maturity model such as CMM
(capture maturity model).
Test setup for ASCET-SD in bypass
TCM-Simutec (laboratory car)
UTS0311Y
UTS0330Y
Fig. 6
1 ASCET-SD and
INCA-PC
2 ASCET hardware
(ETAS ES 1000.2)
3 ETK
4 ETC-Simutec
(laboratory car)
Robert Bosch GmbH

The operating system with its services

and the hardware-compatible software
are implemented on this hardware:
Software layer model
Transmission software from

vehicle manufacturer or Bosch
ERCOSEK
(OS)
Program
library
Component
driver
Operating system
Hardware
Software Structure
The software structure described in closer
detail in the following is implemented
within the transmission-control system.
This layer model (Figure 8) comprises
the application software (transmission
software) with program library provided
by the vehicle manufacturer or supplier
(in this case by Bosch),
the operating system,
the component driver, and
the hardware.
The separation of hardware and application

software ensures that the software can be
easily ported to new hardware platforms.
Only the second layer, consisting of the
operating system and component driver
(BIOS), has to be adapted.
The contents of the individual layers will
now be broken down in the following:
The ECU hardware, the first layer of the
software layer model, consists of the microcontroller (here, by way of example, the
MPC555), the memory, the interfaces (SPI,
CAN and UART), and the peripheral chips
(ASICs):
CPU core
timer and
SPI
TPU
Memory, hardware, driver, etc.
MIOS
CAN
(2)
EEPROM
driver
Hardware
KWP 2000
Input/Output driver
Device
driver
Device
driver
Device
driver
The interface layer and program library for

the application software contain:
UTS0331E
82
UART
(2)
Diagnosis
handling
EEPROM
handling
Diagnosis
monitoring
functions
KWP2000
application
Security
software
(SSK)
Shift by wire
functions
The application software

(customized software) comprises:
e.g. ASIS (RB/ZF)
AGS (BMW)
Transmission software
Software sharing (interface)
Operating System
It is absolutely essential to use an OSEKconforming operating system to fulfill the
current real-time demands on an ECU. The
ERCOSEK operating system from ETAS is
used in Bosch transmission control units
(available for all kinds of microcontroller).
An operating system is subdivided into

processes and tasks (Figure 9):
A process is a function which has no call or
return parameters.
A task consists of different processes and
is characterized by
the sequential execution of processes,
the allocation of processes task,
each task being assigned a priority,
tasks being assigned to a time base.
For task changing, there is either cooperative
scheduling or preemptive scheduling (task
management):
Cooperative Scheduling
In the case of cooperative scheduling,
a task can only be interrupted between two
processes by a higher-priority task (Figure 10).
Robert Bosch GmbH

The advantages of this procedure are low

memory requirement (register banks, stack),
simple management, and data consistency.
The disadvantages are the limited response
time (dependent on the process run time)
and the jitter over the task period.
Preemptive Scheduling
Owing to the drawbacks of cooperative
scheduling, preemptive scheduling is used in
operating systems which operate as realtime systems.
With this form of scheduling, a higherpriority task can interrupt a lower-priority
task at any time (Figure 11). The advantages
of this procedure are the very short response
times, the minimal jitter over the task
9
period, and a response time that is not

dependent on process implementation.
The disadvantages are increased memory
requirement (stack, register banks) and
data-consistency problems.
Mixed Scheduling
ERCOSEK offers the option of mixing both
types of scheduling in one application.
A combination of hardware and software
scheduling serves this purpose. Figure 12
shows the distribution between cooperative
and preemptive using the priorities assigned
to the tasks.
A software call starts the operating system. It can support different application
modes (e.g. different task sets for initializa11
Processes and task
Preemptive task change
Activation
and start
Task B
Task
Task B
Task
Process 1
Process 2
p1B p2B p3B p4B
Prozess n
10
Task A
Time t
12
Cooperative task change
Priority distribution
Hardware-based
scheduling
Activation Task B
Start Task B
p3A p4A
Time t
STS0333E
p1A p2A
Task A
Software-based
scheduling
Priority
Task
Task B
p1B p2B p3B p4B
p3A p4A
STS0334E
STS0332E
p1A
preemptive
cooperative
Distribution
STS0335E
Process 3
83
Robert Bosch GmbH

13
tion, operation and ECU run-on, Figure 13).

Each application mode consists of an initialization phase and an execution phase. Interrupts are prohibited during initialization of
an application mode.
Further documents on the subject of
ERCOSEK / OSEK can be found on the
Internet at:
http://www.etas.de
http://www.osek-vdx.org
Application-mode change
Application
Mode n+1
Mode n
Mode
Execution
Init
Execution
STS0336E
Init
Zeit t
14
Hardware access in the layer model
User layer
via global
RAM cells
as direct access
(function call)
Configuration layer
Configuration:
Access to
hardware
channels
Filtering:
Elimination of
malfunctions
Coherence:
Data timing
Scaling:
Conversion
into physical
variables
Hardware layer
ADC
DIO
PWM
SPI
Serial
"Low-level"-channels
Freq
Acquisition of Input and

Output Variables
Access to the hardware is obtained within
the framework of the software layer model
in accordance with three layers (Figure 14):
user layer,
configuration layer, and
hardware layer.
The first implementation example to be

featured is access (A) via global RAM cells.
Table 1 describes the name of the RAM cell,
the signal direction (input or output), the
signal type (analog, digital, frequency, or
PWM), the description, and the physical
conversion.
The second example featured is access via
(B) function interfaces. Table 2 is structured
along the same lines as Table 1, but here the
global RAM cell is replaced by a function call.
The objective in the configuration layer is
to obtain independence from platform and
project in the conversion of the hardware
accesses into real software. This is achieved
on the one hand by using tools which automatically create the C-code for access to the
hardware, and on the other hand by using
C-macros which are then resolved on a
processor-specific basis.
Access to hardware capsule:
STS0337E
84
Robert Bosch GmbH

I/O
Type
ugt_Batt
CGT
ccu_Chip
fgt_Fet
fpo_L1
fpr_PinM
NAB
NAB32
NTU
NTU32
hmv1
idr1s
In
In
In
Out
In
In
In
In
In
In
Out
Out
ANA
ANA
ANA
DIG
DIG
DIG
FREQ
FREQ
FREQ
FREQ
PWM
ANA
85
Hardware access via global RAM cells
RAM cell
16 bit
8 bit
8 bit
8 bit
8 bit
8 bit
16 bit
8 bit
16 bit
8 bit
16 bit
16 bit
Content
Scaling
Battery voltage
Oil temperature
Substrate temperature
Status HSD-Fet
Selector lever pos 1
M button
Output speed
Output speed/32
Turbine speed
Turbine speed/32
Solenoid-valve output
Nominal current
pressure regulator
0...25 000 mV
40...+215C
40...+215C
0.. 1 (On/Off)
0..1 (On/Off)
0..1 (On/Off)
0...20 000 rpm
0...255 rpm/32
0...20 000 rpm
0...255 rpm/32
0...1000 per mil
0..12 000 mA
Table 1
Hardware access via functions
Software function
I/O
Return value
Content
Scaling
GetHWIO_U_IgnRunCrnk()
In
Battery voltage
0...32 V
GetHWIO_T_TransOil()
In
Oil temperature
40...+215C
GetHWIO_b_HSD()
In
Status HSD-Fet
0...1 (on/off)
GetHWIO_e_TapUpDwnReq()
In
Tip (+/) function
0 x 00...0 x 40
TsHWIO_PRNDL
GetHWIO_s_PRNDL(void)
TsHWIO_FreqParams
GetHWIO_s_NTU(void)
TsHWIO_NAB_DualEdgeParams
GetHWIO_s_NAB_DualEdge()
In
ANA
16 bit
ANA
16 bit
ANA
8 bit
ENUM
8 bit
DIG
8 bit
FREQ
struct
FREQ
struct
Transmission control panel
0...1
Turbine speed
SetHWIO_e_NAB_DualEdgeCptr
Mode( BYTE )
Out
Time stamp +
counter value
Time stamp +
counter value +
operating edge
Rising, falling, both
In
In
A further signal-acquisition component

involves the exchange of signals via the
communication interface. The CAN bus
(controller area network) has gained
acceptance in this field in the last few years.
CAN replaces the conventional wiring
harness or the previously standard network
of ECUs (Figure 15). The bus system must
satisfy the following requirements here:
Real-time updating for
safety functions:
10 ms
Convenience functions:
10...100 ms
Maximum cable length:
40 m
Output speed,
edge can be changed over
nout
Edge changeover
15
Table 2
ECU network
ECU 1
ECU 2
ECU 3
ECU 4
ECU 1
ECU 2
ECU 3
ECU 4
CAN - Bus
STS0338E
Fig. 15
a Conventional
b With CAN
Robert Bosch GmbH

86
Bit rates as a function of cable (bus) length

Maximum bit rate
kbit/s
Bus length
m
1000
500
250
125
40
40
100
250
500
1000
The system must also be resistant to temperature and moisture. The CAN bus has also
gained acceptance in the field of automation
technology. Table 3 lists the maximum possible data rates for different cable lengths.
Figure 16 shows the circuit-engineering
implementation of the CAN interface in an
ECU.
Table 3
In the microcontroller itself, message

handling is conducted via a dual-port RAM
(Figure 17). Since this RAM chip, as the
name suggests, can be described from two
sides (CAN transceiver and microcontroller), the CPU workload is substantially
relieved for signal transfer.
CAN interface
Microcontroller
CAN controller
TX0 TX1
RX0 RX1
TxD
RxD Ref Rs +6V

VCC
100nF
Gnd
CAN_L
CAN_H
17
RT
CAN-BUS
CAN_L
BUS
termination
19
Use of dual-port RAM with the CAN bus
CAN standard data frame

Standard Data Frame
18
Arbitration Control
Field
Field
20
recessive
3
Intermission
End of Frame
CRC Delimiter
ACK Slot
ACK Delimiter
Data Field
CPU
workload
Host CPU
CAN-bus arbitration
Bus idle
1 1 1
CRC Sequence
Message
management
15
dominant
RTR Bit (D)
IDE Bit(D)
(reserved (D))
Data Length Code
Acceptance
filter
1 11 1 1 1 4 064
Identifier Field
Message n
recessive
high
Start of Frame
CANBus
low
UTS0340E
Message 1
Message 2
Inter Frame Space
CRC Acknowledge
Field Field
CAN extended data frame

Extended Data Frame
Inter Frame Space
NODE A
recessive
dominant
Arbitration
Field
Control
Field
CRC Acknowledge
Field Field
Bus idle
CRC Sequence
CRC Delimiter
ACK Slot
ACK Delimiter
End of Frame
Intermission
Data Field
dominant
NODE B loses the arbitration

switches to receive
mode
Start of Frame
Identifier
SRR Bit (R)
IDE Bit(R)
Extended Identifier
RTR Bit(D)
(2 reserved (D))
Data Length Code
NODE B
3
dominant
recessive
UTS0341E
Bus idle
1 11 1 1 18 1 2 4 064 15 1 1 1 7
UTS0343E
RT
BUS
termination
UTS0339E
CAN_H
Complete arbitration (message organization,

who sends what when) on the CAN bus is
performed automatically by the CAN transceiver. It does not require any computing
power in the microcontroller (Figure 18).
A distinction is made within CAN messages
between standard and extended data frames
(Figures 19 and 20).
UTS0342E
CAN transceiver
Bus idle
16
Robert Bosch GmbH

21
1-2 US shift curve
30
Vehicle speed F
km/h
STS0344E
km/h
STS0345E
50
22
1-2 H
2-1 RS
%
100
1-2 curve with several driving programs
S XS
50
1-2 H
S XE
1-2 H
2-1 RS XS
%
100
2-1 RS XE
Gear Selection and Adaptive Functions

Transmission control has undergone various
phases or expansion stages within the
framework of development.
The basic functions and the adaptive
programs for shifting points and pressure
control are now standard in the field of
electronic transmission control (ETC).
Where the various marques and vehicles
differ is in the different strategies employed
in the automatic adaptation of the transmission to the driving style and the traffic
situation. This also represents an area of
software which is being increasingly taken
up by the vehicle manufacturer directly and
which is no longer in the hands of a supplier. The adaptive functions for shiftingpoint control and pressure control have already been discussed in the chapter sections
entitled Shifting-Sequence Control and
Adaptive Pressure Control.
The following text will now deal with
Bosch-specific implementations of automatic adaptations (learn functions). The
adaptive shifting strategy determines a gear
cyclically from the driver command, the
vehicle status, and the driving situation.
It is adaptive in relation to the driver type
(sportiness) and also takes into account
automatic or manual gear preselections
(tip/nudge operation, as is familiar, for
example, from Porsche Tiptronic or BMW
Steptronic). The complete software package
has been modeled with an object-oriented
approach for optimum reuse.
In contrast, the extended data frame

(Figure 20) has the following
characteristic data:
Data capacity:
0...8 bytes
Identifier length: 29 bits
Message length:
max. 150 bits
87
Object-Oriented Approach
Vehicle Control
As an introduction, Figure 21 shows the 1-2
US and 2-1 DS shift curves for a driving
program.
The shift curves shown in Figure 22
extend this system for different driving
programs from super economy (XE) to
super sport (XS). They clearly show that the
upshift point in the sporty driving program
moves towards higher vehicle speed or
higher engine speed and thereby achieves
optimum utilization of engine performance.
The standard data frame is characterized by

the following data (Figure 19):
Data capacity:
0...8 bytes
Identifier length: 11 bits
Message length:
max. 130 bits
50
Vehicle speed F
Fig. 21 and 22
1 Upshift
Robert Bosch GmbH

To select a shift curve using the driver type

and the total running resistance, it is necessary for them first to be recorded and evaluated once. The overall structure of vehicle control shown in Figure 23 serves this purpose.
On the one hand, there are the variables
which determine the vehicle and its status:
transmission control panel (TCP),
the transmission itself,
the engine,
the accelerator-pedal position, and
the vehicle variables (e.g. vehicle speed,
wheel speed, etc.).
23
Overall structure of vehicle control
On the other hand, there are the variables

which are crucial to shifting-point selection:
driver type,
driving situation, and
driving program.
This is made clearer with the newly
arranged graphic overall structure of gear
selection in Figure 24. Each of these variables is then further divided into different
sub-evaluations.
The driver-type evaluation specifies whether
the current driving style is economical or
sporty. The driver-type determination as
featured in Figure 25 can be shown for this
purpose.
Determine Cyclical ()
Determine status ()
Determine driver type ()
Transmission
control panel
Driver type
Engine
Determine drive situation ()
The result of the driver-type determination

is a driver-type counter (Figure 26) with an
allocated driving program (XE to XXS).
Driving situation
Transmission
Vehicle variables
Set transmission ()
Drive program
STS0346E
Accelerator pedal
Vehicle control
24
Driver-type evaluation is followed by hill

recognition (based on the vehicle running
resistance), which distinguishes between
different types of uphill and downhill driving
with the following allocation (Figure 27):
B0
Downhill 2
B1
Downhill 1
B2
Level
B3
Uphill 1
B4
Uphill 2
25
Overall structure of gear selection
Driver-type determination
Vehicle
variable
Accelerator
pedal
Transmission
control panel
Gear selection
Engine
Driving
situation
Driver type
Electronic
stability program
Display
Transmission
Give driver type ()
Administrator
Determiner
Startup evaluation
SESP
Gradient evaluation
Kickdown evaluation
Linear-acceleration
evaluation
Special evaluation
Lateral-acceleration
evaluation
Counter
Driver-type recognition
STS0348E
STS0347E
88
Robert Bosch GmbH

This is followed by determination of the

driving situation (Figure 28).
Ratio Criteria (RC)
Driver type and driving situation form one
of three ratio criteria (RC), all of which
demonstrate different functions:
RC Driver Type
RC driver type makes a gear suggestion using a shift curve, depending on the relevant
driver type. The driver thus serves as the
ratio supplier (RS).
RC FastOff
RC FastOff prevents upshifts if FastOff has
been detected, i.e., a
shift prevention (USP, DSP) takes place.
Summary
The following features can be summarized
for the object-oriented adaptive driving
strategy:
cyclical determination of the gear,
consideration of driver command,
vehicle status, driving situation,
adaptive in relation to driver type
(sportiness),
division into static and dynamic driving
programs,
automatic and manual gear preselection
(tip/nudge operation),
new, flexible prioritization procedure, and
object-oriented structure.
27
RC TCP
RC TCP changes the order of priority of the
ratio supplier in accordance with operation
of the transmission control panel (TCP).
An RC selection adapted to the
shift situation (SS)
takes place.
Hill recognition
B2
B3
B1
B4
B0
B1
28
Driver-type counter
Driving situation
Determine drive situation ()
Startup evaluation
Gradient evaluation
Lateral-acceleration evaluation
"Kick Fast" evaluation
Special evaluation
Coordinator
Driver-type counter
0.....255
XE
XS
XXS
Drive program (characteristics)
Hot mode
Curve
Urban driving
Winter
Variable
shifting sequence
Hill
Fast Off
Warm-up
Driving situation
STS0351E
Determine status ()
STS0349E
26
STS0350Y
B2
89
Robert Bosch GmbH

90
Diagnostic Functions
As well as the actual transmission-control
functions, monitoring functions are taking
up an ever-increasing percentage of the software. At present, approximately 30% of the
software stored in the ECU is assigned to
diagnostics.
Full diagnostics serves to enhance driving
safety and also with the aid of substitute
functions to increase system availability.
Diagnostic management must make the
following functions available:
management of the fault memory,
CARB fault management, applicable to
each individual fault code (only specific
faults alter the vehicles exhaust characteristics and are therefore relevant to CARB),
filtering (time- and event-controlled),
requirement of measures (substitute
functions, limp-home),
provision of data for the application of
diagnostic management for each individual fault type,
monitoring functions call up diagnostic
management; this therefore only has a few
calls in the task lists.
Fault Memory
The fault memory is divided into different
subsections, which are handled differently in
relation to the memory location and according to the input of the ignition off signal.
Primary Fault Memory (PFM)
The primary fault memory (PFM) exhibits
the following features:
saved in the non-volatile memory
(EEPROM),
typically 10 memory locations,
contains fault code/type, environmental
conditions, CARB/warm-up counter,
and flags.
Secondary Fault Memory (SFM)
The secondary fault memory (SFM) exhibits
one memory location for each fault code
(only in the volatile RAM),
contains filters, time stamps, and assorted

flags,
controls the internal program run via the
flags.
Backup Fault Memory (BFM)
The backup fault memory (BFM) exhibits
optional use,
ring memory, saved in the non-volatile
memory,
typically 5 to 10 memory locations,
contains fault entries which have been
deleted from the PFM.
Snapshot Memory
The snapshot memory is optional and contains further environmental conditions for
the first PFM entry.
The entries in this fault memory can be read
out in the workshop with the diagnosis
tester, and provide important information
relating to vehicle repair.
Monitoring Functions
The following text deals with the most
important monitoring functions in a
transmission-control system:
Solenoid-Valve Monitoring
The following conditions apply to monitoring a solenoid valve in the transmission:
activation in PWM mode,
alternatively on/off function
(100%/0% PWM),
PWM with fundamental frequency 1 kHz,
pulse-to-no-current ratio dependent on
the supply voltage,
jump from approx. 95% to 100% in PWM
mode,
analog feedback for diagnosis, separate for
on and off states,
general test condition:
battery voltage threshold (7 V),
fault detection as per Table 4.
Robert Bosch GmbH

SCGO
SCG
SCP
0
0...5
5...95
95...100
100
Key:
PWM
SCGO
HW
HW
SW
SW
HW
SW
SW
SW
SW
HW
SCG
O
SCP
HW
SW
Pulse width modulation

Short circuit to ground or
open circuit
Short circuit to ground
Open circuit
Short circuit to positive
Diagnosis by hardware
Diagnosis by software
A further method of solenoid-valve monitoring is ISIG evaluation (inductive signature). This method serves to monitor the
voltage characteristic at the solenoid valve
and evaluates the drop (UISIG) which occurs
when the spool is moved (Figure 29). The
objective here is to monitor the function of
the on/off valve. Since the voltage drop is
only very small and very short (tISIG), a
special evaluator circuit must be used here.
Pressure-Regulator Monitoring
The pressure regulator must be permanently
monitored because its function is crucial to
the function of the transmission.
Program-Run Check (PRC)
The program-run check (PRC) ensures that
the following incidents are detected:
mix-up of components,
double execution of code parts, and
skipping of code parts.
Each module or each safety-relevant code
part must have a check point at the beginning and the end in order to ensure a correct
run with maximum high probability. The
numbers represent the relevant module
(function or process) and range from 0 to 9.
The checksum algorithm (MISR procedure)
ensures the sequence relationship.
Each reference (every 10, 20, and 30 ms
reference) has its own enumerator and delivers its own part answer. The last checked
Table 4
If faults occur in the PRC, i.e. are detected,

an incorrect complete part answer of the
PRC is formed, which for its part causes an
incorrect complete answer to be sent to the
monitoring module (watchdog in the external ASIC, see also section entitled ASIC).
This increases its fault counter by 1 (a faultfree complete answer results in a decrease to
the minimum fault-counter content 0). The
monitoring module shuts down the driver
stages when the fault-counter content 5 is
reached and initiates a reset at fault-counter
content 7.
29
ISIG signal characteristic
tISIG 10 ms
Time t
STS0352E
PWM (%)
point in a PRC section must be followed by

a complete check which generates the relevant PRC part answer with the aid of correction values. The part answers are XORed
and form the complete part answer of the
PRC to the question/answer communication. The current question serves as the input variable into the PRC (or, more precisely, into each of the PRC parts), i.e., the
program run is monitored on a question-dependent basis. A dummy must simulate the
PRC-monitored points during the initialization phase because these points are not run
through during initialization.
91
UISIG 10 mV
Solenoid-valve monitoring
Voltage U
Fig. 29
UISIG Voltage drop
tISIG Time interval for
voltage drop
Robert Bosch GmbH
92
Electrohydraulic Actuators
Application, Function, and Requirements
Electrohydraulic actuators form the interface between electrical signal processing
(data processing) and the system process
(mechanics). They convert the low-power
command signals into an actuating force
with the increased power required for the
process.
Application and Function

The transmission types most commonly in
use today (AT, CVT, AST) are equipped
with actuators to perform the most varied
of functions. Table 1 provides an overview
of the most important applications and
highlights the link between the transmission functions and the actuator types that
can be used.
1
Transmission functions and associated actuators
Automatic transmission (AT)
PR-S
X
X
X
X
X
X
On/Off
PR-F
Control main pressure

Initiate gear change:
1-2-3-4-5-6
Modulate shift pressure
Control torque converter
lockup clutch
Reverse-gear lock
Safety functions
Actuator type
PWM
Function
X
X
X
Continuously variable transmission (pulley CVT)
Automated shift transmission (AST)

Standard electric-motor actuation:
Initiate gear change
Actuate clutch
Safety functions (fail-safe)
Table 1
PR-S
X
X
X
X
X
X
On/Off
PR-F
Adjust gear ratio

Control belt tension
Control start-up clutch
Reverse-gear lock
Actuator type
PWM
Function
The actuators are important switching and

control elements in an electrohydraulic
transmission-control system. They control
the oil (fluid) flow and the pressure characteristics in the hydraulic control plate.
The following different actuator types
are available:
1. On/off solenoid valves (on/off, o/o)
2. Pulse-width modulated
solenoid valves
(PWM)
3. Pressure regulators
(spool-type)
(PR-S)
4. Pressure regulators
(flat-seat-type)
(PR-F)
In most automatic transmissions, these
actuators currently serve as pilot-control
elements, whose outlet pressure or volumetric flow is boosted in the hydraulic control
plate before operating the clutches. In contrast, direct-action control elements without
this boosting facility supply the clutches with
suitably high pressure and volumetric flow.
Requirements
The installation location (on the transmission inside the oil pan) gives rise to farreaching requirements and demanding operating conditions for the actuators that are
used. Figure 1 provides a summary of these
requirements.
As ever more transmissions are now being
filled with lifetime oil (i.e., they do not need
to have their oil changed) abrasion and dirt
particles from breaking-in remain in the oil
system throughout the entire operation of
the transmission. Even central intake filters
and individual filters on the actuators can
only retain particles over a specific size.
Excessively fine filters would soon clog up.
In addition to these considerations, the
working life of transmissions is being increasingly extended: Transmissions in standard
passenger cars are now expected to last at
least 250,000 km (155,000 miles), and much
more for taxis and similar applications.
In contrast to many other electromagnets
(e.g. in ABS valves), actuators used in trans-
Robert Bosch GmbH
Design and
Operating Concept
Automatic transmissions require switching

valves for the simple on/off switching operations and/or proportional valves for infinitely
variable pressure control. Figure 2 shows
different ways of converting an input signal
(current or voltage) into an output signal
(pressure). Basically, actuators can be
designed with proportional or inversely
proportional performance characteristics.
On/off valves are usually voltage-controlled, i.e., the battery voltage is applied to
the copper winding. The hydraulic section
Boundary conditions for actuator development
Dirt tolerance
Fatigue limit
(rubbed-off elements, residues)
5000 h (250,000 km)
Media resistance
ON time
(ATF with additives

and water content)
100%
Vibration strength
Temperature
load
of engine: up to 30 g
Miniaturization
(40160C)
(mass and space

reduction)
Temperature change
External mounting
(splash water, salt spray, industrial climate)
Actuators (typical characteristics for switching and proportional valves)
n.c.
Output
(Pressure p) n.o.
Time t
Time t
Duty factor
Pressure-control valve
Current I
STS0285E
Input
(Current I)
Pulse-width-modulated
(PWM) valve
Current I
On/Off valve
Proportional-control valve
Pressure p
Switching valves
Pressure p
of the valve is designed as either a normally

closed contact (n.c.) or as a normally open
contact (n.o.).
PWM switching valves are suitable because
of their pulse-width-modulated input signal
(constant-frequency current, variable ratio
of ON to OFF time) for use as pressure actuators, whose outlet pressure is proportional
or inversely proportional to the pulse duty
factor. The characteristic curve is referred to
as rising or falling.
Pressure-control valves finally are operated
with a controlled input current and can
likewise be designed with a rising or falling
characteristic. These valves are activated
by analog means whereas PWM valves are
activated digitally.
STS0286E
mission-control applications must be designed over the entire temperature range for
100% ON time, because, for example, they
have to maintain the pressure while the gear
is held or control a torque converter lockup
clutch during driving. This creates a need to
limit the power loss and to implement copper
windings of suitably generous dimensions.
Vehicle and transmission-specific function characteristics (switching performance,
control response, technical characteristic
data), electrical and hydraulic interfaces
tailored to individual applications, and the
drive towards miniaturization and reducing
costs are further boundary conditions for
developing actuators for transmissioncontrol applications.
Requirements, Design and Operating Concept
93
Robert Bosch GmbH
Actuator Types
Overview
The following types are examples of actuators commonly used for transmission-control purposes together with their characteristic values and features (overview, Figure 1).
The examples are pilot-control actuators
which operate within a pressure range of
400 to approx. 1000 kPa and act on a booster
element in the transmissions hydraulic
control system. Spool plungers in the
hydraulic control system boost the pressure
and/or the volumetric flow.
The actuators described can be designed in

any concrete application at their interfaces
in line with the conditions in the transmission, e.g.
mechanically (mounting),
geometrically (installation area),
electrically (contacting), or
hydraulically (interface to control plate).
On/Off Solenoid Valves

On/off solenoid valves (Figure 2) are most
commonly used as simple 3/2 valves (3 hydraulic ports/2 positions). They are clearly
simpler in design than the 4/3-valves more
commonly found in stationary hydraulics,
and are therefore inexpensive. Nor do they
have the drawbacks of 2/2 valves (such as
high leakage or limited flow rate, necessitated by their action in combination with
an external restrictor).
On/off solenoid valves (view and oil flow)
UTS0313Y
Actuator Types
b
Fig. 2
a
View as switching
valve with ball seat
b
Oil flow in valve
1
Return to tank
Fmag Magnetic force
Ffeed Feed-pressure
force
pfeed Feed pressure
pclutch Clutch pressure
The function data must be constructively

adapted to the requirements in the transmission, particularly with regard to
feed pressure and
dynamics (i.e., reaction speed and control
stability).
Fmag
1
pclutch
pfeed
Ffeed
UTS0287E
Actuators (overview with examples)
Solenoid valves
Switching valves
PWM valves
Hydraulic module
Pressure regulators
Flat-seat valves
Spool valves
UTS0288E
94
Robert Bosch GmbH
On/off solenoid valves are mainly used in

simple 3-speed or 4-speed transmissions
without overlap control. However, they are
being used increasingly less in progressive or
complex transmission-control systems (possibly still for safety functions). A pressure
regulator controls the gearshift.
In the 3/2 switching valve (n.o.) depicted in
Figure 3, the feed pressure pfeed generated by
the transmission pump is applied before the
flange (P) and seals the ball seat. This feature
is referred to as self-sealing. Since no pressure is applied at zero current in the working-pressure channel (A), the valve is closed
at zero current.
In this state, the working pressure, which
in the end supplies the consumer (e.g. a
clutch), is directly connected to the return
line to the tank (oil pan) so that a pressure
that is applied there can reduce or an oil
volume contained therein can drain.
When current is applied to the switchingvalve winding, the magnetic force generated
reduces the working air gap, and the armature moves with its permanently connected
push rod towards the ball and opens it. Oil
flows to the consumer (from P to A) and
builds up the pump pressure there. The
return line to the tank is closed off at the
same time.
A switching valve of this type offers the

following features:
low costs,
non-susceptible to dirt and
contamination,
low leakage, and
simple actuation electronics.
Areas of application for On/off switching
valves are:
Gear change
with multiple use of the same main
pressure regulator.
Safety functions
e.g. hydraulic disabling of the reverse gear
during forward travel.
Torque converter lockup clutch
Cutting in and out (often controlled with
a PWM valve or pressure regulator for
economy or convenience reasons).
Changeover of register pump
Selected for two different flow-rate ranges
via o/o (mainly for CVT transmissions).
Fig. 3
A Working-pressure
channel
P Feed
T Return to tank
pfeed Feed pressure
3/2 switching valve

(characteristic with switching cycles)
kPa
600
Pressure p
500
P
pfeed
95
Figure 4 shows the characteristic of the 3/2

switching valve with the pressure switching
cycles.
3/2 switching valve (sectional view)
400
300
100
0
0
10
20
30
Time t
40 ms
UTS0290E
200
UTS0289E
Actuator Types
Characteristic data
(typical example):
Feed
400...600 kPa
pressure
Flow rate > 2.5 l rpm
Operating 9...16 V
voltage
Resist12.5
ance
Number 2 106
of switching
cycles
Robert Bosch GmbH
96
Actuator Types
PWM Valves
PWM valves (Figure 5) have essentially the
same design as switching valves. Since they
operate with a frequency of 30...100 Hz, they
must be designed for a higher switching
speed (dynamics) and higher mechanical
load (wear). The latter is particularly applicable if a PWM valve is used for main-pressure control and is operated throughout the
life of the vehicle.
UTS0312Y
PWM valve (view and oil flow)
Fig. 5
a
Sectional view of
PWM valve
b
Oil flow in valve
1
Return to tank
Fmag
1
These requirements are reflected in the

design. The sectional view in Figure 6 shows
the incorporation of a rim on the armature,
which ensures a high magnetic force and
a high hydraulic damping action when
closing. The relatively long push rod absorbs
pulse forces. An annular seat seals the feed
pressure in the zero-current state shown
against the working-pressure channel.
Compared with the ball seat, the advantage of this type is that the feed pressure acts
only on minimal surface areas. These surfaces are still pressure-compensated to the
greatest extent, i.e., the applied feed pressure
has an opening and closing effect such that
essentially the compression spring ensures
reliable closing. Only minimal opening
forces have to be applied here, which results
in high dynamics (switching speed) and
keeps the coil size and inductance low.
Additional requirements in relation to the
accuracy of the characteristics place stricter
demands on precision during the manufacture of the valve components and during
their installation than is the case in a pure
on/off switching valve.
pfeed
UTS0287E
pclutch
Fmag Magnetic force
Ffeed Feed-pressure
force
pfeed Feed pressure
pclutch Clutch pressure
Ffeed
3/2 PWM valve with rising characteristic

(sectional view)
3/2 PWM valve

(with rising characteristic)
STS0293E
Fig. 6
1
Feed from pump
2
Return to tank
pwork Working pressure
UTS0292E
pwork
Robert Bosch GmbH
97
The ends of the characteristic demonstrate

slight discontinuity. This is caused by the
transition from the switching to the holding
operating state (when closed or open). This
inaccuracy is tolerable in these closely
limited areas.
In all, PWM valves exhibit the following

features:
low costs,
contamination,
free from hysteresis,
low leakage, and
simple actuation electronics.
However, drawbacks are
pressure pulsation and
dependence of the characteristic on the
feed pressure.
Areas of application for the PWM valves
with rising characteristic or high flow rate
described in the following are:
control of the torque converter lockup
clutch,
clutch control, and
main-pressure control.
3/2 PWM Valve with Rising Characteristic
The pressure-compensated tubular design of
the closing element of this PWM valve (Figure 6) results in low inertial forces. Even this
circumstance meets the demand for fast
switching times, low noise emission, and
long service life. The pronounced linearity
of the characteristic (Figure 7) in a broad
characteristic and temperature range is an
important advantage for use in the vehicle.
8
Actuator Types
3/2 PWM Valve with High Flow Rate

The PWM valve with high flow rate has
essentially the same design as the standard
PWM valve described above, but provides
larger opening cross-sections with a greater
diameter and a longer opening stroke of the
closing element (comparison in Table 1). This
design calls for a larger copper winding with a
higher magnetic force (Figures 8 and 9).
Technical data of PWM valves in comparison
PWM valve type

Feed pressure
Flow rate
(at 550 kPa)
Timing frequency
Coil resistance
Dimensions
Diameter
Free length
kPa 300800
l rpm > 1.5
Hz 4050
10
mm 25
mm 30
4001200
> 3.9
4050
10
30
42
Table 1
3/2 PWM valve with high flow rate

(sectional view)
Rising
With high
characteristic flow rate
3/2 PWM valve with high flow rate

(characteristic)
2
1
UTS0294E
pwork
800
600
400
200
0
20
40
60
80
Duty factor
100
STS0295E
Working pressure pwork
1000
kPa
Fig. 8
1
Feed from pump
2
Return to tank
Robert Bosch GmbH
Actuator Types
Pressure Regulator
Two principles are used in the analog valves
for pressure control (Figure 10):
The spool-type pressure regulator opens

a metering notch at the feed port and
simultaneously closes a metering notch
to the tank return line (two-notch regulator). The position of the regulator plunger
is derived from the equilibrium of forces,
depending on the stamped magnetic
force, the regulated pressure, and the
spring force.
The flat-seat pressure regulator operates
as an adjustable pressure relief valve
(single-notch regulator).
With both principles, the regulated pressure
intervenes directly in the equilibrium of
forces, which is why complete closed control
loops are provided. The following text
explains the flat seat and spool principles
by way of examples.
10
a
Fhyd
D30 spool-type pressure regulator (view and oil flow)
pfeed
1
UTS0303Y
Fmag
Fspring
preg
2
Fhyd = Fspring+ Fmag
b
Fig. 11
a
Cutaway view of
spool-type
pressure regulator
b
Oil flow in valve
1
Feed from pump
2
Return to tank
preg Regulated
pressure to clutch
pfeed Feed pressure
from pump
11
Pressure regulator (basic layout)
pfeed
Fhyd
pfeed
1
preg
Fmag
Fspring
2
Fhyd = Fspring+ Fmag
UTS0296E
Fig. 10
a
Spool type
b
Flat-seat type
1
Feed from pump
2
Return to tank
Fspring Spring force
Fhyd Hydraulicpressure force
Fmag Magnetic force
preg Regulated
pressure to clutch
pfeed Feed pressure
from pump
Spool-Type Pressure Regulator PR-S

The spool-type pressure regulator (Figures
11 to 13) operates as a two-notch regulator.
The regulated pressure is tapped between
inlet and outlet metering notches, and is produced as a function of their opening ratio.
Maximum pressure is obtained with the inlet
opened and the outlet closed, while zero
pressure is obtained under reversed conditions. In between these settings, this pressure
regulator changes its plunger position in the
equilibrium between force of pressure,
spring force, and magnetic force in proportion to the current passing through the coil
and adjusts the control pressure accordingly.
The recirculation of the regulated pressure
to the end face of the plunger via an oilway
in the transmission control plate closes the
closed control loop (external recirculation).
The regulated pressure can also be included
by means of a stepped plunger or other measures as a resulting force in the equilibrium
of forces and thus in the closed control loop
(internal recirculation).
preg
2
UTS0297E
98
Robert Bosch GmbH
Flat-Seat Pressure Regulator PR-F

Like its spool-type counterpart, the flat-seat
pressure regulator is also a proportional
valve. The magnetic force is proportional to
the current passing through the coil. The
hydraulic pressure acts via the sensing
surface on the equilibrium of forces. The
pressure regulator can also be fitted with a
compression spring to be able to achieve a
defined initial state. The regulated pressure
is established by a pressure drop caused by
oil flowing back to the tank through a
varying cross-section.
kPa
kPa
mA
Hz
7001600
typical 6000
typical 01000
600
mm
mm
32
42
Table 2
D30 spool-type pressure regulator (sectional view)
pwork
1
UTS0298E
By combining a frictionless mounting

(diaphragm spring) with a Teflon-coated
plain bearing, this pressure regulator ensures
minimum hysteresis and optimum accuracy.
The presence of a spool makes the regulator
largely resistant to the influences of system
leakage, fluctuations in feed pressure, or
temperature changes.
The spool-type pressure regulator shown
in Figures 11 and 12, with its typical technical data listed in Table 2, exhibits none of
the drawbacks of the flat-seat pressure regulator discussed below, but is more expensive
than the latter due to its higher-quality
individual parts (expensive flange,
precision-machined plunger).
As with the flat-seat pressure regulator,
there are versions available with rising and
falling characteristics (Figure 13).
Feed pressure
Regulated pressure
Current range
Activation frequency
Dimensions
Diameter
Free length
12
99
Technical data of spool-type pressure regulator

PR-S (typical)
13
Spool-type pressure regulator (falling characteristic)
kPa
200
400
200
0.2
0.4
0.6
Current I
0.8 A 1.0
STS0299E
The disadvantages of the spool-type

pressure regulator are:
expensive production of the precision
components, and
precision electronics required.
Regulated pressure pwork
The advantages of the spool-type pressure

regulator are:
high accuracy,
non-susceptible to influencing quantities,
low temperature sensitivity,
non-susceptible to system leakage,
low leakage, and
zero pressure can be achieved.
Actuator Types
The flat-seat-type pressure regulator is

therefore essentially an adjustable pressure
limiter with a hydraulic control function.
The essential features of the flat-seat
pressure regulator are:
high accuracy,
inexpensive,
non-susceptible to influencing quantities,
Fig. 12
1
Feed from pump
2
Return from tank
Robert Bosch GmbH
Actuator Types

contamination,
high leakage,
residual pressure present
(dependent on temperature), and
expensive electronics.
(of the variable restrictor at the flat seat)

can be more precisely matched with the
upstream permanent restrictor. Suitable
measures can be used even to compensate
temperature sensitivity to a certain extent.
Flat-seat pressure regulator,

falling characteristic
Figures 14 to 16 show the example of a D30
flat-seat pressure regulator with falling
characteristic.
The pressure regulator operates in conjunction with a restrictor (diameter 0.8...
1.0 mm) which is either arranged externally
in the hydraulic-control system or integrated
directly in the pressure regulator. The advantage of the latter type of restrictor lies in the
fact that the pressure-regulator characteristic
This pressure regulator described by way of

example has been specially optimized such
that the pressure/current characteristic exhibits low hysteresis and a narrow tolerance
range. These properties are achieved by using high-quality magnetic-circuit materials
and modern manufacturing procedures.
Since the ratio of the hydraulic resistance
of both restrictors cannot be indiscriminately small, the pressure/current characteristic of a typical flat-seat pressure regulator
exhibits a residual pressure which increases
as the temperature decreases. The hydraulic-
14
15
D30 flat-seat pressure regulator,

falling characteristic (view and oil flow)
D30 flat-seat pressure regulator,

falling characteristic (sectional view)
pwork
2
16
1
2
UTS0300Y
3
Fig. 15
1
Feed from pump
2
Return to tank
Flat-seat pressure regulator (falling characteristic)
600
kPa
b
Fig. 14
a
Cutaway view of
flat-seat pressure
regulator
b
Oil flow in valve
1
Feed from pump
2
Restrictor
3
Clutch
4
Return to tank
UTS0301E
UTS0365Y
400
200
0.2
0.4
Current I
0.6
STS0302E
100
0.8
Robert Bosch GmbH
101
istic precision while taking up the minimal

amount of space.
17
D20 flat-seat pressure regulator, rising characteristic

(cutaway view)
18
D20 flat-seat pressure regulator, rising characteristic

(sectional view)
UTS0314Y
control system of the transmission must

take this circumstance into account; accordingly, the effective range for control does not
begin at 0 kPa, but rather at a suitably higher
pressure.
Another drawback of the flat-seat pressure regulator manifests itself particularly
when several of these pressure regulators are
used in a transmission: The system dictates
that there is a permanent return oil flow
through the opened pressure regulator to
the oil pan, which results in energy losses
and under certain circumstances may require the use of a transmission-oil pump
with increased volumetric flow. These drawbacks can be avoided by increasing the level
of sophistication in the actuator or in the
hydraulic-control system. However, this
cancels out to some extent the main benefits
of the flat-seat pressure regulator (simple
design and low costs). The options offered
by the closed-end function are discussed in
the following.
Actuator Types
Flat-seat pressure regulator, rising

characteristic (miniature version)
Thanks to the use of high-precision plastic
technology, the D20 flat-seat pressure regulator (Figures 17 to 19) has undergone a
significant reduction in both size and cost.
With a diameter of little more than
20 mm, it achieves a high level of character-
Pressure-regulator type
D30
D20
falling
rising
characteristic characteristic
Feed pressure
kPa 500800
500800
Regulated pressure
typical
kPa 40...540
40...540
Current range
typical
mA 150770
150770
Activation frequency
Hz 600...1000
Chopper frequency
Hz
Dimensions
Diameter
Free length
19
mm 30
mm 33
600...1000
23
42
UTS0304E
Fig. 18
1
Feed from pump
2
Return to tank
D20 flat-seat pressure regulator

(rising characteristic)
600
kPa
400
200
0.2
0.4
Current I
0.6
0.8
STS0305E
Technical data of flat-seat pressure regulators

in comparison
pwork
Table 3
Robert Bosch GmbH
102
Actuator Types
Deciding on the Pressure-Regulator Type

The decision as to whether a flat-seat pressure regulator, a spool-type pressure regulator, or even a PWM valve is used in the
transmission depends on a whole range of
considerations. Some technical criteria have
already been discussed in the descriptions of
the individual types.
These criteria are again set out and compared in Table 4. The figures in this table
representing accuracy are not absolute, but
only relative to each other. They are only
approximate values and the conditions may
differ completely according to the vehicle
type used, for example depending on
constructive details such as
variability of the equilibrium of forces,
variability of the magnetic force,
use of special tools in the magnetic
circuit,
gap between feed pressure and maximum
control pressure,
and system-conditioned criteria such as
type of control,
damping properties of the follow-up
system,
4
However, selection criteria such as the

following are not to be underestimated:
The users own experience with a
particular type (familiarity level, risk).
In-house user traditions which can also
lead to a wealth of single-sided
experiences.
Existing control-system concepts, for
which the reworking expense in changing
the regulator type is deemed to be too
great.
A cost analysis is conducted partly from
a standpoint of reducing outsourcing
costs. An analysis of the overall costs
including, for example, the expenditure
in internal production on control-plate
machining is difficult for the user
(existing equipment . . .).
Criteria for actuator selection
Criterion
Spool-type pressure
regulator PR-S
Flat-seat pressure
regulator PR-F
3/2 PWM valve
Sophistication in
hydraulic system
non-susceptible to
fluctuations in
feed pressure
Constant feed pressure
Constant feed pressure
Feed restrictor
Damping
7% (recirculation)
5...25 kPa
(dependent on
characteristic range)
11 %
5...30 kPa
(dependent on
characteristic range)
13% (control)
20 kPa
(constant)
Influence of feed pressure

at pfeed = 800 50 kPa
pC = 400 0.2 kPa
pC 0.2 pfeed
pC ~ pfeed
Leakage
typ. 0.3 l rpm
0.3...1.0 (...0) l rpm
0...0.5...0 l rpm
(without elasticity)
Noise
If necessary
damping required
Costs
High
Medium
Low
Accuracy:
Comparison value
(manufacturing
tolerance)
Table 4
installation position (horizontal, vertical),

installation location (above or below oil
level or varying),
adjustability of the closed control loop
(end of line programming), and
dirt concentration and dirt composition.
Robert Bosch GmbH
Simulations in Development
Requirements
The development times (time to market) for
new transmission generations are getting
ever shorter. Testing-compatible actuators
must be available with function data specific
to the transmissions virtually immediately
after the start of any project. The strict demands on quality and reliability necessitate
comprehensive tests and trials with prototypes. The previously standard iterative
method using recursions and modifications
will in future not be practicable from time
and cost standpoints.
In future, function prognoses and analyses
of conspicuous features in the product-creation process using virtual prototypes will increasingly take place at an earlier stage and will
at least support experimental development.
Simulation of flow characteristic and pressure
distribution in a PR-F pressure regulator
103
Computer-aided design of magnetic and

hydraulic circuits thus forms the basis for
simulation of the static and dynamic properties of the actuators in the transmission
system. This simulation can be used to
optimize functions and analyze properties
under limit conditions.
Function Simulation
1D simulation enables, for example, the
properties of pressure-control valves to be
simulated in their system environment.
These include pressure/current characteristics, temperature sensitivity, dynamics, etc.,
under different boundary conditions or
geometric variables.
Function simulation of the actuator in the

(sub)system is performed for example for
the variables:
characteristic,
dynamics,
temperature influence,
influence of feed-pressure fluctuations,
and
worst-case studies, manufacturing
tolerances.
Flow Simulation
The Fire tool used by Bosch to calculate
hydraulic losses and flow forces enables,
for example, the geometries of the hydraulic
section of a pressure-control valve to be optimized is such a way that flow influences on
the pressure/current characteristic are minimized under all operating conditions and
flow cross-sections are optimized.
021.7 ms-1
By way of example, Figure 1 shows the simulated flow characteristic and the pressure
distribution in a flat-seat pressure regulator.
55.5350 kPa
STS0306E
Fig. 1
a Pressure regulator
(hydraulic section)
b Flow characteristic
c Pressure distribution
Robert Bosch GmbH
104
Magnetic-Circuit Calculation
A finite-element program (such as
MAXWELL 2D or Edison) is used to design
the magnetic circuit and thus the pressure/
current characteristic of a pressure-control
valve. But it can also be used to utilize to
optimum effect the available space (size
reduction) and the material of a magnetic
circuit (magnetic-force increase, Figure 2) or
to adapt the force/travel characteristic to the
requirement.
The magnetic force is simulated,

for example, for:
dimensioning,
the layout for the magnetic-force
characteristic,
eddy-current losses, and
manufacturing tolerances.
With the variables

FM magnetic force,
Fp pressure force,
FFl flow force,
FFr frictional force,
FD damping force, and
FS spring force
Ftot = mx + dx + cx
Optimization of magnetic force with MAXWELL 2D

(example)
Ftot = (FM + Fp + FFl + FFr + FD + FS) = 0
or according to Figure 3:
The following improvements have been

implemented as the result of the simulation
(example in Figure 2):
position and shape of the working air gap,
optimized cross-section for a stronger
magnetic flux, and
reconfiguration of the working air gap
and parasitic air gap (geometry, position).
2
Basic Principles of 1D Simulation

Motion Equation with Force Balance
The motion equation with force balance is
as follows:
With the variables

m moving mass,
d damping,
x acceleration,
x velocity,
x travel,
c
spring rate.
Force balance model
Fp
FFr
FM
FFl
FM = 5.8 N
FM = 10.2 N
STS0308E
Fig. 2
a Basic model
b Optimization
FM Magnetic force
STS0307E
Robert Bosch GmbH
Pressure Calculation in a Chamber

Pressure calculation in a chamber is
governed by:
Chamber pressure model
dp
= oil Q
dt
Voil
QE
Where:
oil compression module of pressurized
fluid,
Voil chamber volume,
Q cumulative volumetric flow.
Vol
dp
dt
STS0309Y
QA
The cumulative volumetric flow flowing into

the chamber, which is responsible for the pressure build-up, is calculated from (Figure 4):
5
Restrictor flow model
Q = (QE QA)
Flow-Rate Calculation at a Restrictor

The volumetric flow at a restrictor is
calculated from (Figure 5):
Q = f Ao
2
p

;
where
p = p1 p3
And where:
f flow-rate coefficient,
Ao cross-sectional area of a restrictor,
density of medium,
p pressure differential,
p1 pressure at point 1,
p3 pressure at point 3.
STS0310Y
Where:
Q cumulative volumetric flow,
QA outlet volumetric flow,
QE inlet volumetric flow.
105
Robert Bosch GmbH

Modules for Transmission Control
Application

Modules are compact function and
constructional units that enable different
standardized components to be integrated
with the minimum component and space
requirements and simplified interfaces.
Hydraulic, electronic, and electrohydraulic
modules are available to suit the level of
integration required.
Application
Mechatronic Modules
Since the number of sensors and actuators
deployed in the automatic transmission is
increasing while the amount of space available to accommodate them is diminishing,
the drive towards ever-increasing integration
suggests itself not just for cost reasons.
Mechatronic modules can be used to
combine actuators and sensors, their contacting and if necessary even an ECU into a
single control system. The level of integration, or the scope, of a mechatronic module
is dictated by the requirements of the relevant vehicle manufacturer (Figure 1).
Improvement Potential
Modular technology offers comprehensive
potential for improvement in comparison
with individual components (Figure 2).
Modules exhibit the following advantages

over individual components:
reduced space requirement,
reduced mass,
fewer individual parts,
increased reliability,
standardization of the components
integrated in the module, and thus
reduced costs.
These advantages are essentially provided by
simplifications to the mechanical and electrical interfaces between the individual components and the transmission. There is in
future still further potential for reducing
costs in this field.
However, any further increase in module
complexity could also lead to drawbacks;
this is because a manufacturer of modules
must demonstrate competence over the entire spectrum of the components contained
therein. Since it is more difficult to separate
the components in the event of a fault, there
is the danger that increased follow-up costs
may be incurred in the event of both assembly errors and repairs. Mechatronic systems
therefore place strict demands on quality
and reliability in the manufacturing process
and necessitate precautionary measures to
ensure that subsequent repairs can be
carried out.
Variable scope of a mechatronic module
Electronic
control unit
Single unit
Mounting
Integrated
Combined
Sensors
Temperature
Pressure
Rotational speed
Position
Actuators
on /off
PWM
Pressure regulator
(Stepping motor)
Electronic module (EM)

Hydraulic module (HM)
Electrohydraulic module (EHM)
STS0291E
106
Robert Bosch GmbH

107
Improvement potential through modular system
Transmission manufacturer
Purchasing
Vehicle manufacturer
Assembly
Final inspection
Individual components
ECU
ECU
Wiring
harness
Wiring
harness
Wiring
harness
4 to 8
actuators
4 to 8
actuators
4 to 8
actuators
4 to 8
sensors
4 to 8
sensors
4 to 8
sensors
Electrohydraulic
module
Electrohydraulic
module
Reduced expenditure
on electronics
Optimized development
Only one partner for
development and
supply
Reduced logistics
Reduced costs
Purchasing/Assembly
Individual components
ECU
Transmission
Transmission
Transmission
system
Transmission
system
Module
Module
Electrohydraulic
module
Improvement potential
Improvement potential
Simple assembly
Lower wiring-harness
scope
Reduced costs
Module Types
Hydraulic Modules (HM)
The hydraulic module (HM) (example,
Figure 3) represents the first step towards
the simplified assembly of modules. This
module type comprises the following
components (primarily sensors and
actuators):
pressure regulator (1),
PWM valve (2),
integrated switching valves (4),
transmission connector
matched to the vehicle type,
temperature sensor,
electrical connections, and
joint filter seal between
module housing and
adapter plate with
hydraulic channels (5).
Better adjustment
Increased reliability
Reduced logistics
No ECU mounting
Lower wiring-harness
scope
Space saving
STS0315E
Development
HM 5R55 hydraulic module (example: Ford)
UTS0283Y
Module Types
Fig. 3
1 Pressure regulator
2 PWM valve
3 Transmission
connector
4 Integrated switching
valves
5 Adapter plate with
hydraulic channels
Robert Bosch GmbH

Module Types
Electronic Modules (EM)

Design
The next stage of development involves the
fusion of mechanics and electronics into the
mechatronic electronic module (EM), consisting of sensors and ECU. In many cases,
it offers the possibility for system simplification and cost reduction.
Electronic modules already come in different types and versions. What they all have
in common is their optimum adaptation to
their environment, as the examples in Figures 4 to 6 demonstrate.
Bosch module for ZF transmission

The highly developed transmission functions with real-time calculations require a
32-bit microcontroller (Motorola MPC555).
This means that up to 250 connections have
Siemens-VDO electronic module
UTS0316Y
to be routed, depending on the application.

As well as sensitive signal conditioning, the
electronic transmission-control system
requires
power electronics with a high-precision
current regulator (1 A with 1% accuracy)
for pressure control and
semiconductor relays for currents of
up to 8 A.
Further functions are:
power supply,
safety monitoring, and
CAN bus system for data transfer.
The system also includes:
electrically actuated pressure-control
valves and solenoid valves,
position sensor,
rotational-speed sensors,
temperature sensor, and
transmission connector.
The environmental conditions which
impact on the transmission pose a particular
challenge.
The temperature temporarily reaches
140C and acceleration values of up to 30 g
occur. In addition, the electronic circuitry is
completely immersed in transmission fluid,
which contains contaminants, abrasion particles, and chemical additives (see also chapter entitled Automatic transmissions AT
section Automatic transmission luid/ATF).
6
Conti-TEMIC electronic module
Bosch electronic module for ZF 6HP26
UTS0284Y
UTS0317Y
108
Robert Bosch GmbH

Electrohydraulic Modules (EHM)

Expanding the components of the electronic
module with the additional integration of
actuators results in the electrohydraulic
module (EHM).
An electrohydraulic module therefore

comprises
sensors,
actuators, and
ECU.
Module Types
109
Figure 7 shows an electrohydraulic module:

A three-piece component carrier made of
plastic holds the components integrated in
the module. A pressed screen, located between the plastic components to provide
protection against dirt and metal shavings,
contains the electrical wiring. The components in the pressed screen are contacted by
laser welding or special insulation-displacement connection technology.
Electrohydraulic module
UTS0223Y
Fig. 7
1 Transmission
connector
2 Pressure-control
valves
3 Rotational-speed
sensor
4 Microhybridtechnology ECU
5 Position sensor
Robert Bosch GmbH

110
Robert Bosch GmbH

Index of technical terms

Technical Terms
1D Simulation, 104
A
ACEA, 31
Acquisition of Input and
Output Variables, 84
Activation of Converter and Torque
Converter Lockup Clutch, 53
Actuator selection, 102
Actuator Types, 94 ff
Adaptive Pressure Control, 39
Adaptive Transmission
Control (ATC), 41
Add-on systems, 33
Air-temperature sensor, 59
Application in Motor Vehicles, 54
ASC Operation, 41
ASIC, 65
ASIC Chips, 74
AST Components, 10
ATF-temperature sensor, 59
Automated manual transmissions, 8
Automated Shift Transmission (AST), 8
Automatic Transmission (AT), 14
Automatic transmission fluid, 17
Automatic Transmission
Fluid (ATF), 17 f
Automatic transmissions, 14
B
Backup Fault Memory, 90
Basic Principles of 1D Simulation, 104
Benz patent motor carriage, 5
Bit rates, 86
C
CAFE, 31
CAN interface, 86
Cartronic, 30
Circuit Simulation with SABER, 77
Clutch Activation, 53
Clutch Control, 37
Clutch management, 32
Clutch Servo Unit, 10
Comfort and Convenience, 6
Communication Inside the ECU, 66
Continuously Variable Transmission
(CVT), 22
Continuously variable transmissions,
22, 52
Transmission AST, 32
Control of Automatic Transmissions,
36
Control of Continuously Variable

Transmission, 52
Control, clutch, 37
Control, electrohydraulic, 37
Controlled Torque Converter
Lockup Clutch, 51
Conventional Shifting-Point Selection,
40
Cooperative Scheduling,
software development, 82
Cornering, 41
Crescent oil pump, 18
Current-Regulator, 74
CVT, 22
CVT Components, 26 f
CVT Oil Pump, 27
D
Daimler/Maybach Steel-Wheel
Carriage, 29
Data Processing, ECU, 62
DC Motors, 10 f
Deciding on the Pressure-Regulator
Type, 102
Design and Operating Concept, 93
Design with ASCET-SD, 81
Design, ECU, 62
Development Process,
Diagnostic Functions,
Direct Control, 37
Downshift Under Load, 38
Downshifts, 45, 48
Driveability, 6
Driver Type, 89
Driver-type determination, 88
Driver-type evaluation, 88
Driver-Type Recognition, 41
Drivetrain, 4
Drivetrain ECUs f, 70
Drivetrain Management, 30
Driving Program, 53
Driving situation, 89
Driving-Situation Recognition, 41
Dual-Clutch Transmission (DCT), 12
Dunashift, 9
E
Easytronic, 9
EC Motors, 11
ECU, 67
ECU Development, 77
ECUs for Electronic Transmission
Control, 68
EEPROM, 65
111
Robert Bosch GmbH

112
Electric-Motor Automated Shift

Transmission AST, 33
Electric-Motor Clutch Management
(ECM), 32
Electrohydraulic Actuators, 92
Electrohydraulic Control, 37
Electrohydraulic Modules (EHM), 109
Electronic control unit, 10
Electronic Control Unit (ECU),
62-63 ff
Electronic Modules (EM), 108
Electronic Transmission Control, 30
Energy balance in the drivetrain, 4
Engine Intervention, 42 ff
Engine-oil temperature sensor, 59
Engine-temperature sensor, 59
Engine-Torque Specification, 49
Environmental Influences, ECU, 67
EOL Programming, 66
EPROM, 65
Examples of AST in Series Production,
9
Exhaust-gas temperature sensor, 59
Extroid-CVT, 22
F
Fault Memory, 90
Fill-Time Measurement, 39
Flash-EPROM, 65
Flat-Seat Pressure Regulator, 99 f
Flow Simulation, 103
Friction-gear CVT, 28
Fuel Consumption, 6
Fuel-temperature sensor, 59
Function Simulation, 103
G
Gear Selection and Adaptive
Functions, 87
H
Hall sensor, 55
Hardware access, 85
Hill recognition, 88
Hybrid-CVT, 22
Hydraulic Control, 36
Hydraulic Modules (HM), 107
Hyper-CVT, 22
I
I/O-ASIC, 74
ICVT, 22
Input Signals, ECU, 62
Installation Space, 6
Integrated Design and Construction,
ECU, 67
Integrated ECU, 10
Integration levels of sensors, 54
J
JAMA, 31
K
KAMA, 31
L
Lepelletier planetary-gear set, 15
Link-chain, 27
M
Magnetic-Circuit Calculation, 104
Manually Shifted Transmission, 7
Market Trends, 31
Mechatronic Modules, 106
Microcontroller, 64
Microhybrid ECUs, 72 f
Micromechanical Pressure Sensors,
56-58
Mixed Scheduling,
Module Types, 107
Modules for Transmission Control, 106
Monitoring Functions,
Monitoring Module, 65
Multimatic, 22
Multiplate Clutches, 20
Multitronic, 22
Multitronic with link-chain, 23
O
Object-Oriented Approach, 87
Oil Pump, 18, 27
On/Off Solenoid Valves, 94 f
Open and Closed-Loop
Control Functions, 52
Operating Conditions, ECU, 62
Operating System,
Operational Reliability, ECU, 67
Output Signals, ECU, 66
Overall structure of gear selection, 88
Overall structure of vehicle control, 88
P
Parking Lock, 21
Phases of AST shifting operation, 34
Pilot Control, 37
Planetary-Gear Sets f, 20
Position Sensor for Transmission
Control, 60
Power Take-Up Elements, 16
Robert Bosch GmbH

Power-flow in a standard drive, 7

Power-shift transmissions, 14
Preemptives Scheduling,
Pressure Correction, 40
Pressure Regulator, 98 ff
Pressure-Regulator Monitoring, 91
Primary Fault Memory, 90
Printed Circuit Board ECUs, 69
Process and Maturity Model, 81
Processes, 77
Production Costs, 6
Program and Data Memory, 64
Program-Run Check, 91
Programming Guidelines, 79
Pump Activation, 53
Pump Pressure, 18
Push-Belt, 26
PWM Valves, 96 f
R
RAM, 65
Ratio Control, 53
Ravigneaux set, 14, 21
Real-Time Compatibility, ECU, 67
Requirements, actuators, 92
Reverse-Gear Lock, 53
ROM, 64
Rotational-speed sensor, 55
S
SAE viscosity classes, 18
Secondary Fault Memory, 90
Sensor-Signal Processing, 61
Sensors, 54
Sequence Control, 47
Sequentronic, 9
Shifting the Ignition Angle, 49
Shifting times, 35
Shifting with Torque Correction, 33
Shifting without Torque Correction, 32
Shifting-Point Selection, 40 f
Shifting-Sequence Control, 37
Signal Conditioning (Evaluation IC), 61
Signal Conditioning, ECU, 63
Signal Processing, ECU, 63
Simpson set, 21
Simulation Tools, 77
Simulations in Development, 103
Slip-Time Measurement, 39
Software Development, 78 ff
Software Sharing, 34
Software Structure, 82
Solenoid valves, 94
Solenoid-Valve Monitoring, 90 f
Spool-Type Pressure Regulator, 98 f
Super-CVT, 22
Switching valve, 95
T
Temperature Sensors, 59
Thermo-Management, 75 f
Thermo-Simulation, 77
Tools, 77
Tools for Creating Software, 80
Tools for simulation, 77
Toroid Transmission, 28
Torque Converter, 19
(TCLC), 16, 50
Transmission Control, 30
Transmission in the Drivetrain, 4
Transmission Requirements, 6
Transmission Speed Sensors, 55
Transmission with
Lepelletier Planetary-Gear Set, 15
Transmission with Ravigneaux
Planetary-Gear Set, 14
Transmissions for Motor Vehicles, 4
U
Uphill Driving, 41
Upshift Under Load, 37
Upshifts, 43
V
Variator, 26
Vehicle simulation with TCM-Simutec,
81
W
Watchdog, 74
Winter Recognition, 41
113
Robert Bosch GmbH

114
Abbreviations
Abbreviations
A
ABS: Antilock Braking System
ACEA: Association des Constructeurs
Europens dAutomobiles
(Association of European
Automobile Manufacturers)
AMT: Automated Manual Transmission
ASC: Anti-Slipping-Control
ASIC: Application Specific Integrated
Circuit
AST: Automated Shift Transmission
AT: Automatic Transmission
ATC: Adaptive Transmission Control
ATF: Automatic Transmission Fluid
B
BIOS: Basic Input Output System
C
CAFE: Corporate Average Fuel
Efficiency
CAN: Controller Area Network
CARB: California Air Resource Board
CMM: Capture Maturity Model
CTCC: Controlled Torque Converter
Lockup Clutch
CVT: Continuous Variable
Transmission
D
DC: Direct Current
DCT: Dual-Clutch Transmission
DS: Down Shift
DSP: Down Shift Prevention
E
ECM: Electronic Clutch Management
EHM: Electrohydraulic Modules
EM: Elektronicmodule
EOL: End Of Line
ETC: Electronic Transmission Control
F
FE: Fuel Efficiency
R
RC: Ratio Criteria
H
HM: Hydraulic module
S
SAC: Self Adjusting Clutch
SW: Software
I
IC: Integrated Circuit
ISIG: Inductive Signature
J
JAMA: Japan Automotive
Manufactures Association
K
KAMA: Korean Automotive
Manufactures Association
L
LTCC: Low-Temperature Cofired
Ceramic
M
M: Torque (German: Moment)
MEG: Engine ETC/EGAS transmission
MV: Solenoid valve
(German: Magnetventil)
N
n.c.: normally closed
n.o.: normally open
P
PCB: Printed Circuit Board
PRC: Programm-Run Check
PR-F: Pressure Regulators
Flat-seat-type
PR-S: Pressure Regulators Spool-type
Q
QA: Quality Assessment
T
TC: Transmission control
TCLC: Torque Converter
Lockup Clutch
TCP: Transmission Control Panel
TCM: Transmission Control Module
TCS: Traction Control System
TI: Torque Intervention
U
US: Up Shift
USP: Up Shift Prevention

Electronic Transmission Control ETC 2004

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2004

1 987 722 143

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The up-to-date program is available on the Internet at:

The Bosch Yellow Jackets Edition 2004

The Bosch Yellow Jackets

Electronic Transmission Control ETC

Order No. 1 987 722 127

Expert Know-How and Automotive Technology

Expert Know-How and Automotive Technology

Safety, Comfort and Convenience Systems

Robert Bosch GmbH

Reproduction, duplication and translation of this

Robert Bosch GmbH

Robert Bosch GmbH

Electronic Transmission Control

106 Modules for Transmission

Robert Bosch GmbH

Robert Bosch GmbH

Transmissions for Motor Vehicles

Transmission in the Drivetrain

Transmissions for Motor Vehicles

STS0216E Engine output PE

Internal-combustion engines do not have a

Energy balance in the drivetrain (source: Opel)

Every motor vehicle engine operates within

Robert Bosch GmbH

Benz patent motor carriage from 1886 with

Benz utilized the following machine parts to

Robert Bosch GmbH

Robert Bosch GmbH

Due to increasing engine performance and

Power-flow in a standard drive (5-speed transmission)

Manually Shifted Transmission

Robert Bosch GmbH

Automated Shift Transmission (AST)

Automated shift transmission as add-on solution for

Clutch servo unit

Robert Bosch GmbH

Examples of AST in Series Production

AST with Electromechanical

Automated Shift Transmission (AST)

Series examples of AST (sources: Opel, DaimlerChrysler)

Robert Bosch GmbH

DC Motors for Gear Selection

Demands placed on AST components

Integrated ECU (view)

Clutch Servo Unit

The transmission types for the selector motor

Clutch servo unit (section)

Transmissions for Motor Vehicles

Robert Bosch GmbH

Automated Shift Transmission (AST)

The motors with their aluminum housings

Robert Bosch GmbH