A method for determining a drag torque coefficient of a transmission includes performing rotational speed synchronisation involving application of synchronisation torque to a first transmission component, and obtaining an initial rotational speed of the first transmission component before the rotational speed synchronisation, and a final rotational speed of the first transmission component after the rotational speed synchronisation, and time period for performing the rotational speed synchronisation. Also, obtaining information relating to a level of the synchronisation torque applied to the first transmission component during the rotational speed synchronisation, and information relating to a total moment of inertia associated with the first transmission component. In addition, determining the drag torque coefficient based on the obtained initial rotational speed, the obtained final rotational speed, the obtained time period, the level of the applied synchronisation torque and the total moment of inertia associated with the first transmission component.

A method for operating a transmission (2) of a motor vehicle includes, in order to trigger a gear shift in the transmission (2), determining a trigger speed depending on a response time of the gear shift to be implemented, depending on a gradient of a motor vehicle-side rotational speed, and depending on a maximum permissible limit speed for the motor vehicle-side rotational speed. The gear shift to be implemented triggered on a control side as function of the trigger speed such that the motor vehicle-side rotational speed does not exceed the maximum permissible limit speed during the implementation of the gear shift. The method also include adapting the trigger speed.

A method for operating a transmission (2) of a motor vehicle includes, in order to trigger a gear shift in the transmission (2), determining a trigger speed depending on a response time of the gear shift to be implemented, depending on a gradient of a motor vehicle-side rotational speed, and depending on a maximum permissible limit speed for the motor vehicle-side rotational speed. The gear shift to be implemented triggered on a control side as function of the trigger speed such that the motor vehicle-side rotational speed does not exceed the maximum permissible limit speed during the implementation of the gear shift. The method also include adapting the trigger speed.

A method for determining a drag torque coefficient of a transmission includes performing rotational speed synchronisation involving application of synchronisation torque to a first transmission component, and obtaining an initial rotational speed of the first transmission component before the rotational speed synchronisation, and a final rotational speed of the first transmission component after the rotational speed synchronisation, and time period for performing the rotational speed synchronisation. Also, obtaining information relating to a level of the synchronisation torque applied to the first transmission component during the rotational speed synchronisation, and information relating to a total moment of inertia associated with the first transmission component. In addition, determining the drag torque coefficient based on the obtained initial rotational speed, the obtained final rotational speed, the obtained time period, the level of the applied synchronisation torque and the total moment of inertia associated with the first transmission component.

A method for determining a drag torque coefficient of a transmission includes performing rotational speed synchronisation involving application of synchronisation torque to a first transmission component, and obtaining an initial rotational speed of the first transmission component before the rotational speed synchronisation, and a final rotational speed of the first transmission component after the rotational speed synchronisation, and time period for performing the rotational speed synchronisation. Also, obtaining information relating to a level of the synchronisation torque applied to the first transmission component during the rotational speed synchronisation, and information relating to a total moment of inertia associated with the first transmission component. In addition, determining the drag torque coefficient based on the obtained initial rotational speed, the obtained final rotational speed, the obtained time period, the level of the applied synchronisation torque and the total moment of inertia associated with the first transmission component.

An alternator driving apparatus for driving an alternator may include a crank pulley mounted on a crank shaft of an engine, an alternator pulley connected to the crank pulley through a driving belt, an alternator shaft connected between the alternator and the alternator pulley, and a rotation speed varying mechanism configured to vary a rotation speed of the alternator shaft.

An alternator driving apparatus for driving an alternator may include a crank pulley mounted on a crank shaft of an engine, an alternator pulley connected to the crank pulley through a driving belt, an alternator shaft connected between the alternator and the alternator pulley, and a rotation speed varying mechanism configured to vary a rotation speed of the alternator shaft.

An arrangement comprising a motor, a transmission, a transmission control unit and an auxillary use. The motor is rotatably connected to the transmission and the auxillary user. The transmission control unit is designed to determine a torque applied to the transmission by using a parameterisable function, wherein the function maps rotational speeds of the motor to a torque applied to the auxillary user at the rotational speed.

An arrangement comprising a motor, a transmission, a transmission control unit and an auxillary use. The motor is rotatably connected to the transmission and the auxillary user. The transmission control unit is designed to determine a torque applied to the transmission by using a parameterisable function, wherein the function maps rotational speeds of the motor to a torque applied to the auxillary user at the rotational speed.

An apparatus comprising an interface, a memory and a processor. The interface may be configured to receive sensor data samples during operation of a vehicle. The memory may be configured to store the sensor data samples over a number of points in time. The processor may be configured to analyze the sensor data samples stored in the memory to detect a pattern. The processor may be configured to manage an application of brakes of the vehicle in response to the pattern.