Abstract: A method of controlling at least one coupling in a powertrain of a motor vehicle includes the steps of: determining at least one slip value which represents an instantaneous slip between different axles of the motor vehicle or between different wheels of an axle; forming an absolute value of the slip value which corresponds to the amount of the slip value; summing the absolute value or a substitute value derived therefrom to a last-formed slip sum value to form an instantaneous slip sum value; comparing the instantaneous slip sum value with a slip sum threshold value: and generating a control signal for actuating the coupling if the instantaneous slip sum value reaches or exceeds the slip sum threshold value.

Abstract: A method of controlling at least one coupling in a powertrain of a motor vehicle includes the steps of: determining at least one slip value which represents an instantaneous slip between different axles of the motor vehicle or between different wheels of an axle; forming an absolute value of the slip value which corresponds to the amount of the slip value; summing the absolute value or a substitute value derived therefrom to a last-formed slip sum value to form an instantaneous slip sum value; comparing the instantaneous slip sum value with a slip sum threshold value: and generating a control signal for actuating the coupling if the instantaneous slip sum value reaches or exceeds the slip sum threshold value.

Abstract: A method for the determination of a torque which is transmitted along a torque transmission path which extends at least along a shaft of a motor vehicle. A rotary position signal is produced by means of a first speed of rotation sensor at a first section of the transmission path and a rotary position signal is produced by means of a second speed of rotation sensor at a second section of the transmission path. At a point in time at which a known torque is transmitted along the transmission path, a first rotary position signal relationship is determined with reference to the instantaneously generated rotary position signals, said rotary position signal relationship serving as an offset value. At a later point in time, a second rotary position signal relationship is determined with reference to the instantaneously generated rotary position signals. The transmitted torque is calculated on the basis of the offset value and of the second determined rotary position signal relationship.

Abstract: A method for the automatic locking of the differentials of an all-wheel driven vehicle, slip signals being formed which, as soon as they exceed a threshold value, initiate the driving of the respective differentials. In order to take into account the influence of the steering rolling radius, the change in the steering value is ascertained. From this, using a function determined by the geometry of the vehicle, an apparent slip is ascertained. From the respective apparent slip, corrected threshold values are determined and measured slip signals are compared with the corrected threshold values and, if necessary, the driving of the respective differential is initiated. The method can also be used on a vehicle having articulated-vehicle steering.

Abstract: In a system for the automatic control of form-locked clutches serving as differential lock in drive axles of a motor vehicle, in which control signals for a coupling actuator are formed by comparison of slippage signals with threshold values, both the engagement and the disengagement of the lock clutch are to be better adapted to the operating conditions which occur in practice. For this purpose, slippage sum signals (SSLR, SSFH) formed by integration of the speed differences (DFLR, DFVH) are compared with slippage sum thresholds (SSSLR1, SSSLR2, SSSVH1, SSSVH2) and the actuating time of the actuator is controlled as a function of further traveling conditions.