Abstract: Method and arrangement for controlling actual torque in a driveline of a land-based motor vehicle. Taking a direct, non-predictive measure of actual torque induced in the driveline of the motor vehicle and ascertaining a magnitude thereof. Ascertaining a magnitude of a torque demand being requested to be instituted in the driveline. Comparing the ascertained magnitude of the direct, non-predictive measure of actual torque taken is compared with a driveline-configuration dependent maximum torque threshold; in this way, an over-threshold torque condition is ascertained in the driveline based thereupon if such a condition exists. In multi-geared transmissions, the variability can be accounted for through the engagement of different ratio gears. In the event that such an over-threshold torque condition is detected, at least one of several possible over-threshold torque compensating effects will be applied to reduce or diminish the excessive portion of the torque.

Abstract: A combustion engine (1) for a motor vehicle, having electronic members (20, 23) with memory function for controlling the output torque of the engine at least in dependence on signals representing an injected quantity of fuel. Reference values of engine torque at different rev speeds are stored in the control members. A torque transmitter (24) detects and transmits to the control members a signal representing the current output torque. The control members compare the current torque with the stored reference value in order to determine whether the performance of the engine is normal.

Abstract: Drive unit for motor vehicles, comprising an internal combustion engine (2), an accelerator pedal and an electronic engine control unit (15) arranged for controlling engine torque and r.p.m. The accelerator pedal is electrically connected to the engine control unit. During acceleration, the engine control unit controls the torque as a function of engine speed for various accelerator pedal positions, as determined by a first computer matrix stored in the control unit, which provides a predetermined additional torque when there is a certain reduction in engine speed. After constant or practically constant vehicle velocity has been achieved at a constant accelerator pedal position, the engine control unit controls the torque as a function of engine speed along a second stored computer matrix, which provides a predetermined greater additional torque when there is said predetermined reduction of the engine speed.

Abstract: A motor vehicle with a clutch (3) and an automated transmission (9) between the engine and the drive wheels of the vehicle. The vehicle has control elements (45,48) for engine function and transmission function depending on a set position of an electronic gear selector (46). The control elements, with the gear selector in its position for automatic shifting, selects a gear for starting off or under way, which is determined by the gear selection strategy stored in the control means as a function of various parameters fed into the control elements. The control elements, are arranged to perform, firstly, a simulation process related to the gear selection strategy with at least one alternative set of parameters (U2-UN) and, secondly; a comparative analysis based on a first set of control parameters (U1).

Abstract: Method and arrangement for facilitating hill-starting of a stationary motor vehicle. The method includes applying at least one braking device using a brake pedal and estimating the traveling resistance of the vehicle using a control unit (30). The control unit (30) determines a starting gear, a starting torque and a starting speed with regard to the estimated traveling resistance. The driver releases the brake pedal and the brakes are kept applied for a certain time. The driver operates an accelerator pedal to a position at least corresponding to the minimum transmitted torque and a clutch device (2) for a gearbox (3) is activated by the control unit (30) when the starting speed has been achieved. The control unit (30) releases the braking devices as a function of the increase in the transmitted driving torque of the clutch.

Abstract: A vehicle having a combustion engine supercharged by a turbocharger (6) with variable turbine geometry and having electronic control members (3) controlling the supply of fuel and air to the combustion chamber of the engine. The control members are designed, during forward travel of the vehicle, on the basis of input information on at least road gradient and gas pedal position, to estimate future road resistance and the time period up to a future transient in the operating condition of the engine. The control members are designed to control changes in the turbine geometry during the time period so as to optimize the response of the engine when the transient arises.

Abstract: Motor-driven cargo vehicle with an automated clutch (33) and gearbox (39) between the engine (31) and the vehicle drive wheels. The gearbox and the clutch are controlled by an electronic control unit (19) depending on a set position of a manual gear selector (53). The control unit is arranged, when starting off with the gear selector in the position for automatic shifting, to select the highest gear speed which makes starting off of the vehicle possible with the available torque at engine idle speed, introducing an amount of energy from the engine to the clutch which at most amounts to a predetermined maximum value.

Abstract: Drive unit for motor vehicles, comprising an internal combustion engine (2), an accelerator pedal and an electronic engine control unit (15) arranged for controlling engine torque and r.p.m. The accelerator pedal is electrically connected to the engine control unit. During acceleration, the engine control unit controls the torque as a function of engine speed for various accelerator pedal positions, as determined by a first computer matrix stored in the control unit, which provides a predetermined additional torque when there is a certain reduction in engine speed. After constant or practically constant vehicle velocity has been achieved at a constant accelerator pedal position, the engine control unit controls the torque as a function of engine speed along a second stored computer matrix, which provides a predetermined greater additional torque when there is said predetermined reduction of the engine speed.

Abstract: Method and arrangement for gear upshifting in a motor vehicle. The arrangement includes an internal combustion engine (1) with an engine-braking device (52), an automated disk-clutch (3), a multi-stage gearbox (9), in the casing (8) of which an input shaft (7), an intermediate shaft (11) and a main shaft (10) are mounted, and braking means (50) for braking the intermediate shaft (11). When the upshifting takes place, the disk clutch (3) is disengaged and the intermediate shaft (11) is disengaged from the main shaft (10). The braking means (50) is activated so that the rotational speed of the intermediate shaft (11) is adapted to the next gear selected at the same time as the rotational speed of the engine (1) is adapted to the rotational speed of the input shaft (7) in the new gear by virtue of the engine-braking device (52) being activated.

Abstract: Method and device for controlling the position of an automatic disk clutch (3) as a function of the position of a throttle lever (48, 49) arranged in a vehicle is disclosed. In some preferred embodiments, the method is employed when starting the vehicle from stationary or virtually from stationary, in which a function (e.g., a primary function) of the disk clutch (3) is to transmit motive force from an internal combustion engine (1) arranged in a vehicle to an input shaft (7) of a stagegeared gearbox (9). The position (48, 49) of the disk clutch is also preferably controlled as a function of at least one of the parameters: vehicle weight; tractive resistance of the vehicle; and the selected transmission ratio between the gearbox input shaft and the driving wheels of the vehicle.

Abstract: The present invention relates to a motor vehicle comprising an internal combustion engine and a first electronic control unit (48) for controlling the engine depending on the setting of a manual throttle, an electronic control unit (45) for controlling the transmission, depending on a set position of a manual gear selector (46). The invention is characterized in that one of the control units is disposed, with fed-in parameters and thus at least knowledge of the target speed of the vehicle, the surrounding topology and the throttle opening position to reduce the throttle opening, in those cases where the vehicle, relative to the target speed, has a speed below target speed and gravity can subsequently accelerate the vehicle. In a similar manner, the kinetic energy of the vehicle is used, in those cases where the vehicle has an above target speed and gravity can subsequently retard the vehicle.

Abstract: A motor vehicle with a clutch and an automated transmission has a first electronic control unit for controlling the engine, a second electronic control unit for controlling the transmission, depending on a set position of a manual gear selector. The second control unit, with the gear selector in position for automatic shifting, selects a gear for starting off or under way, which is determined by the gear selection strategy stored in the second control unit as a function of various parameters fed into the second control unit. The second control unit is disposed to continuously perform computer simulations, at least on the basis of information on road incline and throttle opening position of the future travel of the vehicle, for a set of different combinations of shifts rpm:s and shift increments in accordance with a criterion selected by the driver. The second control unit selects an optimal shifting schedule.

Abstract: Automated multi-stage gearbox, includes a basic gearbox with a number of gears and a two-stage split gearing coupled in front of and in series with the basic gearbox. Shifting is effected by compressed-air cylinders which are controlled by a control computer (45) which is programmed to put the split gearing in a neutral position in the event of an input signal representing zero throttle.

Abstract: Method and arrangement for controlling a clutch coupling (3) via a brake control (17). The primary function of the clutch coupling (3) is to transmit motive force from an internal combustion engine (1) arranged in a vehicle to an automatic stage-geared gearbox (9) that is arranged in the vehicle, and in which the primary function of the brake control (17) is to control service brakes (16) of the vehicle. The method and the device are characterized in that at zero throttle opening, with a low gear engaged and no brake force required, a control function is activated in which the clutch coupling (3) is controlled via the brake control (17).

Abstract: Method and arrangement for providing a powertrain (1, 3, 9) for motor vehicles that includes an internal combustion engine (1) and a stagegeared gearbox (9), which has a direct gear and an indirect gear with intermeshing toothed gears (12, 15, 16, 17, 18, 19, 20, 21, 22, 23,). A control element (45, 48) is configured, in response to an input signal indicating that a direct gear is engaged, to be capable of controlling and/or regulating the engine (1) so that the engine can deliver a higher maximum permitted torque than when the direct gear is not engaged. The increase in the maximum permitted torque is allowed when the efficiency of the powertrain (1, 3, 9) with direct gear engaged and increased engine torque is superior to the efficiency of the powertrain (1, 3, 9) when any of the indirect gears (12, 15, 16, 17, 18, 19, 20, 21, 22, 23,) having a lower maximum permitted engine output torque are engaged.

Abstract: Method and device for providing an increment shifted transmission (9) for motor vehicles including an in-going shaft in a housing. At least one intermediate shaft in the housing exhibits at least one gear wheel (16, 17) in engagement with a gearwheel (12, 15) on the in-going shaft. A main shaft in the housing has gear wheels (15, 21, 22, 23) and is in engagement with gear wheels (18, 19, 20) on the intermediate shaft. At least one of the gear wheels in each neutrally engaging pair of gear wheels on the intermediate shaft and the main shaft are rotatably arranged about the shaft and by coupling members (13, 24, 25) being lockable onto its shaft and maneuvering members (40, 41, 42) co-operating with the coupling members controlled by a control unit (45) depending on signals fed to the control unit representative of various engine and vehicle data.

Abstract: Motor-driven tractor vehicle with an automatic clutch and gearbox between the engine and the vehicle drive wheels, and with means (6, 8; 20) which, after the vehicle has been stopped, can identify whether a load carrier (2, 11) has been attached or detached. The gearbox and the clutch are controlled by an electronic control unit (19) on the basis of a set position of a manual gear selector. The control unit is arranged, with the gear selector in the position for automatic shifting, to select, at starting off, a starting-off gear, which is determined by a first gear selection strategy stored in the control unit on the basis of information stored in the control unit on rig weight, road grade, rolling resistance, etc. The control unit is disposed at start, at least after the indication that a load carrier has been decoupled, to select the starting-off gear in accordance with a second gear selection strategy.

Abstract: Automated multi-stage gearbox, includes a basic gearbox with a number of gears and a two-stage split gearing coupled in front of and in series with the basic gearbox. Shifting is effected by compressed-air cylinders which are controlled by a control computer (45) which is programmed to put the split gearing in a neutral position in the event of an input signal representing zero throttle.

Abstract: Drive unit for motor vehicles, comprising an engine and an automated friction clutch arranged between the engine and its gearbox, the engagement and disengagement of the clutch being controlled by a servo unit, which is controlled by a control computer to which, from various sensors there are fed values of engine speed, rotational speed of the input shaft of the gearbox, the position of the servo unit and the position of the gearsift lever. Points on a torque curve are stored in the memory of the control computer, the curve showing the torque as a function of the servo position (the clutch position). The computer is furthermore programmed to calibrate the servo unit to a pulling position, which provides a predetermined desired value of the torque, and to check, with a certain regularity, the actual value of the torque in the pulling position and, if needed, the adjust the actual value towards the desired value by changing the position of the servo unit.

Abstract: Drive elements for motor vehicles, include an internal combustion engine (1) and an automated multi-stage gearbox (9). Shifting is effected by compressed-air cylinders controlled by a control computer (45) which is programmed so as, in the event of input signals indicating vehicle speed and zero throttle, to put the currently engaged gear in the neutral position, and, in the event of an input signal indicating throttle, first to speed-control the engine to a speed which makes possible engagement of the gear, and then to give a signal to engage the gear. The engine is coupled to an electric machine (50) which is controlled by the control computer in such a manner that, in the event of the engine stopping with the freewheel function activated, the electric machine first controls the engine to a speed which makes possible engagement of a gear, and then gives a signal to engage the gear.