Abstract: A vehicle control method for transitioning through transmission lash regions is described using a variety of information, such as, for example, gear ratio, clutch slippage, etc. Further, different adjustment of spark and throttle angle is used to provide a rapid torque response while still reducing effects of the lash. Finally, transitions taking into account both slipping and non-slipping transmissions are described.

Abstract: A slip suppression control system for a vehicle includes a monitored value detecting device for detecting a monitored value corresponding to a difference between a rotational speed of a front wheel and a rear wheel, and a traction control unit configured to initiate initial traction control for reducing a driving power of a drive wheel when a threshold determiner unit determines that the monitored value exceeds a first slip threshold and to execute continued traction control such that the driving power is reduced when the threshold determiner unit determines that the monitored value exceeds a second slip threshold smaller than the first slip threshold, while the driving power is increased when the threshold determiner unit determines that the monitored value is smaller than a gripping threshold which is the second slip threshold or smaller.

Abstract: A system and method using a vehicle drive shaft torque coupled to a driven wheel and a non-driven wheel speed for a vehicle throttle control system includes reading first and second torque values generated by the torque sensor The method identifies when a sustained drop occurs between the first and second torque values. Another step determines if a change occurred between the first and second torque value readings in any of: a throttle position; a gear setting; and a brake pressure. A detected traction loss is signaled when the sustained drop occurred with no change between the first and second torque value readings in the throttle position, gear setting, and brake pressure. A desired throttle value is calculated using an engine torque and a target engine speed to prevent driven wheel slip. A throttle command signal changes an existing throttle value to the desired throttle value.

Abstract: Driveline lash and clunk are controlled in a powertrain system having multiple torque-generative and torque control devices using a multivariable feedback control approach to provide active driveline damping. Control parameters used by a state estimator are different, depending on whether the driveline lash is taken up or is currently slack. When the estimated driveline axle torque is not substantially zero, the nominal parameters for transmission mode or gear are used in the state estimator. When the estimated axle torque is substantially zero, the parameters are switched to neutral parameters, the lash estimator indicates neutral lash state, and angle of lash is tracked until it accumulates an expected amount of lash in the driveline. During a lash transition time, active damping controls the driveline component speeds so that the effect of lash take-up is minimized. After lash take-up occurs, desired axle torque is used by the system.

Abstract: A torque steer compensation algorithm utilizing selected vehicle parameters, such as for example engine torque, accelerator pedal position, throttle position, transmission gear, and vehicle speed. Rates of change of the parameters are determined and compared to predetermined thresholds, whereby a torque steer factor is determined. The resulting torque steer factor is subsequently multiplied with a conventional, prior art predicted steering assist signal to arrive at a modified steering assist signal which is output to the coil of the steering column to reduce driver perception of torque steer at the steering wheel.

Abstract: The present invention provides a system and method for degrading and disabling a vehicle's engine throttle. The vehicle disable system includes a throttle position sensor that generates a throttle position signal, an electronic control module (“ECM”) input connected to the ECM on which the throttle position sensor provides the throttle position signal to the ECM, and an override input that enables an idling signal to be transmitted to the ECM instead of the throttle position signal. The method of the present invention includes the steps of receiving an input signal related to the state of the driver input mechanism, interpreting the input signal, and at least one of degrading and disabling the throttle based on the interpretation of the input signal.

Abstract: An engine control device capable of decreasing engine output while giving less uncomfortable feeling to the rider in the event of a failure, with a simple configuration. Engine output is decreased when a failure has been detected in a throttle valve. When engine speed after the occurrence of the failure is larger than preset target rotational speed at the time of the occurrence of the failure, an ignition of the engine is cut off. The engine speed thereby can be decreased according to the preset target rotational speed. Thus, engine output can be decreased uniquely.

Abstract: An electric autobrake interlock system for an aircraft includes an autobrake power interlock mechanism that prevents inadvertent (uncommanded) application of brakes. The autobrake power interlock removes operating power from the brake actuators whenever the autobrake actuation data does not indicate a legitimate autobrake application condition. The interlock processing occurs in parallel with the autobrake command processing such that even if an inadvertent autobrake command is generated, the brake actuators will be unable to act upon the inadvertent autobrake command. In this regard, the brake actuators are unable to apply brakes automatically unless the following two actions happen concurrently: the operating power is provided to enable the electric brake actuators and autobrake actuation control is commanded in response to the legitimate autobrake application condition.

Abstract: A throttle control method includes generating a throttle request based on a drag torque request and setting a throttle command equal to the throttle request when the throttle request is less than a throttle idle maximum. A throttle maximum increase is determined when the throttle request is greater than the throttle idle maximum and the throttle command is determined based on the throttle maximum increase. The throttle is controlled based on the throttle command.

Abstract: A throttle limit control for an internal combustion engine throttle control is disclosed. Rate limiting is applied to prevent excessive rates of change in throttle actuation. Throttle pedal authority is continually maintained and throttle headroom is not compromised thereby. Application to various systems including conventional and adaptive cruise systems and power take-off systems is envisioned.

Abstract: A method for controlling the speed in a vehicle includes adjusting at least one gain parameter based on a vehicle speed error and the displacement on demand mode of the engine. A new cruise throttle area is calculated from the adjusted gain parameter.

Abstract: A control system for a plant is provided. This control system can control the plant more stably, when the model parameters of the controlled object model which are obtained by modeling the plant, which is a controlled object, are identified and the sliding mode control is performed using the identified model parameters. The model parameter identifier (22) calculates a model parameter vector (?) by adding an updating vector (d?) to a reference vector (?base) of the model parameter. The updating vector (d?) is corrected by multiplying a past value of at least one element of the updating vector by a predetermined value which is greater than “0” and less than “1”. The model parameter vector (?) is calculated by adding the corrected updating vector (d?) to the reference vector (?base).

Abstract: A driver-initiated low traction control method limits the drive torque of a motor vehicle during operation on low traction road surfaces. The low traction control mode is initiated by actuation of a switch or by moving a transmission range selector to a Low range while the vehicle is substantially stopped, and terminated by further actuation of the switch or by returning the range selector back to the Drive setting. The low traction control mode limits the engine torque as required to limit the drive wheel torque and its rate of change, so long as cruise control is inactive, the accelerator pedal setting is less than a reference level, and the transmission is operating in a gear other than its top gear. When the low traction control mode is terminated, the engine torque limits are progressively removed in a way that does not produce perceptible acceleration or deceleration of the vehicle.

Abstract: A system and method is directed to wheel slip for a mobile vehicle. The method provides for monitoring a plurality of vehicle system signal inputs, determining an actual vehicle speed value, a pedal progression vehicle speed value, and a control signal modification value based on the vehicle system signal inputs. The method further provides for determining a control signal value based on the control signal modification value and controlling pedal progression input based on the determined control signal value. The system includes determining an actual vehicle speed value, a pedal progression vehicle speed value, and a control signal modification value based on a plurality of vehicle system signal inputs. The system further determines a control signal value based on the control signal modification value and controls a pedal progression input based on the determined control signal value are also provided.

Abstract: A method and system for inhibiting torque steer in a vehicle equipped with steerable wheels that are power driven. The method determines a maximum engine torque limit, determines an estimated driver-desired torque, and controls the actual torque, by adjustment of the throttle angle, to be the smaller of the maximum engine torque limit and the estimated driver-desired torque. Sensors measure steering angle and transmission gear position and a calculator determines the maximum engine torque limit based upon the steering angle and transmission gear position. Further sensors measure engine speed, throttle angle, and atmospheric pressure, and a calculator estimates driver-desired torque based upon the measured engine speed, throttle angle, and atmospheric pressure. A comparator selects the lower of the maximum engine torque limit and the driver-desired engine torque and uses the selected torque to control throttle angle to inhibit torque steer.

Abstract: A control system for a plant is disclosed. According to this system, a model parameter vector of a controlled object model which is obtained by modeling the plant, is identified. A controller controls the plant using the identified model parameter vector. An identifying error of the model parameter vector is calculated, and the calculated identifying error is limited in a predetermined range. An updating vector is calculated according to the limited identifying error. The model parameter vector is calculated by adding the updating vector to a reference vector of the model parameter vector.

Abstract: A control system for a plant is provided. This control system can control the plant more stably, when the model parameters of the controlled object model which are obtained by modeling the plant, which is a controlled object, are identified and the sliding mode control is performed using the identified model parameters. The model parameter identifier (22) calculates a model parameter vector (?) by adding an updating vector (d ?) to a reference vector (? base) of the model parameter. The updating vector (d ?) is corrected by multiplying a past value of at least one element of the updating vector by a predetermined value which is greater than “0” and less than “1”. The model parameter vector (?) is calculated by adding the corrected updating vector (d ?) to the reference vector (? base).

Abstract: The invention is directed to a method and an arrangement for controlling the driving speed of a vehicle. The method and arrangement make possible a use of a driving speed controller even for adverse road conditions. A desired value (VDES) is inputted for the driving speed in dependence upon the friction contact between the vehicle wheels and the roadway. Control of the driving speed is deactivated during intervention of the drive slip control in the drive power of the vehicle. The desired value (VDES) for the driving speed is reduced after the intervention of the drive slip control.

Abstract: An engine control system and method adjusts vehicle driveability based on input from a vehicle operator. A selector switch includes a plurality of selector settings corresponding to a plurality of drive modes. The selector switch is moveable between the plurality of selector settings by the vehicle operator. A controller communicates with the selector switch and includes a plurality of predetermined drive settings corresponding to the plurality of drive modes. The controller utilizes predetermined transmission shift points, torque converter slip and throttle position progression data based on a current selector setting chosen by the vehicle operator.

Abstract: A method and system for inhibiting torque steer in a vehicle equipped with steerable wheels that are power driven. The method determines a maximum engine torque limit, determines an estimated driver-desired torque, and controls the actual torque, by adjustment of the throttle angle, to be the smaller of the maximum engine torque limit and the estimated driver-desired torque. Sensors measure steering angle and transmission gear position and a calculator determines the maximum engine torque limit based upon the steering angle and transmission gear position. Further sensors measure engine speed, throttle angle, and atmospheric pressure, and a calculator estimates driver-desired torque based upon the measured engine speed, throttle angle, and atmospheric pressure. A comparator selects the lower of the maximum engine torque limit and the driver-desired engine torque and uses the selected torque to control throttle angle to inhibit torque steer.

Abstract: A drive-force distribution controller controls a drive-force transmission apparatus of a vehicle in order to control transmission of drive force to rear wheels or front wheels of the vehicle in accordance with a designated drive-force transmission ratio. The drive-force transmission ratio is changed on the basis of vehicle speed, differential rotational speed (speed difference between the front and rear wheels), and throttle opening. Alternatively, the drive-force transmission ratio is changed on the basis of vehicle speed, throttle opening, and throttle open speed. The change speed of current which is supplied to the drive-force transmission apparatus in order to control the drive-force transmission ratio is adjusted in accordance with a command current filter value which is determined on the basis of vehicle speed and a command current filter map of a vehicle-speed responsive type.

Abstract: In apparatus and method for controlling a driving force for an automotive vehicle, a manipulated variable of an accelerator is detected, a vehicular velocity is detected, a vehicular velocity control purpose target driving force is calculated from an absolute value of the manipulated variable of the accelerator and the vehicular velocity, an acceleration control purpose target driving force is calculated from either at least one of an absolute value of the accelerator manipulated variable and a variation velocity of the manipulated variable of the accelerator or from at least one of an absolute value of a result of calculation of the vehicular velocity control purpose target driving force and a variation velocity of the result of calculation of the same, and both of the vehicular velocity control purpose target driving force and the acceleration control purpose target driving force are synthesized to achieve a target driving force of the vehicle.

Abstract: Method for influencing the propulsive power of a motor vehicle driven by a drive motor. An intervention variable, influencing the torque of the drive motor, is ascertained as a function of the wheel behavior of at least one wheel of the motor vehicle, and/or as a function of the motion of the motor vehicle. The drive motor is acted upon with the intervention variable to limit the propulsive power of the motor vehicle. An easily manipulated, safe, and reliable capability for automatically detecting situations in which the driver desires a greater propulsive power and making a greater propulsive power available in those situations, a motor vehicle with a slip control system is created. Evaluating a pedal variable that describes the actuation of an accelerator pedal of the motor vehicle, or a limitation variable that describes the number of limitations of driver stipulations resulting from the ascertaining of the intervention variable within a definable time window.

Abstract: A method for controlling a powertrain of a vehicle is described. The method determines a desired vehicle condition based on three driver actuated elements. In a preferred embodiment the first element can be pedal position, the second element can be a brake actuator or, more specifically, brake actuation duration, and the third element can be a gear selection lever. Further, the desired vehicle condition can be desired powertrain output, vehicle acceleration, or various other parameters.

Abstract: A method is described for limiting a change in torque transmitted through a vehicle powertrain when in a predetermined range. Such a method minimizes transmission gear separation, or “clunk”. In one approach, the rate cf change of powertrain output is limited when powertrain output is near zero transmitted torque. The limitation is not used under other circumstances so as not to hinder driver performance.

Abstract: The present invention relates to a method and a device for adjusting the output torque or the output speed of an internal combustion engine in order to protect the differentials. The crux and advantage of the present invention lies in calculating and monitoring the rpm differences or the rpm differences in the transverse direction of any vehicle (front-wheel-, rear-wheel-, and four-wheel-drive) as well as the difference in the Cardan speeds that exists in the longitudinal direction in four-wheel drive vehicles. When a specifiable limiting value is exceeded, an automatic reduction in the drive torque or an automatic limiting of the engine speed to a manageable level takes place. This protective function for the differentials cannot be switched off and is available even in the passively activated drive-torque AMR control system. It can only be realized by software using already existing sensors and actuator devices. The application outlay is minimal.

Abstract: An apparatus for determining a failure of wheel speed sensors, which is capable of properly determining whether or not a wheel speed detection system including the wheel speed sensors has failed, if at least a wheel speed detected by the wheel speed sensors indicates a stopped state of a corresponding wheel. An engine rotational speed is detected, and an input-output rotational speed ratio of a torque converter of an automatic transmission mounted in the vehicle is calculated. A shift range of the automatic transmission is detected. Whether or not the vehicle is traveling is determined based on the engine rotational speed and the input-output rotational speed ratio when the automatic transmission is in a traveling range. It is determined that the wheel speed detection system including the wheel speed sensors has failed, if it is determined that the vehicle is traveling, and at the same time, at least one of wheel speed sensors indicates a stopped state of a corresponding one of the wheels.

Abstract: This invention is a method and system for a hybrid electric vehicle adaptive fuel strategy to quickly mature an adaptive fuel table. The strategy adaptively alters the amount of fuel delivered to an internal combustion engine to optimize engine efficiency and emissions using engine sensors. Before the adaptive fuel strategy is permitted, an engine “on” idle arbitration logic requires the HEV to be in idle conditions, with normal battery state of charge, normal vacuum in the climate control and brake system reservoir; and, the vapor canister not needing purging. The strategy orders the engine throttle to sweep different airflow regions of the engine to adapt cells within the adaptive fuel table. In the preferred configuration, a generator attached to the vehicle drive train, adds and subtracts torque to maintain constant engine speed during the throttle sweeps.

Abstract: A shift control method for an automatic transmission which includes converting to a lean-burn mode from a normal mode if throttle voltage is less than a first predetermined value; determining if tip-in has occurred in the lean-burn mode using accelerator pedal signals; increasing the throttle valve opening if it is determined that the throttle voltage has increased by a second predetermined value such that engine rpm is increased; determining if the difference between engine rpm and turbine rpm is greater than a predetermined number of rpm; and converting from the lean-burn mode to the normal mode if the engine rpm are greater than the turbine rpm by the predetermined number of rpm.

Abstract: Driving slip rates SLi of respective wheels are calculated, and if a driving slip is excessively large is judged based on the driving slip rates SLi. Further, if a vehicle is in a predetermined turning state is judged, and if the vehicle is in an accelerating state from taking off on a road surface where a difference between coefficients of friction of the road surface with respect to the left and right wheels is large is judged. In addition, if the vehicle is in a state in which a powertrain such as a differential should be protected is judged. Fuel supply to an engine is cut until a possibility of worsening of behavior has been eliminated when the driving slip is excessively large and there is a possibility of worsening of behavior due to turning and the like, and the driving slip is reduced by reduction of driving force. Then, execution of the cutting of fuel supply is prohibited for a predetermined time after execution of the cutting of fuel supply.

Abstract: A slip control method for a traction control system (TCS) used in vehicles.

Abstract: In driving force controlling apparatus and method for a vehicle, the driving force controlling apparatus includes: a driver's demanding torque setting device that sets a driver's demanding torque; a slip condition detector to detect a slip condition of vehicular road wheels; a target engine torque setting device that sets a target engine torque in accordance with the slip condition; a driving force control execution determining section that determines whether the driving force control should be executed in accordance with the slip condition; and an engine output torque determining section that gives a determination of an output torque developed by an engine of the vehicle on the basis of the driver's demanding torque and the target engine torque, the engine output torque determining section determining the engines output torque determining section determining the engine output torque in accordance with the driver's demanding torque when the driving force control execution determining secti

Abstract: A control system for adjusting a throttle progression curve to compensate for traction slip calculates a maximum vehicle acceleration value based on wheel torque and vehicle speed conditions, then compares the actual vehicle acceleration to determine if it is greater than the maximum acceleration to determine if slip is detected, and adjust a throttle progression curve based on the results of the comparing step to enable the vehicle to learn the current road conditions and reduce the throttle progression for a given pedal position during slippery conditions to reduce the amount of slip that occurs during future accelerations.

Abstract: A method for recognizing a spontaneous demand by a driver of a motor vehicle for a dynamic response, the extent of the actuation of an operating device being compared to a threshold value, and the demand for a dynamic response being recognized when the extent of actuation lies above a specific threshold value, and, when comparing the extent of actuation to the threshold value, allowance being made for the manner in which the vehicle driver normally actuates the operating device.

Abstract: A drive control device is provided for a vehicle which has an automatic transmission and which is capable of setting a throttle opening independently of an accelerator opening. Herein, the drive control device detects a shift range and an engine speed, based on which prescribed controls are made with regard to a throttle and a clutch. That is, if the engine speed is higher than a predetermined engine speed value when the shift range is changed over from a non-running range (e.g., N range) to a running range (e.g., D range), the drive control device controls the throttle opening substantially in a fully closed state while controlling clutch oil pressure of a start-mode-engaged gear to be set at a predetermined oil pressure value which is greater than zero and at which the clutch does not have a torque transmission capacity.

Abstract: A deviation between a target value of a quantity of state and an actual value of the quantity of state that is caused to follow the target value or a time-integral of the deviation is filtered. Based on the filtered value, a switching surface &sgr; is calculated. Based on a value of the switching surface &sgr;, a control input value u is outputted. The filter is set through comparison in Bode diagrams between a design model of a control system based on an ordinary sliding mode control method and a characteristic variation model of the control system, and by performing compensation in such a direction as to cancel out the variation. The filtering process makes it possible to properly control the control system having a dead time by the sliding mode control method.

Abstract: In a method and a device for controlling the drag torque of an internal combustion engine, a setpoint for the air supply to the internal combustion engine is held substantially constant during control of the drag torque in case of a tendency to instability of at least one wheel, and the drag torque is controlled by alteration of a second setpoint for the ignition angle and/or the fuel metering.

Abstract: An auto-cruise controller to control the throttle angle of an engine so that the actual vehicle speed is equal to the target vehicle speed. In the controller, the pressure control of a lock-up clutch of an automatic transmission is conducted based on an amount of control of the lock-up pressure calculated corresponding to the traveling conditions of the vehicle when the throttle is fully closed, and when the vehicle is descending a slope during the auto-cruise control.

Abstract: A method and device setting a driving torque in a motor vehicle, in particular setting the torque as a part of an anti-slip regulation. At least two triggerable actuators are available for influencing the driving torque, where the actuators have different dynamic responses with regard to the setting of a driving torque. The core of the invention consists of the fact that first a component of the driving torque to be set is determined, and this component thus determined is used for triggering the actuator with the lower dynamics. In addition, the change in the driving torque produced by this triggering of the actuator with the lower dynamics is estimated. The difference between the driving torque to be set and the estimated driving torque is then used for triggering at least one actuator with higher dynamics.

Abstract: A control system for controlling engine braking effect of a vehicle includes a sensor section, an actuator section and a controller section at least. The sensor section includes sensors, such as longitudinal and lateral acceleration sensors or wheel speed sensors, for determining a vehicle operating variable indicative of slipperiness of a road surface. The actuator section varies a manipulated variable, such as a throttle opening degree, an air fuel ratio or a gear ratio, of an engine and transmission system to control the engine braking torque in response to a control signal. The controller section decreases the engine braking torque by varying the manipulated variable as the road surface becomes more slippery.

Abstract: A system for controlling motive force of a vehicle having an engine and an automatic transmission connected to the engine to transmit engine torque to a drive shaft of the vehicle, wherein a control mode is selected from among a plurality of predetermined control modes in response to a calculated desired motive force and vehicle speed such that the fuel economy is enhanced and engine torque and speed (gear) ratio are controlled in response thereto. Moreover, the desired motive force is calculated by obtaining a difference between the wide-open-throttle motive force and the full-closed-throttle motive force and by multiplying the difference by a calculated ratio of motive force. Furthermore, the calculated desired output of the engine and the desired gear ratio are controlled such that the desired motive force is generated when the desired motive force is discriminated to be achievable.

Abstract: A vehicle speed control system comprises a section for calculating a command driving force-required to make a sensed vehicle speed equal to a preset command vehicle speed, a section for calculating a command engine output in accordance with the command driving force and the command vehicle speed, a section for calculating a command engine speed corresponding to the command engine output from a predetermined engine torque-versus-speed characteristic relationship in an engine constraint state of minimum throttle setting and fuel cutoff inhibition when the command driving. force is negative, and a section for calculating a command transmission ratio in accordance with the command engine speed. When the driving force command is negative, the control system put the engine in the constraint state and controls a continuously variable transmission in response to the command transmission ratio so as to prevent undesired vehicle speed hunting.

Abstract: In a lean burn engine for a vehicle wherein an ordinary air-fuel ratio and a lean air-fuel ratio are selectively applied, an engine output is reduced when a slip of a drive wheel is detected. By controlling the air-fuel ratio when the engine output is reduced to an ordinary air-fuel ratio, the engine is prevented from becoming unstable even when output is reduced at a lean air -fuel ratio. Preferably, when the engine output reduction has terminated, the air-fuel ratio is returned to the air-fuel ratio prior to the output reduction.

Abstract: A wheel load of each wheel or a vehicle body load is estimated based on a gain of a resonance frequency of a tire, and the estimated wheel load or vehicle body load is applied to a braking control or an acceleration control. Further, a ground contact load of each wheel or the vehicle body load of the vehicle is estimated based on the gain of the resonance frequency extracted from each of the tires for use in a vehicle control.

Abstract: Disclosed is a shift control method for automatic transmissions.

Abstract: In apparatus and method for controlling a driving force for an automotive vehicle having an internal combustion engine, a slip condition of a driven road wheel is detected, an opening angle of an engine throttle valve so as to control the slip condition of the driven road wheel to a predetermined condition is adjusted, a target opening angle of the throttle valve according to the detected slip condition is derived, the opening angle of the throttle valve is determined, a steady state deviation of an output of the engine developed between the target opening angle of the throttle valve and the actually detected opening angle thereof is derived, and the derived steady state deviation is compensated using another driving force reducing control unit such as an engine control unit used for, for example, cutting off a fuel supply to a determined number of engine cylinders.

Abstract: A wheel speed differential with another wheel of each of several wheels is determined as a parameter for brake-adjustment use, and driving torque conveyed respectively from an engine to the several wheels is adjusted by braking torque determined on a basis of the parameter for brake-adjustment use so as to restrain the wheel-speed differential. In such a driving torque control, the engine output is reduced if the braking torque is excessive. Therefore, load to the brake apparatus and drivetrain caused by engine output can be reduced. Thus, deterioration of the durability of the brake apparatus and drivetrain can be prevented.

Abstract: The drive wheels of a vehicle are connected to an engine via a torque converter and racing of the drive wheels during starting of the vehicle and subsequent acceleration is prevent by reducing the torque of the drive wheels according to the driving state of the vehicle. A slip factor of the torque converter is computed, and a lower limit of the torque is set based on the slip rate. Insufficient acceleration after starting is avoided by preventing the torque of the drive wheels from falling below this lower limit.

Abstract: A vehicle having an antilock brake system to control a brake so as to suppress locking of wheels when a slip ratio of the wheels exceeds a predetermined value is also provided with a continuously variable transmission (CVT). When antilock brake control is being performed, a drive shaft torque controller computes a command torque of an engine and command drive ratio of the CVT so that a drive shaft torque is a predetermined torque. An engine controller controls the engine according to the command torque and a CVT controller controls the transmission according to the command drive ratio.

Abstract: The invention is directed to a method and an arrangement for controlling a motor vehicle having a plurality of component systems. A first one of the component systems is a motor control system. An interface is defined between various ones of the component systems and faces toward the first component system. The interface operates on the basis of the torque generated by the motor. The component systems exchange data via the interface with respect to this torque for controlling the motor vehicle.