Abstract: In a drive train of a motor vehicle comprising an internal combustion engine, at least one electrical machine which can be operated at least as a motor or as a generator, and a stepped automated manual transmission and at least one control device for controlling the internal combustion engine, the at least one electrical machine (P1, P2) and the stepped automated manual transmission and a method of operating the drive train, a braking torque on the driven wheels is kept approximately constant before, during and after a gear-shifting operation to a gear with a higher transmission ratio so as to avoid any jerks during such down shifting procedure.

Abstract: In a drive train of a motor vehicle comprising an internal combustion engine, at least one electrical machine which can be operated at least as a motor or as a generator, and a stepped automated manual transmission and at least one control device for controlling the internal combustion engine, the at least one electrical machine (P1, P2) and the stepped automated manual transmission and a method of operating the drive train, a braking torque on the driven wheels is kept approximately constant before, during and after a gear-shifting operation to a gear with a higher transmission ratio so as to avoid any jerks during such down shifting procedure.

Abstract: The magnitude of torque which can be transmitted by a bypass clutch between the housing and the turbine of a torque converter between a prime mover, such as an engine, and an automatic transmission in the power train of a motor vehicle is selectively regulatable by a computerized regulating unit. The regulation involves the transmission of torque by the clutch in dependency upon the magnitude of the torque being transmitted by the output element of the engine and ascertaining as well as adaptively applying to the clutch a variable force so that the clutch can transmit a predetermined torque. This entails automatic selection of a minimum slip between a torque receiving and a torque transmitting part of the power train. Compensation, particularly long-range compensation, is carried out for the existence of possible differences between the predetermined and actual torques being transmitted by the clutch.

Abstract: 1. A method for operating the drive train of a motor vehicle. 2.1. In a known method, with the friction clutch completely closed, a control device monitors rotational speeds upstream and downstream of the clutch. As soon as slip occurs, the control devices reduces an output torque of an engine for a limited time. The object of the invention is to propose a method, by means of which, while adhering as much as possible to a torque instruction of a vehicle driver, damage to the friction clutch and to further components of the transmission is avoided. 2.2 According to the invention, with the friction clutch slipping, the control device determines an energy quantity dissipated in the friction clutch and/or a temperature of the friction clutch. If the dissipated energy quantity and/or the temperature overshoot limit values, the control device reduces the output torque of the engine. According to a second embodiment, the output torque of the engine is reduced in steps. 2.3 Use in a motor vehicle.

Abstract: In a method for operating a motor vehicle drive train during a shifting operation of a gearwheel change gearbox, the clutch is triggered for closing before the target gear is fully engaged. A control device determines a triggering moment for the clutch as a function of operational parameters and/or state variables of the drive train. The control device calculates a required interval which is necessary until complete engagement of the target gear and an interval which is necessary until a gripping point of the clutch is reached. An optimum triggering moment is determined from these intervals. The tractive force interruption during a shifting operation is thus very short. At the same time, the completion of the shifting operation is ensured.

Abstract: An electronic control system has a plurality of mutually networked or communicating control units, with special, redundant safeguarding measures during transmission of a safety-related transmitted signal from a first control unit to a second control unit. The first control unit generates the transmitted signal and a second signal complementary thereto on different paths, and sends them to a memory, together with two additional signals which are significant for the paths. A third control unit reads out the transmitted signal and the second signal from the memory, and checks them, and, upon detection of an error, switches off the first control unit or, given correct signals, generates different types of test or safety signals and conducts them to a memory.

Abstract: The invention relates to a method and an apparatus for operating an automated change-speed gearbox of a motor vehicle. The control device of the change-speed gearbox communicates via signals with a control unit of an anti-block control system. To allow particularly comforatable operation of the change-speed gearbox, the invention envisages that, as a function of signals from the control unit of the anti-lock control system, the change-speed gearbox is set to a neutral position, an appropriate gear ratio is determined and this gear ratio is engaged.

Abstract: The invention relates to a method and an apparatus for operating an automated change-speed gearbox of a motor vehicle. The control device of the change-speed gearbox communicates via signals with a control unit of an anti-block control system. To allow particularly comforatable operation of the change-speed gearbox, the invention envisages that, as a function of signals from the control unit of the anti-lock control system, the change-speed gearbox is set to a neutral position, an appropriate gear ratio is determined and this gear ratio is engaged.

Abstract: An electronic control system has a plurality of mutually networked or communicating control units, with special, redundant safeguarding measures during transmission of a safety-related transmitted signal from a first control unit to a second control unit. The first control unit generates the transmitted signal and a second signal complementary thereto on different paths, and sends them to a memory, together with two additional signals which are significant for the paths. A third control unit reads out the transmitted signal and the second signal from the memory, and checks them, and, upon detection of an error, switches off the first control unit or, given correct signals, generates different types of test or safety signals and conducts them to a memory.

Abstract: A method of operating a torque transmitting system with a hydrodynamic power transmission and with a friction clutch, which constitutes a lock-up clutch and bridges the power transmission, involves controlling the lock-up clutch and the hydrodynamic power transmission so that clutch slip is present. The input torque furnished by a prime mover is divided into a torque which is to be transmitted by the power transmission and a torque which is to be transmitted by the lock-up clutch. The lock-up clutch includes an annular piston which is disposed between the cover and the turbine wheel of the power transmission. The radially outer portion of the piston constitutes a clutch disc and its radially inner portion is mounted on a complementary sealing hub. The power transmission is "soft" and exhibits a flat progress of the primary characteristic curve as well as a wide secondary characteristic curve, i.e., a wide torque conversion range.