Abstract: The power train (1) includes a controlled drive source (3), a clutch (6), an automatically shifting transmission (7) and a data transmission device (2). The power train contains an additional drive source (12) and is fitted with a control system by means of which a correction value (K pid) for the drive source torque is generated on the basis of the comparison of the actual behavior of the drive train with a modeled behavior of a drive train fitted with a hydrodynamic torque converter. The behavior of a torque converter is simulated by a regulating circuit (21-27).

Abstract: The power train (1) includes a controlled drive source (3), a clutch (6), an automatically shifting transmission (7) and a data transmission device (2). The power train contains an additional drive source (12) and is fitted with a control system by means of which a correction value (K pid) for the drive source torque is generated on the basis of the comparison of the actual behavior of the drive train with a modeled behavior of a drive train fitted with a hydrodynamic torque converter. The behavior of a torque converter is simulated by a regulating circuit (21–27).

Abstract: A torque set value is determined in a pedal interpretation unit (20) from a parameter which characterizes the drivers command. Operating parameters for the vehicle are evaluated and classified in a driver and situation recognition unit (21). A set operating status for the drivetrain is fixed in a status manager (22), depending upon the torque set value and the output signals from the driver and situation recognition unit. Control signals for remote control units (2, 5, 8) for the drive units and for the gearbox (7) are then generated in a torque manager (23), dependent upon the torque set value and the set operating status.

Abstract: A control unit (14) for regulating the transmission ratio of a transmission (8) which is located in a drive train together with a motor (1), in order to obtain braking assistance through the braking torque of the motor (1) is disclosed. The control unit comprises several signal inputs for receiving the desired braking torque (MSET) and the number of revolutions (nACT) of the motor (1) and/or the vehicle speed; a calculation unit for determining the suitable transmission ratio (ü) of the transmission (8) for achieving the desired braking torque in accordance with the desired braking torque (MSET) and the number of revolutions (nACT) or the vehicle speed; and a signal output for outputting a control signal (ü) which determines the transmission ratio of the transmission (8). An electrical generator (5) which feeds a battery (6) and which has an additional braking torque is located in the drive train.

Abstract: A drive-train control system is provided with an engine control system by which variables that influence the engine torque are controlled, a transmission control system by which a ratio of the transmission is controlled, and a map memory from which a set ratio of the transmission can be taken as a function of a torque demanded by the driver and of a variable linked to the vehicle speed, and the characteristics of which are defined in a vehicle-dependent manner taking into account the maximum possible torque.

Abstract: A method of determining setpoint values in motor vehicles that have at least two drive assemblies. Torque setpoint values are determined in separate evaluation branches for each of the drive assemblies as a function of a variable that characterizes the driver's requirement and as a function of operating variables of the motor vehicle. The specific strengths and weaknesses of the respective drive assembly are taken into account directly in the respective evaluation branch.

Abstract: A control unit (14) for regulating the transmission ratio of a transmission (8) which is located in a drive train together with a motor (1), in order to obtain braking assistance through the braking torque of the motor (1) is disclosed. The control unit comprises several signal inputs for receiving the desired braking torque (MSET) and the number of revolutions (NACT) of the motor (1) and/or the vehicle speed; a calculation unit for determining the suitable transmission ratio (ü) of the transmission (8) for achieving the desired braking torque in accordance with the desired braking torque (MSET) and the number of revolutions (NACT) or the vehicle speed; and a signal output for outputting a control signal (ü) which determines the transmission ratio of the transmission (8). An electrical generator (5) which feeds a battery (6) and which has an additional braking torque is located in the drive train.

Abstract: A method for driving a drive assembly in a drive system having an automatic transmission and an automatic clutch optionally coupling the drive assembly to the automatic transmission in order to transmit torque includes the following steps. Sensing whether a procedure, in particular a gearshift operation, is to be conducted. After the procedure has been sensed, predefining, for at least one time segment of the procedure which is to be carried out a prediction profile for an operational variable that characterizes the operating state of the drive assembly. And, driving the drive assembly based on the predefined prediction profile of the operational variable to minimize a deviation between the operational variable and the prediction profile.

Abstract: A method for driving a drive assembly in a drive system having an automatic transmission and an automatic clutch optionally coupling the drive assembly to the automatic transmission in order to transmit torque includes the following steps. Sensing whether a procedure, in particular a gearshift operation, is to be conducted. After the procedure has been sensed, predefining, for at least one time segment of the procedure which is to be carried out a prediction profile for an operational variable that characterizes the operating state of the drive assembly. And, driving the drive assembly based on the predefined prediction profile of the operational variable to minimize a deviation between the operational variable and the prediction profile.

Abstract: A brake signal which is triggered by the driver by activating the brake pedal is converted into a required braking torque. A setpoint value for the engine drag torque is determined on the basis of the braking torque. The transmission ratio of an automatic transmission is defined automatically as a function of the setpoint value for the engine drag torque by reference to a down-shift characteristic diagram. The characteristic curves of the diagram are defined with reference to the minimum engine torque.