Abstract: Load cycle oscillations in the drive train of a motor vehicle are reduced by detecting a change in available torque in the drive train, determining the period of a load cycle oscillation, and, at the commencement of the available torque change, applying at least one additional torque pulse, which causes an oscillation in phase opposition to the load cycle oscillation and which lasts half the period of the load cycle oscillation.

Abstract: Load cycle oscillations in the drive train of a motor vehicle are reduced by detecting a change in available torque in the drive train, determining the period of a load cycle oscillation, and, at the commencement of the available torque change, applying at least one additional torque pulse, which causes an oscillation in phase opposition to the load cycle oscillation and which lasts half the period of the load cycle oscillation.

Abstract: A drive train arrangement for a motor vehicle driven by an internal combustion engine. The engine output or torque of the internal combustion engine (1) is controllable by means of an engine output control (11) via a user-operated accelerator pedal (15). A friction-gearshift clutch (3) is arranged in the torque transmission path of the internal combustion engine (1). To allow the friction-gearshift clutch (3) to be designed for reduced transmission reliability, a slip control (39) reduces the engine output or torque of the internal combustion engine (1) for a time-limited period via the engine output control (11) when the friction-gearshift clutch (3) slips in its fully engaged state. To this end, the slip control (39) responds to a clutch position sensor (41) that detects the engagement position of the friction-gearshift clutch (3), and to speed sensors (43, 45) that detect the input and output speeds of the friction-gearshift clutch (3).

Abstract: For damping torsion vibrations in the drive line of a motor vehicle which contains a torsion vibration damper (5) between its internal combustion engine (1) and its gearbox (11), there is coupled to the output of the torsion vibration damper (5) an electric motor driven torque buffer (23) which compensates for any fluctuations in torque still present at the output of the torsion vibration damper (5) and occasioned by the firing sequence of the internal combustion engine (1). The torque buffer (23) is constructed after the fashion of a polyphase synchronous motor, the number of pairs of poles and possibly the rotary speed at which the magnetic fields rotates being so chosen that the angular cycle of the torque fluctuation exerted by the magnetic field on the rotor (31) of the torque buffer is equal to the angular cycle of the torque fluctuation originating from the firing sequence of the internal combustion engine (1). A control circuit (37) regulates the phasing of the magnetic field and its intensity.

Abstract: The torsional vibration damper for the drive line of a motor vehicle driven by an internal combustion engine comprises two main parts (1, 3) rotatable in relation to one another about a common rotation axis, which are rotationally elastically coupled with one another through at least one pair of springs (7, 9) arranged in series-connection with one another. A friction damper device (R.sub.2) stressable in the relative rotation of the main parts is connected in parallel with only one of the two springs (7, 9). A further friction damper device (R.sub.1) with a smaller friction torque can be connected additionally in parallel with the series-connection of the two springs (7, 9). In such a torsional vibration damper the friction damping is independent of the torque basic loading and essentially dependent only upon the torque vibration superimposed on this torque basic loading. In this way characteristic resonances of the drive line of a motor vehicle can be damped in a deliberate manner.