Abstract: For operation of a motor vehicle (2) having a propulsion system (4), when a critical operating state (STATE_CRIT) occurs and/or an operating error (ERROR) of the motor vehicle (2) and/or of the propulsion system (4) of the motor vehicle (2) occurs, the critical operating state (STATE_CRIT) and/or the operating error (ERROR) are signalled to a driver of the motor vehicle (2) by a reaction of the propulsion system (4) and/or by a reaction of the motor vehicle (2) which can be perceived by the driver.

Abstract: For the operation of a motor vehicle (2), when a critical (CRIT) operation state (STATE) of the motor vehicle (2) and/or a drive system (4) of the motor vehicle (2) is detected in which an operation error (ERROR) can occur, a driver of the motor vehicle (2) is signaled (SIG) that there is a critical (CRIT) operation state (STATE). When the operation error (ERROR) occurs, the system is switched into a limited operation (LIMIT) of the drive system (4).

Abstract: For operation of a motor vehicle (2) having a propulsion system (4), when a critical operating state (STATE_CRIT) occurs and/or an operating error (ERROR) of the motor vehicle (2) and/or of the propulsion system (4) of the motor vehicle (2) occurs, the critical operating state (STATE_CRIT) and/or the operating error (ERROR) are signalled to a driver of the motor vehicle (2) by reaction of the propulsion system (4) and/or by reaction of the motor vehicle (2) which can be perceived by the driver.

Abstract: For the operation of a motor vehicle (2), when a critical (CRIT) operation state (STATE) of the motor vehicle (2) and/or a drive system (4) of the motor vehicle (2) is detected in which an operation error (ERROR) can occur, a driver of the motor vehicle (2) is signaled (SIG) that there is a critical (CRIT) operation state (STATE). When the operation error (ERROR) occurs, the system is switched into a limited operation (LIMIT) of the drive system (4).

Abstract: In a method for parameter-related driver input gauging in motor vehicles, with the position of a moveable control element being determined, a theoretical maximum value of at least a parameter relevant for the drive system is defined and an actually recallable value of this parameter is determined. A change from a static to a dynamic driver input gauging is carried out below the actually recallable value of the parameter relevant for the drive system. A static gauging is carried out in a lower value range of this parameter such that the maximum displacement of the movable control element is assigned to the theoretical maximum value of the parameter, and if a threshold of the driver input is exceeded in an upper value range, a dynamic gauging is carried out such that the maximum displacement of the moveable control element is assigned to an actually recallable value of the parameter.

Abstract: In a method for parameter-related driver input gaging in motor vehicles, with the position of a moveable control element being determined, a theoretical maximum value of at least a parameter relevant for the drive system is defined and an actually recallable value of this parameter is determined. A change from a static to a dynamic driver input gaging is carried out below the actually recallable value of the parameter relevant for the drive system. A static gaging is carried out in a lower value range of this parameter such that the maximum displacement of the movable control element is assigned to the theoretical maximum value of the parameter, and if a threshold of the driver input is exceeded in an upper value range, a dynamic gaging is carried out such that the maximum displacement of the moveable control element is assigned to an actually recallable value of the parameter.

Abstract: A method for determining the driver torque setpoint uses inputs from a drive pedal sensor, which senses the pedal position of a drive pedal. Depending on at least one switching parameter, different modes of calculation are activated, thus enabling the pedal position to be assigned to the driver torque setpoint. After the switchover from an old mode of calculation to a new mode of calculation, the driver torque setpoint is progressively adjusted, starting from the driver torque setpoint under an old interpretation of the pedal position, corresponding to the old set of characteristics, towards the driver torque setpoint under a new interpretation of the pedal position, corresponding to the new set of characteristics, and specifically in dependence on the time graph of the pedal position and simultaneously as a function of time, disregarding the time graph of the pedal position.

Abstract: With a method for converting a fuel quantity (MF) into a torque (TQ) in an internal combustion engine, the efficiency (H) of the internal combustion engine is determined at the current operating point prior to the conversion as the ratio of actual torque (TQ) and actual fuel quantity (MF), and the required torque (MF) is determined from the efficiency (H) and the fuel quantity (MF).

Abstract: A method for determining the driver torque setpoint uses inputs from a drive pedal sensor, which senses the pedal position of a drive pedal. Depending on at least one switching parameter, different modes of calculation are activated, thus enabling the pedal position to be assigned to the driver torque setpoint. After the switchover from an old mode of calculation to a new mode of calculation, the driver torque setpoint is progressively adjusted, starting from the driver torque setpoint under an old interpretation of the pedal position, corresponding to the old set of characteristics, towards the driver torque setpoint under a new interpretation of the pedal position, corresponding to the new set of characteristics, and specifically in dependence on the time graph of the pedal position and simultaneously as a function of time, disregarding the time graph of the pedal position.

Abstract: With a method for converting a fuel quantity (MF) into a torque (TQ) in an internal combustion engine, the efficiency (H) of the internal combustion engine is determined at the current operating point prior to the conversion as the ratio of actual torque (TQ) and actual fuel quantity (MF), and the required torque (MF) is determined from the efficiency (H) and the fuel quantity (MF).