Abstract: A processor unit (3) is configured for executing an MPC algorithm (13) for model predictive control of an electric machine (8) of a drive train (7) of a motor vehicle (1). The MPC algorithm (13) includes a longitudinal dynamic model (14) of the drive train (7) and a cost function (15) to be minimized. The cost function (15) includes a first term, a second term, and a third term. The processor unit (3) is configured for determining an input variable for the electric machine (8) by executing the MPC algorithm (13) as a function of the first, second, and third terms such that the cost function is minimized.

Abstract: A tire (100) rolls on a surface (105). A method (600) for providing maximum traction coefficient between the tire (100) and the surface (105) include steps for detecting a momentary slip of the tire (100) on the surface (105); detecting a momentary traction coefficient; forming a tuple (410, 510) from the slip and the current traction coefficient; choosing a characteristic curve (205, 305) from a number of predetermined characteristic curves (205, 305) on the basis of the tuple (410, 510), whereby each characteristic curve (205, 305) describes a traction behavior of the tire (100) or a corresponding characteristic pitch; determining the maximum traction coefficient on the basis of the selected characteristic curves (205, 305); and thus providing the maximum traction coefficient.

Abstract: A transmission (G) includes an input shaft (GW1), an output shaft (GW2), an electric machine (EM), a plurality of planetary gear sets (P1-P3; 2P1-2P5), and gear-implementing shift elements (S1-S6; 2S1-2S5). Via engagement of a first of the gear-implementing shift elements (S1, 2S1), which is a force-locking shift element having a variable torque transmission capacity, the input shaft (GW1) and an element (E1, 22E1) of one of the planetary gear sets (P3; 2P4) can be brought into a fixed rotational speed relationship with respect to each other. Another element (E2, 22E2a, 22E2b) of one of the planetary gear sets (P1, 2P3, 2P5) is permanently connected to a rotor (R) of the electric machine (EM). By engaging an auxiliary shift element (ZS, 2ZSa, 2ZSb), which is a form-locking shift element, the rotor (R) and the input shaft (GW1) can be brought into a fixed rotational speed relationship with respect to each other.

Abstract: A method for estimating a probability distribution of the maximum coefficient of friction (?) at a current and/or future waypoint (s, s*) of a vehicle. According to the method, a first probability distribution (WV1) for the maximum coefficient of friction (?) at the waypoint (s) of the vehicle is determined by a Bayesian network from a first data set, which is, or was determined, for one, in particular current, waypoint (s) of the vehicle and which characterizes the maximum coefficient of friction (?) at the waypoint (s) of the vehicle.

Abstract: A transmission (G) includes an input shaft (GW1), an output shaft (GW2), an electric machine (EM), a plurality of planetary gear sets (P1-P3; 2P1-2P5), and gear-implementing shift elements (S1-S6; 2S1-2S5). Via engagement of a first of the gear-implementing shift elements (51, 2S1), which is a force-locking shift element having a variable torque transmission capacity, the input shaft (GW1) and an element (E1, 22E1) of one of the planetary gear sets (P3; 2P4) can be brought into a fixed rotational speed relationship with respect to each other. Another element (E2, 22E2a, 22E2b) of one of the planetary gear sets (P1, 2P3, 2P5) is permanently connected to a rotor (R) of the electric machine (EM). By engaging an auxiliary shift element (ZS, 2ZSa, 2ZSb), which is a form-locking shift element, the rotor (R) and the input shaft (GW1) can be brought into a fixed rotational speed relationship with respect to each other.

Abstract: A tire (100) rolls on a surface (105). A method (600) for providing maximum traction coefficient between the tire (100) and the surface (105) include steps for detecting a momentary slip of the tire (100) on the surface (105); detecting a momentary traction coefficient; forming a tuple (410, 510) from the slip and the current traction coefficient; choosing a characteristic curve (205, 305) from a number of predetermined characteristic curves (205, 305) on the basis of the tuple (410, 510), whereby each characteristic curve (205, 305) describes a traction behavior of the tire (100) or a corresponding characteristic pitch; determining the maximum traction coefficient on the basis of the selected characteristic curves (205, 305); and thus providing the maximum traction coefficient.

Abstract: A variator unit of a power-split continuously variable transmission device is fixed to a rotationally fixed component and has a primary side rotationally fixed to an input shaft and a secondary side rotationally fixed to each respective first element of the first and a second planetary gear sets via a third shaft. A third element of the first planetary gear set is rotationally fixed to a third element of the second planetary gear set via a fourth shaft and is fixable to the rotationally fixed component via a first shift element. A fifth shaft is rotationally fixed to a second element of the second planetary gear set, which is fixable to the rotationally fixed component via the third shift element, and is connectable to the input shaft via the second shift element. A second element of the first planetary gear set is rotationally fixed to the output shaft.

Abstract: A variator unit is fixed to a rotationally fixed component and has a secondary side rotationally fixed to an input shaft and a primary side rotationally fixed to a first element of a first planetary gear set. The input shaft is rotationally fixable via a second shift element to a second element of a second planetary gear set, which is fixable to the rotationally fixed component via a first shift element, and is rotationally fixed to a first element of a third planetary gear set. A second element of the first planetary gear set is fixed to the rotationally fixed component. A first element of the second planetary gear set is rotationally fixed to a third element of the third planetary gear set. A third element of the first planetary gear set is rotationally fixed to a third element of the second planetary gear set.

Abstract: A variator unit of a power-split continuously variable transmission is fixed to a rotationally fixed component and has a primary side rotationally fixed to an input shaft and a secondary side rotationally fixed to a first element of a second planetary gear set via a third shaft. A third element of a first planetary gear set is rotationally fixed via a fourth shaft to a second element of the second planetary gear set, which is fixable to the rotationally fixed component via a first shift element and connectable to the input shaft via a second shift element. A third element of the second planetary gear set is rotationally fixed via a fifth shaft to a first element of the first planetary gear set fixable to the rotationally fixed component via a third shift element. The second element of the first planetary gear set is rotationally fixed to an output shaft.

Abstract: A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K1) to the first shaft (1) and by the second shift element (K2) to the second shaft (2). The second shaft (2) is rotationally fixedly connectable by the fifth shift element (B2) to the housing (3). The third shaft (4) is rotationally fixedly connected to the third gear set element of the second planetary gear set (RS2) and to the first gear set element of the third planetary gear set and is rotationally fixedly connectable by the sixth shift element (B1) to the housing (3). The second gear set element of the third planetary gear set (RS3) is rotationally fixedly connected to the output shaft (Ab), and the third gear set element of the third planetary gear set (RS3) is rotationally fixedly connected to the second shaft (2).

Abstract: A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K3) to the first shaft (1) and the first shaft is rotationally fixedly connectable by the second shift element (B2) to the housing (2). A sun gear of the first planetary gear set (RS1) is rotationally fixedly connectable by the third shift element (K2) to the drive shaft (An). A carrier of the first planetary gear set (RS1) is rotationally fixedly connected to the output shaft (Ab) and to a ring gear of the second planetary gear set (RS2). A ring gear of the first planetary gear set (RS1) is rotationally fixedly connected to the second shaft (3), wherein the second shaft (3) is rotationally fixedly connectable by the fourth shift element (B1) to the housing (2).

Abstract: A method for estimating a probability distribution of the maximum coefficient of friction (?) at a current and/or future waypoint (s, s*) of a vehicle. According to the method, a first probability distribution (WV1) for the maximum coefficient of friction (?) at the waypoint (s) of the vehicle is determined by a Bayesian network from a first data set, which is, or was determined, for one, in particular current, waypoint (s) of the vehicle and which characterizes the maximum coefficient of friction (?) at the waypoint (s) of the vehicle.

Abstract: A method for determining a maximum adhesion limit between a tire and a substrate on which the tire is running in a longitudinal direction. The method includes detecting an instantaneous slip of the tire; detecting an instantaneous longitudinal force on the tire; determining an instantaneous coefficient of adhesion; forming a tuple from the detected slip and determined instantaneous coefficient of adhesion; and determining the adhesion limit. The adhesion limit is determined on the basis of the slope of a straight line passing through the origin and the tuple, if the slip is less than a first threshold value, or on the basis of the slope of a tangent passing through the tuple, if the slip is between the first threshold value and a second threshold value, or directly on the basis of the instantaneous coefficient of adhesion, if the slip is greater than the second threshold value.

Abstract: A method for determining a safe speed (v*) at a future waypoint (s*) of a vehicle moving along a route. In this step, at least one item of route data (in particular the curvature of the curve ?) characterizing the course of the route is determined. In addition, a first probability distribution (Pges) of a coefficient of friction (?) is provided at the current waypoint (s) and/or at the future waypoint (s*) of the vehicle. Subsequently a second probability distribution (Pv) of a vehicle speed (v) at the future waypoint (s*) is determined from the at least one item of route data (?) and from the first probability distribution (Pges). The safe speed (v*) is determined by statistical analysis from the second probability distribution (Pv).

Abstract: A variator unit of a power-split continuously variable transmission is fixed to a rotationally fixed component and has a primary side rotationally fixed to an input shaft and a secondary side rotationally fixed to a first element of a second planetary gear set via a third shaft. A third element of a first planetary gear set is rotationally fixed via a fourth shaft to a second element of the second planetary gear set, which is fixable to the rotationally fixed component via a first shift element and connectable to the input shaft via a second shift element. A third element of the second planetary gear set is rotationally fixed via a fifth shaft to a first element of the first planetary gear set fixable to the rotationally fixed component via a third shift element. The second element of the first planetary gear set is rotationally fixed to an output shaft.

Abstract: A variator unit is fixed to a rotationally fixed component and has a secondary side rotationally fixed to an input shaft and a primary side rotationally fixed to a first element of a first planetary gear set. The input shaft is rotationally fixable via a second shift element to a second element of a second planetary gear set, which is fixable to the rotationally fixed component via a first shift element, and is rotationally fixed to a first element of a third planetary gear set. A second element of the first planetary gear set is fixed to the rotationally fixed component. A first element of the second planetary gear set is rotationally fixed to a third element of the third planetary gear set. A third element of the first planetary gear set is rotationally fixed to a third element of the second planetary gear set.

Abstract: A variator unit of a power-split continuously variable transmission device is fixed to a rotationally fixed component and has a primary side rotationally fixed to an input shaft and a secondary side rotationally fixed to each respective first element of the first and a second planetary gear sets via a third shaft. A third element of the first planetary gear set is rotationally fixed to a third element of the second planetary gear set via a fourth shaft and is fixable to the rotationally fixed component via a first shift element. A fifth shaft is rotationally fixed to a second element of the second planetary gear set, which is fixable to the rotationally fixed component via the third shift element, and is connectable to the input shaft via the second shift element. A second element of the first planetary gear set is rotationally fixed to the output shaft.

Abstract: A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K1) to the first shaft (1) and by the second shift element (K2) to the second shaft (2). The second shaft (2) is rotationally fixedly connectable by the fifth shift element (B2) to the housing (3). The third shaft (4) is rotationally fixedly connected to the third gear set element of the second planetary gear set (RS2) and to the first gear set element of the third planetary gear set and is rotationally fixedly connectable by the sixth shift element (B1) to the housing (3). The second gear set element of the third planetary gear set (RS3) is rotationally fixedly connected to the output shaft (Ab), and the third gear set element of the third planetary gear set (RS3) is rotationally fixedly connected to the second shaft (2).

Abstract: A transmission for a motor vehicle wherein the drive shaft (An) is rotationally fixedly connectable by the first shift element (K3) to the first shaft (1) and the first shaft is rotationally fixedly connectable by the second shift element (B2) to the housing (2). A sun gear of the first planetary gear set (RS1) is rotationally fixedly connectable by the third shift element (K2) to the drive shaft (An). A carrier of the first planetary gear set (RS1) is rotationally fixedly connected to the output shaft (Ab) and to a ring gear of the second planetary gear set (RS2). A ring gear of the first planetary gear set (RS1) is rotationally fixedly connected to the second shaft (3), wherein the second shaft (3) is rotationally fixedly connectable by the fourth shift element (B1) to the housing (2).