Abstract: A method for operating a drivetrain for a motor vehicle, said method includes: reducing a transmission torque transmitted between a primary drive axle operatively connected with a secondary drive axle of the motor vehicle via a clutch configured to allow adjustment of the transmission torque when determining at the secondary drive axle a wheel slip which exceeds a defined slip threshold value.

Abstract: A method for operating a drive train of a motor vehicle includes the steps: detecting at least one variable; quantifying and/or influencing a movement of the motor vehicle; depending on the variable, switching on an all-wheel drive of the motor vehicle; wherein it is estimated on the basis of the at least one variable whether a relevant driving situation is impending and in this case the all-wheel-drive is switched on before occurrence of the relevant driving situation. A system for operating a drive train of a motor vehicle is also disclosed.

Abstract: A method for operating a drivetrain for a motor vehicle, said method includes: reducing a transmission torque transmitted between a primary drive axle operatively connected with a secondary drive axle of the motor vehicle via a clutch configured to allow adjustment of the transmission torque when determining at the secondary drive axle a wheel slip which exceeds a defined slip threshold value

Abstract: A method for operating a drive train of a motor vehicle includes the steps: detecting at least one variable; quantifying and/or influencing a movement of the motor vehicle; depending on the variable, switching on an all-wheel drive of the motor vehicle; wherein it is estimated on the basis of the at least one variable whether a relevant driving situation is impending and in this case the all-wheel-drive is switched on before occurrence of the relevant driving situation. A system for operating a drive train of a motor vehicle is also disclosed.

Abstract: In a motor vehicle having two, in particular electrical, drives, a partial torque is in each case intended to be assigned to the individual drives from a demanded total torque, to be precise taking account of the energy efficiency on the one hand and the stability of the vehicle on the other hand. A first controller is responsible for taking account of the energy efficiency, and predetermines a bandwidth of possible partial torques for an individual drive. This bandwidth may be restricted by a second controller, when driving stability requires this. The second controller is coupled to appropriate sensors (yaw rate sensor, lateral acceleration sensor, longitudinal acceleration sensor) and knows the steering angle ?. In the course of interchanging data signals with a first control device, the partial torques are defined with the involvement of the second control device, for which purpose the first control device emits control commands.

Abstract: In a vehicle having an all-wheel drive system in which the front axle and the rear axle of the vehicle can be driven with differently sized front-axle and rear-axle torques, a rotational-speed difference between a front-axle-side rotational speed and a rear-axle-side rotational speed is established from a torque difference between the front-axle and rear-axle torques. The vehicle includes a unit for determining a road friction coefficient, which unit measures the rotational-speed difference and determines the road friction coefficient based on a value pair derived from the rotational-speed difference and the torque difference or determined from a parameter correlating therewith.

Abstract: In a vehicle having an all-wheel drive system in which the front axle and the rear axle of the vehicle can be driven with differently sized front-axle and rear-axle torques, a rotational-speed difference between a front-axle-side rotational speed and a rear-axle-side rotational speed is established from a torque difference between the front-axle and rear-axle torques. The vehicle includes a unit for determining a road friction coefficient, which unit measures the rotational-speed difference and determines the road friction coefficient based on a value pair derived from the rotational-speed difference and the torque difference or determined from a parameter correlating therewith.

Abstract: The invention relates to an axle drive device for an axle of a motor vehicle, with a drive assembly and a differential. Here, it is provided that the drive assembly is in the form of an electrical drive assembly and the differential has at least one override unit. The invention furthermore relates to a motor vehicle.

Abstract: In a motor vehicle having two, in particular electrical, drives, a partial torque is in each case intended to be assigned to the individual drives from a demanded total torque, to be precise taking account of the energy efficiency on the one hand and the stability of the vehicle on the other hand. A first controller is responsible for taking account of the energy efficiency, and predetermines a bandwidth of possible partial torques for an individual drive. This bandwidth may be restricted by a second controller, when driving stability requires this. The second controller is coupled to appropriate sensors (yaw rate sensor, lateral acceleration sensor, longitudinal acceleration sensor) and knows the steering angle ?. In the course of interchanging data signals with a first control device, the partial torques are defined with the involvement of the second control device, for which purpose the first control device emits control commands.

Abstract: The invention relates to an axle drive device (4) for an axle (2, 3) of a motor vehicle (1), with a drive assembly (5, 13) and a differential (6, 14). Here, it is provided that the drive assembly (5) is in the form of an electrical drive assembly and the differential (6) has at least one superposition unit (7, 8). The invention furthermore relates to a motor vehicle (1).