Abstract: The shift sequence for a transmission ratio change of a vehicle drive train is determined depending on an operating state of the vehicle drive train existing upon the actual transmission ratio of the transmission device. The operating state is characterized by various operating state quantities of the vehicle drive train, which represent input quantities of a model representing the vehicle drive train. Output quantities of the model supply at least one target value that determines the shift sequence in terms of characterization and application as input quantities of an optimization routine, by which a minimization of the functional connection of at least one target value is carried out. The torque characteristics representing the shift sequence of devices of the vehicle drive train are determined depending on the minimum of the functional connection of at least one target value, taking into account the limits of the operating state quantities.

Abstract: A method for determining a shift sequence of a change of transmission ratio of a transmission device of a vehicle drive train is described. The shift sequence is determined depending on an operating state of the vehicle drive train existing upon the actual transmission ratio inserted in the transmission device. The operating state is characterized by various operating state quantities of the vehicle drive train, which represent input quantities of a model representing the vehicle drive train (B2).

Abstract: A split power transmission with a variable drive, a brake, a clutch, an integrating transmission containing a planetary set, the internal gear forming the output of the transmission, and an additional planetary set located between the drive shaft and the transmission. A portion of the transmission drive shaft power is transferable to the transmission which includes a secondary shaft located axially parallel to the variable drive. The power of the variable drive is directed towards the integrating transmission via the secondary shaft by using a defined transmission ratio. Torque division in the low cruising range and is achieved by locking the brake connecting the internal gear of the planetary set located between the drive shaft, and the transmission to the unit. Whereas in the high cruising range, by engaging the clutch the sun gear of the transmission is interlocked with the internal gear of the transmission.

Abstract: A split power transmission with a variable drive, a brake, a clutch, an integrating transmission containing a planetary set, the internal gear forming the output of the transmission, and an additional planetary set located between the drive shaft and the transmission. A portion of the transmission drive shaft power is transferable to the transmission which includes a secondary shaft located axially parallel to the variable drive. The power of the variable drive is directed towards the integrating transmission via the secondary shaft by using a defined transmission ratio. Torque division in the low cruising range and is achieved by locking the brake connecting the internal gear of the planetary set located between the drive shaft, and the transmission to the unit. Whereas in the high cruising range, by engaging the clutch the sun gear of the transmission is interlocked with the internal gear of the transmission.

Abstract: A power train control (1) for a vehicle (8) or an automotive machine with a prime mover (5) with a governor (2) and a continuously variable transmission (7) with a ratio control (3). The power train control (1) coordinates the ratio control and the governor issuing a theoretical speed n_mot_nom to the governor (2) for the prime mover (5) and a nominal transmission ratio i_nom to the ratio control (3). The power train control (1) is designed as a combination of two governors, the transmission output speed governor (9) and the governor (10) for relief of the prime mover (5). The transmission output speed governor (9) receives the transmission output speed n_out as a control variable and generates the nominal speed n_mot_nom for the prime mover (5) as a manipulated value, and the governor (10) for relief of the prime mover (5) by the speed n_mot of the prime mover (5) as a control value and a transmission ratio correction value &Dgr;i as a manipulated value.

Abstract: A gear control for reduces the thermal stress on switching components (2, 3, 4, 5, 6) of a reversing gear (1) for machines having an input shaft (8) and an output shaft (15) and at least one directional switch for forward motion (2) and one for reverse motion (3) and a downstream load-switchable switching set (4) with several switching components (5, 6) allocated to a gear. Here the switching components (2, 3, 5, 6) can be electrically and/or hydraulically controlled by a regulating and control device (12) in such a way that, during a switching operation, in addition to one of the directional switching components (2, 3) corresponding to the switching operation, at least one other switching components (5, 6) of the downstream switching set (4) lying in the power flow and fully engaged at the start of a reversal is set to a slip state under frictional load. The frictional load is thus distributed between the directional switching components (2, 3) and the other slipping switching components (5, 6).