Abstract: The invention relates to a method for controlling a shift process in a dual-clutch gearbox having a dual-clutch gearbox input shaft connected to a drive engine, having two friction clutches and having two partial gearboxes.

Abstract: A vehicle driveline control system includes monitoring when the transmission is in gear and the clutch is left open. If that condition exists for a selected amount of time, the controller provides an indication to the driver regarding the open clutch status. In one example, the controller alters the RPM rate of the engine to provide audible feedback to the driver. For example, the controller raises the engine RPM rate from an idle rate to a higher rate to simulate what the driver hears upon vehicle launch. A variety of indicators and control strategies may be used with a system designed according to this invention.

Abstract: What is described is a control system for controlling the driving-away maneuver in a motor vehicle provided with a gearbox comprising a primary input shaft which can be coupled to a drive shaft of a propulsion system of the vehicle by means of a servo-assisted friction clutch, wherein a control unit receives at its input signals indicating a command imparted by the driver of the motor vehicle by operating the accelerator pedal, and generates—on the basis of a mathematical reference model—reference torque request signals indicating the reference torques requested from the drive shaft and from the friction clutch during the driving-away manoeuvre, and also generates—by comparison between signals indicating the estimated angular velocities of the drive shaft and of the primary gear shaft, and detected signals indicating the actual angular velocities of the drive shaft and of the primary gear shaft—corresponding corrective contributions, in such a way as to construct command signals for controlling torque actuato

Abstract: A vehicle control system is comprised of a controller which is arranged to select an optimal mode adapted to a driving point of a vehicle from an optimal mode map of defining a plurality of running modes of the vehicle, to detect a generation of a mode transition in the optimal mode map, and to hold a current running mode selected before the transition for a holding time period when the generation of the mode transition is detected.

Abstract: A shift control device is provided for a vehicle transmission having first and second clutches arranged to be selectively engaged when one of gear ranges in first and second gear groups, respectively, is selected. The shift control device includes a rotational speed detecting section, a deceleration detecting section, a rotational speed estimating section, a gear determining section and a pre-shifting section. The rotational speed estimating section is configured to determine an estimated rotational speed of a drive source after downshifting based on a current rotational speed and a deceleration rate. The pre-shifting section is configured to control the vehicle transmission to achieve a waiting state before switching engagement states of the first and second clutches to obtain a next gear range when the next gear range is on a downshift side of a current gear range and the estimated rotational speed is lower than a first prescribed rotational speed.

Abstract: A method for maintaining a fuel cut function in a vehicle wherein, depending on the rate of vehicle deceleration, the pressure upon the lock-up and shift clutches associated with the vehicle's automatic transmission is changed accordingly. This is unlike prior practice, where a fixed pressure was applied to the lock-up and shift clutches at all deceleration rates. In the present invention, if the rate of deceleration is small, the pressure applied to the shift and lock-up clutches is low; there is no increase of the applied pressures. If the rate of deceleration is moderate, the pressure on the lock-up and shift clutches is moderately increased. If the rate of deceleration is high, there is no increase of the applied pressures. Further, if the rate of deceleration is high, the lock-up clutch is completely disengaged.

Abstract: A method for controlling an actuating device in an automated shifting system of a motor vehicle. The position of the actuating device is determined by a path measurement system. The actuating device can be controlled by a pressure regulation device, including a pressure medium reservoir, at least two pressure lines and a switching valve for connecting a first pressure line to a pressure medium line leading to the pressure chamber of the actuating device, and a pressure regulating device for adapting the pressure level of the main pressure line to the control pressure level of the actuating device. By appropriately controlling the pressure regulation device before the piston of the actuating device moves in the intended direction, it is moved in the direction opposite to the intended movement direction. When this movement direction is registered the movement direction is changed to the intended movement direction.

Abstract: The invention relates to a dual clutch transmission with two friction clutches and a method for controlling it, where the two friction clutches are actuated by means of electromechanical disengaging units. To counteract lockup of the dual clutch transmission in the event of a failure of an electric motor, the functional capability of the electric motors is monitored. If the function of an electric motor is deficient or lacking, a signal is generated in the control device that brings about in the program sequence of the transmission control system a disengagement of all of the gears that are situated in a sub-drivetrain whose friction clutch is actuated by the affected electric motor. In this way it is possible to prevent lockup of the dual clutch transmission during a malfunction of an electric motor during a state in which torque is being transmitted to the sub-drivetrain, even if the disengaging device is of self-holding design or is locked up during the malfunction.

Abstract: A work machine includes an internal combustion (IC) engine, and an infinitely variable transmission (IVT) coupled with the IC engine. The IVT includes an adjustable module and a mechanical module, with an adjustable input/output (I/O) ratio. A clutch is coupled with the mechanical module and has an output. An adjustable operator input device provides an output signal representing a power limit control. At least one electrical processing circuit is coupled with the operator input device and configured for controlling a selected combination of the I/O ratio and the clutch output, dependent upon the output signal from the operator input device.

Abstract: At the time of shifting from one gear train among a plurality of gear trains to another gear train, a transmission for controlling a transfer torque variable mechanism and supplementing torque during shifting, during a period of transferring at least a part of torque of an engine by the transfer torque variable means, controls so as to generate engine torque larger than engine torque before the period at least once and carries out shifting.

Abstract: A gearshifting unit for a vehicle transmission (6) comprising a main transmission part (10) manually shifted by the vehicle driver using a gearshift lever (16) and one range change group transmission (14) shifted by valves (44, 46). The gearshifts are manually preselectable by the vehicle driver using a gearshift lever (16), the same as a power assistance device (74) for shifting the gear steps in the main transmission part (10) and one electronic control device (20) which actuates the valves (44, 46). In a method for reducing the power assistance, a neutral position is detected in the manually shifting main transmission part (10) and once the neutral position is determined, the gearshift begins in the range change group transmission part (14) and the power assistance is engaged with a delay.

Abstract: In a vehicle power transmission device equipped with an automatic clutch, the gear-change for shifting up is effected suppressing a sudden increase in the engine rotational speed that results when the automatic clutch is disconnected, preventing deterioration in the drive feeling caused by the change of gear such as a shock due to the change of gear. At the time of changing the gear for shifting up, an engine controller (11) executes a pre-reduction control for decreasing the output of the engine 1 for a predetermined period of time prior to disconnecting the clutch (3). Since the engine output has been decreased, the rotational speed of the engine (1) does not suddenly rise despite the vehicle traveling load is removed as a result of disconnecting the clutch 3.

Abstract: A transmission controller can be configured to initially operate a shift actuator to start a gear change process. Additionally, the controller can be configured to perform a process for reducing engine driving force, such as, but without limitation, an ignition delaying process, a fuel injection quantity reducing process, an air quantity reducing process, or another process simultaneously with the initiation of the gear change. After an elapse of a predetermined time from initiation of gear change, a clutch actuator can be operated to start disconnection of a clutch.

Abstract: A control apparatus of a vehicle, includes: an internal combustion engine, equipped on the vehicle; a transmission, including a normally open wet clutch for transmitting or interrupting drive force from the internal combustion engine, and a group of gears which are made to mesh with synchronizing mechanisms for attaining a predetermined change of gear; a shift lever, which can select through a manual operation thereof a drive force cut-off position where transmission of drive force from the internal combustion engine to drive road wheels is cut off; an internal combustion engine controller, controlling the internal combustion engine, and stopping the internal combustion engine when receiving a first control stop signal; a transmission controller, controlling the clutch and the synchronizing mechanisms via an actuator which is actuated by a power source driven by the internal combustion engine, when the shift lever is in the drive force cut-off position, the transmission controller disengaging the clutch and m

Abstract: A target value of a reduction rate of a difference in clutch rotational number can be set on the basis of a result of detection of a throttle opening sensor and the target value setting table in half-clutch control. Then, the difference in clutch rotational number can be calculated on the basis of an engine rotational number detected by an engine rotational number sensor and a main shaft rotational number calculated on the basis of a driving shaft rotational number detected by a vehicle speed sensor to calculate an actual reduction rate of the difference in clutch rotational number. On the basis of the difference between the set target value and the calculated actual reduction rate, a speed is set for connecting the clutch so that the actual reduction rate would approach the target value.

Abstract: A method of automatically matching engine speed to vehicle speed while a manual transmission is shifted. The currently selected speed ratio is determined from the ratio of engine speed and vehicle speed. The operator initiates a shift by disengaging the clutch. The operator's throttle inputs before and after clutch disengagement imply whether he wishes an upshift of one speed ratio or a downshift of one or two speed ratios. While the clutch is disengaged, the engine computer acts to bring the engine to the speed needed for smooth reengagement of the clutch. Engine speed control returns to the operator upon clutch engagement.

Abstract: A method for detecting a rotational direction of the secondary side of a starting clutch in a motor vehicle string comprising the steps of determination of the primary speed of rotation of the primary side and of the secondary speed of rotation of the starting clutch. If the secondary speed of rotation is greater than the primary speed of rotation, an actuator operates in a closing direction, whereby the degree of closure of the starting clutch is adjusted to be dependent upon the acceleration of the secondary speed of rotation. A specified value for a rotational speed of the driving motor is produced which represents the secondary speed of rotation. To the extent that this value exceeds the value of the primary rotational speed, the rotational speed of the motor is regulated to the specified value. If the primary and secondary rotational speeds are equivalent within a preselected period of time, then detecting the same rotational direction for the primary and secondary sides of the starting clutch.

Abstract: A shift-by-speech transmission system allows a driver or a motorcyclist to choose a desired gear by voice commands. Conventional sequential semi-manual shifting only allows the driver to shift one gear up or down from a current gear using a gearshift lever or a paddle shifter. The level of driver engagement in existing semi-manual shifters leaves much to be desired for many auto enthusiasts. An intuitive and engaging shift-by-speech technology disclosed in the present invention, called “VoiceShift”, allows the driver or the motorcyclist to switch gears by voice commands. VoiceShift also allows the driver or the motorcyclist to skip gears to up-shift and down-shift as desired, as long as a desired gear does not result in mechanically-detrimental situations.

Abstract: An oil pressure control apparatus for an automatic transmission includes a calculating means for calculating, on the basis of a transmission output shaft rotational speed, at a time of a shift operation from a neutral shift stage to another shift stage appropriate to a vehicle driving condition, output-side rotational speeds of frictional engagement elements, and a shift stage selecting means for selecting a shift stage, in which oil with line pressure is supplied to a first frictional engagement element, from among the frictional engagement elements, and in which a minimum difference exists between the output-side rotational speed of the first frictional engagement element and an input-side rotational speed of a second frictional engagement element, from among the plural frictional engagement elements. The second frictional engagement element corresponds to the first frictional engagement element for the shift stage selected by the shift stage selecting means.

Abstract: A method for operating a drive mechanism comprising bringing a mobile element into a predetermined reference position with the help of an engine and setting an absolute position signal to a reference value allocated to a reference position; changing the position of the mobile element with the help of the engine and creating an incremental position measurement signal, depending on the change in position, for the mobile element; controlling the incremental position measurement signal and following the absolute position signal when a change in the incremental position measurement signal occurs; repositioning the mobile element in the reference position with assistance of the engine and determining the position value indicated by the absolute position signal in the reference position; determining a difference value from the position value and the reference value and saving the difference value in a data storage; and, repeating steps b) through e) are performed at least once.

Abstract: A method for controlling engine torque of a hybrid electric vehicle with an electronic throttle control when an engine is restarted after an idle-stop state includes: transmitting torque restriction information to an engine control unit, outputting a restricted torque from the engine control unit using the torque restriction information, transmitting an input torque of the engine to a continuously variable transmission by a clutch operation according to a control of the engine control unit, and supplying a clutch control hydraulic pressure based on the input torque.

Abstract: What is described is a control system for controlling the coupling between a driveshaft of a motor vehicle propulsion system and a primary input shaft of a gearbox by means of a servo-assisted friction clutch. A control unit receives at its input signals indicating a command imparted by the driver of the motor vehicle by operating the accelerator pedal in a driving-away or gear-changing manoeuvre, and generates—on the basis of a mathematical reference model—reference torque request signals indicating the reference torques requested from the driveshaft and from the friction clutch, the said request signals or data varying in time in such a way as to cause synchronization between the angular velocities of the driveshaft and of the primary gear shaft to be reached at the same moment as the difference between the angular accelerations of the said shafts becomes zero.

Abstract: A control for an automated mechanical transmission system (10) including, an automated master clutch (20/39). The system controller (46) will sense vehicle operating conditions (54) to command the most appropriate of dynamic shifts performed with the master clutch engaged or dynamic shifts performed by disengaging and then re-engaging the master clutch.

Abstract: Method and arrangement for providing an automatic gearshift procedure for a vehicle with engaged clutch-dependent power take-off (32) when the vehicle is in motion. The power take-off (32) is driven by an engine (1) via an automated disk clutch (3) and an automatic stage-geared gearbox (9) in which an intermediate shaft (11) for driving the power take-off (32) is arranged. The control unit (45) controls the gearbox (9), the disk clutch (3) and the engine (1) so that shifting when the vehicle is in motion can take place even with an engaged clutch-dependent power take-off (32).

Abstract: The invention relates to power management of a off-highway vehicle. A power management apparatus is described as a vehicle control unit coupled to a vehicle and the vehicle control unit is in communication with an engine and a transmission controller. In response to power management input, the vehicle control unit sends a message to the transmission controller commanding a maximum torque limit based on the maximum drivetrain torque. The maximum torque limit is configured to optimize power to the vehicle implement.

Abstract: A target value of a reduction rate of a difference in clutch rotational number can be set on the basis of a result of detection of a throttle opening sensor and the target value setting table in half-clutch control. Then, the difference in clutch rotational number can be calculated on the basis of an engine rotational number detected by an engine rotational number sensor and a main shaft rotational number calculated on the basis of a driving shaft rotational number detected by a vehicle speed sensor to calculate an actual reduction rate of the difference in clutch rotational number. On the basis of the difference between the set target value and the calculated actual reduction rate, a speed is set for connecting the clutch so that the actual reduction rate would approach the target value.

Abstract: Fuel mileage and shift feel are significantly enhanced from an upshift control method of an automatic transmission that includes determining whether a fuel cut control is executed when the damper clutch is in the direct engagement state before an upshift. Performing a hydraulic pressure duty control for the damper clutch, on the basis of at least one control parameter, such that a shift feel is enhanced while the upshift is being progressed and the fuel cut control is executed.

Abstract: The power train (1) includes a controlled drive source (3), a clutch (6), an automatically shifting transmission (7) and a data transmission device (2). The power train contains an additional drive source (12) and is fitted with a control system by means of which a correction value (K pid) for the drive source torque is generated on the basis of the comparison of the actual behavior of the drive train with a modeled behavior of a drive train fitted with a hydrodynamic torque converter. The behavior of a torque converter is simulated by a regulating circuit (21–27).

Abstract: At the time of shifting from one gear train among a plurality of gear trains to another gear train, a transmission for controlling a transfer torque variable mechanism and supplementing torque during shifting, during a period of transferring at least a part of torque of an engine by the transfer torque variable means, controls so as to generate engine torque larger than engine torque before the period at least once and carries out shifting.

Abstract: A control for an automated mechanical transmission system (10) including, an automated master clutch (20/39). The system controller (46) will sense vehicle operating conditions (54) to command the most appropriate of dynamic shifts performed with the master clutch engaged or dynamic shifts performed by disengaging and then re-engaging the master clutch.

Abstract: Described is a method for controlling and regulating a drive train of a vehicle comprising one drive unit, one transmission and one output unit. The transmission has controllable free-wheel device corresponding with toothed wheel pairs for disconnecting or connecting an old or a new gear and located on the input side one clutch. In the presence of a shifting signal for carrying out a higher traction shift, an input torque of the drive unit is quickly reduced so that a first vibration is induced in the drive unit. During a subsequent shifting, an operative connection is abruptly created between a free-wheel device and a toothed wheel pair corresponding therewith in a manner such that a second vibration counteracting the first vibration is produced in the drive train. With the engagement of the new gear the operative connection of the old gear is canceled as a result of a torque reversal from a pull torque to a push torque.

Abstract: An engine control system and method adjusts vehicle driveability based on input from a vehicle operator. A selector switch includes a plurality of selector settings corresponding to a plurality of drive modes. The selector switch is moveable between the plurality of selector settings by the vehicle operator. A controller communicates with the selector switch and includes a plurality of predetermined drive settings corresponding to the plurality of drive modes. The controller utilizes predetermined transmission shift points, torque converter slip and throttle position progression data based on a current selector setting chosen by the vehicle operator.

Abstract: A vehicular transmission system is disclosed that includes an engine, a transmission having an input shaft, a master friction clutch for drivingly connecting the engine to the transmission, an inertia brake for selectively controlling rotation of the input shaft, and at least one control unit. The control unit includes logic rules that selectively disable operation of the inertia brake in response to a system operating condition during at least one mode of operation of the vehicular transmission system. The system also includes at least one input corresponding to a system operating condition and at least one output corresponding to a command to log a fault or disable operation of the inertia brake in response to the system operating condition during the at least one mode of operation. A control system and method for operating the vehicular transmission system are also disclosed.

Abstract: In either a pull-mode operating state or a push-mode operating state, a clutch arrangement assigned to the first gearbox input shaft and a clutch arrangement assigned to the second gearbox input shaft are actuated in such a way and a torque-generating arrangement comprising a drive unit is controlled in such a way that, when a shift is to be made between a first gear assigned to a first gearbox input shaft and a second gear assigned to a second gearbox input shaft, at least one of the following criteria with respect to the shifting sequence comprising the shift in question is fulfilled: (1) during the shifting sequence, the torque present at the gearbox output shaft is at least approximately constant or changes monotonically; (2) during the shifting sequence, the vehicle accelerates in an essentially monotonically increasing or in an essentially monotonically decreasing manner.

Abstract: A method and an arrangement for monitoring a computing element in a motor vehicle are suggested. The computing element generates, with the aid of the program modules, at least one output quantity for controlling at least one function in the motor vehicle in dependence upon at least one input quantity. At least one program module or at least a part thereof is selected for monitoring the correct function of the computing element (12). This at least one selected module or the at least one selected part thereof or a copy is run through in the computing element (12) on the basis of test data and the result of the test data computation is compared to a pregiven result for fault detection.

Abstract: A system is described for minimizing engine torque disturbances that would otherwise cause degraded drive feel by a vehicle driver. The system utilizes multiple torque transmission paths of a transaxle unit mounted to the engine. The system manipulates the torque transmitted by adjusting the clutches of multiple torque transmission paths so that the torque disturbance in the engine results in relatively constant vehicle drive torque. In one example, a potential torque increase at high speed and low airflow that may be cause using electronically actuated valves is compensated for using multiple paths of the transmission. In this way, relatively constant output torque can be maintained.

Abstract: A method of controlling hydraulic shift clutch actuators in an automatic speed change power transmission of the type having an electronic controller (TCU) for energizing a solenoid operated valve to control each hydraulic clutch actuator. A pressure sensor is disposed to sense the hydraulic pressure (Ps) to each clutch actuator and provides an electrical signal to the TCU which also receives a clutch pressure command signal (Pc) from the vehicle powertrain computer. The TCU computes the differential &Dgr;P=Pc−Ps and determines the valve energization current IE from known relationships between &Dgr;P and the percentage of maximum valve current and repeats the process in real time to adjust IE until &Dgr;P is negligible.

Abstract: A method for controlling the gear release in an automated multi-speed drive in a vehicle drive with a drive motor and a separating clutch positioned between the drive motor and the multi-speed drive that the events “application of a shifting power” and “opening of the separating clutch” are determined dependent on reaching certain vehicle accelerations (agear—release, aclutch—engage). The vehicle acceleration (aveh) decreases at the beginning of the shifting process due to the reduction of the fuel injection quantity (EM) supplied to the drive motor.

Abstract: A vehicle drive control apparatus includes an engine that generates power through combustion of fuel, an automatic transmission that transmits a reverse input from a driving wheel to the engine and automatically performs a gear shifting among a plurality of forward gear stages each having a different gear ratio, a fluid power transmission device interposed between the automatic transmission and the engine for transmitting power through fluid, the fluid power transmission device having a lock-up clutch, and a controller.

Abstract: A control for an automated mechanical transmission system (10) including, an automated master clutch (20/39). The system controller (46) will sense vehicle operating conditions (54) to command the most appropriate of dynamic shifts performed with the master clutch engaged or dynamic shifts performed by disengaging and then re-engaging the master clutch.

Abstract: An apparatus for moving an electrically controlled bicycle derailleur from a first sprocket to a second sprocket comprises a derailleur position input for receiving a signal indicating a position of the derailleur; a memory storing a first reference derailleur position for the second sprocket; and a motion control circuit that provides a plurality of signals to move the derailleur from the first sprocket to the second sprocket. The plurality of signals comprises a first signal generated when the derailleur initially moves away from the first sprocket and a second signal generated when the derailleur is in close proximity to the second sprocket.

Abstract: A system is described for minimizing engine torque disturbances that would otherwise cause degraded drive feel by a vehicle driver. The system utilizes multiple torque transmission paths of a transaxle unit mounted to the engine. The system manipulates the torque transmitted by adjusting the clutches of multiple torque transmission paths so that the torque disturbance in the engine results in relatively constant vehicle drive torque. In one example, a potential torque increase at high speed and low airflow that may be cause using electronically actuated valves is compensated for using multiple paths of the transmission. In this way, relatively constant output torque can be maintained.

Abstract: Simulated or “mock” continuously variable transmission shift strategies are used in an electromechanically actuated automotive transmission having reduced ratios steps in its upper ratio ranges. In one described embodiment, a 12-speed truck transmission consists of a five-speed main section and an auxiliary section that includes splitter and range sub-sections to provide the 12 ratios. Separate shift strategies are directed to fuel economy and power optimization modes; driver throttle demand determines the mode. Both strategies are targeted to the upper gear ratios, which represent the ratios subject to approximately ninety percent (90%) of vehicular operation. In the described embodiment, the applicable affected ratios are gears 7-12. In the described embodiments, the shift strategies are carried out by embedded software subject to the command of an electronic power train control module.

Abstract: A semi-automatic transmission comprises an input shaft; a countershaft; constantly meshed gears arranged between the input shaft and the countershaft; and an electrically controlled dog clutch operatively disposed on one the input shaft and the countershaft. The dog clutch is of a type which is free of a synchronizing mechanism and fastens one of the meshed gears to a corresponding one of the input shaft and the countershaft when operated, thereby to establish a given torque transmission path from the input shaft to the countershaft. An electromagnetic multiple disc clutch is employed, which has an input part adapted to be driven by an engine and an output part connected to the input shaft. A control unit is further employed, which controls the dog clutch in accordance with information signals applied thereto.

Abstract: A system for controlling an automated mechanical change-gear transmission system including a processing unit for processing inputs according to predetermined logic rules to determine currently engaged and allowably engaged gear ratios and throttle positions, for changing between automatic and semi-automatic transmission modes, for issuing command output signals to non-manually controlled operators, and for temporarily selectively overriding a pre-selected transmission mode if either cruise control or power take off are activated.

Abstract: The automatic servo-mechanism for sequential gearbox and clutch, which is fitted or which can be fitted to a motorised vehicle, comprises: a sequential gearbox, a hydraulic circuit (1) and an actuator (11) that controls the clutch, which actuator is actuated by a solenoid valve (10), characterized therein that it consists of: a selector (15) that regulates the analog electric signal that controls the solenoid valve (10), a microswitch (16) on the lever that actuates the clutch mechanically; the hydraulic circuit also contains at least one check valve (6) downstream of the pump (3); at least one pneumatic-hydraulic accumulator (7), connected downstream of the aforementioned check valve; the aforementioned proportional solenoid valve (10) that regulates the pressure in the controlled section (33) this is connected to the aforementioned actuator (11) according to the analog signal received.

Abstract: A transmission system, including a synchromesh-type transmission, includes an input shaft, a counter gear, an output shaft, an idle gear, a sleeve, a synchromesh mechanism for selecting a predetermined speed-change in response to a synchronizing operation of the sleeve and the idle gear, and a shift actuator for activating the sleeve depending on a shift operation. The transmission system further includes a detecting device for detecting a rotational number changing ratio of the input shaft when a synchronizing operation is performed in accordance with an engaging operation of the sleeve and the idle gear, a controlling device for controlling an operation of the shift actuator depending on an indication from the detecting device, and a converting device for converting an output indicating value to the shift actuator based on characteristics of the shift actuator.

Abstract: A motor vehicle (2) has a transmission (6) with an automated clutch (8) with a control device (20), a gas pedal, a brake pedal and an actuating element (28, 30, 32) which is released for activating an inching procedure. In the method for determining a defined inching procedure, time is measured by the actuating element (28, 30, 32) after the inching procedure has been activated and, after a reference value has been exceeded, the inching procedure starts at a predeterminable speed as long as neither the brake pedal nor the gas pedal has been activated.

Abstract: A method for driving a drive assembly in a drive system having an automatic transmission and an automatic clutch optionally coupling the drive assembly to the automatic transmission in order to transmit torque includes the following steps. Sensing whether a procedure, in particular a gearshift operation, is to be conducted. After the procedure has been sensed, predefining, for at least one time segment of the procedure which is to be carried out a prediction profile for an operational variable that characterizes the operating state of the drive assembly. And, driving the drive assembly based on the predefined prediction profile of the operational variable to minimize a deviation between the operational variable and the prediction profile.

Abstract: In a vehicle's driveline, the clutch between drive engine and gearbox has the task of ensuring a final speed adjustment between the engine and the gearbox at the time when the clutch pedal is allowed to rise on completion of a gear change. The invention has the object of reducing the stress on the clutch and the disadvantages which arise from a lengthy sliding-in process with large speed differences. This is achieved by adjusting the engine speed to the gear being engaged, so that only a small speed difference has to be absorbed in the clutch.