Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Benjamin Blatter

Ulrich Franz Uhlirsch

Dominik Kohl

Matthias Brandl

Joerg Megner

Christoph Mell

A control device for a vehicle having a plurality of torque sources provided on an axle includes a plurality of control outputs configured to allow control signals to be output to individual torque sources of the plurality of torque sources and in order to influence the torque generated by the torque sources. The control device is configured to perform an anti-jerk function configured, in dependence on a rotational speed of at least one of the torque sources, to determine a countertorque value for an engagement, in order to reduce oscillations in a longitudinal movement of the vehicle. The control device is configured to carry out a splitting function configured to split the countertorque value into at least two partial countertorque values. The control device is also configured to output the control signal at different control outputs in dependence on the respectively assigned partial countertorque values.

Anti-jerk engagement

A drive train arrangement for a motor vehicle includes at least one drive device, a start-up element arrangement, a gear drive arrangement, at least one driveshaft configured to drive drive wheels, an electronic operator control member configured to be operated, a torque control member, and a controller. The controller is configured to store torque regions for a change in load and to transmit a torque default value to the torque control member depending on an actuation of the electronic operator control member. The stored torque regions are zero transition regions with a zero transition starting point and a zero transition end point for covering all zero-load clearance regions. The controller is configured to adapt at least one respective zero transition region of at least one respective stored torque region.

Drive train arrangement for a motor vehicle, and method for adapting a zero transition region of such a drive train arrangement

A method for controlling an engine in a motor vehicle includes determining a theoretical inertia of a drivetrain during a change of an operating mode of the engine, detecting an actual inertia in the drivetrain during the change of the operating mode, and increasing a rotational speed of the engine in response to detecting the actual inertia. The method further includes detecting an inertia overcome, determining a difference between the theoretical inertia and the inertia overcome, and reducing the rotational speed of the engine if the difference becomes less than a threshold value.

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Wiernsheim-Serres, Germany

Benjamin Blatter