Siemens Aktiengesellschaft

Continental Automotive Gmbh

Gregor Probst

Friedrich Graf

Martin Rampeltshammer

Georg Grassl

Florian Gutknecht-Stöhr

Hong Zhang

Frank Lohrenz

Frank Menten

Florian Gutknecht-St&ouml;hr

Roman Strasser

Uwe Kiencke

Gerhard Haft

Klaus Bayerle

Rainer Knorr

Rainer Reuthal

Ingo Carl

Armin Daiss

Martin Lachmayr

Tanja Roy

Martin Manz

Oliver Nelles

Florian Gutknecht-Stoehr

Friedrich Gassner

Hans-Juergen Schneider

Florian Gutknecht Stoehr

Hans-Georg Weil

The power train () includes a controlled drive source (), a clutch (), an automatically shifting transmission () and a data transmission device (). The power train contains an additional drive source () 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 (-).

Powertrain of a motor vehicle and method for controlling said powertrain

A data storage system for a motor vehicle has at least two control units () for controlling one or several vehicle components each, at least two memories () for storing data that characterize the route to be traveled on in future, and an interface () to a data source (). Every control unit () inquires with the data source () a subset of the route data contained therein via the interface () and stores the route data transmitted in response in the memory () associated with the respective control unit ().

Data storage system for a motor vehicle and method for storing data in a motor vehicle

The power train () includes a controlled drive source (), a clutch (), an automatically shifting transmission () and a data transmission device (). The power train contains an additional drive source () 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 ().

A torque set value is determined in a pedal interpretation unit () from a parameter which characterizes the drivers command. Operating parameters for the vehicle are evaluated and classified in a driver and situation recognition unit (). A set operating status for the drivetrain is fixed in a status manager (), depending upon the torque set value and the output signals from the driver and situation recognition unit. Control signals for remote control units () for the drive units and for the gearbox () are then generated in a torque manager (), dependent upon the torque set value and the set operating status.

Drivetrain controller for a motor vehicle with at least two power units and a gear-box

A control unit () for regulating the transmission ratio of a transmission () which is located in a drive train together with a motor (), in order to obtain braking assistance through the braking torque of the motor () is disclosed. The control unit comprises several signal inputs for receiving the desired braking torque (MSET) and the number of revolutions (nACT) of the motor () and/or the vehicle speed; a calculation unit for determining the suitable transmission ratio (&#xfc;) of the transmission () for achieving the desired braking torque in accordance with the desired braking torque (MSET) and the number of revolutions (nACT) or the vehicle speed; and a signal output for outputting a control signal (&#xfc;) which determines the transmission ratio of the transmission (). An electrical generator () which feeds a battery () and which has an additional braking torque is located in the drive train. A measuring unit is provided for determining the charge status of the battery (), this measuring unit being connected to the calculation unit on the output side in order to regulate the transmission ratio of the transmission according to the charge status of the battery ().

Control unit for a transmission and associated operating method

A method and device for starting an internal combustion engine in a manner which reduces the emissions occurring during starting. The method and device involving setting the throttle valve in an intake duct, accelerating the engine via a crank shaft starter alternator to a desired rotational speed, determining the suction-pipe pressure in the intake duct downstream of the throttle valve, and enabling fuel injection when the suction-pipe pressure undershoots a predetermined threshold value.

Method for starting an internal combustion engine and starter device for an internal combustion engine

An operating strategy for the components of the drive train is defined as a function of data which characterizes a route to be traveled along. Depending on the operating strategy and the route data, expected energy consumption and a time period for which the energy can be made available are calculated. If the time period is detected as being sufficient, the drive train is controlled in accordance with the operating strategy. If the calculated time period is detected as not being sufficient, an alternative operating strategy is defined and the resulting time period is checked again.

Method for controlling a drive train of a hybrid vehicle

A method of determining setpoint values in motor vehicles that have at least two drive assemblies. Torque setpoint values are determined in separate evaluation branches for each of the drive assemblies as a function of a variable that characterizes the driver's requirement and as a function of operating variables of the motor vehicle. The specific strengths and weaknesses of the respective drive assembly are taken into account directly in the respective evaluation branch.

Method and device for determining torque setpoint values for a motor vehicle having at least two drive assemblies

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.

Drive system and method for driving a drive assembly in a drive system

In a drive train having an engine which is controlled by an engine controller and a transmission which is controlled by a transmission controller, an intervention signal is transferred to the engine controller from the transmission controller via a data link. The intervention signal has values by means of which operating states of the drive train are specified during the driving mode of the motor vehicle and during the gear shift operations of the transmission.

Drive train for a motor vehicle

A brake signal which is triggered by the driver by activating the brake pedal is converted into a required braking torque. A setpoint value for the engine drag torque is determined on the basis of the braking torque. The transmission ratio of an automatic transmission is defined automatically as a function of the setpoint value for the engine drag torque by reference to a down-shift characteristic diagram. The characteristic curves of the diagram are defined with reference to the minimum engine torque.

Method of controlling the drive train of a motor vehicle and drive train controller of a motor vehicle

An integrated drive train control system for a motor vehicle interprets the position of the accelerator pedal and the brake pedal as a wheel torque desired by the driver. A calculating device receives signals representing the positions of the accelerator pedal and the brake pedal. Central control parameters for the drive sources and for the decelerating units of the drive train are generated on the basis of the position signals. A classification device evaluates the sensor signals from the drive train and classifies operating parameters of the motor vehicle.

Drive train control for a motor vehicle

The drive train controller is used to calculate the position of the accelerator pedal which is interpreted as the wheel torque or transmission output torque desired by the driver, in order to calculate setpoint values for the torque to be output by the drive train. It contains a control circuit in which the desired wheel torque is evaluated, together with further operating parameters of the motor vehicle, in a fuzzy system. It outputs an output signal by which the wheel torque to be exerted on the roadway by the wheels of a motor vehicle is defined.

Drive train controller for a motor vehicle

A circuit configuration for controlling engine torque transmitted to a roadway through driven wheels of a motor vehicle includes a device for wheel-selective slip value detection and for determining a representative wheel slip, a device for specifying a set-point slip, and an engine controller that takes a slip status into account. The engine controller is preceded by a regulator, to which a difference between the set-point slip and the representative wheel slip is supplied as a control difference. A feedback signal characterizing the current engine torque is sent from the engine controller to the regulator.

Circuit configuration for controlling torque transmitted between driven

The drive train of a motor vehicle is controlled by interpreting the position of the accelerator pedal as a wheel torque or transmission output torque desired by the driver. This information is utilized together with the position of the brake pedal for calculating central control parameters for the drive sources and decelerating units of the drive train. Data on local environmental pollution are taken into account in such a way that a drive mode of the motor vehicle, ascertained to whatever the current environmental conditions are, is ascertained and indicated to the driver. Unless the driver rejects this drive mode for special reasons, it is performed automatically.

Growing community of inventors

Landshut, Germany

Gregor Probst