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

Norbert Stelter

Rainer Wuest

Lothar Witte

Robert Mueller

Heinz Stehle

Matthias Dietz

Gerd Bofinger

Ulrich Appt

Stephan Lawitzki

Rainer Wust

Peter Op Beeck

Klaus-Gerhard Wolpert

Rolf Geiger

Goetz Richter

Juergen Schneider

Peter Op De Beeck

Gerd Bofginer

The arrangement controls a friction element for limiting a rotational speed compensation between the axles of a two-axle or all-wheel-driven vehicle as a function of the difference of the medium wheel speeds of both axles (longitudinal speed difference). This longitudinal speed difference is compared with two driving-speed-dependent tolerance bands, the first tolerance band being determining for positive and the second tolerance band being determining for negative longitudinal speed differences. If the values of the longitudinal speed differences are above the first or below the second tolerance band, the limiting is increased; if the values are within the tolerance bands, the instantaneous limiting is maintained; and if the values are between the tolerance bands, the limiting is reduced. This arrangement may also be expanded to include an adaptation device of the limit criteria with respect to different tread radii of the wheels and a cornering correction device.

Arrangement for controlling the power transmission to at least two axles

In an arrangement for the control of the power transmission of a four-wheel drive vehicle, a main driving axle is driven directly and an auxiliary driving axle is driven via a continuously controllable longitudinal clutch by an internal combustion engine via a clutch-transmission unit. From a desired performance and the speed of the vehicle, a desired traction force of all the wheels is determined. From this desired traction force, and by a distribution factor that is dependent on operating driving parameters, the control quantity is obtained for the control of the longitudinal clutch. In addition, the longitudinal clutch can be controlled alone or in combination with the control quantity by an additional control quantity obtained by squaring of a speed difference at the longitudinal clutch.

Arrangement for controlling the power transmission of an all-wheel drive

A shifting arrangement for an automatic transmission of a motor vehicle controlled by an electronic control apparatus includes a selector lever to be operated manually. By displacement of the selector lever in a first shifting lane, the different transmission speeds can be selected. After shifting the shifting lever by way of a transverse lane into a second shifting lane, the desired forward speed can be manually engaged by means of the same. The shifting operation is picked up by means of a sensor which influences a shifting unit. The shifting unit effects the maintenance of an actually engaged transmission speed during a change of the shifting lane.

Shifting arrangement for an automatic transmissdion of a motor vehicle

An arrangement for the control of the force-transmission of a four-wheel drive vehicle in which a main driving axle is driven directly by an internal combustion engine by way of a clutch transmission unit and an auxiliary driving axle is driven by the internal combustion engine by way of a continuously controllable longitudinal clutch. A desired traction force of all wheels is determined from a desired power output and from a velocity of the vehicle, from which a control magnitude for the control of the longitudinal clutch is obtained by a distribution factor dependent on operating or driving parameters. The longitudinal clutch can additionally be controlled either alone or advantageously also in combination with this control magnitude by a further control magnitude which is determined by a square of a rotational speed difference at the longitudinal clutch, having a weighting dependent on operating or driving parameters. The driving behavior achieved therewith enables a good steerability of the vehicle with maximum driving safety and traction.

Arrangement for the control of the force-transmission of a four-wheel

A control arrangement for a four-wheel drive vehicle which has at least one gear box or differential with controllable power transmission characteristics having circuitry for producing control signals in response to vehicle operating conditions and parameters. The arrangement allows for control of the distribution of torque to the respective wheels of the vehicle as a function of a selected number of parameters, such as relative or average wheel speed, engine speed, gas pedal or throttle valve angle, etc. The arrangement contemplates the simultaneous control of more than one adjustable gear box or differential as a function of commonly and/or separately sensed parameters.

Control arrangement for four-wheel drive vehicles

A method and apparatus for controlling a clutch-transmission unit which makes it possible to intentionally influence the selection of the shifting steps by a parameter which is gained from the detected and stored values of the drive pedal position. Together with further parameters such as transverse acceleration, deceleration and coasting operation, the transmission control is matched optimally to the driving style of the respective driver and to the traffic situation which prevails at that moment.

Method and apparatus for controlling a clutch-transmission unit

A control system for a motor vehicle drive unit consisting of reciprocating piston engine and of a transmission, in which the drive unit is so controlled that the engine power corresponding to the respective drive pedal position lies always as close as possible but below a stored engine output curve; for that purpose, the engine rotational speed, the drive pedal position, and the engaged transmission speed are determined, whose values are fed to a control apparatus which, in addition to the storage device for the engine power function, also contains stored values for the transmission speeds and which determines and controls the optimum transmission speed in several interrogating and comparison cycles.

Control system for a motor vehicle drive unit

An installation for the control of a motor vehicle drive unit which includes a reciprocating piston engine, a hydraulically actuated clutch and a transmission. A drive pedal pick-up controls the throttle valve and therewith the engine torque by way of a first characteristic curve converter while it applies a signal by way of a second characteristic curve converter a to a control apparatus, to which is also fed at the same time the engine rotational speed n. The control apparatus forms the product a.multidot.n.sup.2 and applies the same as output signal to the electromagnetic actuating mechanism of the hydraulic clutch so that the pressure thereof and also the torque in the clutch is proportional to the product a.multidot.n.sup.2.

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Weissach, Germany

Norbert Stelter