DE10127763A1 - Controling torque transfer device involves building up torque transferred by clutch/ desired torque faster than engine torque if initial gear higher than selected gear, certain conditions apply - Google Patents

Abstract

The method involves initiating a gear change, checking whether the initial gear is higher than that selected, generating/reducing at least a first parameter causing the torque transferable and/or transferred by the clutch to be reduced and reducing the engine torque. The parameter can be used to build up the torque transferred by the clutch or the desired torque faster than the engine torque if the initial gear is higher that selected. The method involves initiating (250) a gear change in a gearbox, checking (252) whether the initial gear is higher than the selected gear, generating and/or reducing (254) at least a first characteristic value causing the torque transferable and/or transferred by the clutch to be reduced and reducing the engine torque (256). The characteristic value is used to build up the torque transferred by the clutch or the desired torque faster than the engine torque if it has been determined that the initial gear is hugger then the selected gear and if defined conditions apply. Independent claims are also included for the following: a controler for controling a motor vehicle torque transfer device.

Description

The invention relates to a method for controlling a torque transmission supply device and a control device for controlling a Drehmomentübertragundseinrichtung.

A torque transmission device is in the sense of the present invention in particular a motor or a coupling device or a Ge gear device.

Method for controlling a torque transmission device and Control devices for controlling a torque transmission device direction are already known.

The invention has for its object a differently designed method for Control of a torque transmission device and another ges old control device for controlling a torque transmission creating facility.

According to a particular aspect, the invention is based on the object a method for controlling a torque transmission device and a control device for controlling torque transmission  to create a direction which is simple and inexpensive can be produced or used.

According to a particular aspect, the invention is based on the object a method and a control device for controlling a torque ment transmission device to create which or which in one Motor vehicle used ensures good comfort for the driver.

The object is achieved by a method for controlling a torque ment transmission device, which has at least one feature of the features having described in the following description and in claims are or are shown in the figures.

The object is further achieved by a control device which we has at least one characteristic of the characteristics described in the following description exercise or are described in the following claims or in the figures are shown.

The object is achieved in particular by a control method a torque transmission device according to claim 1.

The object is also achieved in particular by a control device for controlling a torque transmission device according to claim 34th

Preferred developments of the invention are the subject of the dependent claims che.

The object is achieved in particular by a method for controlling a Torque transmission device, this torque transmission  device in a drive train, in particular in a drive strand of a motor vehicle, is arranged.

For the purposes of the present invention, a drive train preferably has an engine, which is particularly preferably designed as an internal combustion engine, and a gear device. The drive train particularly preferably has furthermore a coupling device.

A drive train of a motor vehicle points in the sense of the present invention dung in particular on the components in the power transmission link between rule the engine or the internal combustion engine of the motor vehicle on the one hand and the or the axles or wheels driven by this motor Motor vehicle on the other hand are arranged.

If necessary, there are also control devices for controlling them Components of the drive train assigned to the drive train.

The transmission device is preferably as a manual transmission or as au automated gearbox (ASG).

An automated manual transmission is in the sense of the present invention in particular a transmission device in which switching operations or the Shifting into different gears is controlled automatically, with the Switching is interrupted.

An automated manual transmission preferably has a control direction or a control unit that controls these switching operations. Fer An automated manual transmission preferably has a drive direction, which loads the transmission device to the switching operations to effect the automated manual transmission. An automated shift gear can preferably have different control characteristics  to be controlled. These control characteristics can be particularly preferred stics are specified or displayed by the driver. Preferably is a Selector lever provided, which can be operated manually by the driver and whose shift positions cause the automated manual transmission from Control unit or from the electric motor in each case according to a predetermined, the respective control characteristic assigned to the selector lever position is controlled.

The selector lever can preferably be in a "park" mode, in a mode "Reversing", in a "Neutral" mode, in a "Forward driving" mode and possibly in other modes, such as "winter mode" or "sport mode" or the like Chen switched.

A roll-away protection is preferably activated in the "parking" mode, which is preferably designed such that the drive train when the vehicle is stationary and the shutdown engine is substantially closed. In fashion "New tral "is preferably no gear shifted in the transmission device, so that A moment can be transmitted via the transmission device. Especially The automated manual transmission is preferred in the "forward driving" mode controlled according to a predetermined control characteristic, which causes the gear change to be automated, in particular without intervention of the driver by operating the selector lever. Especially the shift times and the gears to be shifted are preferred in Ab dependency of predetermined operating parameters of the motor vehicle or its Determines components, such as in particular engine torque or engine speed or like.

The selector lever of an automated manual transmission can be especially before can be switched to a manual mode, in which the driver corresponding actuation of the selector lever in the automated control can intervene in such a way that it can initiate that the automati  based manual transmission in a next higher or in a next lower Gear is switched. The control of these gears or the force which to shift to another gear is by the steering wheel device controlled or by the drive device of the automated switching gear generated.

The drive device of the automated manual transmission preferably has at least one electric motor, preferably at least two electromotors tors.

The clutch device is preferably a friction clutch device. The coupling device is particularly preferably controlled electronically. The coupling device is preferably an electronically controlled one Coupling device such as that of the application under the designation "Electronic clutch management (EKM)" is offered.

It should be noted that according to the invention also differently designed coupling facilities are preferred.

According to the invention it is particularly provided that at predetermined time score a gear change of the transmission device is initiated, which of a control device, in particular an electronic control device is controlled. It is further preferred that a predetermined Gear change is initiated by the driver of a motor vehicle by manual actuation of a selector lever or a gear lever, that he wants to change gear. Such a shift lever or selector lever is also in the sense of the present invention with the more general term referred to the actuator. It should be noted that the invention should not be limited to shift levers or selector levers. It was also on noted that the invention is not intended to be limited to changing gears sel be initiated by manual operation.  

According to the invention, after the gear change has been initiated, the transmission device device checks whether the exit gear is a higher gear than the target gear. For the purposes of the present invention, the exit passage is in particular the Gear which is engaged when the gear change is initiated. The In the sense of the present invention, the target gear is in particular the gear in which should be switched by the gear change or which after the gear change is given.

According to the invention it is further provided that a first characteristic value is generated or is determined or displayed. This first characteristic value is particularly preferred a target clutch torque.

The desired clutch torque is preferably a torque which is from a Control device is determined or determined and indicates which month ment should be transferable from the coupling device. The clutch Direction is preferably after displaying a clutch target torque adjusted according to this specification.

An assignment characteristic in which the respective clutch target torques the respective switching positions Actuator that change the switching position of the clutch device can, assigned. Preferably when a predetermined clutch target torque was specified based on the assignment characteristic via averages into which switching position the actuating device should be moved. This Switch position is then preferably controlled, in particular especially by actuating an actuator or an electric motor.

It should be noted that the actuator or actuator of the Coupling device preferably hydraulically and / or mechanically is tet and has a drive device which is designed as an electric motor is.  

By generating or displaying or determining the first characteristic value, So especially the target clutch torque, it is caused by the Coupling device transferable torque according to this specification is changed. According to the invention it is particularly provided that the first Characteristic value or the desired clutch torque causes that of the clutch Transferable torque is reduced when a gear change is initiated or is imminent. According to the invention is in particular special provided that the engine torque is reduced or the proportion of Engine torque, which on an input part of the clutch device will wear.

This portion of the transmitted to the input part of the coupling device Engine torque can correspond to the total engine torque or from be different from this. The on the input part of the coupling device The portion of the engine torque transmitted is then in particular the one generated Total engine torque different if from the engine torque generated a share is transferred to other consumers.

According to the invention, it is particularly provided that the first characteristic value or the target clutch torque is designed such that the torque transmissible torque is reduced faster than the engine torque, if it is determined that the exit gear is a higher gear than that Finish line and if the first predetermined conditions have been determined the.

It should be noted that the engine torque in particular with that of Coupling device actually cooperates transmitted torque or depends on this. The transferable from the coupling device Torque can actually be transmitted with the clutch device be the same torque or be different from this.  

A method according to the invention is particularly preferably carried out if a downshift, that is, a switching process in the transmission device from a higher gear to a lower gear, carried out under load shall be.

The term "under load" means in the sense of the invention in particular that before and possibly after the switching process of the engine or the internal combustion engine drives the drive axles or that the accelerator pedal by another force material metering element is actuated.

The first characteristic value or the desired clutch torque is preferred predefined or determined or generated or indicated that it is caused that the engine speed increases, in particular suddenly or monotonously increasing or strictly increasing monotonously or, at essentially any Course, within a predetermined period of time or otherwise.

The engine speed is particularly preferred before shifting into the target gear increased so that it substantially corresponds to the engine speed, which after switching to the target gear. This increase in Mon door speed to a value that is essentially after switching into the Target gear is given, preferably by displaying the first Characteristic value or the desired clutch torque.

According to a preferred embodiment of the invention, the first Characteristic value or the desired clutch torque determined such that an increase in Engine speed is caused to a value substantially different from that Engine speed deviates by less than a predetermined limit after switching to the target gear is given.  

The limit preferably depends on the accelerator pedal position, which before the or when initiating the switching process and / or from the target gear and / or of other characteristic values or operating values.

The limit can be the same for each gear or for different gears to be different.

The gear selected or the actual gear is particularly preferred determined. The determination of the actual gear is in the sense of the present invention to be understood broadly. In particular, the actual gear is continuously monitored or determined at predetermined times or in accordance with the specification a control device, which causes the shift into the actual gear chert, so that the actual gear is provided.

The target gait is preferably automatic under predetermined conditions predefined table or automated. It is further preferred that the driver of the Motor vehicle under predetermined conditions indicates which destination gear should be switched.

According to a preferred embodiment of the invention, the target gear determined or determined. The determination or determination of the finish line is in particular made before the engine target torque for switching in the Finish gear is reduced.

Preferably, the desired clutch torque during or after the shift in increases the target gear with a predetermined characteristic. The Clutch target torque, which is given after switching into the target gear is the clutch target torque, which before switching from the off gear was given correspond to or be different from this.  

It is preferably provided that a motor vehicle in which this is invented method according to the invention can be used, has an accelerator pedal, which can be operated by the driver in particular. The accelerator pedal can also be a switch or the like.

Preferably, the position of the accelerator pedal affects that of the engine of the driver power output and, if applicable, the engine torque, if that Motor vehicle is operated outside a gear change phase.

The gear change phase is in the sense of the present invention in particular a period of time started by initiating a gear change and which is completed after the gear change.

According to a preferred embodiment of the invention, the engine output of the motor vehicle and / or the engine torque at least temporarily regardless of the position of the accelerator pedal when the force vehicle is operated in a gear change phase. According to the invention in particular provided that the driver of a motor vehicle in which a method according to the invention is carried out during a gear change selphase can hold the position of the accelerator pedal before the gear change phase was given, at least temporarily during the gear change phase the power delivered by the engine or the engine torque not from this accelerator pedal position is influenced or during gear change selphase the control of the power output by the engine or the Mo Torque is decoupled from the accelerator pedal position.

The one delivered by the engine of the motor vehicle is particularly preferred Power or the engine torque during a gear change phase through the Control of a throttle valve angle and / or by controlling a Controlled ignition angle intervention.  

The engine is particularly preferred during a gear change phase output or the engine torque delivered by the engine both via the control of the throttle valve angle as well as via the control controlled the ignition angle intervention.

According to a preferred embodiment of the invention is dependent predetermined operating parameters of the motor vehicle or its compo such as the position of the accelerator pedal or engine torque or engine speed number or clutch torque or gear ratio according to the gear change or the like, determines which engine speed after the gear change or at the end of the gear change phase or should be given.

The first characteristic value or the desired clutch torque is particularly preferred determined depending on this engine speed, after changing gear or will be given at the end of the gear change phase.

It should be noted that the first characteristic value or the clutch target torque as only target value can be specified, which indicates which value the target clutch torque is to be reduced, or as a time function or as a staged specification of several first characteristic values or the clutch target moments or according to another characteristic.

The first characteristic value or the desired clutch torque is preferred as a function of the translation of the target gear.

It should be noted that the desired clutch torque or the first characteristic value is in particular a characteristic value which is generated by the clutch torque ment at the beginning of a gear change phase, especially after initiating the Gear change, to dismantle, especially with regard to a train powertrain interruption.  

It should be noted that there was a gear change in the sense Gender invention is to be understood in particular that a signal is generated which indicates that a gear of the transmission device will be changed should. The actual shifting process of the transmission device into a target gear is preferably carried out at a later time so that the on guiding the gear change preferably not an adjustment of the Ge at the same time drive mechanism causes.

The first characteristic value or the desired clutch torque is particularly preferred determined depending on the position of the accelerator pedal, which at initiation the gear change, in particular when a signal is generated which indicates that a gear change should be made, or at the beginning of the There is a reduction in the actual clutch torque. Is particularly preferred after initiating the gear change, the position of the accelerator pedal is determined and immediately generates a desired clutch torque or a first characteristic value, wel cher substantially immediate reduction of the actual clutch torque causes.

Predefined gear changes are preferably initiated automatically and / or carried out, in particular depending on predetermined Operating parameters of the motor vehicle or its components, such as Mo Torque or engine speed or clutch torque or throttle valve penwinkel or the like.

The first characteristic value is particularly preferably designed such that it causes that the clutch device opens at a maximum speed is when the gear of the transmission device is to be changed, whereby this maximum speed in particular by the drive device the coupling device, in particular through the maximum power an electric motor.  

The control of the transmission device and / or the clutch is preferred tion device under predetermined conditions by the position of a manually operated shift lever affected.

A method according to the invention is preferably carried out if in a Motor vehicle with automated manual transmission of the shaft lever of a stel is switched, in which it is caused that the times at which the Gear device, and possibly the coupling device, actuated or ge is switched, be specified by an electronic control unit. the This electronic control unit preferably determines the switching times in Dependency of predetermined operating parameters of the motor vehicle or of its components, such as engine torque or engine speed or throttle valve penwinkel or the like. In this switching position of the shift lever can in particular, multiple gear changes from the electronic control be specified without the driver having to manually must intervene by operating the shift lever.

According to a preferred embodiment of the invention, a fiction according procedure in a motor vehicle with automated manual transmission used, which has a manual mode.

The method according to the invention is carried out under predetermined conditions preferably in a motor vehicle with automated manual transmission and Manual mode is used when the gear lever is in a manual position was switched, in which is caused that the transmission device in a next higher gear is shifted, or if the shift lever is manually in a switch position has been switched in which the transmission is caused device in a lower gear, in particular in a next lower lower gear is shifted.  

According to a preferred embodiment of the invention, a fiction according to the method used to determine the time period in which the tensile force at Gear changes are interrupted to shorten.

The object is further achieved by a control device according to An Proverbs 34.

In particular, a control device for control is according to the invention a torque transmission device of a motor vehicle is provided, which is designed so that the Betä under predetermined conditions adjustment of the torque transmission device, and in particular the clutch tion device is controlled according to a method according to the invention.

A control device according to the invention is preferably ge stalt that it is determined whether a gear of the transmission device is changed should be, in which case it is determined that the gear of the transmission device should be changed a clutch target torque or a first Characteristic value or a plurality of clutch target torques or first characteristic values is given, which causes or which cause that of the coupling device transmissible torque or this coupling target torque is reduced faster than the engine torque. In particular the target clutch torque is reduced faster than the engine torque if it was found that the transmission device is in a lower gear to be switched.

The control device is particularly preferred as an electronic control designed.

The control device preferably has at least one hydraulic one Component and / or at least one mechanical component.  

A control device according to the invention preferably has one Electric motor on which the clutch device for switching this Coupling device loaded.

The term "taxes" in the sense of the present invention is in particular to understand their "rules" and / or "taxes" within the meaning of DIN. Entspre The same applies to terms derived from the term "taxes".

The claims submitted with the application are drafted strikes without prejudice for obtaining further patent protection. The The applicant reserves the right to do so, so far only in the description and / or to claim the features disclosed in the drawings.

Relationships used in subclaims point to the others Formation of the subject of the main claim by the features of respective subclaim; they are not a waiver of attainment an automatic, objective protection for the combination of features to understand the related subclaims.

Since the subjects of the subclaims with regard to the state of the Tech can make their own independent inventions on priority day, be the applicant reserves the right to make it the subject of independent claims and make declarations of division. You can continue to work independently Inventions contain one of the objects of the previous Have independent claims independent design.

The exemplary embodiments are not to be seen as a limitation of the invention stand. Rather, there are numerous within the scope of the present disclosure Changes and modifications possible, especially such variants, Elements and combinations and / or materials that e.g. B. by Kombinati on or modification of individual in connection with that in general  Description and embodiments as well as the claims described and features or elements or method contained in the drawings steps for the expert with a view to solving the task ent are acceptable and can be combined to a new counterpart status or lead to new process steps or process step sequences, also insofar as they relate to manufacturing, testing and working processes.

In the following, the invention will now be described by way of example, not limitation Kender embodiments explained in more detail.

It shows:

Figure 1 shows a first exemplary embodiment of the invention in a schematic representation.

Fig. 2 shows a second exemplary embodiment of the invention in a schematic representation in a schematic representation;

Fig. 3 shows a third exemplary embodiment of the invention in a schematic representation;

FIG. 4 shows the flow of an exemplary method according to the invention in a schematic representation;

FIG. 5 exemplary course, exemplary characteristics and which is not controlled according to a method according to the invention of a motor vehicle without an inventive control device; and

Fig. 6 exemplary curves of characteristics of a motor vehicle, having a control device according to the invention and is controlled by a process of this invention.

The Fig. 1 schematically shows a vehicle 1 with a drive unit 2, such as engine or internal combustion engine. Furthermore, a torque transmission system 3 and a transmission 4 are shown in the drive train of the vehicle. In this embodiment, the torque transmission system 3 is arranged in the power flow between the engine and the transmission, a drive torque of the engine being transmitted via the torque transmission system to the transmission and from the transmission 4 on the output side to an output shaft 5 and to an ordered axis 6 and to the wheels 6 a becomes.

The torque transmission system 3 is designed as a clutch, such as a friction clutch, multi-plate clutch, magnetic powder clutch or converter lock-up clutch, the clutch being a self-adjusting, a wear-compensating clutch. The transmission 4 is shown as a manual transmission, such as a multi-speed transmission. According to the inventive concept, the transmission can also be an automated manual transmission, which can be switched automatically by means of at least one actuator. In the following, an automated manual transmission is to be understood as an automated transmission which is switched with a traction interruption and the switching operation of the transmission ratio is carried out in a controlled manner by means of at least one actuator.

The torque transmission system can also be used as a starting clutch and / or reversing set coupling for reversing the direction of rotation and / or safety clutch with a selectively controllable transferable torque be. The torque transmission system can use dry friction clutch or a wet friction clutch, for example, in a fluid runs. It can also be a torque converter.

The torque transmission system 3 has a drive side 7 and an output side 8 , wherein a torque is transmitted from the drive side 7 to the output side 8 by the clutch disc 3 a by means of the pressure plate 3 b, the plate spring 3 c and the release bearing 3 e and the flywheel 3 d is applied. For this purpose, the release lever 20 is actuated by means of an actuating device, such as an actuator.

The torque transmission system 3 is controlled by means of a control unit 13 , such as a control unit, which can include the control electronics 13 a and the actuator 13 b. In another advantageous embodiment, the actuator and the control electronics can also be arranged in two different structural units, such as housings.

The control unit 13 can contain the control and power electronics for controlling the electric motor 12 of the actuator 13 b. This can advantageously be achieved, for example, that the system requires the construction space for the actuator with electronics as the only installation space. The actuator consists of a drive motor 12 , such as an electric motor, the electric motor 12 acting on a master cylinder 11 via a gear, such as a worm gear or spur gear or crank gear or threaded gear spindle. This effect on the master cylinder can take place directly or via a linkage.

The movement of the output part of the actuator, such as the master cylinder piston 11 a, is detected with a clutch travel sensor 14 , which detects the position or position or the speed or the acceleration of a variable which is proportional to the position or engagement position or the speed or acceleration of the clutch , The master cylinder 11 is connected via a pressure medium line 9 , such as a hydraulic line, to the slave cylinder 10 . The output element 10 a of the slave cylinder is operatively connected to the release lever or release means 20 , so that movement of the output part 10 a of the slave cylinder 10 causes the return means 20 to also be moved or tilted in order to control the torque that can be transmitted by the clutch 3 .

The actuator 13 b for controlling the transmissible torque of the torque transmission system 3 can be actuatable by pressure medium, ie it can be equipped by means of a pressure medium transmitter and slave cylinder. The pressure medium can be, for example, a hydraulic fluid or a pneumatic medium. The actuation of the pressure medium transmitter cylinder can be provided by an electric motor, wherein the electric motor 12 can be controlled electronically. The drive element of the actuator 13 b can be in addition to an electromotive drive element's also another, for example pressure medium-actuated drive element. Magnetic actuators can also be used to adjust a position of an element.

In the case of a friction clutch, the transferable torque is controlled in that the contact pressure of the friction linings of the clutch disk between the flywheel 3 d and the pressure plate 3 b takes place in a targeted manner. About the position of the disengagement means 20 , such as release fork or central release, the application of force to the pressure plate or the friction linings can be controlled in a targeted manner, the pressure plate being moved between two end positions and being able to be set and fixed as desired. One end position corresponds to a fully engaged clutch position and the other end position corresponds to a fully disengaged clutch position. To control a transferable torque, which is, for example, less than the momentary engine torque, a position of the pressure plate 3 b can be controlled, for example, which lies in an intermediate region between the two end positions. The clutch can be fixed in this position by means of the targeted actuation of the disengaging means 20 . However, transmissible clutch torques can also be controlled which are defined above the engine torques currently pending. In such a case, the current engine torques can be transmitted, the torque irregularities in the drive train being damped and / or isolated in the form of, for example, torque peaks.

For control, such as control or regulation, of the torque transfer system are still used, at least temporarily monitor the relevant variables of the entire system and those for control necessary state variables, signals and measured values that are supplied by the Control unit to be processed, one signal connection to another Electronic units, such as a motor electronics or Electronics of an anti-lock braking system (ABS) or an anti-slip control (ASR) can be provided and can exist. Detect the sensors for example speeds, such as wheel speeds, engine speeds, the position of the load lever, the throttle valve position, the gear position of the transmission, an intention to shift and other vehicle-specific parameters.

Fig. 1 shows that a throttle valve sensor 15 , an engine speed sensor 16 , and a speedometer sensor 17 are used and transmit measured values or information to the control unit. The electronics unit, such as the computer unit, of the control unit 13 a processes the system input variables and forwards control signals to the actuator 13 b.

The transmission is designed as a step change transmission, the transmission stages being changed by means of a shift lever or the transmission being operated or operated by means of this shift lever. Furthermore, at least one sensor 19 b is arranged on the operating lever, such as shift lever 18 , of the manual transmission, which detects the intention to shift and / or the gear position and forwards it to the control unit. The sensor 19 a is articulated to the transmission and detects the current gear position and / or a shift view. The intention to shift is detected using at least one of the two sensors 19 a, 19 b in that the sensor is a force sensor which detects the force acting on the shift lever. Furthermore, the sensor can also be designed as a displacement or position sensor, the control unit recognizing an intention to switch from the temporal change in the position signal.

The control unit is at least temporarily in signal connection with all sensors and evaluates the sensor signals and system input variables in such a way that, depending on the current operating point, the control unit issues control or regulation commands to the at least one actuator. The drive element 12 of the actuator, such as an electric motor, receives from the control unit, which controls the clutch actuation, a manipulated variable as a function of measured values and / or system input variables and / or signals from the connected sensors. For this purpose, a control program is implemented as hardware and / or software in the control unit, which evaluates the incoming signals and calculates or determines the output variables on the basis of comparisons and / or functions and / or characteristic maps.

The control unit 13 has advantageously implemented a torque determination unit, a gear position determination unit, a slip determination unit and / or an operating state determination unit or is in signal connection with at least one of these units. These units can be implemented by control programs as hardware and / or software, so that by means of the incoming sensor signals the torque of the drive unit 2 of the vehicle 1 , the gear position of the transmission 4 and the slip which prevails in the area of the torque transmission system and the current operating state of the vehicle can be determined. The gear position determination unit uses the signals from the sensors 15 a and 19 b to determine the currently engaged gear. The sensors are articulated on the shift lever and / or on internal gear means, such as a central shift shaft or shift rod, and detect them, for example the position and / or the speed of these components. Furthermore, a load lever sensor 31 can be arranged on the load lever 30 , such as an accelerator pedal, which detects the load lever position. A wide rer sensor 32 can act as an idle switch, that is, when the gas pedal is actuated, such as a load lever, this idle switch 32 is switched on and when a signal is not actuated, it is switched off, so that this digital information can be used to detect whether the load lever, like Accelerator pedal is operated. The load lever sensor 31 detects the degree of actuation of the load lever.

Fig. 1 shows in addition to the accelerator pedal 30 , as a load lever, and the sensors associated therewith, a brake actuator 40 for actuating the service brake or the parking brake, such as the brake pedal, hand brake lever or hand or foot-operated actuating element of the parking brake. At least one sensor 41 is arranged on the actuating element 40 and monitors its actuation. The sensor 41 is designed, for example, as a digital sensor, such as a switch, which detects that the actuating element is actuated or not actuated. With this sensor, a signal device, such as a brake light, can be in signal connection, which signals that the brake is actuated. This can be done both for the service brake and for the parking brake. However, the sensor can also be designed as an analog sensor, such a sensor, such as a potentiometer, determining the degree of actuation of the actuating element. This sensor can also be in signal connection with a signal device.

The control unit 13 or 13 a is designed in particular in such a way that it can execute or control a method according to the invention. In particular, the control unit 13 or 13 a causes the clutch setpoint torque to be reduced more quickly than the engine torque when it has been determined that the transmission is to be shifted into a lower gear. The control unit 13 or 13 a is preferably a control device according to the invention.

Fig. 2 shows schematically a driveline of a vehicle with a drive unit 100, a torque transmission system 102, a Ge gear 103, a differential 104 and drive axles 109 and wheels 106th The torque transmission system 102 is arranged or fastened on or on a flywheel 102 a, the flywheel generally carrying a starter ring gear 102 b. The torque transmission system has a pressure plate 102 d, a clutch cover 102 e, a plate spring 102 f and a clutch disc 102 c with friction linings. Between the clutch disc 102 d and the flywheel 102 a, the clutch disc 102 c is optionally arranged with a damping device. An energy accumulator, such as plate spring 102 f, acts on the pressure plate in the axial direction towards the clutch disc, a release bearing 109 , such as, for example, pressure-actuated central release mechanism, being provided for actuating the torque transmission system. A release bearing 110 is arranged between the central releaser and the Tel lerfederzungen the plate spring 102 f. Axial displacement of the release bearing causes the disc spring to act and disengages the clutch. The clutch can also be designed as a pressed or a pulled clutch.

The actuator 108 is an actuator of an automated manual transmission, which also contains the actuation unit for the torque transmission system. The actuator 108 actuates internal gear shift elements, such as in a shift drum or shift rods or a central shift shaft of the transmission, whereby the gears can be inserted or removed in, for example, sequential order or in any order. Via the connection 111 , the clutch actuation element 109 is actuated. The control unit 107 is connected to the actuator via the signal connection 112 , the signal connections 113 to 115 being connected to the control unit, the line 114 processing incoming signals, the line 113 processing control signals from the control unit and the connection 115, for example by means of a data bus connects to other electronic units.

To start or start the vehicle essentially from a standing position or from a slow rolling movement, such as creeping movement, that is to say to accelerate the vehicle in a targeted manner initiated by the driver, the driver essentially operates only the accelerator pedal, such as the load lever 30 , the controlled or regulated one Automated clutch actuation by means of the actuator controls the transmissible torque of the torque transmission system during a start-up process. By actuating the load lever, the driver's request for a more or less strong or rapid starting process is detected by means of the load lever sensor 31 and then controlled accordingly by the control unit. The accelerator pedal and the sensor signals of the accelerator pedal are used as input variables for controlling the starting process of the vehicle.

During a start-up, the transmittable torque, such as the _desired clutch torque M _ksoll, is determined essentially by means of a predefinable function or on the basis of characteristic curves or maps, for example as a function of the engine speed, the dependency on the engine speed or on other variables such as the Engine torque, is advantageously realized via a map or a characteristic curve.

If the load lever or the accelerator pedal is actuated to a specific value a during a starting process, essentially from a standing position or from a creeping condition, at low speed, an engine torque is controlled by means of an engine control 40 . The control unit of the automati-based clutch actuation 13 controls the transferable torque of the torque transmission system according to predeterminable functions or maps, so that a steady state of equilibrium is established between the actuated engine torque and the clutch torque. The equilibrium state is characterized as a function of the load lever position a by a defined starting speed, a starting or engine torque as well as a defined transferable torque of the torque transmission system and a torque transmitted to the drive wheels, such as drive torque. The functional relationship of the starting torque as a function of the starting speed is never referred to as starting characteristic in the following. The load lever position a is proportional to the position of the throttle valve of the engine.

Fig. 2 shows, in addition CREM accelerator 122, such as load lever, and 123, a brake actuating member 120 parking brake one in related sensor to actuate the service brake or the parking brake as the brake pedal, hand lever or hand or foot-operated actuator of the solid. At least one sensor 121 is arranged on the actuating element 120 and monitors its actuation. The sensor 121 is designed, for example, as a digital sensor, such as a switch, which detects that the actuating element is actuated or is not actuated. With this sensor, a signal device, such as a brake light, can be in signal connection, which signals that the brake is actuated. This can be done for both the service brake and the parking brake. However, the sensor can also be designed as an analog sensor, such a sensor, such as a potentiometer, determining the degree of actuation of the actuating element. This sensor can also be in signal connection with a signal device.

The control unit 107 is designed in particular in such a way that it can carry out or control an inventive method. In particular, the control unit 107 causes the target clutch torque to be reduced more quickly than the engine torque when it has been determined that the transmission is to be shifted into a lower gear. The control unit 107 is preferably a control device according to the invention.

Fig. 3 shows a schematic partial view of a motor vehicle with an inventive control device.

Fig. 3 shows in particular a drive train of a motor vehicle with an internal combustion engine 200 , a clutch device 202 , a gear device 204 and an axle system 206 , which can be driven by the engine 200 .

To drive the axis system 200 , a force or an engine torque is generated by the internal combustion engine and transmitted to the axis system 206 via the force transmission path 208 .

The engine torque given off by the internal combustion engine, which is shown schematically by the arrow 210 , is transmitted to an input part 212 of the clutch device 202 .

The clutch device 202 is controlled by a clutch control unit 214 . The clutch control device 214 has an actuator or an electric motor 216 or is coupled to an electric motor 216 . This electric motor 216 generates a force or torque, as indicated by the dashed line 218, will wear to the coupling means 202, so that the coupling device can be switched into different shift positions 202nd In these different Schaltstellun conditions, the clutch device 202 may transmit different moments.

The clutch device 202 is, in particular, an electronically controlled clutch device, for example of the type offered by the applicant under the designation “electronic clutch management (EKM)”.

The transmission device 204 is in particular designed as an automated shift transmission and is controlled by a control device 220 , which is indicated schematically by the broken line 222 .

The internal combustion engine 200 is controlled by an engine control unit 224 and possibly by an accelerator pedal 226 , which can be operated by the driver. The pedal values or the positions of the accelerator pedal 226 can in particular be transmitted directly to the internal combustion engine 200 , which is indicated by the broken line 228 . The pedal values or switching positions of the accelerator pedal can, as indicated by the dashed line 230 , be transmitted to the engine control unit 224 , which controls the internal combustion engine, possibly as a function of these pedal values. It is also possible that the direct signal transmission from the accelerator pedal 226 to the internal combustion engine 200 is omitted, so that the pedal values are taken into account indirectly in the engine control via the engine control unit 224 .

The control units 214 , 220 , 224 can also be combined in a single control unit.

The control units 214 , 220 , 224 preferably cooperate, as indicated by the dashed lines 232 , 234 , 236 .

When it is determined in a control unit, such as in the control unit 216 or the control unit 224 , that the automated manual transmission 204 is to be shifted into another gear, or if the control device 216 or 220 or 224 receives a signal which indicates the automated one Manual transmission 204 is to be shifted to a different gear stage, the ses of the control device 216 is displayed. The control device 216 generates a first characteristic value or a clutch target torque. According to this clutch torque coupling device is driven by the drive device 202 of this coupling device 202 or by the electric motor 216th

The desired clutch torque, which is generated or specified when the control unit 214 is indicated that another gear in the automated manual transmission 204 is to be shifted, is such that it breaks down or is reduced more quickly than the engine torque 210 , which of the Internal combustion engine is generated.

Fig. 4 shows a flowchart of an exemplary method according to the invention.

In step 250 it is indicated that a gear change of the transmission device is to be carried out.

In step 252 , it is checked whether the target gear in which the transmission device is to be shifted is a higher or a lower gear than the output gear in which the transmission device is shifted before the shifting process.

If the target gear is a higher gear than the output gear, the method is ended in step 258 .

However, if the output gear is a higher gear than the target gear, a first characteristic value or a target clutch torque is generated or displayed in step 254 , this first characteristic value or target clutch torque acting to reduce the torque that can be transmitted or transmitted by the clutch device becomes.

In step 256 , the engine torque is reduced.

The actual reduction in clutch torque and engine torque mentes are coupled with each other so that a reduction in the actual Chen clutch torque causes a reduction in engine torque.

The method ends in step 258 .

The first characteristic value generated or reduced in step 254 or the generated or reduced target clutch torque is designed such that the target clutch torque is reduced or reduced more quickly than the engine torque, so that in particular the reduction of the target clutch torque leads to the reduction of the engine torque in time ,

This in particular causes the engine speed to be increased.

FIGS. 5 and 6 respectively show operating characteristics of a motor vehicle or predetermined parts of a motor vehicle.

In Fig. 5 and Fig. 6 are in particular the time profiles of the transmission speed 270 , the engine speed 272 , the desired clutch torque 274 , the engine torque 276 , the actual path 278 of the actuator or the electric motor or the actuating device, the desired path 280 of the Actuator or the electric motor or the actuating device, the vehicle acceleration 282 , the status number 284 of the clutch device, the switching state of the 286 , and the target gear 288 .

These curves of the operating characteristics, which are shown in FIG. 5, relate to a motor vehicle in which the control device according to the invention is not provided or a method according to the invention is not used.

The curves of the operating characteristic values shown in FIG. 6 relate to a motor vehicle in which a method according to the invention is used or which has a control device according to the invention.

As can be seen from these exemplary courses, in the representation according to FIG. 6 in region 290 the desired clutch torque 274 is reduced at a very high speed. The speed at which the clutch setpoint torque 274 is reduced is greater in the illustration according to FIG. 6 than the speed at which the engine torque 276 is reduced. In addition, the target clutch torque 274 follows the engine torque 276 .

This control causes the engine speed to be increased in the region 292 .

As shown in area 294 in FIG. 5, this speed increase is not given in a motor vehicle which is not controlled according to the method according to the invention or which does not have a control device according to the invention.

According to the inventive method, the duration of the power interruption, which is indicated in Fig. 6 by the double arrow 300 , compared to the duration of the traction power interruption, which is indicated in Fig. 5 by the double arrow 302 , is shortened.

The claims submitted with the application are drafted strikes without prejudice for obtaining further patent protection. The The applicant reserves the right to do so, so far only in the description and / or to claim the combination of features disclosed. Relationships used in subclaims point to further details formation of the subject of the main claim by the characteristics of each  due subclaim; they are not a waiver of attainment an independent, objective protection for the combinations of features to understand the related subclaims.

Since the subjects of the subclaims with regard to the prior art reserves the right to make its own and independent inventions on the priority day Applicant before becoming the subject of independent claims or part to make statements of compliance. You can also continue to invent independently containing one of the items in the previous sub-section have independent design.

The exemplary embodiments are not to be understood as a limitation of the invention hen. Rather, numerous Ab are within the scope of the present disclosure Changes and modifications possible, especially such variants, el elements and combinations and / or materials, for example by com combination or modification of individuals in connection with those in general NEN description and embodiments as well as the claims NEN and features or elements or ver contained in the drawings Driving steps for the specialist with a view to solving the task are removable and combinable features to a new counter status or lead to new process steps or process step sequences, also insofar as they relate to manufacturing, testing and working processes.

Claims (37)

1. A method for controlling a torque transmission device which is arranged in a drive train, said drive train having a motor, such as an internal combustion engine, and a transmission device, comprising the steps:

• - initiation of a gear change of the transmission device;
• - Check whether the exit gear is a higher gear than the target gear;
• - Generating and / or reducing at least a first characteristic value, this first characteristic value causing the torque that can be transmitted and / or transmitted by the clutch device to be reduced; and
• - reducing the engine torque;
  this first characteristic value is designed such that the torque which can be transmitted by the clutch device or the clutch target torque is reduced more quickly than the engine torque when it has been determined that the output gear is a higher gear than the target gear and when predetermined first conditions have been determined ,

2. The method, in particular according to claim 1, characterized in that the first characteristic value is the desired clutch torque. 3. The method, in particular according to one of the preceding claims, characterized in that by displaying the first code value is caused that the engine speed increases.   4. The method, in particular according to one of the preceding claims, characterized in that the engine speed before switching in the target gear is increased so that it essentially the Mo corresponds to the door speed, which after switching to the target gear is given, this increase in engine speed in particular by the first characteristic value is displayed. 5. The method, in particular according to one of the preceding claims, characterized in that the actual gear is determined. 6. The method, in particular according to one of the preceding claims, characterized in that the target gear under predetermined areas is automatically specified. 7. The method, in particular according to one of the preceding claims, characterized in that the target gear is determined, namely in especially before the engine torque is reduced. 8. The method, in particular according to one of the preceding claims, characterized in that the actual gear is saved. 9. The method, in particular according to one of the preceding claims, characterized in that the desired clutch torque at or after switching to the target gear according to a predetermined characteristic stik is increased. 10. The method, in particular according to one of the preceding claims, characterized in that the motor vehicle is actuated by the driver has accelerable accelerator pedal.   11. The method, in particular according to claim 10, characterized in that that the position of the accelerator pedal depends on the engine of the motor vehicle given performance is affected if the motor vehicle outside egg ner gear change phase is operated. 12. The method, in particular according to one of claims 10 and 11, there characterized in that from the engine of the motor vehicle level and / or the engine torque at least temporarily is dependent on the position of the accelerator pedal when the motor vehicle is in a gear change phase is operated. 13. The method, in particular according to one of the preceding claims, characterized in that the abge from the engine of the motor vehicle given power and / or engine torque by controlling the Throttle valve angle is controlled, especially during the gear change phase. 14. The method, in particular according to one of the preceding claims, characterized in that the abge from the engine of the motor vehicle given power and / or engine torque by controlling the Ignition angle control is controlled, especially during the Gear changing phase. 15. The method, in particular according to one of the preceding claims, characterized in that depending on predetermined operation characteristic values according to a predetermined characteristic of the engine speed it is determined which after the gear change or at the end of the Gear change phase will be given.   16. The method, in particular according to one of the preceding claims, characterized in that the first characteristic value depending on the Engine speed, which after the gear change or at the end of the Gear change phase will be given is determined. 17. The method, in particular according to one of the preceding claims, characterized in that the determined, first characteristic value an An increased at least the engine speed, which is such that the increased engine speed by less than a predetermined limit Amount deviates from the engine speed, which is below predetermined Conditions after changing gears or at the end of changing gears selphase is given. 18. The method, in particular according to one of the preceding claims, characterized in that the first characteristic value depending on the Translation of the target gear is determined. 19. The method, in particular according to one of the preceding claims, characterized in that the first characteristic value depending on the Position of the accelerator pedal is determined, which when initiating the Changing gears or essentially at the beginning of dismantling the clutch lungsistmoments is given. 20. The method, in particular according to one of the preceding claims, characterized in that predetermined gear changes are automated initiated and / or carried out.   21. The method, in particular according to one of the preceding claims, characterized in that predetermined gear changes depending speed of predetermined operating parameters automatically initiated and / or be effected. 22. The method, in particular according to one of the preceding claims, characterized in that the transmission device is an automatic is manual transmission (ASG). 23. The method, in particular according to one of the preceding claims, characterized in that the coupling device is an electro nically controlled coupling device. 24. The method, in particular according to one of the preceding claims, characterized in that the coupling device by a Electric motor is switched. 25. The method, in particular according to claim 24, characterized in that the first characteristic causes the coupling device with a maximum speed is opened, which is determined by the maximum Power of the electric motor is determined. 26. The method, in particular according to one of the preceding claims, characterized in that the control of the transmission device and / or the coupling device under predetermined conditions ten by the switching position of a manually operated shift lever being affected.   27. The method, in particular according to claim 26, characterized in that that the shift lever can be switched to a switching position in which the transmission device and / or the clutch device in Automatically controlled depending on predetermined operating parameters becomes. 28. The method, in particular according to one of claims 26 and 27, because characterized in that the shift lever ge in a switching position can be switched in which causes the gear unit gear is shifted into a next higher gear. 29. The method, in particular according to one of claims 26 to 28, thereby characterized in that the shift lever is switched to a switching position can be, in which the transmission device is caused in egg a next lower gear is shifted. 30. The method, in particular according to one of the preceding claims, which is initiated under predetermined conditions when the Shift lever is switched in a shift position in which the transmission device and / or the coupling device depending on certain operating parameters are controlled automatically, with meh rere gear changes can be controlled automatically. 31. The method, in particular according to one of the preceding claims, which is initiated under predetermined conditions when the Shift lever is in a switching position in which the Gear device is switched to a next higher gear.   32. Method, in particular according to one of the preceding claims, which is initiated under predetermined conditions when the Shift lever is in a switching position in which the Gear device switched to a next lower gear becomes. 33. The method, in particular according to one of the preceding claims, to reduce the time period in which the tractive force when walking change of a transmission device of a motor vehicle interrupted is. 34. Control device for controlling a torque transmission device of a motor vehicle, which the actuation of the torque ment transmission device under predetermined conditions controls a method according to any one of the preceding claims. 35. Control device, in particular according to claim 34, characterized ge indicates that the control device is an electronic control is device. 36. Control device, in particular according to one of claims 34 and 35, characterized in that the control device we has at least one hydraulic component. 37. Control device, in particular according to one of claims 34 to 36, characterized in that the control device little least has an electric motor which is given under predetermined conditions units the coupling device according to a predetermined character logistics charged.