DE10161982A1 - Method for controlling automated clutch and transmission in vehicles involves determining clutch ideal moment from system parameters to reduce slipping phase - Google Patents

Abstract

Engaging the clutch is produced during a shift process by determining a clutch ideal moment which during engagement is influenced so that the slipping phase is reduced. The clutch ideal moment is determined in dependence on at least one system parameter such as engine torque, engine speed, gear input speed, and the shift processes are effected by balancing the torque proportions dependent on the system values with factors.

Description

The present invention relates to a method for controlling and / or regulating an automated clutch and / or an automated transmission Vehicle in which an on by determining a desired clutch torque clutch is realized in a switching operation, such a front direction of control and a gear.

Automated clutches and automated ones are from vehicle technology Gear known in which the engagement process by means of a engagement strategy is implemented. To implement a coupling process is a tangential approximation of the speed curves from the motor speed and the gearbox input speed required at the end of the switching process Lich. When the clutch state changes from sliding to sticking a jump in the clutch torque, which leads to suggestions from un desired drive train vibrations can lead.

In addition, there is always a lot going on, especially when switching cables long slip phases during the coupling process. This unbelievable Desired slip phases unnecessarily reduce the shift on the one hand process or the clutch and on the other hand, the clutch is unimportant exposed to mechanical loads.  

The invention is therefore based on the object of a method for control and / or regulating an automated clutch and / or an automated ten gear to create, in which the engagement at any gear gears is optimized and especially with regard to comfort improve.

This is achieved according to the invention in that the determination of the coupling target torque particularly influenced by suitable input variables is so that the engagement process or a slip phase is shortened.

According to a development of the invention it can be provided that as a gear variables in particular the engine torque, the engine speed and the Ge drive input speed can be used. Of course there are also others re suitable input variables when determining the desired clutch torque can be used during a coupling process. It is particularly advantageous if the moments with factors dependent on the input variables be weighted. For example, the factors can be determined using a function len relationship when engaging increased depending on the type of shift or be lowered.

An advantageous embodiment of the invention provides that for implementation a clutch engagement strategy, depending on the type of shift, a suitable Re is used with adjusted control parameters. For the brisk Design interpretation can be conventional methods as well as implementation by means of the so-called fuzzy control.

According to a development of the invention, regulation is achieved in that that if a too large slip phase is detected when engaging, a virtual one  Consumer of a global control is dismantled, so that the clutch target torque increased and the clutch further closed when engaging will. This means that the slip can be reduced prematurely and thus the on coupling process can be shortened.

In order to implement this regulation, a two-point regulation can be provided become. As a setpoint z. B. the engine speed can be used. The engine speed can be supplied by an engine speed observer, which is already implemented for the coefficient of friction adaptation.

Another option for specifying the setpoint is the two-point control also the clutch torque of the global control without the consumer ver be applied. When the drive train torque equilibrium is met the optimal engagement process is calculated via the global control. In in this case the moment of the consumer is zero for the clutch to moment. One eliminates the consumer for the target specification of the regulation from the global control, you get an optimal on for every point in time dome operation.

Of course, other suitable setpoint values are also possible. The following equations can be used to calculate a model speed:

Omega_punkt_Motor = 1 / J_Motor. (M_Motor-M_Kupplung)
n_Modell_ (n + 1) = n_Modell_ (n) + 60 / 2.Pi) .Omega_punkt_Motor (n) .Δt

With

ω_punkt_Motor = motor acceleration
M_Motor = engine torque
M_Kupplung = clutch torque

The consumer of the global control can serve as a manipulated variable in the calculation of the clutch setpoint torque, which is calculated using the following equation:

M_Rsoll = K1. (M_Motor - M_Uverbraucher) + K2. (M_Schlupf)

With

M_Rsoll = clutch target torque
M_consumer = consumer moment applied
M_Schlupf = slip percentage

From this equation it can be seen that a decrease in the consumer moment causes an increase in the desired clutch torque. Thereby the clutch can be closed further in an advantageous manner and the existing one ne slip can be reduced.

It is possible to have a two-point control with constant gain is seen. Once transmission speed and model speed are the same Have value, the virtual consumer z. B. ramped down become. The ramp-shaped degradation of the consumer can then be completed when the synchronization point is actually reached, i.e. when the gearbox input speed and the motor speed are identical. Of course can with the two-point control an arbitrarily designed gain be provided.

However, it is also conceivable that the consumer is not degraded linearly, but reduced depending on any function becomes. For example, the breakdown of the consumer could also be dependent on slip be performed. Another inventive embodiment of the invention  can provide that the dismantling of the consumer, e.g. B. by means of a ramp shaped function or the like then begins when the difference between the determined model speed and the actual engine speed one Limit exceeds.

Another possibility would be e.g. B. the beginning of the dismantling of the consumer to link to the speed gradient by z. B. at a certain Deviation from a target gradient reduce the reduction of the consumer changed. The dismantling of the consumer could then be stopped if it did Real slip at the clutch below a predetermined limit below. Of course, there are other suitable options for It is possible to end the reduction of the consumer torque.

According to an advantageous development of the invention, another ge suitable control option should be provided. This possibility of regulation can e.g. B. through the use of an I-controller, the size of the consumer depending on the difference between the actual engine speed gradient and the model speed gradient or a predetermined constant model gradients are changed, realized. The control difference can e.g. B. integrated with an adjustable weighting factor over time become. Thus, the amount of the virtual consumer of the global control and thereby the reduction of the clutch torque.

It is particularly advantageous if this control option is used first Model sizes are calculated to determine target values. After that a corresponding deviation can be made by forming the difference between the real sizes and the model sizes are determined. Through an inte the determined difference and a suitable weighting, e.g. B. with egg  The gain factor is determined by adding the weighted and integrated Difference determines the clutch target torque.

According to the equation

ω_punkt_Motor = (M_Motor - M_Kupplung) / J_Motor

can determine an optimal course of acceleration of the engine speed the. Deviations from this course can e.g. B. from errors in the engine moment, in the case of an incorrectly determined coefficient of friction and / or a different one Coupling target torque arise.

This theoretical engine acceleration determined from the above equation can z. B. by means of the electronic clutch management (EKM) be determined, since all relevant quantities are available to this system. That did neuter engine acceleration, on the other hand, can be determined from the engine speed at for example via a data bus, such as a so-called CAN will be calculated. It is particularly advantageous if this calculation engine acceleration, several past engine rotation values number are taken into account in order to ver noise in the differentiated signal to avoid or to keep low.

In order to be able to estimate the torque error, the difference becomes from the actual engine acceleration and the theoretical engine acceleration a ΔOmega_punkt calculated. The resulting error or Deviation can, depending on the sign, too much or too little slip when entering to couple. By integrating the error during the hatching phase This gives a value that is the difference between the actual and the theoretical represents engine speed. The error is zero when the system is in Order is d. H. the theoretical acceleration with the actual engine  acceleration matches. A positive proportion after integration means Tet that the engine acceleration is higher than expected, e.g. B. due to a long-lasting hatching phase.

After the integrated part has been strengthened, this value can target torque are added. The resulting reduction in Acceleration difference has an impact on the actual calculation of the Acceleration difference.

It is also possible to add a di instead of adding the integrated portion directly influencing the coefficient of friction taken into account in the calculation or to consider the like.

With the aforementioned control option, an engine acceleration is therefore difference integrated. The result then corresponds to a speed difference. It is also possible that the determined speed difference ver with a factor is strengthened. This would correspond to a P controller.

A particularly advantageous embodiment of the invention provides that is filtered by means of the control target clutch torque. example A PT1 link can be used for this, which then results in a Mo element amount_actual model is determined. Thus the proposed rule possible further ver when determining the desired clutch torque be improved.

Another development of the invention provides that a temperature-dependent giger gain factor is provided with the I controller. For example can be a temperature dependent limit and / or a temperature dependent Reinforcement may be provided. It is also a slip dependent one  Limit and / or slip-dependent reinforcement possible. Furthermore is a temperature-dependent route control can also be used, in which the closing ß the path control with slip and / or temperature-dependent speed is done. For example, if the clutch is too hot, the clutch can Path control at a speed in the range of, for example, one Can be operated millimeters per second. Of course there are others too suitable speeds possible.

Furthermore, the clutch can be closed, for example in the event of overtemp rature after a predetermined time, e.g. B. realize that the Closing speed is controlled depending on the slip. It is also conceivable that the closing speed depending on the slip level served is controlled. Another possibility is that the lock speed depending on the slip and / or slip gradient as well is controlled by a component dependent on the pedal value. The above Possibilities and other suitable possibilities can be separated from one another the and also used or used in any combination with each other become.

According to another development of the invention, a wide variety of types th of regulations are used in the method according to the invention. For example, a PI controller, a PID controller, or the like can also be used level controllers are used, each with or without a suitable Pilot control or the like can be used.

When selecting the manipulated variables for the control used, ne ben the consumer also other suitable manipulated variables are provided. It is z. B. conceivable that direct access to the absolute clutch torque is provided.  

Another embodiment of the invention provides that to implement a Coupling strategy in the method according to the invention ver a control is applied, with an adjustment of the tax depending on the type of switching operation logic is done. The adaptation of the engagement strategy to the type of shifting ganges thus allows for the assembly or disassembly of the clutch torque during the switching process still enough space, which means additional requirements changes to the circuits can be met.

As requirements for an optimal switching process or engaging process can e.g. B. a minimal friction work (Ir), a finite engagement time (Tges), a minimal change in spin (Wpp), a minimal actuator load (ES) and / or a constant sign of vehicle acceleration to be named. Of course, other requirements can also in addition to the aforementioned requirements in the method according to the invention be taken into account.

These various criteria can be combined to form a suitable sum criterion, and an optimal control process can be obtained using a suitable optimization method. The following equation can be used as a criterion:

a1.ER + a2.Tges + a3.Wpp.Wpp + a4.ES +. , , → min.

According to a development of the invention, it is provided that as a control option precontrol is provided. The feedforward control is through such a mentioned pre-control torque realized.

The target clutch torque is calculated using the global control using the following equation:

MRSOLL = KME (M_Mot) + M_Schlupf

With
KME = proportion dependent on engine torque

By means of the precontrol, for example, a precontrol torque can be Global controls are integrated that no jump or no discontinuous over gear occurs in the course of the clutch torque. Particularly advantageous it may be if a suitable function is added that the Pre-control torque slips when engaging so that a constant over is guaranteed.

According to a further embodiment of the invention are in the invention According to the procedure, several options are provided for input tax moment in the global control.

It is possible that the torque component is expanded by the pilot torque, so that the following equation applies:

M_Rsoll = KME. (M_Mot + M_Vorsteuer) + M_Schlupf

In addition, it is also conceivable that a new portion is added as a pre-tax element, so that the following equation applies:

M_Rsoll = KME. (M_Mot) + M_Schlupf + M_Vorsteuer.

It is also conceivable that the pilot torque is realized as a new torque component in the slip component, so that the following equation applies:

M_Rsoll = KME. (M_Mot) + max (M_Schlupf, M_Vorsteuer)

It is also possible that the pilot torque is integrated as a new torque component in the maximum engine torque, so that the following equation applies:

M_Rsoll = KME.max (M_Mot, M_Vorsteuer) + M_Schlupf.

Of course, the above-mentioned options for integrating are control torque in the global control can also be combined with one another as required.

According to another development of the invention, options are proposed suggest how the pre-control torque is built up. It is conceivable that Pilot torque as a function of the engine speed gradient becomes. Furthermore, the pilot torque can also be one of the pedal value and / or correspond to the gradient of the pedal value-dependent function. Another possibility for building up the pre-tax torque provides that the pilot torque is ramped up. Of course you can the pre-control torque also corresponds to a constant function. To esp especially with full-load shifting processes at high speed ranges To enable quick engagement, the pilot torque can also be used as Function of the engine speed and / or slip are formed.

Considering the many possibilities to build up the pre-tax moment it is conceivable that any combination of the options mentioned for Structure of the pre-control torque when controlling the engagement process can be used.  

When building the pilot torque, it can be advantageous if a loading limitation of the gradient of the pre-control torque is carried out. It is also possible that the pilot torque for full load switching is exceeded a predetermined limit value of the pedal value and / or the pedal value gradient can be built up faster. In addition to limiting the Gra The input torque can also be used to limit the input tax moment itself.

An advantageous development of the invention provides that for the construction of the Pre-control torque conditions are provided, in particular the To optimize the control of the engagement process.

It is envisaged that, particularly in the case of pull switching operations, a pilot control moment is being built. In particular, the pilot torque should be at Clutch state 8 (driving state) can be established. Furthermore, should the build-up of the pilot torque only at the start of switching operations and / or when the accelerator pedal is actuated.

Because, especially in train downshifts, he has a delayed engagement is required and thus the clutch is only closed when there is positive slip , it may be necessary to build up the pre-control torque there should be positive slip.

It is also conceivable that as a condition for building up the pre-control torque the pedal value or the pedal value gradient is greater than a limit value. Zusätz Lich can also be provided as a condition that the engine torque is smaller than a predetermined limit. The limit can e.g. B. lie at 15 Nm gene, since in the previous engagement strategy a train shift from one month  Torque about 15 Nm is recognized. Of course, as a limit other suitable value for the engine torque.

With a very sporty driving style it happens that the driver depresses the pedal actuated before he has engaged the gear. If this is done by the controller knows, can also be engaged via the pilot torque as soon as the gear is engaged. Thus, the build-up of the clutch torque in be advantageously accelerated.

Of course, the conditions mentioned can be combined with each other can be combined to optimally control the build-up of the engine torque.

In the method according to the invention it is provided that the input tax moment is sensibly limited and then for example until after the circuit is held or degraded again during or after engaging. According to an advantageous development of the invention, this can be described below conditions.

It is possible that when a predetermined limit of Mo tormomentes, e.g. B. at 15 Nm or the like, a reduction in the pilot control mentes done. Another condition can be realized by that if the pedal value falls below a limit, the pilot torque is broken down. It is also conceivable that when the idle switch is actuated and / or the pilot torque is reduced at the end of the switching process becomes. It is also possible that the pre-control torque is reduced, if there is no slip.  

Of course, these conditions can be combined with each other can be combined to control the reduction of the pre-control torque s.

The same options can also be used to reduce the pre-control torque Peculiarities (functions) are used, such as when setting up the pilot control mentes. At the same time, the dismantling can also take place more slowly than the assembly, so that the transition of the course of the clutch torque during the Coupling process takes place continuously.

According to an advantageous development of the invention, the implementation the pilot control can be provided that the pilot torque always the same is the absolute amount of engine torque. Ideally, this will be a change prevented the rotation speed of the motor. By switching one can Depending on the type of switching operation, the moment of the pilot control is positive or be weighted negatively. So there is a possibility that a faster Building or dismantling of the clutch torque is realized, such as. B. with delay engaged or immediately closed when synchronous is reached neutralization point. Using a switching characteristic, for example depending on the Slip and / or the engine torque, a suitable switching point can be be true, the z. B. the timely engagement of the clutch when Errei Chen the synchronization point allows. This eliminates time delays in Coupling compensated.

It is particularly advantageous in the method according to the invention if the Control and regulation of the target clutch torque when engaging can be combined with each other. So that the basic course of the Kupp ment torque by the controller, in particular by a pilot control be specified. A controller of the regulation can be used Deviations from the course of the setpoint of the clutch torque  zugleichen. In the ideal case, the pre-control already sets the target state largely achieved so that the regulation can be relieved.

This means that when designing the control parameters, greater freedom units exist than with a pure regulation of the clutch setpoint torque. In addition, the requirements for the regulation can be reduced, wel leads to a significantly more robust interpretation of the control.

A combination of regulation and control results in a Further development of the invention necessary or additional A as required aisle sizes, such as B. the engine torque, the throttle valve position, the Pe dalwert, the engine speed, the transmission input or output speed derived slip and / or the change in slip over time, the measured or calculated acceleration, the position of the actuator and / or the Steller current.

These input variables can be combined with one another as desired and supplemented by suitable additional input variables.

Another development of the invention provides that the tax Erungs- and / or regulation parameters suitable to the controller or the Re be adjusted.

In addition to adapting the control parameters to the respective Because of the selected engagement strategy, it is still possible to use the Para adjust meters based on additional criteria, such as B. both so-called Fuzzy control, in which the rule laws are changed or adapted accordingly become.  

There are e.g. B. criteria described below can be used. The control or the control parameters are based on the gear selected and / or on to adapt the respective driver type. Furthermore, the control and control parameters to determined route parameters, such as. B. Cornering, driving uphill or the like can be adjusted. Beyond that the control parameters can also be sent to the geodä table height can be adjusted, since a reduction in engine torque in large Height is present. Of course, these criteria mentioned can be any be combined with each other and by additional suitable criteria be added.

Another embodiment of the invention provides that the esse procedure in every conceivable configuration with a possible adaptation can be combined. For example, long-term or medium timely changes in route behavior are compensated for.

The method according to the invention can be used in vehicles that both an electronic clutch management (EKM) and an automa tized manual transmission (ASG), used or used. Of course, there are other suitable uses for the inventive method conceivable.

Further advantages and advantageous configurations of the invention result from the dependent claims and the drawing.

Show it  

FIG. 1 is a diagram of various multiple representations Einkuppelstrategien in pulling and pushing shifting operations;

Fig. 2 is a block diagram of a control feature of the inventive method;

Fig. 3 shows a control circuit of the inventive method according to Fig. 2;

Fig. 4 is a control circuit with a P-controller;

FIG. 5 shows a block diagram according to FIG. 2 with an additional filter element; and

Fig. 6 is a diagram with a possible two-point control.

Various types of switching operations are shown in FIG . In the following, an analysis of the different types of shifting operations is carried out, it being assumed that there is a constant transmission input speed due to the high inertia of the vehicle.

A negative engine torque and an engine speed that is greater than the transmission speed are present during a thrust upshift. So the following equation applies:

ω_punkt ≈ M_Motor - M_Kupplung

With

ω_punkt = engine acceleration
M_Motor = engine torque
M_Kupplung = clutch torque

This means that by engaging a faster drop in engine speed can be achieved. In order for the engine to flow as tangentially as possible To obtain speed in the gearbox speed curve, the rotational acceleration amount of the motor does not become too large. This means that at least at least in the vicinity of the synchronization point the clutch torque or clutch target torque must be kept as small as possible.

In a train downshift, there is a positive engine torque and an engine speed that is less than the transmission speed. From this follows the equation:

ω_punkt ≈ M_Motor + M_Kupplung

This means that by engaging a faster build-up of the engine rotation number can be achieved. In order for the Mo To maintain the door speed in the gearbox speed curve, the rotary fitting the engine must not be too large. It follows that at least At least in the vicinity of the synchronization point, the clutch torque is no such as must be kept possible.

In a thrust downshift, there is a negative engine torque and an engine speed that is less than the transmission speed. From this follows the equation:

ω_punkt ≈ M_Motor + M_Kupplung

This means that the engine speed drops without engaging would. In order to reach the synchronization point, the support of the clutch is required necessary.

In a train upshift, there is a positive engine torque and an engine speed that is greater than the transmission speed. This gives the equation:

ω_punkt = M_Motor -M_Kupplung

This means that the engine speed increases without engaging the clutch would. In order to reach the synchronization point, the support of the clutch is required necessary.

In summary, it can be said that with a train upshift process and an immediate engagement is required in the event of a thrust downshift is agile to reach a synchronization point. With a train downshift gear as well as during a thrust upshifting process must be closed for comfort reasons the clutch fully opened at least in the vicinity of the synchronization point his. When the synchronization point is reached, the Clutch required in order to overshoot the engine speed (train downshift) or a further drop in engine speed (thrust high switching process) to avoid.

In the upper four representations in FIG. 1, a delayed engagement is shown in a train downshift process and in a thrust upshift process. The lower four representations show an immediate engagement during a push downshift and a pull upshift.

With immediate engagement or with delayed engagement, the switching point is provided at the zero crossing of the engine torque. This can lead to the fact that the coupling process is unnecessarily extended if the coupling is delayed and the motor torque is close to 0 nm. For this reason, it is still necessary to demand that a delayed engagement process may only take place if there is a sufficiently large thrust torque when shifting up, and if there is a sufficiently large pulling torque of the engine during downshifts. It follows that the switchover points of the clutch engagement strategy are provided with a hysteresis based on the engine torque. The following equation applies to delayed engagement:

Delayed engagement with overrun upshift:
M_Motor <- M_Motor_Border
Delayed engagement with train downshift:
M_Motor <+ M_Motor_Border

A peculiarity arises here that in the case of circuit types without sub synchronization of the clutch support, quick clutch closing when the synchronization point is reached. This follows from the Demand that, on the one hand, there is no large overshoot of the engine speed or no further drop in engine speed when pulling back or pushing high switching operations can be tolerated. Based on the course of the engine speed shortly before the synchronization point is reached, the time of synchronization can tion can be estimated. This means that there is a possibility compensate for any dead times or actuator delays (inertia). If the total deceleration of the actuator is known, closing the Coupling can be initiated before reaching the synchronization point.  

Fig. 2 shows a block diagram of a control possibility of the method according to the invention. With this control option, model sizes are first calculated in order to determine target values. This enables the formation of a difference between the real sizes and the model sizes. Finally, the difference is integrated using an I-link and weighted with a gain factor K. Finally, the integrated difference is added to the target clutch torque.

In Fig. 3, a corresponding control loop is in accordance with the block diagram of FIGS. 2.

In Fig. 4, a control loop is alternatively shown, in which the speed difference determined by integration is amplified by a factor which is realized by a P controller.

FIG. 5 shows a block diagram according to FIG. 2. With this control option, M_Rsoll is filtered with a PT-1 element. With this filtering, an additional value M_Ist_Modell is obtained. The control in the method according to the invention is thus further improved.

In Fig. 6, a two-point control is shown, the courses of the engine speed, the gearbox speed and the model speed are indicated when engaging.

As a manipulated variable, a virtual consumer is provided in the two-point control, the z. B. is ramped down when the transmission speed and the model speed are the same size. This point in time is when the curves of the model speed and the gear speed intersect. This is indicated in Fig. 6 by a vertical dash line I. Dismantling of the consumer is ended when the course of the engine speed changes into the course of the transmission speed. This is indicated in Fig. 6 by a vertical de continuous line II.

The claims submitted with the application are drafted strikes without prejudice for obtaining further patent protection. The An notifier reserves the right to add more, so far only in the description and / or To claim drawings disclosed combination of features.

Relationships used in subclaims point to further training the subject of the main claim by the features of the respective towards subclaim; they are not considered a waiver of achieving one independent, objective protection for the combinations of features of to understand related subclaims.

Since the subjects of the subclaims with regard to the prior art reserves the right to make its own independent inventions on the priority date 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 subjects of the preceding subclaims have independent design.

The exemplary embodiments are not to be understood as a limitation of the invention hen. Rather, there are numerous variations within the scope of the present disclosure Rations and modifications possible, especially such variants, elements and combinations and / or materials, for example by combination or modification of individual in connection with that in the general Be writing and embodiments and the claims described and in  the features or elements contained in the drawings or procedural step ten for the expert with regard to the solution of the task are removed and through combinable features to a new item or new ones Lead process steps or process step sequences, also insofar as they Test and work procedures concern.

Claims (70)

1. A method for controlling and / or regulating an automated clutch and / or an automated transmission of a vehicle, in which a clutch engagement is realized during a shift process by determining a clutch target torque, characterized in that the clutch target torque is influenced during clutch engagement in such a way that a hatching phase is reduced. 2. The method according to claim 1, characterized in that the coupling target torque depending on at least one system size, such as an engine torque, an engine speed, a transmission input rotation number, is determined, switching operations being realized by the of The torque components dependent on the system sizes are weighted with factors become zero when decoupling by means of a time ramp be reset, and / or when engaging by means of a functional Context are increased or decreased. 3. The method according to any one of claims 1 or 2, characterized in that that the time of engagement is determined by means of a regulation, depending on the type of switching, an adapted set of Rege  parameter is used. 4. The method according to claim 3, characterized in that as a regulation a two-point control is used, the setpoint for the Two-point control at least the engine speed is used. 5. The method according to claim 4, characterized in that in the two-point control a model speed (n_model) is determined by the following equations:
ω_punkt_Motor = 1 / J_Motor. (M_Motor_M_Kupplung)
n_Modell_ (n + 1) = n_Modell_ (n) + 60 / 2.Pi) .ω_punkt_Motor (n) .Δt
With
ω_punkt_Motor = motor acceleration
M_Motor = engine torque
M_Kupplung = clutch torque 6. The method according to any one of claims 4 or 5, characterized in that a consumer torque ei ner global control with the following equation is used as a manipulated variable in the two-point control:
M_Rsoll = K1. (M_Motor - M_Uverbraucher) + K2. (M_Schlupf)
With
M_Rsoll = clutch target torque
M_consumer = consumer moment applied
M_Schlupf = slip percentage 7. The method according to any one of claims 4 to 6, characterized in that that the two-point control with a predetermined gain is carried out at which as soon as the transmission speed and the model speed  are the same size, the consumer torque is ramped down. 8. The method according to claim 7, characterized in that the degradation of the Consumer torque is ended when synchronization between the transmission speed and the engine speed is actually reached. 9. The method according to any one of claims 4 to 6, characterized in that the consumer torque in the two-point control is based on a Function is reduced. 10. The method according to claim 9, characterized in that the consumption chermoment is reduced depending on a determined slip. 11. The method according to any one of claims 7 to 10, characterized in that the reduction of the consumer moment is started when the differences limit of the model speed and the actual engine speed one exceeds a predetermined amount. 12. The method according to any one of claims 7 to 10, characterized in that that the reduction of the consumer torque depending on the speed gradient is started by at a certain deviation from a target gradient, the consumer torque is reduced. 13. The method according to any one of claims 7 to 12, characterized in that the reduction of the consumer torque is ended when an actual Licher slip falls below a predetermined limit. 14. The method according to any one of claims 3 to 13, characterized in that that an I controller is used in the control, by which the size of consumer torque depending on the difference from that did  neuter engine speed gradient and the model speed gradient or a predefined constant model speed gradient ver will change; this control difference with a selectable weight factor is integrated over time. 15. The method according to claim 14, characterized in that for each Ab groping the amount of the virtual consumer torque of the global tax tion is calculated and the clutch torque is built up. 16. The method according to any one of claims 3 to 15, characterized in that model sizes are calculated in the control, that setpoints for The scheme determines that there is a difference between the real ones Sizes and the model sizes that formed the difference integrated and weighted with a gain factor and that the in tegrated and weighted difference added to the target clutch torque becomes. 17. The method according to claim 16, characterized in that the following equation is satisfied in the regulation in a slip phase:
ω_punkt_Motor = (M_Motor - M_Kupplung) / J_Motor 18. The method according to any one of claims 16 or 17, characterized in that to calculate a theoretical engine acceleration as a model electronic clutch management (EKM) is used and that the actual engine acceleration from over a data bus (CAN) received engine speed is calculated. 19. The method according to any one of claims 16 to 18, characterized in that that by the difference from the theoretical engine acceleration  (ω_punkt_Motortororetically) and the actual engine acceleration (ω_punkt_Motor) a Δω_punkt is calculated, where Δω_punkt as a measure for serves the clutch torque error. 20. The method according to claim 19, characterized in that integrating of the clutch torque error during the slip phase is a value is averaged, which is the difference between the actual and theo represents retic engine speed. 21. The method according to claim 20, characterized in that the value = 0 is when the theoretical acceleration with the actual acceleration agreement, and that the value is greater than 0 if due to a long slipping phase the engine acceleration is higher than that theoretical acceleration. 22. The method according to any one of claims 20 or 21, characterized in that that the determined value is amplified and then to the clutch set torque ment is added. 23. The method according to any one of claims 20 to 22, characterized in that that the determined value (speed difference with a P controller) is processed becomes. 24. The method according to any one of claims 16 to 23, characterized in that the target clutch torque determined during the control with a PT1 Link is filtered, whereby a moment amount_actual_model is determined becomes. 25. The method according to any one of claims 14 to 24, characterized in that the gain factor of the I controller is dependent on the temperature  is determined. 26. The method according to claim 25, characterized in that in the Ver strengthening factor a temperature-dependent limit and / or a tempera reinforcement is provided. 27. The method according to any one of claims 25 or 26, characterized in that that the gain factor has a slip-dependent limit and / or slip-dependent reinforcement is provided. 28. The method according to any one of claims 25 to 27, characterized in that that with the gain factor, a temperature-dependent path control is provided. 29. The method according to claim 28, characterized in that the path control tion is closed at a predetermined speed when the Clutch has exceeded a certain temperature. 30. The method according to claim 29, characterized in that the Ge speed is controlled depending on the slip. 31. The method according to any one of claims 29 or 30, characterized in that that the speed is controlled depending on the slip gradient becomes. 32. The method according to any one of claims 29 or 31, characterized in that the speed is dependent on the slip and / or the Slip gradient and / or a pedal-dependent components control is heard.   33. The method according to any one of claims 3 to 32, characterized in that a PI controller is used for the control. 34. The method according to any one of claims 3 to 33, characterized in that a PID controller is used for the control. 35. The method according to any one of claims 3 to 34, characterized in that a state controller is used in the control, which with and / or is operated without pilot control. 36. The method according to any one of claims 3 to 35, characterized in that the absolute clutch torque ver is applied. 37. The method according to any one of claims 1 to 36, characterized in that a control is provided when engaging, in which, depending on Art of the switching process, the control logic is adapted. 38. The method according to claim 37, characterized in that as a request a minimal change Friction work (ER) and / or a finite engagement time (Tges) and / or one minimal change in spin (Wpp) and / or minimal Actuator load (ES) and / or a constant sign of the vehicle code acceleration are provided. 39. The method according to claim 38, characterized in that the requirements are combined to form a suitable sum criterion, an optimal control being provided with respect to the selected criteria using a suitable optimization method. The criterion is:
a1.ER + a2.Tges + a3.Wpp.Wpp + a4.ES +. , , → min. 40. The method according to any one of claims 37 to 39, characterized in that that pre-control with a pre-control torque is pre-controlled will see. 41. The method according to any one of claims 37 to 40, characterized in that the desired clutch torque is calculated using the global control essentially using the following equation:
MRSOLL = KME (M_Mot) + M_Schlupf
With
KME = proportion dependent on engine torque 42. The method according to any one of claims 40 or 41, characterized in that that the pre-control torque is integrated into the global control, so that an unsteady transition in the clutch torque is avoided. 43. The method according to any one of claims 40 to 42, characterized in that that a suitable function is provided, which element grinds so that there is a constant transition in the clutch torque course is guaranteed. 44. The method according to any one of claims 40 to 43, characterized in that the pilot torque is integrated into the global control by the following equation:
MRSOLL = KME. (M_Mot + M_Vorsteuer) + M_Schlupf
With
M_Vorsteuer = input torque 45. Method according to one of claims 40 to 44, characterized in that the pilot control torque is integrated into the global control by the following equation:
MRSOLL = KME. (M_Mot) + M_Schlupf + M_Vorsteuer. 46. The method according to any one of claims 40 to 45, characterized in that the pilot torque is integrated into the global control by the following equation:
MRSOLL = KME. (M_Mot) + max (M_Schlupf, M_Vorsteuer). 47. Method according to one of claims 40 to 46, characterized in that the pilot torque is integrated into the global control by the following equation:
MRSOLL = KME.max (M_Mot, M_Vorsteuer) + M_Schlupf. 48. The method according to any one of claims 40 to 47, characterized in that the pilot torque is built up by the following equation:
M_Vorsteuer = f (dM_Mot (dt). 49. The method according to any one of claims 40 to 48, characterized in that the pilot torque is built up by the following equation:
M_Vorsteuer = f (pedal value). 50. Method according to one of claims 40 to 49, characterized in that the pilot control torque is built up by the following equation:
M_Vorsteuer = f (dPedalwert / dt). 51. The method according to any one of claims 40 to 50, characterized in that the pilot torque is built up in a ramp.   52. The method according to any one of claims 40 to 51, characterized in that the pilot torque is built up by the following equation:
M_Vorsteuer = constant. 53. The method according to any one of claims 40 to 52, characterized in that the pilot torque is constructed according to the following equation:
M_Vorsteuer = f (engine speed). 54. The method according to any one of claims 40 to 53, characterized in that the pilot torque is constructed according to the following equation:
M_Vorsteuer = f (slip). 55. The method according to any one of claims 40 to 54, characterized in that that there is a gradient limitation when the pre-control torque is built up is seen. 56. The method according to any one of claims 40 to 55, characterized in that that the pre-control torque for full load switching from a predetermined th value of the pedal value and / or the pedal value gradient more quickly is built. 57. The method according to any one of claims 40 or 56, characterized in that that a limitation of the value of the pre-control torque is provided becomes. 58. The method according to any one of claims 40 to 57, characterized in that that the build-up of the pre-control torque is preferred when the cable is switched on gears is provided.   59. The method according to any one of claims 40 to 58, characterized in that that the build-up of the pilot torque to predetermined conditions is knotted. 60. The method according to any one of claims 40 to 59, characterized in that that the pre-control torque is appropriately limited. 61. The method according to claim 40 to 60, characterized in that at the reduction of the pre-control torque the same options as for Structure of the pre-control torque can be used. 62. The method according to claim 40 to 60, characterized in that the Ab Construction of the pre-control torque is slower than the build-up of the pre-control torque mentes is carried out so that the transition is steady when engaging he follows. 63. The method according to any one of claims 3 to 62, characterized in that a combination of control and regulation when determining the Target clutch torque is used when engaging. 64. The method according to claim 63, characterized in that by the Control a basic torque curve is specified and at Regulation by the controller compensates for deviations from the target course become. 65. The method according to any one of claims 3 to 64, characterized in that that the following system for realizing an optimal engagement strategy sizes used for control and / or regulation: Engine torque and / or throttle valve position and / or pedal value and / or engine speed and / or transmission input speed and / or Ge  drive output speed and / or derived slip and / or time Change in slip and / or measured acceleration and / or calculated acceleration and / or actuator current and / or actuator position. 66. The method according to claim 65, characterized in that the tax control and / or control parameters for the selected gear be fitted. 67. The method according to any one of claims 65 or 66, characterized in that that the control and / or regulation parameters on the respective Driver type can be adjusted. 68. The method according to any one of claims 65 to 67, characterized in that that the control and / or regulation parameters to determined driving route parameters are adjusted. 69. The method according to any one of claims 65 to 68, characterized in that that the control and / or regulation parameters to the geodetic Height can be adjusted because of a reduction in engine torque in large Height is present. 70. The method according to any one of claims 1 to 72, characterized in that when determining the desired clutch torque when engaging an adaptation is provided so that long-term and / or medium-term Changes in route behavior are compensated.