DE102015215749A1 - Method and electronic control unit for controlling a multi-speed motor vehicle transmission - Google Patents

Abstract

The control according to the invention of a multiple-speed motor vehicle transmission (4) comprises an algorithm that evaluates current data of the environment, current and predefined data of the transmission (4) driving motor (2), current and predefined data of the transmission (4) setpoints for the gear of the transmission (4) and for the operating state of a in the power flow between the engine (2) and transmission (4) arranged start-up element (3) and transmitted to a gear change device of the transmission (4) and to a slip control device of the starting element (3). The current data of the environment include at least data for an air temperature, the current engine data (2) at least engine temperature, engine speed and engine torque data, the engine's predefined data (2) at least fuel consumption map data, and minimum and maximum allowable data Engine speed, the current data of the transmission (4) at least data for transmission temperature, transmission input speed, gear and starting element slip, and the predefined data of the transmission (4) at least data of an operating map of the starting element (3) and data for transmission efficiency and in the transmission (4 ) starting from the current gear switchable gears.

Description

The invention relates to a method for controlling a multiple-speed motor vehicle transmission with an electronic control unit and an electronic control unit operated with this method.

In a modern motor vehicle with automatic or automated multi-speed transmission usually a control system is used, in which an appropriate for the respective driving situation gear is determined in an electronic control unit and transmitted as a shift command to a gear change device of the transmission. Methods for determining driving situations suitable transmissions are widely known from the prior art. From the DE 39 22 051 C2 For example, a method for controlling an automatic transmission is known in which by evaluating current data for engine throttle position, engine speed, vehicle lateral acceleration, vehicle speed, vehicle longitudinal acceleration and vehicle longitudinal deceleration discrete parameters for the current driving activity or for the current sportiness the driving style of the driver are determined. Each of these parameters are associated with upshift and downshift characteristics for gear selection in the transmission. To determine the current target gear, the parameters are mathematically weighted, so that the result of this weighting maps the appropriate to the current driving style of the driver gear and thus the current driver's request regarding the transmission gear.

From the DE 100 41 441 A1 For example, a shift strategy for an automatic transmission is known in which different individual criteria - referred to here as "gear selection modules" - each determine their own target gear, which is compared with the actual gear and can trigger a circuit taking into account predefined prohibition criteria. For this purpose, various switching prevention mechanisms are provided, which can suppress or prohibit a requested circuit in each case for specified standardized operating situations. In this case, both the individual criteria for Zielgangbildung and the switching prevention mechanisms can be processed in parallel time.

As a starting element, modern automatic transmissions usually have a torque converter with an integrated torque converter lockup clutch arranged in the power flow between the drive engine and the automatic transmission. Typical operating modes for the lockup clutch are "open", "closed" and "slip controlled". From the DE 10 2013 220 398 A1 For example, a method for determining a demand-based target slip of such a lockup clutch is known in which instead of a few gear-dependent maps for the desired slip a variety - for example 50 - different nominal slip maps are used, the situational over an index assignment - ie driving situation related - are activated.

From the DE 39 28 653 A1 Finally, a method for controlling an internal combustion engine / automatic transmission is known, in which on the one hand the current fuel quantity of the internal combustion engine is adjusted depending on the current position of an accelerator pedal of the motor vehicle and on the other hand, the transmission ratio in the fine-speed automatic transmission and thus the speed of the engine is controlled so that there is minimal fuel consumption. In this case, the fuel quantity per unit time and thus the engine power is determined by the accelerator pedal position, while in all operating conditions, the gear ratio of the automatic transmission is controlled independently of the control of the amount of fuel so that adjusts an engine speed, which depends solely on the accelerator pedal position. On this basis, the present invention based on the object to provide a novel method and electronic control unit for controlling a multi-speed motor vehicle transmission, by which the motor vehicle can be operated energy-efficiently with the motor vehicle transmission.

This object is achieved by a method having the features of independent patent claim 1. Advantageous embodiments and further developments of this method will become apparent from the dependent claims. An electronic control unit operated by this method is the subject of independent claim 17. Accordingly, a method for controlling a multi-speed motor vehicle transmission with an electronic control unit is proposed, in which an algorithm is implemented in the electronic control unit, the current data of the environment, current data a drive motor operatively connected to the motor vehicle transmission, predefined data of the drive motor, current data of the motor vehicle transmission and predefined data of the motor vehicle transmission ever generated a target value for the gear of the motor vehicle transmission and for the operating state of a arranged in the power flow between the drive motor and motor vehicle starting element and the respective target value to a gear change device the motor vehicle transmission and transmitted to a slip control device of the starting element. The current environmental data includes at least data for an air temperature. The current data of the drive motor include at least data for engine temperature, engine speed and engine torque. The predefined data of the drive motor comprise at least data a fuel consumption map and data for a minimum and a maximum allowable engine speed. The current data of the motor vehicle transmission include at least data for transmission temperature, transmission input speed, gear and starting element slip. The predefined data of the motor vehicle transmission comprise at least data of an operating map of the starting element and data for transmission efficiency and in the motor vehicle transmission starting from the current gear switchable gears include.

If a torque converter is provided as starting element, the operating characteristic diagram of the starting element preferably comprises a slip characteristic field of this torque converter. In this case, it can be provided that as target value for the operating state of the starting element of the algorithm, a target slip of a torque converter lockup clutch this torque converter is generated.

If a disconnect clutch is provided as the starting element, then it can be provided that a desired slip of this disconnect clutch is generated as the desired value for the operating state of the starting element by the algorithm.

The inventive algorithm allows over the prior art, a reduction in fuel consumption and / or the CO2 emission of the internal combustion engine, which drives the operated with the inventive step transmission, since the given operating map of the internal combustion engine as a result of the operating point shift of the motor vehicle transmission and / or the operating point shift of the starting element situationally initiated operating point shift of the internal combustion engine can be used situationally efficient.

• – aus den aktuellen Daten des Antriebsmotors den aktuellen Motorbetriebspunkt im Kraftstoffverbrauchskennfeld ermittelt,
• – aus den aktuellen und vordefinierten Daten des Kraftfahrzeuggetriebes alternative Motorbetriebspunkte im Kraftstoffverbrauchskennfeld ermittelt,
• – den aktuellen Motorbetriebspunkt und die alternativen Motorbetriebspunkte miteinander hinsichtlich Kraftstoffverbrauch vergleicht und denjenigen Motorbetriebspunkt mit dem niedrigsten Kraftstoffverbrauch als Soll-Motorbetriebspunkt auswählt,
• – denjenigen Gang des Kraftfahrzeuggetriebes und denjenigen Betriebszustand des Anfahrelementes, die in Kombination zu dem Soll-Motorbetriebspunkt führen, als Soll-Gang für das Kraftfahrzeuggetriebe und Soll-Betriebszustand für das Anfahrelement festsetzt,
• – den Soll-Gang für das Kraftfahrzeuggetriebe an die Gangwechselvorrichtung des Kraftfahrzeuggetriebes übermittelt und
• – den Soll-Betriebszustand für das Anfahrelement an die Schlupfsteuervorrichtung des Anfahrelementes übermittelt.

In a preferred embodiment of the invention, it is proposed that the algorithm

• - determined from the current data of the drive motor, the current engine operating point in the fuel consumption map,
• Determined from the current and predefined data of the motor vehicle transmission alternative engine operating points in the fuel consumption map,
• Comparing the current engine operating point and the alternative engine operating points with each other in terms of fuel consumption and selecting that engine operating point with the lowest fuel consumption as the target engine operating point,
• - that gear of the motor vehicle transmission and those operating state of the starting element, which lead in combination to the target engine operating point, set as the target gear for the motor vehicle transmission and target operating condition for the starting element,
• - Transmitted the target gear for the motor vehicle transmission to the gear change device of the motor vehicle transmission and
• - Transmitted the desired operating condition for the starting element to the slip control device of the starting element.

In this case, the algorithm can calculate the alternative engine operating points by varying gearshifts that can be shifted in the motor vehicle transmission starting from the current gear. Also, the algorithm may calculate the alternative engine operating points by varying slip in the starting element. Alternatively, the algorithm may calculate the alternative engine operating points by combining the variation of gears shiftable in the automotive transmission and the variation of slip in the starting element.

In a development of the invention it can be provided that the current data of motor vehicle transmission and / or drive motor also comprise data for the operating state of an electric motor with which the motor vehicle transmission can be driven. In this case, the algorithm may, for example, take into account a torque of the electric motor when calculating the alternative engine operating points.

In another embodiment of the invention can be provided that the target value for the gear of the motor vehicle transmission is transmitted to the gear change device of the motor vehicle transmission and the setpoint for the operating state of the starting element is only transmitted to the slip control device of the starting element when predefined criteria are met whereas, if these predefined criteria are not fulfilled, the motor vehicle transmission is operated with an algorithm-independent shift strategy and the starting elements are operated with an algorithm-independent operating strategy. For example, to ensure a desired rapid heating of the drive motor and thus to improve the exhaust quality of the drive motor be provided that the setpoint transmission of the algorithm only takes place when the drive motor and motor vehicle transmission are not in a defined warm-up mode or when a predefined lower temperature threshold for drive motor and / or motor vehicle transmission and / or ambient air is exceeded. As overheating protection of gear and starting element can be provided, for example, that the setpoint transmission of the algorithm only takes place when a predefined upper temperature threshold for drive motor and / or motor vehicle transmission and / or ambient air is not exceeded. In order not to duplicate an explicit driver's request, it may be provided, for example, that the setpoint transmission of the algorithm takes place only if there is no driver request "sport" or / and "manual gear selection". To prevent malfunction, for example, be provided that the setpoint transmission of the algorithm only takes place when starting element and motor vehicle transmission are not in emergency mode.

The invention will be explained in more detail with reference to the drawings. Showing:

1 a schematic of a powertrain in a motor vehicle;

2 a block diagram to illustrate the method according to the invention; and

3 a flow diagram to illustrate the method according to the invention.

The invention relates to a method and a control device for controlling a multi-speed transmission in a in 1 exemplified drive train of a motor vehicle. The motor vehicle is included herein 1 referred to, designed as a multi-step transmission with 4 , a trained as an internal combustion engine and to drive the transmission 4 provided with drive motor 2 , one in the power flow between the drive motor 2 and motor vehicle transmission 4 arranged starting element with 3 , On the output side is the motor vehicle transmission 4 with a downforce 5 of the motor vehicle 1 connected or operatively connected. The starting element 3 may for example be designed as a torque converter with integrated lockup clutch, but for example as a gearbox external or internal gear disconnect clutch. For controlling motor vehicle transmission 4 and starting element 3 is an electronic control unit 6 provided, which on the one hand signals from the drive motor 2 , Starting element 3 and gear 4 receives and on the other hand, control signals to a motor vehicle transmission 4 associated gear changing device GWV4 and to a starting element 3 associated slip control device SSV3 transmitted.

2 shows a highly simplified block diagram to illustrate the method according to the invention. Again with 6 is the electronic control unit, the signaling technology with environment U, motor vehicle 1 , Drive motor 2 , Transmission 4 and starting element 3 connected is. The control unit evaluates as input signals 6 exemplary current data of an air temperature TU of the environment U, a speed v1 of the motor vehicle 1 , one from the driver of the motor vehicle 1 operable gear selector w1, a motor temperature T2 of the drive motor 2 , an engine speed n2 of the drive motor 2 , an engine torque M2 of the drive motor 2 , a transmission temperature T4, a transmission input speed n4, one in the transmission 4 engaged gear G4 and one in the starting element 3 prevailing actual slip Δn3. The control unit transmits as output signals 6 on the one hand in the transmission 4 To be set target gear G4_soll to the gear change device GWV4 of the transmission 4 , on the other hand also in the starting element 3 To be set target slip Δn3_soll to the slip control device SSV3 of the starting element 3 , In the illustrated embodiment, the starting element 3 the component of the transmission 4 interpreted.

Out 2 is also apparent that the electronic control unit 6 has memory areas SP6, in which various predefined data are stored, some of the drive motor 2 and partly the gearbox 4 assigned.

As a predefined motor data are in the memory area SP6 an operating map BF2 of the drive motor 2 , a minimum engine speed n2_min and a maximum engine speed n2_max stored. The operating map BF2 maps, for example, curves of the same specific fuel consumption as a function of engine speed and engine load (engine torque or a variable equivalent thereto). It is advantageous if this operating map BF2 is also predefined as a function of the engine temperature (engine oil temperature or engine coolant temperature), so that the drag losses or the coefficient of friction behavior in the drive motor 2 can be considered more precisely. The minimum engine speed n2_min is a limit that must not be undercut as protection against stalling during operation. The maximum engine speed n2_max is a limit that must not be exceeded as protection against overspeeding during operation.

As predefined transmission data are in the memory area SP6 a slip characteristic SF3 of the starting element 3 , an efficiency map eta4 of the transmission 4 and a shift map GF4 of the transmission 4 saved. Depending on the type of starting element used, the slip characteristic SF3 forms, for example, the efficiency of a torque converter, a lockup clutch or a disconnect clutch as a function of slip and load (torque or an equivalent variable). Common maps of a torque converter are for example off VDI 2153 of the VDI manual "Getriebetechnik II" (April 1994 edition). The efficiency map eta4, for example, the transmission efficiency in the discrete gear ratios of the transmission as a function of transmission input speed and transmission load (transmission input torque or an equivalent size) from. It is advantageous if this efficiency map eta4 also in dependence of Transmission temperature (transmission oil temperature or transmission coolant temperature or alternatively air temperature) is predefined, so that the drag losses or the coefficient of friction behavior in the transmission 4 can be considered more precisely. The switching map GF4 shows the possibilities in which gears the transmission 4 starting from the current actual gear G4 can switch. For this purpose, the switching characteristic field GF4 may, for example, have a table with permissible speeds as a function of vehicle speed v1 and / or transmission input speed n4, but may also contain situational or permanent switching prevention conditions.

For example, normally possible circuits can be selectively suppressed when a warm-up of the drive motor 2 and / or gear 4 is detected when a predefined lower threshold for engine temperature T2 and / or transmission temperature T4 and / or air temperature TU is exceeded, when a predefined upper threshold for engine temperature T2 and / or transmission temperature T4 and / or air temperature TU is exceeded, if a driver request "Sport "Is detected when via the gear selector w1 a driver request" manual gear default "is detected, and / or if an emergency operation of starting element 3 and / or gear 4 is recognized.

3 shows a flowchart to illustrate the inventive method with the inventive algorithm. Again with 6 is the electronic control unit, the signaling technology with environment U, motor vehicle 1 , Drive motor 2 and gear 4 is connected, wherein the starting element in this case as an element of the transmission 3 is interpreted. The system boundaries are highlighted as a dashed line.

In a method step S1, the algorithm reads the actual value of the air temperature TU measured in the environment U into the control unit 6 a, so that the current air temperature TU below other method steps is available, which is indicated in the figure by dotted lines.

In a method step S2, the algorithm reads from the drive motor 2 provided current values of engine temperature T2, engine speed n2 and engine torque M2 the controller 6 and determines in a subsequent method step S3 from these measured values T2, n2, M2 using the memory area of the control unit 6 stored operating map BF2 of the drive motor 2 and optionally the current air temperature TU the current engine operating point B2 in the operating map BF2 of the drive motor 2 , The current air temperature TU can serve, for example, as a substitute value for an implausible value of the engine temperature T2. In a method step S4 following the method step S3, the algorithm determines alternative engine operating points B2a in the operating map BF2 of the drive motor 2 , details of which will be discussed later.

In a method step S5, the algorithm reads the actual value of the actual slip Δn3 present in the starting element from the slip control device SSV3 assigned to the starting element into the control device 6 and determines in a subsequent method step S6 from this measured value .DELTA.n3 using the in the memory area of the control unit 6 stored slip characteristic SF3 of the starting element the current operating point B3 of the starting element in this slip characteristic SF3. If the slip characteristic SF3 is stored as a function of the temperature, then in method step S6, for example, a current transmission temperature T4 or a temperature measured directly in the starting element or also the current air temperature TU can be included in the determination of the current operating point B3 of the starting element. In the figure, this is indicated by dotted lines. For example, the air temperature TU can also serve as a substitute value for an implausible value of the transmission temperature T4. In a method step S7 following the method step S6, the algorithm determines alternative starting points B3a for the starting element in its slip characteristic SF3, preferably by varying the slip in the starting element in discrete steps starting from the currently present actual slip Δn3, so that each of these is dependent on the actual slip Δ n3 deviating slip values generated its own alternative operating point B3a for the starting element in the slip characteristic SF3.

In a method step S8, the algorithm reads that from the transmission 4 provided current values of transmission temperature T4, transmission input speed n4 and actual gear G4 in the control unit 6 and determines in a subsequent method step S9 from these measured values T2, n2, M2 using the memory area of the control unit 6 stored efficiency map eta4 of the transmission 4 and optionally the current air temperature TU the current operating point B4 of the transmission 4 in this efficiency map eta4. The current air temperature TU can serve, for example, as a substitute value for an implausible value of the transmission temperature T4. In a method step S10 following the method step S9, the algorithm determines alternative operating points B4a for the transmission using the switching characteristic field GF4 4 in its efficiency map eta4. As already described, the switching map GF4 forms, for example in tabular form, the possibilities in which gears The gear 4 Based on the current actual gear G4 can and can switch, so taking into account currently valid situativen or permanent prohibition of individual gears. Preferably, each of the other gears permitted based on the current actual gear G4 generates its own alternative operating point B4a for the transmission 4 in the efficiency map eta4.

In a method step S11, the algorithm reads the current operating point B2 of the drive motor determined in method step S3 2 in the operating map BF2 of the drive motor 2 , the current operating point B3 of the starting element determined in method step S6 in the slip characteristic diagram SF3 of the starting element, as well as the current operating point B4 of the transmission determined in method step S9 4 in the efficiency map eta4 of the transmission 4 one. Furthermore, in method step S11, the algorithm reads the alternative operating points B3a of the starting element detected in method step S7 in the slip characteristic diagram SF3 of the starting element, as well as the alternative operating points B4a of the transmission determined in method step S10 4 in the efficiency map eta4 of the transmission 4 one. Each of these alternative operating points B3a of the starting element and each of these alternative operating points B4a of the transmission 4 would in its realization a shift of the current engine operating point B2 in the operating map BF2 of the engine 2 cause. Consequently, the algorithm transmits in step S11 all alternative operating points B3a of the starting element and all alternative operating points B4a of the transmission 4 to the method step S4, in which then all the alternative operating points B2a in the operating map BF2 of the engine 2 determined in conjunction with the individual alternative operating points B3a, B4a of starting element and transmission 4 result. Alternatively, a preselection can be made in method step S11, which of the alternative operating points B3a, B4a of starting element and gearbox 4 in detail or in combination a meaningful or at least promising operating point shift in the operating map BF2 of the engine 2 let expect, in which case only the preselection for step S4 is transmitted.

The alternative operating points B2a of the motor determined in method step S4 2 are read back to the process step S11. Then, in step S11, the algorithm compares the current engine operating point B2 and the alternative operating points B2a of the engine 2 with regard to fuel consumption and chooses the engine operating point with the lowest fuel consumption as the target operating point B2_soll for the engine 2 out. Subsequently, the algorithm sets in step S11 that gear of the transmission 4 and the operating state of the starting element, which in combination with the desired operating point B2_soll of the engine 2 lead, as the target gear G4_soll for the transmission 4 and fixed as target slip Δn3_soll for the starting element. The target gear G4_soll for the transmission 4 the algorithm transmits to the gear change device GWV4 of the transmission 4 , the target slip Δn3_soll for the starting element 3 to the slip control device SSV3 of the starting element.

Thus, the algorithm according to the invention allows an optimized operating point in the operating map BF2 of the engine for each driving situation 2 adjust.

LIST OF REFERENCE NUMBERS

1

motor vehicle

2

drive motor

3

starting element

4

transmission

5

output

6

electronic control unit

v1

vehicle speed

w1

gear selector

n2

Engine speed

n2_max

maximum engine speed

n2_min

minimum engine speed

B2

current engine operating point

B2a

alternative engine operating point

B2_soll

Target operating point of the drive motor

BF2

Operating map of the drive motor

M2

engine torque

T2

engine temperature

Δn3

Actual slip in the starting element

Δn3_soll

Target slip in the starting element

B3

current operating point of the starting element

B3a

alternative operating point of the starting element

SF3

Slip characteristic of the starting element

SSV3

Slip control device of the starting element

n4

Transmission input speed

B4

current operating point of the gearbox

B4a

alternative operating point of the gearbox

eta4

Efficiency map of the transmission

G4

Actual gear

G4_soll

Target speed

GF4

Shift map of the transmission

GWV4

Gear changing device of the gearbox

T4

transmission temperature

S1 to S13

steps

SP6

Memory area of the electronic control unit

U

environment

TU

air temperature

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 3922051 C2 [0002]
• DE 10041441 A1 [0003]
• DE 102013220398 A1 [0004]
• DE 3928653 A1 [0005]

Cited non-patent literature

• VDI 2153 [0022]

Claims (17)

Method for controlling a multiple-speed motor vehicle transmission ( 4 ) with an electronic control unit ( 6 ), with one in the electronic control unit ( 6 ) implemented algorithm, the evaluation of current data of the environment, current data of one with the motor vehicle transmission ( 4 ) operatively connected drive motor ( 2 ), predefined data of the drive motor ( 2 ), current data of the motor vehicle transmission ( 4 ) and predefined data of the motor vehicle transmission ( 4 ) a setpoint (G4_soll) for the gear of the motor vehicle transmission ( 4 ) and to a gear change device (GWV4) of the motor vehicle transmission ( 4 ) and a setpoint for the operating state of a in the power flow between the drive motor ( 2 ) and motor vehicle transmission ( 4 ) arranged starting element ( 3 ) and to a slip control device (SSV3) of the starting element ( 3 ), wherein the current data of the environment comprises at least data for an air temperature (TU), wherein the current data of the drive motor ( 2 ) comprise at least data for engine temperature (T2), engine speed (n2) and engine torque (M2), wherein the predefined data of the drive motor ( 2 ) comprise at least data of a fuel consumption map (BF2) and data for a minimum and a maximum allowable engine speed (n2_min, n2_max), wherein the current data of the motor vehicle transmission ( 4 ) comprise at least data for transmission temperature (T4), transmission input speed (n4), gear (G4) and starting element slip (Δn3), and wherein the predefined data of the motor vehicle transmission ( 4 ) at least data of an operating map (SF3) of the starting element ( 3 ) and data for transmission efficiency (eta4) and in the motor vehicle transmission ( 4 ) starting from the current gear (G4) switchable gears (GF4) include. A method according to claim 1, characterized in that the operating map (SF3) of the starting element ( 3 ) a slip characteristic diagram of a starting element ( 3 ) comprises provided torque converter. A method according to claim 2, characterized in that as a setpoint for the operating state of the starting element ( 3 ) a setpoint slip (Δn3_soll) of a torque converter lockup clutch of the torque converter is generated. Method according to Claim 1, characterized in that the desired value for the operating state of the starting element ( 3 ) a setpoint slip (Δn3_soll) as a starting element ( 3 ) provided separating clutch is generated. Method according to one of claims 1 to 4, characterized in that the algorithm - from the current data (n2, M2, T2) of the drive motor ( 2 ) determines a current engine operating point (B2) in the fuel consumption characteristic map (BF2), from the current and predefined data (Δn3, n4, G4, T4, SF3, eta4, GF4) of the motor vehicle transmission ( 4 B2) in the fuel consumption map (BF2), compares the current engine operating point (B2) and the alternative engine operating points (B2a) with each other in terms of fuel consumption and the engine operating point with the lowest fuel consumption as the desired operating point (B2_soll) for the drive motor ( 2 ), - that gear of the motor vehicle transmission ( 4 ) and the operating state of the starting element ( 3 ) in combination with the desired operating point (B2_soll) of the drive motor ( 2 ), as desired gear (G4_soll) for the motor vehicle transmission ( 4 ) and target operating state for the starting element ( 3 ), - the desired gear (G4_soll) for the motor vehicle transmission ( 4 ) to the gear change device (GWV4) of the motor vehicle transmission ( 4 ) and - the desired operating state for the starting element ( 3 ) to the slip control device (SSV3) of the starting element ( 4 ) transmitted. A method according to claim 5, characterized in that the algorithm the alternative engine operating points (B2a) by varying in motor vehicle transmission ( 4 ) calculated from the current gear (G4) switchable gears. A method according to claim 5, characterized in that the algorithm, the alternative engine operating points (B2a) by varying slip in the starting element ( 3 ). A method according to claim 6 and 7, characterized in that the algorithm, the alternative engine operating points (B2a) through (in combination of the variation of the motor vehicle transmission 4 ) switchable gears and the variation of slip in the starting element ( 3 ). Method according to one of claims 1 to 8, characterized in that the current data of motor vehicle transmission ( 4 ) and / or drive motor ( 2 ) also data for the operating state of an electric motor, with which the motor vehicle transmission ( 4 ) is drivable. The method of claim 9, characterized in that the algorithm for the calculation of the alternative engine operating points (B2a) takes into account a torque of the electric motor. Method according to one of claims 1 to 10, characterized in that the desired value (G4_soll) for the gear of the motor vehicle transmission ( 4 ) only to the gear change device (GWV4) of the motor vehicle transmission ( 4 ) and the setpoint value (Δn3_soll) for the operating state of the starting element ( 3 ) only to the slip control device (SSV3) of the starting element ( 3 ) is transmitted if predefined criteria are met, whereas if these predefined criteria are not fulfilled, the motor vehicle transmission ( 4 ) with an algorithm-independent switching strategy and the starting elements ( 3 ) are operated with an algorithm independent operating strategy. A method according to claim 11, characterized in that the setpoint transmission of the algorithm only takes place when the drive motor ( 2 ) and motor vehicle transmission ( 4 ) are not in a defined warm-up mode, or if a predefined lower temperature threshold for the drive motor ( 2 ) and / or motor vehicle transmission ( 4 ) and / or ambient air is exceeded. A method according to claim 11 or 12, characterized in that the setpoint transmission of the algorithm only takes place when a predefined upper temperature threshold for drive motor ( 2 ) and / or motor vehicle transmission ( 4 ) and / or ambient air is not exceeded. The method of claim 11, 12 or 13, characterized in that the setpoint transmission of the algorithm only takes place when no driver request "Sport" is present. The method of claim 11, 12, 13 or 14, characterized in that the setpoint transmission of the algorithm only takes place when no driver request "manual gear default" is present. The method of claim 11, 12, 13, 14 or 15, characterized in that the setpoint transmission of the algorithm only takes place when starting element and motor vehicle transmission are not in emergency mode. Electronic control unit ( 6 ) of a multi-speed motor vehicle transmission ( 4 ), comprising in the electronic control unit ( 6 ) implemented method according to one or more of claims 1 to 16.

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