DE102016211735A1 - Method for controlling and / or regulating a drive train of a motor vehicle with a drive motor and with at least one clutch - Google Patents

Method for controlling and / or regulating a drive train of a motor vehicle with a drive motor and with at least one clutch Download PDF

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Publication number
DE102016211735A1
DE102016211735A1 DE102016211735.1A DE102016211735A DE102016211735A1 DE 102016211735 A1 DE102016211735 A1 DE 102016211735A1 DE 102016211735 A DE102016211735 A DE 102016211735A DE 102016211735 A1 DE102016211735 A1 DE 102016211735A1
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Germany
Prior art keywords
clutch
torque
actual
pressure
engine
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Pending
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DE102016211735.1A
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German (de)
Inventor
Stephan Schaefer
Mathias Neumann
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Volkswagen AG
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Volkswagen AG
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Priority to DE102016211735.1A priority Critical patent/DE102016211735A1/en
Publication of DE102016211735A1 publication Critical patent/DE102016211735A1/en
Pending legal-status Critical Current

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00External control of clutches
    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60Inputs being a function of ambient conditions
    • F16H59/64Atmospheric temperature
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04Smoothing ratio shift
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H63/00Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50Signals to an engine or motor
    • F16H63/502Signals to an engine or motor for smoothing gear shifts
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/10System to be controlled
    • F16D2500/106Engine
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/30Signal inputs
    • F16D2500/302Signal inputs from the actuator
    • F16D2500/3024Pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/30Signal inputs
    • F16D2500/304Signal inputs from the clutch
    • F16D2500/3042Signal inputs from the clutch from the output shaft
    • F16D2500/30421Torque of the output shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/702Look-up tables
    • F16D2500/70205Clutch actuator
    • F16D2500/70217Pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/702Look-up tables
    • F16D2500/70252Clutch torque
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/704Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402Actuator parameters
    • F16D2500/70406Pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/704Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402Actuator parameters
    • F16D2500/70418Current
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/704Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422Clutch parameters
    • F16D2500/70432From the input shaft
    • F16D2500/70434Input shaft torque
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/704Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452Engine parameters
    • F16D2500/70458Engine torque
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/70Details about the implementation of the control system
    • F16D2500/71Actions
    • F16D2500/7107Others
    • F16D2500/7108Engine torque calculation
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68Inputs being a function of gearing status
    • F16H2059/683Sensing pressure in control systems or in fluid controlled devices, e.g. by pressure sensors

Abstract

The invention relates to a method for controlling and / or regulating a drive train of a motor vehicle having a drive motor and having at least one clutch, wherein an engine torque of the drive motor is adjusted as a function of at least one clutch torque. At different ambient temperatures, the wheel torques are largely kept constant in a switching operation characterized in that the engine torque is adjusted in response to at least one clutch-actual torque, wherein a used for hydraulic actuation of the at least one clutch clutch-actual pressure is measured, the at least a clutch-actual torque is determined from at least one measured actual clutch pressure.

Description

  • The invention relates to a method for controlling and / or regulating a drive train of a motor vehicle with a drive motor and with at least one clutch, with the features of the preamble of claim 1.
  • In the prior art drive trains with dual-clutch transmissions are known. Such a dual clutch transmission has a dual clutch with a first clutch and with a second clutch, which are each associated with a first and a second partial transmission of the dual clutch transmission. The clutches are hydraulically loaded or unloaded, so that the respective clutch can be closed or opened. The individual gear stages are now assigned to different partial transmissions, wherein preferably the first, third and fifth gear stage are associated with the first sub-transmission and the second, fourth and sixth gear stage with the second sub-transmission. Such a dual-clutch transmission in principle allows a gear change without interruption of traction. In this case, one of the clutches is closed at the same time while the other clutch is opened. In the switching process, a torque overlap and then a speed adjustment takes place first. The goal is to avoid a jerky moment transfer. For this purpose, the engine torque is adjusted as a function of the clutch torque in order to avoid a sudden change in torque and thus a deterioration of the shift quality.
  • From the generic EP 1 439 087 B1 For example, a method of controlling the clutch and engine torque during a shift of an automatic transmission or a dual clutch transmission is known. Coordinated guidance of clutch and motor torque is provided. Clutch torque control occurs throughout the shift, while engine torque is only controlled as long as the clutch is closed. In slipping or fully open clutch, however, an engine speed control takes place starting from the transmission input speed of the gear engaged at the beginning of the gear shift until the engine speed reaches a predetermined distance to the transmission input speed of the target gear and the clutch torque has been raised to the intended end value for this shift. Subsequently, with a slipping or closed clutch, a change takes place back to the engine torque control. In the implementation of this method, the clutch torque is raised during the switching process, when the target gear is engaged and the engine speed is within the target range. The engine target speed is calculated for the respective shift preferably from the wheel speeds, from the ratio of the differential gear and from the ratio of the new or the previous gear of the gearbox. With regard to the clutch torque to be controlled, it is advantageous if the actual clutch torque is preset in the form of a linear course or a freely adjustable course from a stored characteristic map and controlled to the target value calculated from the driver's request. With an adhesive coupling, the clutch torque is usually greater than or equal to the engine torque. When the clutch is slipping or opening, the engine speed control can take place either in the transmission control unit or in the engine control unit during the disengagement or engagement and the gear change with the feedforward control of the actual clutch torque. When the clutch is slipping or opened, an engine speed curve is determined by the transmission control unit in the actual clutch torque and transmitted to the engine control unit.
  • From the WO 03/019029 A1 For example, a method and system for controlling an automated clutch disposed between an engine and a transmission of a motor vehicle is known. In the method, operating state variables of the drive train are detected and the clutch is controlled in such a way that the clutch transmits a clutch torque, which is composed of a component substantially dependent on the engine torque and a slip-dependent component. The engine torque-dependent component is calculated according to the operating state variables of the drive train and adapted according to an I component of a controller. The slip-dependent component is determined by the controller in accordance with a deviation between an actual slip and a desired slip determined from operating state variables of the drive train. Parameters of the controller are calculated and corrected from operating state variables of the drive train.
  • From the WO 95/09741 For example, a method and apparatus for controlling the output torque of an automatic transmission during the course of a shift in a motor vehicle is known. The corresponding automatic transmission has at least two clutches alternatively insertable gears. For controlling the output torque, the clutches and the torque of the vehicle engine are controlled according to at least two control processes. The control processes depend on currently available switching conditions. To select the control sequences is determined as a switching condition, whether the vehicle in an operating state with a positive clutch torque, ie in engine traction or in an operating condition with a negative clutch torque, that is in the engine thrust operation. The determination of the positive or negative clutch torque can be done, for example, such that an indexed actual engine torque is estimated from the engine speed and the engine load, taking into account the ignition angle and possibly performed cylinder blanking. Engine drag torque can be estimated from engine load, engine speed and engine temperature. The total torque loss results from the estimated engine drag torque and the torque requirement of the ancillaries, such as the air conditioning. The difference between the indicated actual engine torque and the total torque loss results in the instantaneous clutch torque.
  • The generic method is not yet optimally formed. There is a possibility that due to a viscous oil in the valve control delay times occur when operating the clutch. As a result, there is the danger that the engine control unit will request an engine torque change at the wrong time, which could lead to vibration excitation.
  • The invention is therefore based on the object to keep the wheel torques substantially constant in a switching operation even at different ambient temperatures.
  • This object of the invention is now achieved by a method having the features of claim 1. The engine torque is adjusted as a function of at least one clutch-actual torque, wherein the at least one clutch-actual torque is determined from at least one measured clutch-actual pressure. The actual clutch pressure or the actual clutch pressure can be converted to a clutch actual torque or actual clutch torque via a characteristic curve.
  • Preferably, at least one desired clutch torque is provided by a clutch control, wherein at least one nominal hydraulic clutch pressure is determined from the at least one desired clutch torque via a characteristic curve. From the clutch setpoint pressure, an electrical valve current is determined by means of a further characteristic curve. By driving the electromagnetic valves by means of the electric valve currents, the clutch is actuated.
  • During the clutch actuation, the actual clutch pressure is now determined by means of pressure sensors. By means of the relationship described by the characteristic curve, the actual clutch torque is calculated from the actual clutch pressure. This has the advantage that a delayed clutch actuation due to external influences can be detected by monitoring the clutch-actual pressures.
  • In a preferred embodiment, two clutches in the form of a double clutch with two clutches are formed. By means of two pressure sensors, the clutch-actual pressures of the two clutches of the double clutch are determined, wherein the clutch-actual torque of the two clutches are calculated by means of the characteristic curve from the actual clutch pressures.
  • Accordingly, two clutch setpoint moments of the two clutches of the dual clutches are initially provided. These clutch setpoint moments are converted via a characteristic into two associated setpoint pressures for actuating the two clutches. By means of a further characteristic curve between the relationship between the pressure and the electric current, the valve currents for the actuation of two hydraulic valves associated with the two clutches can be calculated. This is followed by a clutch actuation, wherein the hydraulic clutch-actual pressures of the two clutches are measured by means of sensors. The measured actual clutch pressures are then converted again via the characteristic into actual clutch torque.
  • In order to avoid a sudden change in the wheel torques, a longitudinal acceleration change and thus loss of comfort, there are two preferred embodiments of the method.
  • It is now possible to use the actual clutch torque to adjust the engine torque. The engine torque is controlled and / or controlled in dependence on the actual clutch torque or the actual clutch torque. Thus, actual states are used instead of target states of the clutch (s). By using the actual moments, the engine torque is adjusted at the right time, even if the pressure buildup is delayed due to low temperatures. To adjust the engine torque, a ratio of the clutch-actual torque of the two clutches is preferably formed and the ratio of the clutch-actual torque is then forwarded to the engine control unit.
  • In an alternative embodiment, the monitoring of the actual clutch pressures can be used to monitor the achievement of an engagement point, the so-called kiss point. In the warm state of the clutch transmission, the gear stages are switched within a few milliseconds. At very low temperatures, the pressure buildup can now be delayed. Now to take this delay in the control or in the regulation of the engine torque, now the clutch-actual pressure is monitored until it reaches the so-called kiss point or point of engagement and is waited accordingly.
  • As a result, the desired clutch torque or the ratio of the desired clutch torque may be transmitted with a time delay to the engine control, in order to achieve the optimum time of adjustment of the engine torque. The engine torque is controlled and / or regulated in a time dependence of reaching the engagement point. In particular, the transmission of the corresponding ratio of the nominal clutch torque or the ratio of the clutch-actual torque is triggered or triggered only when the kiss point is reached. After reaching the kiss point, the crossfade between the two translations is made as a function of the ratio of the desired clutch torques.
  • The ratio is transmitted via the corresponding bus (CAN) to the engine control unit, where the engine torque is adjusted with the aim of a constant wheel torque.
  • The method can be carried out by means of a control unit, in particular a transmission control unit, wherein the transmission control unit has a memory with a corresponding software.
  • The disadvantages mentioned above are therefore avoided, corresponding advantages are achieved.
  • There are now a variety of ways to further develop and design the described methods. For this purpose, reference may first be made to the claims subordinate to claim 1. In the following, two preferred embodiments of the method will now be explained in more detail with reference to the drawing and the associated description. In the drawing shows:
  • 1 a flowchart of the method according to a first embodiment, and 2 a flowchart of the method according to a second embodiment. First, the common features of the two preferred embodiments 1a . 1b of the method on the basis of 1 and 2 explained.
  • The illustrated methods 1a . 1b serve for controlling and / or regulating at least one clutch and a drive motor of a drive train of a motor vehicle. The illustrated methods 1a . 1b are particularly suitable for drive trains with a double clutch, but also drive trains can be used with only one automated clutch.
  • From a software implemented as clutch control 2 two clutch target moments M_soll, K1 and M_soll, K2 are provided.
  • The desired clutch moments M_soll, K1 and M_soll, K2 are determined by means of a characteristic curve 3 converted into hydraulic clutch set pressures P_set, K1 and P_set, K2. This characteristic 3 indicates the relationship between the clutch torque and the clutch pressure.
  • In order to be able to hydraulically actuate the clutches with the desired clutch pressures P_soll, K1 and P_soll, K2, another characteristic curve is used 4 the rated clutch pressures P_setpoint, K1 and P_setpoint, K2 are converted into electrical valve currents i_setpoint, K1 and i_setpoint, K2. The characteristic 4 indicates the relationship between the clutch pressure and the valve current for controlling the valve associated with the respective clutch.
  • By driving the electromagnetic valves by means of the electric valve currents, the clutch is in the process step 5 actuated. The actual hydraulic clutch pressures P_act, K1, P_act, K2 for actuating the clutches are measured by means of sensors.
  • From the actual clutch pressures P_act, K1 and P_act, K2 can now be determined by means of the characteristic curve 3 the actual clutch torque M_act, K1 and M_act, K2 are calculated.
  • There is now the possibility in one embodiment, the ratio 6 the clutch actual moments M_ist, K1 and M_ist, K2 to form and the ratio 6 then via a CAN bus to the engine control unit 7 to pass on (cf. 1 ).
  • In an alternative embodiment, the engine torque in time dependence of the course of the clutch-actual pressures P_ist, K1 and P_ist, K2 controlled and / or regulated (see. 2 ). The engine torque is controlled and / or regulated in a time dependence of reaching the engagement point. The reaching of the engagement point or the kiss point can be determined by means of the clutch actual moments M_act, K1, M_act, K2. When the point of engagement is reached, the formation of the ratio 6 through a trigger 8th triggered, as indicated by the dashed arrow. As a result, a time offset at low temperatures in the engine control is taken into account, which results from the delayed build-up of the pressure in the hydraulic lines. In this case, the ratio of the desired clutch torque M_soll, K1 and M_soll, K2 or the actual clutch torque M_soll, K1 and M_soll, K2 is formed, and thus also adapted in time to the engine control unit 7 transferred to the optimal time of adjustment of the To achieve engine torque. In particular, the transfer of the corresponding ratio 6 only triggered or triggered when the kiss point is reached. After reaching the kiss point, the transition between the two translations becomes dependent on the ratio 6 the desired clutch moments M_soll, K1 and M_soll, K2 made.
  • LIST OF REFERENCE NUMBERS
  • 1a
    first procedure
    1b
    second method
    2
    clutch control
    3
    Characteristic "Clutch torque / pressure"
    4
    Characteristic "pressure / current"
    5
    Process step "Actuate coupling (s)"
    6
    relationship
    7
    Engine control unit
    8th
    trigger
  • 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
    • EP 1439087 B1 [0003]
    • WO 03/019029 A1 [0004]
    • WO 95/09741 [0005]

Claims (10)

  1. Method for controlling and / or regulating a drive train of a motor vehicle with a drive motor and with at least one clutch, wherein an engine torque of the drive motor is adjusted as a function of at least one clutch torque, characterized in that the engine torque as a function of at least one clutch-torque ( M_ist_K1 / K2) is adjusted, wherein a used for hydraulic actuation of the at least one clutch clutch-actual pressure (P_ist, K1 / K2) is measured, wherein the at least one clutch-actual torque (M_ist, K1 / K2) from the at least one measured actual clutch pressure (P_act, K1 / K2) is determined.
  2. A method according to claim 1, characterized in that by means of pressure sensors, the actual clutch pressure (P_ist, K1 / K2) is determined, wherein by means of a characteristic curve ( 3 ) the actual clutch torque (M_act, K1 / K2) is calculated from the actual clutch pressure (P_act, K1 / K2).
  3. A method according to claim 1 or 2, characterized in that at least one desired clutch torque (M_soll, K1 / K2) is provided, wherein from the at least one desired clutch torque (M_soll, K1 / K2) via a characteristic curve ( 3 ) at least one hydraulic clutch setpoint pressure (P_setpoint, K1 / K2) is determined, wherein from the clutch setpoint pressure (P_setpoint, K1 / K2) by means of a further characteristic curve ( 4 ) an electrical valve current (i_soll, K1, K2) is determined.
  4. Method according to one of the preceding claims, characterized in that the clutch actual pressures (P_act, K1 / K2) of two clutches of a double clutch are determined by means of two pressure sensors, wherein by means of the characteristic curve ( 3 ) the clutch-actual-moments (M_act, K1 / K2) of the two clutches are calculated from the actual clutch pressures (P_act, K1 / K2).
  5. Method according to one of the preceding claims, characterized in that the engine torque in time dependence of the course of the clutch-actual torque (M_ist, K1 / K2) are controlled and / or regulated.
  6. Method according to the preceding claim, characterized in that the engine torque is controlled and / or regulated in a time dependence of the reaching of the engagement point.
  7. Method according to the preceding claim, characterized in that the engine torque is controlled and / or regulated as a function of the ratio of the desired clutch torque (M_soll, K1 / K2) of the two clutches.
  8. Method according to one of the preceding claims 1 to 5, characterized in that the engine torque is controlled and / or regulated as a function of the ratio of the clutch-actual torque (M_act, K1 / K2) of the two clutches.
  9. Method according to one of the preceding claims, characterized in that the engine torque is controlled and / or regulated such that the wheel torque remains constant during the coupling overlap of the two clutches of the double clutch.
  10. Control unit with software for carrying out the method according to one of the preceding claims.
DE102016211735.1A 2016-06-29 2016-06-29 Method for controlling and / or regulating a drive train of a motor vehicle with a drive motor and with at least one clutch Pending DE102016211735A1 (en)

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Application Number Priority Date Filing Date Title
DE102016211735.1A DE102016211735A1 (en) 2016-06-29 2016-06-29 Method for controlling and / or regulating a drive train of a motor vehicle with a drive motor and with at least one clutch

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Application Number Priority Date Filing Date Title
DE102016211735.1A DE102016211735A1 (en) 2016-06-29 2016-06-29 Method for controlling and / or regulating a drive train of a motor vehicle with a drive motor and with at least one clutch
CN201710493459.3A CN107542925B (en) 2016-06-29 2017-06-26 Method for controlling and/or regulating automotive transmission

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DE (1) DE102016211735A1 (en)

Citations (4)

* Cited by examiner, † Cited by third party
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