DE102017212672A1 - Method and control device for operating a motor vehicle - Google Patents

Abstract

Method for operating a motor vehicle, wherein the motor vehicle comprises a drive unit (1), a transmission (2) provided between the drive unit (1) and an output (3), providing several gears and a clutch (6, 28, 30) which in the direction of the power unit (1) seen in the power flow in front of the multi-course providing transmission (2) positioned or part of the transmission (2), wherein for the operation of the clutch (6, 28, 30) during and outside the execution of Circuits in the transmission (2) a drive signal for the clutch (6, 28, 30) is determined depending on a pre-tax torque component and a slip control torque component or depending on the pilot torque component and Überanpress torque component. For the operation of the clutch (6, 28, 30) during the execution of circuits in the transmission (2), in addition to the pilot torque component and slip controller torque component or in addition to the pilot torque component and Überanpress torque component, an offset for the drive signal of the clutch ( 6, 28, 30). The offset is purely filtered via a first filter function and subsequently filtered out via a second filter function.

Description

The invention relates to a method for operating a motor vehicle. Furthermore, the invention relates to a control device for operating a motor vehicle.

A drive train of a motor vehicle has a drive unit, an output and a switched between the drive unit and the output gearbox. The transmission converts speeds and torques and thus provides the tractive power of the drive unit at the output. The transmission provides several gears, and has switching elements for this purpose. In each gear of the transmission, a first number of switching elements is closed and a second number of switching elements open. Furthermore, a motor vehicle has a clutch which, in the direction of the drive unit, is positioned in the force flow in front of the transmission providing the multiple gears or is part of the transmission.

This clutch may be, for example, a disconnect clutch which, when the drive unit is designed as a hybrid drive, is connected between an internal combustion engine and an electric machine of the hybrid drive. Furthermore, this clutch may be a transmission-external or transmission-internal starting clutch. Furthermore, this clutch may be a converter lockup clutch of a converter.

From practice, it is known that for the operation of such a clutch during and outside the execution of circuits in the transmission, a drive signal for the clutch depending on a pre-tax torque component, a slip control torque component or depending on a pre-tax torque component and a Überanpress- Moment proportion is determined. Then, when the clutch is operated in so-called slip decoupling, the drive signal for the clutch is dependent on the pre-tax torque component and the slip controller torque component. Then, however, when the clutch is operated in so-called Überanpressung, the drive signal for the clutch is dependent on the pilot torque component and Überanpress-torque component.

In static driving conditions, such as outside the execution of circuits, such a clutch can be controlled with sufficient precision by means of such a drive signal. In dynamic driving conditions, however, namely in the execution of circuits in the transmission, the well-known from practice control of the clutch is insufficient, so that speed fluctuations or torque fluctuations on the drive unit affect the output. In particular, there is a risk that the clutch to be controlled can not maintain its differential speed, so that the clutch then either completely closes undesirably or completely opens.

From the US 2016/0031432 A1 and from the US 2016/0355173 A1 In each case methods are known by means of which a switched between an internal combustion engine and an electric machine of a hybrid drive clutch is controlled.

On this basis, the invention is based on the object to provide a novel method for operating a motor vehicle and a control device for operating a motor vehicle.

This object is achieved by a method for operating a motor vehicle according to claim 1. According to the invention, an offset for the drive signal of the clutch is determined for the operation of the clutch during the execution of circuits in the transmission in addition to the pilot torque component and slip controller torque component or in addition to the pilot torque component and Überanpress torque component. This offset is purely filtered via a first filter function and subsequently filtered out via a second filter function.

With the present invention, it is proposed to determine an offset for driving the clutch as an additional portion of the drive signal and to control the clutch depending on this offset. The offset is purely filtered in via the first filter function, in particular clean-fingered, and subsequently filtered out via the second filter function, in particular rausgerampt.

The offset can be used in particular to specifically control the clutch during the execution of circuits to prevent accidental closing or slapping or opening or tearing of the clutch during the circuit execution.

According to an advantageous embodiment of the invention, the offset for the drive signal of the clutch for the operation of the clutch during the execution of circuits in the transmission is determined such that are stored for circuits target switching times control side. The desired switching times for the circuits are converted into desired speed gradients for the circuits. The desired speed gradients for the circuits are converted into mass moments of inertia for the circuits. Depending on the gradient of a clutch output side speed mass moment of inertia dependent moments are determined for the circuits. Depending on the mass moment of inertia dependent moments, the Inertia moments are used as offsets for the drive signal or converted into offsets. In this way, an offset can then be determined for the clutch, can be reliably prevented with the clutch during the execution of a circuit or closes or tears or opens.

According to an advantageous development of the invention, when the moment of inertia-dependent torque is positive and greater than a first limit value or corresponds to it, the corresponding mass moment of inertia is used unchanged as an offset. Then, when the moment of inertia-dependent torque is negative and smaller than a second threshold or equal to it, the corresponding mass moment of inertia is used as an offset unchanged. Then, when the moment of inertia dependent torque is less than or equal to the first threshold and greater than the second threshold, the offset is changed from the corresponding moment of inertia. This determination of the offset for the drive signal of the clutch to be controlled is particularly simple and reliable.

According to an advantageous development of the invention, when the moment of inertia-dependent torque is negative and greater than or equal to the second limit value, the offset is set to zero or approximately zero. Then, when the moment of inertia dependent moment is positive or smaller than the second threshold but greater than or equal to a third threshold, the offset is preferably determined from averaging corresponding mass moments of inertia. Then, if the moment of inertia dependent torque is positive and less than the third limit, the offset is set to zero or approximately zero. These details also serve for the simple and reliable determination of the offset for the drive signal of the clutch to be controlled.

According to an advantageous embodiment of the invention, the offset for the drive signal of the clutch to be controlled at the beginning of the circuit at the earliest with the presence of a circuit request and at the latest with leaving a synchronous speed of the actual gear of the circuit is purely filtered. According to an advantageous development of the invention, the offset at the end of the circuit is then filtered out if a time span until reaching a synchronization condition of the target gear becomes less than a time limit or reaches the time limit. With these refinements, the offset at the beginning of the circuit can be selectively purely filtered in the execution of a circuit, in particular clean-fingered, and specifically filtered out to the end of the circuit, in particular rausgerampt be.

The control device according to the invention is defined in claim 14.

• 1 einen ersten Antriebstrang eines zu betreibenden Kraftfahrzeugs,
• 2 einen zweiten Antriebstrang eines zu betreibenden Kraftfahrzeugs,
• 3 einen dritten Antriebstrang eines zu betreibenden Kraftfahrzeugs,
• 4 einen vierten Antriebstrang eines zu betreibenden Kraftfahrzeugs,
• 5 einen fünften Antriebstrang eines zu betreibenden Kraftfahrzeugs,
• 6 einen sechsten Antriebstrang eines zu betreibenden Kraftfahrzeugs,
• 7 ein erstes Blockschaltbild zur Verdeutlichung des erfindungsgemäßen Verfahrens zum Betreiben eines Kraftfahrzeugs,
• 8 ein zweites Blockschaltbild zur Verdeutlichung des erfindungsgemäßen Verfahrens zum Betreiben eines Kraftfahrzeugs,
• 9 ein exemplarisches Beispiel des erfindungsgemäßen Verfahrens zum Betreiben eines Kraftfahrzeugs,
• 10 bis 18 mehrere Zeitdiagramme zur weiteren Verdeutlichung des erfindungsgemäßen Verfahrens zum Betreiben eines Kraftfahrzeugs.

Preferred developments emerge from the subclaims and the following description. Embodiments of the invention will be described, without being limited thereto, with reference to the drawings. Showing:

• 1 a first drive train of a motor vehicle to be operated,
• 2 a second drive train of a motor vehicle to be operated,
• 3 a third drive train of a motor vehicle to be operated,
• 4 a fourth drive train of a motor vehicle to be operated,
• 5 a fifth drive train of a motor vehicle to be operated,
• 6 a sixth drive train of a motor vehicle to be operated,
• 7 a first block diagram for illustrating the method according to the invention for operating a motor vehicle,
• 8th a second block diagram for illustrating the method according to the invention for operating a motor vehicle,
• 9 an exemplary example of the method according to the invention for operating a motor vehicle,
• 10 to 18 several time charts for further clarification of the method according to the invention for operating a motor vehicle.

The invention relates to a method and a control device for operating a motor vehicle.

1 shows an exemplary powertrain diagram of a motor vehicle, in which the invention can be used. So shows 1 a motor vehicle with a drive unit designed as a hybrid drive 1 , a gearbox 2 and a downforce 3 , The drive unit designed as a hybrid drive 1 includes an internal combustion engine 4 and an electric machine 5 , being between the internal combustion engine 4 and the electric machine 5 a separating clutch 6 is switched. Between the internal combustion engine 5 and the downforce 3 is the transmission 2 switched, which provides several gears.

In the transmission 2 It is an automatic transmission in which gear changes or circuits are performed automatically. This includes the gearbox 2 several switching elements, not shown, which are automatically controlled by a switching strategy. In every gear of the transmission 2 a first number of switching elements is closed and a second number of switching elements are opened. To execute a shift from an actual gear to a target gear in the transmission 2 At least one previously closed in an actual gear of the circuit switching element for the target gear is opened and closed at least one previously opened in the actual gear of the circuit switching element for the target gear of the circuit.

1 also shows control units of the powertrain, so an engine control unit 7 , a transmission control unit 8th and a hybrid controller 9 , The engine control unit 7 serves the control and / or regulation of the operation of the internal combustion engine 4 of the drive unit 1 , The transmission control unit 8th serves the control and / or regulation of the operation of the transmission 2 , The hybrid control unit 9 serves the control and / or regulation of the electrical machine 5 and the separating clutch 6 , The hybrid control unit 9 can be part of the gearbox control unit 8th be. Also, the hybrid controller 9 Part of the engine control unit 7 be. The double arrows of the 1 illustrate the data exchange between on the one hand the control units 7 . 8th and 9 and on the other hand between those of the controllers 7 . 8th and 9 to be controlled and / or regulated assemblies of the motor vehicle.

For the operation of the separating clutch 6 becomes a drive signal for the disconnect clutch 6 determined. This drive signal for the separating clutch 6 should ensure that the disconnect clutch 6 transmits a defined clutch torque. The drive signal for the disconnect clutch 6 depends on several instantaneous parts.

From practice it is known that for the operation of the separating clutch 6 during and outside the execution of circuits in the transmission 2 the drive signal for the disconnect clutch 6 is dependent on a precontrol torque component and an oversize torque component or on a precontrol torque component and a slip controller torque component, depending on whether the clutch is operated in overpressure or in slip decoupling. Then, when the disconnect clutch 6 is operated in Überanpressung is the drive signal for the clutch 6 depends on a pre-tax torque component and an oversuppressive torque component. In a Überanpressung is the separating clutch 6 triggered such that a slip on the separating clutch 6 is avoided. Then, when the disconnect clutch 6 is operated in slip decoupling, is the drive signal for the separating clutch 6 depends on a pre-tax torque component and a slip controller torque component. In the slip decoupling is by a speed controller, which is connected to the disconnect clutch 6 to set a defined slip and thus a defined differential speed, determines the slip control torque component.

For the purposes of the present invention, it is now proposed for the operation of the separating clutch 6 In addition, an offset for the drive signal of the separating clutch 6 to determine, during the execution of circuits in the transmission 2 in addition to the pilot torque component and the slip control torque component or in addition to the pilot torque component and overpressure torque component, depending on whether the separating clutch 6 is operated in Überanpressung or in slip decoupling.

This offset is purely filtered via a first filter function and subsequently filtered out via a second filter function.

Hereinafter, the invention for the drive train of 1 and the control of the separating clutch 6 during the execution of circuits in the transmission 2 explained in detail.

To the offset for the drive signal of the disconnect clutch 6 for the operation of the separating clutch 6 during the execution of circuits in the transmission 2 To determine to be set in a control unit for circuits target switching times control side.

In 9 is an example of a table T1 shown in which for a circuit for multiple nodes NAN1 . NaN2 . NaN 3 . nan4 . -M 1 . 0 . M2 . M3 . M4 . M5 Target switching times .DELTA.t are stored on the control side. The desired switching times .DELTA.t of the table T1 are dependent on interpolation points NAN1 . NaN2 . NaN3 . nan4 , a speed n _{GE of} a transmission input of the transmission 2 and dependent on interpolation points -M 1 . 0 . M2 . M3 . M4 . M5 a driver's desired torque M _FW . Alternatively, the desired switching times .DELTA.t also depending on nodes of a speed n _{AB of} the output 3 and be dependent on support points of the driver's desired torque M _FW control side deposited.

For any gearshift of the transmission 2 , So for each upshift and for each downshift, be it as a single or multiple circuit, as a direct or divisional circuit, as sports or normal or spontaneous, is in each case such a table T1 deposited on the control side. Depending on the gearbox, over 100 such tables can be used T1 be deposited on the control side.

$$n_{ZIEL}=n_{IST}\frac{i_{ZIEL}}{i_{IST}}$$

wobei

n_IST

die Ist-Drehzahl der auszuführenden Schaltung hier an der Getriebeeingangswelle oder alternativ am Abtrieb ist, und zwar abhängig davon, ob die Soll-Schaltzeiten Δt abhängig von Stützstellen nan1, nan2, nan3, nan4, einer Drehzahl n_GE oder abhängig von Stützstellen einer Drehzahl n_AB hinterlegt sind,

n_ZIEL

die Ziel-Drehzahl der auszuführenden Schaltung hier an der Getriebeeingangswelle oder alternativ am Abtrieb ist, und zwar abhängig davon, ob die Soll-Schaltzeiten Δt abhängig von Stützstellen nan1, nan2, nan3, nan4, einer Drehzahl n_GE oder abhängig von Stützstellen einer Drehzahl n_AB hinterlegt sind,

i_ZIEL

die Übersetzung des Ziel-Gangs der auszuführenden Schaltung ist,

i_IST

die Übersetzung des Ist-Gangs der auszuführenden Schaltung ist.

The set switching times Δt for the circuits of the table T1 be according to the table T2 for the reference points NAN1 . NaN2 . NaN3 . nan4 . -M 1 . 0 . M2 . M3 . M4 . M5 in target speed gradient dn / dt, preferably using the following equations: $$\frac{dn}{dt}=\frac{n_{IST}-n_{ZIeL}}{\mathrm{\Delta }t}$$

$$n_{ZIeL}=n_{IST}\frac{i_{ZIeL}}{i_{IST}}$$

in which

n _IS

the actual speed of the circuit to be executed here on the transmission input shaft or alternatively on the output is, depending on whether the target switching times .DELTA.t depending on nodes nan1, nan2, nan3, nan4, a speed n _GE or depending on nodes of a speed n _{AB are} deposited,

n _OBJECTIVE

the target speed of the circuit to be executed here on the transmission input shaft or alternatively on the output is, depending on whether the target switching times .DELTA.t depending on nodes nan1, nan2, nan3, nan4, a speed n _GE or depending on nodes of a speed n _{AB are} deposited,

i _GOAL

the translation of the target gear of the circuit to be executed is

i _IS

the translation of the actual gear of the circuit to be executed is.

wobei

J

die Massenträgheit derjenigen Baugruppen ist, die an eine antriebsseitige Hälfte der Trennkupplung 6 angebunden sind, also in 1 die Massenträgheit des Verbrennungsmotors 4 sowie entsprechender Wellen, welche den Verbrennungsmotor 4 an die antriebsseitige Hälfte der Trennkupplung 6 anbinden.

These desired speed gradients dn / dt are subsequently converted into internal combustion engine mass _{moments of} inertia M _TR1 according to Table T3, preferably using the following equation: $${\mathrm{<figure-callout\; id="1"\; label="M\; T\; R"\; filenames="DE102017212672A1\_0005.png,DE102017212672A1\_0006.png"\; state="\{\{state\}\}">M\; </figure-callout>}}_{TR}=J\frac{dn}{dt}$$

in which

J

the inertia of those modules is connected to a drive-side half of the separating clutch 6, ie in 1 the inertia of the engine 4 and corresponding waves, which the engine 4 to the drive-side half of the separating clutch 6 tie.

The calculation of the internal combustion engine mass moments of inertia M _TR1 according to the table T3 from the speed gradients in the table T2 and the calculation of the speed gradients of the table T2 from the setpoint switching times of the table T1 takes place for support points NAN1 . NaN2 . NaN3 . nan4 ; -M 1 . 0 . M2 . M3 . M4 . M5 the speed n _GE and the driver's request torque M _FW the tables T1 ,

For any gearshift of the transmission 2 Thus, for each upshift and for each downshift, whether as a single or multiple circuit, direct circuit or divorce circuit, sports circuit or normal circuit or Spontanschaltung, the respective table T1 as described above in a respective table T3 converted.

The referring to the tables T1 . T2 and T3 described determination of the internal combustion engine mass moments of inertia M _TR1 is in the block diagram the 7 through a block 10 visualized. tables T1 are stored or applied on the control side. tables T2 and T3 are calculated and stored offline for a circuit execution.

The block 10 different input variables are provided, the output is the block 10 the internal combustion engine moments of inertia M _TR1 ready. The block 11 in 7 clarified as one of the input variables of the block 10 the control side stored target switching times .DELTA.t for the circuits, that is, with reference to 9 described tables T1 , which as output variable, the target switching times .DELTA.t depending on the above-mentioned speed n _GE the transmission input and depending on the driver's desired torque M _FW provide.

As further input variables for the block 10 The translations required for the calculation of the speed gradients are provided, ie the translation i _IS the actual gear of the circuit to be executed and the translation i _GOAL the target gear of the circuit to be executed.

Further, the block 10 as another input parameter for the calculation of the internal combustion engine mass moments of inertia M _TR1 required mass inertia J provided.

In addition to the above-described internal combustion engine mass moments of inertia M _TR1 become internal combustion engine, mass moment of inertia dependent moments M _TR2 calculated. Depending on these internal combustion engine, mass moment of inertia dependent moments M _TR2 become the internal combustion engine moments of inertia M _TR1 as offsets for that Actuation signal of the separating clutch used or converted into corresponding offsets OFF.

The internal combustion engine, mass moment of inertia dependent moments M _TR2 be in a block 12 of the 8th determined, depending on an actual moment M _VM of the internal combustion engine 4 , depending on an actual speed _EM the electric machine 5 and depending on the moment of inertia J on the drive-side part of the separating clutch 6 ,

At the actual speed _EM the electric machine 5 is in powertrain of 1 about a clutch output side speed of the clutch 6 ,

The calculation of the internal combustion engine, mass moment of inertia dependent moments MT _R2 is preferably carried out using the following equation: $${\mathrm{<figure-callout\; id="2"\; label="M\; T\; R"\; filenames="DE102017212672A1\_0005.png,DE102017212672A1\_0006.png"\; state="\{\{state\}\}">M\; </figure-callout>}}_{TR}=M_{VM}-J\frac{d{n}_{eM}}{dt}$$

As already stated, depending on the internal combustion engine, mass moment of inertia dependent moments M _TR2 the internal combustion engine moments of inertia M _TR1 as offsets for the drive signal of the disconnect clutch 6 used or translated into corresponding offsets, this in the block 13 of the 8th he follows.

The block 13 of the 8th The calculated or determined internal combustion engine torque are input variables M _TR1 and M _TR2 and as a further input variable, the actual speed n _{AB of} the output 3 made available.

The block 13 gives as output the offset OFF for the drive signal of the disconnect clutch 6 out.

In the block 13 are dependent on the internal combustion engine, mass moment of inertia dependent moments M _TR2 offsets OFF the engine moment of inertia M _TR1 used or the internal combustion engine mass moments of inertia M _TR1 converts into corresponding offsets OFF, such offsets being OFF in 9 by way of example in the table T4 are shown, which depend on the ones in the table T3 calculated moments of inertia M _TR1 are.

The offsets OFF the table T4 are there for different support points NAB1 . NAB2 . nab3 . nab4 ; -ma . -mb . -mc . Mc . Md . me the table T4 stored, namely on the one hand depending on a speed n _AB the downforce 3 and depending on the previously calculated internal combustion engine, mass moment of inertia dependent moments M _TR2 , The speed n _AB the downforce 3 the table T4 of the 9 results from the transmission input speed n _GE and the translation i _IS the actual gear of the circuit to be executed. Between the support points NAB1 . NAB2 . nab3 . nab4 -Ma, -Mb, -Mc, Mc, Md, Me of the table T4 can be interpolated to offset OFF for one speed n _AB and / or a moment of inertia dependent moment M _TR2 to be determined, not by interpolation points NAB1 . NAB2 . nab3 . nab4 ; -ma . -mb , -Mc, Mc, Md, Me of the table T4 are covered.

Then, if the internal combustion engine, mass moment of inertia dependent moment M _TR2 is positive and greater than or equal to a corresponding first threshold, the corresponding internal combustion engine moment of inertia M _TR1 unchanged or almost unchanged used as offset OFF, like this 9 the arrow I visualized. The offsets stored in the last line correspond to OFF, except for rounding deviations, in the last line of the table T3 stored internal combustion engine mass moments of inertia M _TR1 ,

Then, if the internal combustion engine, mass moment of inertia dependent moment M _TR2 is negative or less than or equal to a second threshold, the corresponding internal combustion engine moment of inertia M _TR1 also used unchanged as offset OFF, as the arrows II in 9 for the first row and the second row of the table T4 visualize. The offsets stored in the first two lines correspond to OFF, except for rounding deviations, in the first two lines of the table T3 stored internal combustion engine mass moments of inertia M _TR1 ,

Then, if the internal combustion engine, mass moment of inertia dependent moment M _TR2 is less than the first threshold and greater than the second threshold, as for the third, fourth, and fifth rows of the table T4 If so, the offset becomes OFF relative to the corresponding engine mass moment of inertia M _TR1 changed.

For this purpose, the procedure is preferably such that when the internal combustion engine, moment of inertia dependent torque M _TR2 is negative or greater than or equal to the second threshold, the respective offset OFF is set to zero or approximately zero. This is done even if the internal combustion engine, mass moment of inertia dependent moment M _TR2 is positive and smaller than a third threshold, which in turn is less than the first threshold. This is in 9 shown by the arrows III. In the third and fourth row of the table T4 of the 9 the stored offsets OFF are slightly greater than zero, but smaller than a corresponding limit value, ie set to approximately zero. It is also possible to set the OFF offset values of the third and fourth row of the table T4 of the 9 set to zero.

Then, if the internal combustion engine, mass moment of inertia dependent moment M _TR2 is positive, smaller than or equal to the first threshold, but greater than or equal to the third threshold, the offset becomes OFF from averaging corresponding engine internal mass moments of inertia M _TR1 determines how this is the arrow IV for the fifth row of the table T4 shows.

The above determination of the offsets OFF for the drive signal of the disconnect clutch 6 takes place in the block 14 of the 7 which the blocks 12 and 13 of the 8th includes.

As already stated, the offset is initially filtered in through a first filter function, in particular clean-fingered, and subsequently filtered out via a second filter function, in particular rausgerampt. The pure filtering and filtering out takes place in the block 15 of the 8th , wherein the pure filtering based on input variables 16 of the block 15 and filtering out based on input quantities 17 of the block 15 he follows.

For a circuit design in the gearbox 2 the increase or pure filtering, in particular clean ramps, of the offset takes place 15 at the earliest with the presence of a circuit request and at the latest with leaving a synchronous speed of the actual gear of the circuit to be executed. As input variables 16 for the block 15 Therefore, on the one hand, a signal is provided via a circuit request and, on the other hand, a signal via a leaving of the synchronous speed of the actual gear of the circuit.

When a circuit is executed, the out-filtering of the offset, in particular ramp-out of the offset, takes place when a time span until reaching a synchronization condition of the target gear becomes less than a time limit or reaches this time limit. This is visualized by the block 18 of the 8th , the output size as the input variable 17 for the block 15 providing the block 18 on the one hand as an input quantity 19 a current time until reaching the synchronization condition of the target gear and on the other hand as an input 20 the appropriate time limit is provided.

The block 18 compares whether the time until reaching the synchronization condition of the target gear becomes less than the time limit or reaches the same and initiates depending on the input signal 17 for the block 15 the out-filtering of the offset via the second filter function.

With the invention it is therefore possible, in particular for the drive train of 1 for the separating clutch 6 between the internal combustion engine 4 and the electric machine 5 of the drive unit designed as a hybrid drive 1 is switched while executing circuits 2 via the offset OFF a drive signal for the disconnect clutch 6 to provide that avoids that in the circuit execution, the separating clutch 6 unintentionally opens or tears open or unintentionally closes or claps. For this purpose, in the manner described above, the defined offset is determined and provided in the manner described above at the right time, namely via the increase with a first filter function and the reduction with a second filter function at defined points in time the filter functions, for example PT ₁ Filter functions with different or the same time constants can act.

In 10 to 18 are for the powertrain of 1 each shown over the time t curves, resulting in execution of the method according to the invention for different circuits in the transmission 2 can train. So are in the 10 to 18 each a speed curve 21 of the internal combustion engine 4 and a speed curve 22 the electric machine 5 shown. Further show 10 to 18 each a moment course 23 of the internal combustion engine 4 , a moment course 24 the electric machine 5 , a drive signal torque history 25 for the separating clutch 6 as well as a moment course 26 located at the entrance of the transmission 2 shown forming cumulative torque. The curve 27 visualized in the 10 to 18 each from the block 10 provided internal combustion engine moment of inertia M _TR1 ,

10 shows these curves 21 to 27 in the case of a train upshift with a relatively slow shift speed or a relatively low speed gradient, wherein both the engine 4 (Curve 23 ) as well as the separating clutch 6 (Curve 25 ) both remain in train operation. An engine intervention during the circuit execution between the times t1 and t4 takes place according to the signal curve 24 exemplified by the electrical machine 5 , According to 10 reduces the electrical machine 5 according to the moment course 24 between times t1 and t4 their provided torque.

In the embodiment of 10 is a calculated internal combustion engine, mass moment of inertia dependent moment M _TR2 positive and greater than the first limit, so then, as in 9 visualized by the arrow I, as offset OFF for the drive signal of the separating clutch 6 according to the table T3 calculated internal combustion engine moment of inertia M _TR1 is used. The offset OFF will then be between the times t1 and t2 increased or purely filtered via the first filter function and between the times t3 and t4 is reduced or filtered out via the second filter function. The increase of the Ansteuersignalmomentverlauf 25 for the separating clutch 6 according to the waveform 25 accordingly corresponds to that by the signal curve 27 visualized internal combustion engine mass moment of inertia M _TR1 ,

11 shows the curves 21 to 27 also in the case of a train upshift in the transmission 2 , where the internal combustion engine 4 and the disconnect clutch 6 again both stay in train operation. In 11 are these curves 21 to 27 are shown for two different switching speeds, namely in dashed lines curve curves 21 to 27 that the switching speed of the 10 correspond, and in solid lines curves 21 to 27 with one opposite 10 higher switching speed and therefore a larger speed gradient.

A comparison of these curves can be seen that at higher switching speeds of the engine intervention according to the curve 24 stronger.

Furthermore, at higher switching speeds, the increase of the Ansteuersignalmomentverlaufs 25 for the separating clutch 6 by a correspondingly higher offset, in turn, the internal combustion engine mass moment of inertia M _TR1 the waveform 27 corresponds, larger.

Due to the higher switching speeds are the times t3 ' and t4 'For the circuit with higher switching speeds compared to the times t3 and t4 for the shift with lower switching speed temporally shifted forward.

12 shows the curves 21 to 27 in the event of a train upshift in the transmission 2 in which both internal combustion engine 4 as well as separating clutch 6 stay in a push operation. The curve 25 shows the absolute value of the driving torque of the separating clutch 6 , The sign of the differential speed at the separating clutch 6 determines whether it is in train or push mode. In this case, the engine intervention according to the torque curve 24 again from the electric machine 5 provided. The momentary courses 25 and 27 can be seen that the internal combustion engine mass moment of inertia M _TR1 the offset for the drive signal 25 the separating clutch 6 determined, ie in accordance with the arrows II 9 is determined. In 12 a train upshift is performed at a relatively low shift speed.

13 shows the curves 21 respectively. 27 again for a train upshift of the transmission 2 , in dashed lines for relatively slow train upshift analog 12 and in solid lines for a relatively fast train upshift, which then depends on the internal combustion engine mass moment of inertia M _TR1 at the separating clutch 6 a push-pull-push change (see dotted lines of the curve 25 ) trains.

In the case of the relatively fast train upshift the 13 , in which at the separating clutch 6 depending on the internal combustion engine mass moment of inertia M _TR1 the thrust-train-thrust change is formed, not the internal combustion engine moment of inertia M _TR1 the waveform 27 unchanged as an offset for the drive signal of the disconnect clutch 6 rather, a deviating offset is determined.

This deviating offset is made as above with reference 9 described in the sense of arrows III of 9 either set to zero or approximately zero or within the meaning of arrow IV of 9 is calculated by averaging.

So will be between the times t2 and t2a as well as between the times t2b and t3 ' of the 13 the offset is set to zero or about zero. Between the times t2a and t2b the offset is determined by averaging. Accordingly, in 13 the waveform 25 for the relatively fast pull-up of the corresponding waveform 27 from. Between the times t3 ' and t4 'takes place for the relatively fast train upshift the 13 the out-filtering of the offset.

14 to 17 show the waveforms 21 to 27 for train-downshifts analogous to the train upshifts of 10 to 13 ,

14 shows the curves 21 to 27 in the case of a train-downshift with a relatively slow switching speed or a relatively low speed gradient, wherein both the internal combustion engine 4 as well as the separating clutch 6 both remain in train operation. An engine intervention during the circuit execution between the times t1 and t4 takes place according to the signal curve 24 exemplified by the electrical machine.

According to 14 increases the electric machine according to the moment course 24 between times t1 and t4 their provided torque. In the embodiment of 14 is a calculated internal combustion engine mass moment of inertia M _TR2 negative and smaller than the second limit, so then, as in 9 visualized by the arrows II, as offset OFF for the drive signal of the separating clutch 6 according to the table T3 calculated internal combustion engine moment of inertia M _TR1 is used. The offset OFF will then be between the times t1 and t2 purely filtered through the first filter function and between the times t3 and t4 filtered out via the second filter function. The reduction of the drive signal torque curve 25 for the separating clutch 6 according to the waveform 25 accordingly corresponds to that by the signal curve 27 visualized internal combustion engine mass moment of inertia M _TR1 ,

15 shows the curves 21 to 27 also in the case of a train-downshift in the transmission 2 , where the internal combustion engine 4 unique and the disconnect clutch 6 just stay in train operation.

In 15 are these curves 21 to 27 are shown for two different switching speeds, namely in dashed lines curve curves 21 to 27 that the switching speed of the 14 correspond, and in solid lines curves 21 to 27 with one opposite 14 higher switching speed and therefore a larger speed gradient. A comparison of these curves, in turn, it can be seen that at higher switching speeds of the engine intervention according to the curve 24 stronger. Furthermore, at higher switching speeds, the reduction of the Ansteuersignalmomentverlaufs 25 for the separating clutch 6 by a correspondingly larger amount of offset, in turn, the internal combustion engine mass moment of inertia M _TR1 the waveform 27 corresponds, larger. Due to the higher switching speeds are the times t3 ' and t4 'For the circuit with higher switching speeds compared to the times t3 and t4 for the shift with lower switching speed temporally shifted forward.

16 shows the curves 21 to 27 in the case of a train-downshift in the transmission 2 in which both internal combustion engine 4 as well as separating clutch 6 stay in a train operation. In this case, the engine intervention according to the torque curve 24 again from the electric machine 5 provided. The momentary courses 25 and 27 can be seen that the internal combustion engine mass moment of inertia M _TR1 the offset for the drive signal 25 the separating clutch 6 determined, ie in accordance with the arrows II 9 is determined. In 16 a train downshift is performed with a relatively low switching speed.

17 shows the curves 21 respectively. 27 again for a train-downshift of the transmission 2 , in dashed lines for relatively slow train upshift analog 16 and in solid lines for a relatively fast train downshift, which then at the disconnect clutch 6 a push-pull-push change see dotted lines of the curve 25 ) trains.

In the case of the relatively fast train-downshift the 17 , in which at the separating clutch 6 depending on the internal combustion engine mass moment of inertia M _TR1 the thrust-train-thrust change is formed, not the internal combustion engine moment of inertia M _TR1 the waveform 27 unchanged as an offset for the drive signal of the disconnect clutch 6 rather, a deviating offset is determined. The deviating offset is made as above with reference 9 described in the sense of arrows III of 9 either set to zero or approximately zero or within the meaning of arrow IV of 9 is calculated by averaging.

So will be between the times t2 and t2a as well as between the times t2b and t3 ' of the 13 the offset is set to zero or about zero. Between the times t2a and t2b the offset is determined by averaging. Accordingly, in 17 the waveform 25 for the relatively fast train downshift from the corresponding signal course 27 from. Between the times t3 ' and t4 'takes place for the relatively fast train-downshift the 13 the out-filtering of the offset.

18 clarifies in more detail remarks concerning the pure filtering and out-filtering of the offset. The curve 33 Visualizes the presence of a circuit request at time tx, the offset at the beginning of the circuit 18 with the presence of a circuit request at time tx before the time t1 is filtered in, so earlier than in the too 18 corresponding 10 , The curve 34 Visualizes a period of time until reaching a synchronization condition of the target gear. At the time ty, the time until the synchronization condition is reached becomes smaller than a time limit G. Starting at the time ty, ie before the time t3 , the offset is filtered out at the end of the circuit. In comparison to 10 shifts accordingly t1 on tx and t3 on ty. This also shifts t2 on tx + Δt1; Δt1 = t2- t1 and t4 on ty + Δt2; .DELTA.t3 = t4- t3 , Otherwise, the vote Curves of the 10 with the curves of the 18 match.

Although the invention is particularly advantageous in the powertrain of 1 during the execution of a circuit for controlling the separating clutch 6 can be used, the invention is not limited to this preferred application.

Rather, the invention can also in the drive trains of 2 to 6 be used. So shows 2 a drive train of a motor vehicle, in addition to the components of the drive train of the 1 one between the electric machine 5 and the gearbox 2 switched startup clutch 28 includes. About the invention, the starting clutch 28 during the circuit execution are driven in the above manner. It should then be noted that it is the moment of inertia J to the moment of inertia at the drive-side coupling half of the starting clutch 28 is, as well as at the output side speed at the starting clutch 28 around the input speed of the transmission 2 ,

Furthermore, the invention in the drive train of 3 be used, in which the separating clutch 6 of the 1 through a converter 29 that is a pump 31 and a turbine wheel 32 and one parallel to the transducer 29 switched converter lockup clutch 30 is replaced. In this case, the lockup clutch 30 with the method described above analogous to the separating clutch 6 be controlled. It should then be noted that it is the moment of inertia J to the moment of inertia at the drive side coupling half of the lockup clutch 30 as well as at the output side speed at the lockup clutch 30 about the speed of the turbine wheel 32 ,

In the powertrain of 4 is the starting clutch 28 of the 2 through a converter 29 with parallel-connected converter lockup clutch 30 replaced, in which case via the method, the lockup clutch 30 or the disconnect clutch 6 can be controlled, namely in circuit design.

5 and 6 show examples of powertrains used as a prime mover 1 no hybrid drive, but only an internal combustion engine 4 include. In 5 is between the internal combustion engine 4 and the gearbox 2 a converter 29 with parallel-connected converter lockup clutch 30 and in 6 a startup clutch 28 connected.

In both cases, then the respective clutch, ie in 5 the lockup clutch 30 and in 6 the starting clutch 28 while performing circuits in the transmission 2 be driven in the manner described above, namely by the corresponding determination of the offset for the drive signal of the respective clutch.

The respective coupling 6 . 28 respectively. 30 is driven during the execution of a circuit by means of the method according to the invention, namely dependent on the determined in the manner described above offset.

In the case of circuit design, this offset is determined in addition to a pre-control torque component and a slip controller torque component or in addition to a pre-control torque component and oversize torque component.

The invention further relates to a control device for a motor vehicle, wherein the motor vehicle is a drive unit 1 , one between the drive unit 1 and a downforce 3 geared, several gears providing transmission 2 and a clutch 6 . 28 . 30 includes, in the direction of the drive unit 1 seen in the power flow in front of the several gears providing transmission 2 positioned or part of the gearbox 2 is. The control unit determines for the operation of the clutch 6 . 28 . 30 during and outside the execution of circuits in the transmission 2 a drive signal for the clutch 6 . 28 . 30 depending on a pre-tax torque component and a slip control torque component or depending on the pre-tax torque component and oversize torque component. The control unit determines for the operation of the clutch 6 . 28 . 30 during the execution of circuits in the transmission 2 In addition to the pre-control torque component and slip control torque component or in addition to the pre-control torque component and oversize torque component, an offset for the control signal of the clutch. The control unit filters this offset in through a first filter function and then out via a second filter function. In this control unit, which performs the above-described method control side, it is in particular the hybrid control unit 9 or the transmission control unit 8th ,

LIST OF REFERENCE NUMBERS

1

power unit

2

transmission

3

output

4

internal combustion engine

5

electric machine

6

separating clutch

7

Engine control unit

8th

Transmission Control Module

9

Hybrid control unit

10

block

11

block

12

buck

13

block

14

block

15

block

16

input

17

input

18

block

19

input

20

input

21

Speed curve internal combustion engine

22

Speed curve electrical machine

23

Torque curve internal combustion engine

24

Torque curve electric machine

25

Torque curve coupling torque

26

Torque curve summation torque

27

Course first inertia

28

clutch

29

converter

30

Converter lockup clutch

31

impeller

32

turbine

33

off request

34

Time span until reaching synchronous condition

NAN1

support point

NaN2

support point

NaN3

support point

nan4

support point

-M 1

support point

0

support point

M2

support point

M3

support point

M4

support point

M5

support point

NAB1

support point

NAB2

support point

nab3

support point

nab4

support point

-ma

support point

-mb

support point

-mc

support point

Mc

support point

Md

support point

me

support point

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

• US 2016/0031432 A1 [0006]
• US 2016/0355173 A1 [0006]

Claims (15)

Method for operating a motor vehicle, wherein the motor vehicle comprises a drive unit (1), a transmission (2) provided between the drive unit (1) and an output (3), providing several gears and a clutch (6, 28, 30) which in the direction of the power unit (1) seen in the power flow in front of the multi-course providing transmission (2) positioned or part of the transmission (2), wherein for the operation of the clutch (6, 28, 30) during and outside the execution of Circuits in the transmission (2) a drive signal for the clutch (6, 28, 30) is determined depending on a pre-tax torque component and a slip control torque component or dependent on the pilot torque component and Überanpress torque component, characterized in that for the operation the clutch (6, 28, 30) during the execution of circuits in the transmission (2) in addition to the pilot torque component and slip control torque component or in addition to the pilot control Mom tanteil and Überanpress-torque component an offset (OFF) for the drive signal of the clutch (6, 28, 30) is determined, this offset (OFF) purely filtered through a first filter function and subsequently filtered out via a second filter function. Method according to Claim 1 , characterized in that the offset (OFF) for the drive signal of the clutch (6, 28, 30) for the operation of the clutch (6, 28, 30) during the execution of circuits in the transmission (2) is determined such that Circuits desired switching times (.DELTA.t) are stored on the control side, the target switching times (.DELTA.t) for the circuits in target speed gradients (dn / dt) are converted for the circuits, the target speed gradients (dn / dt) for the circuits in mass moment of inertia (M _TR1 ) are converted for the circuits, depending on the gradient of a clutch output side speed (n _EM ) mass moment of inertia dependent moments (M _TR2 ) are determined for the circuits, depending on the mass moment of inertia dependent moments (M _TR2 ) the moments of inertia (M _TR1 ) as offsets ( OFF) are used for the drive signal or converted into offsets (OFF). Method according to Claim 2 characterized in that, when the mass moment of inertia dependent moment (M _TR2 ) is positive and greater than or equal to a first threshold, the corresponding mass moment of inertia (M _TR1 ) is used as offset (OFF) unmodified, when the mass moment of inertia dependent moment (M _TR2 ) M _TR2 ) is negative or less than or equal to a second limit value, the corresponding moment of inertia (M _TR1 ) is used as offset (OFF) unchanged, if the moment of inertia dependent moment (M _TR2 ) is less than the first limit and greater than second limit is equal to or the same, the offset relative to the corresponding moment of inertia (M _TR1 ) is changed. Method according to Claim 3 characterized in that when the mass moment of inertia dependent moment (M _TR2 ) is negative and greater than or equal to the second threshold, the offset (OFF) is set to zero or approximately zero. Method according to Claim 3 or 4 characterized in that when the mass moment of inertia dependent moment (M _TR2 ) is positive or smaller than the first limit but greater than or equal to a third threshold, the offset (OFF) is determined from averaging corresponding mass moment of inertia (M _TR1 ), when the mass moment of inertia dependent moment (M _TR2 ) is positive or less than the third threshold or equal to it, the offset (OFF) is set to zero or approximately zero. Method according to one of Claims 1 to 5 , characterized in that the offset (OFF) at the beginning of a circuit at the earliest with the presence of a circuit request and / or latest with leaving a synchronous speed of the actual gear of the circuit is purely filtered. Method according to one of Claims 1 to 6 characterized in that the offset (OFF) at the end of a circuit is filtered out when a time span until reaching a synchronization condition of the target gear becomes less than a time limit or reaches the time limit. Method according to one of Claims 1 to 7 , characterized in that the drive unit (1) is designed as a hybrid drive with an internal combustion engine (4) and an electric machine (5), wherein between the internal combustion engine (4) and the electric machine (5), a separating clutch (6) is connected, and wherein the electric machine (5) is connected between the disconnect clutch (6) and the multi-speed transmission (2), the offset (OFF) for the operation of the disconnect clutch (6) during the execution of circuits in the transmission (2) in addition to the pre-tax torque component and the slip control torque component or in addition to Pre-tax torque component and Überanpress-torque component is determined. Method according to Claim 8 , characterized in that for determining the offset (OFF), the mass moment of inertia dependent moments (M _TR2 ) are determined depending on speed gradients of the electric machine (5). Method according to one of Claims 1 to 9 , characterized in that the motor vehicle has a converter (29) with a pump wheel (31) and a turbine wheel (32) and a converter lockup clutch (30) connected in parallel to the converter (29), the offset for the operation of the lockup clutch (30) during the execution of circuits in the transmission (2) is determined in addition to the pre-tax torque component and slip control torque component or in addition to the pre-tax torque component and Überanpress torque component. Method according to Claim 10 , characterized in that for determining the offset (OFF), the moment of inertia-dependent torque (M _TR2 ) depending on gradient of a rotational speed of the turbine wheel (32) of the transducer (29) are determined. Method according to one of Claims 1 to 9 , characterized in that the motor vehicle has a starting clutch (28) which is connected between the drive unit (1) and the transmission (2) providing the multiple gears or is part of the transmission (2), the offset (OFF) for the operation of the Starting clutch (28) during the execution of circuits in the transmission (2) in addition to the pre-tax torque component and slip control torque component or in addition to the pilot torque component and Überanpress torque component is determined. Method according to Claim 12 , characterized in that for determining the offset (OFF), the mass moment of inertia-dependent torque (M _TR2 ) depending on gradient of the clutch output side rotational speed of the starting clutch (28) are determined. Control unit for a motor vehicle, wherein the motor vehicle comprises a drive unit (1), a transmission (2) provided between the drive unit (1) and an output (3), providing several gears and a clutch (6, 28, 30) Direction from the drive unit (1) seen in the power flow in front of the multi-speed gearbox (2) positioned or part of the transmission (2), wherein the control device for the operation of the clutch (6, 28, 30) during and outside the execution of circuits in the transmission (2) a drive signal for the clutch (6, 28, 30) depending on a pre-tax torque component and a slip control torque component or determined depending on the pilot torque component and Überanpress-torque component, characterized in that the control unit ( OFF) for the operation of the clutch (6, 28, 30) during the execution of circuits in the transmission (2) in addition to the pilot torque share and slip control torque share or zusä In addition to the pre-control torque component and the overpressure torque component, an offset is determined for the control signal of the clutch, the control unit purely filters this offset (OFF) via a first filter function and subsequently filters out via a second filter function. Control unit after Claim 14 , characterized in that the same the method according to one of Claims 1 to 13 on the control side.

Images