DE102022207079A1 - Drive train for a motor vehicle and method for operating the same - Google Patents

Abstract

The present development relates to a drive train and a method for operating the same, the drive train comprising the following: - a clutch device (12) with an input side (14), with an output side (16) and with at least one actuator (18), the input side (14) is torque-transmittingly coupled to the internal combustion engine (10) and wherein the output side (16) can be coupled to a gear (20) or a drive wheel (22) in a torque-transmitting manner and wherein the input side (14) and the output side (16) by means of the actuator (18) can either be coupled to one another in a torque-transmitting manner or can be decoupled from one another, and - an engine control (50) coupled to the internal combustion engine (10) and to the clutch device (12), which is designed to control the drive torque that can be generated by the internal combustion engine (10) depending on a Position of the actuator (18) and / or depending on a differential speed (DZ) between the input side (14) and the output side (16) to regulate.

Description

Technical area

The present development relates to a drive train for a motor vehicle as well as a method and a computer program for controlling an internal combustion engine which is coupled to such a drive train.

background

Motor vehicles with an internal combustion engine typically have a drive train with which a drive torque that can be generated by the internal combustion engine can be transferred to one or more drive wheels. In internal combustion engines, the periodic sequence of accelerated piston movement and gas forces during intake, compression, work and exhaust, in combination with the firing sequence of the individual cylinders, leads to rotational irregularities in the crankshaft and flywheel.

During operation of the internal combustion engine, undesirable resonance phenomena can occur, which can typically be at least dampened or eliminated with a damping device. For example, from the DE 44 20 934 B4 a torque-transmitting device with at least two flywheels that can be rotated relative to one another against the effect of a damping device with force accumulators acting in the circumferential direction via a bearing is known. A primary flywheel can be connected to the output shaft of an internal combustion engine. Another, the secondary flywheel, can be connected to the drive shaft of a transmission via a non-positive coupling.

Such damping devices typically have one or more movable masses which are mounted to be movable from a first end position towards a second end position against the force of at least one energy storage device, for example in the form of a spring.

In particular, during a coupling process of a clutch device of the drive train, such an energy storage device can be tensioned as a result of a displacement or deflection of the movable mass(es). When a comparatively high torque or drive torque is introduced into the damping device, the movable mass can reach a second end position with a certain impulse, in which the movable mass hits a corresponding end stop comparatively hard.

Furthermore, it is common for drive trains of internal combustion engines to provide a load limitation that applies to all operating states of a clutch, which prevents a torque above a predetermined static threshold value from being delivered into the drive train or introduced into the clutch when the clutch is uncoupled or at least partially uncoupled becomes. Such a system-wide, unchangeable and static limitation of the load introduction into the drive train during clutch processes can have a detrimental effect on the actual switching process and the acceleration behavior of the motor vehicle. The direct consequences of this are a correspondingly reduced performance of the vehicle, for example when starting off, and delays in a gear change.

In contrast, the present development is based on the task of providing an improved drive train with which the problems described above can be solved particularly easily and efficiently and in particular with as little effort as possible. The aim here is to improve the starting behavior of the motor vehicle, shorten switching processes and increase the service life of a drive train or its individual components.

This object is achieved with a drive train, a motor vehicle, a method for controlling an internal combustion engine and with a computer program for controlling an internal combustion engine according to the features of the independent patent claims. Advantageous refinements are the subject of dependent patent claims.

In a first aspect, a drive train is provided for a motor vehicle. The drive train includes an internal combustion engine for generating a drive torque, which can typically be transmitted via the drive train to a transmission or to at least one drive wheel. The drive train further has a clutch device with an input side, an output side and at least one actuator. The input side of the clutch device is coupled to the internal combustion engine in a torque-transmitting manner. The output side is coupled to transmit torque with a transmission or with a drive wheel of the motor vehicle or can be coupled therewith. The input side and the output side of the coupling device can be selectively coupled to one another and decoupled from one another in a torque-transmitting manner by means of the actuator.

Depending on the position of the actuator, the input side can be separated from the output side can be coupled or the input side can be coupled to the output side to transmit torque. Furthermore, the drive train has an engine control coupled to the internal combustion engine and to the clutch device, which is designed to control the drive torque that can be generated by the internal combustion engine depending on a position of the actuator and / or depending on a differential speed between the input side of the clutch device and the output side of the clutch device to regulate.

In particular, it is provided that during the coupling process the engine control puts a torque filter over the internal combustion engine and controls or regulates the drive torque to be generated by the engine depending on the parameters characterizing the coupling process.

In this way, a static and system-wide torque limitation of the internal combustion engine can be abandoned in favor of a dynamically adjustable torque regulation or torque control. In particular, during a clutch process, in particular during engagement, the drive torque that can be generated by the engine can be adjusted, regulated or controlled as required, so that the disadvantages described above with regard to the performance of the motor vehicle and an extension of switching or clutch times can be largely eliminated.

On the one hand, this dynamic regulation or control enables the resonance phenomena that occur during a coupling process to be passed through more quickly and which can occur as a result of a movement of the masses of a damping application. The occurrence of disturbing resonance phenomena can thus be shortened in time.

The clutch process, in particular a clutch process, can, for example, be divided into several areas, namely a first area in which, due to the position of the actuator, little or only a comparatively small amount of torque transmission takes place between the input side and the output side, and a second area in which A significant torque is already transmitted from the input side to the output side and a third area in which the speed of the output side approximately corresponds to the speed of the input side, approximately shortly before the clutch reaches its engaged state.

For each of these or for further areas, different drive torques can be provided by the internal combustion engine, so that for each area or sub-area, the drive torque of the engine can be individually adapted to the respective area.

According to a further embodiment, the position of the actuator is a direct measure of the degree of torque-transmitting coupling between the input side and the output side of the clutch device.

Equally or alternatively, the difference in speed between the input side and the output side can also be viewed as a measure of the torque-transmitting coupling between the input side and the output side and used for determining and/or regulating the drive torque.

According to a preferred embodiment, both the position of the actuator and the differential speed between the input side and the output side are used by the engine control to regulate the drive torque of the internal combustion engine during a switching process of the drive train.

That active and dynamic control of the drive torque of the internal combustion engine during a switching process is particularly advantageous for drive trains with a damping device which have at least one movable mass which is mounted movably from a first end position towards a second end position against the force of at least one energy storage device.

By means of the dynamic drive torque, which can be regulated depending on the position of the actuator and/or depending on the differential speed, it can be achieved that any moving masses of the damping device do not reach the first or second end position in a comparatively uncontrolled manner and are there virtually uncontrolled with movement-limiting stops (i.e. apart from the effective connection with the energy storage). Through the active and dynamic control of the drive torque by means of the motor control, it can be achieved that the masses that are movable against the force of the at least one energy accumulator on or in the damping device before reaching an end position, for example by throttling the drive torque compared to a target drive torque, with regard to their movement in the direction End position can be further cushioned and thus virtually dampened.

Accordingly, any and damped collisions of the movable masses at at least one or more end positions of the Damping device can be avoided or at least dampened in terms of its intensity and strength, which can have an advantageous effect on the service life of the damping device and the entire drive train. In addition, any knocking or collision noises that result from an unbraked stop of a movable mass at an end position can be largely avoided or at least mitigated.

According to a further embodiment, the drive train has a first speed sensor, which is coupled to the input side of the clutch device and is connected to the engine control system for signaling purposes. The engine control is designed to regulate the drive torque that can be generated by the internal combustion engine as a function of signals from the first speed sensor.

Furthermore and according to a further aspect, the engine control is also coupled in terms of signals to the actuator or to a control of the clutch device in order to receive corresponding actuating or control signals from the actuator, which signals then provide information about the current position or configuration of the actuator. By processing signals that reflect the current position or configuration of the actuator and by evaluating signals from the at least first speed sensor, the current state of the clutch device can be precisely recorded and used to control the internal combustion engine.

According to a further embodiment, the drive train has a second speed sensor, which is coupled to the output side of the clutch device and is connected to the engine control system for signaling purposes. The engine control is designed to regulate the drive torque that can be generated by the internal combustion engine as a function of signals from the second speed sensor.

The second speed sensor can be arranged directly on the output side of the clutch or coupled to it. However, it can also be provided on the transmission or on the drive wheel of the drive train.

According to a further development, it is in particular provided that the already mentioned differential speed can be determined or is determined from the signals of the first speed sensor and the signals of the second speed sensor. The differential speed can be determined either as an absolute difference between the speed of the input side of the clutch device and the speed on the output side of the clutch device. However, it is also conceivable to determine the differential speed as a quotient between the speed of the input side and the speed of the output side.

At a differential speed of 0, i.e. when the input side of the clutch device rotates at the same speed as the output side, the quotient of the speeds is approximately 1.

According to a further embodiment, it is in particular provided that the control of the drive torque of the internal combustion engine takes place on the basis of both the differential speed and the position of the actuator of the clutch device. Here, different control of the drive torque can take place for different differential speeds or differential speed ranges depending on the position or configuration of the actuator. In this respect, the drive torque can be regulated depending on two mutually independent parameters, namely the position or configuration of the actuator and the prevailing differential speed.

According to a further embodiment, the actuator is movable over several intermediate positions between an open position and a closed position. The output side is decoupled from the input side when the actuator is in the open position. The output side, on the other hand, is coupled to the input side in a torque-transmitting manner when the actuator is in the closed position. For several different intermediate positions between the open position and the closed position, different drive torques can be generated by means of the motor control, or different controls of the drive torque can be implemented.

According to a further embodiment, the engine control is designed to generate a drive torque by means of the internal combustion engine, which is reduced compared to a target drive torque that can be specified by the driver of the vehicle depending on the position of the actuator. In the same way, the engine control can be designed to generate a drive torque by means of the internal combustion engine, which is reduced compared to the target drive torque specified by the driver of the vehicle as a function of the differential speed.

In this respect, it is in particular provided to reduce the drive torque of the internal combustion engine at least temporarily, depending on the situation, during the clutch process compared to a predetermined target drive torque, in order to make the clutch process as efficient and quick as possible to carry out. In addition to this, the throttling of the drive torque can be reduced to a minimum, particularly in such situations, if the masses of the damping device coupled to the energy storage are sufficiently removed from their end positions.

According to a further embodiment, the engine control has an electronic memory in which a measure of the reduction in the drive torque to be generated by the internal combustion engine compared to the target drive torque is stored for a number of different positions of the actuator and/or for a number of different speeds of the input side and/or the Output page can be saved or saved. In particular, the memory can include a so-called look-up table (LUT), in which an ideal correction value or an ideal reduction in the drive torque to be generated by the internal combustion engine is stored for each combination of differential speed and position of the actuator.

The corresponding correction data, which is to be stored in the electronic memory, can be empirically recorded and saved using a calibration. However, they can also be calculated as required and in real time by a processor of the engine control using a program-controlled function that processes the parameters differential speed and position of the actuator.

According to a further embodiment, the drive train has a damping device which has at least one movable mass which is movably mounted against the force of at least one energy accumulator from a first end position towards a second end position. By means of such a damping device, rotational irregularities in the drive train can be compensated for and resonance and vibration phenomena can be suppressed. When the motor vehicle starts and during the coupling process, the movable masses are subject to a movement counter to the effect of the energy accumulator. This means that during the coupling process, the energy accumulators are typically subjected to potential or spring energy.

According to a further embodiment of the drive train, the engine control is designed to determine the position of the movable mass(es) relative to the first end position and/or relative to the second end position based on the position of the actuator and/or based on the differential speed. If the movable mass is at a comparatively large distance from the first and/or second end position, a comparatively small or minimal reduction in the drive torque can be provided and implemented on the engine control side. However, if the movable mass is located comparatively close or in the immediate vicinity of an end position, the engine control can throttle or reduce the drive torque in order to avoid a comparatively strong collision of the movable mass with one at the first and/or at the second end position to avoid the intended end stop.

According to a further embodiment, the engine control is designed to reduce the drive torque to be generated by the internal combustion engine compared to the target drive torque at a position of the movable mass in the immediate vicinity of the first end position and / or second end position to a greater extent than in a configuration in which the movable mass is located approximately in the middle between the first end position and the second end position.

In such a configuration, namely when the movable mass is located far away from the first and/or second end position, there is no fear of an immediate collision with an end stop. In such situations, throttling of the drive torque can be largely eliminated and the available drive torque of the internal combustion engine can be introduced into the clutch without any significant throttling or reduction. In this way, the actual coupling process can be accelerated. If the movable mass of the damping device comes close to the second end position, the motor control can be designed to throttle the drive torque accordingly in order to avoid an unwanted or undesirable strong collision of the mass with an end stop.

According to a further aspect, a motor vehicle is finally provided with a motor vehicle body and with a previously described drive train. In this respect, all advantages, features and aspects that were previously described with regard to the drive train also apply equally to the motor vehicle.

Finally, in a further aspect, a method for controlling an internal combustion engine of a motor vehicle is provided. The internal combustion engine is designed to generate a drive torque for a drive train, for example for a previously described drive train. The drive train has a clutch device with an input side, an output side and at least one actuator. The input side is coupled to the internal combustion engine to transmit torque and the output side is can be coupled to transmit torque with a transmission or a drive wheel of the motor vehicle.

The input side and the output side of the coupling device can be selectively coupled to one another and decoupled from one another in a torque-transmitting manner by means of the actuator. The method for controlling the internal combustion engine includes the steps of determining a position of the actuator and/or determining a difference speed between the input side and the output side. Finally, it is provided that the drive torque of the internal combustion engine is typically regulated using an engine control system that is operatively connected to the engine, depending on the position of the actuator and/or depending on the differential speed. The control typically includes a filter function such that a target drive torque specified by a driver of the motor vehicle is changed by a certain correction amount, typically throttled.

The method can be carried out in particular with a previously described drive train and/or with a previously described motor vehicle. In this respect, all features, advantages and possible applications that were previously described with regard to the drive train and the motor vehicle also apply equally to the method for controlling the internal combustion engine; and vice versa.

According to a further aspect, a computer program for controlling an internal combustion engine is finally provided, comprising computer-readable commands, which, when the program is executed by means of a processor of an engine control of a previously described drive train, cause the engine control to carry out the previously described method. In this respect, the computer program can typically be executed with the engine control of the drive train described above. In this respect, all of the features, advantages and possible applications described above also apply to the computer program; and vice versa.

Short description of the characters

• 1 eine schematische Seitenansicht eines Kraftfahrzeugs,
• 2 ein Blockschaltbild eines Beispiels eines Antriebsstrangs,
• 3 ein weiteres Blockschaltbild eines Antriebsstrangs,
• 4 ein Ersatzschaltbild ein Dämpfungseinrichtung,
• 5 ein Diagramm des geregelten Antriebsmoments über die Stellung des Stellglieds der Kupplungseinrichtung,
• 6 ein Diagramm des geregelten Antriebsmoments in Abhängigkeit der Differenzdrehzahl,
• 7 ein Diagramm, welches den Zusammenhang zwischen der Differenzdrehzahl und einer im Kraftspeicher der Dämpfungseinrichtung gespeicherten potentiellen Energie widerspiegelt,
• 8 eine schematische Darstellung eines elektronischen Speichers oder Speichersegment, in welchem mehrere Korrekturwerte des Antriebsmoments für unterschiedliche Kombinationen von Differenzdrehzahl und Stellung des Stellglieds abspeicherbar sind und
• 9 ein Flussdiagramm des Verfahrens zur Steuerung des Verbrennungsmotors.

Further goals, features and advantageous possible applications of the drive train, the motor vehicle, the method and the computer program are described in more detail below using exemplary embodiments with reference to the drawings. Here show:

• 1 a schematic side view of a motor vehicle,
• 2 a block diagram of an example of a drive train,
• 3 another block diagram of a drive train,
• 4 an equivalent circuit diagram of a damping device,
• 5 a diagram of the regulated drive torque via the position of the actuator of the clutch device,
• 6 a diagram of the regulated drive torque depending on the differential speed,
• 7 a diagram which reflects the relationship between the differential speed and a potential energy stored in the energy storage of the damping device,
• 8th a schematic representation of an electronic memory or memory segment in which several correction values of the drive torque can be stored for different combinations of differential speed and position of the actuator and
• 9 a flowchart of the method for controlling the internal combustion engine.

Detailed description

This in 1 Motor vehicle 1 shown schematically has a motor vehicle body 2 with an interior 3 functioning as a passenger cell. The motor vehicle 1 has a drive 4, which in the present case is designed as an internal combustion engine 10. The internal combustion engine 10 is part of one in the 2 and 3 schematically illustrated drive train 5. In addition to the internal combustion engine 10, the drive train 5 has a clutch device 12, a damping device 30, a gear 20 and a drive wheel 22. When configured according to 3 the coupling device 12 is arranged between a first damping device 30 and a second damping device 30 '. The arrangement of the two damping devices in 30, 30 'and the intermediate clutch 12 can be implemented, for example, by means of a dual-mass flywheel.

However, the embodiments shown here are not limited to dual-mass flywheels or certain types of transmissions. The drive train can basically be implemented for manual transmissions and any form of automatic transmission or torque converter transmission.

In the block diagram of the 2 A motor control 50 is also shown, which has an electronic memory 58 and a processor 59 points. The engine control 50 is coupled to the internal combustion engine 10 and is designed to actively and dynamically regulate the drive torque M of the internal combustion engine.

In the exemplary embodiment 2 Various speed sensors 52, 54, 56 are also provided. The speed sensor 52 functions as the first speed sensor. It is coupled to an input side 14 of the coupling device 12. The speed sensor 54 or the speed sensor 56 is coupled to an output side 16 of the clutch device 12. Signals from the speed sensor 52 can be compared with signals from at least one of the speed sensors 54, 56 in order, for example, to determine a differential speed DZ between the input side 14 and the output side 16 of the clutch device 12.

The coupling device 12 also has an actuator 18, by means of which the actual coupling process can be controlled or regulated. The actuator 18 is typically mounted movably between an open position S1 and a closed position S2. In the open position S1, the input side 14 is decoupled from the output side 16. In the closed position S2 of the actuator S18, the input side 14 is coupled to the output side 16 in a torque-transmitting manner. In this state, the clutch 12 is virtually slip-free and transmits the drive torque M provided by the internal combustion engine 10 to the transmission 20 and thus also to the drive wheel or wheels 22.

The actuator 18 is, as in particular in 5 shown can be converted not only into an open position S1 and into a closed position S2 but also into several intermediate positions S3. In particular, the actuator 18 moves through several intermediate positions S3 when engaging, ie when transferring from the open position S1 to the closed position S2. During such a clutch engagement process, the damping device 30 of the drive train 5 is particularly active. The damping device 30 can be implemented in a variety of ways, for example in combination with the clutch device 12 in the form of a dual-mass flywheel.

The damping device 30 typically has at least one, preferably two, movable masses 34, 35, as shown in 4 is shown. The two masses 34, 35 are movable between two end positions 36, 37, 38, 39 against the force of at least one energy accumulator 31, 32, 33. The representation according to 4 is greatly simplified. Typical constellations or configurations of such dampers have a radially symmetrical structure with arc springs, which are shown here as linearly deflectable springs solely for the purpose of illustration.

In the illustration above the 4 Both masses 34, 35 are in their respective first end positions 36, 38. If a drive torque is exerted on the drive train 5 and a clutch or switching process is currently taking place, this leads to a movement of the mass 34 'in the direction of its second end position 38, in which the mass 34" comes to rest, for example, at an end stop provided there.

Likewise, the further mass 35 can move from the first end position 37 to the bottom right in counter to the effect of the energy accumulators 32, 33 4 shown second end position 39 reach, in which the mass 35 "also comes into contact with an end stop provided there.

In order to limit the impulse of the stop of the masses 34, 35 in the end positions 38, 39, a limit torque GM is often provided in previous systems, which is implemented system-wide and statically for the coupling device 12. Ie, during the coupling process, a drive torque that is greater than the system-wide threshold value GM, which is approximately in 5 is shown, not be introduced into the coupling device 12.

The drive train 5 provided here is now designed to actively regulate the drive torque M of the internal combustion engine and thus the drive torque to be introduced into the clutch device 12 depending on a position of the actuator 18 and/or depending on the difference in speed DZ between the input side 14 and the output side 16 . According to the representation 5 the target drive torque SM specified by a driver of the vehicle is specified as an oblique straight line.

In an area near the open position S1 of the actuator S18, no significant torque can yet be transmitted from the input side 14 to the output side 16 of the clutch device 12. In the area near the open position S1, the drive torque M is therefore greatly reduced compared to the target drive torque SM. By assuming an intermediate position S3 during the clutch process, a significant torque transfer can take place between the input side 14 and the output side 16, as a result of which the engine control 50 generates a comparatively strong drive torque or largely or approximately cancels out a previous throttling of the drive torque. In this way, the switching process can be shortened and the different ones can be adjusted as quickly as possible Speeds between the input side 14 and the output side 16 an increased drive torque can be introduced into the clutch device 12.

Before reaching the closed position S2, which is typically accompanied or can be accompanied by a maximum voltage of the energy accumulators 31, 32, 33, a reduction or lowering of the drive torque compared to the target drive torque SM is then provided again.

The lowering or at least temporary reduction of the drive torque M in the immediate vicinity of the open position S1 and the closed position S2 effectively counteracts a strong collision of the masses 34, 35 with the end stops of the damping device 30 provided at the respective end positions 36, 37, 38, 39.

Overall and compared to the static limitation of the drive torque GM provided according to the prior art, particularly in the area between the in 5 In the intermediate position S3 shown as an example and the closed position S2, a drive torque M is transmitted by means of the clutch device 12, which is above the hitherto usual threshold value GM. This enables a quicker clutch engagement and increases the performance of the drive train for driving the drive wheel 22.

In addition, in particular in the intermediate positions S3, which are, for example, 25% - 40% of the distance between the open position S1 and the closed position S2 around the midpoint of the distance between S1 and S2, a particularly strong increase in the drive torque can occur, with the increase under certain circumstances is even stronger than the increase or gradient of the target drive torque SM.

In the diagram 60 the 6 a further dependency or a connection between the drive torque M and the differential speed DZ is shown. The difference speed is shown here as a quotient between the speed of the input side and the speed of the output side. If this coefficient is approximately 1, the same speeds are present on the input side 14 and the output side 16 of the clutch device 12. The engine control 50 is then designed to transmit the entire drive torque M that can be provided by the internal combustion engine 10 to the clutch device 12 and thus to the drive train 5.

If the speeds on the input side 14 deviate from the speed on the output side 16, the drive torque M that can be provided by the motor is reduced or throttled accordingly by means of the motor control 50. It can be assumed here that the clutch device 14 is subject to a certain amount of slip and that an applied torque cannot be completely transmitted between the input side 14 and the output side 16.

In 7 Another diagram 70 is shown, which shows how the mechanical energy stored in the energy accumulators 31, 32, 33 is related to the directly measurable differential speed DZ. The lower the differential speed, the lower the mechanical energy stored in the energy storage 31, 32, 33. If the differential speed reaches a maximum value, the energy that can be stored in the energy accumulators cannot be increased any further because the masses 34, 35 have reached their end positions 38, 39.

For the control of the drive torque by means of the engine control 50, both the differential speed DZ and the position of the actuator 18 of the clutch device 12 are typically taken into account. In addition or as an alternative to this, the mechanical energy E stored in the damping device 30 can also be taken into account.

The activation of the filter function described here, namely the control of the drive torque M which is dependent on the differential speed and/or the position of the actuator 18 during a switching and/or clutch process, can always also take place taking into account the absolute value of the drive torque currently available. Furthermore, it can be taken into account whether, for example, the brake of the vehicle is activated and/or whether the vehicle is in motion. Parameters about the brake or Motion status can be read out from a motor vehicle control module, for example.

The filter function described here can also be deactivated if, for example, the differential speed reaches the value 0, or if there are essentially the same speeds on the input side 14 and the output side 16.

In 8th Finally, as an example, a memory structure 80 is shown for storing drive torques or drive torque throttling to be set for different parameters of the differential speed DZ and the deflection or position S of the actuator 18. For example, a drive torque M11 or a corresponding drive torque reduction M11 can be set for a differential speed DZ1 and for a position S1 of the actuator 18.

With the same differential speed DZ1 and a further position of the actuator S3, a different drive torque M13 or a corresponding correction value can be stored in the electronic memory 58. The memory structure 80 can have a 1-, preferably at least 2-parameter table or a corresponding matrix, so that for all combinations of differential speed DZ and position of the actuator, or the energy stored in the damping device 30, E becomes a unique drive torque M or a corresponding reduction in the available drive torque can be set.

In 9 Finally, a flowchart of an embodiment of the method for controlling the internal combustion engine 10 is shown. In a first step 100, a differential speed DZ is determined. In a step 102, the current position of the actuator 18 is determined. By evaluating the parameters determined in steps 100 and 102, a drive torque to be provided by the internal combustion engine, typically a drive torque that is reduced compared to the user requirements, can then be precisely calculated in step 104.

The embodiments shown merely show possible configurations of the development, for which numerous other variants are conceivable within the scope of development. The exemplary embodiments shown are in no way to be interpreted as limiting the scope, applicability or configuration options of the development. The present description merely shows the person skilled in the art one or a few possible implementation(s) of an exemplary embodiment. A wide variety of modifications can be made to the function and arrangement of the elements described without departing from the scope of protection defined by the following claims or its equivalents.

Reference symbol list

1

motor vehicle

2

Motor vehicle body

3

inner space

4

drive

5

Drivetrain

10

Internal combustion engine

12

Coupling device

14

Entrance page

16

Home page

18

actuator

20

transmission

22

drive wheel

30

Damping device

31

Energy storage

32

Energy storage

33

Energy storage

34

Dimensions

35

Dimensions

36

End position

37

End position

38

End position

39

End position

50

Motor control

52

Speed sensor

54

Speed sensor

56

Speed sensor

58

Storage

59

processor

60

diagram

70

diagram

80

Storage structure

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was 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 4420934 B4 [0003]

Claims (13)

Drive train (5) for a motor vehicle (1) comprising: - an internal combustion engine (10) for generating a drive torque (M), - a coupling device (12) with an input side (14), with an output side (16) and with at least one actuator (18), the input side (14) being coupled to the internal combustion engine (10) in a torque-transmitting manner and the output side (16) can be coupled to transmit torque with a gear (20) or with a drive wheel (22) and the input side (14) and the output side (16) can be selectively coupled to one another and decoupled from one another in a torque-transmitting manner by means of the actuator (18), and - an engine control (50) coupled to the internal combustion engine (10) and to the clutch device (12), which is designed to control the drive torque that can be generated by the internal combustion engine (10) as a function of a position of the actuator (18) and/or as a function of a differential speed (DZ) between the input side (14) and the output side (16). Drive train (5). Claim 1 , further with a first speed sensor (52), which is coupled to the input side (14) of the clutch device (12) and is connected to the engine control (50) for signaling purposes and the engine control (50) is designed to receive the information from the internal combustion engine (10). to regulate the drive torque that can be generated depending on signals from the first speed sensor (52). Drive train (5). Claim 1 or 2 , furthermore with a second speed sensor (54, 56), which is coupled to the output side (16) of the clutch device (12), is connected to the engine control (50) in terms of signaling and the engine control (50) is designed to be controlled by the internal combustion engine ( 10) to regulate the drive torque that can be generated depending on signals from the second speed sensor (54, 56). Drive train (5). Claim 2 and 3 , whereby the differential speed (DZ) can be determined from the signals from the first speed sensor (52) and the signals from the second speed sensor (54, 56). Drive train (5) according to one of the preceding claims, wherein the actuator (18) is movable over several intermediate positions (S3) between an open position (S1) and a closed position (S2), the output side (16) being decoupled from the input side (14). is when the actuator (18) is in the open position (S1) and the output side (16) is torque-transmittingly coupled to the input side (14) when the actuator (18) is in the closed position (S2). Drive train (5) according to one of the preceding claims, wherein the engine control (50) is designed to generate a drive torque (M) by means of the internal combustion engine (10), which is dependent on a target drive torque (SM) that can be specified by the driver of the vehicle the position of the actuator (18) is reduced. Drive train (5). Claim 5 , wherein the engine control (50) has an electronic memory (58) in which a measure of reduction or a maximum value of the drive torque (M) to be generated by the internal combustion engine (10) compared to the target drive torque (SM) for a number of different positions of the actuator (18) and/or for a number of different speeds of the input side (14) and/or the output side (16) can be saved or stored. Drive train (5) according to one of the preceding claims, further comprising a damping device (30) which has at least one movable mass (34, 35) which moves from a first end position (36) against the force of at least one energy storage device (31, 32, 33). , 37) is mounted movably in the direction of a second end position (38, 39). Drive train (5). Claim 8 , wherein the motor control (5) is designed to determine the position of the movable mass (34, 35) relative to the first end position (36, 37) and/or relative to the second end position (38, 39) based on the position of the actuator (18). and/or based on the differential speed (DZ). Drive train (5). Claim 9 , wherein the engine control (50) is designed to adjust the drive torque (M) to be generated by the internal combustion engine (10) compared to the target drive torque (SM) at a position of the movable mass (34, 35) in the immediate vicinity of the first end position (36 , 37) and / or second end position (38, 39) to a greater extent than in a configuration in which the movable mass (34, 35) is approximately in the middle between the first end position (36, 37) and the second end position (38, 39). Motor vehicle (1) with a motor vehicle body (2) and with a drive train (5) according to one of the preceding claims. Method for controlling an internal combustion engine (10) for generating a drive torque (M) for a drive train (5), which has a Coupling device (12) with an input side (14), with an output side (16) and with at least one actuator (18), the input side (14) being coupled to the internal combustion engine (10) in a torque-transmitting manner and the output side (16) being coupled with a gear (20) or a drive wheel (22) can be coupled to transmit torque and the input side (14) and the output side (16) can be selectively coupled to each other and decoupled from one another by means of the actuator (18), the method for controlling the internal combustion engine ( 10) has the following steps: - determining a position of the actuator (18) and / or determining a difference speed (DZ) between the input side (14) and the output side (16), and - regulating the drive torque of the internal combustion engine (10) depending on the Position of the actuator (18) and/or depending on the differential speed (DZ). Computer program for controlling an internal combustion engine (10) comprising computer-readable commands which, when the program is executed by means of a processor (59), of an engine control (50) of a drive train (5) according to one of the preceding Claims 1 until 10 , cause the engine control (50) to carry out the procedure Claim 12 to carry out.

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