DE19725816A1 - Automatic torque transmission system and/or automatic gear-box for motor vehicle drive-train - Google Patents

Abstract

An automatic transmission for a vehicle is improved by including torque control for the engine. The processor control for the transmission controls the torque converter and/or the automatic gearbox. The control also generates a target torque value for the engine and this is fed to the engine management system for optimum engine settings. The transmission control and the engine control have programmed operating fields which include the gear change steps. The engine torque/speed is controlled during gear change for optimum driving comfort.

Description

The invention relates to a motor vehicle with a control device an automated torque transmission system and / or one automated transmission in the drive train of a motor vehicle with a Drive motor.

Such devices are used, for example, in motor vehicles, the control units generally act independently of one another. A such independent control of the individual units, such as of the engine, the automated torque transmission system and possibly an automated transmission can result, for example have the engine operating at a higher power output point, although this power is not necessary on the clutch or gearbox side and / or is not requested.  

The object of the invention is to provide an above-mentioned motor vehicle, which is comfortable driving behavior, for example, when driven Translation change processes realized. It is also the task of Invention such a device in a simple and inexpensive manner to create, which nevertheless achieves the necessary comfort and guaranteed and known systems improved. Likewise, a motor vehicle be created, which has a lower consumption and a lower Has resource requirements.

This is achieved according to the present invention in that at one Motor vehicle with a device for controlling an automated Torque transmission system and / or an automated transmission in Drive train of a motor vehicle with a drive motor and also with a control unit with at least one sensor and possibly with other electronic units, such as with motor electronics, in Signal connection is established, the engine electronics the operating state of the Drive motor controls, the control unit a setpoint for the engine torque and / or for the engine speed or a value representing these quantities determined from a map or a function generator and sent to the Engine electronics forwards and the engine electronics using this value Engine torque and / or an engine speed or one of these quantities representative value determines and controls.  

Furthermore, an advantageous embodiment of the invention can be Motor vehicle with a device for controlling an automated Torque transmission system and / or an automated transmission in Drive train of a motor vehicle with a drive motor, with a control unit and at least one actuator, the control unit the at least one Actuator for actuating the torque transmission system for setting a Controls gear ratio of the gearbox, the control unit stands with at least one sensor and possibly with other electronic units, such as for example with a motor electronics in signal connection, the Motor electronics control the operating state of the drive motor provide that the control unit a setpoint for the engine torque and / or for the Engine speed or a value representing these quantities based on a map or a function generator determined and to the Engine electronics forwards and the engine electronics using this value Engine torque and / or an engine speed or one of these quantities representative value determines and controls.

According to the inventive concept, a motor vehicle with a Device for controlling an automated torque transmission system and / or an automated transmission in the drive train of a motor vehicle with a drive motor, with a control unit and  at least one actuator, wherein the control unit for the at least one actuator Actuation of the torque transmission system to adjust a transmission controls transmission of the transmission, the control unit is at least one Sensor and possibly with other electronic units, such as with a motor electronics in signal connection, the motor electronics the The operating state of the drive motor is preferably designed to control this be that in a controlled automated switching process Gear ratio, the control unit a setpoint for the engine torque and / or for the engine speed or a value representing these quantities determined from a map or a function generator and sent to the Engine electronics forwards and the engine electronics using this value Engine torque and / or an engine speed or one of these quantities representative value determines and controls.

Furthermore, it can be advantageous for the control unit to have at least one actuator controls, which carries out the switching process of the gear ratio by internal switching elements are actuated by the actuator and the control Unit controls the motor electronics directly or indirectly in such a way that the Engine torque and / or the engine speed of the drive motor at one initiated gear shift in a first phase is specifically lowered.  

It is also useful if at least during the switching process Gear ratio the control unit an engine torque and / or a Engine speed determined and forwarded to the engine electronics, which based on this data a value of the engine speed and / or the Engine torque or a reduction or increase in engine speed and / or the engine torque is determined and controlled.

Furthermore, it can be useful if the control unit based on the Operating state an engine torque and / or an engine speed or a value representing these variables. The operating state can can be determined, for example, on the basis of sensor data and / or other data be.

It is useful if the control unit using sensor data, such as for example a pedal value, an engine torque and / or an engine speed determined.

It is also advantageous if the engine electronics determines a controllable engine torque setpoint M _mot by means of the value of the engine torque M _mot-kup specified by the control unit.

According to the idea of the invention, it can be expedient if the engine torque setpoint M _{mot is determined} from a minimum of the predetermined value M _mot-kup and, for example, at least one other parameter, such as M _mot = Min (M _mot-kup , x), with x another parameter. It can also be advantageous if M _{mot is determined} as a function of M _mot-kup and, if appropriate, according to M _mot = f (M _mot-kup , x).

It can also be advantageous if the engine torque setpoint M _{mot is determined} from a minimum from the predetermined value M _mot-kup and, for example, at least one other parameter, such as M _mot = Min (M _mot-kup , f (x)), with f (x) equal to a function f of another parameter x.

Furthermore, it can be useful if another parameter for example a pedal value of an accelerator pedal a vehicle speed, a wheel speed, vehicle acceleration, throttle value, one Injection time and / or an engine or transmission speed.

An embodiment of the invention can also provide that a Switching intention sensor with at least one control unit in signal connection stands, which is a driver-side actuation of bringing about a Switching actuated element detected.  

It is also expedient that the control unit uses a switching operation automated from maps, characteristic curves or other specifiable sizes initiates and / or carries out.

Furthermore, it can be useful if the control unit between at least distinguishes two operating situations, one in a first operating situation Shifting or a change in gear ratio does not is present and in a second operating situation a switching process or a There is a change in the gear ratio. It can also be be advantageous if there is an intention to switch in the first operating situation and there is no intention to switch in the second operating situation. The Switching intent exists, for example, when a control unit has a Initiates switching operation and then by triggering, for example, the Engine electronics, the engine torque is lowered, for example, and the Clutch is disengaged.

Furthermore, it can be useful if in an operating situation without If there is a change in a gear ratio, the control unit does the of the engine electronics and / or the engine speed do not determine influenced.  

According to a further embodiment according to the invention, it may be expedient if, in an operating situation without a change in a gear ratio, the control unit determines a value for the engine torque M _mot-kup such that it is essentially equal to a maximum value or a maximum value multiplied by a factor.

It can also be expedient if, in an operating situation without a change in a gear ratio, the control unit determines a value for the engine torque M _{mot-kup in} such a way that it is essentially constant.

It is advantageous if in an operating situation with a Shifting process, for example after the new gear ratio is inserted, the control unit has a value for the engine torque and / or Specifies engine speed.

Furthermore, an embodiment variant of the invention can advantageously be such be designed such that the value which can be predetermined by the control unit for the Engine torque and / or the engine speed from a predeterminable starting value is determined over time.  

It is useful for the start value that can be specified by the control unit for the Engine torque and / or engine speed depending on the operating point is determined and a positive value, a negative value or a value Can assume zero.

It is advantageous if the transmission ratio is increased during train operation positive starting value for the engine torque is controlled.

Furthermore, it is useful if in the case of a gear ratio increase in Thrust operation a starting value of zero is controlled for the engine torque.

Furthermore, it is advantageous if the gear ratio is reduced in the Train operation a negative start value for the engine torque is controlled.

Furthermore, it is useful if the gear ratio is reduced a negative starting value for the engine torque is activated in overrun mode.

It is also advantageous if the value determined by the control unit for the engine torque based on a starting value as a function of time is incremented or decremented.  

Furthermore, it is expedient if the predetermined value for the engine torque M _mot (t), starting from a starting value, as a function of the time after M _mot (t _{n + 1} ) = M _mot (t _n ) + m _{Ink / Dec} (t _{n + 1} ) is incremented or decremented, where t _{n is} a time at time t _n and m _{Ink / Dec is} an increment or decrement at time t _{n + 1} .

Furthermore, it is expedient if the increment or decrement m _{Ink / Dec} (t _n ) at time t _n is constant as a function of time or assumes different values.

Furthermore, it is expedient if the increment or decrement m _{Ink / Dek is determined} as a function of at least one operating parameter of the vehicle, such as a speed, such as engine and / or transmission speed, slip, a pedal value and / or other parameters.

It is advantageous if the increment or decrement has at least two parts has which function of at least one operating parameter of the Vehicle, such as a speed, such as engine and / or transmission speed, one Slip, a gear ratio, a pedal value and / or another Parameters can be determined.  

According to the inventive idea, it is expedient if, for example, at least a portion of the increment or decrement m _{Ink / Dek} as a function of the pedal value

m _{Ink / Dek} (pedal value) = a _* pedal value

is determined.

Furthermore, it is expedient if, for example, at least a portion of the increment or of the decrement m _{Ink / Dek} as a function of the slip

m _{Ink / Dek} (hatching) = b _* hatching

is determined.

According to an inventive idea, it is advantageous if the increment or decrement m _{Ink / Dec} (t _n ) _follows a function f of individual parts

m _{Ink / Dek} (t _n ) = f (m _{Ink / Dek} (pedal value) - m _{Ink / Dek} (slip), x)

is determined, where x may be another parameter.

Furthermore, it is expedient if the increment or the decrement as Function of the gear ratio (GANG) or the gear stage, for example after

m _{Ink / Dek} (new) = m _{Ink / Dek} (old) - K _* f (GANG)

is determined, with new and old as parameters, a factor K and a function f.

Furthermore, it is expedient if the increment or the decrement as Function of the gear ratio (GANG) or the gear stage, for example after

m _{Ink / Dec} (new) = m _{Ink / Dec} (old) - K _* (i _n / i _current ) ^m

is determined, with new and old as parameters of a new and an old increment or decrement, a factor K, and the gear ratios i _n of gear n and i _{currently of} the currently engaged gear and with the specifiable exponent m.

It is advantageous if the automated gear shifting process is a downshift in which the gear ratio after Switching process is larger than before the switching process.

According to the idea of the invention, it can be useful if before the controlled actuation of transmission-internal switching elements and / or the Disengaging the torque transmission system by the at least one Actuator engine speed / engine torque by means of the control unit is reduced.  

It can also be advantageous if the control unit for reducing the Engine speed / engine torque controls the engine electronics, which the Engine speed / engine torque reduced.

According to the idea of the invention, it can be advantageous if a direct or indirect control of the engine electronics by means of the control unit takes place and thereby a change, such as lowering or increasing, of Engine torque and / or the engine speed takes place.

Furthermore, it can be expedient according to the invention if an indirect Actuation of the motor electronics by means of an intermediate one Electronics unit, such as a transmission electronics, takes place.

According to the invention, it is advantageous if indirect control of the Motor electronics is done in such a way that the control unit with another Electronics unit, such as a transmission control electronics, in There is a signal connection which receives control signals from the control unit, wherein this electronics unit to change the engine electronics, such as lowering or Increase, the speed of the drive unit controls, one of the  Electronic units as master unit and the other electronic units as Slave units work.

It can also be useful if the controlled change, such as Increase or decrease, the engine speed essentially to one Predeterminable target value takes place, the predeterminable target value from the control unit is determined or calculated.

According to a further inventive idea, a method for Control of an automated torque transmission system and / or an automated transmission in the drive train of a motor vehicle with a drive motor with a control unit with at least one sensor and optionally with other electronic units, such as a Engine electronics, is in signal connection, the engine electronics the Operating state of the drive motor controls may be useful when the Control unit a value for the engine torque and / or for the engine speed determined and forwarded to the engine electronics and the engine electronics by means of this value determines an engine torque and / or an engine speed and controls.  

According to the inventive idea, it is particularly advantageous if one Device according to at least one of claims 1 to 40 in the control is used.

The invention will be explained in more detail with reference to the figures.

It shows:

Fig. 1 is a schematic representation of a drive train of a motor vehicle,

Fig. 2 is a block diagram,

Fig. 3 is a diagram,

Fig. 4 is a diagram,

Fig. 5 is a diagram.

Fig. 6 is a diagram,

Fig. 7 is a diagram,

Fig. 8 is a diagram and

Fig. 9 is a diagram.

Fig. 1 shows a schematic representation of a drive train of a motor vehicle with a drive unit 1, such as internal combustion engine or motor, a torque transmission system 2, a transmission 3 and a differential 4, the output shafts 5 and driven by the output shafts wheels 6. Speed sensors, not shown, which detect the speeds of the wheels can be arranged on the wheels. The speed sensors can also functionally belong to other electronic units, such as an anti-lock braking system (ABS). The drive unit 1 can also be designed as a hybrid drive with, for example, an electric motor, a flywheel with a freewheel and an internal combustion engine.

The torque transmission system 2 is designed as a friction clutch, and the torque transmission system can also be configured, for example, as a magnetic clutch, multi-plate clutch or torque converter with a lockup clutch or another clutch. A control unit 7 and a schematically represented actuator 8 can also be seen . The friction clutch can also be designed as a self-adjusting clutch that adjusts for wear.

The torque transmission system 2 is mounted on a flywheel 2 a or connected to it, the flywheel being a split flywheel with primary mass and secondary mass, with a damping device between the primary mass and the secondary mass, on which a starter ring gear 2 b is arranged. The clutch has a clutch disc 2 c with friction linings and a pressure plate 2 d and a clutch cover 2 e and a plate spring 2 f. The self-adjusting clutch additionally has means which allow an adjustment and a wear adjustment, a sensor, such as a force or displacement sensor, which detects a situation in which an adjustment is necessary and can also be carried out upon detection.

The torque transmission system is actuated by means of a release mechanism 9 , such as, for example, pressure-medium-operated, such as hydraulic, central release mechanism, wherein the release mechanism can carry a release bearing 10 and the clutch is engaged and disengaged by means of actuation. However, the release mechanism can also be designed as a mechanical release mechanism, which actuates, acts upon or operates a release bearing or a comparable element.

The actuator 8 , such as the actuating unit, controls the pressure-medium-actuated, such as hydraulic, central release 9 for engaging or disengaging the clutch via a pressure medium line 11 or transmission path, such as a hydraulic line. The actuator 8 further actuates the transmission for switching with its at least one output element or with a plurality of output elements, for example a central switching shaft of the transmission being actuated by the output element or the output elements. The actuator thus actuates internal shift elements of the transmission for inserting, removing or changing gear stages or gear ratios, such as a central shift shaft or shift rods or other shift elements.

The actuator 8 can also be configured or provided as a shift drum actuator which is arranged within the transmission. The shift drum actuates elements, such as shifting elements, which are guided in guides by means of a self-driven rotation, for shifting the gear stages. Furthermore, the actuator for switching the gear stages can also include the actuator for actuating the torque transmission system, in which case an operative connection to the clutch release device is necessary.

The control unit 7 is connected to the actuator via the signal connection 12 , so that control signals and / or sensor signals or operating status signals can be exchanged, forwarded or queried. Signal connections 13 and 14 are also available, via which the control unit is at least temporarily in signal connection with further sensors or electronic units. Such other electronic units can be, for example, the engine electronics, anti-lock braking system electronics or anti-slip control electronics. Other sensors can be sensors that generally characterize or detect the operating state of the vehicle, such as, for example, engine or wheel speed sensors, throttle position sensors, accelerator position sensors or other sensors. The signal connection 15 establishes a connection to a data bus, such as a CAN bus, via which system data of the vehicle or other electronic units can be made available, since the electronic units are generally networked with one another by computer units.

An automated transmission can be switched in this way or one Gear changes experience that this is initiated by the driver of the vehicle in which he uses a switch, for example, to signal up or downshift there. Furthermore, an electronic Shift lever a signal are made available, in which gear that Gearbox should switch. An automated transmission can also be used for example characteristic values, characteristic curves or characteristic fields and on the basis of Sensor signals a gear change at certain predetermined points perform independently without the driver prompting a gear change got to.

The vehicle is preferably equipped with an electronic accelerator pedal 23 or load lever, wherein the accelerator pedal 23 controls a sensor 24 , by means of which the engine electronics 20 controls or regulates, for example, the fuel supply, ignition timing, injection time or the throttle valve position via the signal line 21 of the engine 1 . The electronic accelerator pedal 23 with sensor 24 is connected via signal line 25 to engine electronics 20 . The motor electronics 20 is in signal connection with the control unit 7 via the signal line 22 . Furthermore, transmission control electronics 30 can also be in signal connection with units 7 and 20 . An electromotive throttle valve control is expedient for this, the position of the throttle valve being controlled by means of the engine electronics. In such systems, a direct mechanical connection to the accelerator pedal is no longer necessary or expedient.

Fig. 2 shows a two-mass model, by which the drive train of the vehicle is modeled, the mass 50 is considered as the rotating mass of the engine and the mass 52 as the rotating mass of the remaining drive train or vehicle and the clutch 51 in the drive train between the rotating mass 50 and the rotating mass 52 is arranged. This model can be used as the basis for a simplified view of the switching and coupling process. During a shift operation, the clutch 51 is opened and the two-mass model becomes a one-mass model. The drive train located after the clutch is decoupled by opening the clutch.

The regulating or control unit can be designed as a regulating or control system be by means of functional relationships or by means of maps or Characteristic curves work.  

The control unit has implemented function generators which are based on Input variables can determine an engine torque or an engine speed. This determines the engine torque to be controlled. You can also Engine torque values or engine speed values also by means of a map can be determined, the characteristic diagrams being stored in the control unit and determines the output values from the map using input variables will.

The control procedure can be provided with an adaptation procedure, at which deviations from the ideal state are compensated for in the long term will. An adaptation can be a parameter adaptation or a system adaptation be.

If a switching operation is carried out by the driver using, for example, a switch, Initiated push button or a lever, the control unit evaluates based on the existing system input variables, whether a switching operation makes sense or too a state in which, for example, the engine speed into one Speed range reaches in which a limit value is exceeded. Is a Switching operation rated as permitted by the control unit controls the Control unit to disengage the torque transmission system and that  Transmittable torque is zero by means of the actuator or an actuator controlled.

The control unit is in a state in which it automates the Selects and shifts gears or gear ratios without the Driver intervenes actively, for example using maps or implemented functions reaches a shift point at which the gear or the gear ratio is changed. The control unit controls first the torque transmission system to disengage. After that Torque transmission system is at least so far that the transmissible torque is essentially zero, the at least one actuator for switching the gear stages to actuate internal gearboxes Controlled switching elements.

Before removing the current gear in / through the neutral position of the transmission, the engine torque and / or the engine speed purposefully reduced by a control intervention of the control unit, so that it is at a Removing the gear does not cause a sudden increase in the engine speed comes without load. This engine speed reduction is due to the Control unit initiated, the control unit with an engine control in Signal connection is available and this through the control signal of the control unit Engine torque and / or engine speed reduced.  

When the switching intention is released by the control unit, such as the control unit, at a downshift, that is, the new gear position compared to current gear position a higher gear ratio, the engine speed a new level, corresponding to the new gear. From the Information about the new gear and its gear ratio and The translation of the subsequent drive train can be done, for example of the wheel speeds or averaged wheel speed values the gearbox input speed can be calculated without being measured directly got to. With an existing transmission input speed sensor, this can Speed can also be measured directly. The calculated speed of the Gearbox input shaft after shifting is the target speed. After Determining or calculating the target speed using the target gear will Engine torque through an active intervention of the control unit on the engine electronics electronics increased or decreased, that is, the control unit reaches over the motor control in the engine management and achieves active gassing of the Motor, so that a speed increase is achieved. This can be beneficial Way carried out in vehicles with e-gas systems, these E-gas systems are characterized in that the accelerator pedal as an electronic The encoder functions, which is in signal connection with the motor electronics, whereby the motor electronics in turn with an electric motor, for example driven throttle actuator is connected, which is the throttle flap position is controlled, for example, by an electric motor. Furthermore, a  electronic fuel injection may be beneficial. So the mechanical Connection between the accelerator / load lever and the internal combustion engine has been replaced by an electronic route, the control electronics of the Motor control is interposed and the actuation of actuators controls for example on the internal combustion engine.

Through the intervention of the control unit in the engine management of the engine electronics, the engine speed is specifically raised to the target speed, such as controlled or regulated before the torque transmission system through the Control of the at least one actuator to actuate the torque is indented at least partially again.

In the case of non-power shiftable transmissions or also in the case of power shiftable transmissions which are automatically controlled and actuated exists in the case of circuits in the Regulate the need for the flow of power between the engine and transmission interrupt or maintain it. In the event of a power flow interruption Generally a torque transmission system such as one Friction clutch, such as dry friction clutch or wet-running Friction clutch, or a magnetic powder clutch, or a hydrodynamic Torque converter or a fluid coupling specifically for opening and / or Controlled closing of the torque transmission system. Will one Friction clutch used, this friction clutch is used in one  Switching process usually separated. In order to increase the speed of the Preventing engines, which can be undesirable during upshifts, will Motor torque reduced. This engine torque reduction is intended to prevent the unloaded motor due to the control an excessive speed increase experiences. The gearbox can be a gearbox with traction interruption Switching operation.

In order to realize the torque reduction during a gear change in an automated shifting process of a transmission, controls for the clutch management and the engine management can be considered, the clutch management and the engine management, for example, each being able to provide a control unit or a control unit which, on the one hand, the torque transmission system and, on the other hand, a drive motor can control the vehicle. These control units generally contain the control electronics, such as the engine electronics in the case of the engine control unit. The methods for controlling both the torque transmission system and the drive motor can be implemented in hardware or software, control algorithms being stored and executed in the form of software in electronic units, such as chips. The control algorithms can be implemented and executed on one or more electronic chips in one or in several separate control devices. In such a context, the following division of tasks can expediently be carried out. The control unit of the torque transmission system can specify a target value for the engine torque and / or the engine speed. An ignition angle, a throttle valve position or an injection point in time, for example in connection with an engine speed, can also be used as a parameter or quantity, which for example also at least represents an engine torque or is essentially proportional to it. The engine control or the electronics unit of the engine control receives this setpoint M _mot-kup and determines the setpoint for specifying the engine torque M _mot on the basis of the setpoint for the engine torque and / or the engine speed given by the clutch control system, taking into account further parameters. For example, a variable or a parameter which is proportional to the engine torque or which at least represents this can also be used as the setpoint. Such parameters or quantities can be, for example, the throttle valve angle, the ignition angle or an injection timing. The control unit uses its own system input variables, such as the load lever position or accelerator pedal position, to generate an engine torque. The engine electronics or the control unit of the engine management system determines the activated engine torque M _mot, for example on the basis of the values for the engine torque specified by the clutch control unit and by the engine control unit. For example, such a comparison can determine and control the minimum value or the maximum value of these engine torque values.

Signals and / or information can be used as further parameters be a driver request regarding a vehicle speed, At least represent vehicle acceleration or similar quantities.

As an example, the engine torque setpoint M _mot can be determined as follows:

M _mot = MIN (M _mot-kup , f (pedal value)).

Here, f (pedal value) denotes a setpoint that is used in a functional There is a connection to the pedal value. This can be the case for vehicles with e-gas Systems can be realized in a particularly advantageous manner.

This means that the control, such as, for example, the control unit of the automated torque transmission system or the engine electronics, sets the smaller of the predefinable target values. This can either be the setpoint of the torque transmission system M _mot-kup or the setpoint of the engine electronics, for example determined from the pedal value. For safety reasons, it can be advantageous if no setpoint is accepted that is higher than that which is specified by the driver by means of a pedal value, for example.

There is currently no intention to change gear, which means that it is neither driver-side nor a shift is initiated by the control of an automated transmission, In the case of an automated transmission, the control logic of the Coupling does not need the need, at least in usual operating situations Reduce the setpoint for the motor torque for the motor control. It can the following approach can be chosen:

M _mot-kup = SF _* MAX VALUE

with SF equals a safety factor, which can be selected between 1 and 5 can, so that a strong change in pedal value, that is, a quick temporal Change the pedal value position, such as when typing in to one rapid engine torque change. MAX VALUE gives you one Maximum value, the setpoint specification.

If a shift intention is active, that is, a shift request is determined by the driver or by the control logic, a start value can be specified for the value M _mot-kup . A positive or a negative torque value or zero can be selected as the start value. Furthermore, the current actual value minus a decrement can be set as the starting value, taking into account the delay times that occur, for example by data exchange, throttle valve rotation or other effects. With each further cyclical execution of the control method or the control algorithm, the setpoint can be decreased by a further decrement, which can be carried out depending on, for example, the gear ratio, the gear, the slip, a pedal value or another parameter. Decrementing can be carried out, for example, until a setpoint minimum of the engine torque is reached. The setpoint can be limited to zero or a value greater or less than zero. If the engine torque is selected as the setpoint, the non-zero residual torque can be used to increase the engine speed when the clutch is open or partially open.

That a switching request is present can be made, for example, on the basis of sensor signals or switch positions are detected, for example a driver's side Monitor actuatable element. Is an automated transmission in one Vehicle used, which is based on characteristic curves or control procedures Gear ratios or the gear ratio changes, so can for example, an intention to switch is taken from stored values or data bits will.

A rate dependency of the decrement factor can correspond to one Gear dependency can be selected. The increment or decrement

m _{Ink / Dek} (new) = m (old) _* VALUE (GANG).

A rate dependency of the decrement factor can also be corresponding the reciprocal carithmetic gear step can be chosen, one corresponding equation could be as follows:

m _dec (new) = m _dec (old) - K _* (i _n / i _current ) ^m ,

where:
m (new) and m (old) are new and old setpoints for the increment or decrement, K is a proportionality factor and (i _n / i _current ) is a ratio of the translation of the nth gear to the current gear. The gear step in can be chosen arbitrarily, for example n = 1 can be selected. Likewise, however, any other gear steps can be selected. Furthermore, m is an exponent of the gear ratios. The new setpoint thus results from the old setpoint of the last step and a proportionality factor K and the gear ratio. The proportionality factor can be selected depending on the absolute value of the rigidity of the drive train, the comfort requirements and comfort functions, as well as the requirements for the switching speed when performing the switching process. The exponent m can generally be selected in a range from 0.5 to 5. By specifically increasing m, an adaptation to increased comfort requirements during a switching operation can be realized.

If the clutch torque transmitted by the clutch is decremented, and the engine torque that is driven, for example  is decremented more slowly than the clutch torque, then a slip the clutch built. This can lead to greater decrementation of the Engine torque lead if a slip-dependent decrementation of the Engine torque is implemented.

The following table is an example of a gear dependency Decrement shown.

If there is a shift intention signal and the gear change has taken place, i.e. the gear is physically engaged in the transmission, for example the gear teeth have sufficient overlap, the setpoint M _{mot-kup can be increased} starting from a start value M _{mot-kup-start} or be reduced. The starting value of the target engine torque can be greater than, equal to or less than zero. Different factors can play a role in the selection of the starting value, it being possible to distinguish between an upshift with a reduction in transmission ratio, a downshift with an increase in transmission ratio, an overrun mode and a towing mode. The starting torque is preferably negative in the case of an upshift in traction mode and the starting torque is likewise negative in the case of an upshifting in overrun mode. With a downshift in train operation, it is advantageous if the starting torque is positive, and with a downshift in overrun mode, it can be advantageous if the starting torque is zero.

With an upshift, the starting torque can be specified negatively, so that the engine speed preferably to the level of Transmission input speed of the higher gear drops. This can be for the Train operation, as well as be advantageous for push operation. At a Downshifting in train operation can be useful if a Speed increase or a compensation of the transmission drag torques Maintaining the engine speed is realized, this by a positive Engine torque can be achieved. With a downshift in overrun the vehicle in an operating situation with the idle switch actuated, that is, when the accelerator pedal or load lever is not actuated. Thus, the engine torque  accept a maximum of the specifiable value zero. A speed increase should be in in such an operating area. With a downshift the motor and the drive motor must be raised to the new speed level will. But since the idle switch is usually actuated, this can be done at most Motor torque should be set to zero Nm. Starting from the starting value an incrementation or decrementation are carried out, whereby applies

M _target (t _{n + 1} ) = M _target (t _n ) + m _{ink / dec} (t _{n + 1} )

This means that the target torque at time t _{n + 1 is} equal to the target torque at time t _n plus an increment or a decrement at time t _{n + 1} . The time t _{n + 1} is equal to the time t _n plus a time period Δt. The time Δt can be a predeterminable time slice, which can be specified, for example, by the clock rate of the computer unit of the control unit.

The increment value n _{Ink / Dec} (t _{n + 1} ) can be determined, for example, as a function of the pedal value or the slip or a function of these values.

Fig. 3 shows the increment or Dekrementierungsfaktor of the slip as a function of the slip represented. With the increment or decrement value of the slip, a minimization of the loss energy occurring in the area of the torque transmission system is generated or aimed for. The optimization is carried out in an expedient manner depending on the strategy of the clutch torque build-up when changing gear. The increment value can be realized, for example, by a linear function or by a characteristic curve as a function of the slip. In the first case:

m _{Ink / Dek} (hatching) = b _* hatching

The second case applies to him:

m _{Ink / Dek} (hatching) = b _* f (hatching)

Fig. 3 shows this representation for a functional response to the increment or Dekrementierungsfaktor as a function of slip, whereby to 102 does not increase linearly to a slip value 101, the cam and from the slip value 101, the curve for the increment or Dekrementierungsfaktor as a function of Slip remains essentially constant according to line 103 . Furthermore, linear, quadratic, parabolic or exponential curves, as well as other functional dependencies can be realized.

FIG. 4 shows the increment or decrement factor as a function of the pedal value, curve 110 having a non-linear dependency as a function of the pedal value. At 100% pedal value, a value of 111 is reached. If the gas pedal is used for a kick-down and a kick-down switch is actuated, for example, the increment or decrement factor can be controlled in accordance with point 112 . It is thereby achieved that the incrementing or decrementing factor is increased again compared to the value 111 .

The driver's request, which is represented by the actuation of the pedal value, is taken into account with an increment component as a function of the pedal value. According to the design, a rapid vehicle acceleration by the driver may be desired with a high pedal value, and thus a faster engine torque increment may be necessary and expedient. Likewise, with a higher pedal value of the accelerator pedal, a faster clutch closing can be controlled by the control unit of the torque transmission system. In such a driving state with a high pedal value, among other things, an occurrence of the jerking or an uncomfortable driving behavior will be accepted or even expected by the driver, for example because sporty driving is desired and / or intended. In contrast, the motor torque can be incremented more slowly with a lower pedal value and a slow coupling torque build-up can be realized by the control unit of the torque transmission system. The increment value m _{Ink / Dec} can be realized, for example, by a linear function or by another functionality. Furthermore, it can be expedient if a particularly high increment is realized when a kick-down switch is actuated, for example with a pedal value of 110%.

FIG. 5 shows an engine speed n _mot and a transmission speed n _get, wherein the engine speed by the curve 200 and the transmission speed are plotted by curve 201 as a function of time. In an automated shift process, the gear ratio is changed at time 202 . The engine speed 202 a is significantly increased compared to the transmission speed, so that a reduction in the target engine torque due to a slip dependency in accordance with case 203 is initiated. The target engine torque is reduced in such a way that the actual engine speed is brought to the target engine speed 204 , which approximates the transmission input speed 201 . It is expedient if an engine torque build-up occurs depending on the slip. This can be expedient if the motor sets an excessively high engine torque and the engine speed thereby increases and thus the slip also increases, so that subsequently a slip-dependent control such as adjustment can take place.

FIG. 6 shows a diagram in which speeds and moments are shown as a function of time. The transmission input speed 301 , the engine speed 302 as a function of time and the engine torque 303 are shown as speeds. Furthermore, from time 304 to time 305, for example, the second gear is engaged, wherein from time 305 to time 306 a neutral gear is deemed to be engaged and from time 306 the first gear is engaged. There is thus a downshift from a second gear to a first gear. The transmission input speed is essentially constant in the time range from time 304 to time 307 and increases to an increased value from time 307 and then remains essentially constant again. The transmission input speed can be determined from a non-engaged gear, such as the neutral gear, from the engine speed or from wheel speeds. It may be advantageous if the transmission input speed is determined or calculated in accordance with the previously engaged gear or the gear to be engaged afterwards when the gear is not engaged.

The engine speed coincides with the transmission input speed in the time range from the point in time 304 to the point in time 307 , in which case the engine speed is essentially constant or drops slightly and increases again approximately from the point in time 306 .

The engine torque 303 is almost constant at the beginning of the time period 304 to 307 before it is lowered because a switching operation is intended. From the time event around time 307 to time 306 , the engine torque is essentially zero before it begins to increase at time 306 and is constant again from time 308 . The increase in engine torque from time 306 to time 308 takes place with an increased gradient, which is dependent on the slip, such as the difference between the transmission input speed and the engine speed, which is represented by arrow 309 .

FIG. 7 shows a diagram 350 , which in turn shows a transmission input speed 351 and an engine speed 352 during a downshift from a fifth gear to a fourth gear. It can also be seen that engine torque 352 . The gear ratio from the fifth gear to the fourth gear is lower than from the second gear to the first gear from FIG. 6, accordingly the slip 359 is smaller than the slip 309 of FIG. 6. With a control that is dependent on a slip or by incrementing or decrementing the engine torque from a gear ratio, the increase 360 of the engine torque is correspondingly less than the increase 310 of FIG. 6. The engine torque build-up during a downshift is therefore dependent on the slip, that is, on the difference between the engine speed and the gearbox speed. FIGS. 8 and 9 show further embodiments in an upshift, that is, the Fig. 8 shows an upshift from a gear 1 to a gear 2 and FIG. 9, an upshift from a gear 4 to a gear 5, wherein the transmission input speed 401 is shown as a function of time. Likewise, engine speed 402 is shown as a function of time, and engine torque 403 as a function of time. The slip 404 is relatively large during the upshifting process from the first gear to the second gear, so that the increase 405 in the engine torque can be kept smaller or flatter in a targeted manner. In FIG. 9, the slip 406 is low, so that in the upshift, the increase of the engine torque can be controlled is greater than or steeper 407th Thus, a slip-dependent or gear ratio-dependent control of the engine torque build-up or engine torque reduction can be implemented during or after an automated switching process in combination with an engine torque or engine speed control, for example with an E-gas system.

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

Relationships used in subclaims point to the others Training the subject of the main claim by the features of  respective subclaim; they are not a waiver of attainment an independent, objective protection for the characteristics of the return to understand related subclaims.

However, the subjects of these subclaims also form independent ones Inventions that are one of the items of the previous sub have independent design.

The invention is also not based on the exemplary embodiments of the description limited. Rather, numerous changes are within the scope of the invention and modifications possible, in particular such variants, elements and com combinations and / or materials, for example by combination or Modification of individual in connection with that in general Description and embodiments and the claims described and features or elements or method contained in the drawings steps are inventive and can be combined to create a new one Subject or new process steps or process step sequences lead, also insofar as they relate to manufacturing, testing and working processes.

Claims (43)

1. Motor vehicle with a device for controlling an automated torque transmission system and / or an automated transmission in the drive train of a motor vehicle with a drive motor, with a control unit which is in signal connection with at least one sensor and optionally with other electronic units, such as with motor electronics, characterized in that the control unit determines a setpoint for the engine torque and / or for the engine speed or a value representing these values on the basis of a map or a function generator and forwards it to the engine electronics and the engine electronics uses this value to generate an engine torque and / or a engine speed or determines and controls a value representing these quantities. 2. Motor vehicle with a device for controlling an automated Torque transmission system and / or an automated transmission  in the drive train of a motor vehicle with a drive motor, with a Control unit and at least one actuator, the control unit to the at least one actuator for actuating the torque transmission system controls for setting a gear ratio of the transmission, the Control unit stands with at least one sensor and possibly with other electronic units, such as with motor electronics in Signal connection, the engine electronics the operating state of the Drive motor controls, characterized in that the control unit a setpoint for the engine torque and / or for the engine speed or a value representing these variables based on a map or a function generator is determined and sent to the engine electronics forwards and the engine electronics use this value to generate an engine torque and / or an engine speed or one representing these quantities Value determines and controls. 3. Motor vehicle with a device for controlling an automated Torque transmission system and / or an automated transmission in the drive train of a motor vehicle with a drive motor, with a Control unit and at least one actuator, the control unit to the at least one actuator for actuating the torque transmission system controls for setting a gear ratio of the transmission, the Control unit stands with at least one sensor and possibly with other electronic units, such as with motor electronics in  Signal connection, the engine electronics the operating state of the Drive motor controls, characterized in that at one controlled automated shifting process of the gear ratio Control unit a setpoint for the engine torque and / or for the Engine speed or a value representing these quantities determined by a map or a function generator and to the Engine electronics forwards and the engine electronics using this value Engine torque and / or an engine speed or one of these quantities representative value determines and controls. 4. Motor vehicle according to one of the preceding claims, characterized characterized in that the control unit controls at least one actuator, which carries out the gear shifting process by transmission-internal switching elements are actuated by the actuator and Control unit controls the engine electronics directly or indirectly in such a way that the engine torque and / or the engine speed of the drive motor at one initiated gear shift in a first phase is specifically lowered. 5. Motor vehicle according to one of the preceding claims, characterized characterized in that at least during the switching process Gear ratio the control unit an engine torque and / or a Engine speed determined and forwarded to the engine electronics,  which based on this data a value of the engine speed and / or the engine torque or a reduction or increase in the Engine speed and / or engine torque determined and controlled. 6. Motor vehicle according to one of the preceding claims, characterized characterized in that the control unit based on the operating state Engine torque and / or an engine speed or one of these quantities representative value determined. 7. Motor vehicle according to one of the preceding claims, characterized characterized in that the control unit by means of sensor data, such as for example a pedal value, an engine torque and / or a Engine speed or a value representing these variables determined. 8. Motor vehicle according to one of the preceding claims, characterized in that the engine electronics determines a controllable engine torque setpoint M _mot by means of the value of the engine torque M _mot-kup specified by the control unit. 9. Motor vehicle according to claim 7 or 8, characterized in that the engine torque setpoint M _{mot is determined} from a minimum of the predetermined value M _mot-kup and, for example, at least one other parameter, such as M _mot = Min (M _mot-kup , x) , with x another parameter. 10. Motor vehicle according to claim 7 or 8, characterized in that the engine torque setpoint M _{mot is determined} from a minimum of the predetermined value M _mot-kup and, for example, at least one other parameter, such as M _mot = Min (M _mot-kup , f ( x)), with f (x) equal to a function f of another parameter x. 11. Motor vehicle according to claim 8, 9 or 10, characterized in that at another parameter, for example a pedal value of an accelerator pedal Vehicle speed, one wheel speed, one Vehicle acceleration, a throttle valve value, an injection time and / or an engine or transmission speed. 12. Motor vehicle according to one of the preceding claims, characterized characterized in that a shift intention sensor with at least one Control unit is in signal connection, which is a driver-side Actuation of an actuatable to bring about a switching operation Element detected.   13. Motor vehicle according to one of the preceding claims, characterized characterized in that the control unit uses a switching process Maps, characteristic curves or other specifiable sizes automated initiates and / or carries out. 14. Motor vehicle according to one of the preceding claims 12 or 13, characterized in that the control unit between at least two Operating situations differs, being in a first operating situation Gear change or a change in gear ratio not present and in a second operating situation there is a switching operation or there is a change in the gear ratio. 15. Motor vehicle according to one of the preceding claims, characterized characterized in that in an operating situation without a Changing a gear ratio the control unit that of the Engine electronics do not determine engine torque and / or engine speed influenced. 16. Motor vehicle according to one of the preceding claims, characterized in that in an operating situation without a change in a gear ratio, the control unit determines a value for the engine torque M _mot-kup such that it is substantially equal to a maximum value or a maximum value multiplied by a factor is. 17. Motor vehicle according to one of the preceding claims, characterized in that in an operating situation without the presence of a change in a gear ratio, the control unit determines a value for the engine torque M _mot-kup such that it is essentially constant. 18. Motor vehicle according to one of the preceding claims, characterized characterized in that in an operating situation with the presence of a Shifting process, for example after the new gear ratio is inserted, the control unit has a value for the engine torque and / or specifies the engine speed. 19. Motor vehicle according to claim 18, characterized in that the of the Control unit specifiable value for the engine torque and / or the Engine speed changes over time from a predeterminable starting value is determined. 20. Motor vehicle according to claim 19, characterized in that the of the Control unit specifiable start value for the engine torque and / or  Engine speed is determined depending on the operating point and a can take a positive value, a negative value, or a zero value. 21. Motor vehicle according to one of the preceding claims, characterized characterized in that with a gear ratio increase in Train operation a positive starting value for the engine torque is controlled. 22. Motor vehicle according to one of the preceding claims, characterized characterized in that with a gear ratio increase in Thrust operation a starting value of zero is controlled for the engine torque. 23. Motor vehicle according to one of the preceding claims, characterized characterized in that with a gear ratio reduction in Train operation a negative start value for the engine torque is controlled. 24. Motor vehicle according to one of the preceding claims, characterized characterized in that with a gear ratio reduction in Overrun a negative starting value for the engine torque is controlled. 25. Motor vehicle according to one of the preceding claims, characterized characterized in that the value determined by the control unit for the  Engine torque based on a starting value as a function of time is incremented or decremented. 26. Motor vehicle according to one of the preceding claims, characterized in that the predetermined value for the engine torque M _mot (t), starting from a starting value, as a function of time after M _mot (t _{n + 1} ) = M _mot (t _n ) + m _{Ink / Dec} (t _{n + 1} ) is incremented or decremented, where t _{n is} a time and m _{Ink / Dec is} an increment or decrement at time t _n . 27. Motor vehicle according to one of the preceding claims, characterized in that the increment or decrement m _{Ink / Dec} (t _n ) at time t _n is constant as a function of time or assumes different values. 28. Motor vehicle according to one of the preceding claims, characterized in that the increment or decrement m _{Ink / Dek} as a function of at least one operating parameter of the vehicle, such as a speed, such as engine and / or transmission speed, a slip, a pedal value and / or other parameters is determined. 29. Motor vehicle according to one of the preceding claims, characterized characterized in that the increment or decrement is at least two parts  has which function of at least one operating parameter of the Vehicle, such as a speed, such as engine and / or transmission speed, a slip, a gear ratio, a pedal value and / or one other parameters can be determined. 30. Motor vehicle according to one of the preceding claims, characterized in that at least a portion of the increment or decrement m _{ink / dec is determined} as a function of the pedal value, for example according to m _{ink / dec} (pedal value) = a _* pedal value. 31. Motor vehicle according to one of the preceding claims, characterized in that at least a portion of the increment or decrement m _{ink / dec is determined} as a function of the slip, for example according to m _{ink / dec} (slip) = b _* slip. 32. Motor vehicle according to claims 29 to 30, characterized in that the increment or decrement m _{ink / dec} (t _n ) is a function of individual components according to m _{ink / dec} (t _n ) = f (m _{ink / dec} (pedal value) - m _{Ink / Dek} (slip), x) is determined, where x may be another parameter. 33. Motor vehicle according to one of the preceding claims, characterized in that the increment or the decrement as a function of the gear ratio (GANG) or the gear stage, for example according to m _{Ink / Dec} (new) = m _{Ink / Dec} (old) - K _* f ( GANG) is determined, with new and old as parameters, a factor K and a function f. 34. Motor vehicle according to one of the preceding claims, characterized in that the increment or the decrement as a function of the gear ratio (GANG) or the gear stage, for example according to m _{Ink / Dec} (new) = m _{Ink / Dec} (old) - K _* (i _n / i _current ) ^{m is} determined, with new and old as parameters of a new and an old increment or decrement, a factor K, as well as the gear ratios i _{n of} the gear n and i _{current of} the currently engaged gear and m a predefinable exponent. 35. Device according to one of the preceding claims, characterized characterized in that the automated switching process of  Gear ratio is a downshift, in which the Gear ratio after the shift is greater than before Switching operation. 36. Device according to one of the preceding claims, characterized characterized in that before the controlled actuation of internal gearbox Switching elements and / or disengagement of the torque transfer system by the at least one actuator the engine speed / Engine torque is specifically reduced by means of the control unit. 37. Apparatus according to claim 35, characterized in that the Control unit for reducing the engine speed / engine torque Motor electronics controls which the engine speed / engine torque reduced. 38. Device according to one of the preceding claims, characterized records that a direct or indirect control of the engine electronics by means of the control unit and thereby a change, such as Lowering or increasing the engine torque and / or the Engine speed is done.   39. Device according to one of the preceding claims, characterized characterized in that an indirect control of the engine electronics means an intermediate electronic unit, such as a transmission electronics. 40. Device according to one of the preceding claims, characterized records that indirect control of the engine electronics takes place in such a way that the control unit with another electronics unit, such as for example a transmission control electronics, is in signal connection, which control signals received from the control unit, these Electronic unit to change the engine electronics, such as lowering or Increase, the speed of the drive unit controls, one of the Electronic units as a master unit and the other electronic units work as slave units. 41. Device according to one of the preceding claims, characterized characterized that the controlled change, such as increase or Reduction, the engine speed essentially to a predetermined Setpoint takes place, the predeterminable setpoint from the control unit is determined or calculated.   42. Method for controlling an automated torque transmission system and / or an automated transmission in the Drive train of a motor vehicle with a drive motor, with a Control unit with at least one sensor and possibly with other electronic units, such as with motor electronics, in Signal connection is established, the engine electronics the operating state of the Drive motor controls, characterized in that the control unit a value for the engine torque and / or for the engine speed based on determined by a map or a function generator and to the Engine electronics forwards and the engine electronics using this value Engine torque and / or an engine speed determines and controls. 43. The method according to claim 42, characterized in that a Device according to at least one of claims 1 to 41 in the Control is used.