DE19949204A1 - Motor vehicle with coupling arrangement has creep moment limiter and reduction device(s) for at least temporary direct/indirect reduction/increase of desired coupling torque threshold - Google Patents

Abstract

The motor vehicle has a torque transfer arrangement in a drive train with an engine (202) and a gearbox (204). A torque transfer device, especially a coupling (203), has an associated controller. The vehicle also has a creep moment limiting device and at least one reduction device for at least temporary direct and/or indirect reduction and/or increase of the desired coupling torque threshold. An Independent claim is also included for a method of operating a motor vehicle with at least one torque transfer device and a parking and/or working brake.

Description

The invention relates to a motor vehicle with creep torque. Limiting device and a method for operating a Motor vehicle.

In various driving situations, it is advantageous if the clutch is one Motor vehicle with the engine running, the brake not applied and not accelerator pedal offers the possibility of a small moment between to transfer the engine and the transmission of the motor vehicle. This Torque is usually referred to as creep torque. This concerns for example situations in which the motor vehicle is at a standstill or moves at slow speed. So the above offers Creep torque transmission of the clutch, for example, the possibility of Park the vehicle at a slow speed in a parking space move.

However, there is a (low) creep torque in the transmission the clutch runs the risk of the engine stalling. This is in particular due to the fact that - if no gas is given - the  Engine speed drops due to the clutch being closed. The stalling occurs For example, when the engine speed in a row transmission-side load falls below a certain speed limit. A there is also a particular risk of stalling if the Clutch closes too quickly. Closing the clutch too quickly can for example by a gripping point shift, i.e. a shift the actual clutch characteristic versus the nominal characteristic of Clutch are caused. A grip point shift can also cause the clutch to slow down.

Since there is a risk of the clutch closing too weakly, the Creep process fails - neither a (too) fast nor a (too) slow Closing the clutch is desired - was in DE 196 52 244 A1 proposed the actual via a gripping point adaptation Coupling characteristic to the stored nominal characteristic to be determined Adjust times.

This device allows the number of times in which the engine reduce stalled, but not eliminate, because next to one Deviation between the stored gripping point and the actual one present gripping point other factors to stall the Can drive vehicle. Furthermore, there is a deviation from the Nominal characteristic curve, danger to be attributed to the actual characteristic curve  stalling even if it has been since the last gripping point adaptation a period of time has passed.

DE 44 26 260 A1 describes a motor vehicle with a regulation for the Target creep torque is known, which is basically in creep mode Clutch target torque is slowly increased, but then when the Engine speed drops below a specified lower speed limit or is below the lower speed limit, the one to be transmitted Clutch target torque is reduced.

This motor vehicle shows a reduced risk of engine stall. In However, such a clutch control shows certain driving situations undesirable behavior. For example, when rolling on the mountain accelerator pedal not operated a limit cycle of alternating inputs and Disengagement processes occur. This occurs especially if that Coupling target torque not for synchronization of engine and transmission is sufficient and as a result the transmission speed increases so far that from a creep torque control in another control mode is changed, which controls higher clutch torques than that Creep control in creep mode.

In the worst case, this cycle can continue arbitrarily, so that forms a low-frequency vibration of the target clutch torque. This causes an undesirable driving behavior of the vehicle.

The invention is therefore based on the object of always having a motor vehicle to create quiet and harmonious driving behavior that is inexpensive is producible and structurally inexpensive, with high operational reliability ensures reduced wear of its components and the torque curve its drive system is better adapted to the driving situation.

The object is achieved by the subject matter of claim 1 or of claim 2 or of claim 3 or of claim 4 or of Claim 5 or claim 6 or claim 7 solved.

A method according to the invention is the subject of claim 87 or Claim 89 or Claim 90 or Claim 91 or Claim 92.

Preferred developments of the invention are the subject of Subclaims.

According to the invention, a motor vehicle with at least one Torque transmission device, at least one Torque transmission switching device, at least one creep torque Limiting device and at least one reducing device Mistake.  

According to the invention, the motor vehicle has at least one drive device on, which in turn z. B. has a motor or at least one motor represents. This engine is, for example, an internal combustion engine or a Electric motor.

The motor vehicle also has a transmission, such as Manual transmission or an automatic or an automated transmission. The transmission is, for example, a CVT transmission.

The transmission is preferably in the torque curve between the engine and arranged the torque transmission device. Particularly preferred is the torque transmission device in the torque curve between arranged the engine and the transmission.

The torque transmission device has a clutch, for example and / or a torque converter device. For example, one Friction clutch or a starting clutch or a turning set clutch or a torque transmission system for an automatic transmission or a torque transmission system for a continuously variable transmission in arranged the motor vehicle according to the invention.

A torque transmission device is preferred Power split provided. The torque is particularly preferred. Transmission device but designed without power split.  

From a torque transmission switching device, for example has a control device or from a control device is included, the torque transmission device can be actuated.

A state of the torque transmission device is preferred switchable, in which this is a mechanical and / or hydraulic Input variable in an essentially the type and size and / or the Distribution (e.g. in the case of a power split) according to determinable mechanical and / or hydraulic output variable converts. Is preferred by the Torque transmission switching device a state of torque Adjustable transmission device in which a mechanical input variable is not transmitted or not to a transmission input shaft or the Vehicle output is transmitted.

At least one position of the torque Switchable transmission device, in which a creep torque is transferable. This state is preferably switched when the engine is in Operation is. This state is particularly preferably switched when the Engine in operation and a gear is engaged or by the Gear device is a moment transferable and a Fuel supply metering element, for example an accelerator pedal, is not actuated is.  

It is also particularly preferred that this state with the engine running is switched when a gear is engaged and the accelerator pedal is not actuated and the vehicle (originally) was or is essentially at a standstill.

In this state, the torque Transmission device increasingly according to a transmissible torque a certain predetermined characteristic. Is particularly preferred this build-up phase of the transferable torque can be regulated or controlled. It is further preferred that in certain, essentially predetermined States or situations at least the transmissible torque is temporarily reduced again.

The creep torque is from the creep torque limiting device at least temporarily limited directly or indirectly, d. H. it's the Range of values of the creeping torque or the target clutch torque, the can be set or are adjustable. For example, for the creep torque to be transmitted or the target clutch or Coupling torque an upper limit can be specified. The is also preferred Setting a lower limit.

An indirect limitation of the target clutch torque is, for example a corresponding limitation of the engine speed is realized. It is preferably the clutch target torque depends at least temporarily on the Engine speed and / or engine torque. This dependency will  For example, broken if the engine speed is below a certain The border is falling. For example, a substitute value is used when determining the Coupling setpoint torque is used instead of the engine torque. Prefers is also that the engine torque itself changes, for example increased or is reduced. This causes the engine to stall, for example avoidable.

This limit is at least temporarily direct from the reduction device and / or indirectly reducible and / or elevatable.

It is also preferred that the limitation is ignored in certain driving situations becomes.

For example, the reduction device sets a lower limit for the Engine torque ignored when calculating the target clutch torque or canceled when the motor vehicle is in overrun mode. It is also preferred a corresponding disregard if the Fuel supply meter of the vehicle is not actuated. The Combination is particularly preferred. One is also particularly preferred Removal of the border in all situations in which the border pursued purpose is fulfilled anyway. This means, for example, that a The engine does not threaten to stall in any given driving situation.  

It is also preferred that the limitation when rolling on the mountain, for example or particularly preferred when a fuel metering member of the Motor vehicle, such as an accelerator pedal, is not operated.

It is also particularly preferred that these - for example upper and / or lower - limit is changed. For example, it is preferably provided that it is dynamically adaptable to the current driving situation.

It is also preferred that the upper and / or lower limit, the z. B. is 30 Nm, in certain situations, such as in overrun mode or when not actuated Accelerator pedal, to a constant value, such as. B. 45 Nm or 50 Nm or 55 Nm or 60 Nm or 65 Nm or 70 Nm or 75 Nm or 80 Nm.

It should be noted that the limit is also to be understood, for example, that this - e.g. B. lower - limit after one or first exceeding for a predetermined period of time or predetermined situations is undercut.

The invention is advantageous in that, for example, it already has low frequency alternating inputs and Disengaging processes of a clutch can be avoided, at the same time for example, the risk of engine stalling is safely avoided. This in turn enables smoother driving.  

The invention is further achieved by a motor vehicle according to the Features of claim 2.

According to the invention, at least one device for preventing the Choking an internal combustion engine provided in a motor vehicle. This device is, for example, as already described Limiting device for the transferable clutch setpoint torque educated. However, this does not limit the invention. The Basically, device for preventing the engine stalling can of any kind.

According to the invention at least one device for generating a Clutch target torque and at least one clutch torque Engine drag torque monitoring device provided.

The clutch torque-engine drag torque monitoring device is detected or determines whether the clutch actual torque and / or the Coupling target torque is sufficient to transmit the engine drag torque. This detection is preferably preventive, that is, for example, on the basis of the previous course of the clutch actual torque or Clutch target torque or based on the planned values for an upcoming Setting made. It is also preferred to support on - for example mathematical - methods such. B. the procedure of Extrapolation to resort.  

According to the clutch torque and / or Coupling setpoint torque depending on the device Prevention of engine stall and / or clutch torque stall Engine drag torque monitoring device determined and / or calculated data determined.

It is preferred that the desired clutch torque and / or Actual clutch torque is increased when the target clutch torque is in the current driving situation for the transmission of the engine drag torque sufficient and there is no risk of stalling.

The object is further achieved by a motor vehicle according to claim 3.

According to the invention, at least one device for Prevention of stalling of the engine with at least one device for Coupling generation of a desired clutch torque. The term "pair" is to be understood broadly within the meaning of the invention and includes in particular also a coupling in the form of a data exchange.

The coupling of the device for generating a clutch target torque with the device for preventing the engine stalling is in essentially designed such that the time course of the  Clutch target torque in the start-up and / or start-up phase essentially is steady.

It is preferably at least steady when a fuel metering member the vehicle is not operated and / or the motor vehicle is in overrun mode is.

It is particularly preferably essentially constant if not the danger of stalling.

According to a particularly preferred embodiment of the invention, it is always when the vehicle is in a starting gear and / or a fuel metering member of the vehicle is not actuated and there is no risk of stalling.

It is also particularly preferred that a starting gear stage, such as first gear, is automatically inserted when the engine is switched off and / or is turned on.

It is also particularly preferred that the starting gear is engaged automatically when the motor vehicle is essentially at a standstill.

According to a preferred embodiment of the invention, the device to prevent the engine stalling and / or the device for  Generation of a target clutch torque and / or the device for Determining whether the motor vehicle is in overrun mode or that Fuel supply meter of the vehicle is not actuated by the Torque transmission switching device at least partially comprises. It is also preferred that the torque transmission switching device is a Control device comprises or is comprised of a control device.

The object is further achieved by a motor vehicle according to claim 4.

According to the invention, a motor vehicle has at least one device for Prevention of engine stall and at least one device to detect whether the vehicle is in overrun mode and / or at least means for detecting whether a fuel metering member the vehicle is operated on.

These devices are coupled such that the device for At least substantially preventing engine stall is partially and / or at least temporarily deactivated or deactivated if the vehicle is in overrun mode and / or on Fuel supply meter of the vehicle is not actuated.

The object is further achieved by a motor vehicle according to claim 5.  

It is provided that a device for a motor vehicle Prevention of engine stall substantially in one Dimensions or is deactivated in a way that the target clutch torque in essentially to the minimum extent required by the device for Preventing stalling of the engine is affected. The minimal The required level is determined, for example, by the risk of stalling of the engine and / or the degree to which the device for Prevention of stalling influences the desired clutch torque.

For example, parameters such as the torque Transmission device (currently) transmissible moment, the inserted one Gear stage of a transmission, the output speeds of the wheels or the like are used.

The object is further achieved by a motor vehicle according to claim 6.

The motor vehicle has a device for generating or controlling or Specification of a transferable from a torque transmission device or to be transmitted clutch target torque. According to the invention provided the motor vehicle with at least one device for Prevention of a low frequency vibration for the To provide clutch target torque.

The motor vehicle preferably also has a device for preventing it engine stalling.  

The device for preventing the specification of a low-frequency Vibration for the target clutch torque is such trained that an upper and / or a lower limit for the Target clutch torque is at least temporarily canceled or increased or is replaced. As a result, this device is not based on this Design limited.

For example, training of the device is also preferred Prevention of a low frequency vibration for the Clutch target torque from which the area of a beginning and / or ending torque transmission is monitored specifically and by the at Exceeding a certain value of engagement and / or disengagement processes by means of a superposition signal in the specification of the clutch target torque is intervened. For example, a particular one is preferred adjustable, particularly preferably dynamically adjustable, time period specified within which a maximum number of inputs and / or Disengagement is accepted as tolerable. If this is exceeded Limit signal, the beat signal is sent. The Superposition signal can for example be such that the clutch in a disengaged position is adjusted. But it can also, for example move the clutch to a more engaged position.  

The overlay signal or its selection is again preferably from certain factors, such as vehicle or clutch or control parameters dependent.

A test method (try-and-error method) is also preferred, in which the clutch, for example, initially into a through the superposition signal further indented position is shifted, and then when there is no improvement or no reduction in vibration or no increase in frequency occurs, the beat signal or a further beat signal Actuating movement in the opposite direction - i.e. in the direction of opening the Clutch - initiated, the clutch beyond its initial position is opened. Another beat signal is then preferred generated when there are additional, other faults as a result of the first Set the overlay signal or the actuating movement initiated thereby.

It is also preferred that a suitable or ideal overlay signal is present whose transmission is determined.

According to a preferred embodiment of the invention, if the motor vehicle is essentially at a standstill or a small one Has speed and the braking device and the accelerator in is essentially not actuated, creep torque is increasingly built up. The torque transmission device is initially essentially in a position in which it transmits essentially no moment. From this  Position out is increasingly building a moment or Clutch target torque on or becomes the torque transmission device increasingly operated in the "closing" direction. This causes crawling of the motor vehicle.

A motor vehicle according to the invention preferably has a creep regulator. This creep controller at least temporarily releases from the clutch transferable or transferable target torque.

The creep controller preferably generates or outputs a desired clutch torque prefers a target clutch torque if that Fuel supply meter is not actuated, a gear is engaged and the engine is running.

It is also preferred that the creep controller generates a desired clutch torque or specifies if the fuel metering element, such as the accelerator pedal, does not is actuated, the transmission is in an idle position and the engine is running. In In such a situation, it can also be useful that the Creep torque is essentially zero. Since there is no gear in the transmission, can also not crawl despite hiring a transferable Torque.  

It is also particularly preferred that the creep regulator is initiated when the Parking and / or service brake in a released position is or released becomes.

According to a preferred embodiment, the creep controller has at least a first partial control characteristic. This enters, for example Coupling setpoint torque from the creep controller to determine a Processed (sent or to be sent) clutch torque becomes.

According to a particularly preferred embodiment, the creep regulator has at least a second partial control characteristic. This produces preferentially at least a second clutch target torque.

The first and the second desired clutch torque are particularly preferred according to an overlay characteristic to produce a Clutch target torque processed. Processing after is preferred certain math operations.

It is also preferred that one of the target clutch torques according to predetermined Criteria is selected as the target clutch torque.  

It is particularly preferred that the (current) maximum of Clutch target torques selected as the clutch target torque and is forwarded.

The first characteristic is, for example, the characteristic of an n ² controller. For example, it determines a target clutch torque according to a specific function or relation. For example, it gives a target clutch torque according to the formula

M _{Rsoll, n ²} = (n _schl - n _u ) ² × (n _o - n _mot ) × 10 ^-6

before, with M _{Rsoll, n ²} : setpoint torque of the creep controller; n _sl : slip _speed ; n _u : lower speed limit; n _o : upper speed limit; n _mot : engine speed.

The desired clutch torque is particularly preferably incremental or regulated by decrement. It is also preferred that this regulation is indirect is made.

For example, control using the above function and is preferred incremental or decremental change of the lower speed limit made when certain situations exist.

These situations can be, for example, a positive brake signal or a Engine speed above a certain limit, such as 1000 RPM or a positive accelerator pedal actuation signal or the state of the  Gripping point determination. For example, if the incrementally increased lower speed limit less than a predetermined one lower engine speed limit (e.g. 600 rpm) is the lower engine speed barrier incremented. Unless the incrementally increased lower Speed limit is not below the aforementioned value, the lower speed limit set to a value that is the maximum of the lower Engine speed limit and the slip speed changed by 10 decrements corresponds.

The aforementioned lower engine speed limit corresponds, for example the lower limit already mentioned, which can be canceled or changed.

It should be pointed out that in the context of this invention also of a - To be understood broadly - (lower) limit for the target clutch torque is spoken. This includes, for example To understand clutch target torque or the clutch target torque family, the arises when a parameter from which the clutch target torque depends, reached an extreme value at which - constancy of the remaining For example, assuming parameters - the desired clutch torque if possible becomes small or becomes minimal. The term "lower" is preferred Limit for the target clutch torque "also increases the target clutch torque understand that minimal in the respective operating situation of the motor vehicle can be specified (e.g. according to the above formula).  

It is also preferred that, in the absence of the aforementioned situations, the lower one Speed limit is regulated or changed decrementally. Especially the lower speed limit is preferred to the maximum of the value 200 rpm and the difference between the previous lower speed limit and a decrement if the aforementioned situations do not exist and the engine speed has a predetermined value, such as 600 rpm. exceeds.

It is preferred that the second partial control characteristic is a - preferably time-dependent - torque ramp with an essentially predeterminable and / or defined gradient, such as a gradient of 20 Nm / s, having.

The slope of this ramp is particularly preferably adjustable.

According to a particularly preferred embodiment of the invention, the Creep controller a selection characteristic for selecting a current one Clutch target torque from a plurality of essentially different control characteristics.

Certain criteria are particularly preferred for this purpose given. For example, the crawler controller or selects Selection characteristic the current maximum value for the Coupling target torque from the current value of the first characteristic  and the current value of the second characteristic. Especially the actual clutch torque is preferred following this maximum value or adjusted this clutch target torque.

The maximum value from the comparison of the instantaneous values of the time-dependent ramp described above and a function like the one above mentioned function.

The creep torque limiting device is preferably an integral part the creep controller or one of its characteristics. For example, the Creep torque limitation through the incremental already described above Increase the lower speed limit, for example using the above formula is included in the calculation of a target clutch torque of the creep controller, performed.

It is also preferred that the creep torque limiting device is not is an integral part of the creep controller and, if necessary, correcting it in the Creep controller engages generated clutch torque.

The creep torque limiting device preferably specifies certain Situations a reduced and / or increased clutch target torque, if the instantaneous determined on the basis of the characteristics Clutch target torque and / or a vehicle state parameter exceeds a predetermined limit and / or below a predetermined limit  Limit falls and / or one in the calculation of the clutch target torque inflowing size is outside a predetermined range.

In this connection it should be noted that under the stipulation of a decreased or increased clutch target torque, for example understand that in a next calculation run a reducing Size is included in the calculation.

For example, a reduced or increased clutch target torque the specification of a changed To understand the characteristic for the target clutch torque.

Preference is given to a reduced or increased To understand clutch target torque that this for Clutch adjustment specification corrected clutch target torque is, before it is given, preventive which is due to the adjustment the situation to be expected is monitored or simulated, so that a timely intervention is possible.

The reduction device preferably uses the predetermined limit value for the desired clutch torque and / or the at least one upper and / or lower limit of the at least one vehicle state parameter and / or the at least one count variable is at least temporarily canceled or reduced or increased.  

For example, the incremental increase mentioned above is the lower one Speed barrier passed or the lower speed barrier instead changed to the extent that it would be changed if the incrementally raised lower speed limit not less than that predetermined engine speed limit, such as 600 rpm. would.

For example, when the limit is lifted, zeroing is required understand.

This cancellation or reduction or increase is particularly preferred the limit when there is no risk of stalling.

There is no danger of stalling, for example, if that Motor vehicle is in overrun.

According to a particularly preferred embodiment of the invention, the Clutch target torque at least temporarily according to one Neutral gear characteristics controlled. This neutral gear characteristic controls the target clutch torque, for example, when a neutral gear is engaged. The neutral gear characteristic preferably keeps the desired clutch torque in essentially at a constant value, like 400 Nm, which is particularly is preferably maintained as long as the neutral gear is engaged.  

According to a preferred embodiment of the invention, if - for example from neutral gear - into a starting gear like the first Gear, is switched, the clutch target torque at least temporarily in essentially determined according to a first roll-up characteristic if that Accelerator pedal is not pressed.

This first roll-up characteristic preferably controls the desired clutch torque (also) if the gearbox speed is lower than the engine speed. A such situation is z. B. before when the motor vehicle on the mountain as a result of Slope downforce begins to roll.

The first roll-on characteristic preferably controls the desired clutch torque in essentially such that it is at least temporarily or, if none opposite control signals are applied, essentially is continuously being built up or enlarged. In the case of driven at least in part as a result of the slope downforce Motor vehicle this means, for example, that initially increasing accelerated output side of the motor vehicle increasingly with the Drive device is coupled.

The desired clutch torque is preferably at least temporarily in the essentially controlled or controlled according to a second roll-on characteristic determines when a starting gear is or will be engaged and the Transmission speed is greater than the engine speed and / or transmission and  Engine run synchronously. This characteristic is increasingly building, for example a desired clutch torque. The target clutch torque is preferred not jerky, so that bumps on the motor vehicle avoided become. It is particularly preferably increased incrementally. The The speed at which the target clutch torque is built up for example between 0 Nm / s and 60 Nm / s, preferably between 0 Nm / s and 40 Nm / s, preferably between 0 Nm / s and 30 Nm / s, preferably between 0 Nm / s and 20 Nm / s, preferably between 0 Nm / s and 10 Nm / s, preferred between 0 Nm / s and 8 Nm / s, preferably between 0 Nm / s and 6 Nm / s, preferably between 0 Nm / s and 4 Nm / s, preferably between 1.5 Nm / s and 5 Nm / s.

According to a particularly preferred embodiment of the invention, in the second roll-up characteristic any limitations for the In this respect, the target clutch torque is essentially of no importance than that Coupling target torque not suddenly to a lower limit for that Set clutch torque is set when the clutch set torque is below the limit. Such a limit preferably finds only one Consideration if it was exceeded for the first time.

The desired clutch torque is preferably at a predetermined value (Clutch target torque limit) held or controlled so that it Clutch target torque limit is not below if that The target clutch torque has already exceeded this limit at least once  had and not consciously or deliberately controlled again below this limit should be, which can be the case, for example, when applying the brake, So especially in situations where control from outside is intervened. For example, the target clutch torque is on this Limit kept if, according to the specification of another characteristic Clutch target torque would drop below this limit, which for example can occur if due to a self-controlled driving situation Circumstances occur, the reduction of the clutch target torque below this Provides limit without stopping the motor vehicle.

According to a particularly preferred embodiment of a Motor vehicle according to the invention, the desired clutch torque according to a fourth roll-on characteristic is controlled if essentially not actuated fuel metering element, the transmission speed and / or the Engine speed above a predetermined limit, such as 1200 rpm. lies. According to the fourth characteristic, control is also preferred when doing so the gearbox speed is greater than the engine speed. This fourth Characteristic controls the target clutch torque increasingly high, if the target clutch torque was previously kept at the limit.

Various limits of the aforementioned type are preferably provided. So is provided according to the invention, for example, that a first limit, for. B. 30 Nm, is not exceeded by the target clutch torque if that Motor vehicle is on the train. This limit ensures, for example, that  the motor vehicle is not stalled. A second limit that is preferred is larger than the first, e.g. B. 40 Nm or 45 Nm or 50 Nm taken into account if there is no risk of stalling. This can for example, the case when the motor vehicle is in overrun mode, or for example when the motor vehicle rolls on the mountain and the accelerator pedal is not actuated.

The respective state of the motor vehicle can be determined, for example, from the Determine gearbox or engine speed, each directly and / or indirectly can be determined. The gearbox speed is indirectly above, for example the axle speeds and the gear ratio, i.e. the gear engaged Gear step can be determined.

The fourth roll-on characteristic preferably controls the desired clutch torque via a first portion, which depends on the engine torque, for example is proportional to the engine torque, and / or a second part, which in depends essentially on the slip or takes the slip into account.

The first portion is particularly preferably reduced when the engine speed and / or the transmission speed below a sixth predetermined value, such as 1000 rpm. falls. This can, for example, due to at least one intermittent synchronization of engine and gearbox occur.  

It should be noted that preferably at least a part of those mentioned Characteristics and / or values essentially coincide.

A motor vehicle according to the invention preferably has a prediction controller for at least temporary and / or at least partial control and / or Regulation of the clutch position in the starting phase of the motor vehicle. The prediction controller is, for example, with one Fuel metering member, such as an accelerator pedal, coupled that the Position of the clutch at least partially and / or at least temporarily is determined by the prediction controller if that Fuel metering member is activated.

A motor vehicle according to the invention particularly preferably has a Disengaging routine for at least temporarily and / or at least partially Control and / or regulation of the clutch position in the starting phase of the Motor vehicle on, the disengaging routine with a Fuel supply meter, such as an accelerator pedal, that is coupled Position of the clutch at least partially and / or at least temporarily is determined by the disengagement routine if that Fuel supply meter is not actuated.

A motor vehicle according to the invention is particularly preferred trained that the clutch automatically into a substantially open  Position switches if the locking and / or Service brake is applied.

According to a particularly preferred embodiment of the Motor vehicle according to the invention, this open position is the position "Gripping point plus offset". The position of a is below the gripping point Reference component of the torque transmission switching device understand, in which the clutch transmits a predetermined (creep) torque. The "offset" is a value for a state difference of the reference component, the overcoming from the gripping point is to separate the clutch to guarantee theoretically, being essentially a predetermined one Air gap, for example 0.5 mm, in the (grip point plus) offset position given is.

A motor vehicle according to the invention preferably has a Gear lock device. This gear locking device prevents in essentially a (rolling) or (driving) driving of the motor vehicle if the Engine is switched off.

The transmission locking device is particularly preferably designed such that the torque transmission device closes automatically when the Engine is switched off.  

The torque transmission device particularly preferably closes however, only after a predetermined period of time has elapsed after The engine switches off automatically. This takes into account that even after the engine is switched off - depending on the vehicle - certain parts can be in motion.

A motor vehicle according to the invention preferably has a device for Determination of the gripping point of the torque transmission device. The gripping point is preferably in pushing and / or pulling operation and / or in Idle operation can be determined.

A motor vehicle according to the invention preferably has at least one Storage facility on.

Of these, the current gripping point position and / or the are particularly preferred current operating state of the vehicle and / or the lower and / or upper Limit for a vehicle condition parameter and / or the count size and / or the current desired clutch torque and / or the limit for that Clutch target torque and / or at least an increased or decreased Limit for the target clutch torque and / or the first and / or second Characteristic and / or the respective (historical) temporal courses recordable.  

It is also particularly preferred that the motor vehicle according to the invention has a Has device for performing a gripping point adaptation. The Gripping point adaptation is a procedure for adapting or approximating the coupling characteristic actually present at a nominal or Target clutch characteristic. The nominal clutch characteristic is preferred saved.

According to a particularly preferred embodiment of the invention Gripping point adaptation as parameter and / or structure and / or signal adaptation feasible.

According to a particularly preferred embodiment of the invention Gripping point or the position of the gripping point in overrun mode and / or in Train operation and / or in idle and / or idle operation can be determined.

It is particularly preferred that the gripping point positions determined are short and / or medium and / or long-term recordable by the storage device and / or are evaluable.

According to a preferred embodiment of the invention, the Torque transmission device designed as a friction clutch or has a friction clutch.  

The motor vehicle particularly preferably has an electronic one Coupling management (EKM) on.

The object is further achieved by an inventive method according to claim 87.

The object is further achieved by an inventive method according to claim 89.

The object is further achieved by an inventive method according to claim 90.

The object is further achieved by an inventive method according to claim 91.

The object is further achieved by an inventive method according to claim 92.

It should be noted that the interaction of the individual Features according to the invention in any combination is preferred. In particular, those disclosed by the independent claims are also Characteristic combinations with omission of one or more characteristics preferred in each case. The methods of the invention are also in Combination preferred.  

It should also be noted that the comments on all known Orders in the first place that do not relate to specific publications Line are known to the applicant or the inventor, so that the inventor Protection for this is reserved unless it is also known to the public are.

It should be noted that when linking features by "or" this "or" each on the one hand as a mathematical "or" and on the other hand as the each other is to be understood as excluding "or".

It should also be noted that the concept of taxation as well as of it derived terms within the meaning of the invention is to be understood broadly. He includes in particular rules and / or taxes in the sense of DIN.

It will be apparent to those skilled in the art that the ones presented here Embodiments of the invention also a variety of others Modifications and designs are conceivable that are covered by the invention are. In particular, the invention is not limited only to those here illustrated embodiments.

In the following, the invention based on an exemplary, not limiting embodiment explained in more detail.  

It shows:

Fig. 1 shows an exemplary representation of different temporal profiles occurring in a motor vehicle or a vehicle control parameters,

Fig. 2 and Fig. 3 are each a schematic illustration of a vehicle.

Fig. 1 shows an exemplary illustration of different temporal profiles 12, 14, 16, 18, 20 and 22 of in a motor vehicle or a vehicle control occurring sizes. These profiles 12 , 14 , 16 , 18 , 20 and 22 can occur, for example, in a motor vehicle with electronic clutch management (EKM), which begins to roll on a sloping surface when the accelerator pedal is not actuated, in particular as a result of the downhill force.

In particular, FIG. 1 shows the time profile of the clutch target torque 10 , the time profile of the transmission speed 12 , the time profile of the engine speed 14 , the time profile of the accelerator pedal position 16 , the time profile of the status number 18 , the time profile of the gear number 22 and the time profile Course of a signal 22 representing the drive torque.

This signal 22 representing the drive torque has an essentially constant course in the time period shown here between 965 sec. And 1010 sec. The drive torque is made available, for example, by control electronics of the engine control.

By a corresponding circuit in the time window between 965 sec. And 970 seconds, the neutral gear (0) is briefly engaged, rather in gear 1 is switched. This gear level 1 will continue until the end of Keep acquisition period.

Essentially at the time the neutral gear is engaged, the signal for the status number falls to the value 4. This value 4 or this status 4 indicates that the neutral gear was recognized by the gear recognition. The signal for the status number 18 jumps to the value 7 essentially at the same time as the profile 20 rises. This value 7 represents the "starting or crawling" status, ie a status in which the engine and the transmission are not running synchronously. The "start-up" state is in particular present when the accelerator pedal is operated. The "creep" state is particularly present when the accelerator pedal is not actuated. It should be noted that in the "creep" state, the desired clutch torque is preferably determined according to different criteria than in the "start" state. Since this effect can be found again particularly in the course of the clutch setpoint torque 10 , it should be noted that the courses shown in FIG. 1 - and in particular the course of the clutch setpoint torque - relate in particular to the “rolling on” situation.

In stage 7, the status number remains as long as the transmission speed 12 , which increases as a result of the downhill driving force acting on the motor vehicle, is less than 1000 rpm.

This limit speed of 1000 rpm (disengagement threshold) is the speed, where the status number takes the value 8 when the gearbox speed is greater than the engine speed. State 8 is from the motor vehicle assumed if either the engine speed is synchronous to Gearbox speed is running - which is not the case here at first - or if the Gearbox speed faster than engine speed and greater than 1000 rpm is.

Starting with the changeover to state 7, the target engine torque 10 is increased substantially continuously until the gearbox speed drops below a value of 1000 rpm. From this point in time, the target clutch torque drops very quickly until a limit of 30 Nm is reached.

Below the speed at which the clutch is disengaged, it will Creep torque, like the clutch torque that is controlled to allow the vehicle creeps, set at its upper limit or controlled as long as not the Brake is applied or the engine threatens to stall.  

The target clutch torque is held for a certain time at this limit of 30 Nm. The transmission speed 12 begins to increase again. As soon as the gearbox speed has reached 1200 rpm, the strategy for controlling the clutch setpoint torque is changed. Instead of a constant value, the target clutch torque is now controlled via a driving component and a slip component. This leads to a rapid or sudden increase in the target clutch torque. As a result of this sudden increase, the clutch closes, so that the transmission speed 12 and the motor speed 15 increasingly approach. This means in particular that the transmission speed 12 drops due to the engine drag torque, while at the same time the engine speed 14 increases, so that the slip decreases increasingly.

After a brief increase in the target clutch torque curve 10 , it thus drops again until synchronous operation between the transmission and the engine is achieved. The desired clutch torque is essentially constant during this period. However, as soon as the transmission speed drops below a value of 1000 rpm, the strategy for controlling the target clutch torque is changed again (in such a way that the driving part is reduced). This leads to a sharp drop in the course of the clutch setpoint torque curve. As a result of this sinking, the clutch opens increasingly, so that slip occurs again at a certain point in time, which leads to a certain kink in the setpoint torque curve.

The target torque is reduced until the clutch target torque limit 24 (upper limit of the creep torque) is reached or the clutch target torque is reduced to the clutch target torque limit of 30 Nm.

As a result of the slope driving force still acting, the transmission speed 12 rises again. As soon as it has exceeded a limit of 1200 rpm again, the strategy for controlling the clutch setpoint torque is changed again or determined via a driving component and a slip component. The clutch closes again, which leads to a renewed synchronous operation of the transmission and motor. However, since the gearbox speed then drops below 1000 again, the clutch opens again.

This cycle continues - theoretically - in a known as long as desired and thus causes a very undesirable starting or rolling behavior.

Therefore, the invention provides for changing the limit target torque in driving situations in which the accelerator pedal is not operated or in which the vehicle is in overrun mode. This is shown by way of example in FIG. 1 at one point by the increased limit setpoint torque 26 . Instead of the limit setpoint torque of 24 (30 Nm), the limit setpoint torque is thus increased to an increased limit setpoint torque 26 (here approx. 45 Nm) (“displacement in the direction of arrow 28 ”).

This increase in the limit setpoint torque 24 to an increased limit setpoint torque 26 has the effect that the increased limit setpoint torque 26 is now sufficient to transmit the drag torque of the motor and thus the transmission and the motor continue to run synchronously (which is not shown here).

Furthermore, an embodiment of the invention is shown in FIGS. 2 and 3.

Fig. 2 shows a vehicle 201 with a drive unit 102 , such as an internal combustion engine or hybrid drive arrangement with an internal combustion engine and with an electric motor, with a torque transmission system, such as clutch 203 and a gearbox 204 , the gearbox being followed by a drive axle 205 , which by means of a differential 206th drives two drive shafts 207 a and 207 b, which in turn drive the driven wheels 208 a and 208 b. The torque transmission system 203 is shown as a friction clutch with a flywheel 209 , pressure plate 210 , clutch disc 211 , release bearing 212 and release fork 213 , the release fork being acted upon by an actuator 215 with a master cylinder 216 of a pressure medium line, such as hydraulic line 217 and a slave cylinder 218 . The actuator is shown as a pressure medium actuated actuator which has an electric motor 219 which actuates the master cylinder piston 220 via a gear so that the torque transmission system can be engaged and disengaged via the pressure medium line 217 and the slave cylinder 218 . Furthermore, the actuator 215 comprises the electronics for actuating and actuating the actuator, that is to say the power electronics and also the control electronics. The actuator is provided with a sniffer bore 221 , which is connected to a reservoir 222 for the pressure medium.

The vehicle 201 with the transmission 204 has a gear shift lever 230 , on which a gear recognition sensor 231 and a shift intention sensor 232 are arranged, which detects a shift intention of the driver on the basis of the movement of the shift lever or on the basis of the applied force. Furthermore, the vehicle is equipped with a speed sensor 233 , which detects the speed of the transmission output shaft or the wheel speeds. Furthermore, a throttle valve sensor 234 is arranged which detects the throttle valve position and a speed sensor 235 which detects the engine speed.

The gear detection sensor detects the position of internal gearboxes Switching elements or the gear engaged in the transmission, so that by means of Signal at least the gear engaged is registered by the control unit. In the case of an analog sensor, the movement of the internal gearbox can also Switching elements are detected, so that early detection of the next gear can be carried out.  

The actuator 215 is powered by a battery 240 . Furthermore, the device has a generally multi-stage ignition switch 241 , which is generally actuated by means of the ignition key, whereby the starter of the internal combustion engine 202 is switched on via the line 242 . A signal is forwarded to the electronics unit of the actuator 215 via the line 243 , after which the actuator is activated, for example, when the ignition is switched on.

FIG. 2 shows the hill holder device in block 250 , which is in cooperation with at least one vehicle brake 251 and which, at least temporarily, actuates it automatically. For this purpose, 250 has an electronic control unit and block 251 an actuation unit. The control unit 250 is in signal connection 252 with the control unit of the automated clutch.

Fig. 3 shows a schematic representation of a drive train of a motor vehicle with a drive unit 601, such as internal combustion engine or motor, a torque transmission system 602, such as friction clutch, dry friction clutch or wet-running friction clutch, a gear 603 and a differential 604, output shaft 605 and driven by the output shafts Wheels 606 . 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 601 can also be configured as a hybrid drive with, for example, an electric motor, a flywheel with freewheel and an internal combustion engine.

The torque transmission system 602 is designed as a friction clutch, and the torque transmission system can also be configured, for example, as a magnetic pulse clutch, multi-plate clutch or torque converter with a lockup clutch or another clutch. Furthermore, a control unit 607 and a schematically shown actuator 608 can be seen . The friction clutch can also be designed as a self-adjusting clutch that adjusts for wear.

The torque transmission system 602 is mounted on or connected to a flywheel 602 a, wherein the flywheel can be a divided 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 602 b is arranged. The torque transmission system has a clutch disc 602 c with friction linings and a pressure plate 602 d as well as a clutch cover 602 e and a plate spring 602 f. The self-adjusting clutch additionally has means which permit adjustment and wear adjustment, a sensor, such as a force or displacement sensor, being present which detects a situation in which adjustment is necessary and can also be carried out upon detection.

The torque transmission system is actuated by means of a release mechanism 609 , such as, for example, pressure-medium-operated, such as hydraulic, central release mechanism, wherein the release mechanism can carry a release bearing 610 and the clutch engages and disengages 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 608 , such as the actuating unit, controls the mechanical or hydraulic clutch or central clutch 609 to engage or disengage the clutch via a mechanical connection or via a pressure medium line 611 or transmission line, such as hydraulic line. The actuator 608 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 608 can also be designed 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 607 is connected to the actuator via the signal connection 612 , so that control signals and / or sensor signals or operating state signals can be exchanged, forwarded or queried. Signal connections 613 and 614 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 615 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 623 or load lever, wherein the accelerator pedal 623 controls a sensor 624 , by means of which the engine electronics 620 controls or regulates, for example, the fuel supply, ignition timing, injection time or the throttle valve position via the signal line 621 of the engine 601 . The electronic accelerator pedal 623 with sensor 624 is connected via signal line 625 to engine electronics 620 . The motor electronics 620 is in signal connection with the control unit 607 via the signal line 622 . Furthermore, transmission control electronics 630 can also be in signal connection with units 607 and 620 . An electromotive throttle valve control is useful for this, 04450 00070 552 001000280000000200012000285910433900040 0002019949204 00004 04331, the position of the throttle valve being controlled by the engine electronics. In such systems, a direct mechanical connection to the accelerator pedal is no longer necessary or expedient.

To determine or calculate a gearbox temperature, for example, such as a transmission fluid temperature or a temperature of a Gear element, the typical friction losses of  Transmission components and / or input speeds and / or Output speeds of the gear unit can be used. Can continue the fluid quantities and the fluid flows are taken into account. Farther can also consider other quantities mentioned above in the calculation become. The gearbox temperature determination does not have to be based on the Follow-up time may be limited, it can also be in others Operating situations are carried out.

The energization of a control unit of an automated transmission and / or an automated torque transmission system, for example be maintained to perform operational functions after a Continue operating the vehicle, such as when at a temperature determination or temperature calculation, for example by means of Temperature models a critical condition is recognized, such as the Coupling, the transmission or the synchronization device or if For example, adaptations are active or data are being determined or can be stored, such as a storage of data or adapted values in an EEPROM. Further feasible adaptations of system sizes from an electric motor, a gearbox, or from one Pressure fluid systems, such as hydraulic systems, can be implemented. As well can make adjustments in the transmission or on the clutch (for example at actuated vehicle holding device) are requested or necessary to Frictional forces (sliding or static friction forces or coefficients of friction) and parameters of the actuator (e.g. motor constants, e.g. armature resistance or time constants  with the electric motor). Furthermore, hydraulic sizes or other sizes, such as characteristic curves of valves or other sizes be compared.

The invention relates to a motor vehicle with at least one transmission, with at least one torque transmission device with at least one Creep torque limiting device for at least temporarily Limitation of what can be transmitted by the torque transmission device Creep torque and at least one reduction device for reduction and / or increase in the limit for the desired clutch torque and a Method for operating a motor vehicle.

The claims submitted with the application are drafted strikes without prejudice for obtaining further patent protection. The The applicant reserves the right to do so, so far only in the description and / or 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 embodiment (s) of the description exercise limited. Rather, there are numerous variations within the scope of the invention Rations and modifications possible, especially such variants, elements and 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 (98)

1. Motor vehicle with a torque transmission system in the drive train with an engine and a transmission, characterized by its special mode of operation and design in accordance with the present application documents. 2. Motor vehicle with

• 1. at least one drive device, in particular an internal combustion engine;
• 2. at least one transmission, in particular a manual transmission or an automatic or an automated transmission;
• 3. at least one torque transmission device, in particular a clutch;
• 4. at least one (torque transmission) control device for actuating the torque transmission device, wherein at least one first separation state is acceptable from the torque transmission device, in which at least one device for generating a mechanical input variable, such as an input shaft, essentially from at least one device for generating a mechanical output variable, such as an output shaft, is separated and at least a second state is acceptable, in which these devices are essentially torque-proof coupled and wherein at least a third state in which a creeping torque can be transmitted is acceptable by the control device, in which a creep torque can be generated;
• 5. at least one creeping torque limiting device for at least temporarily limiting the creeping moment directly or indirectly, wherein the creeping torque limiting device can at least partially and / or at least temporarily and / or indirectly specify a lower and / or upper limit for the desired clutch torque; and
• 6. at least one reduction device for at least temporarily direct and / or indirect reduction and / or increase in the limit for the desired clutch torque.

3. Motor vehicle with

• 1. at least one drive device, in particular an internal combustion engine;
• 2. at least one transmission, in particular a manual transmission or an automatic or an automated transmission;
• 3. at least one torque transmission device, in particular a clutch;
• 4. at least one torque transmission switching device;
• 5. at least one engine stall prevention device;
• 6. at least one device for generating a desired clutch torque; and
• 7. at least one clutch torque-engine drag torque monitoring device for checking whether the actual clutch torque and / or the target clutch torque is sufficient to transmit the engine torque and / or engine drag torque;

the engine stall prevention means and / or the device for generating a clutch setpoint torque the clutch torque engine drag torque monitoring device is coupled such that the desired clutch torque and / or Actual clutch torque is at least temporarily reduced and / or increased and / or a limitation for the clutch target and / or actual torque is at least temporarily canceled and / or changed if that limited clutch target and / or actual torque in the current Driving situation to transfer the engine drag torque is not sufficient and / or before an upcoming driving situation occurs in which the limited clutch target and / or actual torque to transfer the Engine drag torque is insufficient and the risk of stalling does not exist. 4. Motor vehicle with

• 1. at least one drive device, in particular an internal combustion engine;
• 2. at least one transmission, in particular a manual transmission or an automatic or an automated transmission;
• 3. at least one torque transmission device, in particular a clutch;
• 4. at least one torque transmission switching device;
• 5. at least one engine stall prevention device;
• 6. at least one device for generating a desired clutch torque;

the engine stall prevention device having the device for generating a desired clutch torque cooperates that while starting or rolling the Vehicle the device for generating a desired clutch torque essentially a time course of the target clutch torque generated, at least in overrun and / or when a Fuel supply meter, such as an accelerator pedal, is operated in the is essentially steady. 5. Motor vehicle with

• 1. at least one drive device, in particular an internal combustion engine;
• 2. at least one transmission, in particular a manual transmission or an automatic or automated transmission;
• 3. at least one torque transmission device, in particular a clutch;
• 4. at least means for preventing the engine from stalling;
• 5. at least means for detecting whether the vehicle is in overrun mode and / or at least means for detecting whether a fuel supply meter, such as an accelerator pedal, is actuated;

the engine stall prevention device having the device for detecting whether the vehicle is in overrun mode is located, and / or with the device for detecting whether a Fuel metering member, such as an accelerator pedal, is operated in such a manner cooperates that at least one device for preventing the Engine stalling is substantially at least partially inactivated if the vehicle is in overrun mode and / or a Fuel supply meter of the vehicle is not actuated. 6. Motor vehicle with

• 1. at least one drive device, in particular an internal combustion engine;
• 2. at least one transmission, in particular a manual transmission or an automatic or automated transmission;
• 3. at least one torque transmission device, such as a clutch;
• 4. at least one device for generating a desired clutch torque;
• 5. at least one engine stall prevention device;

the engine stall prevention device having the device for generating a clutch target torque such interacts that the anti-stalling device of the engine essentially to an extent and / or in a manner  can be deactivated that the target clutch torque essentially in the minimum required dimensions by the device to prevent the Stalling of the engine is affected, the minimum required Measure, for example, by the risk of the engine stalling and / or the degree to which the preventive device of the stalling influences the desired clutch torque. 7. Motor vehicle with

• 1. at least one drive device, in particular an internal combustion engine;
• 2. at least one transmission, in particular a manual transmission or an automatic or an automated transmission;
• 3. at least one torque transmission device, in particular a clutch;
• 4. at least one device for specifying and / or controlling a clutch setpoint torque to be transmitted by the torque transmission device; and
• 5. at least one device for preventing the specification of a low-frequency vibration for the clutch setpoint torque.

8. Motor vehicle in particular according to one of the preceding claims, characterized in that the desired clutch torque and / or Actual coupling torque is essentially arbitrary and / or unlimited can be increased and / or reduced if the motor vehicle is in the Overrun operation. 9. Motor vehicle in particular according to one of the preceding claims, characterized in that the desired clutch torque and / or  Clutch actual torque can be increased essentially and / or without restriction is reducible if a fuel supply meter of the Vehicle is not actuated. 10. Motor vehicle in particular according to one of claims 2 to 9, characterized characterized in that the stalling prevention device of the motor from the torque transmission switching device is at least partially included. 11. Motor vehicle in particular according to one of the preceding claims, characterized in that starting from an essentially stationary vehicle position, with the brake device not actuated and accelerator pedal not actuated from a switch position of the torque Transmission device in which essentially no moment from the Torque transmission device is transmitted, an increasing Torque transmission of the torque transmission device is controllable so that the torque transmission device increasingly closes and creeps into the motor vehicle. 12. Motor vehicle in particular according to one of the preceding claims, characterized in that the switching device at least one Has control device. 13. Motor vehicle in particular according to claim 12, characterized in that the creep torque limiting device and / or the Reduction device at least partially from the Control device is included. 14. Motor vehicle in particular according to one of the preceding claims, characterized in that after a discharge of a  Fuel metering member, such as an accelerator pedal, and / or at in the starting phase of the engine is not actuated Fuel supply meter has a creep torque in the clutch is built up. 15. Motor vehicle in particular according to one of the preceding claims, characterized by a creep regulator, being from the creep regulator at least temporarily a target torque that can be transmitted by the clutch can be specified for and / or when the vehicle crawls. 16. Motor vehicle in particular according to one of the preceding claims, with

• 1. at least one fuel metering member;
• 2. at least one internal combustion engine; and
• 3. at least one switching device for switching between different gear stages (gears);

a desired clutch torque can be generated by a creep controller, if the fuel metering member is not actuated, one gear is inserted and the engine is running. 17. Motor vehicle in particular according to one of the preceding claims, with

• 1. at least one fuel metering member, such as an accelerator pedal;
• 2. at least one internal combustion engine; and
• 3. at least one switching device for switching between different gear stages (gears);

a desired clutch torque can be generated by a creep controller, if the fuel metering element is not actuated, the transmission is in an idle position and the engine is running. 18. Motor vehicle in particular according to one of claims 16 and 17, characterized in that the generation of a desired clutch torque used by the creep controller when the motor vehicle essentially is at a standstill and / or has just started and / or rolled up. 19. Motor vehicle in particular according to one of claims 16 to 18, characterized in that the generation of a Clutch setpoint torque by the creep controller is used when the Parking and / or service brake is in a released position. 20. Motor vehicle in particular according to one of the preceding claims, characterized in that the creep controller has at least a first partial Has control characteristics. 21. Motor vehicle in particular according to one of the preceding claims, characterized in that the creep regulator at least a second Has partial control characteristics. 22. Motor vehicle in particular according to claim 20, characterized in that the creep controller has an n ² controller. 23. Motor vehicle in particular according to one of claims 21 to 22, characterized in that the creep controller has a torque ramp an essentially predeterminable and / or defined gradient, such as for example, a slope of 20 Nm / s. 24. Motor vehicle in particular according to claim 23, characterized in that the slope of the ramp is variable and / or adjustable. 25. Motor vehicle in particular according to claim 23, characterized in that the slope of the ramp is dependent on at least one Vehicle condition parameters, such as an engaged gear or the speed or the engine speed or the Gearbox speed, and / or depending on at least one Count size is changeable. 26. Motor vehicle in particular according to one of claims 16 to 25, characterized in that the creep controller and / or the n ² controller and / or the ramp and / or the first partial control characteristic and / or the second partial control characteristic, the clutch setpoint torque as a function of time pretends. 27. Motor vehicle in particular according to one of claims 16 to 26, characterized in that the creep regulator has a selection characteristic to select a current clutch target torque from a A plurality of essentially different control characteristics having. 28. Motor vehicle in particular according to claim 27, characterized in that the selection of the current clutch target torque based on predetermined criteria.   29. Motor vehicle in particular according to one of claims 27 to 28, characterized in that the creep regulator directly and / or indirectly from a plurality of essentially different ones Control characteristics for the target clutch torque at least temporarily the current maximum value as the current target clutch torque selects. 30. Motor vehicle in particular according to one of the preceding claims, characterized in that the creep torque limiting device at least temporarily and / or at least partially a reduced one and / or increased and / or limited and / or a limit for that Specifies and / or generates the desired clutch torque if this is based on the Characteristics determined a current desired clutch torque exceeds and / or falls below the predetermined limit value and / or if a flowing into the determination of the clutch target torque Parameter is above and / or below a predetermined limit. 31. Motor vehicle according to claim 30, characterized in that the limited and / or the predetermined limit for that Target clutch torque dependent on at least one Vehicle condition parameters, such as the selected gear, and / or depends on a count size. 32. Motor vehicle in particular according to one of claims 30 and 31, characterized in that the limited target clutch torque and / or the predetermined limit for the desired clutch torque is not given and / or not and / or changed is taken into account if the motor vehicle is outside of its starting gear stage, such as one first gear.   33. Motor vehicle in particular according to claim 30, characterized in that according to at least one characteristic a certain one Relationship between the given by this characteristic Clutch target torque and at least one Vehicle condition parameters, such as engine speed, and / or there is at least one count, and the creep torque Limiter on the value of the current Vehicle state parameters and / or the value of the count variable deviating, predetermined value to the characteristic for generation of a current clutch target torque is transmitted when the Value of at least one vehicle state parameter and / or the Count size exceeds at least a predetermined upper limit and / or falls below a lower limit. 34. Motor vehicle in particular according to one of the preceding claims, characterized in that the creep torque limiting device an at least temporarily reduced and / or increased Specified clutch torque if at least one Vehicle condition parameters, such as engine speed, and / or at least one count is a predetermined upper limit exceeds and / or falls below a predetermined lower limit. 35. Motor vehicle in particular according to claim 34, characterized in that the reduced and / or increased clutch target torque is constant (Target clutch torque limit). 36. Motor vehicle, in particular according to one of claims 32 to 35, characterized in that the at least one upper and / or lower Limit of the at least one vehicle state parameter dependent of at least one other vehicle condition parameter.   37. Motor vehicle, in particular according to one of claims 33 to 35, characterized in that the upper and / or lower limit of the at least one vehicle state parameter constant and independent of other vehicle condition parameters. 38. Motor vehicle, in particular according to one of claims 25 to 37, characterized in that the vehicle condition parameter the Engine speed is the lower limit and / or limit for example, 600 rpm and / or 1000 rpm and / or 1200 rpm. 39. Motor vehicle in particular according to one of claims 30 to 38, characterized in that the predetermined limit for the Coupling target torque constant, for example 30 Nm, and in is essentially independent of the vehicle condition parameters. 40. Motor vehicle in particular according to one of the preceding claims, characterized in that the reduction device predetermined limit value for the desired clutch torque and / or the at least one upper and / or lower limit of the at least one Vehicle state parameters and / or the at least one count variable and / or the (clutch target torque limit) at least temporarily is canceled or reduced or increased. 41. Motor vehicle in particular according to claim 40, characterized in that the predetermined limit value for the reduction device Clutch target torque and / or the at least one upper and / or lower limit of the at least one vehicle state parameter and / or the at least one count variable at least temporarily is canceled or reduced or increased if a predetermined Vehicle condition is present.   42. Motor vehicle in particular according to claim 41, characterized in that that the predetermined vehicle state of overrun and / or a Condition in which a fuel metering member of the vehicle is not actuated. 43. Motor vehicle in particular according to claim 42, characterized in that the clutch target torque limit and / or an upper limit for the Clutch target torque and / or the engine speed directly and / or indirectly is lifted and / or raised when the motor vehicle in Overrun operation. 44. Motor vehicle in particular according to claim 42, characterized in that the clutch target torque limit and / or an upper limit for the Clutch target torque and / or the engine speed directly and / or indirectly is canceled and / or raised if a Fuel supply meter of the vehicle is not actuated. 45. Motor vehicle in particular according to one of the preceding claims, characterized in that the desired clutch torque at least at times essentially according to a neutral gear characteristic is determined when a neutral gear is engaged. 46. Motor vehicle according to claim 45, characterized in that the Neutral gear characteristic essentially the target clutch torque holds a constant value, such as 4 Nm. 47. Motor vehicle in particular according to one of the preceding claims, characterized in that the desired clutch torque at least at times essentially according to a first roll-on characteristic is determined when a start gear is engaged and / or, that  Fuel metering element is essentially not operated and the Gearbox speed is less than the engine speed. 48. Motor vehicle in particular according to claim 47, characterized in that that the first roll-on characteristic of the desired clutch torque in significantly enlarged. 49. Motor vehicle in particular according to one of the preceding claims, characterized in that the desired clutch torque at least at times essentially according to at least one second Roll-up characteristic is determined when a start gear is engaged and / or will, the fuel metering element essentially not is actuated, the transmission speed is greater than the engine speed and the Engine speed substantially less than a first predetermined value, like 1000 rpm. 50. Motor vehicle in particular according to claim 49, characterized in that the second roll-up characteristic of the desired clutch torque in significantly enlarged. 51. Motor vehicle in particular according to one of the preceding claims, characterized in that the desired clutch torque at least at times essentially according to at least a third Roll-up characteristic is determined when a start gear is engaged and / or will, the fuel metering element essentially not is actuated, the transmission speed is greater than the engine speed, that Target torque substantially less than a second predetermined value, such as 30 Nm or 45 Nm and the gear speed essentially greater than a third predetermined value, such as 1200 rpm. is.   52. Motor vehicle in particular according to one of the preceding claims, characterized in that the desired clutch torque at least at times on a value like a fourth value, (Clutch target torque limit) is maintained if that Clutch target torque drops and according to another characteristic and / or partial characteristic would fall below this value. 53. Motor vehicle in particular according to claim 52, characterized in that that the target clutch torque at least at times essentially is determined according to at least a fourth roll-on characteristic if a start gear is engaged and / or will that Fuel metering element is essentially not actuated Gearbox speed is greater than and / or equal to the engine speed, the target torque is essentially the fourth value (Clutch target torque limit) and the gearbox speed in substantially greater than a fifth predetermined value, such as 1200 rpm. is. 54. Motor vehicle in particular according to claim 53, characterized in that that the fourth roll characteristic at least a first portion of the Clutch target torque specifies, which is essentially the engine torque depends, for example, is proportional to the engine torque, and / or specifies at least a second portion of the target clutch torque that depends essentially on the slip. 55. Motor vehicle in particular according to claim 54, characterized in that that according to a fifth roll-up characteristic, at least the first portion and / or at least partially reduced at least the second portion if the engine speed and / or the gear speed falls below one sixth predetermined value, such as 1000 rpm. falls.   56. Motor vehicle according to claim 55, characterized in that the Target clutch torque is kept at a target clutch torque limit if the at least first portion and / or the at least second Share is no longer sufficient by which the target clutch torque is above the clutch target torque limit. 57. Motor vehicle in particular according to one of claims 35 to 56, characterized in that the clutch target torque limit at least temporarily to an increased value (increased Clutch target torque limit) is set when the risk of The engine does not stall and / or if the motor vehicle is in the Is overrun and / or when a fuel metering member of the Vehicle is not actuated. 58. Motor vehicle, in particular according to claim 57, characterized in that that the increased value is adjustable. 59. Motor vehicle in particular according to claim 57, characterized in that the increased value is constant. 60. Motor vehicle, in particular according to one of claims 35 to 56, characterized in that the desired clutch torque at least at times essentially according to at least a sixth Rolling characteristic is determined when the risk of stalling the Engine does not exist and / or if the motor vehicle is in overrun mode and / or when a fuel metering member of the vehicle is not actuated and the engine speed and / or the transmission speed below a sixth predetermined value, such as 1000 rpm. falls.   61. Motor vehicle, in particular according to one of claims 44 to 60, characterized in that at least two characteristics and / or at least two predetermined values are substantially the same. 62. Motor vehicle, in particular according to one of the preceding claims, characterized by a prediction controller at least temporarily and / or at least partial control and / or regulation of the Coupling position in the starting phase of the motor vehicle, the Prediction controller with a fuel metering member such as an accelerator pedal is coupled that the position of the clutch at least partially and / or at least temporarily from the Prediction controller is determined if that Fuel metering member is activated. 63. Motor vehicle in particular according to claim 62, characterized in that the prediction controller at least temporarily a clutch target torque specifies according to a predetermined characteristic. 64. Motor vehicle, in particular according to one of claims 62 and 63, characterized in that that predefined by the prediction controller Target clutch torque dependent on at least one Vehicle condition parameters, such as the speed or the Engine speed or gearbox speed. 65. Motor vehicle, in particular according to one of claims 62 to 64, characterized in that that predefined by the prediction controller The target clutch torque is essentially time-dependent.   66. Motor vehicle in particular according to one of claims 62 and 63, characterized in that that predefined by the prediction controller The desired clutch torque is essentially constant. 67. Motor vehicle in particular according to one of the preceding claims, characterized by a disengaging routine at least temporarily and / or at least partial control and / or regulation of the Coupling position in the starting phase of the motor vehicle, the Disengaging routine with a fuel metering member such as an accelerator pedal is coupled that the position of the clutch at least partially and / or at least temporarily by the Disengaging routine is determined when that Fuel supply meter is not actuated. 68. Motor vehicle in particular according to one of the preceding claims, characterized in that the clutch automatically in a essentially open position is switched if during the Creep the parking and / or service brake is operated. 69. Motor vehicle in particular according to claim 68, characterized in that the open position is the position "gripping point plus offset", wherein

• 1. the gripping point is the state of a reference component of the torque transmission switching device at which a defined and / or selected engagement intensity of the clutch is given; and
• 2. where "offset" is a value for a state difference of the reference component, which has to be overcome starting from the gripping point, in order to theoretically guarantee a separation of the coupling, essentially giving a predetermined clearance, for example 0.5 mm.

70. Motor vehicle in particular according to one of the preceding claims, characterized by a gear locking device, the Transmission locking device rolling or driving the motor vehicle in essentially prevented when the engine is switched off Condition is. 71. Motor vehicle in particular according to claim 70, characterized in that the transmission locking device at least partially from the Torque transmission device and / or the Torque transmission switching device is included. 72. Motor vehicle, in particular according to one of claims 70 and 71, characterized in that the torque transmission device closes automatically when the engine is switched off. 73. Motor vehicle in particular according to one of claims 70 to 72, thereby characterized in that the torque transmission device after Expiration of a predetermined period of time after the engine is switched off closes automatically. 74. Motor vehicle in particular according to one of the preceding claims, characterized by a device for determining the gripping point. 75. Motor vehicle in particular according to one of the preceding claims, characterized by at least one storage device. 76. Motor vehicle in particular according to claim 75, characterized in that that the current operating state of the memory device Vehicle and / or the lower and / or upper limit for one Vehicle state parameters and / or the count size and / or that  current clutch target torque and / or the at least one limit for the target clutch torque and / or the first and / or second Characteristic and / or the respective temporal courses can be recorded. 77. Motor vehicle in particular according to one of the preceding claims, characterized by a device for carrying out a Gripping point adaptation, the gripping point adaptation being a method for Adaptation or approximation of the actually available Coupling characteristic to a nominal or target coupling characteristic. 78. Motor vehicle in particular according to claim 76, characterized in that that the gripping point adaptation as a parameter and / or structure and / or Signal adaptation is feasible. 79. Motor vehicle, in particular according to one of claims 77 and 78, characterized by a device for determining the gripping point in the Thrust operation and / or at least one device for determining the Gripping point in train operation and / or at least one device for Determination of the gripping point in stationary operation and / or at least one Device for determining the gripping point in idle mode. 80. Motor vehicle in particular according to claim 79, characterized in that at least part of the gripping points determined by the Storage device are recordable. 81. Motor vehicle, in particular according to one of claims 25 to 80, characterized in that at least one count is constant.   82. Motor vehicle, in particular according to one of claims 25 to 81, characterized in that at least one count according to one predetermined characteristic is variable. 83. Motor vehicle in particular according to one of the preceding claims, characterized in that the torque transmission device is a friction clutch. 84. Motor vehicle, in particular according to one of the preceding claims, characterized in that the torque transmission device at least partially in the torque flow between the internal combustion engine and the transmission is arranged. 85. Motor vehicle in particular according to one of the preceding claims, characterized in that the transmission at least partially in Torque flow between the internal combustion engine and the torque Transmission device is arranged. 86. Motor vehicle in particular according to one of the preceding claims, characterized by an EKM. 87. Method for operating a motor vehicle with at least one torque transmission device and a parking and / or service brake, comprising the steps:

• 1. Controlling and / or regulating the desired clutch torque to be transmitted and / or transmitted by the torque transmission device according to at least one first characteristic when a fuel supply metering element, such as an accelerator pedal, is not actuated and the vehicle is essentially at a low speed or is at a standstill and a parking and / or service brake is in a substantially released position;
• 2. Direct and / or indirect specification of an upper and / or lower limit value for the desired clutch torque and / or for at least one vehicle condition parameter and / or for at least one count variable;
• 3. Influencing the first characteristic when the clutch target torque according to the specification of the first characteristic and / or a vehicle state parameter and / or a count variable exceeds or reaches the upper limit value and / or falls below or reaches the lower limit value, the clutch target torque and / or the value of the vehicle state parameter and / or the counter variable is set to a value which is essentially determined according to a second characteristic, which is less than or equal to the upper limit value when the respective upper limit value is exceeded or / and which is greater than or when the respective lower limit value is undershot or reached is equal to the lower limit;
• 4. At least temporarily canceling and / or replacing and / or ignoring at least one limit value when the vehicle is in a predetermined state, such as coasting and / or a state in which the fuel supply metering element is not actuated.

88. The method in particular according to claim 87, further comprising the step: rules and / or controlling the size of the at least one limit value according to a predetermined characteristic.   89. Method for operating a motor vehicle in the starting phase and / or in a phase in which the motor vehicle is moved at low speed, the motor vehicle having at least one torque transmission device, with the steps:

• 1. Determine whether the vehicle is in overrun;
• 2. Directly or indirectly specifying a lower limit for the target torque that can be transmitted by the torque transmission device and ensuring that the target torque is not undershot when the vehicle is not in overrun mode; and
• 3. Abolish and / or ignore and / or reduce the lower limit for the desired torque that can be transmitted by the torque transmission device when the vehicle is in overrun mode.

90. Method for operating a motor vehicle in the starting phase and / or in a phase in which the motor vehicle is moved at low speed, the motor vehicle having at least one torque transmission device, with the steps:

• 1. Determine whether a fuel metering member of the vehicle is not actuated;
• 2. Directly or indirectly stipulating a lower limit for the target torque that can be transmitted by the torque transmission device and ensuring that the target torque is not undershot if the fuel supply metering element of the vehicle is not actuated; and
• 3. Abolish and / or ignore and / or reduce the lower limit for the desired torque that can be transmitted by the torque transmission device when the fuel supply metering element of the vehicle is not actuated.

91. Method for operating a motor vehicle, in particular according to Claim 89 and Claim 90. 92. Method for operating a motor vehicle according to at least one of claims 1 to 85.