EP2359031A1

EP2359031A1 - Method for controlling an automated geared transmission

Info

Publication number: EP2359031A1
Application number: EP09760800A
Authority: EP
Inventors: Roland Mair
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2008-12-17
Filing date: 2009-11-16
Publication date: 2011-08-24
Also published as: US20110237393A1; WO2010076078A1; DE102008054802A1; CN102257296A; CN102257296B; US8666620B2; DE102008054802B4

Abstract

The invention relates to a method for controlling an automated geared transmission that is arranged in a drive train of a motor vehicle in conjunction with a turbocharged internal combustion engine, wherein the control of starting and shifting processes is carried out depending on the response behavior of the internal combustion engine. In order to enable the control of starting and shifting processes with considerably lower coordination effort, the actual response behavior of the internal combustion engine is taken from an engine dynamics map in which the immediately retrievable maximum torque Mmax of the internal combustion engine is stored as a function of the current engine torque MM and the current engine speed (Mmax= f(MM, nM).

Description

Method for controlling an automated multi-step gearbox

The invention relates to a method for controlling an automated Stufenschaltgetrtebeβ, which is arranged in a drive train of a motor vehicle in conjunction with a turboaufgetadenen internal combustion engine, wherein the control of starting and Schattvoigangen depending on the response of the internal combustion engine takes place

Under a turboaufgβladen internal combustion engine is understood to be provided with an exhaust gas turbocharger internal combustion engine. An exhaust gas turbocharger essentially consists of a turbine arranged in the exhaust tract of the internal combustion engine and a compressor arranged in the intake tract of the internal combustion engine, which are connected to one another via a drive shaft. The turbine is driven by the exhaust gas flow of the engine and in turn drives the compressor via the drive shaft, through which the combustion air of the internal combustion engine is compressed and thus the boost pressure of the internal combustion engine is increased. This leads to an increased FOHung and thus to an increase in performance of the internal combustion engine. Therefore, the performance of an existing internal combustion engine can be increased by means of an exhaust gas turbocharger in a relatively simple manner. Likewise, the pollutant emissions of an internal combustion engine of a particular performance class may be reduced by the use of a smaller, i.e. Hubraumschwacheren base engine can be reduced in conjunction with an exhaust gas turbocharger.

However, when used as an Arratiebsmotor in a motor vehicle, the frequent changes in engine speed But have a negative effect on the performance of a turboaufjgeladenen internal combustion engine. A particular disadvantage is that in the case of an increase of the engine power requested by the driver by a corresponding actuation of the accelerator pedal, the internal combustion engine first has to be accelerated at low engine speed above a supercharging speed limit, thereby Power of the compressor of the exhaust gas turbocharger is driven by the turbine with a speed increased so far that an increased boost pressure is generated and thus the desired increase in engine performance occurs. The effect of the exhaust gas turbocharger starts at the charging limit.

Below the charging limit speed, a spontaneous increase of the engine torque and thus of the engine power is possible only up to a suction torque, which the internal combustion engine maximum short term in the suction mode, i. without an increase in the boost pressure through the exhaust gas turbocharger, can produce. This functional relationship manifests itself, in particular in the case of starting and accelerating processes of such a motor vehicle, in a delayed response and a relatively low pulling power of the internal combustion engine, which is generally referred to as a turbo lag.

This effect can also have a negative effect on upshifting when the speed of the internal combustion engine falls so low during a connection speed adjustment circuit that after completion of the shift the charge pressure is so low due to a reduced speed of the exhaust gas turbocharger compressor that at the end of the shift a significantly reduced pulling power of the internal combustion engine and thus a lower acceleration capacity of the motor vehicle is present

In order to avoid or at least weaken the undesirable turbo lag, several solutions have been proposed and implemented in the past, such as an adjustable turbine geometry to improve the response of the exhaust gas turbocharger or additional devices to increase the boost pressure at low engine speed, such as a mechanically drivable compressor electrically driven auxiliary compressor, or a mechanical or electrical drive of the drive train Ie of the exhaust gas turbocharger. However, such devices are relatively complicated and expensive, increase the space requirement and provide an increased Störppo- Potential for the operation of the internal combustion engine, so that is often dispensed with.

Due to the effects of the dynamic operating characteristics of a turbocharged internal combustion engine on the entire Antriebsβtrang these are to be considered in particular in the control of start-up and switching operations. When using an automated Stufenschaltge- gear, such as an automated gearbox, which is connectable via a single automated friction clutch to the drive shaft of the engine, or an automated dual clutch transmission, which is alternately connected via one of two friction clutches with the drive shaft of the engine, done certain control was going on. such as. the determination of the starting gear and the starting speed in a starting process, the determination of the shiftable gears in a slope and the regulation of a friction clutch during startup and switching operations, therefore also in response to the generally known as AnsprechverhaKen load-building potential of the respective internal combustion engine.

Since appropriate information is not readily available, ie not transferable from an engine control unit of the internal combustion engine via a data line or a CAN data bus to the transmission control unit of the stepped transmission, the dynamic operating characteristics of an internal combustion engine in the Kuppkings- and shift control of an automated step transmission are so far only implicitly, ie by a corresponding design of the associated Kenπfekter and curves for controlling the stepped transmission, taken into account. However, this approach is disadvantageously associated with a high tuning effort, which in addition is necessary again even with a slight change in the engine characteristics of the internal combustion engine, which may result, for example, from the adaptation of the engine control to more stringent exhaust gas limit values Against this background, the present invention has the object to provide a method for controlling a In a drive train of a motor vehicle together with a turbocharged internal combustion engine arranged automated step transmission, with the control of starting and Schaltvorgfingen depending on the response of the engine with significantly lower coordination effort is possible

The solution to this problem is in conjunction with the features of the preamble of claim 1 is that the current response of the engine is taken in each case an engine dynamics map in which the spontaneously retrievable maximum torque M ^ _{n of} the engine as a function of the current engine torque MM and the current engine speed ΠM is stored (Mm «= f (MM, I *)).

The invention is therefore based on an automated StufenschaHge- transmission, which is arranged in a drive train of a motor vehicle in conjunction with a turbocharged internal combustion engine controlled by the transmission control unit starting and switching operations, in particular the engagement of an associated friction clutch and the selection and insertion of a Anfahrgangs in a starting process or a target gear at a Zughochschattung carried out in a prior art manner depending on the response of the internal combustion engine, which is in contrast to the state of Tβchnfc but not implicitly contained in the relevant maps and characteristics for controlling the friction clutch and the stepped transmission, But according to the invention an engine dynamics map is taken in which at least the spontaneously retrievable maximum torque Mm «« of the internal combustion engine as a function of the current motor torque MM and the current engine speed Π M is stored (Mm _n * f (MM. r *)).

This eliminates the hitherto customary for a change in the Motorstsuerυng the engine tuning work for determining or Adaptation of the maps and characteristics of the transmission control. In order to adapt the transmission control to changed dynamic operating characteristics of the internal combustion engine, only a replacement or adaptation of the engine dynamics characteristics of the transmission control is now required, which represents a significantly reduced amount of work and offers fewer possible errors.

Steuervorgftnge, such as the determination of the starting gear and the starting speed before a startup or the determination of the switchable Ginge before an upshift, now take place as a function of the maximum torque fAm »of the engine based on the current engine torque MM and the current engine speed n _M is available spontaneously.

In the engine dynamics map, the maximum torque gradient (dMh / dt ^ _MK, with which the spontaneously retrievable maximum torque Mm of the internal combustion engine can be reached as quickly as possible is also stored as a function of the current engine torque MM and the current engine speed ΠM ((MMw / dtW *) f (MM.I *))., since the information about the highest possible load build-up speed or the shortest possible cell duration for reaching the maximum torque Mm _{n is available} as control parameter.

To limit the amount of data, the engine dynamics map is expediently limited by the stationary VoHlast Orehmomentkennlinie MvUnu), the Nullmomentiinte (MM * 0), the Leeriaufdrehzahl n «, and AbregeldrehzaN n» n of the engine, as these operating limits are not exceeded in normal driving can be.

Depending on the desired resolution, arbitrary many values of the maximum torque Mm << and the maximum moment gradient (dMM / dtW of the internal combustion engine together with the current engine torque MM and the current engine speed n _{M can} be stored as a parameter in the motor dynamics Kβnnfβld. Within these operating limits lying characteristic characteristics and characteristics of a turbocharged internal combustion engine, such as the M8 (n _M ), to which a spontaneous increase of the engine torque MM without an increase in boost pressure is possible, and the charging limit speed n ^ mm, from an increase in the boost pressure entering through the exhaust gas turbocharger are then implicitly contained in the stored values of the maximum torque Mm «and the maximum torque gradient (dMu / dt ^.

To reduce the amount of data by using regionally valid characteristic values for the maximum torque Mm "and / or the maximum torque gradient (dMi / dt ^ n» of the internal combustion engine, it is also expedient to map the engine dynamflc map through the intake torque characteristic MSOHI) and the charge limit rpm rV _j nm of the internal combustion engine into four areas (A, B, C, D) to divide, namely

- In a below the Saugmomentkennlinie M $ (n _M) and below the charging limit speed rIL _j nan lying first area A (0 ≤ MM <MS (ITM), I \ * ≤ ΠM <ni _j nin) in which the spontaneous abrufbarβ maximum torque M ^ ΠM) of the engine (in each case by the corresponding value of the suction torque MS CIM) is formed (MMA ^ ivi) ^β MS (IIM)) and (with a high maximum torque gradient dMM / dt) is accessible bMκ

in a second range B lying below the intake torque characteristic MS (IIM) and above the charging limit speed x \ m * (0 ≦ MM <MS (DM), ikji * »≦ rm ≦ n * n). in which the spontaneously retrievable maximum torque M _max ^ ΠM) of the internal combustion engine jeweββ is also formed by the corresponding value of the suction torque MS (OM) (Mm «(nM) ^s MSOH«)) and with a high maximum torque gradient (dM ^ dt ^ nw is achievable In a third region C (Ms (n _M ) ≦ MM <MVL (ΠM), \ _m πnm adjacent to the second suction region M ₈ (HM) and above the charging limit rotational speed n ^^ ≤ OD _N ), in which a further increase in the engine torque MM with a lower torque gradient (dMM / dtW up to the respective value of the stationary VoMaβt torque characteristic MvL (n _M ) is possible,

And in a fourth region D (M ₈ (HM) ≦ MM <M *. (N *). N «.ltoreq.n _M <) adjacent to the first intake region A, above the intake torque characteristic MSOH") and below the charging limit rpm_mm nt. "*). in which without an increase in the engine speed n * »Above the charging limit speed n ^ _j ^ a further increase in the engine torque MM short term is not possible

In order to avoid an accelerated decrease of the engine torque MM and thus a stalling of the internal combustion engine when the engine speed ΠM approaches the idling speed nidto under high engine load, the intake torque characteristic M $ (ΠM) is often above the idling speed n * by appropriate intervention in the engine control. *, lowered and close to the idle speed na, raised, so that when approaching the idle speed na * ergtot ergtot that counteracts a stalling of the engine This has, however, mean that the valid in this subset value of the maximum torque Mm _n , which is formed in the first region A by the Jeweligen value of the suction torque M ₈ (HM) is not constant, but one of the engine speed n _M dependent function WWθt (M ₁ ^ = f (HM)).

As a rule, however, the intake torque curve MβC "*) of the internal combustion engine in the engine dynamics characteristic map can be approximated by a straight line with constant suction torque (Me" const), so that at least in the first two regions of the engine dynamics characteristic map (A, B) a single spontaneously retrievable maximum torque Mm «of the Verbrnnungsrnotors and a single maximum moment gradient (dM _M / dt) _{max can be used} for the fastest possible attainment of the maximum torque M _max .

The characteristic values of the motor dynamics kβnnfβWeβ (M _max * f (MM, ΠM), (dM _M / dt) _max "f (MM, n _M )) and / or the evaluation lines or acquisition values (M ₈ (IIM), iXjnin) of the Engine dynamics map and / or the boundary lines or limiting values (MVIXIHI), n »,, n *,) of the engine dynamics map can be determined as part of an application of the transmission control at the transmission manufacturer to a specific vehicle type or a specific vehicle variant and in the data memory of a for the relevant vehicle type or the transmission control unit provided for the relevant vehicle variant. However, this is problematic if the relevant StufenschaHgetriebe is installed in a different vehicle type or another vehicle variant, that is combined with another engine, or if the engine tuning of the correct per se internal combustion engine has been changed in the meantime.

It is therefore more favorable if the characteristic values of the engine dynamics characteristic map (Mm _x -f (MM · ΠM), (dMWdt W * f (MM, n _M )) and / or the division lines or teling values (Ms (n _M ), n ^ "*,) Of the engine dynamics characteristic and / or the limiting lines or limiting values (MVL (ΓIM)" (WfW) of the engine dynamics characteristic are only transferred to the data storage of the transmission control device at the end of the assembly of a motor vehicle at the end of the assembly line of a motor vehicle. since this largely ensures the use of the correct and updated values in the engine dynamics map

However, it is also possible for the characteristic values of the engine dynamics map (M _n ., - f (MM, I *). (DMWdt W ^S f (MM, n _M )) and / or the tapping coefficients or division values (MS (ΠM fkjntn) of the engine dynamics characteristic and / or the boundary lines or limiting values (Mv ^ r *), ΓH ^ n *) of the engine dynamics characteristic map during the transmission of a motor vehicle at the vehicle manufacturer or in the case of a repair-related new commissioning of the motor vehicles in a Servksewerkstatt be automatically transferred from the Motorsteuerg ergerit in the data memory of the gearbox control unit. This also guarantees the use of the correct and updated values in the engine dynamics map. However, the prerequisite for this is that the corresponding values are available in the engine control unit or can be derived from the characteristic values available there.

A better way to obtain actual data of the engine dynamics characteristic is to read the engine dynamics map (M _N , = f (M * r *), (dM ^ dtW = f (MM, I *)) and / or the division lines or Telungswerte (MaOui), n ^ mm) of the engine dynamics map and / or the boundary lines or limiting values (MVL (ΠM).) nu, »W of the motor dynamics KβnnfθkJθs in the first commissioning of a motor vehicle at the vehicle manufacturer in an akövterten This is advantageous in that the data of the engine dynamics characteristic corresponds to the actual operating state of the internal combustion engine , ie, in the mass production of internal combustion engines occurring and within limits also allowable dispersion of power output e of an internal combustion engine is automatically detected and thus taken into account.

Passing predetermined load build-up sequences in an activated learning mode of the transmission control unit for determining characteristic values and / or Tetungsnten or Telungswerten and / or limits or limiting values of the engine dynamics characteristic can be either in a real driving on a test track or in a simulated ferry on a Rollenprüf stood respectively.

The characteristic values deβ Motordynamlc characteristic map (Mm _n -. F (MM n _M), (OMJ (HU _n = f (MM n _M)) and / or the dividing lines or TeHungswerte. (MS (HM). NLjnin) dθβ engine dynamics Kβnnfeldes and / or the limit lines or limiting values (MVL (ΠM). * \ A * n *,) of the engine dynamics -KβnnfθkJβs can also in normal ferry operation of a motor vehicle when driving through suitable Utstaufbauseqυenzen passes and for adapting the values present in the data store. As a result, the data of the engine dynamics characteristic are automatically adapted to a change in output of an internal combustion engine that has changed as a result of aging and explosion

In order to determine or adapt the Saugmomentkennlnie Mβ (n _M ) of the internal combustion engine is preferably provided dasβ preferably in fully closed drive train, starting from a below the Saugmo- meπteβ engine torque (ftfa <M ₈ ^ M)) the engine torque MM with high torque gradient dM ^ / dt "0 is increased until a discontinuous decrease in the torque gradient dM * is detected ιttt, and that the value of Mo tormo mentes MM upon the occurrence of the discontinuity of the torque gradient dMu / dt detected and stored as gQittger value of SaugmomentkennHnie M ₈ (HM) or for the adaptation of the suction torque characteristic M ^ ny) is used.

To determine or adapt a maximum torque gradient (dMM / dtXnw for the fastest possible achievement of the maximum torque MU _K i * t expedient provided that at a well above the current engine torque MM target torque M ₁₀ I set outside of active operating limits torque gradient dM ^ dt is detected and stored as a valid value of the maximum torque gradient (dM ^ dt ^ or used to adapt the maximum torque gradient (dM ^ dtW.) The target torque M _M I is that of the driver by the operation of the accelerator pedal or the gearbox control unit requested engine torque.

For the determination or adaptation of the LadegrenzdrehzaN n ^ _j nm of the engine can be provided that a safe below the actual loading limit speed n _{L MKT} lying lower charge limit speed n ^ i ** de- is finened and corrected upward if, at the engine speed in question, the engine torque MM is increased from an engine torque (MM <Ms (nM) with high torque gradient dM * / dt »0 lying below the intake torque until a discontinuous decrease in the torque gradient dM ^ dt is detected to zero, that a safe above the actual Ladegrenzdrehzahi nt_mM lying upper limit charging speed ^, *, is defined and corrected downwards when at the engine speed, the engine torque MM from a below the Saugmomβntes lying engine torque (MM <MS (OM) ) is increased with a high moment gradient dM ^ dt »0 until a discontinuous decrease of the moment gradient dMu / dt to a value greater than zero is detected, and that one of the two charging limit speeds (n ^ nM * πt ^ nwo) or the mean value of both as the desired charging limit value is now set or used to adapt the charging limit speed ^, when the lower charging limit value rvj **, and the upper charging limit renzdrehzahi nt_π * _/ o match within a predetermined tolerance threshold.

The determination or adaptation of the Ladegrenzdrehzahi I ^ J *, the engine can also be accomplished, however, that lying in an operating situation with a below the suction torque MS (HM) running resistance torque (M _F W <MS (HM)) and a top of the suction torque MS (HM) lying target torque MUi (M _N I> MS (HM)) starting from an operating point with a lying below the suction torque MeOta) engine torque MM (MM (W) <M ₈ (n _M )) and unterhaJb the Ladegrenzdrehzahi ni ^ * Motor speed n _M (HM (W) <ni _j nto) with a moderate increase of the engine speed ΠM initially an increase of the engine torque MM up to the suction torque M ₈ (HM) (ti to t2) and subsequently a further increase in engine torque MM above the intake torque MS (ΠM), and that the engine rotational speed HM is set at the time (t3) of the top of the intake torque MS (n _M ) by the engine torque MM as the desired charging limit speed L_min or for adapting the charging limit speed f \ _j ^ n is used. The driving resistance torque Mw is the load torque resulting from the actual running resistance at the engaged gear on the input shaft of the stepped transmission to be applied by the internal combustion engine and at least slightly below the relevant value of the suction torque MSOHI for enabling acceleration. (MFW <MS (ITM)). An acceleration required for detecting the charging limit speed nLjnin above the charging limit speed n _L _m (n and a subsequent increase in the engine torque MM via the suction torque MS (HM) is made possible by a desired torque MUi lying above the suction torque MsOui (M _-0 I> MS (DM)).

If a functioning boost pressure sensor is present, that is arranged in the intake tract behind the compressor of the exhaust gas turbocharger, it is expedient to determine or adapt the charge limit rotational speed n _L _mm of the internal combustion engine, dasβ in an operating situation with a lying below the suction torque MS (IIM) driving resistance MFW (MFW <MsdH <<)) and a solmoment MUi (MMI> MS (DM)) lying above the suction moment MS (HM) starting from an operating point with an engine torque MM (MM <MS (DM)) and below the intake torque MS (ΠM) a below ö «r charge limit speed n ^ mtn lying engine speed ΠM (ΠM <ni _j n k _t) mißiger increasing the engine speed r * firstly, an increase of the engine torque MM to the suction torque MS (ΠM) and subsequently a further increase of the engine torque MM upper the suction torque Me (IHi) also takes place and that the engine speed IHI at the time of a detected increase in the boost pressure than the L sought ad limit speed ntjnin is set or used to adapt the charging limit speed IVJ *.

Since corresponding load build-up sequences with a start from a very low starting speed or with a high-speed upshift are usually prevented by corresponding operating limits in the engine or shift control, it may be required that a given operating limit exists to avoid a high engine speed. Moment MM at low, near the Leeriaufdrehzahl thβm lying engine speed n _{M is} temporarily disabled.

To illustrate the invention, the description of a drawing with exemplary embodiments is attached in this shows

Rg. 1 shows a first embodiment of a motor dynamics map in one

Torque-speed diagram,

Rg.2 a second embodiment of a motor dynamics map in one

Orehmoment-speed Oiagramm,

3 is an illustration of the determination of the Saugmomentkennlinie in a Drehnwment-speed diagram according to Rg. 1,

4 shows an illustration of a first determination of the charging limit speed in a rotational speed diagram according to Rg. 1, and

FIG. 5 is an illustration of a second determination of the boost limit speed in a Dreteahl Tent Diagram and in a Torque Time Diagram. FIG.

A motor dynamics map according to Rg. 1, which is used to control starting and switching operations of an automated step transmission depending on the response of a turbocharged internal combustion engine, contains the spontaneously retrievable maximum torque Mm «of the internal combustion engine and the maximum torque gradient (dMu / dtW, with the spontaneously retrievable maximum torque Mm _{n of} the internal combustion engine can be reached as quickly as possible, jewels as a function of the current engine torque MM and the current engine speed m * (Mm _n - f (MM · ΠM), (dM ^ dtW »f (M _N · ΠM)) , The engine dynamics characteristic is limited by the stationary volumetric torque characteristic MVL (ΠM). the zero torque line (MM * 0), the idle speed ni _d to and the deceleration speed n »,, of the internal combustion engine. By the Saugmomentkennlinie MS (ΠM) and the charging limit speed iH _j mn of the internal combustion engine, the engine dynamics map is also divided into four areas A, B, C and D.

In the first range A (0 ≦ MM <Ms (nM), ΠM, ≦ n _M <rkjtfn), which lies below the intake torque characteristic M ^ ΠM) and below the charge limit rpm n ^ mn, the spontaneously retrievable maximum torque M ^ ΠM) of the internal combustion engine becomes respectively formed by the corresponding value of the suction torque Mβ (nM) (M ^ ΠM) «M ₈ (IIM)).

To avoid stalling of the internal combustion engine, the intake torque curve Ms (IUi) is in the range of the idling speed rtu »often o above the idle speed nu, lowered and raised near the idle speed nute, so that when approaching the Leeriaufdrehzahl na» a torque increase results If However, if the suction moment Me in this range is constant (Ms * const), the spontaneously retrievable maximum torque Mm "of the internal combustion engine can also be represented by a single value (Mm« ■ M ₈ * const). Regardless of this, the very high maximum torque gradient (dM ^ dtW in area A) can also be represented by a single value.

In the below the Saugmomentkennlinie M ^ nm) and above the loading limit speed n ^ m * second region B (0 ≤ MM <MSFR *), n ^ * ≤ n _M ≤ nm), the spontaneously retrievable maximum torque Mm ^ n " Since the intake torque Ms usually has a constant course in this area (Ms * const.), the spontaneously retrievable maximum torque MLm of the internal combustion engine in area B is determined by a single value of the intake torque Ms. gen value (M _n ^ _x = M ₈ ■ const). As in range A, in region B the maximum torque gradient (dM ^ / dt) ^, which is very high below the Sβugmomentkenniinie MS (OM) ^ can be represented by a single value.

In the area adjacent to the area B above the Saugmomentkennlinie MSOIM) and above the loading limit speed n ^ mn Hege ligand third region C (M ^ r *) ≤ MM <MvUrm), num, ≤ n _M ≤ rv) is a further increase in the Motor torque MM up to the respective value of the stationary full-load torque curve MVL (OM) possible, but with a much lower maximum torque gradient (dMM / dtW than in the areas A and B, ie below the suction torque curve Ms (n _M ).

In the fourth region D (M ₈ (IIM) ≦ MM <MVL (ΠM). N> ≦ n _M <n ^ n *, adjacent to the region A, above the intake torque characteristic MS (ΠM) and below the charging limit rpm. ) is without an increase in the engine speed ΠM above the charging limit speed numn a further increase in the engine torque MM short term not possible. Accordingly, in the region D, the spontaneous retrievable maximum torque M ^ ΠM) of the internal combustion engine equal to the corresponding value of the suction torque MsOUi) (M _R ^ ΠM) * MS (ΠM) or Mm ^"s Me - const) and the maximum torque gradient (dKWdt W equal to zero ((dM ^ dtW = 0).

The subdivision of the engine dynamics map in the four areas A to D thus the area-wise use of a single value for the spontaneously retrievable maximum moment M ^ ΓIM) and the maximum torque gradient (dM ^ dtW of the engine allows whereby the amount of data reduced and storage space can be saved can.

However, it is also possible to dispense with the geschilderte subdivision of the engine dynamics map. In this case, the values of the spon- tan retrievable Maxfrnalmomβntes M _IM ^ ΠM) and the maximum torque gradient (dM ^ / dt) * "as a function of the current engine torque MM and the current engine speed n _M stored in a corresponding parametrierton data field (M _n * = f (MM. UM). (dKWdtW = f (M _M , n _M )).

This is illustrated by way of example in the motor dynamics map of FIG. 2 by the gate diagramms drawn within the boundary lines (Mvt (n _M ), MM ■ 0, nu> rW, for whose node points in each case a value for the spontaneously retrievable maximum moment M ^ r * ) and a value for the maximum torque gradient (dM ^ dt) * of the internal combustion engine is stored. The in principle always effective suction torque curve MSCΠM) and the likewise effective supercharging speed rκ._mm are in this case implicitly in the stored values for the spontaneous retrievable maximum torque M ^ ΠM) and the maximum torque gradient (dMM / dt> _M x included.

How values of the intake torque characteristic MS (ΠM) can be determined for the initial determination of the intake torque characteristic or for adapting an existing intake torque characteristic is illustrated in FIG. 3. For this purpose, it is provided that the engine torque (MM < MS (ITM)) the engine torque MM is increased with a high torque gradient dMM / dt »0 until a discontinuous decrease in the torque gradient dMü / dt is detected. If this is done below the charging limit speed (n * <ni _ιj nin) _ι falls the torque gradient dM ^ dt when reaching the Saugmomentkennlinie MS (ITM) abruptly from zero, which is strongly abgespacht in the torque curve MM (O in TeMbRd (a) is shown If this takes place at or above the charging limit speed (ΠM ≥ fhjutd), the torque gradient dMy / dt abruptly drops to a positive, but significantly lower value when the torque characteristic Ms (M) is exceeded, which is greatly simplified in the torque curve Mn (t) in the partial image (b) the jewel value of the model tormomβntβs MM when the discontinuity of the torque gradient dMn / dt occurs is thus a value of the intake torque characteristic M ₈ (HM) and is therefore stored as a valid value or used to adapt the intake torque characteristic MS (ΠM)

In order to determine or adapt the charging limit rotational speed n.sub.1 of the internal combustion engine, it may be provided that a lower charge limit rotational speed r.sub.h is reliably defined below the actual charging limit rpm nu_mm and corrected upward if, at the relevant engine rotational speed, the engine torque MM is from one below the suction torque Hege ligand engine torque (MM <Ms (n _M)) is increased with a high torque gradient dMWdt »0, until a discontinuous decrease in the torque gradient dM ^ / dt is detected to zero, which (in Figure 4 by the torque curve MM Q in TeJIbId (a) is illustrated

In addition, for this purpose, a safely above the actual charging limit speed nL _j n _b , upper charging limit speed ΠLJ _I ** defined and corrected downwards when at the relevant engine speed, the engine torque MM from a below the suction torque Hegenden motor torque (MM <M ₈ (OM ) with a high moment gradient dM ^ / dt »0 until a discontinuous decrease of the moment gradient dM ^ dt to a value greater than zero is detected, which is illustrated in FIG. 4 by the instantaneous velocity MM (O in TeObBd (b)) this case drehzahien one of the two Lβdegrenz- (only ** ,, ni ^ n **) or the average of the two as the sought load limit speed n ^ mm set or for adapting the Ladegrenzdrehzahi ni _j n _b i used when the lower charge limit speed TK _j **, and the upper charging limit speed rκ._mw _© match within a given Toieranzschwelle.

Another method illustrated in FIG. 5 for determining the charging limit rotational speed _jT * of the internal combustion engine is that in an operating situation with a torque below the intake torque Mstrm) FahrwkJerstandsrnoment (MFW <Msfrui)) and lying above the suction torque MS (HM) target torque M ₉ * (M ₉ *> M ₈ (HM)) starting from an operating point with a lying below the suction torque Ms (n _M ) engine torque MM ( MM (K)) <M ₈ (IIM)) and an engine speed n _M (MtO) <n ^ *, rvjnkt below the load limit speed, with a moderate increase of the engine speed ΠM first an increase of the engine torque MM up to the suction torque Mβ (n _M ) (t1 to t2) and subsequently a further increase in the engine torque MM above the suction torque MS (HM) also takes place

At the intended relatively slow acceleration, the engine torque MM remains from reaching the suction torque at the time t2, with further increase of the engine speed n _M initially at this value (t2 to t3), since the engine speed n _M is still below the charging limit speed n ^ mm (ΠM <«\ Jnjn). From the time the charging limit value ωv_m _{m is reached} at the time t3, the engine torque MM then increases again while the engine speed IHi is further increased.

Demzufokje then the engine speed n _M at the time 13 of the rising of the suction torque Ms by the engine torque MM as the sought charging speed n ^ π *, set or to adapt the charging limit speed iV _j n _k , used here is one for the detection of the charging limit speed nijύn required acceleration Above the LadegrenzdrehzaN nc mm addition and a subsequent increase in the engine torque MM above the suction torque Ms (n _M ) by a suction torque above the MSCΠM) target torque M _{M M} allows (M ^ ₁ > M ₈ (HM)).

This type of determination of the charge limit rotational speed m.sub.i of the internal combustion engine can take place during a startup or a power upshift, whereby the temporary deactivation of an operating limit which may be present in the engine control or in the transmission control to avoid a high engine torque MM at low, close to the idling rotational speed nu * lying engine speed n _M may be required. reference numeral

A range

B area

C range

D area

M Torque MFW Travel resistance torque MM Motor torque MfMR Maximum torque

M ₈ suction torque MwI nominal torque

Mw Full load torque n Speed ni * Idle speed nim Abregeldrehzahl nLjnm Charge limit speed upper charge limit speed lower charge limit speed

HM engine speed t time to time ti time t2 time t3 time

Claims

claims

A method of controlling an automated step-shift transmission arranged in a drive train of a motor vehicle in conjunction with a turbocharged internal combustion engine, wherein the control of start-up and shut-off occurs depending on the response of the internal combustion engine, characterized in that the current response of the Internal combustion engine is taken from a Motordynamik- Kennfekj in which the spontaneously retrievable maximum torque Mm «of the internal combustion engine as a function of the current engine torque MM and the current engine speed n *. is stored (Mm «, * f (MM, I *)).

2. The method according to claim 1, characterized in that in the engine dynamics KennfeW additionally the maximum Momentβngradient (dMM / dtJmβu with the spontaneously retrievable maximum torque MUw of the internal combustion engine as quickly as possible, stored as a function of the current engine torque MM and the current engine speed n * Is (0MMMW-f (MM.HM)).

3. The method according to claim 1 or 2, characterized in that the engine dynamics Hc Kennfeto by the stationary VoWast torque characteristic MVL (ΠM). the Nuttmomentlinie (MM ^■ 0), the idle speed m * and the Abregeldrehzahl n », the internal combustion engine is limited

4. The method according to claim 3, characterized in that the engine tordynamik KennfekJ by the Saugmomentkennlinie M ^ ΠM) and the Ladeegrenzdrehzahl ni ^ _j nk, the internal combustion engine in four areas (A, B, C, D) urv terteRt lst

.. - in a below the SaugmomentkennKnie MS (ΠM) and below the charging limit speed n ^ jnjn lying first region (A; MM ≤ 0 <MS (ΠM) n '≤ n _M <nunin), in which the maximum torque MUkCnμ) of the internal combustion engine is formed spontaneously by the corresponding value of the intake torque Mβ (n _M ) (MΠM ^ ΠM) = MS (OM)) and with a high maximum momentum gradient (dMn / dtW is reachable,

- in a below the Saugmomentkennlinie Ms (n _M ) and above the Ladegrenzdrehzahl now! »lying second range (B; 0 ≤ MM <Ms (n _M ), n ^ mm ≤ r ** ≤ nim). in which the spontaneously retrievable maximum torque M _n WnM) of the internal combustion engine is likewise formed by the corresponding value of the intake torque M $ <n _M ) (MmUnM) = M8 (n _M )) and with a high maximum torque gradient (dM ^ / dtW is reachable,

in a third region (C; M ₈ (OM) ≦ MM <MVL (ΠM), ntjnn ≦ THΛ adjacent to the second region (B) above the suction moment characteristic Ms (nM) and above the charge limit rotational speed n ^ nm ≤ »W, in which a further increase of the motor torque MM is possible with a lower torque gradient (dMMfetW up to the jewel value of the stationary VoMast torque characteristic MVL (ΠM),

and in a fourth region (D; Ms (n _M ) ≦ MM <Mvt (nM), nu ≦ ΠM <adjacent to the first region (A) above the suction torque characteristic Ms (n _M ) and below the charge limiting rotational speed rvmto "VJ, *), in which without an increase in the engine speed n _M Ober the charging limit speed n ^ mt» a further increase in the engine torque MM short term is not possible

5. The method according to claim 4, characterized in that the Saugmomentkenniinie MβfyiM) of the engine in the Motordvnamik- Kennfek approximated by a straight line with constant suction torque (Me ^s const.) Is, and that at least in the first two areas (A, B ) of the engine dynamics characteristic field, in each case a single spontaneously callable maximum torque M _{IMH of} the internal combustion engine and / or a single maximum torque gradient (dMWdtW for the fastest possible reaching of the maximum torque Mπwx is used. β. Method according to one of claims 1 to 5, characterized in that the characteristics of the engine dynamics characteristic (Mmu = f (MM, ΠM), (dMoi / dtW ■ f (MM · ΠM)) and / or the TeOungslinien or TeHungβwβrte (MS (OM), nijnfe,) of the engine dynamics characteristic and / or the limiting lines or limiting values (MVL (ΠM). OM * »W of the engine dynamics characteristic in the context of an application of the transmission control at the transmission manufacturer to a specific vehicle type or a specific vehicle variant and be transferred to the data memory of a provided for the relevant vehicle type or the relevant vehicle variant transmission control unit.

7. The method according to any one of claims 1 to β, characterized in that the characteristics of the engine dynamics Kennfieldes (Mm «, ^■ f (MM, nμ), (dMM / dtW ■ f (MM · ΠM)) and / or the Teennungsllnien or Teiungswerte (M ^ rm). π ^ mjn) of the engine dynamics characteristic and / or the boundary lines or limiting values (MVL (Π _M ), n * u, nm) of the Motofdynamlk-Kenrrfek.es at Fahrzeughersteler at the end of the assembly line of a motor vehicle be transferred to the data memory of the Getriebesteuergerfites.

8. The method according to any one of claims 1 to 5, characterized in that the characteristics of the engine dynamics characteristic (ULm * f (MM, OM). (DMM / dt) mw * f (MM, Γ »M)) and / or the Telungslinien or Teiungswerte (MsOta). nv_mtn) of the engine dynamics characteristic and / or the boundary lines or limiting values (MVL (ΠM). ΠM * nm) of the engine dynamics characteristic at the first commissioning of a motor vehicle at the vehicle manufacturer or at a service center repaired by a motor vehicle automatically from the engine control unit Data memory of the Getriebesteuergerfites be transferred.

9. Method according to one of claims 1 to 8, characterized in that the characteristic values of the motor dynamic characteristics are (MLm * f (MM · ΠM) · (dMMMtW ⁸ f (MM · ΠM)) and / or the pitch lines or division values (MS (HM), nj, i _T *,) of the motor dynamic characteristic and / or the boundary lines or limiting values (MVUΠM). nu * now) of the engine dynamics map at the first commissioning of a motor vehicle at Fahrzeughersteiler an activated learning mode of Getriebesteuergerfites detected by passing predetermined Lasteufbausequenzen and transferred to the data memory of the transmission control unit or used to adapt stored in the data memory initial values.

10. The method according to claim 9, characterized in that passing through predetermined load build-up sequences in an activated learning mode of the Getriebesteuergerites for determining characteristics and / or TeβungsHnien or division values and / or boundary lines or limit values of the engine dynamics map in a real driving on a test track takes place

11. The method according to claim 9 or 10, characterized in that the passage through predetermined load construction sequences in an activated Lemmodus the Getriebesteuergerfites to determine characteristics and / or division lines or Teflungβwerten and / or boundary lines or limiting values of the engine dynamics map in a simulated driving on a role test.

12. The method according to any one of claims 1 to 11, characterized in that the characteristics of the engine dynamics map (M * << - f (MM · ΠM). (DMy / dtW ■ f (MM, n _M )) and / or the Telungsiinien or TeMungswerte (MS (IIM), now »») of the engine dynamics map and / or the boundary lines or limiting values (MvUnM), nu, »» W of the Motordynamik-Kennfeldeβ in the normal ferry operation of a motor vehicle when passing through suitable Lastaufbausequenzen recorded and adapting the values in the datastore are used.

13. The method according to any one of claims 4 to 12, characterized in that for the determination or adaptation of the SaugmomentkennHnie Mβ (n _M ) of the internal combustion engine is provided that preferably in fully closed drive train, starting from a below the Saugmo- mentenβ engine torque (MM <Mβ (nM »the engine torque MM with high torque gradient dMM / dt» 0 «is increased until a discontinuous decrease in the torque gradient dM ^ / dt is detected, and that the value of the motor torque MM at the occurrence of the discontinuity of the momentary gradient dMu / dt takes place as and valid value of the suction torque characteristic MsO *) is stored or used to adapt the suction torque characteristic Mg (nM).

14. The method according to any one of claims 4 to 13, characterized in that for the determination or adaptation of a maximum torque gradient (dMMfdt) bm »for the fastest possible reaching of the maximum torque Mm« is provided that at a well above the current engine torque MM target torque M _M I the outside of active operating limits set torque gradient dM ^ dt detected and as a benign value of the maximum torque gradient (dM ^ dt) * «stored or used to adapt the maximum torque gradient (dMM / dt) maχ.

15. The method according to any one of claims 4 to 14, characterized in that provided for the determination or adaptation of the charging limit speed n ^ ^ of the internal combustion engine dasβ a safely below the actual charging limit speed n ^ «*, lying lower üκJegrenzdrehzahl n ^ n ** defined and is corrected upward if, at the relevant engine speed, the engine torque MM is increased by an engine torque (MM <M ₈ (OM)) below the intake torque with a high torque gradient άWytHt »0 until a discontinuous decrease in the torque gradient dMJdt to NuN is detected in that an upper charging limit speed ix ^ i ** which is safely higher than the actual charging limit speed iV _j nin is defined and corrected downwards if, at the relevant engine rotational speed N, the engine torque MM is from an engine torque below the intake torque (MM <MS (IIM)). is increased with a high moment of inertia dNWdt »0, until a discontinuous decrease of the moment gradient dM ^ dt to a value greater than zero is detected, and that both load limit speeds (iV _j « wu, iV _j nwo) or the mean of both as the sought charging limit nι _vjn m set or for the adaptation of the charging limit speed O ₁ ^ m _{n is} used when the lower charge limit speed n ^ mn * and the upper charge limit speed ι \ _mwo within a predetermined tolerance threshold match.

16. The method according to any one of claims 4 to 15, characterized in that is provided for determining or adaptation of the charging limit speed n ^ ^ n of the Verbrennungsrnotors that in an operating situation with a lying below the suction torque M ₈ (HM) driving resistance MFW (M _f w <MSO ¹ IM)) and a top of the suction torque M ₈ (HM) lying SoHmo- ment M ₉₀ * (M _N I> M ₈ (HM)) starting (from one operating point to a temperature below the suction torque Mβύta) motor torque MM MM <MS (IIM)) and an engine speed n _M (ΠM <fK _j nh) below the charging limit speed i \ _j nm, with an initial increase of the engine speed n _M, initially an increase of the engine torque MM up to the intake torque MS (ΠM) and subsequently a further increase in the engine torque MM exceeds the intake torque MstriM), and that the engine rotational speed n _M at the point in time of the suction torque M ₈ (HM) is determined by the engine torque MM as the desired charge limit rotational speed n ^ _j *, set or used to adapt the charging limit riunin.

17. The method according to any one of claims 4 to 16, characterized in that provided at an existing boost pressure sensor for determining or adaptation of the charging limit n ^ n * of the engine is that in an operating situation with a unterhat) of the suction torque M ₈ ^ M) lying Farirwiderstandsmoment MFW (MFW <MS (IIM)) and a suction torque MS (HM) lying above the target torque M _N I (M _N I> M ₈ (HM)), starting from an operating point with a lying below the suction torque M ₈ (HM) engine torque MM (MM (M)) <M ₈ (HM)) and one below the Ladegrenzdrehzahl m ^ n _k , Henden engine speed n _M (nu (tθ) <rv ^ ^ m) with a moderate increase in the engine speed n _M, first an increase of the engine torque MM up to the suction torque MS (DM) (ti to t2) and subsequently a further increase of the engine torque MM above the intake torque M ^ nu) takes place, and that the engine speed n »* set at the time (t3) of a detected increase in the boost pressure as the sought charging limit nt_mh or for adapting the charge limit speed n ^ nm is used ,

18. The method according to claim 16 or 17, characterized in that an optionally existing operating limit to avoid a high engine torque MM at low, near the idling speed nu * lying engine speed ΠM is temporarily disabled.