EP2614243A1

EP2614243A1 - Method for operating a drivetrain

Info

Publication number: EP2614243A1
Application number: EP11738733.2A
Authority: EP
Inventors: Norbert Wiencek; Bernd Döbele
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2010-09-09
Filing date: 2011-08-03
Publication date: 2013-07-17
Also published as: WO2012031836A1; US20130172148A1; CN103097700A; DE102010040455A1

Abstract

The invention relates to a method for operating a drivetrain by means of a drive unit, having a multi-step variable speed transmission connected between the drive unit and a power output, said transmission comprising a plurality of gears that can be manually selected by the driver, and having a clutch that can be manually actuated by the driver, wherein a torque desired by the driver is determined as a function of an actuation by the driver of an accelerator pedal of the drivetrain, on the basis of which the drive unit can be operated, wherein whenever the clutch is opened by the driver and when furthermore a gear change is carried out by the driver, the torque desired by the driver is not used for operating the drive unit, but rather the drive unit is automatically operated by a speed regulator, wherein a target value of the speed regulator is determined automatically such that a target value independent of the current transmission input speed is used in a first phase of the speed regulator, and a target value dependent on the current transmission input speed is used in a second phase of the speed regulator.

Description

Method for operating a drive train

The invention relates to a method for operating a drive train according to the preamble of claim 1.

From DE 10 2008 042 385 A1 a method for operating a drive train with a drive unit and with a switched between the drive unit and an output manual transmission is known. In a manual transmission, it is a variable-speed transmission, which has a variety of manual manually insertable aisles. According to the method disclosed there, it is proposed for shift assistance to use a transmission brake which is in operative connection with a transmission input shaft or can be brought in to automatically reduce a rotational speed difference which occurs due to switching on a gear clutch of the target gear. With this method according to DE 10 2008 042 385 A1, a shift assistance for a drive train with a manual transmission can already be provided to a certain extent.

Although prior art methods are known which can provide shift assistance to a powertrain having a manual transmission, there is a need for novel methods of operating a powertrain that further improve shift assistance on a powertrain having a manual transmission can.

On this basis, the present invention based on the object to provide a novel method for operating a drive train. This object is achieved by a method according to claim 1. According to the invention, when the clutch is opened on the driver side and, furthermore, when a gear change is carried out on the driving side, the driver request torque is not used to operate the drive assembly. Rather, according to the invention in this operating situation of the drive train, the drive unit automatically operate in a speed control, a setpoint for the speed control is determined automatically such that in a first phase of the speed control independent of the current transmission input speed setpoint and in a second phase of the speed control of the current transmission input speed dependent setpoint is used for speed control of the drive unit.

According to the invention, it is therefore proposed that, when a driver-side actuated clutch of the drive train is open and when the driver side a gear change is performed to operate the drive unit automatically in a speed control, wherein the speed control is divided into two phases, namely in a first phase in which a setpoint for the speed control is determined independently of the current transmission input speed, and in a second phase in which the target value for the speed control is determined depending on the current transmission input speed. This makes it possible, in a particularly preferred manner to adapt the speed of the drive unit to a transmission input speed to after execution of a gear change in the following

Closing the clutch to ensure the lowest possible speed difference between the drive unit speed and the transmission input speed and thus to minimize wear of the clutch.

According to an advantageous embodiment of the invention, a setpoint for the speed control is automatically used in the first phase of the speed control, which is dependent on a transmission output speed and a gear ratio of the gear engaged before the gear change, in the second phase of the speed control automatically setpoint for the speed control is used, which corresponds to the filtered, current transmission input speed. At the latest in a synchronization phase of the transmission, a setpoint for the speed control is automatically used, which corresponds to the filtered, current transmission input speed.

Preferred embodiments of the invention will become apparent from the dependent claims and the description below. Embodiments of the invention will be described, without being limited thereto, with reference to the drawings. Showing:

Fig. 1 is a schematic arrangement of a drive train;

Fig. 2 is a state graph for illustrating the invention;

Fig. 3 is a first time chart for illustrating the invention for an upshift; and

Fig. 4 is a second timing diagram to illustrate the invention for a downshift.

The invention relates to a method for operating a drive train, wherein FIG. 1 shows a highly schematized drive train diagram of an exemplary drive train in which the method according to the invention can be used.

Thus, the drive train of FIG. 1 has a drive unit 1, an output 2 and a switched between the drive unit 1 and the output 2 stage change gear 3, which has a plurality of manual side manually insertable gears. Such a variable speed transmission with manually insertable gears is also referred to as a manual transmission.

Furthermore, the drive train of FIG. 1 comprises a driver side manually operable clutch 4, which is connected between the drive unit 1 and the variable speed transmission 3. Furthermore, Fig. 1 shows a clutch pedal 5 for manual operation of the clutch 4, an accelerator pedal 6, which is also referred to as an accelerator pedal, and a brake pedal 7. Clutch pedal 5, accelerator pedal 6 and brake pedal 7 are the driver side operable.

The transmission brake 8 is coupled or coupled to a transmission input shaft 9, wherein the clutch 4 acts on the transmission input shaft 9, via which the transmission input shaft 9 with a drive assembly shaft 10 can be coupled is. A transmission output shaft 1 1 is connected to the output 2 in operative connection.

According to the dashed arrows in FIG. 1, the above-mentioned assemblies of the drive train with a control device 12 exchange control-side data for operating the drive train. Thus, the control device 12 as input data, a rotational speed n1 of the drive unit 1, a speed n9 of a transmission input shaft, a speed n1 1 of a transmission output shaft, a driving speed v2 of the drive train, a clutch pedal position a5, an accelerator pedal position a6, a brake pedal position a7 and one of a not shown Coupling sensor provided clutch position signal x4 provided.

From the clutch position signal x4 and / or the clutch pedal position a5, the control device 12 can close whether the clutch 4 is fully closed, fully opened or partially closed or

partially open. A distinction is made between three actuation positions or three actuation ranges with regard to the position or position of the clutch 4, namely between a fully opened clutch 4, a fully closed clutch 4 and a partially closed clutch 4. From the accelerator pedal position a6 and / or brake pedal position a7, the control device 12 can derive a desired driver torque. Alternatively, the controller 12 may be provided with a driver request torque also from another controller. A desired driver torque is a torque on the basis of which the drive unit 1 can be operated such that it provides an actual engine torque corresponding to the driver's desired torque, wherein a fuel quantity supplied to the drive unit 1 is typically determined depending on the driver's desired torque.

As a further input variable, the transmission controller 12 is provided with a signal x3 of the transmission 3, wherein the signal x3 of the transmission 3 is an output variable of a so-called neutral switch 13 of the transmission 3. The signal x3 accordingly provides information as to whether the variable speed transmission 3 or the manual transmission is in a neutral position or not.

Depending on the above input variables, namely as a function of a defined evaluation of one or more of the input variables described below, the drive train is operated, the control device 12 according to FIG. 1 providing two output quantities Y1 and Y8, namely an output variable Y1 for operating the drive unit 1 and an output quantity Y8 for operating the transmission brake 8.

In the following, it should be assumed that a distinction is made between the five operating states 14, 15, 16, 17 and 18 shown in the state graph of FIG. 1 during operation of the drive train shown in FIG. 1, wherein no switching is active in operating state 14 in the variable speed transmission 3 and therefore no circuit is executed, as well as in the operating state 14, the clutch 4 is fully closed. Likewise, no circuit is active in the operating state 18 in the variable speed transmission 3 and the clutch 4 is closed. However, the operating conditions 14 and 18 differ with respect to an engine intervention provided by the control device 12, wherein in the operating state 14 the engine intervention provided by the engine control device 12 is not active, whereas in the operating state 18 the engine engagement provided by the control device 12 is active.

Under this engine intervention of the control device 12 is to be understood that in non-active engine engagement, the drive unit 1 is operated based on the above-mentioned driver's desired torque. On the other hand, when the engine is engaged, the power plant 1 is not operated based on the above-mentioned desired driver torque, but rather otherwise described in detail below.

In the operating states 15, 16 and 17, a shift is carried out in the variable speed transmission 3, in these three operating states 15, 16 and 17, therefore, a circuit in the variable speed transmission 3 is active, wherein in the operating state 15, the clutch 4 is opened or partially open / closed and the engine intervention provided by the control device 12 is not active, wherein in the operating state 16, the clutch 4 is fully open and the engine intervention provided by the control device 12 is active, and wherein in the operating state 17, the clutch 4 is closed or partially open / closed and the engine intervention provided by the controller 12 is active.

When executing a circuit in the variable speed transmission 3, the operating states 14, 15, 16, 17 and 14 are typically run through successively. Furthermore, it is possible for the operating states 14, 15, 17 and 14 to be run one after the other, namely when the clutch 4 is simply tapped on the driver side and then released again.

It is also possible that the operating states 14, 18 and 14 are passed through, namely in particular in a push-pull change in the drive train outside of gear changes and circuits.

Furthermore, the operating states 14, 15, 14 or 14, 15, 16, 14 can also be run through, namely when in the operating states 15 and / or 16 signals fail.

The transition between the operating states 14 to 18 is defined according to FIG. 2 via so-called transition conditions 19, 20, 21, 22, 23 and 24. Thus, a transition from the operating state 14 to the operating state 15 is possible when the transition condition 19 is met. From the operating state 15 to the operating state 16 can then be changed, if the transition condition 20 is met. Then, when the transition condition 21 is satisfied, either the operation state 15 can be changed to the operation state 17 or the operation state 16 can be changed to the operation state 17. Then, when the transition condition 22 is satisfied, it is possible to change from the operating state 17 to the operating state 14 or from the operating state 18 to the operating state 14. The transition condition 23 defines the transition from the operating state 14 to the operating state 18, whereas the transition condition 24 defines the change from the operating state 16 to the operating state 17.

On the individual operating conditions 14 to 18 and the transition conditions 19 to 24 will be discussed in detail below. As already stated, no circuit is active in the operating state 14 in the variable speed transmission 3, further, the clutch 4 is fully closed. Operating state 14 is an idle state between two circuits. In operating state 14, the above-mentioned engine intervention of the control device 12 is not active, but in the operating state 14, the drive unit 1 is operated depending on a driver's desired torque, which either the control device 12 is determined or provided by another control device. As already stated, the desired driver torque is dependent on the accelerator pedal position a6. In operating state 14, the output quantity Y1, on the basis of which the drive unit 1 is operated, corresponds to the driver's desired torque. In operating state 14, the transmission brake 8 is switched off via the output variable Y8. Furthermore, in the operating state 14, the ratio of the transmission input rotational speed n9 and the transmission output rotational speed n1 1 is used to calculate the current transmission ratio, wherein an actual gear currently engaged in the variable speed transmission 3 can be determined or calculated depending on this transmission ratio. The gear ratio and the actual gear can be stored in the controller 12.

In the operating state 15, in which a circuit is active in the variable-speed transmission 3, the clutch 4 is opened, so that accordingly in the operating state 15, the clutch 4 is partially opened or partially closed. Even in the operating state 15, no intervention of the control device 12 takes place on the engine torque, but also in the operating state 15, the drive unit 1 is operated depending on the driver's desired torque. Accordingly, in the operating state 15, the driver himself influences a torque withdrawal of the drive unit 1 by means of his accelerator pedal actuation a6. Accordingly, even in the operating state 15, the output signal Y1 output by the control device 12 corresponds to the driver's desired torque. In the operating state 15, the transmission brake 8 is also deactivated via the output variable Y8. In the operating state 16, in which a circuit is also active in the variable speed transmission 3, the clutch 4 is fully open. According to the invention, it is proposed that when the clutch 4 is fully opened on the driver side and if the driver continues to execute a gear in the variable speed transmission 3, ie when the operating state 16 is present, the driver unit is not used to operate the drive unit 1, but rather the drive unit 1 becomes operated depending on an intervention of the control device 12, namely such that the drive unit is automatically operated in the operating state 16 in a speed control.

This speed control, which is specified by the control device 12, is carried out automatically such that in a first phase of the speed control independent of the current transmission input speed n9 setpoint for the speed control is used, wherein in a subsequent to the first phase phase of the speed control of the current transmission input speed dependent setpoint for speed control of the drive unit 1 is used.

The setpoint used in the first phase of the speed control in operating state 16 is preferably determined as a function of a transmission output rotational speed n1 1 and as a function of a ratio of the transmission 3 of the gear engaged in the transmission 3 before the gear change. The valid before the execution of a gear change transmission output speed n1 1 is multiplied by the valid before the gear change gear ratio of the last engaged gear to provide in this way the target value for the first phase of the speed control in the operating state 16. The required translation was calculated in operating state 14. According to an advantageous embodiment of the invention, the target speed for the speed control of the vehicle speed v2 is tracked in the first phase of the speed control in the operating state 16.

Furthermore, preferably in the first phase of the speed control, the current transmission input speed 9 is filtered and calculated from the filtered, current transmission input speed n9 of the transmission 3, a theoretical target value for the speed control, but this is not used in the first phase for speed control. Rather, the speed control in the first phase is based on the setpoint, which is dependent on the valid before the gear change transmission output speed and the engaged before the gear change gear.

After the first phase of the speed control, which is preferably defined by a constant, administrable period of time, the filtered, current transmission input speed n9 is used as a target speed for the speed control in the subsequent, second phase of the speed control, with increasing time the filtering effect of the filtering the transmission input speed n9 is attenuated in the setpoint formation for the speed control. At the latest in and after a synchronization phase of the transmission 3, the current unfiltered transmission input speed is used as the desired speed for the speed control.

The above speed control, namely the duration of the second phase of the speed control or the total duration of the first phase and the second phase of the speed control is limited by an applizierbare, maximum time, after which the speed control is automatically canceled. After exceeding this maximum time, the above speed control is not allowed until the next circuit. The above speed control is also stopped immediately when the clutch 4 is not fully open. Accordingly, if the clutch 4 is closed on the driver side, the above speed control is automatically aborted, both from the first phase of the speed control and from the second phase of the speed control.

The filtering of the current transmission input speed n9 to determine the setpoint for the speed control in the second phase of the same can be done via a moving averaging. The filtering effect of this filtering decreases with increasing time of the speed control.

For speed control, the corresponding setpoint for the speed control is compared with a metrologically detected actual value of the speed n1 of the drive unit 1, wherein depending on a control deviation, a controller generates a control variable, so that the actual speed of the target speed is approached or follows. This can be realized via a PID controller. Alternatively, this scheme can also be done map-dependent. In the manipulated variable of the controller, which outputs the same to approximate the actual speed of the target speed, it is typically a target torque for the drive unit. 1 The target torque determined by the controller can be corrected to compensate for friction losses of the drive unit 1 with an offset value.

The subdivision of the above speed control into the first phase and the second phase has the advantage that at the beginning of the first phase, in which the current transmission input speed can still be subject to strong vibrations, an independent of the current transmission input speed setpoint for the speed control is used. Only in the second phase of the current transmission input speed dependent setpoint for the speed control is then used, optionally existing swinging the transmission input speed can be filtered. Then, when the speed control is terminated in the operating state 16 and the operating state 16 is still active or when it is moved to the operating state 17 by closing the clutch, an intervention via the control device 12, namely such that the drive unit 1 depends on a torque setpoint is basically decoupled from the driver request torque, but is limited by the driver request torque.

Accordingly, in the operating state 17 and in the operating state 16 when the speed control is terminated, the control device 12 does not provide a speed setpoint for operating the drive unit, but rather a torque setpoint which is basically decoupled from the driver's desired torque but limited by the driver's desired torque. The output value for this torque setpoint is the last engine setpoint torque valid in the operating state 16 based on the speed control, wherein when the torque setpoint is less than the desired driver torque, the torque setpoint is raised to the desired driver torque based on the last engine target torque valid during the speed control. The increase of the torque setpoint to the driver pedal torque dependent on the accelerator operation can be done continuously or in several steps.

Then, when the clutch 4 is partially closed and the torque command value corresponds to the driver request torque, the engine engagement by the controller 12 is not deactivated. On the other hand, when the clutch 4 is fully closed and equality exists between the driver request torque and the torque command value, the engine engagement by the controller 12 is deactivated and the power plant 1 is subsequently operated based on the driver's desired torque. As already stated, the operating state 18 is an operating state outside a circuit, in which therefore no transmission is active in the transmission 3 and in which furthermore the clutch 4 is completely closed.

The operating state 18 preferably corresponds to a push-pull change in the drive train, wherein in a push-pull change in the drive train, the drive unit 1 is operated via an engine intervention by the controller 12 so dependent on a torque setpoint that the torque setpoint delayed to that of the Accelerator pedal dependent driver input torque is adjusted.

This engine intervention in the push-pull change is preferably carried out only when the accelerator pedal 6 from a thrust position, which is defined for example by an accelerator operation a6 of less than 3%, the driver side moves out. When an accelerator pedal pedal a6 below this thrust position of the torque setpoint is set to approximately zero, but not yet used to operate the drive unit 1. Only then, when the accelerator pedal has been moved out of the push position, if the accelerator pedal angle a6, for example, greater than or equal to 3%, a torque setpoint is given, which is adapted delayed to the driver's desired torque. At this time, the driver's request torque serves as the maximum value, from which it follows that when the driver's requested torque is smaller than the torque command value, the driver's request torque is used to operate the power plant 1, and if the driver's request torque is larger than the torque command value, the torque command value is delayed Driver's desired torque is approximated. Then, when the torque command value reaches the driver's desired torque, the operating state 18 is left, changed to the operating state 14 and this engine intervention, which is permitted only once per push-pull change terminated. The transition condition 19 for changing from the operating condition 14 to the operating condition 15 is satisfied when the clutch state of the clutch 4 changes from a fully-closed to a partially-closed clutch when the input signals of the controller 12 are valid when a vehicle speed v2 is greater than one is predetermined limit value, and when an ignition of the motor vehicle is turned on.

The transition condition 20 for changing over from the operating state 15 to the operating state 16 is satisfied when the clutch state has changed from a partially closed state to a fully opened state, if the input signals of the control device 12 continue to be valid, moreover if the vehicle speed is greater than that already mentioned limit value, and when the ignition is switched on.

The transition condition 21 for changing from the operating state 16 to the operating state 17 or to the change from the operating state 15 to the operating state 17 is fulfilled when the clutch 4 is closed and therefore the clutch state is partially closed, if furthermore the input signals of the control device 12 are valid, when the vehicle speed is greater than the aforementioned limit, and when the ignition of the motor vehicle is turned on.

A change from the operating state 17 to the operating state 14 and a change from the operating state 18 to the operating state 14 in the sense of the transition condition 22 takes place when the clutch 4 is fully closed and further when a torque setpoint for operating the drive unit 1 is greater than or equal to the driver's desired torque , Alternatively, the transient condition 22 is satisfied when one or more of the input signals of the controller 12 are invalid or when the ignition of the motor vehicle is off or when the vehicle speed is less than a threshold. The transition condition 23 for changing over from the operating state 14 to the operating state 18 is satisfied when the clutch 4 is closed, when the accelerator pedal is further transferred from the pushing position to a pulling position and, in addition, when input signals of the control device 12 are valid, the vehicle speed increases as a limit and the ignition of the motor vehicle is turned on.

A change from the operating state 15 to the operating state 14 in the sense of the transition condition 24 takes place when either at least one input signal of the control device 12 becomes invalid or if the vehicle speed becomes smaller than a limit value or if the ignition of the motor vehicle is switched off.

According to an advantageous development of the method according to the invention can with fully open clutch 4 and when running a circuit, ie when the operating state 16 is present and continue for the transmission 3, the neutral switch 13 according to the signal x3 indicates that a neutral position of the transmission 3 is present , the transmission brake 8 via the output signal Y8 of the control device 12 are automatically activated, namely, when a difference between an engine speed n1 of the drive unit and a preferably filtered transmission input speed n9 is greater than a applizierbarer, first upper limit. Then, when subsequently this difference between the engine speed n1 and the transmission input speed n9 reaches or falls below a second lower limit, the transmission brake 8 is subsequently deactivated again automatically via the output signal Y8. Further, the transmission brake 8 is then deactivated when a transition condition from the operating state 16 is met in another operating state, that is, when the operating state 16 is no longer valid. Furthermore, the transmission brake 8 is automatically deactivated when the clutch 4 is not fully open and / or when the neutral switch 13 of the transmission 3 signals that the transmission 3 is no longer in neutral.

Fig. 3 and 4 show over time t a plurality of temporal signal waveforms that can be formed using the method according to the invention, namely in Fig. 3 for an upshift and in Fig. 4 for a downshift, wherein in Figs. 3 and 4 on the Time t are respectively an accelerator pedal operation a6, a clutch pedal operation a5, an engine speed n1, a transmission input speed n9, an accelerator operation-dependent driver demand torque MFW, an actual torque M1 -IST of the power plant 1, a torque target value M1 -SOLL for the power plant 1, an operation signal Y8 for the transmission brake 8 and a signal Z are plotted. The signal Z provides information about the state of the clutch 4, so information about whether the clutch 4 is fully closed, fully open or partially closed or partially open.

In the case of the upshift of FIG. 3, the driver at the time tO the accelerator pedal operation a6 back, wherein at the time t1, the clutch is actuated and the clutch state changes from fully closed to partially closed. At time t2, the clutch 4 is then fully opened, in which case the operating state 16 is present, in which initially a speed control takes place. The first phase of the speed control, in which an independent of the transmission input speed n9 setpoint for the speed control is used between the times t2 and t4, the first phase of the speed control is thus characterized by At. Fig. 3 can be further seen that at time t3 via the signal Y8, the transmission brake 8 is activated until time t4 to decelerate the transmission input speed n9. At time t5, the synchronization in the transmission starts and the new gear is switched, wherein at the time t6 the synchronization is completed and the gear is engaged. At the time t7, the driver starts to accelerate again by actuating the accelerator pedal 6, the second phase of the speed control ending at the instant t8. Subsequent to the time t8, therefore, no more speed control is made for the operation of the drive unit 1, but a torque setpoint M1 -SOLL is given, which is decoupled in principle from the driver's desired torque MFW, but is limited by the driver's desired torque MFW maximum. The actual motor torque M1 -IST follows the torque setpoint M1 -SOLL. At time t9, the clutch changes from partially closed to fully closed. At time t10, there is equality between the driver request torque MFW and the torque command value M1 -SOLL. before, so that then the engine intervention is terminated and the operation of the drive unit 1 is performed based on the driver's desired torque MFW. With Δη1 or Δη2, the limit values for the rotational speed difference between the transmission input rotational speed n9 and the engine rotational speed n1 are visualized in FIG. 3, in which the transmission brake 8 is activated or deactivated.

In the case of the downshifting of FIG. 4, the driver also begins at time t0 with a return of the accelerator pedal position a6 and thus with a gas take-off, wherein the clutch state completes the state of being partially closed at the time t1. At the time t2, the state changes from partially closed to fully open, in which case the first phase of the speed control takes place starting at the time t2 until the time t4. With the time t4 is switched to the second phase of the speed control, wherein previously at time t3 of the synchronization process in the transmission starts and a gear in the transmission is turned on. At time t5, the synchronization process in the transmission is completed and the new gear is engaged in the transmission 3. At the time t6, the driver begins to accelerate again by actuating the accelerator pedal 6, the second phase of the speed control ends at time t7 and a torque setpoint M1-SOLL for the operation of the drive unit is decoded, which is basically decoupled from the driver's desired torque MFW, but by the same is limited. At time t8, the clutch state changes from partially closed to fully closed. At time t9 equality between the driver request torque MFW and the target torque M1 -SOLL is present, so that then the engine intervention is terminated again and the operation of the drive unit 1 is based on the driver's desired torque.

Designation drive unit

output

Variable speed gearbox / manual gearbox clutch

clutch pedal

accelerator

brake pedal

transmission brake

Transmission input shaft

Prime mover shaft

Transmission output shaft

control device

neutral switch

operating condition

Transition condition

Claims

claims

1 . Method for operating a drive train with a drive unit, with a switched between the drive unit and an output stage change gear, which has a plurality of manual side manually engageable gears, and with a driver side manually operable, between the drive unit and the variable speed transmission clutch, depending on a driver-side actuation of an accelerator pedal of the drive train, a driver's desired torque, based on which the drive unit is operable, is determined, characterized in that when the clutch is open on the driver side and further when driving side gearshift is executed, not the driver request torque is used to operate the drive unit Rather, the drive unit will operate automatically in a speed control, with a target value for the speed control is determined automatically such that in a first phase of the Drehza hlregelung one of the current transmission input speed independent setpoint and in a second phase of the speed control, a dependent of the current transmission input speed setpoint for speed control of the drive unit is used.

2. The method according to claim 1, characterized in that in the first phase of the speed control automatically a target value for the speed control is used, which is dependent on a transmission output speed and a gear ratio of the engaged before the gear change gear.

3. The method of claim 1 or 2, characterized in that in the second phase of the speed control automatically a target value for the speed control is used, which corresponds to the filtered transmission input speed.

4. The method according to claim 3, characterized in that a filtering effect of filtering the transmission input speed is automatically attenuated with increasing time.

5. The method of claim 3 or 4, characterized in that at the latest in a synchronization phase of the transmission, a setpoint for the speed control is automatically used, which corresponds to the filtered transmission input speed.

6. The method according to any one of claims 1 to 5, characterized in that the length or duration of the first phase of the speed control over a constant, administrable time is determined.

7. The method according to any one of claims 1 to 6, characterized in that the length or duration of the second phase of the speed control or the total duration of the first phase and the second phase of the speed control is limited over an applicable maximum time.

8. The method according to any one of claims 1 to 7, characterized in that the speed control is then automatically canceled when the clutch is closed on the driver side.

9. The method according to claim 8, characterized in that subsequent to the speed control, the drive unit depending on a torque setpoint, which is decoupled from the driver's desired torque, operated, wherein the driver's desired torque limits the torque setpoint.

10. The method according to claim 9, characterized in that the torque setpoint, when the driver's request torque is greater, is raised from a last valid in the speed control engine torque to the driver's desired torque.

1 1. Method according to one of claims 8 to 10, characterized in that with partially closed clutch, this decoupling of the torque setpoint is maintained by the driver's desired torque.

12. The method according to any one of claims 8 to 1 1, characterized in that when fully closed clutch decoupling of the torque setpoint is terminated by the driver's desired torque.

13. The method according to any one of claims 1 to 12, characterized in that when the clutch is fully open and in a transmission in neutral and when a difference between the engine speed and the transmission input speed is greater than a first, upper limit, a transmission brake automatically activated is to reduce the transmission input speed, wherein when the difference between the engine speed and the transmission input speed reaches or falls below a second, lower limit, the transmission brake is automatically deactivated.

14. The method according to any one of claims 1 to 13, characterized in that when completely closed clutch outside a gear change in a push-pull change in the drive train, the drive unit is operated depending on a torque setpoint such that the torque setpoint is delayed adapted to the driver's desired torque ,