FR2750369A1 - Automatic torque transmission system and/or automatic gear-box for motor vehicle drive-train - Google Patents

Abstract

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

Description

 The present invention relates to a vehicle equipped with a device for controlling an auromatized torque transmission system and / or an automated transmission located in the drive train of a vehicle comprising a drive motor.

 Devices of this kind are used for example in vehicles where control units generally act independently of one another.

Such independent control of the various assemblies such as for example the engine, the automated torque transmission system, and if necessary an automated transmission, may for example have the consequence that the engine is actuated at an operating point of fairly high power. , although on the clutch side or on the transmission side, this power is not necessary and / or is not imposed.

 An object of the invention is to create a vehicle of the aforementioned type, which has a comfortable driving behavior, for example when controlling operations of changing gear ratios. In addition, the invention aims to create a vehicle of this kind which allows, in a simple and inexpensive way to obtain and guarantee the necessary comfort and improve the known systems. Also, the vehicle created must make it possible to obtain lower consumption and a reduction in the need for resources.

 This result is obtained in accordance with the present invention by the fact that, in a vehicle comprising a device for controlling an automated torque transmission system and / or an automated transmission located in the engine train of a vehicle comprising a drive motor, and furthermore a control unit which is in signal transmission connection with at least one sensor and if necessary with other electronic units such as for example an electronic motor control system, which provides the control of the operating state of the drive motor, the control unit determines a set value for the motor torque and / or for the motor rotation speed or a value representing these data, using a characteristic field or a generator of functions, and it transmits to the electronic motor control system which then determines and controls, by means of this value, a motor torque and / o u a motor rotation speed, or a value representing these data.

 In addition, according to an advantageous example of implementation of the invention, it is possible to equip a vehicle with an automated torque transmission system and / or an automated transmission located in the engine train of a vehicle. comprising a drive motor, and furthermore a control unit and at least one operating member, this control unit ensuring the control of the operating member, provided in number at least equal to the unit , for actuating the torque transmission system for adjusting transmission ratios in the transmission, the control unit being in signal transmission connection with at least one sensor and, where appropriate, with other electronic units , such as for example an electronic motor control system, which controls the operating state of the drive motor, the vehicle being arranged so that the control unit determines a set value for the engine torque and / or for engine speed or a value representing this data using a characteristic field or a function generator and transmits this setpoint to the electronic engine control system which then determines and controls, by means of this value, a motor torque and / or a motor rotation speed or else a value representing these data.

 According to the principle of the invention, a vehicle can also be equipped with a device for controlling an automated torque transmission system and / or an automated transmission located in the engine train of a vehicle comprising an engine of drive, and in addition a control unit and at least one operating member, this control unit ensuring the control of the operating member, provided in number at least equal to the unit, for actuation of the torque transmission system for adjusting transmission ratios in the transmission, this control unit being in signal transmission connection with at least one sensor and if necessary with other electronic units, such as for example a system motor control electronics, which control the operating state of the drive motor, the vehicle being arranged so that when controlling an automated switching process d e transmission transmission ratios, the control unit determines a setpoint for the engine torque and / or for the engine rotation speed or a value representing these data using a characteristic field or a function generator and transmits this setpoint to the electronic motor control system which then determines and controls, by means of this value, a motor torque and / or a motor rotation speed or else a value representing these data.

 In addition, it may be advantageous for the control unit to control at least one operating member which performs the process of switching transmission ratios of the transmission by the fact that switching elements located inside the transmission are actuated by the operating member and the control unit directly or indirectly ensures the control of the electronic control system so that the torque and / or the speed of rotation of the drive motor are subjected, during from the initiation of a process of switching a transmission ratio of the transmission, to a targeted reduction in a first phase.

 Also it is advisable that at least during the process of switching the transmission ratio of the transmission, the control unit determines an engine torque and / or an engine rotation speed and transmits this data to the electronic control system of the motor, which then determines and controls from said data a value of the motor rotation speed and / or of the motor torque or a decrease or an increase in the motor rotation speed and / or of the motor torque.

 In addition, it may be advisable for the control unit to determine, by means of the operating state, a motor torque and / or an engine rotation speed, or else a value representing these data.

The operating state can be determined, for example, using data from sensors and / or other data.

 It is advisable for the control unit to determine, using data from sensors, such as for example a value relating to the accelerator pedal, an engine torque and / or an engine rotation speed.

 It is also advantageous for the electronic engine control system to determine, by means of the value of the engine torque Mmotor-clutch which has been predetermined by the control unit, a setpoint value of engine torque Mmotor which can be controlled.

According to the principle of the invention, it may be advisable for the motor torque setpoint value
M motor is determined from a minimum by means of the predetermined value Mmoteur-clutch and for example by means of at least one other parameter, such as Mmoteur =
Min (Mmotor-clutch x), x X representing another parameter. Also it may be advantageous that Mmoteur is determined as a function of Mmoteurembrayag and if necessary according to the relation M engine = (Mmoteur clutch x)
It may also be advisable for the motor torque setpoint value Mmotor to be determined from a minimum and by means of the predetermined value MmMotor-clutch and and for example by means of another parameter, such as Mmotor = Min ( M clutch motor f (x)), f (x) representing a function f of another parameter x.

 In addition, it may be advisable to use as another parameter a value relating to the accelerator pedal, a vehicle running speed, a wheel rotation speed, an acceleration of the vehicle, a value relating to the accelerator throttle, a injection time and / or engine or transmission speed.

 According to another particular feature of the invention, it can also be provided that a switching intention sensor is in connection with the transmission of signals with at least one control unit, this sensor detecting an operation, on the part of the driver, of an element operable to produce a switching process.

 It is also advisable for the control unit to initiate and / or carry out a switching process using characteristic fields, characteristic curves, or other predetermined data.

 Furthermore, it may be advisable for the control unit to differentiate between at least two operating situations and in this regard, in a first operating situation, a switching process or a modification of the transmission ratio of the transmission n ' is not produced and, in a second operating situation, a switching process or a change in the transmission ratio of the transmission is produced. Also it may be advisable that in the first operating situation, an intention to switch occurs and that, in the second operating situation, an intention to switch does not appear. The switching intention manifests itself for example when a control unit initiates a switching process and when then, under the effect of an activation exerted for example by the electronic motor control system, the torque of the motor is for example decreased and the clutch is disengaged.

 In addition, it may be advisable that, in an operating situation without the manifestation of a change in the transmission ratio of the transmission, the control unit does not exert any influence on the torque and / or the speed of rotation. of the engine determined by the electronic engine control system.

 According to another feature of the invention, it may be advisable that, in an operating situation without the manifestation of a modification of a transmission ratio in the transmission, the control unit determines for the engine torque Mmoteur- clutch a value which is essentially equal to a maximum value, or else to a maximum value multiplied by a factor.

 Also it may be advisable that, in a running situation without manifestation of a modification of a transmission ratio in the transmission, the control unit determines for the engine torque Mmoteur-clutch a value which is substantially constant.

 It is advantageous that, in an operating situation with manifestation of a switching process for example according to which the new transmission ratio is engaged in the transmission, the control unit predetermines a value relating to the engine torque and / or the motor rotation speed.

 In addition, according to a variant implementation of the invention, it may be advisable for the value predeterminable by the control unit with regard to the motor torque and / or the motor rotation speed to be defined by a temporally variable predetermined initial value.

 It is advisable that the initial value of the motor torque and / or the motor rotation speed which can be preset by the control unit is determined according to the operating point and can take a positive value, a negative value or a null value.

 In the case of an increase in the transmission ratio in the transmission in a traction operating mode, it is advantageous that a positive initial value of the motor torque is controlled.

 In addition, it is advisable that, in the case of an increase in the transmission ratio of the transmission in an operating mode in thrust, a zero initial value is controlled for the engine torque.

 In addition, it is advantageous that, in the case of a reduction in the transmission ratio of the transmission in a traction operating mode, a negative initial value is controlled for the engine torque.

 In addition, it is advisable that, in the case of a reduction in the transmission ratio of the transmission in an operating mode in thrust, a negative initial value is controlled for the engine torque.

 In addition, it is advantageous that the value determined by the control unit with regard to the motor torque undergoes, from an initial value, an incrementation or a decrementation as a function of time.

Furthermore, it is advisable for the predetermined value for the motor torque Mmotor (t) to be increased or decreased from an initial value and as a function of time in accordance with the relationship.
M clutch-motor (tn + l) = Mmotor (tn) + mincrèm / decèm (tone + 1) tn representing a time to the instant (ton + 1) and mincrèm / decre an increment or a decrement until the instant tone + 1.

 In addition it is judicious that the increment or the decrement mincrèm / décèm (tn) until the instant (tn) is constant as a function of time or else takes different values as a function of time.

 Furthermore, it is judicious that the increment or the decrement mincrèm / décèm is determined as a function of at least one operating parameter of the vehicle, such as a rotational speed, such as an engine rotational speed and / or a transmission speed. , slippage, a value for the accelerator pedal and / or other parameters.

 It is advantageous that the increment or the decrement comprises at least two parts which are determined as a function of at least one operating parameter of the vehicle such as a rotational speed, such as an engine rotational speed and / or a rotational speed transmission, slip, transmission transmission ratio, a value for the accelerator pedal and / or another parameter.

According to a feature of the invention, it is advisable that at least part of the increment or decrement mincrèm / décèm is determined according to the value concerning the accelerator pedal, for example according to the relation
mincrèm / décèm (pedal value) = a * pedal value
In addition it is judicious that at least part of the increment or the decrement mincrèm / décèm is determined according to the skating for example according to the relation
mincrèm / décèm (skating) = b * skating.

According to a characteristic of the invention, it is judicious that the increment or the decrement mincrèm / décèm (tn) is determined as a function f of different parts, in accordance with the relation
mincrèm / décèm (tn) = f (mincrèm / décèm (tn) (pedal value) - mincrèm / décèm (tn) (skating), x),
x possibly representing another parameter.

In addition, it is advisable that the increment or the decrement is determined as a function of the transmission ratio (SPEED) or of the speed step, for example according to the relation
mincrèm / décèm (ton) (new) = mincrèm / décèm (tn) (old) - K * f (SPEED),
the "new" and "old" symbols constituting parameters and the relation involving a factor K and a function f.

In addition, it is advisable that the increment or the decrement is determined according to the transmission ratio (SPEED) or the speed step, for example according to the relation
mincrèm / décèm (new = = mincrèm / décèm (old) - K * in / iactual) '
the symbols “new” and “old” being considered as parameters representing a new or an old increment or decrement and the relation involving a factor K as well as the transmission ratio in corresponding to the speed n and the corresponding iactual transmission ratio at the speed currently engaged, as well as the predetermined exponent m.

 Furthermore, it is advantageous that the automated gear changeover process is a downshift process in which the gear ratio is greater after the switchover process than before the switchover process.

 According to the principle of the invention, it may be advisable that before the controlled actuation of switching elements situated inside the transmission and / or before the disengagement of the torque transmission system by the operating member. provided in number at least equal to the unit, the speed of rotation / the torque of the motor are reduced in a targeted manner by means of the control unit.

 Also it may be advantageous that, for a reduction in the speed of rotation / of the motor torque, the control unit ensures the activation of the electronic motor control system so that it reduces the speed of rotation / the torque of the motor. engine.

 According to the principle of the invention, it may be advantageous that a direct or indirect activation of the electronic engine system is carried out by means of the control unit and that thus a modification, such as a reduction or an increase, of the torque engine speed and / or engine speed is produced.

 In addition, it is advisable according to the invention, that an indirect activation of the electronic engine system be produced using another electronic unit placed in an intermediate position, such as for example an electronic transmission control system.

 According to the invention, it is advantageous for an indirect activation of the electronic motor control system to be carried out so that the control unit is in signal transmission link with another electronic unit, such as for example a transmission control electronic system, which receives control signals from the control unit, this electronic unit ensuring the activation of the electronic engine control system for a modification, such as a decrease or an increase, of the speed of rotation of the drive unit, one of the electronic units operating as a main unit and the other electronic units operating as secondary units.

 It may also be advisable for the controlled modification, such as an increase or a reduction, of the speed of rotation to be carried out essentially at a predetermined set value, this predetermined set value being defined or calculated by the unit of ordered.

 According to another characteristic of the invention, during the application of a method for controlling an automated torque transmission system and / or an automated transmission located in the engine train of a vehicle comprising an engine d drive, a control unit which is in signal transmission connection with at least one sensor and if necessary with other electronic units, such as for example an electronic motor control system which ensures the control of the state of operation of the drive motor, it may be advisable for the control unit to determine a value relating to the motor torque and / or the motor rotation speed and to transmit this value to the electronic motor control system, which then determines and controls, by means of this value, a motor torque and / or a motor rotation speed.

 In accordance with the invention, it is particularly advantageous to use a device having the characteristics defined above to ensure control.

Other characteristics and advantages of the invention will be highlighted in the following description, given by way of nonlimiting example, with reference to the accompanying drawings in which
FIG. 1 schematically represents an engine train of a vehicle,
FIG. 2 is a block diagram,
FIG. 3 represents a diagram,
FIG. 4 represents a diagram,
FIG. 5 represents a diagram,
FIG. 6 represents a diagram,
FIG. 7 represents a diagram,
Figure 8 shows a diagram and
Figure 9 shows a diagram.

FIG. 1 schematically represents a drive train of a vehicle comprising a drive unit 1, such as an internal combustion engine or another engine, a torque transmission system 2, a transmission 3 and a differential 4, shafts d drive 5 and driving wheels 6 driven by the shafts 5. On the wheels can be arranged rotational speed sensors not shown which detect the rotational speeds of the wheels. The speed sensors can also be functionally associated with other electronic units such as an anti-blocking system
ABS. The drive unit 1 can be arranged as a hybrid drive system comprising for example an electric motor, a flywheel with freewheel and an internal combustion engine.

 The torque transmission system 2 is arranged as a friction clutch and in this respect this torque transmission system can be arranged for example as a magnetic powder clutch, a disc clutch or a torque converter associated with a friction clutch. bypass or as another clutch. In addition, the figure highlights a control unit 7 and an operating member 8 shown diagrammatically.

The friction clutch can also be arranged as an automatically adjusting clutch for wear compensation.

 The torque transmission system 2 is mounted on a flywheel 2a or is connected to it, the flywheel being able to be a divided flywheel comprising a primary inertia mass and a secondary inertia mass, a damping device being arranged between the primary mass of inertia and the secondary mass of inertia, with which is associated a starter ring gear 2b. The clutch comprises a clutch disc 2c provided with friction linings as well as a pressure plate 2d and also a clutch cover 2e and an annular spring 2f. The clutch with automatic adjustment additionally also includes means which allow adjustment as well as corrective wear compensation, in which case a sensor is provided, such as a force or stroke sensor which detects a situation in which a corrective adjustment is necessary and can also be performed during such detection.

 The torque transmission system is actuated by means of a declutching device 9, such as for example a central declutcher, this declutching device being able to carry a declutching bearing 10 which produces, during a stress, a clutch and a declutching of the clutch. The declutching device can however be arranged like a mechanical declutching device, which actuates, biases or maneuvers a declutching bearing or a comparable element.

 The operating member 8, like an actuation unit, controls via a pressure agent conduit 11 or a pressure agent transmission path, such as a hydraulic line, the central declutching device 9, actuated by a pressure agent, for example a hydraulic clutch, for the purpose of clutching and disengaging the clutch. The actuator 8 further actuates by its output element, provided in number at least equal to the unit, or by several output elements, the transmission for its switching, in which case for example, a central shaft the transmission switching element is actuated by the output element or elements of the operating member. This operating member thus actuates switching elements situated inside the transmission with a view to engaging, outputting or permutation of speed steps or steps of transmission ratios, these internal elements being for example a central switching shaft or else switching rods or other switching elements.

 The operating member 8 can be arranged or incorporated as a switching cylinder member which is mounted inside the transmission. The switching cylinder actuates, under the effect of its rotational movement, members guided in guides, like switching elements, with a view to switching speed steps. In addition, the operating member may also include, for switching the speed ranges, also the member serving to actuate the torque transmission system and in this case, it is necessary to have a functional connection with the declutching device.

The control unit 7 is connected to the operating member via the signal transmission link 12 so that control signals and / or sensor signals, or signals representing states of can be exchanged, transmitted or be questioned. In addition, there are provided signal transmission links 13 and 14 through which the control unit is connected to other sensors or to other electronic units, at least temporarily. Such other electronic units can be for example the electronic engine control system, an electronic circuit of the anti-blocking system or else an electronic anti-skid regulation circuit. Other sensors can be sensors which characterize or generally detect the running state of the vehicle, such as, for example, sensors for the rotation speeds of the engine or the wheels, throttle valve position sensors, accelerator pedal position sensors or other sensors. The signal transmission link 15 establishes a link with a data bus, such as for example a CAN-bus, via which the system data of the vehicle or other electronic units can be made available because the electronic units are usually linked together by computers
An automated transmission can be switched or change gears when this process is initiated by the driver of the vehicle by the fact that it produces, for example by means of a switch, a signal to increase or downshift. In addition, it is also possible, by means of an electronic switching system, to generate a signal specifying in which ratio the transmission is to be switched. However, an automated transmission can also automatically change gears using, for example, characteristic values, characteristic curves, or characteristic fields and on the basis of signals supplied by sensors at certain predetermined times, without the driver having to authorize a gear change.

 The vehicle is preferably equipped with an electronic acceleration pedal 23 or a load control lever, this acceleration pedal 23 ensuring the activation of a sensor 24 using which the electronic control system motor 20 controls or regulates the fuel supply, the ignition instant, the injection instant or the throttle valve position via the signal transmission conductor 21 of the engine 1. The electronic acceleration pedal 23 comprising the sensor 24 is in signal transmission link via the signal conductor 25 with the electronic engine control system 20.

This electronic engine control system 20 is in signal transmission connection, via the signal conductor 22, with the control unit 7.

In addition, an electronic transmission control system 30 can be in signal transmission link with the units 7 and 20. An acceleration throttle control with an electric motor is advantageous in this respect, the position of said throttle being controlled by the electronic engine control system. In such systems, it is not necessary or advisable to provide a direct mechanical connection with the accelerator pedal.

 FIG. 2 represents a two-mass model by means of which the model of the engine train of the vehicle is defined, the mass 50 being considered as the rotating mass of the engine and the mass 52 as the rotating mass of the rest of the engine train or of the vehicle, and the clutch 51 being arranged in the drive train between the rotating mass 50 and the rotating mass 52. This model can be used with a view to simplifying consideration of the switching and coupling processes. In a switching process, the clutch 51 is opened and one passes from the two-mass model to a one-mass model. The drive train arranged after the clutch is uncoupled characteristic field; in this case, the characteristic fields are stored in the control unit and, by means of input data, the initial values are determined from the family of curves of the characteristic field.

 The control method can be associated with an adaptation method in which deviations from an ideal state are compensated by long-term adaptation. An adaptation can be an adaptation of parameters or an adaptation of a system.

 When a switching process is initiated by the driver by means of, for example, a switch, a keypad, or a lever, then the control unit analyzes, using the input data of existing systems, if a switching process is valid or leads to a state in which, for example, the motor speed reaches a range where a limit value is exceeded. If a switching process is analyzed by the control unit as being valid, then this control unit produces an activation of the torque transmission system in order to ensure its disengagement and the torque that can be transmitted is controlled to a zero value by means of the operating member or by means of another operating device.

 When the control unit is in a state in which it automatically selects and switches the transmission speeds or transmission ratios of the transmission without the driver actually intervening, then using for example characteristic fields or functions established, a switching point is reached and then the speed or the transmission ratio is changed. In this regard, the control unit initially ensures the activation of the torque transmission system with a view to disengaging. After the torque transmission system has been disengaged sufficiently at least so that the transmissible torque is substantially zero, the actuator, provided in number at least equal to the unit, is controlled for switching gears by actuation of switching elements located inside the transmission.

 Before the exit of the current speed to pass into the neutral position of the transmission, the engine torque and / or the engine rotation speed are reduced in a targeted manner by intervention of the control unit so that, during a speed output, a sudden increase in the engine speed does not occur in the absence of load. This reduction in the speed of rotation of the motor is triggered by the control unit and in this respect this control unit is in signal transmission connection with a motor control device which then produces, under the effect of the signal supplied. by the control unit, a reduction in the motor torque and / or the motor rotation speed.

 When the switching voltage is approved by the control unit, such as a control unit, it occurs during a downshift, i.e. under conditions where the new speed has a plus large transmission ratio than the current speed, an increase in the engine speed to a new level corresponding to the new speed. From the information concerning the new gear engaged and its transmission ratio and also from information concerning the transmission ratio in the rest of the engine train, it is possible to calculate for example by means of the rotation speeds of the wheels, the rotational speed at the input of the transmission, without this speed having to be measured directly. When a speed sensor is provided at the input of the transmission, this speed can also be measured directly. The calculated speed of the input shaft of the transmission after the switching process constitutes the target speed.

After determining or calculating the target speed, the engine torque is increased or reduced by an action exerted by the control unit on the electronic engine control system, i.e. the control unit control acts via the electronic engine control system on engine management and produces an increase in the fuel supply to the engine so as to obtain an increase in its speed of rotation. This result can be advantageously obtained in vehicles equipped with mixed electricity-fuel systems, which are characterized by the fact that the accelerator pedal is arranged as an electronic generator which is a signal transmission link with the system. engine control electronics; this electronic motor control system is in turn connected with, for example, an acceleration throttle actuating member which is driven by an electric motor so as to control with the aid of this electric motor the position of the acceleration throttle . In addition, it may be advantageous to have an electronic fuel injection system. Thus the mechanical connection between the accelerator pedal / load control lever and the internal combustion engine is replaced by an electronic channel and in this respect the electronic engine control system intervenes in the intermediate position and the actuation of the operation is controlled for example from the internal combustion engine.

 Due to the intervention of the control unit in the management of the electronic motor control system, the speed of rotation of the motor is increased in a targeted manner up to the target speed, thus being controlled or adjusted before the torque transmission system is again at least partially engaged by the activation of the operating member, provided in number at least equal to the unit and serving for the actuation of the torque transmission system.

 In transmissions which do not allow load switching or also in transmissions which allow such load switching and which are controlled and actuated in an automated manner, it is generally necessary, during switching operations, to interrupt the force transmission line between the engine and the transmission or to keep this transmission line. In the event of an interruption of the force transmission line, one generally operates by controlling a torque transmission system, such as for example a friction clutch, such as a friction clutch operating in the dry process or else a friction clutch. operating in wet conditions, either a magnetic powder clutch, or a hydrodynamic torque converter or a liquid clutch, to produce an opening and / or closing of the torque transmission system. When a friction clutch is used, this friction clutch is usually isolated during a switching process. To prevent an increase in the engine speed, which could be undesirable during high gear changes, the engine torque is reduced. This reduction in engine torque must prevent the unloaded engine from undergoing too great an increase in its rotational speed under the effect of the command. The transmission can be a transmission involving an interruption in traction force during a switching process.

 To produce the reduction of the torque in the case of a gear change carried out during an automated transmission switching process, it is possible to use a control system intervening for clutch management and management. of the engine, in which case the clutch management and the engine management, can be provided for example each by a control unit or by a control device, which can control on the one hand the torque transmission system and on the other hand, the vehicle's drive motor. These control devices generally include electronic control systems, such as for example the electronic engine control system in the case of the engine control unit. The control processes, both of the torque transmission system and of the drive motor, can be implemented in both software and hardware form and in this regard control algorithms are recorded and implemented in electronic units, like chips.

Control algorithms can be incorporated into one or more electronic chips which are used in one or more separate control devices. With such an arrangement, it is possible to judiciously perform a division of functions, as indicated below. The control unit of the torque transmission system can predetermine a set value relating to the motor torque and / or the motor rotation speed.

As a parameter or data which also represents for example at least one engine torque or which is substantially proportional to this engine torque, it is also possible to use an ignition angle, a position of the throttle valve or a injection instant, for example in relation to an engine rotation speed. The engine control device or the electronic engine control system receives this setpoint Mmotor-clutch and it determines, using the setpoint of the engine torque and / or of the engine rotation speed which is predetermined by the clutch control system and also taking into account other parameters, the set value allowing a predetermination of the engine torque Mmotor As a set value, it is possible for example also to use a data or a parameter which is proportional to the motor torque, or which represents at least the latter. Such parameters or data can be for example the angle of the throttle valve, the ignition angle or an injection instant. The control unit then defines a motor torque using system input data, such as the position of the load control lever, or the position of the accelerator pedal. The electronic engine control system or the control unit ensuring the management of the engine determines the engine torque controlled Mmotor for example using the engine torque values which have been predetermined by the engine control unit. clutch and by the engine control unit. For example, a comparison of this kind can determine and control the minimum value, or also the maximum value, of said values representing the engine torque.

 As other parameters, it is possible to involve signals and / or information which represent at least one wish of the driver with regard to the running speed of his vehicle, the acceleration of the vehicle or the like.

As an example, the motor torque setpoint value Mmotor can be determined by the following relationship
Mmotor = MIN (MmMotor-clutch f (pedal value)).

 In this formula, the symbol f (pedal value) represents a set value which is in functional relation with the value assigned to the accelerator pedal. This can be particularly advantageous in the case of vehicles comprising mixed electricity-fuel systems.

 This means that the control, such as for example the control unit of the automated torque transmission system or the electronic engine control system, sets the smallest of the predetermined set values. This value can either be the set value of the torque transmission system Mmotor clutch or the set value of the electronic engine control system and it will be determined for example from the value concerning the accelerator pedal. For safety reasons, it may be advantageous not to accept a set value which is greater than that which will be predetermined by the driver for example by means of a value relating to the accelerator pedal.

If there is currently no intention to changeover, i.e. if a changeover process has been initiated both by the driver and by the control of an automated transmission, there is no there is no obligation, in an automated transmission, that the clutch control logic reduce, at least in normal operating situations, the set value of the engine torque which is intended for controlling the engine. In this regard, it is possible to choose the following relationship
M clutch-motor = SF * MAXIMUM VALUE,
where SF denotes a safety factor which can be chosen between 1 and 5, so that a large variation in the pedal value, that is to say a rapid temporal variation in the pedal position, as for example during 'A change in slope can lead to a rapid variation in the engine torque. The symbol
MAXIMUM VALUE defines a maximum preset value for the set value.

 If a switching intention is manifested, that is to say if a switching wish is defined on the part of the driver or else by the control unit, then it is possible to predetermine for the value Mmotor-clutch an initial value . As initial value, it is possible to choose as good a positive torque value as a negative torque value or even a zero value. In addition, the actual actual value can be defined as the initial value, reduced by a decrement to take account of the delay times manifesting themselves, such as for example due to data exchange, rotation of the throttle valve. or other effects. For each other cyclic processing of the control method or of the control algorithm, the set value can be reduced by another decrement, which can be carried out for example as a function of the transmission ratio of the transmission, of the speed engaged, slippage, a value relating to the accelerator pedal or another parameter. A decrementation can be carried out for example until a minimum of the set value of the motor torque is reached. The set value can be limited to a zero value or to a value greater than or less than zero. If the engine torque is chosen as the setpoint, then the residual torque can be set to a value other than zero when the clutch is open, or partially open, for an increase in the engine speed.

 The fact that there is a wish to switch can be detected for example by means of signals from sensors or by means of positions of the switch, which controls for example an element which can be actuated by the of the driver.

When an automated transmission is used in a vehicle which changes the speed steps or the transmission ratio of the transmission using characteristic curves or control processes, it is then possible, for example, to deduce a switching intention to from memory values or data bits.

A dependence relationship between a speed established in the transmission and the decrementing factor can be selected in correspondence with the speed dependence. The increment or decrement can be determined by the following relation
mincrèm-décèm (new) = m (old) * VALUE (SPEED).

A dependency relationship between a speed established in the transmission and the decrementing factor can also be selected in correspondence to the arithmetic reciprocity of speed staggering and in this respect a corresponding equation could be written as indicated below:
mdecrem (new) = mdecrem (old) * K in / iactual)
where m (new) and m (old) respectively designate "new" and "old" set values for the increment or decrement, K is a proportionality factor and (in / iactual) is a ratio between the ratios of transmission of the n-th speed and the current speed. The speed step in can be chosen at will and in this regard for example n = 1 can be chosen. It is however also possible to choose all the other speed steps. In addition, m is an exponent of the gear ratio. The new setpoint is thus obtained from the old setpoint established in the last phase and also from a proportionality factor K and the gear ratio. The proportionality factor can be selected according to the absolute value of the engine trainer, the requirements and functions relating to comfort and also the conditions imposed on the switching speed when executing a switching process. The exponent m can generally be chosen in a range from 0.5 to 5. By means of a targeted increase in m, it is possible to obtain an adaptation to higher comfort requirements during a process of switching.

 When the clutch torque which is transmitted by the clutch undergoes a decrementation and when the engine torque which is controlled is decremented for example more slowly than the clutch torque, there is then a slip of the clutch. This can lead to too much decrementing of the engine torque when a decrementation of this engine torque is performed as a function of slippage.

 In the following table, an example of dependence between a decrementation and a speed of the transmission has been highlighted.

Speed Value Report of
transmission decrement
1 3.545 1.00 * K
2 1.957 1.81 * K
3 1.303 2.72 * K
4 0.892 3.97 * K
5 0.707 5.01 * K
If there is a switching intention signal and the gear change is made, i.e. if the gear is physically engaged in the transmission, for example when the gear teeth have sufficient gear, then the setpoint value M engine-clutch can be increased or reduced from an initial value Mmoteur ~ clutch-initial- The initial value of the setpoint torque of the engine can then be greater, less than or equal to zero. For the choice of the initial value, different factors can play a role and in this regard it is possible to differentiate between a speed increase with reduction of the transmission ratio of the transmission, a gear downshift with an increase in the ratio of transmission of the transmission, a mode of operation in thrust and a mode of operation in traction. Advantageously, in the case of a speed increase in a mode of operation in traction, the initial torque is negative and, in the case of a speed increase in a mode of operation in thrust, the initial torque is also negative. In the case of a speed downshift in a mode of operation in traction, it is advantageous that the initial torque is positive whereas, in a speed downshift in a mode of operation in thrust, it may be advantageous that the initial torque be zero.

In the case of a speed increase, the initial torque can be predetermined at a negative value so that the speed of rotation of the engine advantageously decreases to the level of the speed of rotation at the input of the transmission for the ratio or higher speed. This can be advantageous both for the traction operating mode and for the thrust operating mode. During a gear downshift in the traction operating mode, it may be advisable that an increase in the rotational speed or else compensation for the drag torque in the transmission be produced to maintain the rotational speed of the engine, this result can be achieved with positive motor torque. During a gear downshift in a thrust operating mode, the vehicle is in a driving situation where the idle switch is actuated, that is to say that the accelerator pedal, or control lever of charge, is not activated. Thus the motor torque can take a maximum of the predetermined zero value. In such a walking range, an increase in rotational speed cannot be produced. In the case of a transmission speed downgrade, the motor, i.e. the drive motor, must undergo an increase in rotational speed to the new level. However, since the idle switch is generally actuated, the engine torque can at most be predetermined up to a value of zero Nm. From the initial value, an increment or a decrement can be carried out and in this respect the following relationship applies
M setpoint (tn + l) Setpoint (tn) + mincrèm / décèm (tn + l)
This means that the setpoint torque at time tn + 1 is equal to the setpoint torque at time tn plus an increment or a decrement at time tn + 1. The instant tn + î is equal to the instant tn plus a time interval At. The time interval At can be a predetermined time interval, which can be predefined for example by the operating speed of the incorporated computer in the control unit.

 The value of increment mincrèm-décèm (tone + 1) can for example be determined according to the value concerning the accelerator pedal or skating or according to the two values.

Figure 3 highlights the factor of incrementation or decrementation of skating according to the manifested skating. Under the effect of the slip increment or decrement value, a minimum reduction in the energy loss manifesting in the torque transmission system is produced or tends to be produced. Optimization is judiciously carried out according to the strategy for establishing the clutch torque during a gear change. The increment value can be obtained for example by means of a linear function or else by means of a characteristic curve as a function of the slip. In the first case, we have the following relationship
mincrèm-décèm (skating) = b * skating.

In the second case, we have the following relation
mincrèm-décèm (skating) = b * f (skating).

 FIG. 3 shows, using a diagram, the variation of the incrementation or decrementation factor as a function of the slip, up to a slip value 101; the curve 102 does not have a linear growth and from the slip value 101, the curve representing the increment or decrement factor as a function of the slip remains substantially constant in correspondence with the line 103.

 In addition it is possible to have the appearance of linear, quadratic, parabolic or exponential curves as well as other functional relationships.

 FIG. 4 represents the increment or decrement factor as a function of the value relating to the accelerator pedal and in this regard the curve 110 highlights a non-linear relationship as a function of the value of the pedal. For a pedal value of 100 k we reach a value 111. If a "kick-down" maneuver occurs by means of the accelerator pedal and if for example a "kickdown" switch is actuated, then the increment factor or decrement can be ordered in correspondence at point 112. in this way the increment or decrement factor is increased once again compared to the value 111.

 By means of an increment factor which is a function of the pedal value, the driver's wish, which is represented by the variation of the pedal value, is taken into account. From the design point of view, it is possible, for a large pedal value, that a rapid acceleration of the vehicle is desired by the driver and thus a faster increment of the engine torque may be necessary and judicious. Also, in the case of a large pedal value, faster closing of the clutch can be controlled by the control system acting on the torque transmission system. In such a state of running associated with a high pedal value, inter alia the manifestation of an uncomfortable reaction or walking behavior may be accepted or even expected by the driver since, for example, sporty driving may be desired and / or adopted intentionally. On the contrary, in the case of a small pedal value, the engine torque can be incremented more slowly and a slower increase in the clutch torque can be produced by the control unit associated with the torque transmission system.

The mincrèm-décèm incrementation value can for example be defined by a linear function or by another functionality. In addition it may be advisable, when actuating a "kickdown" switch and for example for a pedal value of 110%, to obtain a particularly large increment.

 FIG. 5 shows an engine rotation speed n engine and a transmission transmission speed ntransmission, the engine rotation speed being represented as a function of time by the curve 200 and the transmission rotation speed by the curve 201 During an automated switching process, at time 202, there was a change in the transmission ratio of the transmission. The engine rotation speed 202a is significantly increased compared to the transmission rotation speed so that there is a reduction in the engine setpoint torque due to the slippage dependence corresponding to case 203. The reduction in the target torque of the motor is effected so that the actual speed of rotation of the motor is brought to the target speed 204, which is equal to the speed of rotation 201 at the input of the transmission.

It makes sense that an increase in engine torque occurs depending on the slip. This can be advantageous when the engine establishes too high a torque by adjustment and as a consequence the speed of rotation of the engine increases and consequently also the slip so that there can thus occur an intervention of the control depending on the slip. , as for balancing.

 FIG. 6 represents a diagram in which rotational speeds and torques are represented as a function of time. As rotational speeds, the rotational speed 301 at the input of the transmission and the rotational speed of motor 302 as well as the engine torque 303 have been represented as a function of time. In addition, from instant 304 to l 'instant 305, for example the second gear is engaged while from instant 305 to instant 306 a neutral gear is considered to be engaged and from instant 306 the first gear is engaged. There is thus a demotion from a second gear to a first gear.

The speed of rotation at the input of the transmission is substantially constant in the period elapsing between time 304 and time 307 and then it increases from time 307 to a higher value and it remains then again substantially constant. The speed of rotation at the input of the transmission can, when a gear is not engaged, such as the neutral gear ratio, to be determined from the speed of the engine or from the speeds of the wheels. In this regard it may be advisable for the speed of rotation at the input of the transmission to be determined or calculated, when a gear is not engaged, in correspondence with the gear previously engaged or else the gear to be engaged thereafter.

 The engine speed is consistent with the speed at the input of the transmission in the period from instant 304 to instant

 At the start of the period between instants 304 and 307, the motor torque 303 is almost constant before being reduced because a switching process is taken into account. In the period from approximately time 307 to time 306, the engine torque is substantially zero before it begins to grow at time 306 and becomes constant again from instant 308. The increase in the motor torque from instant 306 to instant 308 takes place with an increased slope, which is a function of the slip, that is to say the difference between the speed of rotation. at the input of the transmission and the engine speed, which is highlighted by arrow 309.

 FIG. 7 represents a diagram 350 in which again a speed of rotation 351 at the input of the transmission as well as a speed of rotation of motor 353 are represented as a function of time in the case of a downshift process of a fifth speed to a fourth speed of the transmission. Furthermore, it can be seen that the engine torque has been shown at 353. The transmission ratio for changing from fifth gear to fourth gear is smaller than that for switching from second gear to first gear from the figure. 6 and in correspondence the slip 359 is smaller than the slip 309 of FIG. 6. In a control system which performs, as a function of a slip or of a gear ratio, the control of an increment or of a decrementing of the engine torque, the growth 360 of the engine torque is correspondingly smaller than the growth 310 of FIG. 6. The generation of the engine torque in the case of a downshift process is thus a function of the slip, c 'is to say of the difference between the rotational speed of the engine and the rotational speed of the transmission. FIGS. 8 and 9 represent other exemplary embodiments in the case of a gear increase, that is to say that FIG. 8 highlights a gear increase to go from a gear 1 to a gear. 2, while FIG. 9 shows an increase in gear to go from a gear 4 to a gear 5, the speed of rotation 401 at the input of the transmission being represented as a function of time.

Also the speed of rotation 402 of the engine is shown as a function of time, as is the torque of the engine 403. The slip 404 is relatively large in the case of a gear increase from the first gear to the second gear, so that the growth 405 of the motor torque can be targetedly maintained at a smaller or substantially constant value. In FIG. 9, the slip 406 is weaker so that, during a gear-up process, the growth of the engine torque 407 can be controlled with a higher rate or with a steeper slope. Thus it is possible to carry out a command to increase the engine torque or to decrease the engine torque as a function of the slip or as a function of the transmission ratio of the transmission, and this in or after an automated switching process, in combination with an engine torque or engine speed control, for example in the case of a mixed system operating with electricity and fuel.

The invention is also not limited to the exemplary embodiments given in the description. On the contrary, in the context of the invention, it is possible to envisage numerous variations and modifications, in particular variants, elements and combinations and / or materials which are inventive, for example by combination or modification of certain particularities, or elements , or operational steps, which have been described in relation
with those described in the general description

Claims (43)

 1. Vehicle comprising a control device for an automated torque transmission system and / or an automated transmission located in the engine train of a vehicle comprising a drive motor, and furthermore a control unit which is in signal transmission connection with at least one sensor and, where appropriate, with other electronic units, such as for example an electronic engine control system, vehicle characterized in that the control unit determines a set value for the motor torque and / or for motor rotation speed or a value representing these data, using a characteristic field or a function generator and it transmits this setpoint to the electronic control system motor which then determines and controls, by means of said value, a motor torque and / or a motor rotation speed, or else a value representing these data.  2. Vehicle equipped with a device for controlling an automated torque transmission system and / or an automated transmission located in the engine train of the vehicle comprising a drive motor, as well as a control unit and at least one operating member, this control unit ensuring the control of the operating member, provided in number at least equal to the unit, for actuating the torque transmission system for adjusting ratios transmission in the transmission, the control unit being in signal transmission link with at least one sensor and if necessary with other electronic units, such as for example an electronic engine control system, which controls the the operating state of the drive motor, vehicle characterized in that the control unit determines a set value for the motor torque and / or for the motor rotation speed, or else a value ur representing this data using a characteristic field or a function generator and transmits this set value to the electronic motor control system which then determines and controls, by means of said value, a motor torque and / or a motor rotation speed or a value representing these data.  3. Vehicle fitted with a device for controlling an automated torque transmission system and / or an automated transmission located in the engine train of the vehicle comprising a drive motor, as well as a control unit and at least one operating member, this control unit ensuring the control of the operating member, provided in number at least equal to the unit, for actuation of the torque transmission system for adjusting the a transmission ratio in the transmission, the control unit being in signal transmission link with at least one sensor and if necessary with other electronic units, such as for example an electronic engine control system, which ensures the control of the operating state of the drive motor, vehicle characterized in that, when controlling an automated transmission transmission changeover process, the control unit determines e a setpoint value for the motor torque and / or for the motor rotation speed, or a value representing these data using a characteristic field or a function generator and it transmits this value from setpoint to the electronic motor control system which then determines the commands by means of said setpoint, a motor torque and / or a motor rotation speed or else a value representing these data.  4. Vehicle according to one of claims 1 to 3 characterized in that the control unit ensures the control of at least one operating member, which performs the process of switching transmission ratios of the transmission, by the fact that switching elements located inside the transmission are actuated by the operating member and the control unit directly or indirectly ensures the control of the electronic engine control system so that the torque and / or the speed of The drive motor rotation is subject, during the initiation of a gear changeover process of the transmission, to a targeted reduction in a first phase.  5. Vehicle according to one of claims 1 to 4, characterized in that at least during the process of switching transmission ratios of the transmission, the control unit determines an engine torque and / or an engine rotation speed and transmits these values to the electronic motor control system which then determines and controls, from said data, a value of the speed of rotation and / or of the torque of the motor, or else a decrease or an increase in the speed of rotation and / or the engine torque.  6. Vehicle according to one of claims 1 to 5, characterized in that the control unit determines, with the operating state, an engine torque and / or an engine rotation speed or else a value representing these data.  7. Vehicle according to one of claims 1 to 6, characterized in that the control unit determines, by means of sensor data, such as for example a value relating to the accelerator pedal, a torque of the engine and / or a speed motor rotation or a value representing this data.  8. Vehicle according to one of claims 1 to 7, characterized in that the electronic engine control system determines, by means of the value of the engine torque Mmoteur-clutch which has been predetermined by the control unit, a value of engine torque setpoint Mmotor can be controlled.  9. Vehicle according to one of claims 7 or 8, characterized in that the engine torque setpoint value M engine is determined from a minimum and using the predetermined value Mmotor-clutch and for example at l using at least one other parameter like M motor = Min (M clutch-motor, x), x representing another parameter.  10. Vehicle according to one of claims 7 or 8, characterized in that the engine torque setpoint value M engine is determined from a minimum and with the aid of the predetermined value Mmotor-clutch declutching and for example at using at least one other parameter such as M engine = Min (Mmotor-clutch, f (x)), f (x) representing a function f of another parameter x.  11. Vehicle according to one of claims 8, 9 or 10, characterized in that said other parameter is for example a value relating to the accelerator pedal, a speed of movement of the vehicle, a speed of rotation of the wheel, an acceleration of the vehicle , a value concerning the throttle valve, an injection time and / or an engine or transmission speed.  12. Vehicle according to one of claims 1 to 11, characterized in that a switching intention sensor is in connection with the transmission of signals with the control unit, provided in number at least equal to the unit, so detecting an operation, carried out on the part of the driver, of an element which can be actuated in order to carry out a switching process.  13. Vehicle according to one of claims 1 to 12, characterized in that the control unit automatically engages and / or performs a switching process using characteristic fields, characteristic curves or other predetermined data.  14. Vehicle according to one of claims 12 or 13, characterized in that the control unit makes a difference between at least two operating situations where, in a first operating situation, a switching process or a modification of the transmission ratio of the transmission does not occur and, in a second operating situation, a switching process or a change in transmission ratio of the transmission occurs.  15. Vehicle according to one of claims 1 to 14, characterized in that, in a running situation, without the existence of a modification of a transmission ratio in the transmission, the control unit does not exercise d influence on engine torque and / or engine speed determined by the electronic engine control system.  16. Vehicle according to one of claims 1 to 15, characterized in that, in a running situation without the existence of a modification of a transmission ratio in the transmission, the control unit determines a value of the torque of engine Mmotor clutch so that this value is substantially equal to a maximum value, or else a maximum value multiplied by a factor.  17. Vehicle according to one of claims 1 to 16, characterized in that, in a running situation without the existence of a modification of a transmission ratio in the transmission, the control unit determines for the engine torque Mmotor-clutch a value so that it is substantially constant.  18. Vehicle according to one of claims 1 to 15, characterized in that, in a running situation with the existence of a switching process, for example in which the new transmission ratio is engaged in the transmission, the control unit predetermines a value relating to the motor torque and / or the motor rotation speed.  19. Vehicle according to claim 18, characterized in that the initial value predeterminable by the control unit with regard to the engine torque and / or the engine rotation speed is determined temporally variable by a predetermined initial value .  20. Vehicle according to claim 18, characterized in that the initial value predeterminable by the control unit with regard to the engine torque and / or the engine rotation speed is determined as a function of the operating point and can take a positive value, a negative value, or a null value.  21. Vehicle according to one of claims 1 to 20, characterized in that, when the transmission ratio increases in the traction operating mode, a positive initial value is controlled for the engine torque.  22. Vehicle according to one of claims 1 to 21, characterized in that during an increase in the transmission ratio in an operating mode in thrust, a zero initial value is controlled for the engine torque.  23. Vehicle according to one of claims 1 to 22, characterized in that during a reduction of the transmission ratio in a mode of operation in traction, a negative initial value is controlled for the engine torque.  24. Vehicle according to one of claims 1 to 23, characterized in that during a reduction of the transmission ratio in an operating mode in thrust, a negative initial value is controlled for the engine torque.  25. Vehicle according to one of claims 1 to 24, characterized in that the value determined by the control unit with regard to the engine torque is subjected from an initial value to an increment or a decrement according time.  26. Vehicle according to one of claims 1 to 25, characterized in that the predetermined value of the motor torque Mmotor (t) is subjected, from an initial value to an incrementation or a decrementation as a function of time according to the Mmotor relation (tn + î) = M motor (tn) + mincrèm-décèm (ton + 1) Where tn designates a time and mincrèm-décèm indicates an increment or a decrement at the instant tn.  27. Vehicle according to one of claims 1 to 26, characterized in that the increment or decrement mincrèm / décèm at time t n is constant or takes different values as a function of time.  28. Vehicle according to one of claims 1 to 27, characterized in that the increment or decrement mincrèm / décèm is determined at least as a function of an operating parameter of the vehicle, such as a speed of rotation, as a speed of rotation engine speed and / or transmission speed, slip, value for the accelerator pedal and / or other parameters.  29. Vehicle according to one of claims 1 to 28, characterized in that the increment or the decrement comprises at least two parts which are determined as a function of at least one operating parameter of the vehicle, such as a speed of rotation of the vehicle, as a rotation speed, as an engine rotation speed and / or a transmission rotation speed, as a slip, as a transmission transmission ratio, as a value relating to the accelerator pedal and / or as a other parameter.  30. Vehicle according to one of claims 1 to 29, characterized in that at least part of the increment or decrement mincrèm / décèm is determined according to the value relating to the accelerator pedal for example according to the relation  mincrèm / décèm (pedal value) = a * pedal value.  31. Vehicle according to one of claims 1 to 30, characterized in that at least part of the increment or the decrement mincrèm / décèm is determined according to the slip, for example according to the relation  mincrèm / décèm (skating) = b * skating  32. Vehicle according to claims 29 and 30, characterized in that the increment or decrement mincrèm / décèm (tn) is determined according to several parts according to the relation  mincrèm / décèm (tn) = f (mincrèm / décèm (pedal value) - mincrèm / décèm (skating), x)  where x is where appropriate another parameter.  33. Vehicle according to one of claims 1 to 32, characterized in that the increment or the decrement is determined as a function of the transmission transmission ratio (SPEED) or else of the speed step, for example according to the relationship  mincrèm / décèm (new) = mincrèm / décèm (old) - K * (SPEED), where the parameters "new" and "old" intervene, a factor K and a function f.  34. Vehicle according to one of claims 1 to 33, characterized in that the increment or the decrement is determined according to the transmission ratio (SPEED) or the speed step, for example according to the relationship  mincrèm / décèm (new) = mincrèm / décèm (old) - K * (in / iactual),  where the symbols "new" and "old" are parameters defining a new or an old increment or decrement and where a factor K intervenes, as well as the transmission ratios in of the speed n and where the current d of the speed currently engaged and m designates a predetermined exponent.  35. Device according to one of claims 1 to 34, characterized in that the automated switching process of the transmission ratio of the transmission is a speed downshift process in which the transmission ratio is greater after the switching process than before the switching process.  36. Device according to one of claims 1 to 35, characterized in that before the controlled actuation of switching elements located inside the transmission and / or before the disengagement of the torque transmission system by the maneuver provided in number at least equal to the unit, the speed / torque of the motor are reduced in a targeted manner by means of the control unit.  37. Device according to claim 35, characterized in that, in order to reduce the speed of rotation / the torque of the motor, the control unit controls the electronic motor control system so that it reduces the speed of rotation of the motor / the engine torque.  38. Device according to one of claims 1 to 37, characterized in that a direct or indirect activation of the electronic motor control system is carried out by means of the control unit and thus a modification, such as a reduction or an increase in engine torque and / or engine speed.  39. Device according to one of claims 1 to 38, characterized in that an indirect activation of the electronic motor control system is carried out by means of another electronic unit situated in the intermediate position, such as for example an electronic control system transmission.  40. Device according to one of claims 1 to 39, characterized in that an indirect activation of the electronic engine control system is carried out so that the control unit is in signal transmission link with another electronic unit, such as for example an electronic transmission control system, which receives control signals from the control unit, this electronic unit ensuring the activation of the electronic engine control system for a modification, such as an increase or a decrease in the speed of rotation of the drive unit, one of the electronic units operating as the main unit and the other electronic units operating as secondary units.  41. Device according to one of claims 1 to 40, characterized in that the controlled modification, such as an increase or a reduction, of the motor rotation speed is carried out essentially at a predetermined set value, this set value predetermined being defined or calculated by the control unit.  42. Method for controlling an automated torque transmission system and / or an automated transmission located in the engine train of a vehicle comprising a drive motor, a control unit, which is a signal transmission link with at least one sensor and, where appropriate, with other electronic units, such as for example an electronic motor control system, which controls the operating state of the drive motor, method characterized in that the control unit determines a value relating to the motor torque and / or the motor rotation speed using a characteristic field or a function generator and transmits this value to the electronic motor control system which then determines and controls the using this value an engine torque and / or an engine speed.  43. Method according to claim 42, characterized in that a device according to at least one of claims 1 to 41 is used for the control.