FR2822110A1 - PROCESS FOR CONTROL OF A COMPONENT OF THE DRIVE CHAIN OF A MOTOR VEHICLE, IN PARTICULAR AN INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

According to this method for controlling (at 10) an internal combustion engine comprising an electronic device controlling a first operating characteristic value of the engine as a function of second predetermined characteristic values, and, connected to a second electronic control device, the latter transmits a third predetermined setpoint value for at least one of the first characteristic values, the engine control device controls (at 18 or 20) the operating characteristic value in a first or a second engine control mode. passenger cars.

Description

gear tips.

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  The invention relates to a method for controlling a component of the drive chain of a motor vehicle, in particular an internal combustion engine, as well as an electronic control device for controlling this component of the motor vehicle. Methods for controlling components of the drive chain of a motor vehicle as well as electronic control apparatus for controlling

  components of motor vehicles are already known.

  The object of the invention is to create a differently arranged method for controlling a component of the drive chain as well as an electronic control apparatus.

arranged differently.

  In accordance with a particular aspect, the object of the invention is to provide a method for controlling a component of the drive chain as well as an electronic control apparatus, which makes it possible to carry out the switching processes in motor vehicles so that they are more comfortable and less detectable for the driver, and this in the context of greater safety

  low cost.

  In a particular aspect, the invention aims to create a method for controlling a component of the drive chain as well as an electronic control device for a motor vehicle, which allows the motor vehicle to operate with low

fuel requirement.

  This problem is solved by means of a method for controlling an internal combustion engine of a motor vehicle, which comprises a first electronic engine control device, which controls first predetermined operating characteristic values of the internal combustion engine according to second predetermined characteristic values and is optionally connected, according to a transmission link of

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  signals, to a second electronic control device, characterized in that - this second control device transmits at least a third predetermined set value for at least one of the first operating characteristic values of the internal combustion engine to the device engine control unit, - the engine control unit controls the relevant operating characteristic value of the internal combustion engine in at least one first engine control mode, essentially independently of this third predetermined set value, - the switching from the first motor control mode to the second motor control mode is carried out according to predetermined input conditions and / or switching from the second motor operating mode to the first motor control mode is carried out in

  function of predetermined output conditions.

  The problem is further solved using a method for controlling an internal combustion engine of a motor vehicle, which includes a manually operable accelerator pedal and a transmission device as well as a first electronic device. control unit, characterized in that the engine control unit controls the internal combustion engine and / or predetermined characteristic values of the internal combustion engine operation as a function of predetermined characteristic values, that this control can be switched between at least a third motor control characteristic and at least a fourth motor control characteristic, and that these third and fourth motor control characteristics differ in particular in that in at least one predetermined speed stage of the transmission device and / or in the case of at least one legal position

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  ACCELERATOR, in particular in the case where the accelerator pedal is depressed to the maximum, the power produced by the internal combustion engine for control in accordance with the third characteristic of engine control is lower than in the case of control in accordance the fourth characteristic of

engine control.

  The problem is further resolved using a process to control an internal combustion engine of a motor vehicle, which includes a manually operated accelerator pedal, characterized in that - based on the position of this pedal. '' Accelerator, a desired torque for at least one pre-determined component of the drive chain is indicated, possibly depending on pre-determined characteristic values, such as the switching position of a transmission device, - this desired torque is ordered accordingly a fifth prearmatic control characteristic, after an interruption of the drive chain, when the adjustment position of the accelerator pedal, which is determined before an interruption of the drive chain, essentially corresponds to the starting position of the accelerator pedal , which is supplied after the interruption of the drive chain, - the desired torque, which is indicated by the output position of the accelerator pedal, is t is controlled in accordance with a sixth control characteristic, which differs from the fifth control characteristic, when the output position of the accelerator pedal differs from the input position of the accelerator pedal, this sixth control characteristic is so different of the possibly fifth control characteristic, on the basis of which this desired torque indicated by the output position of the

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  Accelerator pedal would be controlled if this modified accelerator pedal out position was also entered as the engine input position.

accelerator pedal.

  The problem is also solved by means of a method for controlling at least one component of the drive chain of a motor vehicle, such as for example the internal combustion engine and / or the clutch device, this motor vehicle. comprising an accelerator pedal which can be actuated manually as well as a service braking device, a driving axle which can be loaded by the internal combustion engine and comprising driving wheels and an automatic transmission device, characterized in that - a Locking can be applied using this service braking device, braking during which the drive wheels of this driving axle do not essentially turn, after braking with blocking, downshifts in the transmission device are automatically prevented until entry of at least a sixth predetermined condition, and become possible automatically after entry of this minus s a sixth condition, and - after a possible and executed downshift, the torque of at least one component of the drive chain is first of all limited in accordance with a predetermined eighth characteristic, and is then increased in accordance with a predetermined ninth characteristic, so as to avoid in particular a

  vehicle acceleration.

  The invention is further solved by means of a method for controlling at least one component of the drive chain of a motor vehicle, characterized in that in the drive chain of the motor vehicle are arranged

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  an internal combustion engine, a clutch device and a switching mechanism, in particular automated, in which different speeds can be engaged, and that for the gear change, the engine torque and / or the torque that can be transmitted by the clutch device is controlled and is at least partially reduced, and the torque reduction is performed in a

continuously over time.

  According to another characteristic of the invention, the motor vehicle comprises a transmission device and that the transmission device can operate in accordance with different modes of transmission control, and the current mode of control of the transmission can be selected when using a manually operated switching element, such as a switching lever, and at least one entry condition and / or one exit condition depend on the control mode

  of transmission, currently engaged.

  According to another characteristic of the invention, the first mode of controlling the transmission is a manual mode of controlling the transmission (mode M) and that a second mode of controlling the transmission is an automated mode of controlling the transmission. forward speed (D mode), in D mode, switching processes of the transmission device can be triggered by respective actuation of a manually operable switching element, such as a lever switching, and in mode D, switching processes of the transmission device are controlled automatically, the switching processes being in particular switching processes

  between different forward speeds.

  According to another characteristic of the invention, the motor vehicle comprises a transmission device, in which different speeds can be

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  switched, at least one input condition and / or one output condition depends on the current type of switching, a first type of switching is switching to high speed, during which switching takes place at a speed lower than a higher speed, and a second type of switching is a downshift, in which switching takes place from a higher speed to

a lower speed.

  According to another characteristic of the invention, the motor vehicle comprises a transmission device, in which different speeds can be switched, the switching processes and / or the switching times are determined according to predetermined data, in accordance with characteristic curves. predetermined switching values, which describe the function of the gear change and / or the switching instants with respect to fourth predetermined operating characteristic values, and as a function of fifth predetermined operating characteristic values, which also differ from the indicated characteristic values previously, a selection of a respective current switching characteristic curve, on the basis of which the speed change and / or switching instants are determined, is selected from different switching characteristic curves, and at the m oins an entry condition and / or an exit condition depend on the characteristic curve of

  switching respectively used.

  According to another characteristic of the invention, at least one entry condition and / or one exit condition depends on whether the drive chain of the motor vehicle operates according to the traction mode or according to the

fashion in push.

  According to another characteristic of the invention, under the effect of switching in the second mode of

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  motor control and / or operation in this second mode, it occurs with respect to the first motor control mode, an increase in the speed of rotation of the motor and a higher speed of rotation of the motor is controlled, and this in particular as part of a gear change or during a gear change, during which the

  switching is performed on a lower speed.

  According to another characteristic of the invention, an inclination detection device is provided, which makes it possible to detect whether the motor vehicle is traveling uphill or downhill in the mountains or is performing a

horizontal displacement.

  According to another characteristic of the invention, at least a first operating characteristic value of the internal combustion engine is controlled in accordance with the second engine control mode, when a downshift in the transmission device is set in mode M and that the motor vehicle does not descend into the mountains and / or does not operate in accordance with a characteristic curve of

  switching for fuel-efficient driving.

  According to another characteristic of the invention, at least a first operating characteristic value of the internal combustion engine is controlled according to the second engine control mode, when a downshift in the transmission device is fixed in mode D and in traction operation, and the motor vehicle does not descend into the mountains and / or does not operate in accordance with a characteristic curve of

  switching for fuel-efficient driving.

  According to another characteristic of the invention, at least one first operating characteristic value of the internal combustion engine is controlled in accordance with the first engine control mode,

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  when a downshift of the transmission device is performed during a descent of the motor vehicle in the mountains. According to another characteristic of the invention, the electronic engine control device comprises a

  engine torque transmission interface.

  According to another characteristic of the invention, the electronic engine control device has an interface for transmitting the speed of rotation of the

engine.

  According to another characteristic of the invention, the increase in the speed of rotation, which is produced by means of the second motor control characteristic, is produced by predetermined motor torques

especially positive.

  According to another characteristic of the invention, a predetermined time interval is fixed in advance, a time interval during which in the case of the predetermined set value, in particular the set value of the engine speed, must be reached in the context of a gear change in accordance with the second motor control characteristic. According to another characteristic of the invention, the first operating characteristic value of the internal combustion engine, controlled by the first engine control unit, is the speed of rotation.

of the motor.

  According to another characteristic of the invention, the first operating characteristic value of the internal combustion engine, controlled by the first

  engine control unit, is the engine torque.

  According to another characteristic of the invention, the internal combustion engine is controlled in a standard setting in accordance with the third characteristic of.

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engine control.

  According to another characteristic of the invention, the switching between the third motor control characteristic and the fourth motor control characteristic is carried out automatically in

predetermined conditions.

  According to another characteristic of the invention, the switching between the third motor control characteristic and the fourth motor control characteristic is carried out essentially only when it has been established that first predetermined conditions for triggering a switching are

present or have been present.

  According to another characteristic of the invention, the switching between the third motor control characteristic and the fourth motor control characteristic is carried out essentially only when it has been established that second conditions

  predetermined switching are present.

  According to another characteristic of the invention, the switching between the third motor control characteristic and the fourth motor control characteristic is overridden when it has been established that first predetermined switching trigger conditions are fixed or have been fixed. and that, possibly in a time-delayed manner, it has been established that second predetermined conditions of

switching are present.

  According to another characteristic of the invention, a second switching condition consists in that the drive chain is at least discharged, is possibly charged in a predetermined manner and / or that the

drive chain is interrupted.

  According to another characteristic of the invention, the switching between the third characteristic of

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  motor control and the fourth motor control characteristic is triggered and / or caused under predetermined conditions, depending on the position of a manually operable control element, such as a gear shift lever. According to another characteristic of the invention, the switching between the third motor control characteristic and the fourth motor control characteristic is performed under predetermined conditions as a function of the speed, with which a control element can be actuated manually,

  like the accelerator pedal, is moved.

  According to another characteristic of the invention, the switching between the third motor control characteristic and the fourth motor control characteristic is carried out and / or triggered under predetermined conditions as a function of the slope of the ground,

  the vehicle is traveling on.

  According to another characteristic of the invention, the switching between the third motor control characteristic and the fourth motor control characteristic is performed so that the switching is essentially not detectable by a driver. According to another characteristic of the invention, a second switching condition is that the accelerator pedal is relaxed at least for a short period of time, the first associated switching trigger condition possibly being established at

an instant earlier.

  According to another characteristic of the invention, the switching between the third motor control characteristic and the fourth motor control characteristic is carried out in the context of a gear change or during a gear change,

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  and that in particular a speed change is a second switching condition, and that the first associated switching trigger condition has been established

  possibly at an earlier time.

  According to another characteristic of the invention, the switching between the third motor control characteristic and the fourth motor control characteristic is triggered by the fact that it is established that the ground, on which the motor vehicle is traveling, is inclined and / or that the switching characteristic is controlled in accordance with the transmission device, that a gear change is carried out and this in particular to pass to a characteristic switching curve of a mountain circulation program, in which case in particular it is the switching of the motor control characteristic is carried out in the

  speed change of the transmission device.

  According to another characteristic of the invention, a switching takes place in the direction of an increase in power of the internal combustion engine or is carried out from the fourth characteristic curve of control of the engine to pass to the third characteristic curve of control of the motor, when it has been established that at least a first predetermined switching trigger condition is established and that it is further established, possibly in a delayed manner, that at least a second predetermined switching condition is supplied, in which case switching in the direction of a reduction in power of the internal combustion engine or switching from the fourth engine control characteristic to the third engine control characteristic takes place essentially in a delayed manner when it is established that third conditions

  predetermined switching are present.

  According to another characteristic of the invention,

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  when ordering in accordance with the third engine control characteristic, the position of the throttle valve and / or the quantity of fuel injection are influenced by an electronic control device so that the power of the internal combustion engine is reduced by report the control performed on the basis of the fourth motor control characteristic. According to another characteristic of the invention, the control in accordance with the third motor control characteristic can be interrupted manually, in which case, when the control is interrupted, in accordance with the third motor control characteristic, the machine is controlled in accordance with the

  fourth control feature.

  According to another characteristic of the invention, the desired torque displayed using the starting position of the accelerator pedal is co-and in accordance with a sixth control characteristic, which differs from the fifth characteristic, when the exit position of the accelerator pedal indicates a torque greater than the entry position of the accelerator pedal, and that, in accordance with the sixth characteristic, the torque desired is limited at least first to a preadminute torque, and that the torque, which corresponds to the desired torque indicated by the pedal output position, is optionally controlled from this

torque limit.

  According to another characteristic of the invention, instead of the fifth control characteristic, the sixth control characteristic is used for the control of the torque of a preadminute component of the drive chain, when the pedal output position indicates a desired couple which is superior to the desired couple which is

  indicated by the associated position of the pedal.

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  According to another characteristic of the invention, after an interruption of the drive chain, first of all the desired torque of a component of the drive chain, which is indicated by the position of output of the pedal, is controlled, when due to the pedal output position a desired torque greater than the input peg position is indicated, in which case the average torque gradient when controlling the desired torque indicated by the peg input position is higher than the average torque gradient when ordering the torque

  desired indicated by the pedal output position.

  According to another characteristic of the invention, a time interval, during which the torque indicated by the entry position of the law, of a predetermined component of the drive chain is deleted after an interruption of the drive chain, is fixed in accordance with the fifth control characteristic, this torque in accordance with the fifth control characteristic being eliminated during the same time interval after an interruption of the drive chain, when the exit position of the peg indicates a desired torque greater than the position of the entry tax, and then the desired torque indicated by the position of

  exit from the tax, is ordered.

  According to another characteristic of the invention, the torque of the predetermined component of the drive chain is controlled in accordance with a seventh control characteristic, which is different from the fifth and sixth control characteristics, when the position of the pedal is modifiable during the phase. couple establishment. According to another characteristic of the invention, the engine torque is controlled so as to control the torque of the predetermined component of the power chain in accordance with the fifth and / or the sixth and / or the

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  seventh control characteristic.

  According to another characteristic of the invention, the clutch torque which can be transmitted by the clutch is controlled, so as to control the torque of the predetermined component of the drive chain in accordance with the fifth and / or the sixth and / or to the seventh

control characteristic.

  According to another characteristic of the invention, a sixth condition is that the accelerator pedal is placed in a predetermined position and / or that a predetermined change in position of the accelerator pedal has been activated and / or that less a predetermined time interval has elapsed, in particular after the release of the service braking device and when

  the service braking device is relaxed.

  According to another characteristic of the invention, after a blocking braking and after a possible downshift performed, the torque that can be transmitted by the coupling device is reduced or limited first of all in accordance with an eighth predetermined characteristic, and this in particular during a predetermined time interval. According to another characteristic of the invention, the torque of at least one component of the drive chain is controlled in accordance with a predetermined starting characteristic curve during starting, and after blocking braking and after a possible downshift is executed, the control values of the torque start characteristic curve with a factor which depends on time and increases with time is less than one, are multiplied or reduced by a sum which

  is time dependent and decreases over time.

  According to another characteristic of the invention, the reduction of the torque is carried out in a continuous and differentiable manner over time, within the framework of a

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gear switch.

  According to another characteristic of the invention, the curve of reduction of the torque as a function of time is adjusted in the form of a parabola, and this in particular so that during the reduction of the torque, one starts

at the origin of the parable.

  According to another characteristic of the invention, before a gear change, which changes to a higher speed, during the reduction of the torque, the set torque of the clutch and / or the engine torque are controlled essentially in such a way that the setpoint torque of the clutch essentially corresponds to the engine torque, and this in particular before the previous passage at high speed of a switching of a

transmission.

  According to another characteristic of the invention, before a gear change, during which a change to a higher speed is to be made, during the reduction of the torque, the set torque of the clutch is reduced in a controlled manner,

  essentially down to the pushing operation.

  According to another characteristic of the invention, before a gear change, by means of which it is necessary to shift to a lower speed, during the reduction of the torque the set torque of the clutch is reduced in a controlled manner, faster than the engine torque, and it is particularly important that the engine torque is reduced to a value which is greater than the minimum possible value

for the engine torque.

  The invention further relates to an electronic control device for controlling at least one component of a motor vehicle, this motor vehicle comprising an internal combustion engine and at least one driving axle provided with driving wheels, characterized in that the at least one component placed in the drive chain

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  can be controlled by the electronic control device so that the transmission of torque between the internal combustion engine and the drive wheels is changed and this electronic control device performs or controls a method of the type indicated above. According to the invention, there is provided in particular a method for controlling an internal combustion engine, according to which a switching can be carried out in particular automatically between different engine control modes, and this as a function of conditions.

  entry or exit conditions.

  The motor vehicle comprises a first electronic engine control device which controls first predetermined operating characteristic values of the internal combustion engine as a function of second predetermined operating characteristic values. The first characteristic operating values of the internal combustion engine are, in the sense of the present invention, in particular the engine torque or the engine rotation speed. The second characteristic values may for example be the predetermined operating characteristic values of the motor vehicle or other characteristic curves or the like. The first electronic engine control device is preferably connected to a second electronic control device. The second electronic control device cooperates with the first control device so that this second control device displays under predetermined conditions, for the first control device, a set value for a first characteristic value of engine operation.

internal combustion.

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  In a first motor control mode the first motor control device controls the first operating characteristic value essentially independently of the third preset value predetermination, and in a second control mode, the control device controls this first value operating characteristics as a function of this third preset value predetermination. In particular in particular in the second engine control mode, the control device controls the first operating value so that it is essentially established as a function of this preset value predetermination. Switching between the first motor control mode and the second motor control mode is controlled according to input conditions

  prdtermines and prdAtermines exit conditions.

  Preferably, in the drive train of the motor vehicle, there is provided a transmission device, which can operate in different control modes of

2Q transmission.

  The transmission device is. within the meaning of the present invention, in particular an automatic speed or transmission zone. The transmission device can preferably operate in different transmission control modes and one of these respective transmission control modes can be selected by means of a switching alAment to be operated manually, such as a lever. of commutation. Preferably, the input condition and / or the output condition, which can cause switching between the engine control modes, depends on the currently selected transmission control mode. In a preferred embodiment, there is provided a manual transmission control mode (mode M) as well as an automatic transmission control mode in forward

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  (mode D). Mode M is designed in particular so that under the effect of the actuation of a switching element which can be actuated manually, such as a switching lever, it is possible to execute manual switching respectively to the next higher speed or on the next lower speed, while in mode D, the speed change or the switching instants are executed in an automated manner. In mode D it is provided in particular that the instants, at which the switching of transmission devices is executed and the speed at which this switching is carried out, are fixed on the basis of predetermined characteristic switching curves or predetermined characteristic operating values or analogous, these switching operations being performed

automatically.

  The electronic engine control device preferably comprises an interface for transmitting the engine torque and / or another interface, such as in particular an interface for a second electronic control device or a second interface for transmitting the speed of rotation. The second electronic control device can be an electronic transmission control device for example without the invention having to be limited thereby. In a preferred embodiment the third set point value, which is displayed by the second control device for the motor control device, is a set speed or a targeted or desired speed. Preferably, the second control device also indicates to the engine control device during which time interval the speed of rotation of the motor must be adapted to this target speed of rotation of the motor. The engine control unit can then control

  corresponding motor rotation speed.

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  This predetermination of the setpoint speed of the engine has very different advantages, for example the fact that in particular in the case of downshifts, the sliding phase of the clutch and the deceleration of the motor vehicle during reclosing can be reduced. The engine is brought to the set speed, in particular during the downshift of the transmission device, that is to say when switching to a lower speed, by means of an active control of the engine when the clutch is

  open. This is not intended to limit the invention.

  It will be noted that the predetermination of third set values for a first characteristic operating element, which are in particular the set value of the speed of rotation of the motor, is carried out within the meaning of the present invention in particular so that an increase the engine speed is triggered. This increase or this increase in the speed of rotation of the engine, which is controlled in particular when the clutch is opened in the context of a gear change, is designed in particular so that the speed of rotation of the engine, which establishes, essentially corresponds to the rotation speed of the

  motor corresponding to the set speed.

  A clutch device or a clutch is within the meaning of the present invention in particular an automated clutch device. This automated clutch device can be arranged as proposed by the applicant under the designation "Elektronisches

Kupplungsmanagement (EKM) ".

  In a preferred embodiment, the apparatus

  motor control unit controls a characteristic value of motor operation, such as the speed of rotation or the torque. In accordance with this order, insofar as, during this order, the

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  second control unit predetermines a target value or a set value for this operating characteristic value, in accordance with a predetermined characteristic, which depends on the respective driving situation or other operating parameters, such as the speed engaged for the position of on the accelerator pedal, a switching is performed on the first operating characteristic value, in particular the engine rotation speed, in accordance with a predetermined characteristic and this in particular independently of a predetermination of the second electronic control device. In the case of predetermined conditions, the second control apparatus predetermines a target value. This target value or this third setpoint value is in particular a setpoint rotation speed. Preferably, this setpoint rotation speed is arranged such that the control of the engine control device is modifiable so as to cause an increase in the speed of rotation of the engine. This increase in the speed of rotation of the motor or the corresponding predetermination of the set value is carried out in particular in the context of a predetermined shift in the transmission device, and this in particular in the case of

demotion.

  In a preferred configuration, at least one input condition and / or at least one output condition depends on the current type of switching. Types of switching are, in the sense of the present invention, in particular switching to a higher speed or downshifting, in which case when switching to a higher speed the transmission device is switched from a lower speed to a higher speed . In the case of downshifting or switching to a lower speed, one obtains in particular the process of

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  reverse switching. Preferably, switching processes, in which the speed engaged in the transmission device is switched, and these switching instants are controlled as a function of predetermined switching characteristic curves. These switching characteristic curves are preferably stored in the electronic motor control unit and fix the switching operations and their times as a function of predetermined characteristic operating values, such as the speed of rotation of the motor or the engine torque or the gear engaged and / or the position of the accelerator pedal and the like. Preferably an input condition and / or an output condition depends on the respectively provided switching characteristic curve. For example, a switching characteristic curve can be provided for sporty driving and / or a switching characteristic curve for economical driving, that is to say which saves fuel and / or a switching characteristic curve for operation in winter or operation at low outside temperatures and / or a characteristic curve for a movement functioning in the case of displacements of mountain climbs and / or a switching characteristic curve for the

  displacement in the case of mountain descents.

  In a particularly preferred embodiment both the mode of control of the transmission and the type of switching as well as the switching characteristic curve used instantaneously or the conditions present instantaneously, which are intended to effect switching between characteristic curves of switching, are used as a condition of the speed transmission interface or as an input condition or as an output condition. Preferably it is expected that increases

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  activate the speed, which are triggered in particular by the transmission of target values or third set values by the second control unit to the motor control unit, are avoided when depending on the respective displacement situation the driver wants to apply the brake

  engine or that actuation of the engine brake is advisable.

  These driving situations can be fixed in accordance with a predetermined characteristic. For example, it can be established that in the case of downhill trips in the mountains, in the context of downshifts, the second control device does not transmit any target value or third set value to the engine control device or that in the case of uphill journeys in the mountains as part of downshifts, no increase in the engine speed is achieved. In particular, insofar as the active increase in the speed of rotation of the motor is not prevented for the reasons indicated above, it is particularly preferred that the increase in the speed of rotation be achieved in manual mode as well in in case of switching in traction than in pushing, and in automatic mode (mode D) in the case of switching in traction. In particular, it is provided that in mode D, during switchovers in push-up mode, no increase in the speed of rotation of the motor is carried out in the context of downshifts. It will be noted that, in accordance with the invention, it is also preferable not to provide any interface for transmitting the speed of rotation of the control device or it is preferable that the control device receives no predetermined setpoint value from the from a second electronic control device and instead of this, the engine speed is increased by

  predetermination of positive training couples.

  In a preferred embodiment, at least

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  an entry condition and / or at least one exit condition depends on whether the vehicle’s drive chain

  automobile works in traction or push.

  Preferably, a motor vehicle comprises a tilt detection device, which makes it possible to detect whether the motor vehicle is traveling uphill or downhill in the mountains or else is performing a horizontal movement. The inclinations indicated by this inclination detection device can be used to control the interface for transmitting the speed of rotation. The problem is further solved using a method for controlling an internal combustion engine of a motor vehicle, which comprises a manually acceleratable accelerator pedal and a transmission device as well as a first electronic device. control unit, characterized in that the engine control unit controls the internal combustion engine and / or predetermined characteristic values of the internal combustion engine operation as a function of predetermined characteristic values, that this control can be switched between at least a third motor control characteristic and at least a fourth motor control characteristic, and that these third and fourth motor control characteristics differ in particular in that in at least one predetermined speed stage of the transmission device and / or in the case of at least one position of the pedal d accelerator, in particular in the case where the accelerator pedal is depressed to the maximum, the power produced by the internal combustion engine for a control in accordance with the third control characteristic of the engine is lower than in the case of a control in accordance with the fourth characteristic of

engine control.

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  According to the invention, there is provided in particular a method for controlling an internal combustion engine of a motor vehicle, in which an electronic control device controls an internal combustion engine or first predetermined characteristic values of operation of the combustion engine. internal, in which case during this command a switching can be carried out between a third motor control characteristic and a fourth motor control characteristic. The third and fourth engine control characteristics differ in particular in that for at least one speed stage, which is engaged in the transmission device, and in the case of at least one predetermined position of the accelerator pedal, the power produced by the internal combustion engine when ordered in accordance with the third engine control characteristic is lower than when ordered in accordance with the fourth

  motor control characteristic.

  A transmission device is. within the meaning of the present invention, in particular an automated gearbox. The transmission device can however also be another transmission device, such as for example an actuable gearbox

manually.

  Under the effect of switching between the third and fourth engine control characteristics, it is possible in particular to obtain, without this resulting in a limitation of the invention, a reduction in fuel consumption. This is advantageously achieved due to the fact that in driving situations, in which only reduced engine power is required, the control is executed in accordance with the third motor control characteristic, and in displacement situations, in which

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  if necessary the total power of the motor is necessary, the command is executed in accordance with

  fourth motor control characteristic.

  In a preferred embodiment, in the case of a standard setting, the internal combustion engine is controlled in accordance with the third engine control characteristic, and in certain operating states, in which the full power of the engine is necessary, a switch is made to the fourth motor control characteristic. The switching between the third motor control characteristics and possibly the reverse switching preferably takes place automatically. Preferably switching from the third motor control characteristic to the fourth motor control characteristic is performed essentially only when it has been established that first predetermined conditions for triggering

  switching are established or have been fixed.

  To the extent that these first switching trigger conditions are present, in the preferred embodiment, the direct switching process

is triggered.

  In another preferred configuration according to the invention, the switching is carried out between the third and fourth motor control characteristics, when it is established that the second switching conditions or at least one second switching condition.

switching are present.

  In accordance with a particularly preferred embodiment of the invention, the switching is carried out between the third and fourth motor control characteristics when it has first been established that the first switching trigger conditions are present and that it was established

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  simultaneously or in a delayed manner that the second switching conditions are present. Therefore in accordance with the invention it is particularly preferable that for switching between the third and fourth motor control characteristics, the necessary condition is that the first switching trigger conditions are given and that the switching is triggered when it is established that the second switching conditions are present. These first respective switching trigger conditions or their appearance and the second switching conditions, which trigger the switching, are then

associations between them.

  In particular it is intended that the automatic switching is suppressed until a situation appears in which the switching is not detectable, the second switching conditions relating to this

"unable to detect".

  A second switching condition is preferably the condition that the accelerator pedal actuated by the driver is discharged at least for a short period of time and / or at least instants. An alternative or a second complementary switching condition by way of example indicates that, insofar as the motor vehicle is controlled by means of a mountain circulation program, a gear change is requested or triggered by this displacement program in the mountains. The mountain travel program is designed in particular so that predetermined switching characteristics fix the switching times and / or the switching processes as a function of predetermined operating characteristic values such that the control of the operating characteristic values of the motor is fixed by this displacement program in

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  mountain, possibly depending on other values

  operating characteristics.

  The characteristic operating values of the engine are in particular the engine torque and / or the engine rotation speed. In a preferred embodiment, at least one control element is provided, such as a switching lever, switching operations being carried out between the third motor control characteristic and the fourth motor control characteristic in operation

  of the switching position of this control element.

  For example, provision can be made for switching to a sporty driving mode by means of this control element, in which case in this sporty driving mode, the internal combustion engine and the transmission device are controlled in the direction sporty driving and in this sporty driving mode, it is certain that the internal combustion engine is controlled in accordance with the fourth engine control characteristic. In the sporty driving mode, it is provided in particular that the internal combustion engine

  operates in a range of high rotational speeds.

  In addition, it can be provided for example that a condition for triggering a switching is associated

  on the ground on which the motor vehicle is moving.

  In accordance with a preferred embodiment, the inclination of the vehicle is detected and, when it is established that the vehicle is traveling uphill, it is established that a first switching trigger condition is present in this case. meaning that the internal combustion engine must be ordered in accordance with

  fourth motor control characteristic.

  The invention is generally not limited by these embodiments given by way of example. Thus, for example even in the case of operation with control of

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  charge (also known as "kick-down")

  that is to say in the case of rapid and complete depressing of the accelerator pedal, a first condition for triggering a switch is given, given that even in the case of "kick-down" operation,

  usually high power is required from the engine.

  Kick-down operation can be identified, for example, by the fact that the speed with which the accelerator pedal is varied in the direction of a position

  pressed, is greater than a predetermined limit.

  In a preferred embodiment of the invention, a second switching condition indicates that a gear change is being made. During this gear change, in the case of a gearbox, in which the traction force is interrupted to effect the gear change, switching can be carried out between the third and fourth control characteristics, without this being detectable

by the driver.

  In a preferred embodiment, when ordered in accordance with the third engine control characteristic by an electronic engine control device, the throttle valve and / or the amount of fuel injection is controlled such that maximum (theoretical) power is not produced or does not

cannot be produced.

  Preferably a manual interruption can be carried out so that the internal combustion engine is controlled in accordance with the third characteristic of

engine control.

  The problem underlying the present invention is further solved by means of a method for controlling an internal combustion engine of a motor vehicle, which comprises a manually controlled accelerator pedal, characterized in that

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  on the basis of the position of this accelerator pedal, a desired torque for at least one predetermined component of the drive chain is indicated, possibly depending on predetermined characteristic values, such as for example the switching position of a device transmission, this desired torque is controlled in accordance with a fifth predetermined control characteristic, after an interruption of the drive chain, when the adjustment position of the accelerator pedal, which is determined before an interruption of the drive chain, essentially corresponds at the starting position of the accelerator pedal, which is supplied after the interruption of the drive chain, the desired torque, which is indicated by the position of exit from the accelerator pedal, is controlled according to a sixth characteristic control, which differs from the fifth control characteristic, when the posi The accelerator pedal output position differs from the accelerator pedal input position, this sixth control characteristic being different from the possibly fifth control characteristic, on the basis of which this desired torque indicated by the position of the accelerator pedal output, would be controlled if this modified accelerator pedal output position was also entered as the input position of the

accelerator pedal.

  According to the invention, there is provided in particular a method for controlling an internal combustion engine of a motor vehicle, which comprises a accelerator pedal which can be actuated manually. A desired torque for a predetermined component of the drive chain is indicated by the respective position of the peJale

accelerator.

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  This desired torque can in particular be the torque of the engine or the torque that can be transmitted by the clutch, or the torque of the drive axle or a

  any combination of the couples indicated above.

  Preferably the desired torque is not indicated exclusively according to the position of the accelerator pedal, but in combination with other characteristic operating values, such as for example the speed engaged in the transmission device or the current engine torque. or the current engine torque and / or as a function of other characteristic operating values. According to the invention, it is provided that the desired torque or the torque corresponding to the desired torque is controlled in accordance with a fifth predetermined control characteristic, after an interruption of the drive chain, when the entry position of the accelerator pedal clearly matches

  the exit position of the accelerator pedal.

  Under the expression "accelerator pedal entry position" it will be understood that this is in particular the position of the accelerator pedal or the value corresponding to the value of the pedal which is supplied when the drive chain is interrupted or that a

  interruption of the drive chain is engaged.

  The introduction of the interruption of the drive chain can be carried out in particular by means of the reduction of the engine torque or of the torque that can be transmitted by a clutch device, or a controlled reduction of these couples. Preferably within the meaning of the present invention under the expression interruption of the drive chain, it should also be understood that the torque or the engine torque which can be transmitted by the clutch is reduced by a value which is greater than a predetermined limit value , or is reduced to a value that is less than a predetermined limit value or that the

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  speed, with which the respective torque is reduced, is

  greater than a predetermined limit value.

  In particular, during an interruption of the drive chain within the meaning of the present invention it should be understood that there is a relative displacement between neighboring components of the drive chain. This relative rotation can be achieved in particular by decoupling these components of the drive chain or by the fact that the slip between two components of the drive chain is given. This slip may appear

  especially in the clutch device.

  Under the expression "accelerator pedal out position", it should be understood that this is the position of the accelerator pedal, which is provided

  mainly after the interruption of the drive chain.

  When the accelerator pedal output position after an interruption of the drive chain

  deviates from the entry position of the acceleration pedal

  tor, the torque, which can in particular be the engine torque and / or the torque that can be transmitted by the clutch, is controlled as a function of a sixth control characteristic. This sixth control characteristic differs

  including the fifth control feature.

  Optionally, sixth different control characteristics are provided. In particular, it is preferable to provide a sixth control characteristic for the case where the desired torque indicated by the starting position of the accelerator pedal is greater than what is represented by the input position, and a sixth other control characteristic is provided in the case where the desired torque, indicated by the output position, is less than the desired torque indicated by the input position. The sixth control characteristic differs in particular from the fifth control characteristic, according to which the torque is controlled when the

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  output position of the accelerator pedal, which is actually supplied, would also be indicated as

  as the accelerator pedal input position.

  Preferably, the torque is controlled in accordance with the sixth control characteristic and not by the fifth control characteristic, when the value of the output pedal or the desired torque

  displayed by the exit position of the acceleration pedal

  torque, is greater than the value of the input pedal or the desired torque displayed by the input position of the

accelerator penalty.

  In a preferred configuration, the engine torque

  or the clutch torque that can be transmitted by the clutch

  yage or the clutch setpoint torque is firstly limited in accordance with the sixth control characteristic, and in particular it is intended that this torque limit is firstly controlled. This torque limit may depend on predetermined characteristic values or on characteristic operating values. Once this torque limit, which may correspond in particular to the torque which has been indicated by the position of the entry law, is reached, the desired torque indicated by the position of the exit law may be controlled in accordance with a part of the sixth control characteristic. In accordance with this characteristic part, it can be provided for example that the gradient, with which the engine torque or the clutch torque is reduced, is lower than in the case of the reduction of the torque, which corresponds to the torque limit . For example, the average torque gradient can be less than 80%, be less than 60% or be less than% or be less than 20% of the gradient, with which the

  torque corresponding to the torque limit has been established.

  These figures are given purely as examples. Likewise intermediate values are

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  preferred according to the invention.

  It will be noted that the component of the drive chain, the torque of which is controlled in accordance with the fifth or sixth control characteristic, may also be a different component from the clutch device or from the engine, such as for example the driving axle or similar. In a preferred configuration, provision is also made for controlling a combination of couples, which are associated in particular with different components of the drive chain. For example, the engine torque on the one hand and the torque transmissible by the clutch device on the other hand can be controlled according to the fifth or

  of the sixth control characteristic.

  In a preferred embodiment, the torque corresponding to the output position is controlled on the basis of a predetermined function, and this in particular slowly, in accordance with part of the sixth control characteristic from the limited torque or the limit of the couple. Preferably different sixth control characteristics are provided for different situations. For example, a sixth control characteristic is provided for predetermined operating situations, which are detected in a memory device. When these operating situations arise, a command is carried out in accordance with the corresponding sixth command characteristic. To this end, predetermined operating situations are for example checked. In a preferred embodiment, a control device is provided, such as for example an ESP control device, which, when the predetermined operating situations are identified, emits a signal and therefore triggers the torque control in accordance with the sixth corresponding control characteristic. For example, also for different speed changes,

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  time intervals can be memorized, which correspond to the normal time interval without disturbance of the interruption of the drive chain during the gear change. Insofar as during a gear change, the time interval for the gear change is longer, it is provided for such a situation possibly in a different way and depending on speeds and depending on the interval of time of the interruption, which actually appears, from the drive chain, of the respective sixth control characteristics, on the basis of which the establishment of the torque is controlled. Such longer time intervals when changing gears can be determined for example by problems of

synchronization or the like.

  Insofar as the establishment of the torque is carried out in accordance with the sixth control characteristic, a torque limit, first of all controlled, is produced, it is possible to add to this limit or subtract from it for example values of torque, which are possibly a function of time and on the basis of which the rest of the torque control is executed. The different values added to this limit or the sixth control characteristic or the part of the sixth

  control characteristic, on the basis of which the

  torque reduction is achieved from the torque limit, may depend for example on the duration of the interruption of the drive chain or the speed with which the position of the accelerator pedal is changed or else the position of the input accelerator pedal or other characteristic values. In a preferred arrangement, these characteristic values can also be used to establish the previously indicated limit of the torque. In a particularly preferred configuration, the establishment of the engine torque

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  and the establishment of the clutch torque, which can be transmitted by the clutch, are carried out in a coordinated manner or as a function of one another in accordance with the

  sixth control characteristic.

  In a preferred embodiment, it is provided that a torque of at least one component of the drive chain, such as the engine torque and / or the torque that can be transmitted by the clutch, is controlled or is established firstly after an interruption of the drive chain, during a predetermined time interval, which depends on the starting position of the accelerator pedal. This time interval is preferably independent of the exit position of the accelerator pedal. Once the torque has been established during this time interval indicated above, the torque corresponding to this output position can be controlled according to the

  accelerator pedal out position.

  Preferably, the torque is controlled in accordance with a seventh control characteristic when, after an interruption of the drive chain during the torque establishment phase, the position of the accelerator pedal is changed. Provision is made in particular for switching from the fifth or from the sixth control characteristic to pass to the seventh control characteristic, when it is established that the position of the accelerator pedal is

  modified during the torque establishment phase.

  In a preferred configuration, the engine torque and / or the torque that can be transmitted by the clutch is controlled to control the torque of a predetermined component of the drive chain in accordance with the fifth, sixth or seventh characteristic. control. The problem is solved using a method for controlling at least one component of the drive chain of a

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  motor vehicle, such as for example the internal combustion engine and / or the clutch device, this motor vehicle comprising an accelerator pedal which can be actuated manually as well as a service braking device, a driving axle which can be loaded by the internal combustion engine and comprising driving wheels and an automated transmission device, characterized in that - a blocking can be applied using this service braking device, braking during which the driving wheels of this driving axle do not essentially do not turn, - after braking with blocking, downshifts in the transmission device are automatically prevented until the entry of at least one sixth predetermined condition, and become possible automatically after the entry of this at least one sixth condition, and - after a possible and executed downshift, the torque of at least one component of the drive chain is first of all limited in accordance with a predetermined eighth characteristic, and is then increased in accordance with a predetermined ninth characteristic, so as to avoid in particular a

  vehicle acceleration.

  According to the invention, there is provided in particular a method for controlling at least one component of the drive chain, according to which after a blocking braking, downshifts in the transmission device are prevented until it is established that 'at least a sixth condition is present. When it has been established that the sixth condition is present, switching (downshifting) becomes possible. When a possible downshift is then also carried out, the torque of at least one component of the chain

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  Motor, which is established, is first limited in accordance with a predetermined eighth characteristic and is then increased in accordance with a ninth characteristic. In particular it is intended that first of all the torque that can be transmitted by the clutch device is limited so that the starting and the continuation of the movement are carried out first with increased slip and more and more with weaker acceleration

of the vehicle.

  In a preferred embodiment, the motor vehicle comprises an internal combustion engine and / or a clutch device, as well as an accelerator pedal which can be actuated manually. Under the expression "which can be actuated manually", it should be understood within the meaning of the invention in particular that it is a driver who has possibilities of intervention, according to his wishes. The motor vehicle also preferably comprises a service braking device as well as at least one driving axle which can be loaded by the internal combustion engine and comprising driving wheels. In addition, the motor vehicle has a

  automated transmission device.

  The clutch device is. within the meaning of the present invention, preferably an automated clutch device or a switching clutch. An automated clutch device is in particular a clutch device, in which switching processes are controlled in an automated manner. To this end, a hydraulic system and / or an electric motor may be provided. Such a clutch device is provided by the depositor for example under the designation "management unit

electronic clutch "(EKM).

  The clutch device can be arranged

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  also differently within the meaning of the present invention.

  Braking with blockage is. within the meaning of the present invention, in particular braking, during which at least one of the drive wheels disposed on the driving axle is blocked or does not rotate when the vehicle is moving. In a preferred configuration, a sixth condition exists, according to which the accelerator pedal has been moved by a determined stroke, or that an interval

time has passed.

  In a preferred embodiment of the invention, downshifting is prevented until the accelerator pedal is in a position which is greater than 10%, and the service brake has not been actuated for any longer. predetermined time interval, such as 100 ms. The position of the load lever "10%" however concerns in particular an accelerator pedal which, in its two extreme positions, takes the values O% and% and between these extreme positions, takes values

intermediate.

  It is advantageous that when the sixth condition has appeared, the starting of the further movement is executed after a first switching of the

  transmission device with increased slip.

  Preferably, when reclosing after such a switching, the torque that can be transmitted by the clutch is limited or reduced compared to comparable driving situations, without prior braking with blocking, the torque being preferably controlled so that '' there is no sudden acceleration

of the vehicle.

  In a different or complementary variant embodiment claimed, provision is made for the characteristic starting curves, on the basis of which the new acceleration, the new starting or the pursuit

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  the movement of the vehicle is controlled, are modified after braking with blocking compared to a corresponding start without braking with blocking, and this in particular using a factor which depends on time and which in the preferred embodiment is less to one and increases over time. Therefore a curve

  softer start feature is used.

  It will be noted that under the term "starting" it should be understood within the meaning of the present invention in particular that the speed of the vehicle is less than a speed limit

  predetermined or is substantially zero.

  The problem underlying the invention is further solved by means of a method for controlling at least one component of the drive chain of a motor vehicle, characterized in that in the drive chain of the motor vehicle are arranged an internal combustion engine, a clutch device and a switching mechanism, in particular automated, in which different speeds can be engaged, and that for the gear change, the engine torque and / or the torque that can be transmitted by the clutch device is controlled and is at least partially reduced, and that the reduction in

  torque is executed continuously over time.

  According to the invention, it is provided in particular that before a gear change in the transmission device of a motor vehicle, which is in particular a gearbox and in a particularly claimed manner an automated gearbox, the engine torque or the torque that can be transmitted by the clutch is reduced, and this in a controlled manner, in particular in an automated manner. This reduction in torque is controlled so that it is carried out continuously over time. In a preferred embodiment, this reduction in torque is controlled so that the

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  reduction is continuous and differentiable.

  In a particularly preferred embodiment, the torque decreases continuously or in a continuous and differentiable manner, in order to avoid strong acceleration of the vehicle at the start of the gear change. Preferably the torque decreases in accordance with a parabola, the start of the reduction of the torque being, in a particularly preferred manner, located at

the origin of the parable.

  In a preferred embodiment, during a gear change, switching before a gear change to a higher speed, it is guaranteed that the torque that can be transmitted by the clutch, is greater or at least equal at the current engine torque. Preferably, in the case of downshifts, that is to say switching at a lower speed, the engine torque is firstly reduced, during disengagement, to the minimum possible value and the torque that can be transmitted by the clutch is reduced faster than the engine torque so that when the transmission device is in the neutral phase appearing as part of the switching, the engine speed can be brought to the target speed. The target speed is the speed which is defined when switching to the next speed immediately and in this regard it must be taken into account that the vehicle is moving and therefore the speeds which are defined in the drive chain between the transmission device and the drive axle, are determined

  (jointly) by the rotational speeds of the wheels.

  In a preferred embodiment, at least during the interruption of the engine torque, before switching the planetary passage to a higher speed.

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  high, the engine torque is reduced down to the range of

engine thrust.

  In a preferred embodiment, at least before switching to a higher speed, the torque which can be transmitted by the clutch is reduced so that when switching to engine thrust operation, the engine torque is not not applied in the

drive chain.

  Preferably, the torque that can be transmitted by the clutch is reduced more quickly than the engine torque, especially before downshifts

  imminent in the transmission device.

  In a preferred embodiment, the predetermined characteristic values, which determine the reduction in torque before switching the transmission, are fixed as a function of the load. Such a characteristic value of reduction of the torque can, for example when the torque is reduced along a curve which is of a parabola, be the opening angle of this parabola. Preferably, different characteristic values of torque reduction are stored in a characteristic field. When a reduction in torque must be achieved before switching the transmission, preferably predetermined torque characteristic values are selected according to predetermined operating characteristic values, such as the position of the accelerator pedal and / or the gear engaged. when switching the transmission, so that the torque is reduced according to these selected characteristic torque reduction values. In a preferred embodiment, it is possible to take into account, as characteristic values of torque reduction, for example also the speed of variation of the accelerator pedal. In this regard, one could for example fix from a speed limit

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  predetermined accelerator pedal and / or change of position of the accelerator pedal, kick-down operation. It is also preferable to take account, for example, of the fact that before the program changeover, the engine is idle or not, or else to take into account that a braking device

service is activated or not.

  In a pretended embodiment, the gradient of the motor setpoint torque is determined, as the sum of an initial value and the product of a

  aperture factor, which indicates in particular the opening angle

  ture of the parabola, by the time that has elapsed since the instant of departure. In a particularly preferred embodiment, the initial rise in the continuous curve, on the basis of which the engine torque is reduced, can be taken into account. For example, the gradient over time of the setpoint torque is determined in the form described above, in which case instead of the opening factor, the difference of an opening factor and

  of an initial climb is multiplied by the duration.

  The problem underlying the invention is further solved in an electronic control device for controlling at least one component of a motor vehicle, this motor vehicle comprising an internal combustion engine and at least one driving axle provided wheel drive, characterized in that the at least one component arranged in the drive chain can be controlled by the electronic control device so that the transmission of torque between the internal combustion engine and the drive wheels is modified and that this electronic control unit performs or controls a

  method according to one of the methods indicated above.

  The term "control" should be understood within the meaning of the present invention in particular as "requisition" and / or "control" within the meaning of the DIN standard. It is the same

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  for concepts derived from the concept "command". It is obvious that the control device within the meaning of the invention may contain modules for controlling the engine, the clutch and / or the transmission or that these modules are arranged in a discreet manner and can exchange

data between them.

  The claims appended to this application

  are wording proposals, without prejudice to obtaining continuous patent protection. The plaintiff reserves the right to claim further

  other characteristics or combinations of characteristics

  ticks which have so far only been exposed in the description

tion and / or drawings.

  References used in the subclaims relate to the further development of the subject matter of the main claim due to the features

  respective subclaims; you don't have to

  consider it a renunciation of obtaining protection

  autonomous object of the characteristics or combinai

  characteristic sounds of the dependent claims

nces.

  Since the subjects of these claims

  may constitute, with regard to the technical condition at the priority date attached to this request, clean and independent inventions, the plaintiff reserves the

  right to be the subject of other independent claims

  dantes or divisional requests. These objects can

  also contain independent inventions which represent

  feel an independent configuration of the sub objects

previous claims.

  The exemplary examples of sati on should not be regarded as a limitation of the invention. On the contrary, many changes and modifications are possible within the scope of the invention as set out below, in particular variants, elements and

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  combinations and / or materials which are for example inventive by combination or transformation of the characteristics or elements or process steps described in the general script and the embodiments as well as the claims and contained in the drawings and which lead by characteristics combinable with a new object or with new process steps or sequences of process steps

  process, insofar as it also relates to processes

  manufacturing, verification and machining dice, and o it would allow the skilled person to provide a solution to the

  problem underlying the invention.

  Other features and advantages of the

  present invention will emerge from the description given

  hereinafter taken with reference to the appended drawings, in which: - Figure 1 shows a first example of a process according to the invention, in the form of a schematic representationi - Figure 2 shows a second example of a process 'a method according to the invention, in the form of a schematic representation; - Figure 3 shows a third example of a process according to the invention, in the form of a schematic representation; - Figure 4 shows a fourth example of a process according to the invention, in the form of a schematic representation; - Figure 5 shows a fifth example of a process according to the invention, in the form of a schematic representation; and - Figure 6 shows a sixth example of a process according to the invention, in the form

a schematic representation.

  FIG. 1 represents the steps or not of an exemplary method according to the invention, according to a

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schematic representation.

  In step 10, the internal combustion engine of a motor vehicle, which includes an automated gearbox, is controlled, in which case an influence is applied to the speed of rotation of the engine

or the engine torque.

  In step 12, a check is performed to determine if an intention to change gear exists. There is an intention to change gear especially when a gear change is imminent. The control of the gear change intention is designed in particular such that displacements of the actuation mechanisms of the transmission device are detected or controlled. Insofar as these actuation mechanisms execute determined displacements, it is concluded from this that a determined speed, controlled as a function of the displacement, must be engaged. In step 14, a check is made to determine if an intention to change gear is present. Insofar as no intention to change

  speed does not exist, the procedure continues with step 10.

  But insofar as there is an intention to change gear, a check is carried out in step 16 to determine whether entry conditions

predetermined exist.

  In particular, it is planned to check whether three

  Entry requirements are provided cumulatively.

  The first entry condition concerns the operating mode. If this first entry condition is established, when the gearshift lever, with which one can influence the control processes of an automated gearbox, is placed in the manual operating mode (mode M), at which case we are in

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  presence of traction and thrust operation of the drive chain, or in the automatic operating mode (mode D), in which case there is a

  traction drive of the drive chain.

  A second condition concerns the type of switching, and a distinction is made between an upward switching, that is to say a switching engagement of a higher speed, and a downshifting, that is to say a switching on a lower speed. To the extent that a downshift is imminent or to the extent that a downshift is indicated by the identification of a gear change intention, the second training condition is applied. The third input condition concerns the characteristic switching curves used, which are used for controlling the internal combustion engine and / or a clutch device mounted in the drive chain and / or in the automated gearbox. Such switching characteristic curves can in particular be a switching characteristic curve for sporty driving, a switching characteristic curve for a driving mode which achieves fuel economy, a switching characteristic curve for uphill journeys, a curve downhill movement characteristic in the mountains as well as a switching characteristic curve for normal operation in the horizontal plane. As the current command is executed in accordance with predetermined switching characteristic curves, the third input condition is present. The third input condition is not present in particular when it is established that the current control is carried out in accordance with a switching characteristic curve for a

climb.

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  Insofar as during step 16 it has been established that the input conditions are present, the speed of rotation of the motor is controlled, in the case of the speed change, in accordance with a second motor control module (step 18 ). This second mode of engine control is arranged in particular such that the engine speed is brought, essentially in the case where the clutch is open, by means of an active engine control at the speed which corresponds at the target speed for the target speed or the third set point predetermination. This setpoint rotation speed can be predetermined by a second electronic control device, which is different from the first electronic control device. Preferably also, and in particular when the electronic engine control device does not have any interface for transmitting the engine speed, the target speed is produced by means of the predetermination of positive drive torques. The setpoint rotation speed is chosen in particular so that the input rotation speed of the gearbox essentially corresponds to the rotation speed of the engine or so that the clutch parts essentially decoupled from one the other when the clutch is open and essentially coupled, in particular in a cold connection, when the clutch is closed, have essentially the same

rotation speed.

  The target speed is taken into account.

  But insofar as during step 16 it was established that the input conditions are not present, within the framework of the speed change during step 20, a first characteristic operating value of the internal combustion engine, c ' that is to say in particular the speed of rotation of the motor, is controlled according to a first mode of

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engine control.

  This first control mode of the motor differs from the second control mode in particular in that the controlled or triggered rotational speeds of the motor in particular for otherwise essentially identical operating characteristic values and in particular in the case of identical rotational speeds of the axles engines, are weaker. Consequently in particular an increase in the speed of rotation is triggered during or after the change of speed by the

second engine control mode.

  In particular, it is intended that this increase in the speed of rotation is not triggered during climbs so that the engine brake is activated or is not

not placed out of service.

  FIG. 2 represents the steps implemented in an exemplary method according to the invention according to a

schematic representation.

  In step 30, the internal combustion engine of a motor vehicle is controlled by an electronic engine control device in accordance with a third engine control characteristic. This third engine control characteristic is such that during engine control, the throttle valve and / or the amount of fuel injection are controlled so that, for a given position of an accelerator pedal and for the switching position, if any, given by the transmission device (or the given speed), the power that can be produced by the motor is reduced or is located at a level below

maximum power.

  In the case of control in accordance with the third motor control characteristic, there is therefore preferably a throttling of the

engine power.

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  In step 32, a check is made to determine whether the first predetermined conditions of

  triggering of a switching are present.

  Such a switching trigger condition is present in particular when the conductor

  indicates, by means of the actuation of action elements

  which can be activated manually, whether it wishes a high power of the motor or, when on the basis of other controlled characteristic values or other operating characteristic values, an automatic indication is obtained of the fact that a higher power

of the engine is desired.

  In particular it is intended that the driver indicates by means of a switching lever which makes it possible to influence the control of the transmission device, which is arranged in particular in the form of an automated gearbox, or by means of actuation of the accelerator pedal in accordance with a characteristic

  predetermined, that he wants increased engine power.

  In a particularly preferred configuration, the motor vehicle can operate according to sporty driving. Insofar as it is established that the motor vehicle is operating within the framework of a sporty driving, it is established that a switching trigger condition is present. In sporty driving, for example, switching can be achieved by means of the gearshift lever or by means of a switch provided specifically for this purpose. In the case of sporty driving, it is provided in particular that speeds are largely pushed, that is to say that high rotational speeds are controlled for the speed respectively engaged and / or that phases of interruption of the tensile forces are kept as low as possible during the process of

switching.

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  In addition, provision is preferably made for the driver to be able to indicate his desire to have high engine power by controlling the vehicle in kick-down operation, that is to say by rapidly and strongly depressing the accelerator. It is intended in particular that a kick-down operation is identified when the speed of variation of the position of the accelerator pedal is greater than a predetermined limit speed and / or when the position of the accelerator pedal varies by more than 'a predetermined position difference in particular during a predetermined time interval. An automatic identification of a driving situation, which requires high engine power, is notably fixed so that the motor vehicle performs an upward movement. For this purpose, an inclination detection device is optionally provided which indicates that the inclination of the vehicle or the inclination of the ground is greater than a predetermined angle, which opens

in the direction of travel.

  It will be noted (it is established) that by virtue of the fact that the first predetermined switching trigger conditions are or were present, an indication is obtained of the fact that a switching must be carried out from the third characteristic of the motor to a fourth control characteristic. of the engine, in which case when ordering in accordance with this fourth engine control characteristic, for a determined position, in particular fully depressed, of the accelerator pedal and possibly in the case of a given speed, engaged in the device for. transmission, the power to be produced by the motor is higher than in the case of control in accordance with the third motor control characteristic. In particular it is expected that in the case of the order in accordance with

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  the fourth engine control characteristic, for a given position of the accelerator pedal and possibly in the case of a given speed of the transmission device, the engine can deliver its maximum power. For this purpose, in particular the throttle valve or the angle of the throttle valve and / or the quantity of fuel inspection are controlled correspondingly. Insofar as it was established in step 32 that the conditions for triggering a switching

  does not exist, the procedure goes to step 30.

  But in the measurement during step 32 it is established that predetermined conditions for triggering switching are present, a check is made during step 34 to determine whether second conditions for switching

  predetermined switching are present.

  Such second switching conditions reside in particular in the fact that the accelerator pedal is discharged for at least a short period of time or that the driver releases the accelerator pedal at least for a short period of time and / or that the automated gearbox performs a gear change, in a condition conditioned by a

switching program.

  In step 36, a check is executed to determine whether the second predetermined switching conditions are present and / or at least one of the

  second switching conditions is present.

  Insofar as it is established for step 36 that the second switching conditions and / or at least one second switching condition is not present, the

procedure goes to step 34.

  Insofar as, however, in step 36 it is established that the second switching condition or the second switching conditions are present, when

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  step 38 switching is carried out from the third motor control characteristic on the fourth

  motor control characteristic.

  It should be noted that the switching conditions during step 36 are arranged in particular so that the driver of the motor vehicle essentially does not notice the modification, produced with the switching, of the upper power limit

of the internal combustion engine.

  During the switching condition "the driver releases the accelerator pedal", the internal combustion engine usually does not operate in the high power range, so that a change in the upper limit power does not mainly affect

not on the current power.

  During a gear change and therefore in particular with an uninterrupted drive chain, a variation of the maximum power of the internal combustion engine does not essentially act on the

driving axle load.

  FIG. 3 represents the steps of an exemplary method according to the invention according to a schematic representation. In step 50, the angle of the accelerator pedal, i.e. the position of the pedal

accelerator, is controlled.

  During step 52, the driving chain or the pulling force or possibly the pushing force is interrupted under the effect of a predetermination

  corresponding to the driver or automatically.

  During step 54, a closing of the drive chain is triggered and it is felt that at the same time a check is executed during step 56 to determine whether the angle of the accelerator pedal has changed, and in particular has changed so that the desired torque, indicated by

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  the value of the accelerator paddle is greater than the dosing torque indicated by the value of the accelerator pedal at the start of the interruption of the drive chain. In the measurement where the desired torque, indicated by the value of the accelerator paddle at the end of the power chain interruption, is greater than the desired torque displayed by the accelerator pedal at the start of the force interruption of traction, in step 58 the torque, which was indicated by the position of the Accelerator World, which was determined at the start of the interruption of the driving chain, is first established in step 58. Then, in step 60, start from the commanded torque in step 58, the couple, who was born by the angle of the accelerator pedals at the end of

  the interruption of the drive chain, is established.

  But in the measure we at step 56 it is established that the torque indicated by the value of the Accelerator World at the end of the interruption of the drive chain, is not greater than the design torque indicated by the value of the Accelerator pedal at the start of the interruption of the drive chains, during step 62 the torque, which was indicated by the angle of the World Accelerator the end of the interruption of the drive chains, while desired couple, eat Established directly. It will be noted that the characteristic, salon which the desired couple indicated by the angle of the accelerator pedals the end of the interruption of the drive chain is established, differs, in accordance with steps 58 and 60, from the characteristic, salon which this desired couple is established in accordance with step 62. In particular, it is expected that the average gradient of the salt couple will be higher when

from step 58 qua during step 60.

  Figure 4 shows the step of an example of

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  method according to the invention according to a schematic representation. In step 70, a motor vehicle is operated so that it has a travel speed greater than zero. In step 72, under the effect of the actuation of the

  service brake, braking with blockage is initiated.

  In step 74, a blockage against a retrogradation is activated, this device acting so as to prevent the transmission device from being

  switched to a lower speed.

  In step 76, a timer is set to zero

  or a start value is set.

  In step 77, the timer starts.

  In step 78, such is done to determine whether the position of the load lever or the accelerator pedal is greater than a predetermined value, and in particular is greater than 10% on a scale which associates the value 0% with the load lever. released or the accelerator pedal released, and the value 90% to the lever

  load pressed or at the accelerator pedal pressed.

  This scale is in particular such that, always the same difference in the percentages associated with it is always associated with the same differences in two positions of the leverage.

charge.

  Insofar as during step 78 it was established that the position of the load lever is lower is associated with the predetermined value of the load lever, the procedure goes to step 76. But to the extent it was established during step 78 that the load lever is a position which is greater than the predetermined position of the load lever, a check is carried out during step 80

  to determine if the service brake is still applied.

  If it is established that the service brake has not yet been applied, the procedure continues with the

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not 76.

  But insofar as it is established that the service brake is no longer actuated, during step 82 a check is carried out to determine whether the timer indicates a value which is greater than a predetermined value, as

for example 100 ms.

  In the measure it was established in step 82 that the timer indicates a value which is greater than the predetermined time value, in step 84, the blocking

  preventing demotion is removed in step 84.

  Otherwise the procedure continues with step 78.

  In step 86 a check is made to determine if the transmission device has been switched

on a lower speed.

  Insofar as it has been established that the transmission device has been switched to a lower speed, during step 88 it is certain that during the acceleration of the vehicle, which is triggered in particular by actuation of the pedal d accelerator, there is in the clutch device a slip which is greater than the slip possibly given, when the vehicle is accelerated from the same speed, and that braking with blocking was predetermined. It will be noted that this refers in particular to the same positions of the load lever,

*in both cases.

  FIG. 5 represents the pa s corresponding to an embodiment given by way of example of a

method according to the invention.

  In step 100 it is indicated that the speed of the

  transmission device must be modified.

  In step 102, the engine torque and / or the torque that can be transmitted by the clutch is eliminated, so that the reduction in torque over time corresponds to a parabola, the origin of which is located at the start of torque reduction. Torque reduction is

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  permanent and in particular can be differentiated from a

continuously.

  In step 104, switching is performed on

another speed.

  In step 106, the engine torque and / or the torque

  that can be transmitted by the clutch is restored.

  FIG. 6 represents the steps of an embodiment given by way of example of a method according to

the invention.

  In step 120, it is indicated that the change

  speed of the transmission device must be executed.

  In addition, during step 120, the engine setpoint torque is initialized to a value which essentially corresponds to the actual engine torque. And especially during step 120, the setpoint torque of the clutch or the setpoint torque, which can be transmitted by the clutch, is triggered with the current engine torque. In step 120 a timer is

further positioned at zero.

  In step 122, determined characteristic values or determined parameters are determined or calculated, these characteristic values or parameters determining or at least determining jointly in which way the engine torque or the engine setpoint torque and / or the setpoint torque the clutch or the torque that can be transmitted by the clutch must be reduced. Such characteristic values or parameters may in particular be values such as the opening angle of a parabola or the like. These characteristic values or parameters are determined or calculated according to the current speed and / or the target speed and / or the angle of the accelerator pedal. Such a parameter or such a characteristic value can also be the initial increase with which the engine torque, in particular to be considered over time, must be reduced, and / or the initial increase, with which,

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  especially in a way considered over time, the torque that can be transmitted by the clutch or the torque of

  clutch setting must be reduced.

  In step 124, the duration is incremented.

  During step 126, a decrement is fixed for the engine torque, this decrement for the engine torque notably influencing the reduction in the engine torque. This decrement for the motor torque is determined as a product of an opening factor or an opening angle for a dish, on the basis of which the motor torque is reduced, and the difference between the time value current incremented and the initial rise to remove the engine torque. The opening factor for the dish, according to which the engine torque must

  to be reduced, is determined in particular in step 122.

  Correspondingly, in step 128, a decrement for the removal of the clutch setpoint torque or for the torque that can be transmitted by the clutch is determined. This decrement is determined in particular, in a corresponding manner, as a product of an opening factor for the parabola, on the basis of which the torque which can be transmitted by the clutch must be reduced, and the difference between the hardness incremented and an initial rise in the dish in accordance with which the clutch torque must be reduced. In step 130, the decrement for the reduction of the engine torque is set to a value, which corresponds to the minimum of the decrement determined in step 126 for the reduction of the engine torque on the one hand and the maximum range for the reduction of the engine torque on the other hand. The maximum slope for the reduction of the engine torque is determined

especially in step 122.

  In step 132, the decrement for the reduction of the clutch setpoint torque is positioned at a

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  value which essentially corresponds to the minimum taken from the value determined during step 128, and on the other hand to a maximum slope for the sliding of the coupling setpoint torque. The maximum slope for the reduction of the clutch setpoint torque is determined in particular during the step

  122 and is again determined in particular in step 122.

  In step 134, the setpoint motor torque is set to a value which corresponds to the difference between the setpoint motor torque and the decrement, determined

  in step 130 for the setpoint motor torque.

  Correspondingly, in step 136, the clutch setpoint torque is adjusted to a value which corresponds to the difference between the clutch setpoint torque and the decrement, determined in step 132, of the

clutch set torque.

  In step 138 a check is made to determine if the transmission device should be

  switched to a higher speed.

  Insofar as it has been established in step 138 that the transmission device must be switched to a higher speed, in step 140 the clutch torque or the setpoint torque of the clutch is positioned at a value which corresponds to a product of a predetermined factor and by the engine torque or by the torque

setpoint motor.

  Then, a check is made in step 142 to determine if the clutch torque is greater than

  a predetermined limit for the clutch torque.

  If this is not the case, during step 144 an offset is positioned at zero. Insofar as it is the

  case, an offset is increased during step 146.

  In step 148, the clutch setpoint torque is set to a value, which corresponds to the difference between the clutch setpoint torque and the

offset.

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  In the measure on logs of step 138 it was established that the transmission device should not be costed at a higher speed, logs of the step when the engine torque of the set points is set to a value which corresponds to the maximum derived from the setpoint motor torque on the one hand and

  the minimum setpoint motor torque on the other hand.

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LEGENDS OF FIGURES

  In the different figures replace the word YA with YES and NEIN with NO

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Claims (54)

IONS CLAIMS   1. Method for controlling an internal combustion engine of a motor vehicle, which comprises a first electronic engine control device, which controls first predetermined operating characteristic values of the internal combustion engine as a function of second predetermined characteristic values and is possibly connected, according to a signal transmission link, to a second electronic control device, characterized in that - this second control device transmits at least a third predetermined set value for at least one of the first characteristic operating values from the internal combustion engine to the engine control unit, - the engine control unit controls the relevant operating characteristic value of the internal combustion engine in at least one first engine control mode, essentially independently of this third predetermination setpoint ion, - switching from the first motor control mode to the second motor control mode is carried out as a function of predetermined input conditions and / or switching from the second motor operating mode to the first control mode of the engine is real   function of predetermined output conditions.   2. Method for controlling an internal combustion engine of a motor vehicle, which comprises an accelerator pedal which can be actuated manually and a transmission device as well as a first electronic engine control device, characterized in that the engine control unit controls the internal combustion engine and / or predetermined characteristic operating values of the internal combustion engine as a function of characteristic values 282 211 0   prAdAtermines, that this command can be switched between at least a third motor control characteristic and at least a fourth motor control characteristic, and that these third and fourth motor control characteristics differ in particular in that in at least one PrAdAterminA speed rating of the transmission device and / or in the case of at least one position of the accelerator pedal, nota _ ent in the case where the accelerator pedal is depressed to the maximum, the power produced by the engine internal combustion for control in accordance with the third motor control characteristic is lower than in the case of control in accordance with   fourth motor control feature.   3. ProcAdA for controlling an internal combustion engine of a motor vehicle, which includes a manually operated accelerator pedal, characterized in that - on the basis of the position of this accelerator pedal, a torque desired for at least one prAdAterminA component of the drive chain is indicated, possibly as a function of predefined characteristic values, such as for example the switching position of a transmission device, - this desired torque is commanded in accordance with a fifth characteristic prAdAtermine command, after an interruption of the drive chain, when the adjustment position of the accelerator pedal, which is determined before an interruption of the drive chain, essentially corresponds to the starting position of the accelerator pedal, which is provided after the interruption of the drive chain, - the desired torque, which is indicated by the accelerator pedal output position, is controlled in accordance with a sixth characteristic control istics, 282 211 0   which differs from the fifth control characteristic, when the exit position of the accelerator pedal differs from the entry position of the accelerator pedal, this sixth control characteristic being different from the possibly fifth control characteristic, on the base of which this desired torque indicated by the position of exit from the accelerator pedal would be controlled, if this modified position of exit from the accelerator pedal was also introduced as the entry position of the accelerator pedal.   4. Method for controlling at least one component of the drive chain of a motor vehicle, such as for example the internal combustion engine and / or the clutch device, this motor vehicle comprising an accelerator pedal that can be actuated manually as well that a service braking device, a driving axle capable of being loaded by the internal combustion engine and comprising driving wheels and an automated transmission device, characterized in that - a blocking can be applied using this device service braking, braking during which the drive wheels of this driving axle do not essentially rotate, - after braking with locking, downshifts in the transmission device are automatically prevented until the entry of at least a sixth condition predetermined, and become possible automatically after the entry of this at least a sixth condition, and - after a r possible and executed downgrading, the torque of at least one component of the drive chain is first limited in accordance with a predetermined eighth characteristic, and is then increased in accordance with a ninth characteristic 282 211 0   predetermined, so as to avoid in particular a   vehicle acceleration.   5. Method for controlling at least one component of the drive chain of a motor vehicle, characterized in that in the drive chain of the motor vehicle are arranged an internal combustion engine, a clutch device and a switching mechanism, in particular automated, in which different speeds can be engaged, and that for the gear change, the engine torque and / or the torque that can be transmitted by the clutch device is controlled and is at least partially reduced, and that the reduction of the couple is   executed continuously over time.   6. Method according to any one of   Claims 1 to 5, characterized in that the vehicle   automobile has a transmission device and the transmission device can operate in accordance with different transmission control modes, and that the current transmission control mode can be selected using a manually actuated switching element, such as for example a switching lever, and that at least one entry condition and / or one exit condition depend on the mode of control of the transmission, currently engaged.   7. Method according to any one of   Claims 1 to 6, characterized in that the first mode   transmission control mode is a manual transmission control mode (mode M) and a second transmission control mode is an automated mode for controlling the forward gearbox (mode D), that in in mode D, switching processes of the transmission device can be triggered by respective actuation of a manually operable switching element, such as a switching lever, and that in mode D, processes of 282 211 0   switching of the transmisslon device are controlled automatically, the switching processes being in particular switching processes between   different forward speeds.   8. Method according to any one of   claims 1 to 7, characterized in that the vehicle   automobile comprises a transmission device, in which different speeds can be switched, that at least one entry condition and / or one exit condition depends on the current type of switching, that a first type of switching is the switch to a high speed, in which switching takes place from a lower speed to a higher speed, and a second type of switching is downshifting, in which switching takes place from higher speed to a lower speed.   9. Method according to any one of   Claims 1 to 8, characterized in that the vehicle   automobile has a transmission device, in which different speeds can be switched, that the switching processes and / or the switching times are determined according to predetermined data, in accordance with predetermined switching characteristic curves, which describe the function of the change of speed and / or switching instants with respect to fourth predetermined operating characteristic values, and that as a function of fifth predetermined operating characteristic values, which also differ from the characteristic values indicated above, a selection of a curve respective current switching characteristic, on the basis of which the speed change and / or switching instants are determined, is selected from different switching characteristic curves, and that at least one input condition and / or one n rtie depend 282 211 0   of the switching characteristic curve respectively used. 10. Method according to any one of   Claims 1 to 9, characterized in that at least one   entry condition and / or exit condition depends on whether the drive chain of the motor vehicle operates in traction mode or in pushing mode. 11. Method according to any one of   Claims 1 to 10, characterized in that under the effect   of the switching in the second motor control mode and / or of the operation in this second mode, there occurs with respect to the first motor control mode, an increase in the motor rotation speed and a higher rotation speed. of the motor is controlled, especially in the context of a gear change or during a gear change, during which the   switching is performed on a lower speed.   12. Method according to any one of   Claims 1 to 11, characterized in that a   tilt detection device, which detects whether the motor vehicle is traveling uphill or downhill in the mountains or is performing a horizontal movement. 13. Method according to any one of   Claims 1 to 12, characterized in that at least one   first operating characteristic value of the internal combustion engine is controlled in accordance with the second engine control mode, when a downshift in the transmission device is set in mode M and the motor vehicle does not descend into the mountains and / or does not operate according to a switching characteristic curve for driving with fuel economy.   14. Method according to any one of 282 211 0   Claims 1 to 13, characterized in that at least one   first operating characteristic value of the internal combustion engine is controlled as a function of the second engine control mode, when a downshift in the transmission device is fixed in mode D and in traction operation, and the motor vehicle n '' does not descend into the mountains and / or does not operate in accordance with a characteristic curve   switching for fuel-efficient driving.   15. Method according to any one of   Claims 1 to 14, characterized in that at least one   first operating characteristic value of the internal combustion engine is controlled in accordance with the first engine control mode, when a downshift of the transmission device is performed during a descent   of the motor vehicle in the mountains.   16. Method according to any one of   claims 1 to 15, characterized in that the device   elet. control command of the word eur has an inter face engine torque transmission.   17. Method according to any one of   Claims 1 to 16, characterized in that the apparatus for   electronic engine control has an interface   transmission of the engine speed.   18. Method according to any of the   claims 1 to 17, characterized in that   the increase in the speed of rotation, which is achieved by means of the second motor control characteristic, is achieved by predetermined motor torques especially positive.   19. Method according to any one of   Claims 1 to 18, characterized in that an interval   of predetermined time is fixed in advance, time interval during which in the case of the predetermination of the set value, in particular the set value of 282 211 0   the engine speed, must be reached when changing gear in accordance with the   second motor control characteristic.   20. Method according to any one of   claims 1 to 19, characterized in that the first   operating characteristic value of the internal combustion engine, controlled by the first   motor control, is the speed of rotation of the motor.   21. Method according to any one of   claims 1 to 20, characterized in that the first   operating characteristic value of the internal combustion engine, controlled by the first   engine control, is the engine torque.   22. Method according to any one of   Claims 1 to 21, characterized in that the motor with   internal combustion is controlled in a standard setting in accordance with the third engine control characteristic. 23. Method according to any one of   claims 1 to 22, characterized in that the switching   between the third motor control characteristic and the fourth motor control characteristic is performed automatically under predetermined conditions. 24. Method according to any one of   claims 1 to 23, characterized in that the switching   between the third motor control characteristic and the fourth motor control characteristic is achieved essentially only when it has been established that first predetermined conditions for triggering a switching are present or have been present. 25. Method according to any one of   Claims 1 to 24, characterized in that the switching   between the third motor control characteristic and 282 211 0   6g the fourth motor control characteristic is realized essentially only when it has been established that second predetermined switching conditions are presented.   26. Method according to any one of   Claims 1 to 25, characterized in that the switching   between the third motor control characteristic and the fourth motor control characteristic is executed when it has been established that first predetermined switching trigger conditions are fixed or have been fixed and that, possibly in a delayed manner in the time, it has been established that second predetermined switching conditions are present. 27. Method according to any of the   Claims 1 to 26, characterized in that a second   switching condition is that the drive chain is at least discharged, is possibly charged in a predetermined manner and / or that the drive chain is interrupted.   28. Method according to any of the   claims 1 to 27, characterized in that the switching   between the third motor control characteristic and the fourth motor control characteristic is triggered and / or caused under predetermined conditions, depending on the position of a manually operable control element, such as a gear shift lever.   29. Method according to any one of   Claims 1 to 28, characterized in that the switching   between the third motor control characteristic and the fourth motor control characteristic is executed under predetermined conditions as a function of the speed, with which a control element which can be actuated manually, such as the accelerator pedal, 282 211 0 is moved.   30. A method in particular according to any one of   claims 1 to 29, characterized in that the switching   between the third motor control characteristic and the fourth motor control characteristic is produced and / or triggered under predetermined conditions depending on the slope of the ground, on which the vehicle is moving.   31. Method according to any one of   claims 1 to 30, characterized in that the switching   between the third motor control characteristic and the fourth motor control characteristic is executed so that switching is not   essentially not detectable by a driver.   32. Method according to any one of   claims 1 to 31, characterized in that a second   condition for switching, is that the accelerator pedal is relaxed at least for a short time interval, the first associated condition for triggering of switching possibly being established at an earlier instant. 33. Method in particular according to any one of   Claims 1 to 32, characterized in that the switching   between the third motor control characteristic and the fourth motor control characteristic is achieved in the context of a gear change or during a gear change, and that in particular a gear change is a second switching condition, and that the first associated switching trigger condition has possibly been established at an instant earlier.   34. Method according to any one of   Claims 1 to 33, characterized in that the switching   between the third motor control characteristic and the fourth motor control characteristic is 282 211 0   triggered by the fact that it is established that the ground on which the motor vehicle is traveling is tilted and / or that the switching characteristic is controlled in accordance with the transmission device, that a gear change is carried out and this in particular to switch to a characteristic curve for switching a mountain circulation program, in which case in particular it is provided that the switching of the motor control characteristic is carried out in the event of a change   speed of the transmission device.   35. Method according to any one of   Claims 1 to 34, characterized in that switching   is carried out in the direction of an increase in power of the internal combustion engine or is carried out from the fourth characteristic curve of control of the engine to pass to the third characteristic curve of control of the engine, when it has been established that at least a first predetermined switching trigger condition is established and furthermore it is established, possibly in a delayed manner, that at least a second predetermined switching condition is provided, in which case switching in the direction of a reduction in power of the internal combustion engine or switching from the fourth engine control characteristic to the third engine control characteristic takes place essentially in a delayed manner when it is established that third predetermined conditions of switching are present.   36. Method according to any one of   claims 1 to 35, characterized in that during the   control in accordance with the third engine control characteristic, the position of the throttle valve and / or the amount of fuel injection is influenced by such an electronic control device. so that the power of the internal combustion engine is reduced by 282 211 0   compared to the order realce based on the fourth   motor control characteristic.   37. Device in particular according to any one   of claims 1 to 36, characterized in that the   control in accordance with the third motor control characteristic may be interrupted manually, in which case, when the control is interrupted, in accordance with the third motor control characteristic, the machine is controlled in accordance with the   fourth control characteristic.   38. Method according to any one of   claims 1 to 27, characterized in that the torque   desired, displayed by means of the starting position of the accelerator pedal is controlled in accordance with a sixth control characteristic, which differs from the fifth characteristic, when the output position of the accelerator pedal indicates a desired torque greater than the input position of the accelerator pedal, and that in accordance with the sixth control characteristic, the desired torque controlled is limited at least first of all to a predetermined torque, and that the torque, which corresponds to the desired torque indicated by the exit position of the peJale, is optionally controlled from this torque limit.   39. Method according to any one of   claims 1 to 38, characterized in that instead of   the fifth control characteristic, the sixth control characteristic is used for the control of the torque of a predetermined component of the drive chain, when the output position of the pedal indicates a desired torque which is greater than the desired torque which is   indicated by the associated input position of the pedal.   40. Method according to any one of   claims 1 to 39, characterized in that after a   interruption of the drive chain, first of all the couple 282 211 0   desired from a component of the drive chain, which is indicated   by the pedal output position, is controlled, when   that due to the output position of the pedal a desired torque greater than the position of the input pedal is indicated, in which case the average torque gradient when controlling the desired torque indicated by the input position of the pedal is higher than the average torque gradient when controlling the torque   desired indicated by the pedal output position.   41. Method according to any one of   Claims 1 to 40, characterized in that an interval   time, during which the torque indicated by the input position of the pedal, of a predetermined component of the drive chain is removed after an interruption of the drive chain, is fixed in accordance with the fifth control characteristic, this torque in accordance with the fifth control characteristic being suppressed during the same time interval after an interruption of the drive chain, when the position of exit from the pedal indicates a desired torque greater than the position of the entry law, and then the desired torque indicated by the pedal output position, is ordered.   42. Method according to any one of   Claims 1 to 41, characterized in that the torque of the   predetermined component of the drive chain is controlled in accordance with a seventh control characteristic, which is different from the fifth and sixth control characteristics, when the position of the law is changed during the torque setting phase. 43. Method according to any one of   claims 1 to 42, characterized in that the torque   motor is controlled so as to control the torque of the predetermined component of the drive chain in accordance with 282 211 0   the fifth and / or the sixth and / or the seventh control characteristic.   44. Method according to any one of   claims 1 to 43, characterized in that the torque   clutch which can be transmitted by the clutch is controlled so as to control the torque of the predetermined component of the drive chain in accordance with the fifth and / or the sixth and / or the seventh control characteristic.   45. Method according to any one of   claims 1 to 44, characterized in that a sixth   condition is that the accelerator pedal is placed in a predetermined position and / or that a predetermined change of position of the accelerator pedal has been activated and / or that at least one predetermined time interval has elapsed, and this in particular after the release of the service braking device and when the   service braking device is relaxed.   46. Method according to any one of   Claims 1 to 45, characterized in that after a   lock braking and after a possible downshift performed, the torque that can be transmitted by the coupling device is first reduced or limited in accordance with an eighth predetermined characteristic, and this   especially during a predetermined time interval.   47. Method according to any one of   Claims 1 to 46, characterized in that the torque of at   at least one component of the drive chain is controlled in accordance with a predetermined starting characteristic curve during starting, and after blocking braking and after a possible downshift is executed, the command values of the starting characteristic curve of the torque with a factor which depends on time and increases with time is less than one, multiplies or is reduced by a sum which depends on time and decreases 282 211 0 in time.   48. Method according to any one of   claims 1 to 47, characterized in that the deletion   of the couple is carried out in a continuous and differentiable manner over time, as part of a change of speed.   49. Method according to any one of   Claims 1 to 48, characterized in that the curve of   reduction of the torque as a function of time is regulated in the form of a parabola, and in particular so that when the reduction of the torque is started, the origin of the parable.   50. Method according to any one of   claims 1 to 49, characterized in that before a   gear change, which changes to a higher speed, during torque reduction, the clutch setpoint torque and / or the engine torque are essentially controlled so that the clutch setpoint torque essentially corresponds to engine torque, especially before the previous switch to high speed of a switching of a transmission device. 51. Method in particular according to any one of   claims 1 to 50, characterized in that before a   gear change, when switching to a higher speed, during torque reduction the clutch setpoint torque is reduced in a controlled manner, essentially up to in pushing operation.   52. Method according to any one of   claims 1 to 51, characterized in that before a   gear change, by means of which it is necessary to shift to a lower speed, during the reduction of the torque the set torque of the clutch is reduced in a controlled manner, faster than the engine torque, and it is 282 211 0   provided in particular that the engine torque is reduced to a value which is greater than the minimum possible value for the engine torque.   53. Method according to at least two of claims 1 to 52.   54. Electronic control device for controlling at least one component of a motor vehicle, this motor vehicle comprising an internal combustion engine and at least one driving axle provided with driving wheels / characterized in that the at least one component disposed in the drive chain can be controlled by the electronic control device so that the transmission of torque between the internal combustion engine and the drive wheels is changed and this electronic control device performs or controls a