ITMI971540A1 - VEHICLE WITH A DEVICE FOR THE CONTROL OF AN AUTOMATED TORQUE TRANSMISSION SYSTEM AND / OR A TRANSMISSION - Google Patents

Description

DESCRIPTION

The invention relates to a motor vehicle with a device for controlling an automated torque transmission system and / or an automated transmission in the drive chain of a motor vehicle with a drive motor.

Such devices are used, for example, in motor vehicles, where the control units generally act independently of one another. Such an independent control of the individual units, such as for example the engine, the automated torque transmission system and possibly an automated transmission, can have the consequence, for example, that the engine is operated at a higher power point of operation, although on the clutch side or the transmission side this power is not needed and / or not required.

It is an object of the invention to provide a previously mentioned motor vehicle which achieves comfortable driving behavior for example in the case of controlled transmission shifting processes. Furthermore, it is the object of the invention to provide such a device in a simple and economical way, which in any case achieves and ensures the necessary comfort and better known systems. Similarly, a motor vehicle must be created, which has a lower consumption and a lower need for resources.

This is achieved according to the present invention due to the fact that in a motor vehicle with a device for controlling an automated torque transmission system and / or an automated transmission in the drive chain of a motor vehicle, with a drive motor and furthermore with a control unit, which is in signal connection with at least one sensor and possibly with other electronic units, such as for example with a motor electronics, where the motor electronics control the operating state of the drive motor, the The control unit determines a nominal value for the moment of the engine and / or the number of revolutions of the engine or a value representing these quantities, based on a character field or a function generator and passes it on to the electronics of the engine and the engine electronics, by means of this value, determines and controls an engine moment and / or engine rpm or a value that represents exempts these quantities.

Furthermore, an advantageous embodiment of the invention can provide a motor vehicle with a device for controlling an automated torque transmission system and / or an automated transmission in the drive chain of a motor vehicle with a drive motor. drive, with a control unit and at least one actuator, where the control unit controls the at least one actuator for the actuation of the torque transmission system for the adjustment of a transmission, the control unit is in col signal connection with at least one sensor and possibly with other electronic units, as for example with an engine electronics, where the engine electronics control the operating state of the drive motor, due to the fact that the control unit determines a nominal value for the moment of the motor and / or for the number of revolutions of the motor or a value, which represents these quantities, based on a characteristic field or a d a function generator, and passes it to the engine electronics, and the engine electronics, by means of this value, determines and controls an engine moment and / or engine rpm or a value that represents these quantities.

According to the inventive concept, similarly a motor vehicle with a device for controlling an automated torque transmission system and / or an automated transmission in the drive chain of a motor vehicle with a drive motor, with a drive unit and at least an actuator, where the control unit controls the at least one actuator for the actuation of the torque transmission system for the adjustment of a transmission, the control unit is in signal connection with at least one sensor and possibly with other electronic units, such as for example an engine electronics, where the engine electronics controls the operating state of the drive motor, can preferably be implemented due to the fact that during a controlled automated transmission change process, the unit control determines a nominal value for the motor torque and / or the motor speed or a value, which represents ta these quantities, on the basis of a characteristic field or a function generator, and passes it to the engine electronics, the engine electronics, by means of this value, determines and controls an engine moment and / or a number of engine revolutions or a value that represents these quantities.

Furthermore, it may be advantageous for the control unit to control at least one actuator, which carries out the transmission shifting process since shifting elements inside the transmission are operated by the actuator and the control unit directly or indirectly controls the engine electronics. in such a way that the motor moment and / or the number of girls of the drive motor in a first stage is reduced in a targeted manner in the event of an initiated shifting process of the transmission.

Similarly, it is appropriate if at least during the transmission change process, the control unit determines an engine moment and / or an engine rpm and passes it to the engine electronics, which from these data determines and commands a value of the number of motor revolutions and / or of the motor moment or a reduction or an increase of the number of revolutions of the motor and / or of the motor moment.

It can also be useful if the control unit determines a motor moment and / or a motor speed or a value that represents these quantities based on the operating state. The operating state can be determined in this case for example on the basis of sensor data and / or other data.

It is appropriate if the control unit, by means of sensor data, such as for example a pedal value, determines a motor moment and / or a motor girl number.

Similarly, it is advantageous if the electronics of the engine, by means of the value predetermined by the control unit, of the; motor moment Mmot-kup holds a nominal value of motor moment Mmot ;, which can be commanded.

According to the inventiv concept it may be appropriate if the nominal moment value of the motor is determined by a minimum from the Predetermined Mmot -kup value and for example at least by another parameter, such as Mmot = Min (Mmot -kup, x), with x equal to another parameter. Similarly it can be advantageous if Mmot is determined as. function of Mmot -kup and possibly according to Mmot = f ^ Mmot-kup

Similarly it can be advantageous if the nominal value of the motor is determined by a minimum from the Predetermined Mmot-kup value and for example by another parameter, such as Mmot = M1n (Mmot-kup, f (x)), with f (x) is equal to a function f of another parameter x.

Furthermore, it may be appropriate if in the case of another parameter, for example a pedal value of a gas pedal, a vehicle speed, a number of wheel revolutions, a vehicle acceleration, a throttle valve value are determined. , an injection time and / or an engine or transmission rpm.

An embodiment according to the invention may further provide that a shift intention sensor is in signal connection with the at least one control unit, which detects an actuation by the driver of an operable element to cause a shift process.

Similarly, it may be suitable for the control unit to automatically initiate and / or execute a change process with the aid of characteristic fields, characteristic curves or other predeterminable quantities.

Furthermore, it may be appropriate if the control unit distinguishes between at least two operating situations, where in a first operating situation there is no shifting process or transmission transmission variation, and in a second operating situation there is a transmission process or a transmission variation of the transmission. Similarly, it can be advantageous if in the first operating situation there is an intention to change and in the second operating situation there is no intention to change. The intention to change is for example present when a control unit starts a change process and subsequently, by means of a control, for example the electronics of an engine, the engine moment is for example reduced and the clutch is disengaged. .

Furthermore, it may be appropriate if in an operating situation without the presence of a transmission variation, the control unit does not influence the engine moment determined by the engine electronics and / or the engine rpm.

According to a further embodiment according to the invention, it may be appropriate if in an operating situation without the presence of a variation of a transmission, the control unit determines a value for the motor moment Mmot-kup in such a way that it is substantially equal to a maximum value or a maximum value multiplied by a factor.

Similarly, it may be appropriate if in an operating situation without the presence of a variation of a transmission, the control unit determines a value for the motor moment Mmot-kup in such a way that it is substantially constant.

It is advantageous if in an operating situation with a shifting process present, for example after the new transmission is engaged, the control unit predetermines a value for the engine moment and / or the engine girl number. .

Furthermore, a variant embodiment of the invention can be advantageously configured in such a way that the value that can be predetermined by the control unit for the motor moment and / or for the number of revolutions of the motor is determined in a variable manner over time starting from a predeterminable starting value.

It is advantageous that the starting value, which can be predetermined by the control unit, for the engine moment and / or the engine speed, is determined as a function of the operating point and can assume a positive value, a negative value or a zero value.

In the case of an increase in the gear ratio in traction operation, it is advantageous for a positive starting value to be commanded for the engine torque.

Furthermore, it is desirable that in the case of an increase in the transmission ratio in the push operation, a starting value of zero is commanded for the engine moment.

It is also advantageous if a negative starting value for the engine torque is commanded in the event of a reduction in the gear ratio in traction operation.

It is also advisable if a negative starting value for the engine torque is commanded in the event of a reduction in the transmission ratio in push mode.

It is also advantageous if the value, determined by the control unit, for the motor moment is increased or decreased starting from a starting value as a function of time.

Furthermore, it is appropriate if the predetermined vai for the motor moment Mmot (t), starting from a starting value is increased or decreased as a function of the time according to Mmot / tη + 1) = Mmot (tπ)

where lu is an instant at instant is an increase or decrease at instant t

Furthermore, it is appropriate if the increase or decrease in the instant tn is constant as a function of time or assumes different values.

It is also appropriate if the increase or decrease is determined as a function of at least one vehicle operating parameter, such as a number of revolutions, i.e. number of revolutions of the engine and / or transmission, a slip, a pedal value and / or or another parameter.

It is advantageous if the increase or decrease has at least two parts, which are determined as a function of at least one vehicle operating parameter, such as a number of revolutions, i.e. number of revolutions of the engine and / or transmission, a slip, a transmission, pedal value and / or other parameter.

According to the inventive concept it is appropriate if at least a part of the increase or decrease mInk / Dek is determined as a function of the pedal value, for example according to

Furthermore, it is appropriate if at least a part of the increase or decrease mInk / Dek is determined as a function of the sliding, for example according to

According to an inventive concept it is advantageous if the increase or decrease is determined as a function f of individual parts

according to .\ ·.. ]

where x is possibly a further parameter.

It is also appropriate if the increase or decrease is determined as a function of the transmission ratio (GEAR) or of the gear, for example according to

with new and old as parameters, a factor K and a function f.

It is also appropriate if the increase or decrease is determined as a function of the transmission ratio (GEAR) or of the gear stage, for example according to

with new and old as parameters of a new and an old increase or decrease, a factor K as well as the gear ratios in of the gear n and the momentary of the gear momentarily engaged and with the predeterminable exponent m.

It is advantageous if the automated gear shifting process is a reverse shifting process, in which the gear ratio after the shifting process is greater than before the shifting process.

According to the concept according to the invention, it may be advisable if before the controlled actuation of gear elements inside the transmission and / or the disengagement of the torque transmission system, by means of the at least one actuator the number of revolutions is set in a targeted manner. of the motor / the moment of the motor by means of the control unit.

Similarly, it can be advantageous if the drive unit for reducing the engine speed / engine torque controls the engine electronics, which reduces the engine speed / engine torque.

According to the concept according to the invention, it can be advantageous if a direct or indirect control of the motor electronics takes place by means of the control unit and therefore a variation, such as reduction or increase, of the motor moment and / or the number of motor girl.

Furthermore, according to the invention, it may be appropriate if an indirect control of the engine electronics takes place by means of a further interposed electronic unit, such as for example a transmission electronics.

According to the invention, it is advantageous if an indirect control of the engine electronics takes place in such a way that the control unit is in signal connection with a further electronic unit, such as for example a transmission control electronics, which receives control signals from the control unit, where this electronic unit controls the electronics of the motor for the variation, such as reduction or increase, of the number of revolutions of the drive unit, where one of the electronic units functions as the main unit and the others electronic units function subordinate units.

Similarly, it may be appropriate if the controlled variation, as an increase or reduction, of the number of revolutions of the motor occurs substantially at a predeterminable nominal value, where the predeterminable nominal value is determined and calculated by the control unit.

According to a further inventive concept, in the case of a method for controlling an automated torque transmission system and / or an automated transmission in the drive chain of a motor vehicle with a drive motor, with a drive unit, which is in signal connection with at least one sensor and possibly with other electronic units, such as for example with motor electronics, where the motor electronics control the operating state of the drive motor, it may be appropriate if the drive unit command determines a value for the engine moment and / or for 11 engine rpm and passes it to the engine electronics, and the engine electronics by means of this value determines and commands an engine moment and / or number of engine revolutions.

According to the inventive concept, it is particularly advantageous if a device according to at least one of claims 1 to 40 is used in the control.

The invention is illustrated in more detail with the help of the figures. In this case:

Figure 1 shows a schematic representation of a drive chain of a motor vehicle,

Figure 2 shows a block diagram,

Figure 3 shows a diagram,

Figure 4 shows a diagram,

Figure 5 shows a diagram,

Figure 6 shows a diagram,

Figure 7 shows a diagram,

Figure 8 shows a diagram and

Figure 9 shows a diagram.

Figure 1 shows a schematic representation of a drive chain of a motor vehicle with a drive unit 1, such as a combustion engine or motor, a torque transmission system 2, a transmission 3 as well as a differential 4, drive shafts of motorbike 5 and wheels 6 driven by the drive shafts. On the wheels, speed sensors, not shown, can be arranged, which detect the wheel speeds. The speed sensors can also functionally belong to other electronic units, such as, for example, an anti-lock system (ABS). The drive unit 1 can also be designed as a hybrid drive with, for example, an electric motor, a flywheel with a one-way joint and a heat engine.

The torque transmission system 2 is implemented as a friction clutch, where the torque transmission system can also be performed for example as a magnetic powder clutch, multi-plate clutch or torque converter with converter overrun clutch or another clutch. Furthermore, a control unit 7 and an actuator 8 shown schematically can be recognized. The friction clutch can also be performed as a self-adjusting clutch, regulating wear.

The torque transmission system 2 is mounted on or connected to a flywheel 2a, where the flywheel can be a split flywheel with primary mass and secondary mass, with a damping device between the primary mass and the secondary mass * a, on which a starting toothed crown 2b is arranged. The clutch features a 2c clutch disc with friction linings and a 2d thrust plate as well as a 2e clutch cover and 2f disc spring. The self-adjusting clutch also still has means which allow adjustment and adjustment of wear, where a sensor is present, such as a force or path sensor, which reveals a situation in which adjustment is required and in which it can also be performed. a revelation.

The torque transmission system is operated by means of a release device 9, such as for example a central release operated by a pressurized medium, such as hydraulic, where the release device can carry a release bearing 10 and engages and disengages the clutch by means of solicitation. However, the disconnector can also be designed as a mechanical disconnector, which actuates, stresses or serves a release bearing or a comparable element.

The actuator 8, as a drive unit, via a pressurized medium line 11 or a pressurized medium transmission path, such as a hydraulic line, controls the central disengagement device 9 operated by a pressurized medium, such as hydraulic , to engage or disengage the clutch. The actuator 8 also actuates, with at least one output element or with several output elements, the transmission for the gearbox, where for example a central gearbox shaft of the transmission is actuated by the output element or elements. The actuator therefore operates internal gear shift elements in the transmission for insertion, extraction or shifting or 3⁄4 of gears or gear ratios, such as a central shift shaft or shift rods or other shift elements.

The actuator 8 may be embodied or provided as a shift cylinder actuator which is disposed within the transmission. The shift cylinder actuates, by virtue of its own driven rotation, guided elements in guides, such as shift elements, for changing the gear stages. Furthermore, the gear change actuator may also contain the actuator for operating the torque transmission system, where in this case an operational connection with the clutch disengagement is required.

The control unit 7 is connected to the actuator via the signal connection 12 so that control signals and / or sensor signals or operating status signals can be exchanged, passed or queried. In addition, signal connections 13 and 14 are available, via which the control unit is in signal connection at least temporarily with further sensors or electronic units. Such other electronic units can be, for example, the engine electronics, an anti-lock system electronics or an anti-skid electronics. Further sensors can be sensors which characterize or generally detect the operating status of the vehicle, such as for example engine or wheel speed sensors, throttle position sensors, gas pedal position sensors or other sensors. The signal connection 15 establishes a connection to a data bus, such as a CAN bus, via which system data from the vehicle or other electronic units can be made available, since the electronic units are usually networked between each other. them by means of computer units.

An automated transmission can be commanded or subjected to a gear shift in such a way that this is initiated by the driver of the vehicle, since he by means of, for example, a switch gives a signal to shift into a higher gear or inferior. In addition, a signal can also be provided by means of an electronic gear lever which determines in which gear the transmission is to shift. However, an automated transmission can also carry out a gear shift autonomously by means of, for example, characteristic values, characteristic curves or characteristic fields on the basis of sensor signals at certain predetermined points, without the driver having to initiate a gear shift.

The vehicle is preferably equipped with an electronic gas pedal 23 or a loading lever, where the gas pedal 23 controls a sensor 24, by means of which the electronics of the engine 20 controls or regulates, through the signal conductor 21 of the engine 1, for example fuel supply, ignition point, injection time or throttle position. The electronic gas pedal 23 with sensor 24 is in signal connection with the electronics of the engine 20 by means of the signal line 25. The electronics of the engine 20 is in signal connection by means of the signal line 22 with the control unit. control 7. Furthermore, also an electronic control unit of the transmission 30 can be in signal connection with the units 7 and 20. A control of the throttle valve with an electric motor is suitable for this purpose, where the position of the throttle valve is controlled for means of the 1 'eletironica of the motor. In such systems a direct mechanical connection with the gas pedal is no longer necessary or appropriate.

Figure 2 shows a two-mass model, by which the vehicle drive chain is modeled, where the mass 50 is considered as the rotating mass of the engine and the mass 52 as the rotating mass of the remaining drive chain respectively of the vehicle. , and the clutch 51 is disposed in the drive chain between the rotating mass 50 and the rotating mass 52. This design can be used as a basis for a simplified consideration of the shifting and engagement process. In the case of a shift process, the clutch 51 is opened and the two-mass model becomes a one-mass model. The drive chain located after the clutch is uncoupled by opening the clutch.

The control or control unit can be implemented as a control or control system, which functions by means of functional relationships or by means of characteristic fields or characteristic curves.

The control unit has implemented function generators which can determine a motor moment or motor speed based on input quantities. This determines the moment of the motor to be controlled. Similarly, motor moments or motor speeds can also be determined by means of a characteristic field, where the characteristic fields are stored in the control unit and output values from the characteristic field are determined by means of input quantities.

The control method can be equipped with an adaptation method, in which long-term deviations from the ideal state are compensated for adaptively. An adaptation can be a parameter adaptation or a system adaptation.

When a change process is initiated by the driver by means of, for example, a switch, a button or a lever, then the control unit evaluates, with the help of the system input quantities present, whether a change process gearbox makes sense or leads to a state in which, for example, the engine speed reaches a speed range in which a limit value is exceeded. If a shifting process is evaluated as allowed by the control unit, then the control unit controls the torque transmission system for the disengagement and the transmissible torque. it is commanded to zero by means of the actuator or an actuator.

When the control unit is in a state in which it automatically selects and shifts gears or transmissions of the transmission, without the driver actively acting, then with the help of for example characteristic fields or implemented functions it is achieved a shift point where the gear or gear ratio is changed. In this case, the control unit first controls the moment transmission system for disengagement. After the torque transmission system is disengaged at least in such a way that the transmissible torque is substantially zero, the at least one actuator is commanded to change the gears for the actuation of gear elements inside the transmission.

Before withdrawing the momentary gear to change to / through the neutral position of the transmission, the engine torque and / or engine speed are reduced in a targeted manner by a control intervention of the control unit, so that in the event when the gear is pulled out, there is no sudden increase in the number of revolutions of the engine without load. This reduction of the engine speed is initiated by the control unit, where the control unit is in signal connection with a motor control and this, by means of the control signal of the control unit, reduces the moment. of the engine and / p the number of girl of the engine.

In case of release of the shift intention by the control unit, such as the control unit, to a reverse shift, i.e. the new gear position relative to the momentary gear position has a higher gear ratio , the engine girl number is raised to a new level, corresponding to the new gear. From the information of the newly engaged gear and its gear ratio and the transmission of the subsequent drive chain, for example, the input speed of the transmission can be calculated by means of wheel speeds or average speed values. of wheel, without this having to be measured directly. If there is a speed sensor at the transmission input, this speed can also be measured directly. The calculated speed of the transmission input shaft after the change process is the target speed. After determining or calculating the target speed by means of the target gear, the motor torque is increased or reduced by an active intervention of the control unit on the motor electronics, i.e. the control unit intervenes via the engine electronics on the engine management and achieves active engine acceleration, so that an increase in the engine speed is achieved. This can be advantageously performed in vehicles with acceleration systems E, where these acceleration systems E s1 are distinguished by the fact that the gas pedal acts as an electronic transducer, which is in signal connection with the engine electronics, where The engine electronics are connected again with, for example, an electric motor-driven throttle valve actuator, which controls the throttle valve position by means of an electric motor, for example. Furthermore, electronic fuel injection can be advantageous. With this the mechanical connection between the gas pedal / loading lever and the internal combustion engine has been replaced by an electronic path, where the electronic control of the engine control is interposed and controls the actuation of actuators, for example on the engine. internal combustion.

Thanks to the intervention of the control unit in the engine management of the engine electronics, the engine speed is raised, i.e. controlled or adjusted, in a targeted manner to the target speed, before the moment transmission system torque, thanks to the control of the at least one actuator for operating the torque transmission system, is engaged again at least partially.

In transmissions unable to shift under load or also in transmissions capable of shifting under load, which are commanded and operated in. automated mode, in the case of gearboxes it is usually necessary to interrupt or maintain the flow of force between the engine and transmission. In the event of a power flow interruption, generally a torque transmission system, such as a friction clutch, such as a dry friction clutch or a wet friction clutch, or a magnetic powder clutch either a hydrodynamic torque converter or a liquid clutch is specifically controlled to open and / or close the torque transmission system. When a friction clutch is used, this friction clutch is usually separated during a shifting process. In order to prevent an increase in the engine speed in this case, which may be undesirable when shifting to a higher gear, the engine torque is reduced. This reduction in engine moment must prevent the unstressed engine from being subjected to an excessively high speed increase due to the drive. The transmission can be a transmission with interruption of the tractive force during the shifting process.

To realize the decrease of the moment during a gear change in an automated transmission process, commands for clutch management and engine management can be considered, where clutch management and engine management can provide for example a respective control unit or a respective control device, which on the one hand can control the torque transmission system and on the other hand a drive motor of the vehicle. These control units generally contain control electronics, such as the engine electronics in the case of the engine control unit. The methods for controlling both the torque transmission system and the drive motor can be implemented in hardware or software, where control algorithms in the form of software are stored and executed in electronic units, such as chips. The control algorithms can be implemented and can be executed in one or more electronic chips in one respectively in several separate control devices. In such a relationship, a subsequent division of tasks can conveniently be carried out. The control unit of the torque transmission system can perform a predetermination of a nominal value for the engine moment and / or the engine speed. An ignition angle, a throttle position or an injection instant can also be used as a parameter or quantity, which also represents at least for example a moment of the engine or is substantially proportional to this, for example in relation to a number. d1 engine revolutions. The engine control or electronic engine control unit receives this nominal value Mmot-kup and, on the basis of the nominal value predetermined by the clutch control system, determines for the engine moment and / or the engine speed, taking into account of further parameters, the nominal value for the predetermination of the motor moment. As a nominal value, for example, also a quantity or a parameter which is proportional to the motor moment, or which at least represents the latter, can be used. Such parameters or quantities can be, for example, the angle of the throttle valve, the ignition angle or an injection instant. The control unit generates 3⁄4a motor moment according to its own input variables of the system, such as the position of the load lever or the position of the gas pedal. The engine electronics or engine management control unit determines the engine moment M, ^ driven, for example by the values for the engine moment, predetermined by the clutch control unit and the drive unit. engine control. For example, such a comparison can determine and command the minimum or even the maximum value of these motor moment values.

As further parameters, signals and / or information can be considered, which at least represent a desire of the driver with regard to vehicle speed, vehicle acceleration or similar quantities.For example, the nominal moment value of the engine Mmot can be determined as follows: MIN (Mmot-kup f (Pedal value).

In this case f (pedal value) indicates a nominal value, which is in functional relation to the pedal value. This can be achieved particularly advantageously in the case of vehicles with acceleration systems E.

This means that the control, such as for example the control of the automated torque transmission system or the electronics of the engine, regulates the lower of the predetermined nominal values. This means that either the nominal value of the torque transmission system Mmot-kup or the nominal value of the motor electronics can be determined, for example from the pedal value. For safety reasons it may be advantageous that no nominal value is accepted which is above that which is predetermined by the driver for example by means of a pedal value.

If no shift intention is present at the moment, i.e. neither the driver nor the control of an automated transmission initiates a shift process, then, in the case of an automated transmission, by the transmission control logic, at least in normal operating situations, there is no need to reduce the motor torque rating for motor control. The present proposition can be chosen:

with SF equal to a safety factor, which can be chosen between 1 and 5, so that a strong variation of the pedal value, i.e. a rapid temporal variation of the position of the pedal value, as for example in case of crushing (tipp-in ), cannot lead to a too rapid variation of the motor moment. MAXWERT indicates a maximum value, the predetermination of nominal value.

If a change intention is active, i.e. a change wish is determined by the driver or by the control logic, then a starting value can be predetermined for the value Mmot -kup. A positive or negative moment value or zero can be chosen as the starting value. Furthermore, the momentary actual value minus a decrease can be established as the starting value, taking into account the delay times that occur, for example due to an exchange of data, a rotation of the throttle valve, or other effects. With each further cyclic execution of the control method or the control algorithm, the nominal value can be reduced by a further decrease, which can be carried out depending, for example, on the gear ratio, on the gear, on the slip, on a value of the pedal or another parameter. A decrease can be made, for example, until a minimum of the nominal motor moment value is reached. The nominal value can be limited to zero or to a value greater or less than zero. When the motor torque is selected as the nominal value, the residual moment can be set to other than zero with the clutch open or partially open for an increase in the engine speed.

The fact that a shift desire is present can be detected, for example, with the help of sensor signals or switch positions, which monitor, for example, a driver operable element. When an automated transmission is used in a vehicle which changes the transmission or transmission stages with the help of characteristic curves or control methods, then for example from memory values or data bits an intention can be detected. exchange rate.

A gear dependence of the decrement factor corresponding to a gear dependence can be chosen. The increase or decrease is

A gear dependence of the decrement factor can be chosen analogously corresponding to the arithmetic reciprocal of the gear shifting, where a corresponding equation could be as follows:

where it applies:

m (new) and m (old) are new and old nominal values for the increase and decrease, K is a proportionality factor and (instantaneous) <m> is a ratio between the transmission of the nth gear compared to the momentary gear . The driving stage 1n can be chosen at will, where for example n = 1 can be chosen. Similarly, however, all the other driving stages can be chosen at will. Furthermore, m is an exponent of gear ratios. The new nominal value therefore results from the old nominal value of the last step and a proportionality factor K and the gear ratio. The proportionality factor can be chosen depending on the absolute value of the stiffness of the drive chain, on the comfort requirements and on the comfort functions, as well as on the requirements concerning the speed of change during the execution of the change process. The exponent m can generally be selected in a range from 0.5 to 5. Thanks to a targeted increase in m, an adaptation to increased comfort requirements during a change process can be realized.

When the moment of the clutch, which is transmitted by the clutch, is decreased, and the moment of the engine, which is controlled, is decreased, for example, more slowly than the moment of the clutch, then a slip of the clutch is established. This can result in a stronger decrease in motor moment when a slip dependent decrease in motor moment is implemented.

The following table shows an example for a gear dependence of a decrement.

When a shift intention signal is present, and the gear shift has occurred, i.e. the gear is physically engaged in the transmission, i.e. for example the gear toothing has sufficient overlap, then the nominal value Mmot-kup Can be increased or reduced starting from a starting value Mmot-kup-start. The starting value of the nominal moment of the motor in this case can be greater than, equal to or less than zero. Different factors can play a role in the selection of the starting value, where a distinction can be made between a gearbox to a higher gear with a reduction in the transmission ratio, a lower gearbox with an increase in the transmission ratio, a push operation and a traction operation. Preferably, in the case of a change to a higher gear in the traction operation, the starting moment is negative and in the case of a change to a higher gear in the push operation, the starting moment is also negative. In the case of a slow gearbox in traction operation it is advantageous if the starting moment is positive and in the case of a slow gearbox in push operation it can be advantageous if the starting moment is zero. , the starting moment can be predetermined negatively, so that the number of revolutions of the engine preferably falls to the level of the input number of revolutions of the transmission of the upper gear. This can be beneficial for both pull and push operation. In the case of a slow gearbox in traction operation, it may be advisable if an increase in the number of revolutions is realized or a compensation of the dragging moments of the transmission to maintain the girl number of the engine, where this can be obtained by means of a moment of the positive motor. In the case of a shifting gearbox in push mode, the vehicle is in an operating situation with the neutral switch activated, i.e. with the gas pedal not activated or the load lever not activated. Therefore the motor moment can assume at most the predetermined value zero. An increase in the speed should not be realized in such an operating range. In the case of a slow gearbox, the motor, like the drive motor, should be raised to the new speed level. However, since the neutral switch is normally activated, at most the motor moment parf at zero Nm can be predetermined. Starting from the starting value, an increase or decrease can be made, where applicable

example as a function of the ^ value of the pedal or the scroll or a function of these values.

Figure 3 shows the factor to increase or decrease the slip as a function of the slip. With the slip increase or decrease value, a minimization of the loss energy manifesting in the region of the torque transmission system is generated or sought. The optimization takes place in a suitable way according to the strategy of establishing the clutch moment when changing gear. The increment value can be realized, for example, by means of a linear function or by means of a characteristic curve as a function of the slip. In the first case, the following applies:

Figure 3 shows this representation for a functional dependence on the increase or decrease factor as a function of the slip, where up to a slip value 101 the curve 102 does not rise linearly and starting from the slip value 101 the curve for the increase factor or of decrease as a function of the slip remains substantially constant corresponding to line 103. Furthermore, linear, quadratic, parabolic and exponential curve patterns can be realized, as well as further functional dependencies.

Figure 4 shows the increment or decrement factor as a function of the pedal value, where curve 110 has a non-linear dependence as a function of the pedal value. In the case of a pedal value of 100%, a value of 111 is reached. If a kick-down occurs by means of the gas pedal and a kickdown switch is actuated, for example, then the increase or decrease factor can be controlled correspondingly to the point 112. This results in the increase or decrease factor being increased once again with respect to the value 111.

With a part or proportion of the increase as a function of the pedal value s1 takes into account the driver's desire, which is manifested by the actuation of the pedal. According to the design, in the case of a high pedal value, rapid acceleration of the vehicle by the driver may be desired, and therefore a more rapid increase of the engine moment may be necessary and appropriate. Similarly, in the case of a higher value of the gas pedal, a more rapid closing of the clutch can be commanded by the control unit of the torque transmission system. In such a driving state with a high pedal value, among other things the driver accepts or even expects a jolting behavior or an uncomfortable driving behavior, since, for example, a sporty drive is desired and / or desired. In contrast to this, in the case of a smaller pedal value, the engine moment can be increased more slowly and a slower setting of the clutch moment can be achieved by the torque transmission system control unit. The increment value mInk / Dek can be realized for example by means of a linear function or by means of another functionality. In addition, it may be appropriate if in the case of an actuation of a k1ck-down switch with for example a pedal value of 110% is realized in a particularly high increment.

Figure 5 shows a number of revolutions of the engine nmot and a number of revolutions of the transmission nget, where the number of revolutions of the engine is plotted with the curve 200 and the number of revolutions of the transmission with the curve 201 as a function of time. In the case of an automated shifting process, the transmission ratio is changed at the instant 202. The speed of the motor 202a is clearly increased in comparison with the speed of the transmission, so that a reduction of the motor nominal moment is initiated on the basis of a slip dependence corresponding to case 203. The reduction of the motor nominal moment takes place in in such a way that the actual number of revolutions of the engine is brought to the nominal number of revolutions of the engine 204, which approaches the number of input revolutions of the transmission 201. It is advisable if the motor moment is generated depending on the slip. This can be useful when the motor regulates a motor moment that is too high and therefore the motor speed increases and thus also the slip increases, so that a slip-dependent command, such as approaching, can subsequently take place.

Figure 6 shows a diagram in which numbers of revolutions and moments are represented as a function of time. The numbers of revolutions are represented the number of input revolutions of the transmission 301, the number of revolutions of the engine 302 as a function of time, as well as the moment of the engine 303. Furthermore, from the instant 304 to the instant 305 the second gear, where from instant 305 to instant 306 a neutral gear is engaged and starting from 1 st 306 the first gear is engaged. Then there is a slow change from a second gear to a first gear. The number of input revolutions of the transmission in the time interval from the instant 304 to the instant 307 is substantially constant and increases starting from the instant 307 to an increased value and subsequently remains substantially constant again. The input speed of the transmission can be determined, with the gear not engaged, such as for example a gear in neutral, by the number of revolutions of the engine or by the number of wheel revolutions. In this case it can be advantageous if the input speed of the transmission with the gear not engaged is determined or calculated corresponding to the gear previously engaged or corresponding to the gear to be subsequently engaged.

The number of revolutions of the engine in the time interval from instant 304 to instant 307 coincides with the number of input revolutions of the transmission, where subsequently the number of revolutions of the engine is substantially constant, or decreases slightly and rises again to the 'from about time 306.

The moment of the engine 303, at the beginning of the time interval 304 to 307, is approximately constant, before being lowered, as a shifting process is expected. In the time interval from approximately instant 307 to instant 306, the motor momentum is substantially zero, before it begins to rise at instant 306 and is constant again from instant 308. engine moment from instant 306 to instant 308 occurs with an increased tendency, which is dependent on slip, such as the difference between the transmission input rpm and the engine rpm, which is represented by the arrow 309 .

Figure 7 shows a diagram 350, in which an input rpm of the transmission 351 is again represented, as well as a number of revolutions of the engine 352 in case of a shifting process from a fifth gear to a fourth gear. Furthermore, the moment of the engine 352 is recognized. The transmission ratio from fifth gear to fourth gear is lower than from second gear to first gear from figure 6, correspondingly the slip 359 is less than the slip 309 of figure 6. In case of a command , which in function of a slip or a gear ratio commands an increase or a decrease of the motor moment, the increase 360 of the motor moment is correspondingly smaller than the increase 310 of figure 6. The establishment of motor moment during a The shifting process is therefore dependent on the slip, that is, on the difference between the number of revolutions of the engine and the number of revolutions of the transmission. Figures 8 and 9 show a further example of execution in the case of a gearbox to a higher gear, i.e. Figure 8 shows a change from a gear 1 to a gear 2, and Figure 9 shows a gearbox from a gear 4 to a gear 5, where the number of input revolutions of the transmission 401 is represented as a function of time. Similarly, the number of revolutions of the engine 402 is represented as a function of time, and the momentum of the engine 403 as a function of time. The slip 404 in the case of the shifting process from first gear to second gear is relatively large, so that the increase 405 of the engine moment can be kept smaller or flatter in a targeted manner. In FIG. 9 the slip 406 is smaller, so that, in the case of the shifting process to a higher gear, the momentum increase of the engine 407 can be commanded higher or steeper. With this, a slip-dependent or gear-ratio-dependent control of the motor momentum setting or the motor moment decrease in the case of an automated gearbox process in combination with a motor momentum or number control of engine revolutions for example with an acceleration system E.

The patent claims, filed with the application, are proposed for formulation without prejudice to obtaining wider patent protection. The Applicant reserves the right to claim further characteristics, disclosed so far only in the description and / or in the drawings.

References used in sub-claims refer to a further embodiment of the subject matter of the main claim by means of the characteristics of the respective sub-claim; they are not to be understood as a renunciation of obtaining autonomous objective protection for the characteristics of the sub-claims containing the references.

The objects of these sub-claims, however, also form autonomous inventions, which have a configuration independent of the objects of the previous sub-claims.

Furthermore, the invention is not limited to the exemplary embodiments of the description. On the other hand, within the scope of the invention numerous variations and modifications are possible, in particular those variations, elements, combinations and / or materials, which for example by combining or modifying single characteristics or elements or process steps, contained in the drawings and described in the general description and embodiments as well as in the claims they are inventive, and by means of combinable characteristics they lead to a new object and to new process steps or sequences of process steps, also with regard to manufacturing, testing and working processes.

Claims (43)

CLAIMS 1. Motor vehicle with a device for controlling an automated torque transmission system and / or an automated transmission in the drive chain of a motor vehicle with a drive motor, with a control unit, which is in signal connection with at least one sensor and possibly with other electronic units, such as for example with engine electronics, characterized in that the control unit determines a nominal value for the engine torque and / or the engine speed or a value that represents these quantities on the basis of a characteristic field or a function generator and passes it to the engine electronics, and the engine electronics by means of this value determines and controls an engine moment and / or a number of engine revolutions or a value that represents these quantities. 2. Motor vehicle with a device for controlling an automated torque transmission system and / or an automated transmission in the drive chain of a motor vehicle with a drive motor, with a control unit and at least one actuator, where the 'control unit controls at least one actuator for actuating the torque transmission system for adjusting a transmission ratio, the control unit is in signal connection with at least one sensor and possibly with others electronic units, such as for example with motor electronics, where the motor electronics control the operating state of the drive motor, characterized in that the drive unit determines a nominal value for the motor moment and / or for the number of revolutions of the motor or a value that represents these quantities on the basis of a characteristic field or a function generator, and passes it to the electron engine, and the electronics of the engine by means of this value determines and controls an engine moment and / or a number of revolutions of the engine or a value that represents these quantities. 3. Motor vehicle with a device for controlling an automated torque transmission system and / or an automated transmission in the drive chain of a motor vehicle with a drive motor, with a control unit and at least one actuator, where the The control unit controls the at least one actuator for actuating the torque transmission system for setting a transmission gear ratio, the control unit is in signal connection with at least one sensor and possibly with others electronic units, such as for example an engine electronics, where the engine electronics control the operating state of the drive motor, characterized in that in the case of an automated gear shifting process, the drive unit command determines a nominal value for the moment of the motor and / or for the number of girls of the motor or a value that represents these quantities based on a characteristic field or to a function generator and passes it on to the engine electronics, and the 'engine electronics, by means of this value,' determines and controls an engine moment and / or engine rpm or a value that represents these quantities. 4. Motor vehicle according to one of the preceding claims, characterized by the fact that the control unit controls at least one actuator, which carries out the process of changing the gear ratio since the gearbox elements inside the transmission and the unit are operated by means of the actuator. control unit directly or indirectly controls the engine electronics in such a way that the engine moment and / or the speed of the drive motor is reduced in a first step in a targeted manner with the gear change process started. . 5. Motor vehicle according to one of the preceding claims, characterized in that at least during the gear ratio change process, the control unit determines an engine moment and / or engine speed and passes it on to the electronics of the motor, which starting from these data determines and controls a value of the number of revolutions of the motor and / or of the moment of the motor or a reduction or an increase of the number of revolutions of the motor and / or of the moment of the motor. 6. Motor vehicle according to one of the preceding claims, characterized in that the control unit determines an engine moment and / or an engine speed or a value representing these quantities on the basis of the operating state. 7. Motor vehicle according to one of the preceding claims, characterized in that the control unit by means of sensor data, such as a pedal value, determines an engine moment and / or an engine speed or a value which represents these quantities. Motor vehicle according to one of the preceding claims, characterized in that the electronics of the engine by means of the value predetermined by the engine moment control unit Mmot-kup determines a nominal torque value of the controllable engine. 9. Motor vehicle according to claim 7 or 8, characterized in that the nominal moment value of the engine is determined starting from a minimum from the predetermined value Mmot-kup, and for example from at least one other parameter, such as with x equal to another parameter. 10. Motor vehicle according to claim 7 or 8, characterized in that the nominal moment value of the engine Mmot is determined starting from a minimum from the predetermined value Mmot-kup, and for example from at least one other parameter, as with f (x ) equal to a function f of another parameter x. 11. Motor vehicle according to claim 8, 9 or 10, characterized in that in the case of another parameter, for example a pedal value of a gas pedal, a vehicle speed, a number of wheel revolutions, a vehicle acceleration, a throttle value, an injection time and / or an engine or transmission rpm. Motor vehicle according to one of the preceding claims, characterized in that a shift intention sensor is in connection with at least one control unit, which detects the actuation by the driver of an operable element to cause a shifting process. 13. Motor vehicle according to one of the preceding claims, characterized in that the control unit automatically starts and / or carries out a change process on the basis of characteristic ranges, characteristic curves, or other predeterminable quantities. 14. Motor vehicle according to one of the preceding claims 12 or 13, characterized in that the control unit distinguishes between at least two operating situations, where in a first operating situation there is no shifting process or a change in the transmission of the ratio transmission, and in a second operating situation there is a shifting process or a change in the transmission ratio. 15. Motor vehicle according to one of the preceding claims, characterized in that in an operating situation without the presence of a change in a gear ratio, the control unit does not influence the engine moment determined by the engine electronics and / or the number of engine revolutions. 16. Motor vehicle according to one of the preceding claims, characterized in that in an operating situation without a change in a gear ratio, the control unit determines a value for the engine moment Mmot-kup in such a way that it is substantially equal to a maximum value or a maximum value multiplied by a factor. 17. Motor vehicle according to one of the preceding claims, characterized in that in an operating situation without the presence of a change in a gear ratio, the drive unit determines a value for the engine moment Mmot-kup, so that it is substantially constant. 18. Motor vehicle according to one of the preceding claims, characterized in that in an operating situation with the presence of a shifting process, for example after the new gear ratio is engaged, the control unit predetermines a value for the moment of engine and / or engine speed. 19. Motor vehicle according to claim 18, characterized in that the value, which can be predetermined by the control unit, for the engine moment and / or the number of engine revolutions is determined in a variable manner over time starting from a starting value predeterminable. 20. Motor vehicle according to claim 19, characterized in that the starting value, which can be predetermined by the control unit, for the engine moment and / or the number of engine revolutions is determined as a function of the operating point and can assume a positive value, negative value, or zero value. Motor vehicle according to one of the preceding claims, characterized in that in the event of an increase in a gear ratio in traction operation, a positive starting value is commanded for the engine moment. Motor vehicle according to one of the preceding claims, characterized in that in the event of an increase in a gear ratio in push mode, a starting value of zero is commanded for the engine moment. Motor vehicle according to one of the preceding claims, characterized in that in the event of a reduction in a gear ratio in traction operation, a negative starting value is commanded for the engine torque. Motor vehicle according to one of the preceding claims, characterized in that a negative starting value for the engine torque is commanded in the event of a reduction in a gear ratio in push mode. Motor vehicle according to one of the preceding claims, characterized in that the value, determined by the control unit, for the engine moment is increased or decreased starting from a starting value as a function of time. 26. Motor vehicle according to one of the preceding claims, characterized in that the predetermined value for the engine moment 27. Motor vehicle according to one of the preceding claims, characterized in that the increase or decrease mInk / Dek (tn) in the instant tn as a function of time is constant or assumes different values. 28. Motor vehicle according to one of the preceding claims, characterized in that the increase or decrease mInk / Dek is determined as a function of at least one operating parameter of the vehicle, such as a number of revolutions, as a number of engine revolutions and / or transmission, a slide, a pedal value, and / or other parameters. 29. Motor vehicle according to one of the preceding claims, characterized in that the increase or decrease has at least two parts, which are determined as a function of at least one operating parameter of the vehicle, such as a number of revolutions, as a number of revolutions of the engine and / or transmission, a slip, a transmission ratio, a pedal value and / or another parameter. 30. Motor vehicle according to one of the preceding claims, characterized in that at least a part of the increase or decrease mInk / Dek v "'is determined as a function of the pedal value, for example according to 31. Motor vehicle according to one of the preceding claims, characterized in that at least a part of the increase or decrease mInk / Dek is determined as a function of the slip, for example according to 32. Motor vehicle according to claims 29 to 30, characterized in that the increase or decrease mInk / Dek (tn) is determined as a function of individual parts according to where x is possibly a further parameter. 33. Motor vehicle according to one of the preceding claims, characterized in that the increase or decrease is determined as a function of the gear ratio (GEAR) or of the gear stage, for example according to with old and new as parameters, a factor K and a function f. 34. Motor vehicle according to one of the preceding claims, characterized in that the increase or decrease is determined as a function of the gear ratio (GEAR) or of the gear stage, for example according to with new and old as a parameter of a new and an old increase or decrease, a factor K, as well as the transmission ratios in of the gear n and the instantaneous of the gear momentarily engaged and m is a predeterminable exponent. Device according to one of the preceding claims, characterized in that the automated gear ratio change process is a waning gear change process, in which the gear ratio after the gear change process is greater than before the gear change process. 36. Device according to one of the preceding claims, characterized in that before the controlled actuation of gear elements inside the transmission and / or the disengagement of the torque transmission system by means of the at least one actuator, the number of revolutions of the engine / The motor torque is specifically reduced by means of the control unit. 37. Device according to claim 35, characterized in that the drive unit for reducing the engine speed / engine torque controls the engine electronics, which reduces the engine speed / engine torque. motor. 38. Device according to one of the preceding claims, characterized in that by means of the control unit a direct or indirect control of the motor electronics takes place, and therefore a variation, such as reduction or increase, of the motor moment and / or of the number of revolutions of the engine. 39. Device according to one of the preceding claims, characterized in that an indirect control of the engine electronics takes place by means of a further interposed electronic unit, such as for example a transmission electronics. Device according to one of the preceding claims, characterized in that an indirect control of the engine electronics takes place in such a way that the control unit is in signal connection with a further electronic unit such as a control unit of the transmission, which receives command signals from the control unit, where this electronic unit controls the electronics of the engine for the variation, as a reduction or increase, of the number of revolutions of the drive unit, where one of the electronic units operates as a and the other electronic units function as subordinate units. 41. Device according to one of the preceding claims, characterized in that the controlled variation, such as increase or decrease, of the number of revolutions of the motor occurs substantially at a predeterminable nominal value, where the predeterminable nominal value is determined or calculated by the control unit . 42. Method for controlling an automated torque transmission system and / or an automated transmission in the drive chain of a motor vehicle with a drive motor, with a control unit, which is in signal connection with at least one sensor and possibly with other electronic units, such as for example with motor electronics, where the motor electronics control the operating state of the drive motor, characterized in that the control unit determines a value for the motor moment and / or for the number of revolutions of the engine on the basis of a characteristic field or a function generator and passes it to the engine electronics, and the engine electronics by means of this value determines and controls an engine moment and / or a number of engine revolutions. 43. Method according to claim 42, characterized in that a device according to at least one of claims 1 to 41 is used in the control.