WO2008110256A1

WO2008110256A1 - Central system for a clutch

Info

Publication number: WO2008110256A1
Application number: PCT/EP2008/001459
Authority: WO
Inventors: Roland Kube; Tino Wegemann
Original assignee: Volkswagen Aktiengesellschaft
Priority date: 2007-03-09
Filing date: 2008-02-25
Publication date: 2008-09-18
Also published as: DE102007011540B4; DE102007011540A1

Abstract

The invention relates to a control system (2) for a clutch (3) in a drive train (1) of a vehicle, particularly a motor vehicle with a hybrid drive, for enabling a jerk-free engagement of the clutch (3), comprising the following: a differentiator (32) for a double differentiation of an rpm signal (31) with respect to time for generating a jerk signal (33), wherein the rpm signal (31) represents an rpm of a driveshaft (7) of the drive train (1); a jerk controller (36) which utilizes the jerk signal (33) as a control parameter in order to generate a clutch path correction signal (37) when regulating the jerk signal (33) to a specified jerk value (35); an adder (40) for adding the clutch path correction signal (37) to a clutch path nominal value signal (16), in order to generate a clutch path corrected nominal value signal (16'), wherein the clutch path corrected nominal value signal (16') is provided for triggering the elements of the clutch (3), bringing about a frictional connection during an approach to one another. The invention furthermore relates to a method for operating a clutch which makes a jerk-free engagement of the clutch possible.

Description

description

Clutch control system for a disconnect clutch

The invention relates to a clutch control system for a clutch in a drive train of a vehicle, in particular a motor vehicle with a hybrid drive, and a method for operating a separating clutch.

Separating clutches are used in vehicles to connect different components of a drive train together so that in an open state no transmission of torque takes place. In a closed state, however, a preferably lossless torque transmission between the components via the separating clutch instead.

A disconnect clutch is provided, for example, in hybrid vehicles, which includes two drive units arranged in series in a drive train. In such a hybrid vehicle, for example, a first drive machine, which is designed as an internal combustion engine, coupled via a separating clutch with a second drive machine, which is designed as an electric machine. This is connected via a vehicle transmission and optionally a driver-operable clutch via an output shaft of the drive train with driven wheels of the vehicle.

The electric machine can be used in such vehicles on the one hand for generating a driving torque and on the other hand for energy recovery as a generator. During such a so-called recuperation process and in driving situations in which only a small drive torque is required, it is advantageous to prevent torque transmission between the electric machine and the internal combustion engine by opening the separating clutch. For energy saving reasons, the internal combustion engine is additionally switched off. If a driving situation subsequently occurs in which a drive torque is required which can not be provided by means of the electric machine, the internal combustion engine is started by closing the separating clutch. The electric machine, in addition to the drive torque required to drive the vehicle for starting the internal combustion engine, must compensate the drag torque, compression torque, and moment of inertia to accelerate the moving parts of the internal combustion engine to a starting speed at which firing and commissioning of the internal combustion engine can occur.

To make this process transparent, i. imperceptible to the user of the vehicle to design, it would be necessary that the electric machine compensates in time for the additional moments acting during the closing of the separating clutch. If such a compensation of the occurring moments does not take place, then the acceleration of the output shaft speed of the drive train does not change constantly. Such a change in which the acceleration of the rotational speed is not constant is felt as a jerk. Thus, the second time derivative of a rotational speed of the output shaft (i.e., the rotational speed) is a measure of the occurrence of a jerk on closing the clutch.

Although compensation for the moments required to start the internal combustion engine when closing the separating clutch would be possible in principle, large electric machines are necessary for this purpose, which are not feasible in motor vehicles, in particular for reasons of weight and space.

In addition to the fact that for weight and space reasons, the electric machine of such a hybrid vehicle is usually not able to generate the necessary torque to tow an internal combustion engine in the vehicle to start without causing a jolt, there is also the difficulty in that a timing, which causes the provision of the additional torque by the electric motor, is very difficult to control synchronized with the closing operation, since a time of "gripping" of the clutch, ie a transition to a slip mode, only insufficiently predictable, since this is dependent on the wear of the clutch, a temperature of the clutch, etc.

An alternative technical solution could be to "smoothly" effect a closing of the clutch, ie, to perform a movement of the traction element closing the disconnect coupling elements along a relatively small pitch pathway, with the trajectory over time for closing the disconnect clutch is applied. Since only a time of a maximum of 300 ms is available for closing the separating clutch and accelerating the internal combustion engine to a starting rotational speed during driving, such a solution is ruled out since the resulting travel curve of the traction during closing of the separating clutch over a period of 300 ms effecting elements has a slope, which leads to at least one jerk on the output shaft of the drive train:

From DE 197 50 284 A1 a device for detecting a limit position is known, in which a torque transmission of the motor vehicle clutch is used when closing the clutch. The device comprises a motor vehicle clutch with an actuator that is operable in response to stored in a data storage clutch control data, and a control device, at least signals for detecting the crankshaft speed, which is dependent on the current limit position, wherein a deviation of the crankshaft speed of an associated Crankshaft speed characteristic curve, which can be predetermined in dependence on the position of the power actuator of a motor, a modification of the stored in the data memory current limit position depending on the size of the detected deviation is allowed, wherein when driving continuously with each closing of the motor vehicle clutch stored in the data storage limit position is corrected in detection of an overshoot of the crankshaft speed relative to the crankshaft speed characteristic in the direction of engagement. Such a device would reduce part of the above-mentioned problems in a technical approach, in which the torque changes occurring when closing the clutch by a timing of the electric machine is provided for compensation, since this device due to the wear and temperature ignorance of a Insertion of the slip region of the separating clutch is reduced. However, a smooth closing is not possible.

In the prior art, it has therefore been proposed as a solution to provide a dual-clutch transmission in the drive train as a transmission. In such a dual-clutch transmission, the output shaft via two clutches with a drive shaft of the transmission is connected so that a drive torque can be transmitted via two different gear ratios depending on the state of the two clutches in different proportions. With suitable control of the clutches, it is possible to "intercept" the occurring torque changes when closing the clutch to start the internal combustion engine so that no jolt on the output shaft of the drive train. From DE 102 55 181 A1 a method for controlling the clutch pressure for a gear change in an automatic transmission is known. In order to provide an improved control method with which a further increase in comfort can be achieved, there is proposed that a method of time-optimal control is used, wherein the clutch pressure is controlled so that time optimally the engine speed is adapted to the transmission speed. Such a proposed clutch control is for a disconnect clutch, which is to transmit torque in the closed state without slip or almost without slippage, not applicable, especially since the speed of the internal combustion engine at the beginning of the starting process is zero.

The invention is therefore based on the technical problem of providing a method for operating a separating clutch and a clutch system for a drive train of a vehicle, in which an occurrence of a jerk on an output shaft of the drive train when closing the separating clutch is avoided or an occurring jerk is at least minimized ,

The technical problem is solved by a coupling system with the features of claim 1 and a method having the features of claim 9. Advantageous embodiments emerge from the subclaims.

In particular, the object is achieved by a clutch system for a clutch in a drive train of a vehicle, in particular a motor vehicle with a hybrid drive, comprising: a differentiator for two times differentiating a speed signal after the time to generate a jerk signal, wherein the speed signal is a speed of an output shaft of the powertrain, a jerk controller that uses the jerk signal as a controlled variable to generate a clutch path correction signal in controlling the jerk signal to a predetermined jerk value, and an adder for adding the clutch path correction signal to a clutch path command signal to generate a corrected clutch path command signal, the corrected clutch path command signal is provided for driving the case of an approach to each other a force-locking effecting elements of the separating clutch. The provision of a jerk regulator, which exploits a derived from the speed signal of the output shaft of the drive train feedback signal to influence a closing movement of the separating clutch, offers the possibility, regardless of a precise knowledge of the closing moments and regardless of a precise knowledge of a current state of the Disconnect, for example, in terms of a limit position, etc., the closing operation of the clutch so too influence that a jerk is minimized. Nevertheless, the closing of the separating clutch can be configured so that it is carried out sufficiently quickly, for example, in a driving situation in which a driver of a hybrid vehicle, which is currently driven exclusively by an electric machine, for example, to perform an overtaking, at rest to accelerate the internal combustion engine by closing the separation clutch as rapidly to a starting speed, the internal combustion engine can be sufficiently quickly added via a fuel injection and firing in a state so that the requested by the driver ^• acceleration can be provided by the drive train without that there is a delay dangerous driving safety. All this can be done with the proposed technical solution so that a perceived as particularly disturbing and uncomfortable jerk or a multiple jerking during the starting process of the internal combustion engine is omitted or at least significantly reduced, so that the one or more intensity reduced jerks no more than be distracting felt by the driver. As a result, an increased driving comfort is thus provided for a driver without a loss of driving safety.

In order to rule out that the jerk controller responds to rotational speed changes not caused by the closing of the disconnect clutch on the output shaft of the drive train, it is provided in a preferred embodiment that an activation device is provided which evaluates a distance signal which is a distance between the elements causing a force fit represents the disconnect clutch, and prevents a correction of the clutch travel setpoint signal, if the distance represented when closing the disconnect clutch has not fallen below a predetermined distance value. In this way it is further ensured that the clutch control system always reliably causes a closing of the clutch on a closing request. Namely, the jerk controller is prevented from influencing the clutch travel command signal due to a speed change not caused by closing the clutch. Otherwise, a rapid movement of the adhesion-producing elements would be influenced in a path area by a power transmission is not yet taking place. The predetermined distance value is chosen so that the Kupplungswegkorrektursignal the jerk is taken into account as soon as the frictional connection causing elements of the separating clutch have reached a Grenzstellungsposition, ie a position from which begins a further transmission of force transmission. This predetermined distance value is chosen so that it is greater than the limit position, but as close as possible to this. The predetermined distance value may, in one embodiment, be adjusted during operation of the vehicle by, for example, determining the limit position during operation and setting the predetermined distance value at a fixed distance or relative to the limit position such that the predetermined distance value is greater than the determined one Limit position is.

In a preferred embodiment of the invention, the activation device comprises a toggle switch connected between the jerk controller and the adder and connecting a zero offset correcting clutch travel correction signal to an output of the activation device connected to the adder for inhibiting the correction when the distance represented by the distance signal represents has not fallen below the predetermined distance value when closing, and otherwise connects the Kupplungswegkorrektursignal generated by the jerk controller with the output to allow a correction of the Kupplungswegsollwertsignals. This embodiment can be easily formed and has high reliability. The jerk controller itself may generate a clutch path correction signal even at those operating times when correction of the clutch travel command signal is not desired.

Since disturbances act on the mechanical system which causes the disconnect clutch to be closed, in a preferred embodiment of the invention it is provided that the elements causing a frictional connection are driven by means of an actuator which is an actuator of a control loop comprising an actuator regulator, wherein the actuator regulator uses as a control deviation a difference signal representing a difference between a target gap represented by the corrected Kupplungswegsollwertsignal and represented by the distance signal the distance of a frictional connection effecting elements, _'to generate a Aktorsteuersignal. By providing an actuator control loop, an improved closing movement of the frictional elements of the separating clutch is effected. This occurring interference is thus compensated.

As actuators often valves of hydraulic systems are used, which compensate for the force of an additionally provided spring when activated, which holds the clutch in the passive state of the hydraulic system, either open or closed. The entire mechanical system thus often has a reaction inertia, so that in a preferred embodiment a pilot control is provided for the actuator control loop, which comprises a further differentiator, by means of which the corrected clutch travel setpoint signal is differentiated in time to produce a pre-control signal which is added by means of a further adder to the actuator control signal of the actuator controller to produce a pilot-controlled Aktorsteuersignal. As a result, a faster closing of the separating clutch is made possible.

In order to relieve vehicle management, it is provided in a preferred embodiment that a control device is provided which provides the clutch travel setpoint signal when a closing request is made. This means that the clutch control system has its own control device, which controls a closing of the clutch on a closing request via the provision of the Kupplungswegsollwertsignals, wherein the jerk control engages to perform a jerk-free closing.

In a preferred development of the invention, it is provided that the control device generates the clutch travel reference signal on the basis of data stored in a memory. In such an embodiment, it is easily possible to adapt the desired path, which is predetermined by the clutch travel reference value and which is to run through the elements causing a frictional connection, during maintenance of the motor vehicle by modifying the data correspondingly stored in the memory. This can be done, for example, to recalibrate the separating clutch after the replacement of individual components or to adapt to wear. The coupling system can also be designed as a self-adjusting system, which performs an automatic adaptation of the data to the incoming wear.

In a preferred embodiment, the jerk controller is designed as a proportional integral controller (PI controller). Such a controller is particularly well adapted to the / requirements in the jerk control.

The features of the method according to the invention have the same advantages as the corresponding features of the coupling system.

The invention will be explained in more detail below with reference to a preferred embodiment. Hereby show:

1 schematically shows a drive train of a vehicle with a

Clutch control system. In Fig. 1, a drive train 1 is shown schematically with a clutch control system 2 for a clutch 3. The drive train 1 comprises an internal combustion engine 4, which is coupled via the separating clutch 3 with an electric machine 5, a transmission 6 with a drive clutch (not shown) and an output shaft 7 of the drive train 1. The output shaft 7 is connected via a differential 8 with wheels 9 of the vehicle. Such a drive train 1, which comprises two different drive machines, the combustion engine 4 and the electric machine 5, is referred to as a hybrid drive train. The electric machine 5 can be used on the one hand to provide a drive torque to the output shaft 7 and on the other hand operated as a generator to generate electrical energy during braking operations. This process is called recuperation.

A driving management system 10 controls the use of the internal combustion engine 4 and the electric machine 5. A driver of the vehicle requests drive torque or deceleration only via an accelerator pedal and a brake pedal. The driving management system 10 autonomously decides whether the driving torque is provided jointly by the electric machine 5 or the internal combustion engine 4 or via the electric machine 5 and the internal combustion engine 4. Likewise, the driving management system 10 decides whether a deceleration of the vehicle is effected by operating the electric machine 5 as a generator or by using friction brakes (not shown).

In order to save fuel, the vehicle is thus driven in some driving situations, for example, exclusively by the electric machine 5. The combustion engine 4 is switched off in such a driving state and separated via the separating clutch 3 of the electric machine 5 and thus also of the output shaft 7 of the drive train 1. This means that the separating clutch 3 is opened in such a driving state. If the driver now requests a larger drive torque, for example because he wants to accelerate the vehicle greatly, then the driving management system 10 will initiate a commissioning of the combustion engine 4. For putting into operation of the internal combustion engine 4, it is required that the crankshaft and the movable parts of the internal combustion engine 4 connected thereto are accelerated to a starting speed. Subsequently, fuel is injected into the combustion chambers and the internal combustion engine is fired. In order to enable a safe driving of the vehicle on the road, this process is available for a maximum of 0.5 s. The acceleration of the crankshaft and the associated moving parts to a starting speed can be achieved by the separating clutch 3 is closed. As a result, the drive torque provided by the electric machine 5 can be used to accelerate the crankshaft and the moving parts of the internal combustion engine 4. The drive torque required to start the internal combustion engine 4 is therefore not available for driving the vehicle on the output shaft 7. If the rotational speed on the output shaft 7 changes abruptly, this is perceived by a vehicle user as a jerk. Expressed mathematically, a jolt occurs when the second time derivative of the speed, ie the angular speed, of the output shaft 7 is not equal to zero.

In order to be able to carry out a quick and yet smooth closing of the separating clutch, the clutch control system 2 is provided. About the clutch control system 2, an actuator 11 is driven, which causes a closing of the clutch 3. When closing the separating clutch 3 a traction forming elements are moved towards each other. The actuator is preferably a hydraulic actuator combined with a spring. However, it is also possible to use an electromechanical actuator.

The driving management system 10 issues a closing request to a target value providing unit 12. The setpoint supply unit 12 generates a clutch travel desired value signal 16 'via which (indirectly) the actuator 11 is actuated. Since it can act on the separating clutch 3 and the actuator 11 interference, an actuator control circuit is provided, which is indicated by an arrow 13. The actuator 11 is the actuator of this Aktorregelkreises 13. An actuator control unit 14 with a feedforward control comprises a designed as a PID controller actuator controller 15. This evaluates a difference signal from the provided by the setpoint supply unit 12 Kupplungswegsollwertsignal 16 'and a distance signal 17. The distance signal 17 is provided by a distance measuring sensor 18. This is arranged on the separating clutch 3 in such a way that it can measure a distance representing the distance between the elements forming a frictional connection. Preferably, the distance of the clutch plates or plates is measured, which form the adhesion when approaching, but a movement on a Ausrückerlager against which a designed as a slotted disc spring spring device of the separating clutch 3 is applied.

Since the actuator, ie the actuator 11, which is preferably as a hydraulic actuator with an electromagnetically operated valve, has a certain "switching inertia", the actuator control unit 14 is formed with a pilot control. As a pilot signal 19 is a means of a further differentiator 20 by simple time derivative of the Kupplungswegsollwertsignals 16 'signal formed. The Aktorstellsignal 21 generated by the actuator regulator 15, which is designed as a PID controller, is added to the pilot control signal 19 and results in a pilot-controlled Aktorstellsignal 21 'and is guided via a limiter unit 24. This limiter unit 24 ensures, for example, that in the case of the actuator 11 designed as a hydraulic actuator, a valve current which actuates the electromagnetic valve and is fixed by the pilot-controlled actuator control signal 21 'does not become too large.

In order to avoid the occurrence of a jolt on the output shaft 7 during the closing of the separating clutch 3, a rotational speed of the output shaft 7 or an angular velocity ω is determined on the output shaft 7 of the drive train 1 by means of a rotational speed sensor 30. The speed signal representing the speed is transmitted to the setpoint supply unit 12 and derived there in a differentiator 32 twice in time to provide a jerk signal 33. This is fused in a difference unit 34 with a jerk default value 35. The jerk default 35 is preferably zero. A jerk controller 36 constructed as a PIL controller generates a clutch travel correction signal 37. The jerk controller 36 is thus configured to generate the clutch travel correction signal 37 to affect the clutch travel command signal so that jerk does not occur, assuming that the jerk command 35 is zero , Assuming this, the difference-forming unit can be saved in a practical embodiment. This is shown here for illustrative purposes only. However, if another jerk value is desired, then this unit can also be formed.

The clutch travel correction signal 37 is fed to an adder 40 via an activator 39 and fused to the clutch travel command signal 16 to produce a corrected clutch travel command signal 16 '.

The activation device 39 is provided in order to prevent the jerk control from reacting to speed changes occurring at the output shaft 7, which are not caused by the closing of the separating clutch 3. In the illustrated embodiment, the activation device 39 comprises a changeover switch 41 which selectively connects the clutch path correction signal 37 generated by the jerk controller 36 or a clutch path correction signal 37 'which effects no correction to an output 43 of the activation device 39 and thus to the adder 40. The changeover switch 41 is switched via a switching signal 46 generated by an AND gate 45. At an input 47 of the AND gate 45 is a signal indicative of a disconnect clutch closing logic signal 49 of a control device 50 at. At another input 52 of the AND gate 45 is an output signal 53 of a comparator 54 at. The comparator 54 compares the distance signal 17 provided by the distance measuring sensor 18 with a predetermined distance value 55 over a predetermined distance. The predetermined distance is chosen so that it is as close as possible to the distance at which a meshing and forming a frictional connection is effected by the force-locking elements of the separating clutch 3. However, the predetermined distance is always chosen to be greater than this distance at which interlocking of the elements forming a frictional engagement begins. As a result, it is achieved that the jerk control is active as soon as an intermeshing of the elements of the separating clutch 3 causing a frictional connection begins.

The control means 50 of the clutch travel reference value providing unit 12 is connected to a memory device 56 in which data is stored enabling the control unit 50 to generate the clutch travel command signal 16 which is provided in the adder 40 with the clutch travel correction signal 37/37 'to the corrected clutch travel command signal 16'. is fused by addition as soon as the vehicle management system 10, a clutch was requested.

The described clutch control system 2 causes a closing request of the separating clutch 3 slows an approximation of the elements forming the frictional connection of the separating clutch or is partially reversed when a jolt occurs on the output shaft 7. However, the gain of the jerk regulator 36 should be selected such that in each case the closing operation is carried out completely. If the gain was chosen too large, this could lead to the clutch 3, due to the jerk control at the moment in which the activation device activates the jerk control, would be returned to the fully open state in which, of course, an absence of freedom due to the closing of the Disconnect is guaranteed, but a start of the internal combustion engine 4 would be omitted.

The described embodiment of the powertrain and the clutch control system are merely exemplary. Of course, such a clutch control system can also be used for disconnect couplings in completely different drive trains. By the described clutch control system, the possibility is created to operate a hybrid powertrain, as shown for example in Fig. 1, without the use of a dual-clutch transmission without the driver hereby having to accept a loss of ride comfort. A closing of the separating clutch, for example, to start the internal combustion engine, can be carried out so that no jerk perceived as disturbing occurs on the output shaft.

It will be apparent to those skilled in the art that the particular units and controllers described may be embodied in hardware as well as software or hardware and software. In particular, the setpoint supply unit with the jerk controller and the actuator control unit can be implemented individually or jointly by means of software that can be executed on a microprocessor.

LIST OF REFERENCE NUMBERS

powertrain

Clutch control system

separating clutch

combustion engine

electric machine

Transmission with drive clutch

drive shaft

differential

bikes

Driving Management System

actuator

Setpoint supply unit

Arrow to illustrate an actuator control loop

Aktorregeleinheit

actuator controller

Clutch travel setpoint signal 'corrected clutch travel reference signal

distance signal

Distance measuring sensor

Pilot signal of further differentiators

Aktorstellsignal 'pilot-controlled Aktorstellsignal

limiting unit

Speed sensor

Speed signal

differentiator

jerk signal

Subtraction unit

Ruck default Jerk controller Clutch path correction signal Clutch path correction signal indicating zero correction Activation device Adder Switch Output of the activation device AND gate Switching signal Input Signaling signal Control unit Other input Output signal Comparator Preset distance value Storage device

Claims

claims

A clutch control system (2) for a disconnect clutch (3) in a drive train (1) of a vehicle, in particular a motor vehicle with a hybrid drive, for enabling a smooth closing of the disconnect clutch (3) comprising:

- A differentiator (32) for a two-time differentiation of a speed signal (31) after the time for generating a jerk signal (33), wherein the rotational speed signal (31) represents a rotational speed of an output shaft (7) of the drive train (1),

a jerk controller (36) which uses the jerk signal (33) as a controlled variable to generate a clutch path correction signal (37) when the jerk signal (33) is regulated to a predetermined jerk value (35),

- an adder (40) for adding the Kupplungswegkorrektursignals (37) to a Kupplungswegsollwertsignal (16) to produce a corrected Kupplungswegsollwertsignal (16 '), wherein the corrected Kupplungswegsollwertsignal (16') for driving the effecting on approaching each other in a frictional elements the separating clutch (3) is provided.

Second clutch control system (2) according to claim 1, characterized in that an activation device (39) is provided which evaluates a distance signal (17) which represents a distance of the elements causing a frictional connection, and a correction of the Kupplungswegsollwertsignals (16) prevents if during the closing of the separating clutch (3) the distance represented has not fallen below a predetermined distance value (35).

3. clutch control system (2) according to claim 2, characterized in that the activation device (39) comprises a switch (41) which is arranged between the jerk controller (36) and the adder (40) and a zero correction representing Kupplungswegkorrektursignal (37 " ) to an output (43) connected to the adder (40) of the activation device (39) for inhibiting the correction when the distance represented by the distance signal (17) has not fallen below the predetermined distance value (55) when closing, and otherwise from the jerk controller (36) generated Kupplungswegkorrektursignal (37) connects to the output (43).

4. clutch control system (2) according to any one of the preceding claims, characterized in that the elements causing a frictional connection are driven by an actuator which is an actuator (11) of an actuator regulator (15) comprehensive Aktorregelkreises, wherein the actuator regulator (15) as Control deviation uses a difference signal representing a difference of a by the corrected Kupplungswegsollwertsignal (16 ¹ ) represented desired distance and by the distance signal (17) represented distance of the effecting frictional elements to produce an actuator control signal (21).

5. clutch control system (2) according to one of the preceding claims, characterized in that a feedforward control is provided for the Aktorregelkreis comprising a further differentiator (20) by means of which the corrected Kupplungswegsollwertsignal (16 ') is differentiated in time to a pre-control signal ( 19) which is added by means of a further adder to the actuator control signal (21) of the actuator regulator (15) to produce a pilot-controlled actuator control signal (21 ').

6. clutch control system (2) according to any one of the preceding claims, characterized in that a control device (50) is provided which provides the Kupplungswegsollwertsignal (16) at a closing request.

7. clutch control system (2) according to claim 6, characterized in that the control device (50) generates the Kupplungswegsollwertsignal (16) based on in a memory device (56) stored data.

8. clutch control system (2) according to any one of the preceding claims, characterized in that the jerk regulator (36) is a PI controller.

9. A method for operating a separating clutch (3) in a drive train (1) of a vehicle, in particular a motor vehicle with a hybrid drive, for enabling a smooth closing of the separating clutch (3) comprising the method steps:

- Duplicate differentiation of a speed signal (31) after the time and generating a jerk signal (33), wherein the speed signal (31) represents a rotational speed of an output shaft (7) of the drive train (1),

- Controlling the return signal (33) to a predetermined jerk value (35) to thereby generate a Kupplungswegkorrektursignal (37), Adding the Kupplungswegkorrektursignals (37) to a

A clutch travel command signal (16) for generating a corrected clutch travel command signal (16 '), the corrected clutch travel command signal (16') for driving the elements of the disconnect clutch (3) causing mutual adhesion when approaching each other.

10. The method according to claim 9, characterized in that a distance signal (17) is evaluated, which represents a distance of the elements causing a frictional connection, and a correction of the Kupplungswegsollwertsignals (16) is inhibited, if when closing the separating clutch (3) of the represented Distance has not fallen below a predetermined distance value (35).

11. The method according to claim 10, characterized in that a changeover switch (41), which is arranged between the jerk controller (36) and the adder (40) is moved to prevent the correction in a switching position in which a zero correction representing Kupplungswegkorrektursignal (37 ¹ ) is connected to the adder (40) instead of the clutch path correction signal (37) generated in the control when the distance represented by the distance signal (17) has not fallen below the predetermined distance value (55) when closing, and otherwise to enable Correction is moved to a shift position in which the Kupplungswegkorrektursignal (37) generated by the jerk controller (36) is connected to the adder (40).

12. The method according to any one of the preceding claims 9 to 11, characterized in that the elements causing a frictional connection are driven by an actuator which is an actuator (11) of an actuator regulator (15) comprehensive Aktorregelkreises, wherein the actuator controller (15) as A deviation uses a difference signal representing a difference of a desired distance represented by the corrected clutch travel command signal (16 ') and the distance of the force-locking elements represented by the distance signal (17) to produce an actuator control signal (21).

13. The method according to any one of claims 9 to 12, characterized in that the corrected Kupplungswegsollwertsignal (16 ¹ ) is differentiated in time to produce a pilot signal (19) which for piloting the actuator control signal generated by the Aktorregelersignals (21) by means of another Adder to the actuator control signal (21) of the actuator controller (15) is added to produce a pilot-controlled Aktorsteuersignal (21 ').

14. The method according to any one of claims 9 to 13, characterized in that the Kupplungswegsollwertsignal (16) is provided at a closing request from a control device (50).

15. The method according to claim 14, characterized in that the control device (50) generates the Kupplungswegsollwertsignal (16) based on in a memory device (56) stored data.

16. The method according to any one of claims 9 to 15, characterized in that the jerk controller (36) for generating the Kupplungswegkorrektursignals (37) applies a Pl- control method.