KR100818503B1 - Method for the control of a drive train component of a motor vehicle in particular an internal combustion engine - Google Patents

Abstract

The present invention relates to a method for controlling at least one drive train element of a motor vehicle and to an electronic control device for controlling at least one automotive part.

Drive train, car, control

Description

TECHNICAL FOR THE CONTROL OF A DRIVE TRAIN COMPONENT OF A MOTOR VEHICLE IN PARTICULAR AN INTERNAL COMBUSTION ENGINE}

The present invention relates to an electronic control device for controlling drive train elements and automotive parts in an internal combustion engine of a motor vehicle.

BACKGROUND OF THE INVENTION Methods for controlling drive train elements of motor vehicles and electronic control devices for controlling motor parts are already known.

It is an object of the present invention to provide a drive train element control method of a type different from the known and an electronic control device of a type different from the known.

The present invention provides a method for controlling a drive train element, which makes the car shift process more comfortable (relaxed), making it more difficult for the driver to perceive, and more precisely, such that it can be done at high operating safety at low cost. It is an object to provide an electronic control device.

It is an object of the present invention to provide a method for controlling a drive train element and a vehicle electronic control device which enables a vehicle to be driven with less fuel.

The object is to control a drive train element or an internal combustion engine of an automobile, comprising at least one of the features described in the following description or claims, or comprising at least one of the features shown in the figures. Is achieved through the method.

The object is also achieved through an electronic control device comprising at least one of the features described in the following description or claims, or comprising at least one of the features shown in the figures.

This object is achieved in particular through a method according to claim 1 or 2 or 3 or 4 or 5.

This object is achieved in particular through an electronic control device according to claim 54.

Preferred embodiments of the invention are set out in the dependent claims.

According to the invention there is provided in particular an internal combustion engine control method which can be automatically switched between different engine control modes, more precisely in accordance with a preset starting condition (조건: Eintrittsbedingung) or ending condition (獨: Austrittsbedingung).

The motor vehicle includes a first electronic engine control device for controlling the first operating characteristic value of the internal combustion engine based on the second predetermined characteristic value.

The first operating characteristic value of the internal combustion engine in the scope of the invention is in particular engine rotational torque or engine speed. The second characteristic value may for example be a preset operating characteristic value of the motor vehicle or other characteristic curve.                 

The first electronic engine control device is preferably connected with the second electronic control device. The second control device interacts with the first control device in such a manner as to display (notify) the set value of the operating characteristic value of the preset internal combustion engine under the preset conditions.

In a first engine control mode, the first engine control device controls the first operating characteristic value irrespective of the third preset value, and in the second control mode, the engine control device is configured based on the third preset value. The first operating characteristic value is controlled. In particular in the second engine control mode the control device controls the first operating characteristic value in a manner that is adjusted corresponding to the preset value. The switching between the first engine control mode and the second engine control mode is controlled according to a preset start condition and a preset end condition.

Preferably a gear arrangement is provided which can be driven in a different gear control mode in the drive train of the motor vehicle.

The gear arrangement in the scope of the invention is in particular an automatic transmission. The gear device can preferably be driven in a different gear control mode, where each gear control mode can be selected by means of a shift member which can be operated manually, such as a shift lever. Preferably the start condition and / or end condition which can cause a switch between engine control modes depends on the gear control mode actually selected. In a preferred embodiment, a manual gear control mode (M-mode) and an automatic forward gear control mode (D-mode) are provided. The M-mode is embodied in such a way that it can be manually shifted to the next higher or next lower gear stage, respectively, in particular through the operation of a shift member which can be manually operated, such as a shift lever. Gear change and shift points are automatically implemented. In the D-mode it is determined, in particular, at which point in which gear stage the gear device should be shifted according to a predetermined shift characteristic curve or an operating characteristic curve, in which case the shift process is automatically implemented.

The electronic engine control device preferably has an engine torque interface and / or another interface, in particular an interface or a speed interface for the second electronic control device. The second electronic control device may be, for example, an electronic gear control device, and the present invention is not limited thereto. In a preferred embodiment, the third set value notified to the engine control device by the second control device is the set speed or target speed or desired (desired) speed. The second control device also notifies the engine control device of how many time periods the engine speed should be matched with the engine target speed. The engine control device can then control the engine speed.

As such, when the engine target rotational speed is preset, there is an excellent advantage that the delay of the vehicle can be reduced, for example, during the clutch slip phase and the clutch reconnection, especially during downshift. The engine reaches the target rotational speed due to the active ignition of the engine, particularly when the gear unit is shifted down, ie shifted to the lower gear stage. Of course, the present invention is not limited thereto.

In the scope of the invention the selection of the third setpoint of the first operating characteristic value, in particular of the setpoint of the engine speed, is implemented in such a way that the engine speed increases or rises. In particular, the increase or increase of the engine speed controlled in the category of gear change when the clutch is opened is realized in such a way that the engine speed which is set in particular coincides with the engine speed of the target gear.

The clutch device or clutch in the scope of the invention is in particular an automatic clutch device. Such an automatic clutch device can be implemented in particular in the manner provided by the applicant under the name "Electronic Clutch Control (ECM)".

In a preferred embodiment, the engine control device controls the operating characteristic value of the engine, such as the rotational speed or the rotational torque. In this control, if the target value or set value of the operating characteristic value is preset by the second control device, it is in particular dependent on the respective driving conditions or other operating parameters such as the shifted gear stage or the pedal position of the accelerator. According to the characteristic curve, the first operating characteristic value, in particular the engine speed, is controlled according to the predetermined characteristic curve, more precisely, irrespective of the preset of the second electronic control device (check the original text). Under a predetermined condition, the second control device presets the target value. This target value or the third set value is particularly the target rotational speed. This target rotational speed is preferably formed in such a way that the control of the engine control device is varied so that the engine rotational speed is increased. This increase in engine speed or the corresponding target value preset is caused in more precisely shifting down, in particular in the category of gear change of the preset gear arrangement.

In a preferred embodiment at least one start condition and / or at least one end condition are given according to the actual shift scheme. In this respect, the shift scheme in particular means shift up or shift down, in which the gear arrangement is shifted from the lower gear stage to the higher gear stage. In the shift down in particular the reverse shift procedure is carried out. Preferably, the shift process in which the gear inserted by the gear device is changed and the shift time point of the shift process are controlled according to a preset shift characteristic curve. The shift characteristic curve is preferably stored in the electronic engine control unit and is based on a preset operating characteristic value such as engine speed or engine rotation torque or the position of the put gear stage and / or the accelerator, and the like. Determine the time of day. In this case, preferably, the start condition and / or the end condition depend on the respective shift characteristic curves. A shift characteristic curve for a sport driving mode and / or a shift characteristic curve for an economical, ie fuel-saving driving mode and / or a shift characteristic curve for a driving mode when driving uphill, and / or a shift characteristic for a driving mode during downhill driving Curves can be provided.

In a very preferred embodiment not only the gear control mode but also the shift scheme and the conditions for changing between the currently used shift characteristic curves or shift characteristic curves are used for the conditions of the rotational speed interface, or used as starting conditions or ending conditions. Preferably the active rotation is initiated when the driver intends to activate the engine brake according to each driving condition or when the operation of the engine brake is effective, in particular the target value or the set value is initialized by transferring from the second control device to the engine control device. An increase in number can be prevented. These engine conditions can be confirmed according to a preset characteristic curve. For example, it may be confirmed that the second control device does not transmit the target value or the third set value to the engine control device in the category of shift down when driving downhill, or that the engine speed is not increased in the category of shift down when driving downhill. Very preferably, if the active speed increase of the engine is not prevented for the reasons mentioned above, the increase in engine speed in the manual mode is caused not only by the pull shift but also by the push shift, and in the automatic mode (D- Mode) is caused during full shift. In particular in the D-mode the engine speed during push shift may not be increased in the category of shift down. According to the invention it is also preferred that the engine speed is increased by not providing a speed interface of the control device, or by the control device not receiving a preset value from the second electronic control device and instead of presetting a positive drive torque. .

In a preferred embodiment at least one start condition and / or at least one end condition depends on whether the drive train of the vehicle is in acceleration mode or overrun (coasting) mode.

Preferably, the vehicle includes an inclination angle detecting device that detects whether the vehicle travels uphill, downhill, or flat. The inclination angle indicated by the inclination angle detecting device can be used to control the rotation speed interface.

The object according to the invention is also achieved through the method according to claim 2.

According to the invention there is provided in particular a method for controlling a motor vehicle internal combustion engine, in which the electronic engine control device controls the internal combustion engine or a first predetermined operating characteristic value of the internal combustion engine, and in this control a third engine control. It is possible to switch between the characteristic curve and the fourth engine control characteristic curve. The third engine control characteristic curve and the fourth engine control characteristic curve are, in particular, at least one of the gear stages encased in the gear arrangement and at least one of the preset positions of the accelerator to the internal combustion engine during control according to the third engine control characteristic curve. The output generated by the engine is distinguished in that it is lower than the output generated in the control according to the fourth engine control characteristic curve.

The gear arrangement in the scope of the invention is in particular an automatic transmission. However, the gear arrangement may also be another gear arrangement, such as a transmission that can be operated manually.

By switching between the third engine control characteristic curve and the fourth engine control characteristic curve, in particular, fuel consumption can be reduced, and the present invention is not limited thereto. This is preferably controlled in accordance with the third engine control characteristic curve in driving conditions requiring only reduced engine power and in accordance with the fourth engine control characteristic curve in driving conditions requiring full (full) engine power. Is implemented.

In a preferred embodiment the internal combustion engine is controlled according to the third engine control characteristic curve in standard adjustments, where it is switched to the fourth engine control characteristic curve in certain operating states where complete engine power is required. The switching between the third engine control characteristic curve and the fourth engine control characteristic curve is preferably performed automatically. Preferably, the transition from the third engine control characteristic curve to the fourth engine control characteristic curve occurs only when a preset first transition initialization condition is given or given.

Given this first initialization condition, the direct conversion process takes place in the preferred embodiment.                 

In another preferred embodiment according to the invention, a switchover occurs between the third engine control characteristic curve and the fourth engine control characteristic curve when it is confirmed that a second or at least one second switching condition is given.

In a very preferred embodiment of the present invention, the switching between the third engine control characteristic curve and the fourth engine control characteristic curve is performed when it is first confirmed that the first switching initialization condition is given and the second switching condition is given at the same time or at a time difference. Happens. That is, according to the present invention, in the switching between the third engine control characteristic curve and the fourth engine control characteristic curve, it is assumed that the switching starts when the first switching initialization condition is given and then the second switching condition is given. Very preferred. In this case, each of the first switching initialization conditions or the second switching conditions for the generation and the switching of the first switching initialization condition are attributed to each other.

In particular, automatic switching can be suppressed until the transition becomes unrecognizable, where the second switching condition is related to said "unrecognition".

The second switching condition is preferably a condition in which the load of the accelerator operated by the driver is reduced for at least a short time and / or at least temporarily. An example of one alternative or complementary second switching condition is when a vehicle change is required or initiated if the vehicle is controlled by a trail running program. In this case, the mountain driving program may be particularly configured in such a manner that a predetermined shift characteristic curve determines the shift timing and / or the shift process based on a predetermined operating characteristic value, and / or the control of the engine operating characteristic value is performed. In some cases, it is implemented in such a way as to be determined on the basis of additional operating characteristic values.

In this case, the engine operating characteristic value is in particular engine torque and / or engine speed.

In a preferred embodiment, at least one operating member, such as a shift lever, is provided, wherein switching between the third engine control characteristic curve and the fourth engine control characteristic curve occurs according to the shift position of the operating member. For example, the sports mode can be shifted by the operating member, in which the internal combustion engine and the gear device are controlled in the direction of the sporty running manner, and the internal combustion engine is guaranteed to be controlled according to the fourth engine control characteristic curve. . In sport mode, the internal combustion engine can be driven in particular in the high speed range.

Also, for example, the switching initialization condition may be related to the driving road surface of the vehicle. According to one preferred implementation in this respect, the inclination angle of the vehicle is detected, wherein if it is confirmed that the vehicle is driving uphill, the first switching initialization condition is given and the internal combustion engine must be controlled according to the fourth engine control characteristic curve. It is decided.

Of course, the present invention is not limited to the above-described embodiment. For example, the first transition initialization condition may be given even in the kickdown mode, i.e., even when the accelerator is fully pressed rapidly. This is because high engine power is usually required even in kickdown mode.

The kickdown mode can be recognized, for example, when the speed at which the accelerator changes to the pressed position is greater than a preset threshold.

In a preferred embodiment of the invention the second switching condition is that the gear change is carried out. During the gear change, switching between the third control characteristic curve and the fourth control characteristic curve occurs in the gear whose driving force is cut off for the gear change, and the driver cannot recognize this.

In a preferred embodiment, the throttle valve and / or fuel injection amount are controlled in such a way that (in theory) the maximum output does not occur or cannot occur in the control according to the third engine control characteristic curve.

Preferably, the internal combustion engine can be manually blocked from being controlled according to the third engine control characteristic curve.

The object of the invention is also achieved through a method according to claim 3.

According to the invention a method is provided, in particular for controlling an internal combustion engine of a motor vehicle, wherein the motor vehicle is provided with a manually operable accelerator. Each control of the accelerator indicates the desired (desired) rotational torque for the preset drive train element.

The required rotational torque can in particular be an engine rotational torque or a rotational torque that can be transmitted by the clutch or a rotational torque of the drive shaft or any combination of the mentioned rotational torques.

The required rotational torque is not only displayed on the basis of the position of the accelerator, but also on the basis of other operating characteristic values, such as a combination of the gear or the actual engine rotational torque or the actual engine rotational torque, etc. put in the gear unit. It is preferable. According to the present invention, the rotational torque corresponding to the demanded rotational torque or the required rotational torque is controlled when the input position of the accelerator is the same as the output position of the accelerator after the shutoff of the drive train according to the fifth preset control characteristic curve.

In this case, the input position of the accelerator refers to an accelerator position or a pedal value especially when the drive train is blocked or the drive train is blocked (induced). The start of the drive train interruption can be caused, in particular, through a torque reduction of the rotational torque that can be transmitted by the engine rotational torque or the clutch device, or through a synchronized (balanced) reduction of the rotational torques. In the scope of the present invention the interruption of the drive train means that the rotational torque or engine rotational torque that can be transmitted by the clutch is reduced by a value greater than the preset limit or reduced to a value less than the preset limit value or This means that the speed at which each rotary torque is reduced is greater than the preset limit value.

In particular, in the scope of the present invention, blocking of the drive train means that relative twist between adjacent drive train elements occurs. This relative twist is in particular caused by the disconnection of the drive train elements, or by the slip occurring between the drive train elements. Such slippage can occur in particular in clutch devices.

The output position of the accelerator means, in particular, the position of the accelerator after the shut off of the drive train.

If the output position of the accelerator differs from the input position of the accelerator after the drive train is shut off, the rotational torque (in which case the rotational torque may in particular be an engine rotational torque and / or a rotational torque that can be transmitted by the clutch) 6 Controlled according to the characteristic curve. The sixth control characteristic curve is in particular distinguished from the fifth control characteristic curve. In some cases, a different sixth control characteristic curve is provided. In particular, when the requested torque indicated by the output position of the accelerator is larger than the requested torque indicated by the input position, a sixth control characteristic curve is provided, and the request torque indicated by the output position is indicated by the input position. If it is smaller than the torque, another sixth control characteristic curve is preferably provided. The sixth control characteristic curve is distinguished from the fifth control characteristic curve on which torque is controlled, especially when the actual position of the accelerator is also the input position of the accelerator.

Preferably if the required rotational torque indicated by the output pedal value or the accelerator's output position is greater than the required rotational torque indicated by the input pedal value or the accelerator's input position, the sixth control characteristic curve instead of the fifth control characteristic curve Rotational torque is controlled accordingly.

In a preferred embodiment, the clutch torque or clutch setting torque which can be transmitted by the engine rotation torque or the clutch is first limited according to the sixth control characteristic curve, wherein the rotation torque limit value can be controlled first. In some cases, the rotational torque limit value depends on a predetermined characteristic value or an operating characteristic value. In particular, when the rotational torque limit value, which can correspond to the rotational torque indicated by the input pedal position, is reached, the required torque can be controlled according to the partial characteristic curve of the sixth control characteristic curve so as to be indicated by the output pedal position. According to the partial characteristic curve, for example, the slope at which the rotational torque or the clutch torque is increased may be smaller than when the torque corresponding to the rotational torque limit value is increased. For example, the average slope of the rotational torque may be less than 80% or less than 60% or less than 40% or less than 20% of the slope at which the torque corresponding to the rotational torque limit has been increased. The figures presented are only examples. According to the invention intermediate values are also preferred.

The drive train element whose rotational torque is controlled according to the fifth or sixth control characteristic curve may be a component different from the clutch device or the engine, for example, a drive shaft or the like. Also in a preferred embodiment, a combination of rotational torques, in particular assigned to different drive train elements, is provided. For example, the rotational torque that can be transmitted by the clutch device on the one hand and the clutch device on the other hand can be controlled according to the fifth or sixth control characteristic curve.

In a preferred embodiment, the rotational torque corresponding to the output position starting from the limiting rotational torque or the rotational torque limit value according to the partial characteristic curve of the sixth control characteristic curve is controlled more precisely, in particular more slowly, in accordance with a preset function. Preferably different sixth control characteristic curves are provided for different situations. For example, a sixth control characteristic curve is provided for the preset operating situation detected in the memory device. If such an operating situation occurs, it is controlled according to the corresponding sixth control characteristic curve. For this purpose, for example, a preset operating situation can be monitored. In a preferred embodiment, a control device is provided, such as an ESP-control device, which, upon recognizing a preset operating situation, sends a signal to initiate control of the rotational torque according to the corresponding sixth control characteristic curve. For example, even for different gear changes, each time period corresponding to a time period during which the drive train interruption is normally performed without a failure upon gear change can be stored. As a result, if the gear change time period at the time of gear change is larger, the sixth control characteristic curve is provided differently according to each of the above situations, and in some cases depending on the gear stage and the time period of the actual drive train interruption. 6 The increase in rotational torque is controlled in accordance with the control characteristic curve. The prolongation of the time period in gear change in this way can be caused, for example, due to synchronization problems or the like.

If the rotational torque is increased by a rotational torque limit initially controlled in accordance with the sixth control characteristic curve, the rotational torque value can be added or subtracted to the limiting value, for example in some cases depending on time, and as a result the rotation Depending on the torque value, further control of the rotational torque is caused. The partial characteristic curve of the sixth control characteristic curve, which causes the rotation torque to be increased from the individually added value or the sixth control characteristic curve or the rotational torque limit value, may be, for example, the speed at which the interruption duration of the drive train or the position of the accelerator is varied or It can depend on the input accelerator speed or other characteristic values. The characteristic value can also be used for the formation of the above-mentioned rotational torque limit in a preferred embodiment. In a very preferred embodiment the clutch torque which can be transmitted by the clutch and of the engine rotation according to the sixth control characteristic curve is adjusted or caused by each other.

In a preferred embodiment, the drive train is first shut off and then the rotational torque of the at least one drive train element, such as the engine rotational torque and / or the clutch, which can be transmitted by the clutch within a predetermined time period which governs the input position of the accelerator. Is controlled or increased. The time period is preferably independent of the output position of the accelerator. Then, after the rotation torque is increased within the above-described time period, the rotation torque corresponding to the output position can be controlled based on the output position of the accelerator.

Preferably, when the pedal position of the accelerator is changed in the torque increasing step after the drive train is shut off, the rotational torque is controlled according to the seventh control characteristic curve. In this case, in particular, when it is confirmed that the accelerator position is changed in the torque increase step, the accelerator control may be switched from the fifth or sixth control characteristic curve to the seventh control characteristic curve.

In a preferred embodiment, the torque transferable by the engine torque and / or the clutch is controlled to control the rotational torque of the predetermined drive train element according to the fifth or sixth or seventh control characteristic curve.

 The object of the invention is also achieved through a method according to claim 4.

According to the invention in particular a method is provided for controlling at least one drive train element, in which the shift of the gear arrangement is prevented until it is confirmed that at least one sixth condition is given after the breaking braking. If the sixth condition is found to be given, a shift (down shift) is possible. Then, when the enabled shift down is carried out, the rotational torque of the at least one drive train element is increased, firstly limited according to the eighth predetermined characteristic curve, and then increased according to the new characteristic curve.

In particular, by first limiting the rotational torque that can be transmitted by the clutch device, the starting and driving continuity is made in parallel with the first increase in slip and then gradually decrease in vehicle acceleration.

In a preferred embodiment, the motor vehicle is equipped with an internal combustion engine and / or clutch device and a manually operable accelerator. A manually operable accelerator in the scope of the present invention means that the driver can operate as he wishes. The motor vehicle also preferably has at least one drive shaft including a drive wheel, which is loaded by the foot brake device and the internal combustion engine.

Clutch device in the scope of the invention preferably means an automatic clutch device or a shifting clutch. The automatic clutch device is in particular a clutch device in which the shift process is controlled automatically. Hydraulic systems and / or electric motors are optionally provided for this purpose.

Such a clutch device is provided by the applicant under the name, for example, "electronic clutch control" (ECM).

Of course, the clutch device can also be implemented in other ways within the scope of the invention.

Blocking braking in the scope of the present invention means braking in which at least one of the drive wheels, in particular installed in the drive shaft, is locked or does not rotate during motor vehicle movement.

In a preferred embodiment there is a sixth condition that the accelerator has been shifted to a predetermined position, the position of the accelerator has been changed by a predetermined value, or a predetermined time period has elapsed.

In a preferred embodiment of the present invention, the shift down is prevented until the accelerator is in a position above 10% and until a predetermined period of time, such as 100 ms, when the foot brake is no longer activated. However, the load lever position " 10% " relates to an accelerator that takes values of 0% and 90% at both extreme positions and takes a middle value between the about extreme positions.

 Preferably, if the sixth condition is involved, it is preferable to start and continue driving with increased slip after the first shift is performed in the gear arrangement.

Preferably the torque that can be transmitted by the clutch when the clutch is reconnected after the shift is reduced or reduced compared to comparable driving situations without precedence of breaking braking, in which case the torque is preferably reduced It is controlled so that it does not occur.

According to one alternative or complementary preferred embodiment, the starting characteristic curve on which the re-acceleration or starting of the vehicle or the driving continuity is controlled is more precisely said after the breaking braking compared to the corresponding starting without the breaking braking. In a particularly preferred embodiment it is varied by a time dependent coefficient that is less than 1 and increases with time. Preferably this results in a softer starting characteristic curve.

Starting up in the scope of the invention means in particular a state in which the vehicle speed is less than or equal to zero the preset speed limit.                 

The object of the invention is also achieved through a method for controlling at least one drive train element, according to claim 5.

According to the invention the rotational torque that can be transmitted by the engine torque or the clutch prior to the gear change is reduced, in particular more precisely in particular a transmission and in a vehicle gear arrangement which is very preferably an automatic transmission. In this case, such reduction in rotational torque is controlled in such a way that it is continuously reduced in terms of time.

In a preferred embodiment the rotational torque reduction is controlled to be carried out continuously and variably.

In a particularly preferred embodiment, rapid acceleration of the vehicle at the start of gear change is prevented as the rotational torque is continuously or continuously and variably reduced.

Preferably the rotational torque is reduced correspondingly to the parabola, at which time the reduction of the torque particularly preferably begins at the beginning of the parabola.

In a preferred embodiment it is ensured that the torque transferable by the clutch before the gear change to the high gear stage is greater than or at least equal to the actual engine torque. Preferably the engine torque is not reduced to the minimum possible value while the clutch is disengaged during shift down, i.e., shifting to the lower gear stage, and the shiftable component of the shift decreases faster than the jin torque. In the neutral stage of the gear arrangement present within the range, the engine speed can be reached at the target speed. At this time, the target rotational speed is the rotational speed that is formed when shifting to the next gear stage, and in this case, the rotational speed that is formed between the gear unit and the drive shaft in the drive train as the vehicle moves is determined (together) by the wheel rotational speed. Is considered.

In a preferred embodiment the engine torque is reduced until an overrun area of the engine is reached, at least while the engine torque is reduced before the scheduled shift up.

In a preferred embodiment, at least before the shift up, the torque deliverable by the clutch is reduced in such a way that the overrun of the engine is not induced to the drive train when the engine is switched to an overrun state.

In this case, preferably the torque deliverable by the clutch is reduced faster than the engine torque, more precisely, in particular before the shift down of the preceding gear arrangement.

In a preferred embodiment, the predetermined characteristic values which determine the torque reduction before the gear shift are determined by the load. Such torque reduction characteristic values include, for example, the opening angle of the parabola when the torque decreases along the parabola. Preferably various torque reduction characteristic values are stored in the characteristic field. If the torque is to be reduced before the gear shift, the predetermined torque reduction characteristic value is preferably selected on the basis of the preset operating characteristic value, such as the gear stage shifted in the position and / or gear shift of the accelerator, so that the selected torque The torque is reduced in accordance with the reduction characteristic value. In a preferred embodiment, for example, the speed of change of the accelerator can also be considered as the torque reduction characteristic value. In this regard, the kick-down mode can be determined, for example, from a preset limit speed of the accelerator and / or a change in the position of the accelerator. It is also advantageous to consider, for example, whether the engine is idling before a predetermined shift or whether the foot brake device is actuated.

In a preferred embodiment, the inclination of the engine set torque is measured from the sum of the starting value and the product of the opening factor, in particular the opening angle of the parabolic opening angle, and the time elapsed since the start time. In a very preferred embodiment, the starting slope of the ascending curve is taken into consideration as a reference for reducing the engine torque. For example, the inclination over time of the set torque is measured in the above-described form, in which case the difference between the opening factor and the starting inclination is multiplied by time instead of the opening factor.

The object of the invention is also achieved through an electronic control device according to claim 54.

The concept of "control" in the scope of the invention may be understood in particular as "adjustment" and / or "control" in the scope of DIN. The same applies to concepts derived from the concept of "control". In the scope of the present invention, the control device may comprise modules for controlling the engine, clutch and / or gear, or such modules may be decentralized to exchange data with each other.

Patent claims submitted with this application are unprecedented proposals for obtaining comprehensive patent protection. Applicant's side has withheld the claim for further combinations of features which have only been published in the specification and / or drawings.

The recitations used in the dependent claims refer to further explanation of the subject matter of the independent claims through the features of the respective dependent claims, and do not imply abandonment of the acquisition of independent and specific patent rights in the combination of features of the reclaimed dependent claims. .

Since the subject matter of the dependent claims can form an independent and independent invention on the priority date in view of the prior art, the applicant withholds the invention and divisional declaration for the subject matter of the independent claims. In addition, the subject matter of the dependent claims may form an independent invention having a form that does not depend on the subject matter of the preceding dependent claims.

The invention is not limited to the examples in the specification. Rather, many modifications and variations are possible within the scope of the specification, and in particular, such variations, components, combinations and / or materials may, for example, include features described in the general specification, examples and claims and shown in the drawings. Combinations or modifications of individual materials associated with elements or process steps lead to very original and combinable features that lead to new objects or new process steps or process step sequences, which are generally manufacturing methods, inspection methods and methods of operation. Is associated with.

Hereinafter, preferred embodiments of the present invention are described in more detail with reference to the drawings, whereby the present invention should not be limited.

1 is a first example showing a sequence of a method according to the invention.

2 is a second example showing the sequence of the method according to the invention.

3 is a third example illustrating the sequence of the method according to the invention.

4 is a fourth example showing the sequence of the method according to the invention.                 

5 is a fifth example illustrating the sequence of the method according to the invention.

6 is a sixth example showing the sequence of the method according to the invention.

1 schematically depicts the steps of an example of a method according to the invention.

In step 10 the internal combustion engine of the motor vehicle with automatic transmission is controlled, in particular the engine speed or engine torque being affected.

In step 12, the presence of a shift intention is checked. Shift intentions exist especially when gear changes are imminent. Inspection of the shift intention is made in particular in such a way that the movement of the operating mechanism of the gear arrangement is detected or inspected. When the actuation mechanism performs a particular movement, it is inferred whether the particular gear controlled in correspondence with the movement is shifted.

In step 14, the presence of a shift intention is checked. If there is no shift intent, go to step 10.

However, if there is a shift intent, it is checked in step 16 whether a preset starting condition exists.

In particular, it can be checked whether three starting conditions are cumulative.

The first starting condition relates to the mode of operation. The shift lever, which affects the control process of the automatic transmission, is switched in the manual operating mode (M-mode), in which case the acceleration or overrun (coasting) of the drive train is performed or in the automatic operating mode (D-mode). The first start condition is given when switching is performed, in which case the acceleration of the drive train is performed.

The second condition relates to the shift scheme, where it is divided into a shift up, i.e. a shift to a higher gear stage and a shift down, i.e. a shift to a lower gear stage. The second drive (drive) condition is given when the shift down is imminent or when the shift down is indicated by the shift intention recognition device.

The third starting condition relates to the shift characteristic curve used, which is used for the control of the internal combustion engine and / or for the control of the clutch device installed in the drive train and / or in the automatic transmission. Such shift characteristic curves include, in particular, shift characteristic curves for sports modes, shift characteristic curves for fuel-saving driving, shift characteristic curves for mountain uphill driving, shift characteristic curves for mountain downhill driving, and shift for normal mode on flat land. Characteristic curves may be mentioned. If actually controlled according to a preset shift characteristic curve, a third starting condition is given. In particular, when it is confirmed that the control is actually performed according to the shift curve for the downhill driving, the third starting condition is not given.

If it is confirmed in step 16 that the starting condition is given, the engine speed is controlled according to the second engine control mode within the category of gear change (step 18). The second engine control mode is implemented in such a way that, in particular, when the clutch is opened, the engine speed reaches a target speed for the target gear or a speed corresponding to a preset value by active ignition of the engine. The target rotational speed may be preset by a second electronic control device that is distinct from the first electronic control device. Of course, in particular even when the electronic engine control device does not include an engine speed interface, the target speed is generated through the presetting of the positive drive torque. The target rotational speed is in particular the same as the gear input rotational speed of the target gear, or in such a way that the clutch parts which are connected to each other have the same rotational speed when they are separated from each other when the clutch is opened and when the clutch is closed, in particular by frictional engagement. Is formed.

In this regard, the target gear stage is considered.

However, if it is confirmed in step 16 that no starting condition is given, the operating characteristic value of the internal combustion engine, in particular the engine speed, is controlled in accordance with the first engine control mode in step 20 within the scope of gear change.

The first engine control mode is distinguished from the second engine control mode in that the controlled or affected engine speed is lower, especially when the operating characteristic value and the drive shaft speed are the same.

The second engine control mode thus increases the speed of revolution, in particular during or after gear change.

In particular, it is possible to prevent the engine brake from being operated or invalidated by not causing such an increase in rotation speed during driving downhill.

2 schematically depicts the steps of an example of a method according to the invention.

In step 30, the internal combustion engine of the motor vehicle is controlled by the electronic engine control device according to the third engine control characteristic curve. The third engine control characteristic curve is to reduce the output that may be generated by the engine at a predetermined accelerator position during engine control and in some cases a shift position (or a predetermined gear stage) of a predetermined gear unit, or to determine a value less than or equal to the maximum output. Throttle valve and / or fuel injection amount to be controlled.

Therefore, the engine output is preferably reduced in the control according to the third engine control characteristic curve.

In step 32 it is monitored or checked whether a first preset switch-over initialization condition is given.

The first switching resetting condition is particularly required when the driver activates a manually operated operating member to indicate that he / she wants high engine power or other high engine power through monitored or operating characteristic values. It is given when it is displayed automatically.

The driver may indicate that he or she wants higher engine power by using an accelerator or by operating a shift lever, which may affect the control of a gear arrangement especially formed as an automatic shift gear. In a very preferred embodiment the vehicle can be driven in a sport mode. When it is confirmed that the car is driven in the sport mode, it is determined that the conversion initialization condition is given. In the sport mode the switching can be carried out, for example, by a shift lever or in particular by a switch provided for the sport mode. In sport mode, you can keep the gear stage up. In other words, a high rotational speed can be selected at each shifted gear stage. Alternatively, the driving force blocking step may be kept as short as possible during the shift process.                 

Also preferably the driver can indicate the need for higher engine power by controlling the vehicle in kickdown mode, ie by stepping on the accelerator quickly and hardly. In particular, the kickdown mode may be recognized when the speed at which the position of the accelerator changes to the pressed position is higher than the preset limit speed and / or when the position of the accelerator changes more than a preset position difference, especially within a preset time period. Can be.

Automatic recognition of driving conditions that require high engine power is achieved in such a way that, in particular, it is confirmed that the car is going uphill. To this end, an inclination angle detection device is sometimes provided, which indicates that the inclination of the vehicle or the inclination of the ground is greater than a preset angle opened in the driving direction.

If a preset first switching initialization condition is given or given (confirmed), it is indicated that the third engine control characteristic curve should be converted to the fourth engine control characteristic curve, wherein the third engine control characteristic curve is in accordance with the fourth engine control characteristic curve. Given the control, in particular the fully depressed position of the accelerator or, in some cases, the gear stage encased within the gear arrangement, the output that can be generated by the engine is greater than during control according to the third engine control characteristic curve. In particular, when the accelerator position is given in the control according to the third engine control characteristic curve, and in some cases, the gear stage of the gear input device is given, the engine may transmit the maximum power. For this purpose, in particular, the throttle valve or the throttle valve angle and / or the fuel injection amount are appropriately controlled.                 

If it is determined in step 32 that no transition initialization condition is given, step 30 is reached.

However, if it is confirmed in step 32 that the preset switching initialization condition is given, it is checked in step 34 whether the second preset switching condition is monitored.

Such a second switching condition is in particular to reduce the load on the accelerator at least for a short time or to let the driver take off the accelerator at least for a short time and / or the automatic transmission to perform gear changes in accordance with the shift program.

In step 36 it is checked whether a second preset switching condition is given and / or whether at least one of the two switching conditions is given.

If in step 36 it is determined that no second switching condition and / or at least one second switching condition is given, step 34 is reached.

However, if it is confirmed in step 36 that the second switching condition (s) are given, then in step 38 the third engine control characteristic curve is converted to the fourth engine control characteristic curve.

The switching condition is implemented in step 36, in particular in such a way that the driver of the motor vehicle is not aware of the change in the upper limit of the output of the internal combustion engine caused by the switching.

Under the switching condition of "accelerator load reduction", the fluctuation of the output upper limit does not affect the actual output as the internal combustion engine is usually driven at a high output range.

During gear change and thus the drive train stops, the maximum output of the internal combustion engine does not affect the load on the drive shaft.

3 schematically depicts the steps of an example of a method according to the invention.

In step 50 the accelerator angle, ie the position of the accelerator, is monitored.

In step 52 the drive train and drive force or, in some cases, the shear force are cut off by appropriate presetting of the driver or automatically.

In step 54 the drive train is shut off, and at the same time in step 56 the accelerator angle has changed, more precisely the required torque indicated by the accelerator value is greater than the required torque indicated by the accelerator value at the beginning of the shut off of the drive train. It is checked whether it has changed in a manner.

If the required torque indicated by the accelerator value at the end of the drive train interruption is greater than the required torque indicated by the accelerator value at the beginning of the drive force interruption, the rotation torque indicated by the accelerator position at the beginning of the drive train interruption is first increased in step 58.

Subsequently, in step 60, starting from the rotational torque controlled in step 58, the rotational torque indicated by the accelerator angle at the end of the drive train shutoff is increased.

However, in step 56, if it is detected that the required torque indicated by the accelerator value at the end of the drive train shutoff is not greater than the required torque indicated by the accelerator value at the beginning of the drive force shutoff, then in step 62 the motor torque as the required torque at the end of the drive train shutoff The displayed rotational torque immediately increases.

The characteristic curves according to steps 58 and 60, in which the required rotational torque indicated by the accelerator angle at the end of the drive train shutoff, is different from the characteristic curve in which the required torque is increased in accordance with step 62. In particular in step 58 the average torque slope is greater than in step 60.

4 schematically depicts the steps of an example of a method according to the invention.

In step 70 the vehicle is driven in such a way that the traveling speed is greater than zero.

In step 72, blocking braking occurs by the operation of the foot brake.

In step 74 a shift down prevention action is activated which prevents the gear arrangement from shifting to the lower gear stage.

In step 76 the elapsed time meter is set to " 0 " or the start value.

In step 78 the accelerator position is greater than the preset value, more precisely 10% based on assigning a value of 0% to the load-reduced load lever or accelerator and a value of 90% to the fully depressed load lever or accelerator. Is greater than The criterion is specified in particular the same difference of percentage numbers, which is always assigned to the same deviation between the two load lever positions.

If it is detected in step 78 that the load lever position is smaller than the preset load lever value, the flow proceeds to step 76. However, if it is detected in step 78 that the load lever is in a position larger than the preset load lever position, then in step 80 it is checked whether the foot brake is still activated. If it is detected here that the foot brake is still operating, step 79 is reached.

However, if it is detected that the foot brake is no longer in operation, it is checked in step 82 that the elapsed time meter indicates a value greater than the preset value, for example 100 ms.

If it is found in step 82 that the elapsed time meter indicates a value greater than the preset value, then in step 84 the shift down prevention function is stopped. Otherwise go to Step 78.

In step 86 it is checked whether the gear device is shifted to the lower gear stage.

If the gear device is found to have shifted to the lower gear stage, then in step 88 the slip from the clutch device during acceleration of the car, in particular initiated by the operation of the accelerator, is in some cases accelerated at the same speed and the blocking braking is set. It is guaranteed to be larger than the slip that would otherwise occur. This relates in particular to the same load lever position in both cases.

5 schematically depicts the steps of an example of a method according to the invention.

In step 100 it is indicated whether the gear stage of the gear arrangement should be varied.

In step 102 the torque and / or torque that can be transmitted by the clutch is reduced. More precisely, the torque reduction with time is carried out in a parabolic shape, where the parabola originates at the starting point of the torque reduction. At this time, the torque reduction is carried out continuously, in particular continuously possible.                 

In step 104 the gear shifts to another gear stage.

In step 106 torque and / or torque that may be transmitted by the clutch is again generated.

6 schematically depicts the steps of an example of the method according to the invention.

In step 120 it is indicated that a gear change of the gear arrangement should be carried out. Further, in step 120, the engine set torque is initialized to the same value as the actual engine torque. This initializes the clutch set torque or the set torque that can be transmitted by the clutch in step 120 to the actual engine torque. Also at step 120 the elapsed time meter is set to " 0 ".

In step 122, a predetermined characteristic value or parameter is determined or calculated that determines how the engine torque or engine set torque and / or clutch set torque or torque that can be transmitted by the clutch should be reduced or at least jointly determined. . This characteristic value or parameter may in particular be a value such as the parabolic opening angle or the like. These characteristic values or parameters are detected or calculated based on the actual gear stage and / or the target gear stage and / or the accelerator angle. Such parameter or characteristic value may be the starting slope on which the engine torque is reduced in particular in terms of time, and / or the torque or clutch setting torque which may be transmitted by the clutch in particular in terms of time is reduced. It may also be the starting slope as a reference.

In step 124 the time is incremented.                 

In step 126 the decrement of the engine torque is confirmed, in which the decrement of the engine torque particularly affects the reduction of the engine torque. This decrement of the engine torque is determined as the product of the opening factor or opening angle of the parabola on which the engine torque is reduced and the difference between the incremented actual time value and the starting slope of the reduction of the engine torque. . The parabolic opening factor on which the engine torque is reduced is especially detected or calculated in step 122.

In the same way, in step 128 the deceleration for reducing the clutch set torque or the torque that can be transmitted by the clutch is identified. In particular, it is calculated in the same way as the product of the parabolic opening factor, which is the criterion for reducing the torque that can be transmitted by the clutch, and the starting slope of the parabola, which is the criterion for decreasing the incremental time and clutch torque. .

In step 130, the decrement for reducing the engine torque is set to an arbitrary value, which on the one hand coincides with the minimum value of the deceleration for reducing the engine torque calculated in step 126, and on the other hand, the reduction in engine torque. Matches the maximum slope for. The maximum slope for reducing the engine torque is in particular detected or calculated in step 122.

In step 132, the decrement for reducing the clutch setting torque is set to an arbitrary value, which on the one hand coincides with the minimum value of the value calculated in step 128, and on the other hand for the reduction of the clutch tongue torque. Matches the maximum slope. The maximum slope for reducing the clutch set torque is especially detected or calculated in step 122.

In step 134, the engine set torque is set to a value corresponding to the difference formed by the engine set torque and the decrement for the engine set torque calculated in step 130.

In the same way, the clutch setting torque is set to an arbitrary value in step 136, which is set to a value corresponding to the difference between the clutch setting torque and the decrement for the clutch setting torque calculated in step 132.

In step 142 it is then checked whether the clutch torque is greater than the preset clutch torque threshold.

If the clutch torque is not greater than the preset clutch torque limit value, the offset is set to "0" in step 144. In the opposite case, the offset is enlarged in step 146.

In step 148, the clutch setting torque is set to a value corresponding to the difference consisting of the clutch setting torque and the offset.

If it is detected in step 148 that the gear arrangement is not shifted to the higher gear stage, then in step 150 the value of the engine set torque corresponds to the maximum value of the engine set torque on the one hand and to the minimum value on the other hand. Is set to.

Claims (54)

As a method for controlling the internal combustion engine of a vehicle, The vehicle has a first electronic engine control device, The engine control device controls the predetermined first operating characteristic values (parameters) of the internal combustion engine according to the predetermined second characteristic values, and in some cases is signal coupled with the second electronic control apparatus. The second electronic control device is configured to obtain at least one third predetermined value (target value) predetermined for at least one of the first operating characteristic values of the internal combustion engine, under predetermined conditions. Send to the control device; The engine control device, in at least one first engine-control mode, actually controls the associated operating characteristic value of the internal combustion engine irrespective of the third setpoint (target value) definition; The engine control device, in at least one second engine-control mode, controls the associated first operating characteristic value of the internal combustion engine according to the third setpoint (target value) specification; Switching from the first engine-control mode to the second engine-control mode is in accordance with predetermined input conditions or in this case from the second engine-control mode to the first engine-control mode Switching takes place according to predetermined output conditions Method for controlling the internal combustion engine of a car. As a method for controlling the internal combustion engine of a vehicle, The vehicle has a manual accelerator and a shift gear device and a first electronic engine control device, The engine control device controls the predetermined operating characteristic values of the internal combustion engine or the internal combustion engine according to the predetermined characteristic values, The control may be switched between at least one third engine-controlled characteristic and at least one fourth engine-controlled characteristic, Particularly in the at least one predetermined gear stage of the transmission gear arrangement or at least one position of the accelerator, in particular when the accelerator is fully passed, the power generated by the internal combustion engine is controlled by the fourth engine-controlled characteristic. The third engine-control characteristic and the fourth engine-control characteristic are different (differentiated) in that they are smaller in the control according to the third engine-control characteristic than in the control according to Method for controlling the internal combustion engine of a car. As a method for controlling the internal combustion engine of a vehicle, The motor vehicle has a manual accelerator, in which case The position of the accelerator is indicative of a desired torque for at least one predetermined drive train component, in particular in some cases predetermined characteristic values such as the switching position of a transmission gear arrangement. Instructed by If the input position of the accelerator given before one drive chain interruption actually corresponds to the output position of the accelerator given after the drive chain interruption, the desired torque is interrupted once drive chain, according to a predetermined fifth control characteristic Is driven later, If the output position of the accelerator is different from the input position of the accelerator, the desired torque indicated by the output position of the accelerator is driven according to a sixth control characteristic different from the fifth control characteristic, in which case the The sixth control characteristic is different from (differentiated) from the fifth control characteristic in which drive of the desired torque is indicated by the output position of the accelerator when the changed output position of the accelerator is also presented as the input position of the accelerator. Method for controlling the internal combustion engine of a car. A method for controlling at least one drive chain part of a motor vehicle, such as an internal combustion engine or a clutch device, The vehicle has a manual accelerator and an actuated braking device, a drive shaft which can be loaded by an internal combustion engine and has a drive wheel and an automated shift gear device, in this case By the actuating braking device, a blocking braking action may be caused in which the drive wheels of the drive shaft do not actually rotate, After one shut-off braking, the switch back operation of the transmission gear device is suppressed until at least one predetermined sixth condition is input, and after input of the at least one sixth condition. Switch back operation of the transmission gear arrangement is automatically enabled, and After the switchback operation is enabled and executed, the torque of the at least one drive chain part is initially limited according to a predetermined eighth characteristic, and then in order to avoid vehicle acceleration in the form of shaking in particular. The torque of the drive chain component is increased according to the ninth predetermined characteristic. A method for controlling at least one drive chain part of a motor vehicle. The method according to any one of claims 1 to 4, In the drive chain of the motor vehicle there is arranged an internal combustion engine, a clutch device and in particular an automated transmission gear, in which the different gear stages can be switched, The torque of at least one drive chain component or the torque that can be transmitted by the clutch device to change gear stages is controlled and at least partially reduced, and And wherein said torque reduction occurs continuously over time. The method according to any one of claims 1 to 4, The motor vehicle has a shift gear device, the shift gear device can be operated according to different shift gear-control modes, Each current shift gear-control mode can be selected by means of a manual switching element, for example a switching lever, At least one input condition or output condition depends on the currently switched shift gear-control mode. The method according to any one of claims 1 to 4, The first shift gear control mode is a manual shift gear control mode (M-mode), and the second shift gear control mode is an automatic forward gear single-shift gear control mode (D-mode), in which case In the M-mode the switching processes of the transmission gear device can be initiated by the individual operation of a manual switching element such as a switching lever, In the D-mode the switching processes of the transmission gear arrangement can be controlled automatically, in which case the switching processes are in particular switching processes between different forward gear stages. The method according to any one of claims 1 to 4, The vehicle is provided with a shift gear arrangement, in which the different gear stages can be switched, in which case at least one input condition or output condition depends on the current switching scheme, in which case The first switching scheme is high-switching, switching from a lower gear stage to a higher gear stage, The second switching method is a back-switching switching from a higher gear stage to a lower gear stage. The method according to any one of claims 1 to 4, The motor vehicle is provided with a shift gear arrangement, in which the different gear stages can be switched, in which case the switching processes or switching points are under a predetermined condition, with a predetermined switching characteristic curve. characteristic curve), said switching characteristic curve describes the dependence of the gear stage change or switching timing, which depends on the predetermined fourth operating characteristic values, In this case a current one switching characteristic curve is selected in accordance with a predetermined, predetermined operating characteristic curve among different switching characteristic curves, respectively, in accordance with the fifth operating characteristic values different from the aforementioned operating characteristic values, and the selected switching characteristic curve. Determines the gear stage change or switching point. In this case at least one input condition or output condition each depends on the switching characteristic curve used. delete The method of claim 1, Engine rotation compared to the first engine-control mode, by means of switching to the second engine-control mode or by operation of the second engine-control mode, especially during gear stage replacement where switching to the lower gear stage is made. A control method, characterized in that the drive is increased in number or at a higher engine speed. The method according to any one of claims 1 to 4, An inclination detection device is provided, wherein the inclination detection device determines whether or not the vehicle is operated in the climbing driving mode, the descending driving method, or the flat driving method. delete delete The method according to any one of claims 1 to 4, And when the back-switching of the transmission gear device is executed in the descending driving mode of the vehicle, at least one first operating characteristic value of the internal combustion engine is controlled according to the first engine-control mode. The method according to claim 1 or 2, The electronic engine control device has an engine torque interface. delete delete The method of claim 1, A predetermined time interval is provided in advance, and during the time interval, the set value (target value) definition is reached within the framework of the gear stage change according to the second characteristic value of the engine control. The method of claim 1, The control method according to claim 1, wherein the first operating characteristic value of the internal combustion engine controlled by the first engine control device is engine speed. The method of claim 1, The control method according to claim 1, wherein the first operating characteristic value of the internal combustion engine controlled by the first engine control device is engine torque. delete delete The method of claim 2, The switching method between the third engine-control characteristic and the fourth engine-control characteristic is actually only made when it is confirmed that predetermined first switching-starting conditions are given or are already given. . The method of claim 2, The switching method between the third engine-control characteristic and the fourth engine-control characteristic is actually made only when it is confirmed that predetermined switching conditions are given. delete delete The method of claim 2, Switching between the third engine-controlled characteristic and the fourth engine-controlled characteristic is initiated under predetermined conditions depending on the position of a manual operating element, such as a switching lever. The method of claim 2, And wherein the switching made between the third engine-control characteristic and the fourth engine-control characteristic is performed under predetermined conditions depending on the speed of operating a manual operating element such as an accelerator. The method of claim 2, Switching between the third engine-control characteristic and the fourth engine-control characteristic is executed and / or initiated under predetermined conditions depending on the inclination of the ground on which the motor vehicle is moving. delete delete delete delete delete The method of claim 2, When control is made in accordance with the third engine-controlled characteristic, the position or fuel injection amount of the throttle valve is affected by the electronic control device, whereby the power of the internal combustion engine is controlled by the control made in accordance with the fourth engine-controlled characteristic. The control method characterized in that the reduction. delete delete delete delete delete delete delete delete delete The method according to any one of claims 1 to 4, After one stop braking and after back-switching is enabled, it is possible that the torque that can be transmitted by the clutch device is initially reduced or limited in accordance with one predetermined characteristic, in particular for a predetermined time interval. The control method characterized by the above-mentioned. The method according to any one of claims 1 to 4, The torque of at least one drive chain part is controlled in accordance with one predetermined starting characteristic curve in the case of starting, In this case after one breaking braking and after back-switching is enabled, the values of the torque to be driven according to the starting characteristic curve are time dependent, i.e. with a factor of less than 1 increasing with time. A control method characterized by decreasing by a mantissa, multiplied or dependent on time, and decreasing with time. The method of claim 47, And said torque reduction is formed continuously and differentially within the framework of the gear stage change over time. delete The method according to any one of claims 1 to 4, By controlling the clutch setting (target) torque before the gear stage change to be switched to the higher gear stage, i.e. during torque reduction, the clutch setting (target) torque is actually the engine torque, especially before the high-switching of the transmission gearing is imminent. Control method characterized in that corresponding to. delete delete delete An electronic control device for controlling at least one part of a vehicle, The vehicle has at least one drive shaft with an internal combustion engine and a drive wheel, At least one component disposed in the drive chain can be driven by the electronic control device such that the transmission of torque varies between the internal combustion engine and the drive wheel, The electronic control device is configured to execute or control the method according to any one of claims 1 to 4, Electronic control device for controlling at least one part of the vehicle.

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