Methods for controlling and / or regulating the clutches and / or gear changes of a dual-clutch transmission

Abstract

Method for controlling and / or regulating the clutches (5, 6) and / or the gear changes of a dual-clutch transmission (1), wherein the dual-clutch transmission (1) has at least one first and one second input shaft (2, 3), at least one output shaft (4), several effectively selectable gear stages (I to VI) and at least one first and one second clutch (5, 6), wherein the first input shaft (2) can be effectively coupled to a motor shaft (7) of a drive motor (8) by means of the first clutch (5) and the second input shaft (3) can be effectively coupled to a motor shaft (7) of a drive motor (8) by means of the second clutch (6), wherein a torque (M) between the motor shaft (7) and the output shaft (4) can be transmitted and / or is transmitted by means of a gear stage (I to VI) effectively engaged in the dual-clutch transmission (1), wherein a gear change during an upshift, namely from a lower source gear stage (I to VI) to a higher target gear stage (II to VI),the approaching clutch (5 or 6) assigned to the target gear stage (I to VI) is abruptly closed, and the outgoing clutch (5 or 6) assigned to the source gear stage (5, 6) is abruptly opened, and the rotational speed (n, Mot ) the motor shaft (7) of the drive motor (8) from a source speed (n Q ) to a target rotational speed (n Z ) sinks, characterized in that a target moment (M Z ) of the upcoming clutch (5 or 6) before a sudden actuation of the upcoming clutch (5 or 6) by means of a control device (9) taking into account a certain accelerator pedal position and / or a certain accelerator pedal gradient and taking into account a certain pending gear change of a pending upshift and taking into account the target speed (n) determined for this pending gear change Z ) of the drive motor (8) is calculated, and that this calculated specific target torque (MZ ) is abruptly adjusted at the upcoming coupling (5 or 6) when this upcoming coupling (5 or 6) is closed.

Description

[0001] The invention relates to a method for controlling and / or regulating the clutches and / or the gear changes of a dual-clutch transmission with the features of the preamble of claim 1.

[0002] A dual-clutch transmission generally has a first and a second input shaft, an output shaft, and several effectively selectable gear ratios. The dual-clutch transmission has a first and a second clutch, whereby the first input shaft is effectively coupled to a drive motor shaft by means of the first clutch, and the second input shaft is effectively coupled to a drive motor shaft by means of the second clutch. Torque can be transmitted between the drive motor shaft and the output shaft by means of a gear ratio effectively engaged in the dual-clutch transmission. To perform a gear change, namely from a source gear ratio to a target gear ratio, the incoming clutch associated with the target gear ratio is engaged, and the outgoing clutch associated with the source gear ratio is disengaged.The different gear ratios have different transmission ratios, so that after an upshift, a lower transmission ratio is active due to the gear that is then engaged. Conversely, after a downshift, a higher transmission ratio is active due to the gear that is then engaged. The rotational speed of the drive motor's shaft decreases from a source speed to a target speed during an upshift and increases from the source speed to the target speed during a downshift. Such dual-clutch transmissions are typically used in passenger vehicles, i.e., in corresponding motor vehicles.

[0003] DE 10 2011 000 957 A1 relates to a method for shifting a semi-automatic powershift transmission used in a motor vehicle during the manual filling of an actuator of a clutch being engaged, an overlap of the filling of the actuator of the clutch being engaged and the emptying of an actuator of the clutch being disengaged, and an adjustment of the engine speed. In such a method, the filling, the overlap, and the engine speed adjustment are performed simultaneously. With the disclosed shifting method, the driver perceives a change in engine speed during a manually initiated shift only with a minimal delay after issuing the shift command.

[0004] Fig. Figure 2 shows schematic diagrams of the torques M, which are already known in the prior art and are supplied by the drive motor and transmitted at the approaching and outgoing clutches. Furthermore, a schematic diagram of the rotational speed of the motor shaft n is also shown. Mot and a curve of a wheel drive torque M Rad shown. The in Fig. The two curves shown occur, for example, in a conventional upshifting method for a dual-clutch transmission. Here, the gear change is divided into a first phase of torque transmission and a second phase of speed transmission. The torque transmission begins at a starting time t. S with a steady decrease in torque M Kup,Geh , which is transmitted by the outgoing clutch. At the same time, the torque M transmitted by the incoming clutch increases. Kup,Ko from the starting time t S until a changeover time tW steadily. At the time of change t W Has the incoming clutch fully taken over the torque from the outgoing clutch, i.e., the value of the torque transmitted by the incoming clutch M Kup,Ko at the time of change t W corresponds to the value of the torque M transmitted by the outgoing clutch Kup,Geh at the start time t S agree. From the changeover time t W The moving clutch no longer transmits any torque, so that the value of the torque transmitted by the moving clutch M Kup,Geh from the time of change t W is essentially zero. During torque transmission, the drive motor is operated with a constant motor torque M. Mot , namely a source motor torque M Q , and a constant rotational speed n Mot , namely a source rotational speed n Qoperated. During torque transmission, the gear ratio decreases during upshifting, resulting in a reduced output shaft torque and thus also a reduced wheel drive torque M transmitted by a drive wheel. Rad It drops briefly. The output shaft is effectively connected to the drive wheel. The in Fig. The two clutches shown are controlled in a slipping, overlapping manner, and the clutch torques are adjusted accordingly in an "overlapping" manner, as indicated by the dashed lines.

[0005] During the speed transition phase, which begins at the changeover point t W until an end time t E As the cycle continues, the speed of the drive motor decreases. Mot from the source rotational speed n Q to a target rotational speed n Z from, where the end time is t Eby reaching the target rotational speed n Z is defined. At the same time, the engine torque M increases. Mot and the torque transmitted from the drive motor to the corresponding input shaft via the upcoming clutch to a target motor torque M MZ which the drive motor is at at the target speed n Z transmits. The value of the power supplied by the drive motor at the start time is t. S essentially the same value as at the end time t E , so that the value of the wheel drive torque M Rad after reaching the target engine torque M MZ with the value of the wheel drive torque M Rad at the start time t S essentially agrees. Here, the motor torque is controlled, in particular the motor torque M. MotAt the beginning of the speed transition phase, the speed is initially reduced abruptly. This results in a "torque intervention" at the drive motor, and consequently, the control effort for the drive motor is correspondingly high.

[0006] During the speed transfer phase, the wheel drive torque M increases. Rad again. At the end time t E The wheel drive torque M Rad essentially the same value as at the start time t S Due to the drop in wheel drive torque M Rad during the control of the clutches or during the torque transmission and the subsequent increase of the wheel drive torque M Rad During the engine speed transition, the driver of the vehicle perceives a brief drop in longitudinal acceleration, in particular a "jerk" of the vehicle. This jerk is undesirable for the driver and therefore leads to reduced driving comfort. Furthermore, the described drop in wheel drive torque MRad negatively affects the vehicle's acceleration, for example when driving from 0 to 100 kilometers per hour.

[0007] Furthermore, a method for controlling and / or regulating the clutches and / or gear changes of a dual-clutch transmission is known from EP 3 139 070 A1. Here, the drive motor is an internal combustion engine. During a gear change from a lower to a higher gear, i.e., an upshift, the outgoing clutch is opened abruptly and completely, and the incoming clutch is closed abruptly and completely. Appropriate measures are taken to ensure that the opening and closing of the clutches can be carried out as quickly as possible. The torque transmitted by the outgoing clutch before the gear change is essentially the same as the torque transmitted by the incoming clutch after the gear change.During a gear change, the vehicle's acceleration decreases from a nearly constant value before the gear change to a nearly constant value after the gear change.

[0008] Thus, the wheel drive torque also decreases during gear changes. After the clutch has fully engaged, the drive motor speed continuously drops to a target speed after the gear change. A torque intervention is required to control the drive motor, and the control effort is very high. Even with the method described here for controlling and / or regulating the clutches and / or gear changes of a dual-clutch transmission, a significant and undesirable drop in vehicle acceleration occurs. This abrupt drop is also perceptible to the driver as a "jerk" and leads to a reduction in driving comfort.

[0009] The invention is therefore based on the objective of designing and further developing a method for controlling and / or regulating the clutches and / or the gear changes of a dual-clutch transmission in such a way that, on the one hand, the control effort is reduced and, on the other hand, driving comfort is improved.

[0010] This problem underlying the invention is now solved first by a method for controlling and / or regulating the clutches and / or the gear changes of a dual-clutch transmission with the features of claim 1.

[0011] The basic principle of the invention essentially lies in the fact that a target torque of the approaching clutch is calculated before a sudden actuation of the approaching clutch using a control device, taking into account a certain accelerator pedal position and / or a certain accelerator pedal gradient, and taking into account a certain pending gear change, an upcoming upshift, and taking into account the target speed of the drive motor determined for this pending gear change, and that this calculated specific target torque is set abruptly at the approaching clutch when this approaching clutch is closed.

[0012] Put another way, the principle of the invention is that, from a control perspective, no "torque intervention" occurs at the drive motor. Instead, with the help of a control unit and the planned and / or pending gear shift from a lower to a higher gear, particularly taking into account the parameters already mentioned above, the target speed of the drive motor after the gear shift of the aforementioned upshift (even before the gear shift) is known or determined. Thus, the target motor torque of the drive motor after engaging the higher gear or after completion of the planned, pending gear shift is also known or calculable. This target motor torque is calculated and, according to the principle of the invention, instantaneously adjusted accordingly at the upcoming clutch. This initially reduces the control effort accordingly.

[0013] The calculated and / or set target torque of the upcoming clutch also directly affects the wheel drive torque, which can therefore be precisely determined and controlled during clutch operation and / or gear changes. During this control and / or regulation, the wheel drive torque is primarily responsible for the driving comfort perceived by the driver, which can thus be precisely influenced; in particular, uncomfortable jerks can be avoided.

[0014] Furthermore, the sudden adjustment of the target torque of the upcoming clutch means that the target speed of the drive motor is reached particularly quickly; in particular, the upcoming clutch is closed abruptly.

[0015] In a preferred embodiment of the method, the target torque of the upcoming clutch is calculated using properties of the drive motor stored in the control unit, in particular with characteristic curves or with characteristic maps of the drive motor.

[0016] In this way, the target torque of the upcoming clutch can be matched to the drive motor. This avoids the drive motor having to undergo excessively complex control and / or regulation processes to achieve the target torque. As mentioned above, the control effort is reduced.

[0017] Preferably, the target torque of the incoming clutch corresponds to a corresponding motor torque, in particular a specific target motor torque, wherein the motor torque is provided accordingly by means of the motor shaft of the drive motor when the motor shaft rotates at its target speed.

[0018] One possibility of the further preferred embodiment of the method described below is to implement the gear change during upshifting with a substantially constant wheel drive torque. Setting the target torque at the upcoming clutch according to the method of the invention involves a particularly low control effort with respect to the drive motor, since the drive motor automatically adjusts to this target torque or the corresponding target motor torque after the target torque has been set abruptly at the upcoming clutch.

[0019] In a preferred embodiment of the method, the output shaft torque and / or the wheel drive torque therefore remain essentially constant during gear changes and / or during the opening and closing of the clutches. This avoids momentary drops in longitudinal acceleration or uncomfortable jerks in the vehicle and improves driving comfort. The gear change and / or the opening and closing of the clutches is not perceptible to the driver, particularly in terms of the vehicle's acceleration behavior. The vehicle's acceleration remains essentially the same throughout the gear change and / or the opening and closing of the clutches, thus enabling smooth and / or rapid acceleration even across multiple gear changes.

[0020] In a further embodiment of the method, the output shaft torque transmitted by the output shaft during gear changes and / or during the opening or closing of the clutches is reduced or increased compared to the value before the gear change. To achieve the reduced or increased output shaft torque, a corresponding target torque for the upcoming clutch is calculated by the control unit. The reduced or increased output shaft torque enables a different, in particular lower or greater, acceleration of the vehicle, and especially a more sporty driving style perceived by the driver. This is accompanied by a higher risk of wheel spin and is therefore attractive for a more "sporty driving style."

[0021] It is therefore conceivable that the driver can choose whether the gear change should take place with high comfort and essentially constant wheel drive torque, or with reduced or increased wheel drive torque for a sporty driving style.

[0022] Preferably, the output shaft torque transmitted by the output shaft during gear changes and / or during clutch engagement and disengagement does not exceed a permissible output shaft torque. Adherence to this condition protects the dual-clutch transmission from mechanical overload and damage to its components. Furthermore, this ensures a long service life for the dual-clutch transmission.

[0023] Advantageously, during an upshift, the engine torque increases from a source torque to a target torque, while the engine shaft speed decreases from the source speed to the target speed. This increase in engine torque occurs automatically, particularly after the target torque is set at the upcoming clutch. A new operating point for the drive motor is established, with the target speed for the now higher and effectively engaged gear, whereby the power output of the drive motor remains essentially constant before and after the gear change. Due to the instantaneous setting of a specific, calculated target torque at the upcoming clutch, both the increase and decrease in engine torque occur very quickly, depending primarily on the inertia of the connected masses, and, in particular, without significant additional control effort for the drive motor.

[0024] In a particularly advantageous embodiment of the method, the time interval between the start of the abrupt adjustment of the approaching clutch and the achievement of the target torque of the approaching clutch is, in particular, less than 100 ms. In other words, the target torque of the approaching clutch is set at the approaching clutch, particularly abruptly, in less than 100 ms. To enable the gear change to be carried out as quickly as possible, the approaching clutch is moved into its target position as quickly as possible. However, a certain inertia of the system leads to a time interval, albeit a very short one. For example, hydraulic oil could be used to actuate the clutches. In this case, a pressure differential of the hydraulic oil must be built up when opening or closing the clutch. A time interval from the start of the abrupt closing of the approaching clutch until the completion of the gear change, or vice versa, is therefore not necessary.The time until the drive motor reaches its target speed is, in particular, less than 250 ms.

[0025] There are now numerous possibilities for advantageously designing and further developing the method according to the invention. For this purpose, reference may first be made to the claims subordinate to claim 1. In the following, a preferred embodiment of the method will be explained in more detail with reference to the drawing and the accompanying description. The drawing shows: Fig. 1. A schematic representation of a vehicle's powertrain, Fig. 2. In a schematic diagram, schematic curves of the torques of various elements of the drive train and the speed of the drive motor for a method according to the already known prior art, and Fig. 3 In a schematic diagram, schematic curves of the torques of various elements of the drive train and of the speed of the drive motor according to the method according to the invention.

[0026] Fig. Figure 1 schematically shows a drive train of a vehicle by means of which the method for controlling and / or regulating the clutches and / or the gear changes of a dual clutch transmission 1 can be carried out.

[0027] The dual-clutch transmission 1 shown here has a first input shaft 2 and a second input shaft 3. Furthermore, an output shaft 4 and several effectively selectable gear ratios I to VI are part of the dual-clutch transmission 1. The dual-clutch transmission 1 has a first clutch 5 and a second clutch 6. The first input shaft 2 can be effectively coupled to a motor shaft 7 of a drive motor 8 by means of the first clutch 5, and the second input shaft 3 can be effectively coupled to a drive motor 8 by means of the second clutch 6. It is also conceivable to use further input shafts in the dual-clutch transmission, which can be effectively coupled to the drive motor shaft 7 of the drive motor 8 via further clutches.

[0028] A torque M can be transmitted between the motor shaft 7 and the output shaft 4 by means of a gear stage I to VI effectively engaged in the dual-clutch transmission 1. Gear stages I to VI have different gear ratios, with a higher numbered gear stage having a lower gear ratio. To effectively engage one of the gear stages I to VI, a sliding sleeve 12 corresponding to the respective gear stage I to VI is closed. In the case described here in Fig. In the embodiment shown in Figure 1, the first, third, and fifth gear stages I, III, and V are assigned to the second input shaft 3, and the second, fourth, and sixth gear stages II, IV, and VI are assigned to the first input shaft 2. A reversed arrangement or assignment of the respective even and odd gear stages is conceivable; in principle, the even gear stages are always assigned to one input shaft and the odd gear stages to another.

[0029] To perform a gear change, namely from a source gear stage I to VI to a target gear stage I to VI, the incoming clutch 5 or 6 associated with the target gear stage I to VI is abruptly closed. Simultaneously, the outgoing clutch 5 or 6 associated with the source gear stage I to VI is abruptly opened. This abrupt opening and closing of the clutches 5 and 6 is particularly important in Fig. Figure 3 in the uppermost diagram shows an upshift. This uppermost graph shows the curve of the engine torque M transmitted by the two clutches 5 and 6. Mot shown by means of the solid line. At the upcoming coupling 5 or 6, at a starting time t S the specific target torque M calculated for this clutch according to the inventive method during the gear change ZThe setting is abrupt, in particular the clutch is abruptly closed. The value 0 is abruptly set at the moving clutch 5 or 6, or the clutch is abruptly opened. The torque transmitted by the moving clutch 5 or 6 therefore drops at the start time t. S suddenly drops to a value of 0.

[0030] Fig. Figure 3 shows, by way of example, the sequence of events for an upshift from a lower to a higher gear, in particular for an upshift from first gear I to second gear II, in which clutch 6 is abruptly opened and clutch 5 is abruptly closed. In an upshift from second gear II to third gear III, clutch 5 is then abruptly opened and clutch 6 is abruptly closed, and the method according to the invention is carried out.

[0031] As already explained at the beginning, the disadvantages known in the prior art are now avoided by using a target torque M. Z the upcoming clutch 5 or 6 before a sudden actuation of the upcoming clutch 5 or 6 by means of a control device 9 taking into account a certain accelerator pedal position and / or a certain accelerator pedal gradient and taking into account a certain pending gear change of a certain upshift, for example from first gear I to second gear II, and taking into account the target speed n determined for this pending gear change Zof the drive motor, and that this calculated, specific target torque is applied abruptly to the upcoming clutch 5 or 6 when this upcoming clutch 5 or 6 closes. For example, when shifting up from first gear I to second gear II, clutch 6 is then abruptly opened and clutch 5 is abruptly closed, especially for the purpose described here. Fig. 1. Drivetrain shown. In particular, the clutch assigned to the input shaft with the lower gear is opened abruptly, and the clutch assigned to the respective input shaft with the higher gear is closed abruptly.

[0032] From the start time t S does the rotational speed then decrease? Mot the motor shaft 7 of the drive motor 8 from a source speed n Q to a target rotational speed n Z off. The rotational speed n MotThe motor shaft 7 of the drive motor 8 reaches its target speed n Z at an end time t E , which is achieved by reaching the target rotational speed n Z is defined. The interval between the start time t S and the end time t E The key factor is the time required for a gear change, which is typically less than 250 ms. The rotational speed n Mot with its course between the source rotational speed n Q and the target rotational speed n Z is in the middle diagram in Fig. 3 shown. The rotational speed n Mot The value decreases because this represents a gear change from a lower gear (I to VI) with a higher gear ratio to the next higher gear (I to VI) with a lower gear ratio, namely an upshift. The target torque M ZThe target torque M of the upcoming clutch 5 or 6 is calculated before the sudden actuation of the upcoming clutch 5 or 6 by means of a control device 9, in particular a control unit, in particular a transmission control unit. Z The torque is set abruptly at the upcoming clutch 5 or 6 when this upcoming clutch 5 or 6 closes. (The target torque can also be described as a, in particular, specific, adjustable "clutch torque").

[0033] The target moment M ZThe engagement of the upcoming coupling 5 or 6 is calculated using properties of the drive motor 8 stored in the control unit 9, in particular using characteristic curves or maps of the drive motor 8. For this purpose, the characteristic curves or maps of the drive motor 8 are stored in the control unit 9. The drive motor 8 is, for example, an electric motor. Alternatively, the drive motor 8 could be an internal combustion engine. It is also conceivable that the drive train includes both an internal combustion engine and an electric motor, which in this case can be effectively coupled to each other by means of another coupling (K0 coupling).

[0034] The target moment M Z The upcoming clutch 5 or 6 corresponds in particular to a specific engine torque M Mot , in particular a specific target engine torque M MZ . Here, the respective motor torque M is used. Mot , in particular the target engine torque MMZ provided by means of the motor shaft 7 of the drive motor 8 when the motor shaft 7 is rotating at its target speed n Z rotates. It is assumed that the drive motor 8 is at start time t. S and at the end time t E delivers essentially the same power. At constant power, each rotational speed n Mot of the drive motor 8, in particular a corresponding respective motor torque M Mot assigned.

[0035] The characteristic curve of an electric motor has the form of a power hyperbola, in which the motor torque M that can be provided by the electric motor is Mot with increasing rotational speed n Mot decreases. A similar curve can also be achieved using an internal combustion engine by means of appropriate map tuning.

[0036] The target moment M ZThe upcoming clutch 5 or 6 is selected in particular such that an output shaft torque and / or a wheel drive torque M Rad during gear changes and / or during the opening and closing of clutches 5, 6, the value remains essentially constant. The preceding expression "essentially" includes, in particular, fluctuations in the range of + / - 15%, preferably + / - 10%, most preferably + / - 5%, and very preferably + / - 3% around a fixed value.

[0037] The output shaft torque and the wheel drive torque M Rad In the procedure described here, the reference values ​​are essentially equivalent, since the output shaft 4 is effectively connected to two drive wheels 10, among other things, by means of a differential 11. The wheel drive torque M is transmitted via the two drive wheels 10. Rad accordingly, in particular, the power is transferred proportionally to the output shaft (or vice versa).

[0038] A constant wheel drive torque M Rad This leads in particular to a smooth acceleration of the vehicle during gear changes and / or during the opening or closing of the clutches 5, 6. According to the inventive method, there are no unpleasant short-term drops in longitudinal acceleration or jerks for the driver, so that the driver of the vehicle enjoys a high level of comfort or driving comfort is increased.

[0039] The output shaft torque transmitted by the output shaft during gear changes and / or during clutch opening and closing could be lower or higher compared to the value before the gear change. In this case, a corresponding calculated and determined target torque M is used to achieve the lowered or higher output shaft torque. ZThe upcoming clutch is calculated by the control unit. The reduced or increased output shaft torque results in a lower or higher wheel drive torque M. Rad and thus to a lower or greater acceleration of the vehicle, especially to enable a sporty driving style for the driver.

[0040] The output shaft torque transmitted by output shaft 4 during gear changes and / or during the opening and closing of clutches 5 and 6, respectively, does not exceed a permissible output shaft torque. This is a safety feature for the dual-clutch transmission. It ensures that the dual-clutch transmission is not subjected to excessive mechanical stress. The permissible output shaft torque is stored in control unit 9 and is used in the calculation of the target torque M. ZThis is taken into account based on the initially calculated target moment M. Z If an output shaft torque is expected that exceeds the permissible output shaft torque, then the target torque M is Z reduced to such an extent that the expected output shaft torque is less than or equal to the permissible output shaft torque. The expected output shaft torque is determined using the target torque M. Z and corresponding models stored in control unit 9, in particular also depending on the respective specific dual-clutch transmission.

[0041] As the Fig. 3 shows that the motor torque M increases. Mot from a source motor torque M MQ to a target engine torque M MZ on, while the rotational speed n Mot the motor shaft 7 from the source speed n Q to the target rotational speed n Z decreases. This increase in engine torque M Motbegins at the start time ts, when the target moment M Z is set by means of the upcoming, then closed, coupling 5 or 6. The source motor torque M MQ This corresponds in value to the torque M transmitted by the moving clutch 5 or 6 immediately before it opens. The target engine torque M MZ In terms of value, this corresponds to the target moment M Z the upcoming clutch 5 or 6. This in Fig. 3 shown increase in engine torque M Mot This occurs during upshifting when, after the gear change, a lower gear ratio is effective via the gear engaged in the dual-clutch transmission than before the gear change.

[0042] Using the method according to the invention, in particular the target motor torque M is determined. MZThe drive motor 8 is automatically adjusted by abruptly closing the upcoming clutch and then applying the correspondingly determined and / or calculated target torque M to the upcoming clutch. Z is set as described above. If the target speed n Z The actual torque of the drive motor 8 is then also, in particular, the target motor torque M. MZ This has been achieved. The control effort is significantly reduced.

[0043] A time interval between the start of the sudden adjustment of the upcoming clutch 5 or 6 and the achievement of the set target torque M. Z The time of the upcoming coupling 5 or 6 is in particular less than 100 ms.

[0044] Precautions are taken to minimize this time interval as much as possible. However, it cannot be reduced to zero entirely due to the inertia of clutches 5 or 6. Clutches 5 and / or 6 are actuated, for example, using hydraulic oil. To close the upcoming clutch 5 or 6, a pressure differential in the hydraulic oil must be established, whereby the respective clutch 5 or 6 is subsequently moved from a rest position to a closed position due to this pressure differential. The short time span, particularly less than 100 ms, is required precisely for these processes. This time span can vary slightly, for example, due to different temperatures of the hydraulic oil.

[0045] For controlling the clutches until the end of the gear change or until time t E In particular, a time interval of less than 250 ms is required. Reference symbol list 1 Dual-clutch transmission 2 first input wave 3 second input wave 4 Output shaft 5 first clutch 6 second clutch 7 Motor shaft 8 Drive motor 9 Control unit 10 drive wheels 11 Differential 12 sliding sleeves I. First gear II. second gear III. third gear IV. fourth gear V. fifth gear VI. sixth gear M torque M Kup,Ko torque set at the upcoming clutch M Kup,Geh torque set on the moving clutch t S Start time t E End time t W Changeover time n rotational speed n Mot Speed ​​of the motor shaft of the drive motor n Q Source speed nZ Target speed M Z Target torque of the upcoming clutch M Mot Motor torque M MQ Source motor torque M MZ Target engine torque M Rad Wheel drive torque

Claims

[1] Method for controlling and / or regulating the clutches (5, 6) and / or the gear changes of a dual-clutch transmission (1), wherein the dual-clutch transmission (1) has at least one first and one second input shaft (2, 3), at least one output shaft (4), several effectively selectable gear stages (I to VI) and at least one first and one second clutch (5, 6), wherein the first input shaft (2) can be effectively coupled to a motor shaft (7) of a drive motor (8) by means of the first clutch (5) and the second input shaft (3) can be effectively coupled to a motor shaft (7) of a drive motor (8) by means of the second clutch (6), wherein a torque (M) between the motor shaft (7) and the output shaft (4) can be transmitted and / or is transmitted by means of a gear stage (I to VI) effectively engaged in the dual-clutch transmission (1), wherein, in order to carry out a gear change during an upshift, namely from a lower source gear stage (I to VI) to a higher target gear stage (II to VI),the approaching clutch (5 or 6) assigned to the target gear stage (I to VI) is abruptly closed, and the outgoing clutch (5 or 6) assigned to the source gear stage (5, 6) is abruptly opened, and the rotational speed (n, Mot ) the motor shaft (7) of the drive motor (8) from a source speed (n Q ) to a target rotational speed (n Z ) sinks, characterized by , that a target moment (M Z ) of the upcoming clutch (5 or 6) before a sudden actuation of the upcoming clutch (5 or 6) by means of a control device (9) taking into account a certain accelerator pedal position and / or a certain accelerator pedal gradient and taking into account a certain pending gear change of a pending upshift and taking into account the target speed (n) determined for this pending gear change Z ) of the drive motor (8) is calculated, and that this calculated specific target torque (M Z) is abruptly adjusted at the upcoming clutch (5 or 6) when this upcoming clutch (5 or 6) is closed. [2] Method according to claim 1, characterized by , that the target moment (M Z ) of the upcoming clutch (5 or 6) is calculated using properties of the drive motor (8) stored in the control unit (9). [3] Method according to claim 1 or 2, characterized by , that the target moment (M Z ) the upcoming clutch (5 or 6) a motor torque (M Mot ) corresponds to the output provided by the drive motor (8) when the motor shaft (7) rotates at its target speed (n) Z ) rotates. [4] Method according to any one of claims 1 to 3, characterized by , that an output shaft torque and / or a wheel drive torque (M Rad ) during gear changes and / or during the opening or closing of the clutches (5, 6) remains essentially constant. [5] Method according to any one of claims 1 to 3, characterized by , that the output shaft torque transmitted by the output shaft (4) during gear changes and / or during the opening or closing of the clutches (5, 6) is reduced or increased compared to the value before the gear change, wherein a corresponding target torque (M) is used to achieve the reduced or increased output shaft torque Z ) of the upcoming coupling (5 or 6) is calculated by means of the control unit (9). [6] Method according to any one of claims 1 to 5, characterized by , that the value of the output shaft torque transmitted by the output shaft (4) during gear changes and / or during the opening or closing of the clutches (5 or 6) does not exceed a permissible output shaft torque. [7] Method according to any one of claims 1 to 6, characterized by , that the motor torque (M Mot ) of a source motor torque (MMQ ) to a target engine torque (M MZ ) increases, while the rotational speed (n Mot ) of the motor shaft (7) from the source speed (n Q ) to the target rotational speed (n Z ) decreases, whereby the target rotational speed (n Z ) of the drive motor (8) after the gear change has taken place. [8] Method according to any one of claims 1 to 7, characterized by , that about the setting of the target moment (M Z ) of the upcoming clutch (5 or 6) without realizing a direct torque intervention at the drive motor (8) then the target motor torque (M MZ ) is automatically set on the drive motor and / or is set when the pending gear change of the upshift is completed and the target speed (n Z ) of the drive motor (8). [9] Method according to any one of claims 1 to 8, characterized by, that a time interval between the start of the sudden adjustment of the approaching clutch (5 or 6) and the achievement of the target torque (M Z ) of the upcoming coupling (5 or 6) is less than 100 ms. [10] Method according to any one of claims 1 to 9, characterized by , that the time interval between the start of the clutch activation (5 or 6) and the end of the gear change is less than 250 ms.

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