Method for shifting gears of a, in particular automatic, transmission of a vehicle

Abstract

Method for switching gears (G) of a transmission (30), in particular an automatic transmission, in a drive train (110) of a vehicle (F), wherein the vehicle (F) has in a drive (100) a motor (10), in particular an internal combustion engine, and optionally at least one electric motor (20), for providing a drive torque to the transmission (30) and via the transmission (30) to vehicle wheels (R), wherein a momentary demand (M) on the motor (10), and optionally on the at least one electric motor (20), is determined depending on a required gear (G) of the transmission (30) for a desired drive torque, wherein different switching modes (I, II, III) are determined for a torque intervention (Ma, Mb) in the drive (100) based on current and / or predictive drive train potentials (1 to 10) in order to provide a predictive torque intervention (Ma, Mb) in at least one switching mode (II, III), exhibiting: - Receiving a shift request (Ga, Gb) to the transmission (30) that provides for a change of the transmission (30) from a current gear (Ga) to a changed gear (Gb), - Capturing the current and / or predictive powertrain potentials (1 to 10), - Starting a timer (T) to generate a control signal (S3) to the transmission (30) to switch from the current gear (Ga) to the changed gear (Gb), - Determining a, in particular suitable, switching mode (I, II, III) for a corresponding torque intervention (Ma, Mb) that provides for a change from a current torque requirement (Ma) to a changed torque requirement (Mb), depending on the current and / or predictive powertrain potentials (1 to 10), - Determining a target time (ts) to generate a control signal (S1) to the motor (10) depending on the specified switching mode (I, II, III) in order to carry out a corresponding torque intervention (Ma, Mb) in the motor (10), - Performing the corresponding torque intervention (Ma, Mb) in the motor (10) at the specified target time (ts), - Switching the transmission (30) from a current gear (Ga) to a changed gear (Gb) after the timer (T) has elapsed, taking into account an intake manifold dead time (dt) of the engine (10) for a change in filling to carry out the corresponding torque intervention (Ma, Mb) when determining the target time (ts) to generate a control signal (S1) to the engine (10).

Description

[0001] The invention relates to a method for shifting gears of a vehicle's transmission, particularly an automatic transmission. The invention further relates to a corresponding computer program, a corresponding control unit, and a corresponding vehicle for carrying out the method.

[0002] Gear shifts in modern vehicles are mostly performed according to a fixed pattern. To achieve the highest possible shift comfort and speed, the drivetrain is expected to follow the torque input specified by the transmission as precisely as possible, or to implement it exactly as required. The transmission control unit expects the drive component to behave as consistently as possible as a torque actuator. This is a particular challenge, especially with gasoline engines. Depending on various factors, such as fuel quality, ambient air temperature, and the current operating point, a gasoline engine has a highly variable potential for torque reduction. When a torque-reducing intervention is applied to a gasoline engine, the torque reduction is achieved by reducing the ignition timing and, optionally, by cutting off the fuel injection.However, injector deactivation has many disadvantages, which is why attempts are often made to avoid it. These disadvantages include noticeable noise, a potentially uneven torque curve with negative effects on driving comfort, and increased emissions. Injector deactivation tends to increase the proportion of nitrogen oxides (NOx) because the resulting excess air in the catalytic converter prevents their complete reduction. If torque reduction is achieved through ignition timing adjustment, this leads to a significant decrease in internal combustion efficiency. This increases exhaust gas temperatures at the cylinder head outlet, stressing all components in contact with it, such as the exhaust valve, turbocharger turbine, and catalytic converter. These components have a maximum temperature limit that they can withstand before irreversible damage occurs.The depth of intervention of a reducing torque intervention thus determines, in a gasoline engine, how much thermal stress the aforementioned components are subjected to.

[0003] To prevent the maximum permissible component temperatures from being exceeded, the composition of the air-fuel mixture in the cylinder is often enriched during a very deep engagement (large torque reduction), resulting in a reduction of the exhaust gas temperatures.

[0004] Due to the enrichment of the air-fuel mixture, the catalyst leaves its operating range and therefore cannot sufficiently break down unburned hydrocarbon and carbon monoxide compounds.

[0005] A well-known publication is DE 10 2013 212 865 A1.

[0006] It is therefore an object of the present invention to overcome at least one of the disadvantages described above, at least partially. In particular, it is an object of the invention to provide a method for shifting gears in a vehicle's transmission, especially an automatic transmission, which, during various shift operations for torque reduction or increase, but especially during deep shifts, makes it possible to optimize the shift speed, ensure a smooth torque curve, maintain permissible component temperatures, minimize acoustic noise, increase driving comfort, and significantly reduce or even eliminate emission disadvantages. Preferably, enrichment of the air-fuel mixture should be avoided. Optionally, ignition timing retardation can be omitted.Furthermore, it is an object of the invention to provide a corresponding computer program product, a corresponding control unit and a corresponding vehicle for carrying out the corresponding method.

[0007] The foregoing problem is solved by a method with the features of the independent method claim, by a computer program product with the features of the dependent product claim, by a control unit with the features of the dependent device claim, and by a vehicle with the features of the further dependent device claim. Further features and advantages of the invention will become apparent from the dependent claims, the description, and the drawings. Features and details described in connection with the method according to the invention naturally also apply in connection with the computer program product according to the invention and / or in connection with the control unit according to the invention and / or in connection with the vehicle according to the invention, and vice versa, so that the disclosure of the individual aspects of the invention always includes, or allows for, reciprocal reference.

[0008] The invention provides a method for shifting gears of a transmission, particularly an automatic transmission, in the drivetrain of a vehicle. The vehicle has a drive system comprising an engine, particularly an internal combustion engine, and optionally at least one electric motor, for providing drive torque to the transmission and, via the transmission, to the vehicle wheels. A torque requirement for the engine, and optionally for the at least one electric motor, is determined depending on the required transmission gear for a desired drive torque.

[0009] According to the invention, different switching modes are determined for a torque intervention in the drive (corresponding to a switching request) based on current and / or predictive drivetrain potentials in order to provide a predictive torque intervention in at least one switching mode. The drivetrain potentials can be short-term or current torque limits (set directly by the motors without delay) and long-term or predictive torque limits (set by the motors with a certain delay, e.g., due to physical inertia in torque build-up). It is advantageously possible to take into account that there are ignition timing retard limits which, due to thermal inertia, can only be operated for short periods, as a longer period would lead to mechanical / thermal overload of the components in contact with the exhaust gas.

[0010] The procedure may include the following steps: - Detecting (e.g., according to a pedal position and / or a vehicle speed and / or a target torque at the wheel, optionally during assisted driving) a shift request to the transmission that involves switching the transmission from a current gear to a changed gear, - Capturing the current and / or predictive powertrain potentials (i.e., the available torque limits or powertrain potentials), - Starting a timer to generate a control signal to the transmission to switch from the current gear to the changed gear, - Determining a suitable switching mode for a torque intervention that provides for a change from a current torque requirement to a modified torque requirement, - Determining a target time to generate a control signal to the motor depending on the specified switching mode, in order to carry out a corresponding torque intervention in the motor, - Performing the corresponding torque intervention in the motor at the specified target time, - Switching the transmission from the current gear to a changed gear after the timer has expired.

[0011] The powertrain of a vehicle encompasses all components that generate power for propulsion within the vehicle and transmit it to the ground, such as the transmission.

[0012] The vehicle's propulsion system includes an engine, e.g. an internal combustion engine, and possibly, depending on hybridization, at least one or more electric motors.

[0013] A transmission shift can involve an upshift or a downshift. A corresponding torque intervention in the engine can accordingly reduce (during upshifts) or increase (during downshifts) the drive torque.

[0014] The invention recognizes that, particularly during upshifting (especially when the drive is not highly hybridized to compensate for the torque reduction), the engine, acting as a torque controller, can only follow the desired engagement of the transmission shift (or the shift request to the transmission) to a limited extent under certain conditions (e.g., high ambient air temperatures, low air pressure, poor fuel quality, etc.) by reducing its charge. This is due, for example, to its potential for deactivation and ignition timing retardation. However, this can result in a reduced shift speed.

[0015] The method provides a strategy for optimizing switching speed. To this end, the method evaluates the potentials of all torque actuators in the drive (including the motor and any electric motors) before each switching operation and takes these into account in an advantageous manner.

[0016] Advantageously, the method can provide different, e.g., three, switching modes, which in turn can have different, e.g., three, switching speed levels for the required torque intervention. Different switching modes or different switching speed levels can have different switching sequence and / or torque actuator control strategies. Depending on the specific level, the torque actuators (including the motor and any electric motors) are, if necessary, at least partially pre-controlled in order to reduce or even eliminate unnecessary time delays and dead times in the drivetrain and thus improve the switching result.

[0017] Depending on the available potential within the drive, one of the various switching speed levels can be selected. Depending on the current operating conditions of the drive and other relevant boundary conditions, an improved switching speed can thus be ensured.

[0018] A first operating mode can have a first switching speed stage "fast". This first switching speed stage can be advantageous for switching operations where the drive can respond spontaneously and at full height to the required torque input.

[0019] A second operating mode can feature a second switching speed stage "combined". This second switching speed stage can be advantageous for switching operations where the drive can only partially follow the required torque input, and the remainder of the input can be applied more slowly and / or with tolerances and / or deviations.

[0020] A third operating mode can include a third switching speed stage, "slow". This third switching speed stage can be advantageous for switching operations where the drive can only respond to the required torque input slowly and / or with certain tolerances and / or deviations.

[0021] To determine the appropriate switching speed level, current powertrain potentials are evaluated: 1) A changing, e.g., reducing or increasing, torque potential of the drive at the transmission input, which can be set relatively quickly (or in the short term). In hybrid drives, the potential of any existing electric motors that can act on the transmission input can also be taken into account. Preferably, a torque potential of the engine, in particular the internal combustion engine, can be considered, which the engine can provide with the current cylinder charge, without injection cut-off, without ignition timing reduction (optimal ignition angle or base ignition angle), and without enriching the air-fuel mixture. 2) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by a reduction depth at current filling by a short-term ignition timing retardation for the transmission shift and an injection cut-off by the engine, advantageously taking into account resulting noise, driving comfort and emissions. 3) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by a reduction depth through a short-term ignition timing retardation for the transmission shift and without an injection cut-off by the engine, advantageously taking into account the resulting noise, driving comfort and emissions. 4) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by a reduction depth through long-term ignition timing retardation and without injection cut-out by the engine, advantageously taking into account the resulting noise, driving comfort and emissions. 5) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by a reduction depth at minimum engine filling by a long-term ignition timing retardation and without injection cut-off by the engine, advantageously taking into account resulting noise, driving comfort and emissions. 6) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by the engine in the case of short-term maximum engine filling and an optimal ignition angle, advantageously taking into account the resulting noise, driving comfort and emissions. 7) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by the engine in the case of long-term maximum engine filling and an optimal ignition angle, advantageously taking into account the resulting noise, driving comfort and emissions. 8) Intake manifold dead time of the internal combustion engine (definition see below), 9) Sum of the available reducing engagement torques of the electric motors installed on the gearbox input side, 10) Sum of the available increasing engagement torques of the electric motors installed on the side of the gearbox input.

[0022] Based on determined powertrain potentials and the existing shift request, the method can determine, even before the shifting process and torque engagement, which shift mode or shift speed level will be used for the upcoming transmission shift and torque engagement. Advantageously, a continuous timer (a so-called "countdown") can be started at the point when the shift request is detected. This timer determines the start of the actual transmission shift and predicts the upcoming torque engagement. To initiate the upcoming torque engagement at a suitable time, a target engagement time can be determined, which is, for example, based on the expected depth or magnitude of the upcoming torque engagement.

[0023] In an internal combustion engine, the adjustable torque at the crankshaft can be largely determined by the cylinder filling (the amount of air in the combustion chamber at ignition). The air typically travels a considerable distance through various components, such as the air filter, turbocharger, throttle valve, intercooler, etc. The turbocharger, and especially the throttle valve, can be responsible for regulating the cylinder filling quantity. In a steady-state system, the intake manifold dead time refers to the period between a change in the target cylinder filling value and the actual physical change in cylinder filling.

[0024] The method can advantageously take into account this operating point-dependent intake manifold dead time at the switching speed stages, which can preferably be adjusted according to the switching speed stage with a factor (filling influence).

[0025] If the first switching speed stage is selected as "fast" in the following circuit, the method can coordinate the target torques to the actuators in such a way that no filling influence (factor equal to zero) is specified, because the torque engagement can take place quickly.

[0026] If the switching speed stage "combined" is selected in the following circuit, the method can coordinate the target torques to the actuators so that the charge in the engine is only changed as much as necessary. For this purpose, the potential of the torque actuators (engine and any electric motors) can be evaluated and taken into account accordingly. As soon as the intake manifold dead time and timer are synchronized, only the necessary portion can be pre-controlled to the engine.

[0027] If the third switching speed stage, "slow," is selected in the following circuit, the method can coordinate the target torques to the actuators in such a way that the target values ​​for the charge are sent to the engine precisely when the intake manifold dead time (full charge influence, factor equal to one) and the timer overlap, in order to set the changed torque requirement or the target torque. In this way, the switching speed can be increased despite the charge influence, since the charge can be predictively pre-controlled around the intake manifold dead time.

[0028] When a new shift request is detected for the transmission, the timer can be reinitialized. At the end of the target engagement, the timer can reach a value of zero. Using the timer, the torque component can be pre-controlled according to the selected shift speed level (either "combined" or "slow") and a specific factor (degree of charge influence), as soon as the timer and the intake manifold dead time, adjusted by this factor, are equal. In this way, the intake manifold dead time can be compensated precisely at the end of the engagement, thus preventing unnecessary time delays.

[0029] On the one hand, it is conceivable that in at least one initial switching mode the intake manifold dead time of the engine is adjusted or taken into account with a first factor, e.g. equal to zero.

[0030] Furthermore, it is conceivable that in at least one second switching mode the intake manifold dead time of the engine is adjusted or taken into account with a second factor, e.g. in the range between zero and one.

[0031] Furthermore, it is conceivable that in at least one third switching mode the intake manifold dead time of the engine is adjusted or taken into account with a third factor, e.g. equal to one.

[0032] The above problem is further solved by a computer program product comprising instructions that, when executed by a computer, cause it to perform a procedure that can proceed as described above. This achieves the same advantages described above in connection with the procedure. These advantages are fully referenced hereafter.

[0033] The above task is further solved by a control unit comprising an arithmetic unit and a storage unit containing a code which, when at least partially executed by the arithmetic unit, performs a procedure that can proceed as described above. This achieves the same advantages described above in connection with the procedure. These advantages are fully referenced here.

[0034] The control unit can, for example, be designed as a powertrain control unit. Advantageously, the control unit can coordinate an engine control unit, a transmission control unit, and, if applicable, the power electronics of the at least one electric motor. The control unit can generate and at least forward corresponding control signals to the engine, the transmission, and / or the at least one electric motor. It is conceivable that the control unit and / or the transmission control unit determine a shift request based on a desired drive torque and / or the vehicle speed. It is also conceivable that the control unit and / or the transmission control unit can determine a torque application based on the shift request and, advantageously, the powertrain potentials.

[0035] The above problem is further solved by a vehicle according to the invention, comprising a corresponding control unit. The same advantages are achieved as described above in connection with the method. These advantages are fully referenced herein.

[0036] Further advantages, features, and details of the invention will become apparent from the following description, in which exemplary embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description can each be advantageous individually or in any combination. The drawings show: Fig. 1 A schematic representation of a vehicle's drivetrain.

[0037] The Fig.1 serves to explain a method for switching gears G in a powertrain 110 of a, in particular automatic, transmission 30 of a vehicle F and advantageously for optimizing the shifting speed based on actual and predicted powertrain potentials (1 to 10).

[0038] The vehicle F has a drive unit 100 comprising an engine 10, in particular an internal combustion engine. Optionally, the drive unit 100 may include one or more electric motors 20 to provide drive torque to the transmission 30 and, via the transmission 30, to the vehicle wheels R. A torque demand M for the engine 10, and optionally for the at least one electric motor 20, is determined depending on a required gear G of the transmission 30 for a desired drive torque, e.g., by a transmission control unit 31.

[0039] The method proposes that for a torque intervention Ma, Mb in the drive 100 of a switching request Ga, Gb different switching modes I, II, III depending on current and / or predictive drive train potentials 1 to 10) are determined in order to preferably provide a predictive torque intervention Ma, Mb in at least one switching mode II, III.

[0040] The process may advantageously comprise the following process steps: - Detection (e.g., according to a pedal position and / or a vehicle speed and / or a target torque at the wheel, optionally during assisted driving) of a shift request Ga, Gb to the transmission 30, which provides for a switching of the transmission 30 from a current gear Ga to a changed gear Gb, - Determining the available torque limits or drivetrain potentials 1 to 10, - Starting a timer T to generate a control signal S3 to the gearbox 30 to switch from the current gear Ga to the changed gear Gb, - Determining a, in particular suitable, switching mode I, II, III for a torque intervention Ma, Mb (especially in drive 100) which provides for a change from a current torque requirement Ma to a changed torque requirement Mb in drive 100, depending on the current and / or predictive drive train potentials 1 to 10, - Determining a target time ts to generate a control signal S1 to the motor 10 depending on the specified switching mode I, II, III, in order to carry out a corresponding torque intervention Ma, Mb in the motor 10, - Performing the corresponding torque intervention Ma, Mb in motor 10 at the specified target time ts, - Switching the gearbox 30 from a current gear Ga to a changed gear Gb after the timer T has expired.

[0041] The drive train of vehicle F can be understood to include all components that generate the power for the drive 100 in vehicle F and transmit it to the vehicle wheels R, such as the gearbox 30.

[0042] The vehicle's drive system 100 includes a motor 10, e.g. an internal combustion engine, and optionally at least one or more electric motors 20.

[0043] If the gearbox 30 has a switching request Ga, Gb, a torque engagement Ma, Mb drive, in particular comprising a corresponding torque engagement Ma, Mb in the motor 10, can be determined depending on the switching request Ga, Gb.

[0044] Depending on the desired engagement of the gearbox 30 (upshifting or downshifting), a corresponding torque engagement Ma, Mb in the motor 10 (increase or reduction of the drive torque) may be required.

[0045] Motor 10 can respond to a corresponding torque input Ma, Mb by adjusting its filling accordingly (increasing or decreasing it). This may take some time.

[0046] The method provides a strategy for optimizing the shifting speed. To this end, before each shift of the transmission 30, the method evaluates the potentials of all torque actuators in the drive 100 (including the motor 10 and any electric motors 20) and uses them advantageously to provide a predictive torque intervention Ma, Mb.

[0047] The method advantageously provides different, e.g. three, switching modes I, II, III, which in turn can have different, e.g. three, switching speed levels (e.g. “fast”, “medium” and “slow”) for a required torque engagement Ma, Mb.

[0048] Different switching modes I, II, III or different switching speed levels can have different switching sequence and / or torque actuator control strategies.

[0049] Depending on the specific stage I, II or III, the torque actuators (comprising the motor 10 and any existing electric motors 20) are, if necessary, at least partially pre-controlled to reduce time delays and dead times in the drive train 100 and to improve the switching result.

[0050] Depending on the available potential in the drive 100, one of the various switching speed levels (e.g., "fast," "medium," and "slow") can be selected. Depending on the current operating conditions in the drive 100, as well as current boundary conditions and / or environmental conditions, an improved switching speed can thus be ensured.

[0051] A first operating mode I can have a first switching speed stage "fast". This first switching speed stage can be advantageous for switching operations in which the drive 100 can spontaneously and at full height follow the required torque engagement Ma, Mb.

[0052] A second operating mode II can have a second switching speed stage “combined” or “medium”. This second switching speed stage can be advantageous for switching operations in which the drive 100 can only partially follow the required torque engagement Ma, Mb and the remainder of the engagement can be set more slowly and / or with tolerances and / or deviations.

[0053] A third operating mode III can have a third switching speed stage “slow”. This third switching speed stage can be advantageous for switching operations in which the drive 100 can only follow the required torque engagement Ma, Mb slowly and / or with certain tolerances and / or deviations.

[0054] To determine the appropriate switching speed level, current drivetrain potentials 1 to 10 are evaluated, e.g. comprehensively: 1) A changing, e.g., reducing or increasing, torque potential of the drive 100 at the transmission input, which can be set relatively quickly (or in the short term). In the case of hybridized drives 100, the potential of any existing electric motors 20 that can act on the transmission input can also be taken into account. Preferably, a torque potential of the engine 10, in particular the internal combustion engine, can be taken into account, which the engine 10 can provide with the current charge, without injection cut-off, without ignition angle reduction (optimal ignition angle or base ignition angle) and without enriching the air-fuel mixture. 2) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by a reduction depth at current filling by a short-term ignition timing retardation for transmission shifting and an injection cut-off by the engine 10, advantageously taking into account resulting noise, driving comfort and emissions. 3) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by a reduction depth through a short-term ignition timing retardation for transmission shifting and without an injection cut-off by the engine 10, advantageously taking into account the resulting noise, driving comfort and emissions. 4) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by a reduction depth through a long-term ignition timing delay and without injection cut-off by the engine 10, advantageously taking into account the resulting noise, driving comfort and emissions. 5) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by a reduction depth at minimum engine filling by a long-term ignition timing retardation and without injection cut-off by the engine 10, advantageously taking into account resulting noise, driving comfort and emissions. 6) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by the engine 10 at short-term maximum engine filling and optimal ignition angle, advantageously taking into account the resulting noise, driving comfort and emissions. 7) a changing, e.g. reducing or increasing, torque potential as described in 1), which can be extended by the engine 10 in the case of long-term maximum engine filling and optimal ignition angle, advantageously taking into account the resulting noise, driving comfort and emissions. 8) Intake manifold dead time of the internal combustion engine 10 (definition see below). 9) Sum of the available reducing engagement torques of the electric motors installed on the gearbox input side 20. 10) Sum of the available increasing engagement torques of the electric motors installed on the gearbox input side 20.

[0055] Based on determined drivetrain potentials 1 to 10 and the present switching requirement Ga, Gb, the method can determine, even before the transmission 30 is switched and before the torque intervention Ma, Mb, which switching mode I, II, III or which switching speed stage is used for the pending switching operation of the transmission 30 and torque intervention Ma, Mb in the motor 10.

[0056] Advantageously, at the time (when the shift request Ga, Gb has been detected), a continuous timer T (so-called "countdown") can be started, which determines the start of the actual shifting process of the transmission 30 and predicts the target time ts of the pending torque engagement Ma, Mb. In order to start the pending torque engagement Ma, Mb at a suitable time, the target time ts can be determined, which is determined, for example, depending on how low or high the pending torque engagement Ma, Mb will be.

[0057] The target time ts of the pending torque engagement Ma, Mb in the motor 10 can advantageously be determined as intake manifold dead time dt multiplied by a factor FB (filling influence) determined depending on the switching mode I, II, III.

[0058] In an internal combustion engine, the adjustable torque at the crankshaft can be largely determined by the cylinder filling (the amount of air in the combustion chamber at ignition). The air typically travels a considerable distance through various components, such as the air filter, turbocharger, throttle valve, intercooler, etc. The turbocharger and, in particular, the throttle valve can be responsible for regulating the amount of air entering the cylinder.

[0059] The intake manifold dead time dt can be defined as the time interval between the change of a target filling value and the actual physical change in filling in the engine 10.

[0060] The method can advantageously take into account this operating point-dependent intake manifold dead time dt at the switching speed stages, which can preferably be adjusted according to the switching speed stage with a factor FB.

[0061] If the first switching speed stage “fast” is selected during the following switching process, the procedure can coordinate the target torques to the motor 10 in such a way that no filling influence (factor FB equals zero) is specified, because the torque engagement Ma, Mb can take place quickly.

[0062] If the switching speed level "medium" or "combined" is selected during the following switching process, the method can coordinate the target torques to motor 10 so that the charge in motor 10 is only changed as much as necessary. For this purpose, the potential of the torque controllers (motor 10 and any electric motors 20) can be evaluated and taken into account accordingly. The intake manifold dead time dt can be multiplied by a factor FB between zero and one to represent partial charge control. As soon as the intake manifold dead time dt and the timer T are in sync, only the necessary portion can be pre-controlled to motor 10.

[0063] If the third switching speed stage, "slow," is selected during the subsequent switching process, the method can coordinate the target torques to motor 10 so that the target values ​​for the charge are sent to motor 10 precisely when the intake manifold dead time dt (full charge influence, factor FB equal to one) and the timer T overlap. In this way, the switching speed can be increased despite the charge influence, since the charge can be predictively pre-controlled around the intake manifold dead time dt.

[0064] When a new shift request Ga, Gb is received by the transmission 30, the timer T can be reinitialized. At the end of the target engagement, the timer T can reach a value of zero. Using the timer T, the torque component can be pre-controlled according to the selected shift speed stage "combined" or "slow," encompassing a specific factor FB (degree of filling influence), as soon as the timer T and the intake manifold dead time dt, adjusted by the factor FB, are equal. In this way, the intake manifold dead time dt can be compensated precisely at the end of the engagement, thus preventing unnecessary time delays.

[0065] A corresponding computer program product, a corresponding control unit CU, a corresponding driver assistance system 100 and a corresponding vehicle F for carrying out a corresponding method also represent aspects of the invention.

[0066] The control unit CU can coordinate and / or control a motor control 11 and a transmission control 31 as well as, if necessary, a power electronics 21.

[0067] The control signal S1 to the motor 10 for a corresponding torque intervention Ma, Mb can be provided by the control unit CU or the transmission control 31.

[0068] The preceding explanation of the embodiments describes the present invention solely by way of examples. Naturally, individual features of the embodiments can be freely combined with one another, provided this is technically feasible, without departing from the scope of the present invention. Reference symbol list 100 drive 110 Powertrain 10 Motor 11 Engine control 20 electric motor 1 to 10 powertrain potentials dt intake manifold dead time I Switching mode II Switching mode III Switching mode FB Filling Influence, Factor 30 gearboxes 31 Gearbox control G Gang Ga Gang GB Gang Ga, Gb switching request F vehicle R vehicle wheel CU control unit M Instantaneous demand My current requirement MB instantaneous demand Ma, Mb moment intervention S1 control signal S2 control signal S3 control signal T Timer target time

Claims

[1] Method for switching gears (G) of a transmission (30), in particular an automatic transmission, in a drive train (110) of a vehicle (F), wherein the vehicle (F) has in a drive (100) a motor (10), in particular an internal combustion engine, and optionally at least one electric motor (20), for providing a drive torque to the transmission (30) and via the transmission (30) to vehicle wheels (R), wherein a momentary demand (M) on the motor (10), and optionally on the at least one electric motor (20), is determined depending on a required gear (G) of the transmission (30) for a desired drive torque, wherein different switching modes (I, II, III) are determined for a torque intervention (Ma, Mb) in the drive (100) based on current and / or predictive drive train potentials (1 to 10) in order to provide a predictive torque intervention (Ma, Mb) in at least one switching mode (II, III), exhibiting: - Receiving a shift request (Ga, Gb) to the transmission (30) that provides for a change of the transmission (30) from a current gear (Ga) to a changed gear (Gb), - Capturing the current and / or predictive powertrain potentials (1 to 10), - Starting a timer (T) to generate a control signal (S3) to the transmission (30) to switch from the current gear (Ga) to the changed gear (Gb), - Determining a, in particular suitable, switching mode (I, II, III) for a corresponding torque intervention (Ma, Mb) that provides for a change from a current torque requirement (Ma) to a changed torque requirement (Mb), depending on the current and / or predictive powertrain potentials (1 to 10), - Determining a target time (ts) to generate a control signal (S1) to the motor (10) depending on the specified switching mode (I, II, III) in order to carry out a corresponding torque intervention (Ma, Mb) in the motor (10), - Performing the corresponding torque intervention (Ma, Mb) in the motor (10) at the specified target time (ts), - Switching the transmission (30) from a current gear (Ga) to a changed gear (Gb) after the timer (T) has elapsed, taking into account an intake manifold dead time (dt) of the engine (10) for a change in filling to carry out the corresponding torque intervention (Ma, Mb) when determining the target time (ts) to generate a control signal (S1) to the engine (10). [2] Method according to claim 1, wherein the different switching modes (I, II, III) for a torque engagement (Ma, Mb) have at least one first switching mode (I) in which the drive (100) can provide the required torque requirement (M) to the motor (10), and optionally to the at least one electric motor (20), immediately and in full. [3] Method according to claim 1 or 2, wherein the different switching modes (I, II, III) for a torque engagement (Ma, Mb) have at least a second switching mode (II) in which the drive (100) can only partially provide the required torque requirement (M) to the motor (10), and optionally to the at least one electric motor (20). [4] Method according to one of the preceding claims, wherein the different switching modes (I, II, III) for a torque engagement (Ma, Mb) have at least a third switching mode (III) in which the drive (100) can provide the required torque requirement (M) to the motor (10), and optionally to the at least one electric motor (20), only with a time delay, tolerances and / or deviations. [5] Method according to any of the preceding claims, wherein the actual and / or predictive powertrain potentials (1 to 10) are determined as a function of the magnitude of a possible torque intervention that can be provided immediately and in full by the drive (100), and / or wherein, when determining actual and / or predictive powertrain potentials (1 to 10), fuel quality, ambient conditions and / or an actual operating point of the engine (10) are taken into account. [6] Method according to one of the preceding claims, wherein, when an upshift is required during a torque intervention (Ma, Mb), a reduction depth is taken into account via an injection cut-out when determining current and / or predictive powertrain potentials (1 to 10). [7] Method according to one of the preceding claims, wherein in at least one first switching mode (I) the intake manifold dead time (dt) of the engine (10) is taken into account with a first factor (FB(I)), e.g. equal to zero. [8] Method according to one of the preceding claims, wherein in at least a second switching mode (II) the intake manifold dead time (dt) of the engine (10) is taken into account with a second factor (FB(II)), e.g. with a range between zero and one. [9] Method according to one of the preceding claims, wherein in at least a third switching mode (III) the intake manifold dead time (dt) of the engine (10) is taken into account with a third factor (FB(III)), e.g. equal to one. [10] Computer program product comprising instructions which, when the computer program product is executed by a computer, cause it to perform a method according to any of the preceding claims. [11] Control unit (CU) comprising a computing unit and a storage unit in which a code is stored which, when at least partially executed by the computing unit, performs a method according to one of the preceding claims. [12] Vehicle (F) comprising a control unit (CU) according to the preceding claim.

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