JPH1071875A - Automobile and method to be applied to this automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a comfortable traveling characteristic by transferring a value to show a parameter to an engine electronic control device after being found on the basis of a characteristic map or a function generator, and controlling it by the engine electronic control device by deciding a value to show a parameter by using this value. SOLUTION: A control unit 7 has an executive function generator. This can decide engine torque or engine speed on the basis of an input parameter. A target value to set the engine torque is decided by further considering the parameter on the basis of a target value to the engine torque and/or the engine speed set by a clutch control system. The control unit 7 forms the engine torque on the basis of a load lever position or a position of an accelerator pedal 23 or the like. An engine electronic control device 20 decides and practices it on the basis of a value to the engine torque set by a clutch control unit and an engine control unit.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an apparatus for controlling an automatic transmission and / or an automatic torque transmission system in a drive train of a motor vehicle having a drive engine, and a control unit. The unit relates to a motor vehicle connected to at least one sensor and possibly further electronic units, such as an engine electronic control unit, as well as to a method for the application of the motor vehicle.

[0002]

2. Description of the Related Art Devices of this kind are used, for example, in motor vehicles. In this case, the control units are normally operated independently of one another. Control of the independence of such individual units (eg, engine, automatic torque transmission, possibly automatic transmission, etc.) has the following consequences, for example: That is, even if the output to that point is not required or unnecessary on the clutch side or the transmission side, the result is that the engine is operated at a relatively high output operating point.

[0003]

SUMMARY OF THE INVENTION The object of the invention is to provide a motor vehicle of the type mentioned at the outset in which, for example, a comfortable driving characteristic is obtained in a controlled gear ratio change process. It is. It is also an object of the present invention to provide such a device in a simple form and at low cost. In this case, of course, the required comfort is achieved, which also serves to improve known systems. It is likewise a further object of the invention to provide a motor vehicle which consumes less and requires less resources.

[0004]

According to the present invention, there is provided, in accordance with the present invention, a method for controlling engine torque and / or control by a control unit.
A target value for the engine speed or a value representing these parameters is determined based on a characteristic map or a function generator and transferred to the engine electronic control unit, which uses this value for the engine torque and / or (or )
It is configured and solved to determine and control the engine speed or values representing these parameters.

According to an advantageous embodiment of the invention, a device for controlling an automatic transmission and / or an automatic torque transmission in a drive train of a motor vehicle with a drive engine,
A control unit and at least one actuator, wherein the control unit controls at least one actuator for operating a torque transmission system for setting a transmission gear ratio, the control unit comprising: at least one actuator;
In a motor vehicle, which is connected to two sensors and possibly further electronic units, such as an engine electronic control, said engine electronic control controlling the operating state of the drive engine, in a motor vehicle, the control unit controls the engine torque and / or the engine A target value for the engine speed or a value representing these parameters is determined on the basis of a characteristic map or a function generator and transferred to the engine electronic control, which uses this value for the engine torque and / or The control is performed by determining the engine speed or values representing these parameters.

According to another aspect of the invention, an apparatus for controlling an automatic transmission and / or an automatic torque transmission system in a drive train of a motor vehicle having a drive engine, a control unit, and at least one Having an actuator,
The control unit controls at least one actuator for operating a torque transmission system for setting a transmission gear ratio, the control unit comprising at least one sensor and possibly an engine electronic control unit or the like. Connected to yet another electronic unit, the engine electronic control unit controls the operating state of the drive engine, in a motor vehicle, the engine torque and / or (or A target value for the engine speed or a value representing these parameters is determined on the basis of a characteristic map or a function generator and transferred to the engine electronic control unit, which uses this value for the engine torque and ( Or) Determine the engine speed or the value representing these parameters and take control. Configured.

[0007] More preferably, the control unit controls at least one actuator, which performs a gear ratio switching process, in which a switching element inside the transmission is operated by the actuator, said control unit comprising: Directly or indirectly controlling the engine electronic control unit, under which the engine torque and / or
The engine speed of the drive engine is reduced as expected under the gear ratio switching process entered into the first phase.

[0008] It is likewise advantageous that the control unit determines the engine torque and / or the engine speed, at least during the process of shifting the gear ratio, and transfers this to the engine electronic control unit. Based on the data, the value of the engine speed and / or the engine torque or the decrease or increase value of the engine speed and / or the engine torque is determined and controlled.

[0009] More preferably, the control unit calculates an engine torque and / or an engine speed or a value representing these parameters based on operating conditions. In this case, this operating state can be detected, for example, on the basis of sensor data or other data.

According to another advantageous embodiment, the control unit calculates the engine torque and / or the engine speed or a value representing these parameters on the basis of sensor data, for example the pedal value.

[0011] It is likewise advantageous that the electronic engine control unit provides the engine torque value M supplied by the control unit.
Engine torque target value M _mot controllable using _mot-kup
Confirm.

According to another advantageous embodiment of the invention, the desired engine torque value M _mot is determined by the predetermined engine torque value M
_From the minimum value of _mot-kup and, for example, at least one other parameter, it is determined as follows: _Mmot = Min ( _Mmot-kup , X) where X represents another parameter. Also advantageously, the engine torque target value M _mot is determined as a function of the engine torque value M _mot-kup , as the case may be, as follows.

M _mot = f (M _mot-kup , X) Similarly advantageously, the engine torque target value M _mot is:
The minimum value of the predetermined engine torque value M _mot-kup and, for example, at least one other parameter, are determined as follows: M _mot = Min (M _mot-kup , f (X)), f (X) Represents a function of another parameter.

Further advantageously, said another parameter is:
For example, the pedal value of the accelerator pedal, the vehicle speed, the wheel rotation speed, the vehicle acceleration, the throttle valve position, the fuel injection time, and / or the rotation speed of the engine or transmission.

According to another advantageous embodiment of the invention, the at least one control unit is connected to a shift-intention-detecting sensor which detects a driver-side operation of an element which is operated for introducing the shifting process. .

[0016] It is likewise advantageous if the control unit automatically introduces and / or implements a speed change process on the basis of a characteristic map, a characteristic curve or other predetermined parameters.

[0017] Further advantageously, the control unit makes a distinction between at least two operating situations, in this case the first.
The operation state is a state in which the gear ratio switching process or the change in the gear ratio does not exist, and the second operating state is a state in which the gear ratio switching process or the change in the gear ratio exists. Also advantageously, there is a shift intent in the first operating situation and no shift intent in the second operating situation. This shift intention exists, for example, when the control unit introduces one shifting process, whereas the clutch is disengaged, for example by reducing the engine torque, for example under the control of an engine control unit.

It is further advantageous that the control unit does not influence the engine torque and / or the engine speed determined by the engine electronic control in operating situations in which there is no change in the gear ratio.

According to another advantageous embodiment of the invention, the control unit determines the value for the engine torque M _mot-kup as follows in an operating situation in which there is no change in the transmission ratio. That is, it is determined that this value is substantially equal to the maximum value or equal to the product of the maximum value and the coefficient.

[0020] It is likewise advantageous for the control unit to operate with the engine torque M
Determine the value for _mot-kup such that this value is substantially constant.

Advantageously, the operating situation in which the shifting process is present,
For example, after a new gear ratio has been entered, the control unit sets values for engine torque and / or engine speed.

According to another advantageous variant of the invention, the engine torque value and / or the engine speed value, which can be set by the control unit, are determined over time by a predetermined initial value.

Advantageously, the initial value of the engine torque and / or the initial value of the engine speed which can be set by the control unit are determined as a function of the operating point and have a positive, negative or zero value.

[0024] Advantageously, a positive initial value for the engine torque is used for the control under the increase of the gear ratio during the traction operation.

[0025] More preferably, an initial value of zero for the engine torque is used for the control under increased gear ratios during overrun (engine braking) operation.

[0026] More preferably, a negative initial value for the engine torque is used for the control under reduced gear ratios during traction operation.

[0027] More advantageously, a negative initial value for the engine torque is used for the control with the reduction of the gear ratio during the overrun operation.

Furthermore, the value for the engine torque determined by the control unit is increased or decreased as a function of time, starting from an initial value.

More advantageously, the engine torque M
_mot predetermined value for (t) is, starting from an initial value, as a function of time, the following equation _{M mot (t n + 1)} = M mot (t n) + m Ink / Dek (t n + 1) Where t _n is time and m _{Ink / Dek} is the increment or decrement at time (t _{n + 1} ).

[0030] More preferably, the increment or decrement m _{Ink / Dek} (t _n ) at the time point (t _n ) takes on a constant or different value as a function of time.

More preferably, the increment or decrement m _{Ink / Dek}
Is defined as a function of at least one operating parameter of the vehicle, such as the speed of the engine or transmission, the amount of slip, the pedal value and / or other parameters.

Advantageously, the increment or decrement has at least two components, which are at least one operating parameter of the vehicle, such as the speed of the engine or the transmission, the amount of slip, the transmission ratio, It is defined as a function of the pedal value and / or other parameters.

According to another advantageous consideration of the invention, at least one component of the increment or decrement m _{Ink / Dek} is a function of the pedal value, for example: m _{Ink / Dek} (pedal value) = a * It is determined according to the pedal value.

More advantageously, the increment or decrement m _{Ink / Dek}
Is determined as a function of the amount of slip, for example, according to the relationship m _{Ink / Dek} (slip amount) = b * slip amount.

According to yet another discussion of [0035] the present invention, increment or decrement m _{Ink / Dek} (t _n) has the following _{formula, m Ink / Dek (tn)} = f [m Ink / Dek ( Pedal value) -M
_{Ink / Dek} (slip amount), X], the function of the individual components is determined, said X being a further parameter if appropriate.

More advantageously, the increment or decrement is a function of the gear ratio (GANG) or the gear, for example: m _{Ink / Dek} (new) = m _{Ink / Dek} (old) −K * f ( GANG), (new) and (old) are new and old parameters, respectively, K is a coefficient, and f is a function.

[0037] Further advantageously, the increment or decrement, as a function of the speed ratio GANG or gear position, for example, the following _{formulas, m Ink / Dek (new)} = m Ink / Dek (old) -K * (i n /
i _aktuell ) ^m , where (new) and (old) are new and old increment or decrement parameters, respectively, and
Is a coefficient, the speed ratio i _n is the gear ratio of the gear stage n, the speed ratio i _aktuell the gear ratio of the gear stage which is presently on,
M is a predetermined index.

Advantageously, the automatic shifting of the transmission ratio is
This is a downshifting process, in which the speed ratio after the switching process is larger than the speed ratio before the switching process.

According to another advantageous consideration of the invention, the engine is controlled by at least one actuator before the controlled operation of the switching element inside the transmission and / or before the clutch of the torque transmission system is disengaged. The engine speed / engine torque is reduced as desired using the control unit.

[0040] Also advantageously, the control unit controls the engine electronic control for reducing the engine speed / engine torque, which reduces the engine speed / engine torque.

According to another advantageous consideration according to the invention, the direct or indirect control of the engine electronic control is effected by means of a control unit, thereby increasing or decreasing the engine torque and / or the engine speed. Etc. are changed.

Furthermore, according to the invention, the indirect control of the engine electronic control unit is advantageously carried out by means of another intervening electronic unit, such as a transmission electronic control unit.

Advantageously, according to the invention, the indirect control of the engine electronic control unit is such that the control unit is communicatively connected to a further electronic unit, for example a transmission electronic control unit. The electronic unit receives a control signal from a control unit, and the electronic unit controls the engine electronic control unit for changing the rotation speed of the drive unit, for example, in this case, one of the electronic units.
One operates as a master unit, and the other electronic units operate as slave units.

It is likewise advantageous that a control change, such as an increase or decrease of the engine speed, is made substantially up to a predetermined target value, which is determined or calculated by the control unit.

According to yet another aspect of the present invention, there is provided a method for controlling an automatic transmission and / or an automatic torque transmission system in a drive train of a motor vehicle having a drive engine, the method including a control unit. The control unit is connected to at least one sensor and possibly further electronic units, such as an engine electronic control unit, said engine electronic control unit controlling the operating state of the drive engine. Wherein, advantageously,
By the control unit, the engine torque and / or
A value for the engine speed is determined on the basis of a characteristic map or a function generator and transferred to the engine electronic control unit, which uses this value to determine the engine torque and / or the engine speed. Control is performed.

According to the invention, it is particularly advantageous if at least one of the above-mentioned devices is applied under said control.

[0047]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described in detail with reference to the drawings.

FIG. 1 shows a drive unit 1 such as an internal combustion engine or an engine, a torque transmission system 2, a transmission 3, a differential 4, an output shaft 5, and wheels 6 driven by the output shaft. The drive train of a closed car is shown schematically. The wheel 6 may be provided with a rotation speed sensor (not shown). This rotation speed sensor detects the rotation speed of the wheel 6. This rotational speed sensor may functionally belong to another electronic unit, for example an antilock system (ABS). The drive unit 1 may be equipped with, for example, an electric motor as a hybrid drive unit, a flywheel having inertial rotation characteristics, and a combustion engine.

The torque transmission system 2 is configured as a friction clutch. In this case, the torque transmission system may be configured, for example, as a magnetic powder clutch, a multi-layer clutch or a torque converter with a lock-up clutch, or another clutch. Furthermore, from this figure, the control unit 7 and the actuator 8 schematically shown can be identified. The friction clutch may be configured as a clutch that automatically compensates for wear.

The torque transmission system 2 is mounted on a flywheel or connected to the flywheel. In this case, the flywheel may be a split-type flywheel having a primary mass and a secondary mass, and also having a damping device between the primary mass and the secondary mass. There may be. The damping device is provided with a starter gear rim 2b. The clutch has a clutch disk 2c having a friction lining and a pressure plate 2d, a clutch cover 2e and a disc spring 2f. The self-compensating adjusting clutch additionally has means for adjusting and adjusting after wear. In this case, sensors such as a stress sensor and a distance sensor are included, and these sensors detect a situation that requires post-adjustment, and perform post-adjustment based on the detection of the situation.

The torque transmission system is operated by using a release mechanism 9, for example, a hydraulic main release mechanism of a pressure medium operation type. In this case, the release mechanism supports the release bearing 10, and connects or disengages the clutch depending on the load. However, this release mechanism may be configured purely mechanically. In that case, the release bearing or equivalent element is operated or loaded.

Actuator 8 (for example, operation unit)
Controls the pressure medium-operated, for example, hydraulic main release mechanism 9 via a pressure medium line 11 or a pressure transmission section (for example, a hydraulic pipe) for clutch connection or disengagement. This actuator 8 further comprises at least one
The transmission is operated for shifting by one or more output elements. In this case, for example, the main transmission shaft of the transmission is operated by one or more output elements. The actuator, together with it, operates a transmission transmission element (e.g. a main transmission shaft, a shift rod or other transmission element, etc.) inside the transmission for inputting, picking up and changing the gear or gear ratio.

The actuator 8 may be configured and provided as a shift roller actuator disposed inside the transmission. The shift roller is operated by an element guided on the guide path by a specific drive rotation, for example, a speed change element for changing gears.
Further, the actuator for shifting gears includes an actuator for operating the torque transmission system. In this case, it is necessary to be operatively connected to the clutch release mechanism.

The control unit 7 is connected to the actuator via a signal line 12. Thereby, control signals and / or sensor signals or operating status signals can be controlled and transmitted or interrogated. Further, signal lines 13 and 14 are provided. Via these signal lines 13, 14, the control unit 7 is connected at least temporarily to further sensors or electronic units. Such another electronic unit may be, for example, an engine electronic control, an anti-lock control system, a traction control, etc. Still other sensors include sensors that characterize or detect the general operating condition of the vehicle, such as engine speed sensors, wheel speed sensors, throttle valve opening sensors, accelerator pedal position sensors, or other sensors. You may.
The signal line 15 forms a connection of a data bus, for example, a CAN bus. Via these buses, system data of the vehicle or of other electronic units is obtained. This is because the electronic units are usually networked together by computer units.

The automatic transmission may perform switching or shift change as follows. That is, the driver of the vehicle may perform switching or shift change so that a signal for upshifting or downshifting is transmitted using, for example, a changeover switch. Alternatively, a signal for switching the transmission to a target shift speed may be supplied using an electronic shift lever. However, the automatic transmission may automatically perform a shift change based on a sensor signal at a predetermined time point using a characteristic value, a characteristic curve, or a characteristic map without receiving a shift change instruction from a driver.

The vehicle is preferably an electronic accelerator pedal 2
Equipped with 3 or load lever. In this case, the accelerator pedal 23 activates the sensor 24. This sensor 24
The engine electronic control unit 20 uses, for example, fuel supply,
Open-loop control or closed-loop control of the ignition timing, fuel injection time, throttle valve position, and the like is performed via the signal line 21 of the engine 1. An electronic accelerator pedal 23 having a sensor 24 is connected to the engine electronic control unit 20 via a signal line 25 so as to be able to transmit. The engine electronic control unit 20 is communicably connected to the control unit 7 via a signal line 22. Further, the transmission electronic control unit 30 is communicably connected to the units 7 and 20. Motorized throttle valve control is advantageous for this. In this case, the position of the throttle valve is controlled using the engine electronic control unit. In such a system, a direct mechanical connection to the accelerator pedal is no longer necessary or advantageous.

FIG. 2 shows two mass models. The drive train of the vehicle is modeled by these mass models. In this case, the mass 50 is shown as a rotating mass on the engine side, and the mass 52 is shown as a rotating mass of the remaining drive train or vehicle. The clutch 51 is disposed between the rotating mass bodies 50 and 52 in the drive train. This model is used as a basis for a simple illustration of the shift and connection processes. In the shift process, the clutch 51 is released, and the two mass models are changed to one mass model. The dry lane behind the clutch is disconnected by releasing the clutch.

The closed or open loop control unit may be constructed as a closed or open loop control system. They operate using functional relationships or using characteristic maps or characteristic curves.

The control unit has an execution function generator. It can determine engine torque or engine speed based on input parameters. Thereby, the engine torque to be controlled is determined. Similarly, the engine torque value or the engine rotation value is obtained using the characteristic map. In this case, a characteristic map is stored in the control unit, and an initial value is determined from this characteristic map using input parameters.

The control method may include an adaptation method. In this case, deviations from the ideal state are adapted and compensated for over a long period. This adaptation may be a parameter adaptation or a system adaptation.

If a gearshift is introduced by the driver, for example by means of switches, keys, levers, etc., the control unit determines whether the gearshift is suitable based on the current system input parameters or, for example, the engine speed. To evaluate whether or not the vehicle is about to reach a rotation speed region exceeding the limit value. If the current shifting process is evaluated as an acceptable range by the control unit, the control unit controls the torque transmission system for disengaging the clutch, and the transmittable torque is controlled to zero using the actuator.

When the control unit is in the following state,
In other words, in the case where the gear position or gear ratio of the transmission is automatically selected and switched without the active intervention of the driver, the gear position or gear ratio is changed based on, for example, a characteristic map or an execution function. A switching point is achieved. In this case, the control unit first controls the torque transmission system to release the clutch. Thereafter, the torque transmission system continues to be disengaged at least until the transmittable torque becomes substantially zero. At least one actuator is actuated to operate a switching element inside the transmission for a gear change.

In order to switch to the neutral position of the transmission before shifting from the current gear, the engine torque and / or the engine speed are reduced as desired by the control intervention of the control unit. As a result, there is no sudden increase in the engine speed without any load during a gear shift. This reduction in engine speed
It is performed by the control unit. In this case, the control unit is communicatively connected to the engine control, which reduces the engine torque and / or the engine speed by means of a control signal of the control unit.

When the gearshift is to be released, a gear ratio higher than the current gear and a new gear corresponding to the new gear are obtained under the downshift by the control unit (for example, the control unit). The level engine speed is started. From the information of the newly entered gear and its gear ratio and the gear ratio of the following drive train, the transmission input side rotational speed is not directly measured using, for example, the wheel rotational speed or the average value of the wheel rotational speed. Can also be calculated. If a transmission input speed sensor is provided, this speed may be measured directly. The calculated speed of the transmission input shaft after the shifting process is the target speed. After the detection or calculation of the target speed using the target gear, the engine torque is increased or decreased by active intervention of the control unit into the engine electronic control unit. That is, the control unit intervenes in the management of the engine via the engine control device and achieves active access of the engine. Thereby, an increase in the rotational speed is achieved. This is preferably implemented in the vehicle with an E-gas system. In this case, the E-gas system is distinguished by the fact that the accelerator pedal operates as an electronic sensor communicatively connected to the engine electronic control unit. The engine electronic control unit in this case is also connected to, for example, an electrically driven throttle valve actuator. This actuator controls the throttle valve position by, for example, an electric method. Electronically controlled fuel injection is also advantageous. Accordingly, the mechanical connection between the accelerator pedal / load lever and the internal combustion engine is replaced by an electronic connection. In this case, the electronic control unit of the engine control unit is interposed and connected, and the operation of the actuator is controlled, for example, in the internal combustion engine.

With the intervention of the control unit in the engine management of the engine electronic control unit, the engine speed is increased to the target speed as desired. This is done in such a way that the torque transmission system is opened or closed-loop controlled before it is again at least partially clutched by the control of at least one actuator for operating the torque transmission system.

Even in the case of a transmission in which load switching is not possible or a load-switchable transmission (these are automatically controlled and operated), in the case of a shift, transmission between the engine and the transmission is usually performed. A need arises to interrupt the stress. Under the interruption of the transmission stress, a torque transmission system (for example, a friction clutch, a dry friction clutch, a wet friction clutch, a magnetic powder clutch, a hydraulic torque converter, a fluid clutch, etc.) is generally connected and / or disconnected. It is controlled as expected. If, for example, a friction clutch is used, this clutch is normally disengaged during the shifting process. In order to avoid an increase in the engine speed at that time (which is not desirable when upshifting), the engine torque is reduced. This reduction in engine torque prevents the unloaded engine from causing an excessively high speed increase based on the control. The transmission may be a transmission with a traction stress interruption function during the shifting process.

Control for clutch management and control for engine management may be performed in order to reduce the engine torque at the time of a shift change in the automatic shifting process of the transmission. In this case, the clutch management and the engine management may be performed by, for example, one control unit or control device. The control device may on the one hand control the torque transmission system and on the other hand control the drive engine of the vehicle. These control devices usually include, for example, an electronic engine control unit in the case of an electronic engine control unit. The method for controlling both the torque train and the drive engine may be implemented in hardware or software resources.
In this case, the control algorithm may be filed and executed in an electronic unit, for example, a chip in the form of software. The control algorithm may be implemented and executed on one electronic chip or on multiple electronic chips in one or more separate control devices. In such a relationship, the purpose allocation as described below can be advantageously implemented. The control unit of the torque transmission system is
A target value is set for the engine torque and / or the engine speed. For example, as a parameter or characteristic quantity at least representing or substantially proportional to the engine torque, for example, a throttle valve position or a fuel injection timing related to the engine speed is applied. The engine control unit or an electronic unit of the engine control unit receives the target value _Mmot-kup, and sets the engine torque and / or the engine torque set by the clutch control system.
Alternatively, based on a target value for the engine speed, a target value for setting the engine torque _Mmot is determined in consideration of further parameters. For example, the following characteristic quantities or parameters can be applied as the target values. That is, a characteristic quantity or parameter proportional to the engine torque or at least representing the engine torque is applicable. Such parameters or characteristic quantities may be, for example, throttle valve angle, ignition angle, fuel injection time, and the like. The control unit forms the engine torque on the basis of only one system input, for example, the position of the load lever or the position of the accelerator pedal. The engine electronic control unit or the engine management control unit determines and executes the engine torque _Mmot to be controlled based on, for example, a value for the engine torque set by the clutch control unit and the engine control unit. In such an object, the minimum or maximum engine torque value is determined and controlled.

As further parameters, signals and / or information representing at least the driver's wishes, for example for vehicle speed, vehicle acceleration, etc., may be used.

For example, the engine torque target value M _mot may be determined as follows.

M _mot = MIN [M _mot-kup , f (pedal value)] In this case, f (pedal value) represents a target value having a functional relationship with the pedal value. This can be achieved in a particularly advantageous manner in vehicles with an E-gas system.

This means that the control unit (for example, the control unit of the automatic torque transmission system or the engine electronic control unit, etc.)
This means setting a value smaller than the settable target value. For this, a target value M _mot-kup of the torque transmission system or a target value (for example, a pedal value) of the engine electronic control device may be obtained. Advantageously, for safety reasons, target values above the level set by the driver, for example via the pedal value, are not accepted.

If there is no intention of shifting at present, that is, if the driver has not yet introduced the shifting process before the control of the automatic transmission, the logical control unit of the clutch on the automatic transmission side is at least normally used. It does not cause a need to reduce the target value of the engine torque for the engine electronic control unit in the operating situation of the above. This may be selected as follows.

Mmot _-kup = SF × MAXWERT The above SF is a safety factor. It is chosen between the values 1 to 5. Accordingly, the change of the pedal value is strengthened. That is, a quick change in the pedal position over time (for example, a change in inclination) leads to a quick change in the engine torque. MAXWERT represents the maximum value of the target value setting.

When the intention of the shift is clear, that is, when a request for the shift is requested on the driver side or by the logical control unit, an initial value for the value M _mot-kup is set. As the initial value, a positive torque value, a negative torque value, or zero can be selected. Further, as the initial value, a current actual value excluding a decrease amount may be determined in consideration of a delay time caused by data exchange, twisting of a throttle valve, or other actions.
Further, the target value may be reduced by a further reduction amount for each further periodic processing of the control method or the control algorithm.
This can be implemented, for example, as a function of the gear ratio, the gear position, the slip amount, the pedal value or other parameters. The reduction can be carried out, for example, until a minimum target value of the engine torque is reached. This target value may be limited to zero or to a value greater or less than zero. If engine torque is selected as the target value, a non-zero value under clutch disengagement or half-clutch condition may be used to increase engine speed.

The presence or absence of a gear change can be detected based on, for example, a sensor signal or a switch position. That is, for example, it is detected by monitoring an element operated on the driver side. When an automatic transmission that changes a gear position or a transmission gear ratio based on a characteristic curve or a control method is used in a vehicle, a shift intention is estimated from, for example, a memory value or a data bit.

The shift speed dependency of the decrement coefficient can be selected according to the shift speed dependency. The change is as follows.

M _{ink / Dek} (new) = m (old) × WERT (GANG) The speed dependence of the decrement coefficient can also be selected according to the reciprocal speed step. In this case, the corresponding equation is expressed as follows:

[0078] _{m Dek (new) = m Dek} (old) -K × (i n / i aktuell) m old and new target value for the m (old) is incremented or decremented in this case the m (new), the K the proportionality coefficient, wherein (i _n / i
_aktuell) represents the ratio of the speed ratio of the current gear position (i _aktuell) and n-th shift stage (i _n). Gear stage (i _n) is chosen arbitrarily. In this case, for example, n = 1 may be selected.
Similarly, all other shift speeds can be arbitrarily selected.
Further, m is an index of the gear ratio. The new goal is
It is obtained from the old target value of the last step, the ratio of the proportional coefficient K and the gear ratio. The proportionality coefficient may be selected depending on the absolute value of the rigidity of the drive train, the required degree of comfort, the comfort function, and the required degree of shift speed when performing the shift. The index m can generally be selected in the range from 0.5 to 5. An increase in the level of comfort requirement during shifting can be dealt with by increasing the index m as intended.

When the clutch torque transmitted by the clutch is reduced, the controlled engine torque is reduced more slowly than, for example, the clutch torque. This causes the clutch to slip. If a reduction in engine torque is supplemented by this slip, this also leads to a significant reduction in engine torque.

The following table shows an example of the shift speed dependence of this reduction.

Gear stage Gear ratio Reduction value 1 3.545 1.00 * K 2 1.957 1.81 * K 3 1.303 2.72 * K 4 0.892 3.97 * K 5 0.707 5 .01 * K If there is a signal indicating the intention of the shift and a shift change is performed, that is, if the shift speed is physically engaged in the transmission, for example, when the shift engagement is completely performed, the target value M _Mot-kup is started with an initial value _{Mmot-kup-start} and is raised or reduced. In this case, the initial value of the engine target torque may be equal to or greater than zero or equal to or less than zero. Various coefficients are required for selecting the initial value. In this case, a distinction is made between a shift-up due to a reduction in the gear ratio and a shift-down due to an increase in the gear ratio, and between an overrun operation state (engine brake operation state) and a traction operation state. Advantageously, the initial torque is negative when upshifting in traction operation and negative during upshifting in engine braking operation. The initial value is advantageously positive when downshifting in the traction operation state, and the initial torque is advantageously zero when downshifting in the overrun operation state.

If the initial torque is set negative during upshifting, the engine speed is advantageously reduced accordingly to the level of the transmission input speed at the higher gear. This is advantageous in both the traction and overrun operating states. When downshifting in the overrun operating state, a speed increase or compensation of the transmission slip torque is preferably performed to maintain the engine speed. In this case this may be achieved by a positive engine torque. At the time of downshifting in the overrun operation state, the vehicle is in an operation state where the idling switch is operated, that is, a state where the accelerator pedal or the load lever is not operated. Thereby, the engine torque becomes a predetermined zero value at the maximum. A speed increase should not be realized in such an operating range. When downshifting, the engine, for example the drive engine, must be raised to a new speed level. However, since the idling switch is normally operated, the maximum engine torque may be set to zero Nm. The increase or decrease can be implemented based on the initial value. In this case, the following relationship is established.

M _soll (t _{n + 1} ) = M _soll (t _n ) + _{ink / Dek} (t _{n + 1} ) That is, the target value at the time point t _{n + 1} is the target value at the time point t _n plus the time point t _n Equal to increment or decrement by _{n + 1} . Time point t _{n + 1}
Is equal to the time point t _n plus the period Δt. The time point Δt may be a predetermined time period, which may be set by the clock rate of the computer of the control unit.

The increment value m _{ink / Dek} (t _{n + 1} ) may be determined, for example, as a function of the pedal value or the amount of slip, or as a function of these two values.

FIG. 3 shows the slip increment or decrement coefficient as a function of the slip amount. The increment or decrement of the slip amount helps to minimize the loss energy generated in the region of the torque transmission system. The optimization takes place in an advantageous manner, depending on the manner in which the clutch torque is generated during a shift change. For example, the increment may be realized by a linear function or a characteristic curve as a function of the amount of slip. For a linear function:

_{Mink / Dek} (slip amount) = b × slip amount The case of the function of the slip amount is as follows.

_{Mink / Dek} (slip amount) = b × f (slip amount) FIG. 3 shows the functional dependence of the increment coefficient and the decrement coefficient as a function of the slip amount. In this case, the characteristic curve 102 does not rise linearly up to the slip amount 101, and the characteristic curve for the increment coefficient or the decrement coefficient as a function of the slip amount is substantially a straight line 1 from the slip amount 101.
It is constant as shown in FIG. They may also be implemented with a linear function, a quadratic function, a parabola, or an exponential characteristic curve or other functional dependencies.

FIG. 4 shows the increment or decrement coefficient as a function of the pedal value. In this case, characteristic curve 1
10 has a non-linear dependence as a function of pedal value. At a pedal value of 100%, the value 111 is reached. When the kick-down operation by the accelerator pedal and the operation of the kick-down switch are performed, the increment coefficient or the decrement coefficient is controlled in accordance with the point 112. This achieves that the increment or decrement coefficient is increased by one step further than the value 111.

By using the incremental component as a function of the pedal value, the will of the driver that has appeared in the operation of the pedal value is taken into account. That is, when the pedal value is high, a rapid acceleration of the vehicle is required by the driver, and accordingly a rapid increase in the engine torque is advantageously required. Similarly, when the pedal value is high, a quick clutch connection must be activated by the control unit of the torque transmission system. In driving situations in which such a high pedal value is present, the driver is allowed or expected to have a particularly shocking driving characteristic which impairs comfort.
This is because, in such a case, for example, a highly sporty run is required or intended. Conversely, when the pedal value is low, the engine torque is increased slowly and the control unit of the torque transmission system also slowly forms the clutch torque. Increment value m
_{Ink / Dek} may be implemented by, for example, a linear function or another function. A particularly high increment can also advantageously take place when the kick-down switch is actuated, for example with a pedal value of 110%.

FIG. 5 shows the engine speed n _mot and the transmission speed n _get . In this case, the engine speed is shown as a function of time in a characteristic curve 200, and the transmission speed is shown as a function of time in a characteristic curve 201. At the time point 202 under the automatic shifting process, the gear ratio is changed. The engine speed 202a is clearly higher than the transmission speed. Therefore, the reduction of the engine target torque is introduced in accordance with the drop 203 based on the slip dependence. The reduction of the engine target torque is performed as follows. That is, the operation is performed so that the actual engine speed is brought to the engine target speed 204 adapted to the transmission input side speed 201. Advantageously, the engine torque is generated as a function of the slip. Advantageously, the engine is set to a high engine torque, which increases the engine speed, and therefore the amount of slip,
Eventually, control such as slip-dependent adaptation can be performed.

FIG. 6 shows a diagram in which the number of revolutions and the torque are expressed as a function of time. As the rotation speed, the transmission input rotation speed 301 and the engine rotation speed 3
02 is a function of time, and the engine torque 30
3 is shown. Here, from time 304 to time 305
By the time, the second gear is engaged. In this case, the neutral gear is engaged from time 305 to time 306, and the first gear is engaged from time 306.
Thus, the downshift from the second gear to the first gear is performed. The speed at the transmission input side is at time 304
Is substantially constant during the period from to time 307, and from time 307 rises to a higher value and thereafter remains substantially constant. The transmission input-side rotational speed is determined from the engine rotational speed or the wheel rotational speed when there is no shift stage such as a neutral stage. In this case, the engine input-side rotational speed is preferably determined or calculated in the absence of a closing speed, depending on the speed previously engaged or on the speed to be subsequently applied.

The engine speed coincides with the transmission input-side speed during the period from time 304 to time 307. In this case, the engine speed is subsequently substantially constant or drops slightly and rises again approximately at time 306.

Before the decrease, the engine torque 303 is substantially constant at the start of the period 304 to 307. This is because a shifting process is intended. Engine torque is at time 30 before its onset of rise from time 306.
The elapsed time from 7 to time point 306 is almost zero. Then, the time has been constant again from the time point 308. Time point 3
The increase in the engine torque from 06 to 308 is performed with a steeper slope. This inclination depends on a slip amount such as a difference between the transmission input side rotation speed and the engine rotation speed indicated by an arrow 309 in the drawing.

FIG. 7 is a diagram showing the transmission input side rotational speed 351 and the engine rotational speed 352 when downshifting from the fifth gear to the fourth gear.
Further, in this figure, the engine torque 352 is shown. The gear ratio of the fifth gear to the fourth gear is smaller than the gear ratio of the second gear to the first gear shown in FIG. The slip amount 3 accordingly
59 is also smaller than the slip amount 309 in FIG. In the case of the control for increasing or decreasing the engine torque depending on the slip amount or the gear ratio, the increase in the engine torque should be adjusted accordingly.
0 is suppressed more than the rising curve 310 in FIG. As a result, the engine torque formation during the downshifting process depends on the slip amount, that is, the difference between the engine speed and the transmission speed. 8 and 9 show a further embodiment of the upshift. That is, FIG. 8 shows an upshift from the first gear to the second gear, and FIG. 9 shows an upshift from the fourth gear to the fifth gear. In this case, the transmission input speed 401 is shown as a function of time. Similarly, engine speed 4
02 and the engine torque 403 are also shown as functions of time. The amount of slip 404 during the upshift process from the first gear to the second gear is relatively large. Therefore, the rise 405 of the engine torque is kept small or flat as expected. The slip amount 406 in FIG. 9 is relatively small. Therefore, under the upshift process, the engine torque 407 is controlled so as to increase more steeply. The control of the formation or release of the engine torque, which depends on the amount of slip or on the ratio of the transmission ratio, is thereby performed during or after the automatic shifting process, with the control of the engine torque or the engine speed and the control of the engine speed.
-Realized by a combination of gas systems.

The claims submitted with the invention are foresighted formal definitions for obtaining sufficient protection.
Further advantageous embodiments and refinements of the invention are specified in the dependent claims.

In the dependent relationships used in the dependent claims, the features of each dependent claim suggest further developments of the requirements of the independent claims. They do not imply a waiver of independent objective protection over the features of the dependent claims.

The requirements of these dependent claims are also specific inventions that include configurations that do not depend on the requirements of the preceding dependent claims.

The present invention is not limited to the embodiments described in the specification. On the contrary, many changes and modifications are possible within the scope of the invention. In particular, in such variations and combinations of modified elements, for example, combinations and modifications of individual embodiments throughout the specification, and features or requirements or method steps described in the claims or included in the drawings are also unique. Invention, a manufacturing method by a combination of these features,
New requirements and method steps or method step sequences are also possible, which also relate to the method of inspection and the method of operation.

[Brief description of the drawings]

FIG. 1 is a schematic view of a drive train of an automobile.

FIG. 2 is a block circuit diagram for explaining an embodiment of the present invention.

FIG. 3 is a diagram for explaining an embodiment of the present invention.

FIG. 4 is a diagram for explaining an embodiment of the present invention.

FIG. 5 is a diagram for explaining an embodiment of the present invention.

FIG. 6 is a diagram for explaining an embodiment of the present invention.

FIG. 7 is a diagram illustrating an embodiment of the present invention.

FIG. 8 is a diagram illustrating an embodiment of the present invention.

FIG. 9 is a diagram for explaining an embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Drive unit 2 Torque transmission system 2a Flywheel 2b Starter gear rim 2c Clutch disk 2d Pressure plate 2e Clutch cover 2f Disc spring 3 Transmission 4 Differential 5 Output shaft 6 Wheel 7 Control unit 8 Actuator 9 Release mechanism 10 Release bearing DESCRIPTION OF SYMBOLS 11 Pressure medium line 20 Engine electronic control unit 23 Accelerator pedal 24 Sensor 30 Transmission electronic control unit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code Agency reference number FI Technical display location // G05B 11/36 501 G05B 11/36 501F

Claims (43)

[Claims] 1. A device for controlling an automatic transmission and / or an automatic torque transmission in a drive train of a motor vehicle with a drive engine, and a control unit, the control unit comprising at least one In a motor vehicle connected to sensors and possibly further electronic units, such as an engine electronic control unit, the control unit controls the engine torque and / or
A target value for the engine speed or a value representing these parameters is determined based on a characteristic map or a function generator and transferred to the engine electronic control unit, which uses this value for the engine torque and / or (or )
An automobile, wherein an engine speed or a value representing these parameters is determined and controlled. 2. A device for controlling an automatic transmission and / or an automatic torque transmission in a drive train of a motor vehicle with a drive engine, a control unit, and at least one control unit.
The control unit controls at least one actuator for operation of the torque transmission system for setting the transmission ratio of the transmission, the control unit comprising at least one sensor and possibly Connected to a further electronic unit, such as an engine electronic control unit, wherein the engine electronic control unit controls the operating state of the drive engine, in a motor vehicle, wherein the control unit controls the engine torque and / or
A target value for the engine speed or a value representing these parameters is determined based on a characteristic map or a function generator and transferred to the engine electronic control unit, which uses this value for the engine torque and / or (or A) An automobile in which a value representing an engine speed or these parameters is determined and controlled. 3. An apparatus for controlling an automatic transmission and / or an automatic torque transmission system in a drive train of a motor vehicle with a drive engine, a control unit, and at least one control unit.
The control unit controls at least one actuator for operation of the torque transmission system for setting the transmission ratio of the transmission, the control unit comprising at least one sensor and possibly Connected to a further electronic unit such as an engine electronic control unit, said engine electronic control unit controlling the operating state of a drive engine, in a motor vehicle, the control unit being controlled in an automatically controlled gear ratio change process. A target value for the engine torque and / or the engine speed or a value representing these parameters is determined on the basis of a characteristic map or a function generator and transferred to the engine electronic control unit, where the value is obtained. Use engine torque and / or engine speed or their parameters A vehicle characterized in that a value representing a data is determined and control is performed. 4. The control unit controls at least one actuator, which performs a gear ratio switching process, in which a switching element inside the transmission is operated by an actuator, and the control unit comprises an engine electronics. The control device is controlled directly or indirectly, under which the engine torque and / or the engine speed of the driven engine is controlled by the desired ratio under the gear ratio change process entered into the first phase. The vehicle according to any one of claims 1 to 3, which is reduced as follows. 5. The control unit determines the engine torque and / or the engine speed, at least during the process of changing the gear ratio, and forwards it to the electronic control unit of the engine, based on this data. The vehicle according to any one of claims 1 to 4, wherein the value of the engine speed and / or the engine torque or the decrease or increase value of the engine speed and / or the engine torque is determined and controlled. 6. The engine according to claim 1, wherein the control unit calculates an engine torque and / or an engine speed or a value representing these parameters based on an operation state.
The vehicle according to any one of the preceding claims. 7. The control unit according to claim 1, wherein the control unit calculates an engine torque and / or an engine speed or a value representing these parameters based on sensor data such as a pedal value. Car. 8. The engine control apparatus according to claim 1, wherein the engine control device determines a controllable engine torque target value (M _mot ) using an engine torque value (M _mot-kup ) supplied from a control unit. The vehicle according to claim 1. 9. The engine torque target value (M _mot )
Is determined from the minimum value of the predetermined engine torque value (M _mot-kup ) and, for example, at least one other parameter as follows: M _mot = Min (M _mot-kup , X); 9. The parameter of claim 7 or 8
The car described. 10. The engine torque target value (M _mot )
Has a minimum value of the predetermined engine torque value (M _mot-kup), for example, be determined as follows from the at least one other _{parameter, M mot = Min [M mot} -kup, f (X)], wherein 9. The vehicle according to claim 7, wherein f (X) represents a function of another parameter. 11. The another parameter includes, for example, a pedal value of an accelerator pedal, a vehicle speed, a wheel rotation speed, a vehicle acceleration, a throttle valve position, a fuel injection time, and / or
The number of revolutions of an engine or a transmission, etc.
10. The vehicle according to any one of 10). 12. The at least one control unit is connected to a shift-intention detecting sensor for detecting a driver-side operation of an element that is operated for introducing a shift process. The car described. 13. The control unit according to claim 1, wherein one of the shifting processes is automatically introduced and / or performed based on a characteristic map, a characteristic curve or other predetermined parameters. Car. 14. The control unit discriminates between at least two operating situations, wherein the first operating situation is a situation in which there is no gear ratio switching process or a change in the gear ratio, 14. The vehicle according to claim 12, wherein the second operating condition is a process of changing the gear ratio or a situation where a change in the gear ratio exists. 15. The engine according to claim 1, wherein the control unit does not affect the engine torque and / or the engine speed determined by the engine electronic control unit in an operating situation in which there is no change in the transmission ratio. Car. 16. In an operating situation in which there is no change in the gear ratio, the control unit determines a value (M) for the engine torque.
_16. The motor vehicle according to claim 1, wherein _mot-kup is determined such that this value is substantially equal to a maximum value or a value obtained by multiplying the maximum value by a coefficient. 17. In an operating situation in which there is no change in the gear ratio, the control unit determines a value (M) for the engine torque.
Motor vehicle according to any of the preceding claims, wherein _mot-kup ) is determined such that this value is substantially constant. 18. The control unit according to claim 1, wherein the control unit sets values for the engine torque and / or the engine speed after an operating condition in which a gearshift process is present, for example, after a new gear ratio has been entered. The vehicle according to claim 1. 19. The engine torque value and / or the engine speed value that can be set by the control unit are time-changed and determined by a predetermined initial value.
8. The vehicle according to 8. 20. An engine torque initial value and / or an engine speed initial value which can be set by the control unit as a function of the operating point and take a positive, negative or zero value. 19. The vehicle according to item 19. 21. The vehicle according to claim 1, wherein a positive initial value for the engine torque is used for control under a speed ratio increase during traction operation. 22. The vehicle according to claim 1, wherein an initial value of zero for the engine torque is used for control under a rise in the gear ratio during the overrun operation. 23. The vehicle according to claim 1, wherein a negative initial value for the engine torque is used for control under a reduction in the gear ratio during the traction operation. 24. The vehicle according to claim 1, wherein a negative initial value for the engine torque is used for control under a reduction in a gear ratio during an engine braking operation. 25. The motor vehicle according to claim 1, wherein the value for the engine torque determined by the control unit is increased or decreased as a function of time starting from an initial value. 26. A predetermined value (M) for an engine torque.
_mot (t)) is increased or decreased as a function of time according to the following equation: M _mot (t _{n + 1} ) = M _mot (t _n ) + m _{Ink / Dek} (t _{n + 1} ) in this case the t _n is the time, the m _{Ink / Dek} is increment or decrement at time (t _{n + 1),} automobile according to any one of claims 1 to 25. 27. An increment or decrement m at a time point (t _n )
_{Ink / Dek} (t _n) takes a constant or different values as a function of time, motor vehicle according to any one of claims 1 to 26. 28. The increment or decrement m _{Ink / Dek} as a function of at least one operating parameter of the vehicle, such as the speed of the engine or transmission, the amount of slip, the pedal value and / or other parameters. 28. The vehicle according to any one of claims 1 to 27, which is defined. 29. The increment or decrement has at least two components, the components being at least one operating parameter of the vehicle, such as the number of revolutions of an engine or a transmission, the amount of slip, the gear ratio, the pedal. The value is defined as a function of values and / or other parameters.
28. The vehicle according to any one of 28. 30. The at least one component of the increment or decrement m _{Ink / Dek} is defined as a function of the pedal value, for example according to the relationship m _{Ink / Dek} (pedal value) = a * pedal value. 30. The vehicle according to any one of -29. 31. The method according to claim 1, wherein at least one component of the increment or decrement m _{Ink / Dek} is determined as a function of the amount of slip, for example according to the following relationship: m _{Ink / Dek} (slip amount) = b * slip amount. The vehicle according to any one of claims 30 to 30. 32. incrementing or decrementing m _{Ink / Dek} (t _n) has the following _{formula, m Ink / Dek (tn)} = f [m Ink / Dek ( Pedal value) -m
_{Ink / Dek} (slip amount), X], wherein the function of the individual components is determined, wherein X is possibly a further parameter. 33. The method according to claim 28, wherein the increment or decrement is a gear ratio (GAN).
G) or as a function of the gear position, for example determined according to the following formula: m _{Ink / Dek} (new) = m _{Ink / Dek} (old) −K * f (GANG), where (new) and (old) are respectively As the new and old parameters, K is a coefficient and f is
The vehicle according to any one of claims 1 to 32, wherein is a function. 34. The increment or decrement is determined by a gear ratio (GANG)
Or as a function of shift speeds, for example, the following _{formulas, m Ink / Dek (new)} = m Ink / Dek (old) -K * (i n /
i _aktuell ) ^m , where (new) and (old) are new and old increment or decrement parameters, respectively, and
Is a coefficient, the speed ratio i _n is the gear ratio of the gear stage n, the speed ratio i _aktuell the gear ratio of the gear stage which is presently on,
The said m is a predetermined | prescribed index | exponent any one of Claims 1-33.
The vehicle described in the item. 35. The automatic gear ratio changing step is a downshifting step, in which the gear ratio after the switching step is larger than the gear ratio before the switching step. The device according to claim 1. 36. Before controlled operation of the switching element inside the transmission by at least one actuator and / or before disengaging the torque transmission system,
36. The method according to claim 1, wherein the engine speed / engine torque is reduced as desired using the control unit.
Item. 37. The control unit controls an engine electronic control device to reduce engine speed / engine torque, and the engine electronic control device controls the engine speed / engine speed.
The device of claim 35, wherein the device reduces engine torque. 38. The direct or indirect control of the engine electronic control unit is performed using a control unit, whereby a change such as an increase or decrease in engine torque and / or engine speed is performed. The device according to any one of claims 1 to 37. 39. The electronic control unit according to claim 1, wherein the indirect control of the engine electronic control unit is performed by using another electronic unit connected in an intermediate manner, such as a transmission electronic control unit. apparatus. 40. The indirect control of the engine electronic control unit is performed such that the control unit is communicably connected to another electronic unit such as a transmission electronic control unit. Upon receiving a control signal from a control unit, the electronic unit controls the engine electronic control unit for changes such as increasing or decreasing the number of revolutions of a drive unit, wherein one of the electronic units operates as a master unit and the other electronic units operate. Apparatus according to any of the preceding claims, wherein the unit operates as a slave unit. 41. A control change, such as an increase or decrease in the engine speed, is made substantially up to a predetermined target value, said predetermined target value being determined or calculated by the control unit. 41. The apparatus according to any one of 40. 42. A method for controlling an automatic transmission and / or an automatic torque transmission system in a drive train of a motor vehicle with a drive engine, comprising a control unit, the control unit comprising: At least one sensor;
Optionally connected to a further electronic unit, such as an engine electronic control, wherein the engine electronic control is of the type for controlling the operating state of the driving engine, wherein the control unit allows the engine torque and / or
A value for the engine speed is determined based on a characteristic map or a function generator and transferred to the engine electronic control unit. Using this value, the engine electronic control unit determines and controls the engine torque and / or the engine speed. Performing the method. 43. Apparatus according to at least one of claims 1 to 41 applied under said control.
The described method.