DE102006055448A1 - Method for decoupling at least one torque source, drive for a motor vehicle, control system and motor vehicle - Google Patents

Abstract

The invention relates to a method for decoupling at least one torque source (M1,..., Mn) from at least one further torque source (Mn + 1,..., Mm) of a drive train (10) which is used to generate an output torque (20). at its rear end over a plurality of successively arranged, by rotating shafts mechanically interconnected torque sources (M1, ..., Mm), wherein between at least one pair of adjacent torque sources (Mn, Mn + 1) a separating clutch (12) is arranged which is opened to disconnect the torque sources (M1, ..., Mn) arranged in front of the disconnect clutch (12) from the remainder (Mn + 1, ..., Mm) of the drive rod (10) located behind the disconnect clutch (12), and wherein on both sides of the separating clutch (12) at least one torque source with respect to its torque output to the drive train (10) for generating a desired course of the output torque (20) is controllable, wherein the at least two on different Be ten of the separating clutch (12) arranged controllable torque sources in a Abkoppelvorbereitungsperiode before opening the separating clutch (12) are controlled so that the sum of the total at the end of Abkoppelvorbereitungsperiode on the separating clutch (12) acting moments canceled and the required course of the output torque ( 20) is maintained during the decoupling preparation period. The invention further relates to a corresponding drive, a control system and a motor vehicle.

Description

Territory of invention

The The invention relates to a method for decoupling at least one Torque source of at least one further torque source of a drive train, for generating an output torque at its rear Over a plurality of successively arranged, by rotating Shafts mechanically interconnected torque sources extends, wherein between at least one pair of adjacent moment sources a Disconnect clutch is arranged, which for uncoupling the front of the separating clutch arranged torque sources located from behind the separating clutch Rest of driveline open is, and wherein both sides of the separating clutch in each case at least a moment source with respect to their momentum delivery to the powertrain to produce a demanded History of the output torque is controllable.

• – einen Triebstrang, der sich über eine Mehrzahl von hintereinander angeordneten, durch rotierende Wellen mechanisch miteinander verbundenen Momentenquellen erstreckt, wobei zwischen wenigstens einem Paar benachbarter Momentenquellen eine Trennkupplung angeordnet ist, die zum Abkoppeln der vor der Trennkupplung angeordneten Momentenquellen vom hinter der Trennkupplung gelegenen Rest des Triebstrangs geöffnet werden kann, und
• – Steuermittel zur Erzeugung eines verlangten Verlaufs eines Abtriebsmomentes am hinteren Ende des Triebstrangs durch Steuerung von beiderseits der Trennkupplung angeordneten, bezüglich ihrer Momentenabgabe an den Triebstrang steuerbaren Momentenquellen.

The invention further relates to a drive for a Krafffahrzeug, comprising

• A driveline extending over a plurality of torque sources mechanically interconnected by rotating shafts, wherein a disconnect clutch is arranged between at least one pair of adjacent torque sources for decoupling the torque sources located in front of the disconnect clutch from the remainder of the clutch behind the disconnect clutch Driveline can be opened, and
• - Control means for generating a desired course of an output torque at the rear end of the drive train by controlling arranged on both sides of the separating clutch, with respect to their torque output to the drive train controllable torque sources.

The Invention finally relates a control system for controlling uncoupling of at least one Moment source of at least one further torque source of a Driveline and a motor vehicle, which such a control system or comprises a drive mentioned above.

State of technology

Such generic methods and vehicle drives are from the DE 29 43 554 C2 known. This document discloses a drive for a hybrid vehicle with an internal combustion engine and an electric machine as parts of a drive train, which further includes, inter alia, a manual transmission, a differential gear and various disconnect couplings. Both the internal combustion engine and the electric machine can exert positive torque on the drive train as positive torque sources. Both components also exert negative torque on the powertrain due to their moment of inertia. In particular, the electric machine, which can be used both for engine operation and for generator operation, can exert a significant negative torque on the drive train. Other components of the powertrain, such as the manual transmission and the differential gear due to their inertial moments exert only negative torques on the drive train.

At the rear end of the powertrain is the sum of all the powertrain exercised Torque an output torque, which transmitted via the wheels on the road and so causes the vehicle movement. To control the history of the output torque, i. to control the course of movement of the Motor vehicle control means are provided, in particular the Internal combustion engine and the electric machine with respect to their to the drive train control the delivered torque, wherein the control means with user-operated Adjusting means are coupled via the one user wishes in terms of the driving behavior of the motor vehicle to the control means communicate can.

Next the design of the course of the output torque have the control means also the tasks, the distribution of torque delivery between combustion engine and electric machine to coordinate, this usually under certain Programs, for example, with a view to a minimized Fuel consumption are optimized. It is sometimes necessary, a or more torque source, in particular the internal combustion engine decoupling from the rest of the powertrain. This is in the known drive between the internal combustion engine and the electric machine, a separating clutch provided that opened as needed becomes. However, this often results the problem that by the sudden uncoupling with a significant moment of inertia occupied internal combustion engine a jerky fluctuation of the output torque arises, resulting in a likewise jerky (positive or negative) acceleration of the entire vehicle. This reduces the ride comfort considerably.

In the known device, this problem is countered by dispensing with the flywheel which is customary for internal combustion engines, and by replacing the moment of inertia lost here by additional rotating masses on the side of the electro-machine side of the separating clutch. Due to this reduction of the moment of inertia of the combustion engine, the jerk occurring during decoupling is limited. Nevertheless, it has proved in practice sen that also the remaining jerk is regarded as driving comfort mitigating.

From the DE 698 18 194 T2 , the German translation of the EP 0 916 539 B1 , A hybrid drive is also known in which, however, the internal combustion engine and electric machine can not be separated from each other by means of a separating clutch. Torque sources are therefore not decoupled in this known device. Nevertheless, for example, during the transition of the electric machine from the generator mode into the motor mode, a functional "decoupling" of the generator and a simultaneous "coupling" of the electric motor can occur. These transitions can also be accompanied by a comfort-reducing jerk. In the known drive, therefore, the internal combustion engine is briefly controlled to an increased speed before switching the electric machine from the generator mode in the engine operation. This should lead to a reduction of the jerk, according to the cited document. Basically, however, this known drive must be regarded as disadvantageous due to the permanent, mechanical coupling of all torque sources with the drive train, because it also currently not required components are always co-operated and act with a negative moment contribution to the drive train. This is not desirable in terms of energy consumption.

task

It The object of the present invention is a generic method for decoupling torque sources from a drive train in such a way, that a jerk completely or almost completely can be avoided.

It Another object of the present invention is a generic drive for a motor vehicle to disposal to provide a smooth decoupling of one or more of his Moment sources allows.

It Another object of the present invention is a control system to disposal to provide, with the help of which the decoupling of torque sources can be designed smoothly by a drive train.

It is finally the object of the present invention to provide a motor vehicle, from the drive train torque sources are uncoupled decoupled.

presentation the invention

The The first task mentioned above is combined with the characteristics of the Preamble of claim 1 solved by the fact that the at least two different sides of the clutch arranged, controllable Moment sources in a Abkoppelvorbereitungsperiode before opening the separating clutch be controlled so that the sum of the at the end of the Abkoppelvorbereitungsperiode total acting on the separating clutch lifts moments and the required course of the output torque during Abkoppelvorbereitungsperiode is maintained.

The The second object mentioned above is associated with the features the preamble of claim 7 solved by the control means set up are, on different sides of the clutch arranged, controllable Moment sources in a Abkoppelvorbereitungsperiode before opening the Disconnect clutch to control so that the sum of the at the end of Abkoppelvorbereitungsperiode total on the clutch acting moments picks up and the required course of the output torque during the Decoupling preparation period is maintained.

The The third object mentioned above is characterized by the features of claim 8 solved, i.e. by a control system for controlling uncoupling, at least a moment source of at least one further torque source a driveline, which is responsible for generating a driven torque at its rear end over a plurality of successively arranged, by rotating Shafts mechanically interconnected torque sources extends, wherein between at least one pair of adjacent torque sources a separating clutch is arranged, which is used to uncouple the before Separating clutch arranged torque sources from behind the separating clutch located remainder of the drive train can be opened, and wherein on both sides of the separating clutch in each case at least one torque source in terms of their torque output to the drive train to produce a required course the output torque over Control means is controllable, which are the controllable torque sources in a Abkoppelvorbereitungsperiode before opening the clutch so control that the sum of the at the end of the decoupling preparation period total acting on the separating clutch lifts moments and the required course of the output torque during Abkoppelvorbereitungsperiode is maintained.

The The above fourth object is achieved by the features of claims 9 and 10 solved, i.e. by a motor vehicle, comprising a drive according to the invention or a control system according to the invention.

Below are the effects and benefits of the above, different aspects of the invention will be discussed together.

In contrast to the prior art, in which one relies on the fact that the fluctuation of the output torque when opening the clutch between two controllable torque sources due to the design-related reduction of the moment of inertia of the decoupled torque source will be sufficiently low, the present invention provides an active control of the ratio the torque contributions of the controllable torque sources on both sides of the separating clutch. This activation takes place with a view to two concrete control objectives. On the one hand, the controllable torque sources are controlled on both sides of the separating clutch in such a way that the torque contributions of all components before the separating clutch cancel those of all components behind the separating clutch. This means that the clutch is torque-free after the Abkoppelvorbereitungsphase. As a result, any jerk is avoided when opening the clutch. On the other hand, it is the aim of the control that the user of the vehicle registers the change of the operating mode, ie the decoupling of certain torque sources as little as possible. This means that in addition to the decoupling pressure also a change in the driver's required course of the output torque is omitted. This applies both in the event that the output torque remains substantially constant at the request of the driver during decoupling and their preparation, as well as for those cases in which the decoupling takes place during a positive or negative acceleration process initiated by the driver. For example, include a drive train, the torque sources M1, M2, ..., Mn before a disconnect clutch and the torque sources Mn + 1, Mn + 2, ..., Mn + m behind the clutch, ie n torque sources before and m torque sources behind the clutch , Thus, the above-explained first control target regarding the clutch torque MK, that is, the total torque acting on the disconnect clutch at time T, can be written as MK (T) = M1 (T) + ... + Mn (T) = 0, where T is the time of opening the disconnect clutch.

The second above-mentioned control target, concerning the course of the output torque during Abkoppelvorbereitungsphase, however, depends on its desired by the driver course. For example, this control target can be formulated mathematically in the case of a constant trip during the decoupling preparation phase MK (t) + Mn + 1 (t) + ... + Mn + m (t) = const. for all 0 ≤ t ≤ T, where t is a time within the decoupling preparation phase from 0 to T.

In phases of linear acceleration of the motor vehicle, ie linear increase of the output torque, the second control target can be formulated as d / dt [MK (t) + Mn + 1 (t) + ... + Mn + m (t)] = const. for all 0 ≤ t ≤ T

For the expert it is easy, in the light of the teachings disclosed here, also the mathematical Formulations for the second control goal for more complex gradients of the desired or specify requested output torque.

Preferably is provided that a part of the separating clutch arranged controlled torque source an internal combustion engine and on the other hand the separating clutch arranged controlled torque source is an electric machine. This means in other words that the inventive method and the drive according to the invention preferably in a hybrid vehicle with separable internal combustion engine and electric machine are used. It is irrelevant which of the two components in front of or behind the separating clutch is arranged. Also, embodiments are conceivable in which further controllable moment sources on the one hand or provided on both sides of the separating clutch.

The options and technical requirements for controlling torque sources, in particular of internal combustion engines and electric machines with respect to their Torque delivery to a drive train are well known to those skilled in the art. Also, the question of which concrete measures to achieve the The aforementioned control objectives must be taken, the expert in the face the teachings disclosed here, taking into account his specialist knowledge answer easily. Exemplary is only the possibility the establishment of one or more control circuits specified, wherein the regulation by software, hardware or a combination thereof can be done.

at an embodiment The invention will be the sum of acting on the clutch Moments of a total torque sensor in the area of the disconnect clutch is arranged, measured and connected to control means for controlling the controllable Feedback sources fed back. The same is true for the output torque conceivable and preferably provided.

Furthermore, it may be that in extreme driving situations, the attainment of the control objectives according to the invention is not or only possible in that way one or more of the driveline components enter an adverse or detrimental operating range. As an example, too high or too low a speed of internal combustion engine or electric machine is called. In a development of the invention, it is therefore provided that boundary conditions are stored in memory means coupled to the control means, within which control of the controllable torque sources takes place. Preferably, upon detection that the control objectives according to the invention can not be achieved without breaking the boundary conditions, the decoupling preparation phase is interrupted and at least momentarily dispensed with the planned decoupling of torque sources.

to Determination of during the Abschoppelvorbereitungsphase maintain course of the output torque Different variants are conceivable. In a particularly simple Variant is the course of the output torque during Abkoppelvorbereitungsphase fixed. Preferably, it is specified as constant. Demands that Driver however during the Abkoppelvorbereitungsphase an output torque change, e.g. a vehicle acceleration, would be a forced constant maintenance the output torque during the Abkoppelvorbereitungsphase perceived by the driver as unpleasant and possibly to shake his confidence in the vehicle. In a further education The invention is therefore intended that for the determination of an estimated, during the Abkoppelvorbereitungsphase maintained course of the output torque the actual History of the output torque for determined a predetermined period of time before Abkoppelvorbereitungsphase and the estimated history by extrapolation calculated from the stored history. The choice of the concrete Extrapolationsmodells therefore remains the expert in terms of specific application reserved. The idea of this embodiment is it, from the driver's request before Abkoppelvorbereitungsphase on the wished Output torque curve during to close the Abkoppelvorbereitungsphase.

alternative or additionally may also be provided for the determination of the estimated, during the Abkoppelvorbereitungsphase maintained course of the output torque a history of settings of user-actuated actuators during the Abkoppelvorbereitungsphase detected and the estimated drive torque curve by conversion according to given rules from the acquired attitude course is calculated. Although this variant requires faster calculation means in taxation, but has the advantage of greater immediacy the reaction of the vehicle during the Abkoppelvorbereitungsphase. The idea here is current Driver commands, as they are via adjusting means, such as an accelerator pedal, from the driver to the control means be communicated directly to the controller during the To incorporate decoupling preparation phase.

Short description the drawings

Further Details of the invention will become apparent from the following detailed Description and attached Drawings that serve to illustrate the invention by way of example.

For this shows:

1 : A block diagram of a constructed of several torque sources drivetrain of a motor vehicle.

2 : A schematic representation of an exemplary torque curve in train operation.

3 : a schematic representation of an exemplary torque curve in overrun mode.

4 : an alternative representation of the in 2 illustrated torque curve.

5 : an alternative representation of the in 3 illustrated torque curve.

description preferred embodiments

1 shows in the form of a block diagram a schematic representation of a drive train 10 of a motor vehicle. The powertrain 10 consists of a plurality of torque sources M1 to Mn before a separating clutch 12 and a plurality of torque sources Mn + 1 to Mn + m behind the disconnect clutch 12 together. The drive train 10 serves to generate an output torque A at its rear end. For simplicity of explanation, reference will be made below to the reference Mx to both the physical moment sources and their driveline moments. The moment sources or moments can be both positive and negative, wherein a negative torque source is also referred to as a torque sink.

For example, before the disconnect clutch 12 an internal combustion engine arranged whose internal moment, for example M1, positive to the drive train 10 acts. The caused by the moment of inertia of the moving parts loss torque of the engine, however, has a negative effect on the drive train 10 , Behind the separating clutch 12 For example, an electric machine is arranged, which in motor operation a positive moment and in generator mode a negative moment on the drive train 10 exercises. Other torque sources, such as a manual transmission or a differential gear act purely negative on the drive train 10 ,

In the aforementioned example, the internal torque of the internal combustion engine can be controlled, for example, by varying the air and / or fuel supply, whereas the loss torque is generally not significantly influenced. That from the electric machine to the powertrain 10 applied moment is usually also controllable, both in the positive and in the negative range. The control means required to control the controllable torque sources are in 1 not shown.

2 shows schematically and greatly simplified an exemplary course of moments of the drive train 10 before, during and after decoupling one before the disconnect clutch 12 located internal combustion engine from one behind the separating clutch 12 located electric machine. In 2 three periods are recognizable. A first section relates to the time before initiation of a decoupling of the internal combustion engine. This time span is in 1 represented by t <0. At time t = 0, decoupling is initiated with a decoupling preparation phase starting. The initiation of the decoupling is preferably carried out automatically, but also a user-initiated initiation is conceivable. The second phase from t = 0 to t = T is referred to here as the Abkoppelvorbereitungsphase and ends at time t = T with the physical opening of the clutch. The following time t> T corresponds to the time following the uncoupling.

During the time t <0, the total moment is set 20 , corresponding to the output torque A of the drive train 10 essentially from the moment contribution 22 of the internal combustion engine and the moment contribution 24 the electric machine together, which are both positive in the case of train operation shown. The moment contribution 22 of the internal combustion engine is composed of its internal moment 220 and its negative loss moment 222 , In order to carry out the decoupling of the internal combustion engine without jerking, in the decoupling preparation phase from t = 0 to t = T, the different torque contributions are matched and adjusted according to the invention. There are two goals realized. On the one hand, that's supposed to be on the separating clutch 12 acting moment disappear.

On the other hand, however, the course of the output torque A ( 20 ) to be kept. In the illustrated case, this corresponds to keeping A constant, although other output torque characteristics are also conceivable. To that on the separating clutch 12 During the decoupling preparation phase, the momentary moment disappears 220 of the internal combustion engine drove down so far that it is precisely the loss moment not influenceable 222 compensated. This disappears the moment 22 of the internal combustion engine, ie in the present simplified case, that before the separating clutch 12 introduced total moment. In order to keep the output torque A constant, the torque contribution must be constant 24 the electric machine are raised accordingly at the same time. At time t = T, the internal combustion engine can then be opened by opening the separating clutch 12 be decoupled, what in 2 by continuation of the moment graphs 220 and 222 is shown as dashed lines. The output torque A ( 20 ) remains unchanged throughout. Overall, the uncoupling process is completely smooth.

4 is an alternative representation of the process of 2 , With the reference number 20 is again the output torque A designated. The negative torque loss of the internal combustion engine is in 4 mirrored in the positive area and with the reference numeral 222 ' Mistake. This is the inner moment 220 ' of the internal combustion engine additively. The output torque A ( 20 ) existing torque difference is from the electric machine with their moment contribution 24 who in 4 shown as arrows in the positive direction, balanced. This representation makes the shutdown of the inner moment 220 ' of the internal combustion engine until the compensation of the loss torque 222 ' especially clear.

3 shows using the same designations as in 2 the torque curve in overrun mode. The output torque A ( 20 ) is negative in this case. It is in turn essentially composed of the moment contribution 22 of the internal combustion engine and the moment contribution 24 the electric machine. The moment contribution 22 the internal combustion engine is negative overall and is affected by its negative loss torque 222 dominated. The always positive inner moment 220 of the internal combustion engine is almost zero. The negative sign of the moment contribution 24 the electric machine results from their operation in the generator mode. During the decoupling preparation phase, the inner moment becomes 220 of the engine raised so far that its loss torque 222 is compensated, so that the total moment contribution 22 before the disconnect clutch 12 disappears. At the same time, preferably by increasing the generator load its negative moment 24 so far amplified that the output torque A ( 20 ) remains constant.

To identify the physical decoupling at the time t = T, the torque contributions of the internal combustion engine for the time t> T gestri smile.

5 is an alternative representation of the course of 3 , analogous to 4 , The loss moment 222 ' of the internal combustion engine is shown here with its correct sign negative, whereas the additively based on this inner moment 220 ' of the internal combustion engine is mirrored in the negative range. The difference to the negative output torque A, ( 20 ) is indicated by the as negative arrows 24 shown torque contribution of the electric machine compensated in generator mode.

Of course, the embodiments shown in the figures and discussed in the specific description represent only illustrative embodiments of the present invention. In particular, in the specific illustration of the invention, for the sake of simplicity, the presentation and discussion of many other, usually negative, moment sources, such as frictional Bearings, gearbox etc. waived. The invention was also the concrete example of one before the separating clutch 12 arranged internal combustion engine and one behind the separating clutch 12 arranged electric machine explained. Other embodiments with different types of controllable torque sources, such as several electric machines, or another arrangement of the torque sources in the drive train are quite conceivable. However, this does not change the principle of the invention as defined in the claims.

10

drive train

12

separating clutch

20

output torque

22

torque contribution internal combustion engine

220

inner Moment internal combustion engine

220 '

inner Moment internal combustion engine

222

torque loss internal combustion engine

222 '

torque loss internal combustion engine

24

torque contribution electric machine

Claims (10)

Method for decoupling at least one torque source (M1, ..., Mn) from at least one further torque source (Mn + 1,..., Mm) of a drive train ( 10 ), which is used to generate an output torque ( 20 ) at its rear end via a plurality of successively arranged, by rotating shafts mechanically interconnected torque sources (M1, ..., Mm), wherein between at least one pair of adjacent torque sources (Mn, Mn + 1) a separating clutch ( 12 ) is arranged to uncouple the before the separating clutch ( 12 ) arranged torque sources (M1, ..., Mn) from behind the separating clutch ( 12 ) remainder (Mn + 1, ..., Mm) of the drive train ( 10 ) is opened, and wherein on both sides of the separating clutch ( 12 ) at least one torque source with respect to their torque output to the drive train ( 10 ) for generating a required course of the output torque ( 20 ) is controllable, characterized in that the at least two on different sides of the separating clutch ( 12 ) controllable torque sources in a Abkoppelvorbereitungsperiode before opening the separating clutch ( 12 ) are controlled so that the sum of the total at the end of Abkoppeloppelbereitbereitungsperiode on the separating clutch ( 12 ) acting moments and the required course of the output torque ( 20 ) is maintained during the decoupling preparation period. A method according to claim 1, characterized in that a part of the separating clutch ( 12 ) arranged controlled torque source, an internal combustion engine and on the other hand, the separating clutch ( 12 ) arranged controlled torque source is an electric machine. Method according to one of the preceding claims, characterized in that the sum of the on the separating clutch ( 12 ) moments of a total torque sensor, which is arranged in the region of the separating clutch, is measured and fed back to control means for controlling the controlled torque sources. Method according to one of the preceding claims, characterized characterized in that coupled to the control means storage means Boundary conditions are defined, within which the control of the controllable torque sources takes place. Method according to one of the preceding claims, characterized in that for determining an estimated course of the output torque (to be maintained during the decoupling preparation period) ( 20 ) the actual course of the output torque ( 20 ) is determined and stored during a predetermined time period before the decoupling preparation period, and the estimated course is calculated by extrapolation from the stored history. Method according to one of claims 1 to 4, characterized in that for determining an estimated, during Abkoppelvorbereitungsperiode maintained course of the output torque ( 20 ) detects a course of settings of user-actuated actuating means during Abkoppelvorbereitungsphase and the estimated output torque curve is calculated by conversion according to predetermined rules from the detected adjustment course. Drive for a motor vehicle, comprising - a drive train ( 10 ) which extends over a plurality of torque sources (M1, ..., Mm) which are arranged one behind the other and are mechanically interconnected by rotating shafts, a separating clutch being arranged between at least one pair of adjacent torque sources (Mn, Mn + 1). 12 ) is arranged to uncouple the before the separating clutch ( 12 ) arranged torque sources (M1, ..., Mn) from behind the separating clutch ( 12 ) remainder (Mn + 1, ..., Mm) of the drive train ( 10 ), and - control means for generating a required curve of an output torque at the rear end of the drive train ( 10 ) by controlling both sides of the separating clutch ( 12 ), with respect to their torque output to the drive train ( 10 ) controllable torque sources, characterized in that the control means are arranged on different sides of the separating clutch ( 12 ) controllable torque sources in a Abkoppelvorbereitungsperiode before opening the separating clutch ( 12 ) in such a way that the sum of the total amount at the end of Abkoppeloppelbereitbereitungsperiode on the separating clutch ( 12 ) acting moments and the required course of the output torque ( 20 ) is maintained during the decoupling preparation period. Control system for controlling the decoupling of at least one torque source (M1, ..., Mn) from at least one further torque source (Mn + 1, ..., Mm) of a drive train ( 10 ), which is used to generate an output torque ( 20 ) at its rear end via a plurality of successively arranged, by rotating shafts mechanically interconnected torque sources (M1, ..., Mm), wherein between at least one pair of adjacent torque sources (Mn, Mn + 1) a separating clutch ( 12 ) arranged to uncouple the torque sources (M1, ..., Mn) arranged in front of the separating clutch from behind the separating clutch ( 12 ) remainder (Mn + 1, ..., Mm) of the drive train ( 10 ) can be opened, and wherein on both sides of the separating clutch ( 12 ) at least one torque source with respect to their torque output to the drive train ( 10 ) for generating a required course of the output torque ( 20 ) is controllable via control means, which the controllable torque sources in a Abkoppelvorbereitungsperiode before opening the separating clutch ( 12 ) in such a way that the sum of the torques acting on the separating clutch at the end of the decoupling preparation period is canceled out altogether and the required course of the output torque ( 20 ) is maintained during the decoupling preparation period. Motor vehicle, in particular hybrid vehicle, comprising a drive according to claim 7. Motor vehicle, in particular hybrid vehicle, comprising A control system according to claim 8.