WO2004018890A2 - Method for insulating torsional vibrations in a drive train - Google Patents

Abstract

The invention relates to a method for insulating torsional vibrations in a drive train which is coupled to an internal combustion engine such that the drive train can be charged by the said internal combustion engine. Said drive train comprises at least one clutch device which can be actuated in at least one slip mode. The invention also relates to a method for determining the touch point of a friction clutch device which is arranged in a drive train. The invention further relates to the use of a friction clutch device and an electronic control device.

Description

 Process for isolating rotary vane

The invention relates to a method for isolating torsional vibrations, a method for determining the touch point of a friction clutch device, the use of a clutch device and an electronic control unit.

It is already known to isolate torsional vibrations in drive trains. So - especially in the automotive industry - dual mass flywheels are used to isolate torsional vibrations. Such dual-mass flywheels are connected, for example, to the drive train of a motor vehicle and have a part coupled to the drive train on the engine side, and a part which is coupled to the portion of the drive train which, from the point of view of the dual-mass flywheel, faces the drive wheels of the motor vehicle. Elastic elements are connected between this part coupled on the motor side and this part coupled to the drive wheel side of the drive train, via which a torque can be transmitted between the internal combustion engine and the drive wheels. Certain vibration excitations, which are caused, for example, by the combustion process of the internal combustion engine, are isolated by means of the dual-mass flywheel or its elastic elements.

The invention has for its object to provide a further method for isolating torsional vibrations in a drive train, which is reliable, as well as a reliable method for determining the touch point of a friction clutch device and an electronic control unit, which has reliable control functionalities.

The object is achieved by a method for isolating torsional vibrations in a drive train, such as a motor vehicle drive train, which is coupled to an internal combustion engine in such a way that this internal combustion engine can load the drive train, at least one clutch device being arranged in the drive train, which at least also can be operated in a slip mode, the clutch device being actuated in predetermined speed and / or torque ranges in such a way that it is operated in a slip mode in order to isolating the internal combustion engine. Alternatively, a method for determining the touch point of a friction clutch device, which is arranged in a drive train, is proposed, wherein in this drive train, in addition to the first, friction clutch device, at least one further, second friction clutch device is provided, as well as a transmission device, and wherein by means of the first friction clutch device first group of gears of the transmission device can be shifted and by means of the second friction clutch device a second group of gears, and wherein the touch point of at least one of these clutch devices is adapted.

An inventive use of a clutch device according to the proposed method and a control device according to the invention is also included in the scope of the invention.

According to the invention, a method for isolating torsional vibrations in a drive train is provided in particular. Such a drive train can be, for example, a motor vehicle drive train. The drive train is coupled to an internal combustion engine such that this internal combustion engine can load this drive train. Furthermore, at least one clutch device is arranged in the drive train, which can also be operated in a slip mode. In particular, it is provided that this clutch device can not only be operated in slip operation, but can also be opened completely so that it does not transmit any torque and can be closed completely so that it can fully transmit an applied torque or that it can transmit a moment that the input speed is equal to the output speed. The clutch device is, for example, a starting clutch of a motor vehicle. Several starting clutches can also be provided.

According to the invention, it is provided in particular that the clutch device is controlled in predetermined speed and / or torque ranges in such a way that it is operated in a slip operation in order to isolate or partially isolate torsional vibrations of the internal combustion engine. These speed or torque ranges are, in particular, engine speed and / or engine torque ranges. The clutch device is preferably a friction clutch. The coupling device is particularly preferably an electronically controlled coupling. Such a preferred, electronically controlled clutch device can be, for example, such as clutch devices that are offered by the applicant under the name "Electronic clutch management" (EKM). In particular, it can be provided that the coupling device is actuated automatically.

It should be noted that the control of the slip is to be understood as either control in the actual sense or control in the sense of "rules".

The slip control can in particular be such that a target differential number is specified. This target differential speed is in particular the speed that is given between an input part and an output part of the coupling device, so that the relative movement between these parts corresponds to the slip.

In the following, the control of the slip or the control of the differential slip speed is referred to, although it should be noted that this can also be a regulation according to the invention.

As already mentioned, a (target) differential slip speed is preferably determined and / or used to isolate torsional vibrations of the internal combustion engine by means of the clutch device. Instead of the target differential slip speed, a (target) speed interval or a (target) differential slip speed interval can also be determined and / or used, for example. Other characteristic values can also be used to isolate the torsional vibrations.

It can be provided, for example, that the target differential slip speed is controlled. It can also be provided that a speed is controlled from a target differential slip number interval.

A target differential slip speed or a (target) differential slip speed interval can predefined and in particular stored in a memory device. For example, without the invention being intended to be limited thereby, a slip map can be specified and in particular stored. In such a slip map, predetermined operating characteristic values can be assigned to predetermined target differential slip speeds or (target) differential slip speed intervals. In particular, this can be such that, depending on predetermined operating characteristic values, such as, for example, engine torque and engine speed (alternatively and additionally, other characteristic values can also be used here), target slip speeds or a (target) differential slip speed intervals are specified. To simplify matters, the following only speaks of (target) slip speeds, it should be noted that such (target) differential slip speed intervals or other intervals or other characteristic values can also be used or specified for setting the slip.

The target differential slip speed may depend, for example, on the predetermined operating parameters of the motor vehicle or the clutch device. In particular, the target differential slip speed can depend on characteristic values of the engine or the internal combustion engine.

In a particularly preferred embodiment, the target differential slip speeds are in the range from, for example, 10 rpm to 70 rpm, preferably 20 rpm to 50 rpm. However, target differential slip speeds that deviate and / or deviate greatly from these ranges can also be specified or used.

The (actual) differential slip speed can be set, for example, via a pilot control and a subsequent regulation. The same applies to the determination of the target differential slip speed. With regard to the target differential slip speed, this would be a process for determining it, while in the case of the (actual) differential slip speed, it would be a process for setting it. However, other options for determining these differential slip speeds can also be used here. Precontrol is preferably carried out, in particular for setting the differential slip speed, in such a way that the transmissible clutch torque controlled in this case corresponds to the desired engine torque. It should be noted that the regulation of the differential slip speed is preferably carried out by means of modulation of the transmissible clutch torque or target clutch torque.

As an example, it has already been mentioned that a slip map can be used. Regarding the slip map, it should also be noted that fixed values can be assigned to one another in such a slip map. However, it can also be provided that characteristic values are provided in such a slip map, which are variables or have variables. For example, in such a slip map, the engine speed and the engine torque can be assigned to a target differential slip speed, which is stored as a function of one or more variables. This means in particular that further characteristic values can be included, such as requirements for noise development or the like.

However, fixed values can also be specified in such a slip map.

It can also be provided that such a slip map is adapted from time to time. For example, this can be such that adaptation processes are carried out from time and time in order to improve the assignment of such a slip map or to adapt it to predetermined specifications. The specifications can be of various types. Such specifications can take into account, for example, the fuel consumption and / or the energy input into the clutch device and / or the clutch wear and / or the fact that sticking of the clutch and in particular a change from sticking and slipping can lead to reduced comfort. For example, temperatures such as clutch temperature or the like can also be taken into account. In this context, it should be noted that such characteristic values can play a role not only in the context of adaptation processes, but also when determining and / or specifying a target differential slip speed, even if no adaptation is provided.

It is preferably provided that the differential slip speed, and in particular the actual differential slip speed, of the clutch device is set or controlled by modulating the torque that can be transmitted by the clutch device. It is also preferred that the coefficient of friction of the clutch device and / or the force-displacement characteristic of the clutch device and / or the contact point of the clutch device is used for slip control of the clutch device.

The touch point of the coupling device is in particular a position of the actuating device of the coupling device, in which the coupling device can transmit a predetermined low torque. Such a torque can be 3 Nm, for example. However, other torque values can also be assigned to the touch point. Such a touch point can be used, for example, to carry out predetermined control functionalities of the coupling device or to serve as a kind of reference basis.

If necessary, the touch point and the coefficient of friction and / or the force-displacement characteristic change during operation of the coupling device. Such changes can be caused, for example, by wear or by changing the clutch temperature or by other influences. The coefficient of friction and / or the touch point and / or the force-displacement characteristic of the clutch device are particularly preferably adapted from time to time.

A predetermined characteristic can be specified for this adaptation.

The slip control advantageously takes place in such a way that no additional wear and damage conditions to be expected for the clutch occur in the long or short term. The slip control can be regulated as a function of the clutch temperature, which can be measured, estimated or modeled, and / or corresponding adaptation parameters can be adapted to protect the clutch from overheating and corrected over the operating time of the vehicle. To protect the clutch, it can be provided, for example, to change the slip speed and / or reduce the engine torque in the event of an expected or existing thermal overload of the clutch due to the slip process in a more favorable slip map, for example by shifting into a different gear. In a preferred embodiment, to determine the target differential slip speed

Noises or predetermined sound signals or predetermined sound intensities are determined and / or used.

It is preferably provided that in particular those noises and / or sound signals and / or sound intensities are taken into account in the determination of the target differential slip speed, which depend on the differential slip speed, that is to say are different at different differential slip speeds. It is particularly preferably provided that sound intensities or sound noises or sound signals are taken into account when determining the target differential slip speed, the sound source of which is given in the area of a drive train component and / or in the area of the internal combustion engine. For example, but this is not intended to limit the invention, noises or sound signals or sound intensities are taken into account, the sound source of which is a transmission device of the motor vehicle, which is arranged in the drive train of this motor vehicle.

In a preferred embodiment, both noise and the fuel consumption of the motor vehicle and possibly the wear of motor vehicle components, such as clutch linings or the like, are taken into account when determining the target speed. The engine torque and / or the engine speed can also be taken into account, for example.

It can also be provided that such different influences are evaluated or weighted in accordance with a predetermined characteristic, which can be provided in particular if different influencing parameters or optima given according to these lead to target slip speeds running in opposite directions. To give an example, it can be seen under the aspect of "noise development" that it makes sense to choose the target differential slip speed as large as possible, while under the aspect "wear of the clutch linings" it can be found that this target differential slip speed is rather low should be chosen. It is preferred that such different parameters are coordinated with one another in a mutually considered optimization and / or evaluation, which can in particular be designed to be weighted, in order to determine a target slip differential speed for a respective operating point to determine.

In a preferred embodiment, it is provided that switching signals or sound intensities or noises are used in the determination of target differential slip speeds, the noises or sound intensities or sound signals being classified according to predetermined criteria and being taken into account according to their classification according to different characteristics. It should first be noted that in the following, instead of sound intensities or sound signals or noises, one speaks to simplify noises, without the invention being intended to be limited thereby.

It is preferably provided that such noises are determined and / or used when determining the target differential slip speed that are influenced by the differential slip speed, in particular the actual differential slip speed. It is further preferred that such noises are taken into account at their source and / or the propagation mechanisms of such noises, such as by damping or superimposition. It is particularly preferably provided that secondary noises are also taken into account, or the instantaneous intensity of secondary noises. The secondary noises are in particular those which are not influenced by a change in the differential slip speed. For example, noises from a music system or signals from a rain sensor, or noises that are caused by a vehicle blower, or noises that are caused by an adjustment of a sliding window or a sliding roof, or noises that are caused by the rolling of the tires on a surface are, or the like, such background noise.

In a preferred embodiment, it is provided that the target slip differential speed is determined in such a way that a predetermined noise limit is specified for noises that change as a function of the differential slip speed, and the target differential slip speed is determined such that this noise limit or this noise level is not exceeded.

The noises, the intensity of which depends on the slip speed difference, also become referred to as main sounds.

For example, it can be provided that a predetermined noise limit for the main noises is established and the target differential speed is determined so that this noise limit is not exceeded. It can also be provided that such a noise limit is determined depending on the current background noise. For example, a noise limit can be specified such that, in particular if there are no background noises or are determined, the sound intensity in the bicycle cell is less than a predetermined sound intensity. If, however, secondary noises are present, it can be specified in a preferred further development that these secondary noises change the noise limit for the main noises. In particular, this can be such that the noise limit for the main noises is increased if there are loud secondary noises which would result in the driver feeling the main noises hardly or not particularly noticeably, even with an increased noise limit. For example, if the secondary noise is absent, the driver may perceive a gear race that can be assigned to the main noises as unpleasant if it exceeds a predetermined noise level. However, if the driver switched on his music system in the vehicle, he might no longer notice the gear rattling even if it exceeded the noise limit, since the noise caused by the music system would drown out the gear rattling. It can also be provided that the driver of a vehicle can influence the noise limit himself.

For example, it can be provided that a driver can set the noise limit higher or lower by appropriate intervention or switch actuation or the like. It can also be provided that a driver has the possibility, by means of appropriate actuating devices, to decide whether or not to take noise into account when determining the target differential slip speed.

Such a possibility can take into account that the noise perception of different people is different. It is preferably provided that the target slip is to be minimized, given predetermined constraints. Such constraints can, for example, be such that the sound intensity, which is caused by main noise, should be less than a predetermined limit at a predetermined point. If necessary, background noises in the manner outlined by us can be taken into account. Furthermore, a driver profile can be taken into account, which can for example be such that the driver feels less or more disturbed by noise.

In a preferred embodiment, noises in the slip map are taken into account. For example, without restricting the invention thereby, an operating state of the vehicle in the slip map can be taken into account, which should be determined or determined in particular by the engine speed, the engine torque and the gear engaged. It is preferably provided that such information is made available via a CAN bus. In a preferred development, the transmission temperature can be taken into account in such a slip map. The gearbox temperature can be determined in a variety of ways. For example, the transmission temperature can be measured or derived from other characteristic values, such as the engine temperature.

The transmission temperature can also be taken into account, for example, using a temperature model.

In a preferred embodiment it is provided that the slip speed is further reduced at a low gear temperature.

It is particularly preferably provided that those characteristic values that can be recorded and / or calculated are taken into account in the slip map. It is also possible to take into account such characteristic values in the slip map that can be estimated.

It can be provided that the rattling or humming of the transmission and / or main noises in the passenger compartment are detected or measured or averaged. It can also be provided that such noises are detected or ascertained in the area of the transmission or at a specific point in the drive train. But it can other positions can also be provided at which these noises are detected or ascertained. A preferred embodiment provides that the noises are determined as airborne noise. It is also possible that they are determined as structure-borne noise. For example, they can be determined as structure-borne noise on a gearbox.

In a preferred embodiment, it is provided that sound sensors are provided for determining noises. An airborne sound sensor is particularly preferably provided, in particular in the driver's compartment of a motor vehicle. The sound can also be determined as a function of vehicle operating parameters or clutch operating parameters or the like. It can also be provided that such an assignment is adapted.

It is further preferred that limit curves in which the noises are taken into account are determined by varying the slip speed.

Furthermore, it can be advantageous to use data from a navigation system present in the vehicle, for example GPS, in order to derive data and information about driving routes, the nature of roads such as their road surfaces, their surroundings and the like, road quality and environment are important for the assessment of the slip behavior of a clutch. For example, provision can be made to increase the slip in narrow rows of houses or in a parking garage due to sound reflections in the sense of the invention, or to dispense entirely with slip control on cobblestones.

In a preferred embodiment, the method is used in relation to a drive train in which an automated manual transmission is provided. It is particularly provided that shift characteristics or a shift map is provided, which is stored in a memory device. To simplify matters, we will speak of a shift map below. In this shift map, predetermined operating parameters or combinations of such operating parameters of a motor vehicle or the clutch device or other motor vehicle components are assigned to shift points of the transmission device. The switching points or Operating parameters are shown depending on other parameters or as a function or other connection. It is also possible that they are assigned accordingly as fixed values. It is particularly preferably provided that the shift map is such that the shift points are shown as a function of the pedal value of a motor vehicle and the engine speed and as a function of the gear. This relationship can be a function, for example. In particular, it is provided that shift points for the upshift and / or for the downshift of the transmission are defined as a function of these characteristic value assignments.

Operating characteristics other than those specified can also be included in the switching map.

The assignment is in particular such that a shift - and in particular an upshift or a downshift - is triggered if the operating characteristic value combination assigned to the respective switching point is given.

It is also preferably provided that a consumption map is stored in the memory device, which indicates the fuel consumption as a function of predetermined operating parameters.

It is particularly preferably provided that, depending on the slip map and the consumption map, it is determined or estimated which fuel consumption will be given during and / or after an upshift or downshift of the transmission device.

In a preferred embodiment it is provided that the current consumption is determined on the basis of the consumption map. Furthermore, it can be determined, for example, which power loss at the clutch in slip operation would currently exist. In a preferred embodiment, a consumption forecast and / or a wear forecast for an upshift or downshift of the transmission device are then carried out on the basis of the consumption map and the current slip map. It is particularly preferably provided that the determined and / or estimated fuel consumption or - More consumption is assessed according to a predetermined characteristic. It can further be provided that an upshift or a downshift is triggered if such an evaluation has shown that a shift is currently energetically favorable. It can also be provided that such an evaluation is provided in a common map. For example, a common map can be provided, which takes into account the information from the shift map and / or the consumption map and / or the slip map. In such a map, for example, sizes of the other map or other sizes in the form of variables or functional relationships or the like can be provided.

Regardless of whether an evaluation is carried out or not, it can be provided that there are predetermined switching thresholds at which a switch is triggered in any case, regardless of an evaluation or a specification by characteristic diagrams or the like.

It is further preferred that the slip map is optimized or adapted depending on the transmission temperature and / or the clutch temperature continuously or at predetermined time intervals or according to a predetermined characteristic.

It is further preferred that a shift is triggered when it is determined on the one hand that it is favorable in terms of energy according to a predetermined characteristic, and on the other hand it can be assumed that the vehicle will continue to be at the current operating point or that the speed gradient is small or less than a predetermined limit. Provision can also be made that, in the case of large speed gradients or a speed gradient that is greater than a predetermined limit, the consumption as a function of slip is not taken into account and circuits are triggered in a conventional manner.

According to a preferred embodiment, the clutch temperature is monitored and, according to a predetermined characteristic, the shift strategy is intervened when it is determined that the frictional heat or the temperature at the clutch is greater than a predetermined temperature limit. The object is further achieved in particular by a method according to claim 36.

According to the invention, in particular a method for determining the touch point of a friction clutch device is provided, which is arranged in a drive train.

In addition to this first friction clutch device, a further, second friction clutch device is provided in this drive train. A transmission device is also provided. The transmission device can have, for example, several shift stages. In particular, it is provided that a first group of gears of the transmission device can be shifted by means of the first friction clutch device and a second group of gears of the transmission device by means of the second friction clutch device. For example, this can be such that the odd gears of the transmission device can be shifted by means of the first friction clutch device and the even gears can be shifted by means of the second friction clutch device.

It should be noted that the first friction clutch device and the second friction clutch device are in particular start-up clutches.

In addition, in particular with such a design, clutch devices or synchronization devices or the like can be provided, which are provided on the individual gears or gear stages, or other clutches which are assigned to the gear stages.

For example, it can be provided that the first and second friction clutch devices form a double clutch. It can be provided, for example, that the first and the second friction clutch device are starting clutches of a parallel shift transmission (PSG).

In this case, for example, the first coupling device can be coupled to a shaft on the output side and the second coupling device can be coupled to a hollow shaft on the output side, which extends around the shaft coupled to the first coupling device. However, other designs are also possible.

According to the invention, it is particularly provided that the touch point is adapted to at least one of these coupling devices.

It should be noted that the wording that a group of gears can be shifted via the friction clutch device means that it is made possible that torque is transmitted via one gear of this gear group. However, this does not necessarily mean that a gear is shifted into the torque flow when the clutch is closed. Rather, separate clutches or the like can be assigned to the gears here, which additionally have to be closed so that a torque flow can be transmitted via the transmission or a gear of the respective gear group.

Preferably, a gear of the transmission device is or is switched via an active clutch device, this clutch device being switched into a slip mode and, in order to determine the touch point of the other, inactive clutch device, this other clutch device from an open position not transmitting any torque in the direction of a closed position is moved. This movement is in particular such that the middle travel position of the inactive clutch is moved in the direction of the closed position, in particular monotonously or strictly monotonously. It is preferably ensured that a gear to which the active clutch device is assigned is shifted into the torque flow.

In this sense, the active clutch device should be at least partially closed at the beginning of the sensing point determination, so that a torque can be transmitted via this clutch device and one gear of the group of gears that are assigned to this clutch device.

In particular, it is provided that this active clutch device slips, that is, there is a differential speed between the input speed and the output speed of this clutch device. It can be particularly preferred that the slip of this clutch device is regulated or controlled. This may be as described elsewhere in this disclosure or in another manner.

In this sense, the inactive coupling device is a coupling device that is open at the beginning. This means, in particular, that torque is initially only transmitted via the active clutch device and a corresponding gear stage.

In particular, it can be provided that when the inactive friction clutch device is moved in the direction of a closed position, this method is such that this clutch device is increasingly closed monotonously or strictly monotonously.

However, the inactive coupling device is particularly preferably moved in the direction of a closed position such that the middle travel position of this inactive coupling device is moved monotonously or strictly monotonously in the direction of closing.

Such a middle path position can, for example, also be such that it corresponds to a connecting straight line or a connection curve between an initial path position and an end path position, the initial path position being essentially the position at the beginning of the method and the end position being a position in which the inactive clutch is at least partially closed or at least slips.

For example, it can be provided that, over time, the path curve is a type of oscillation that moves increasingly in the direction of a path position in which the inactive clutch is closed, or reaches an end position in which the inactive clutch slips or a moment transfers. Such an oscillatory movement can have a constant or a non-constant frequency and / or a constant or non-constant amplitude.

This is not intended to limit the invention. Other way-time Functions when closing the inactive coupling device be given. It can also be provided that the path-time curve is generated by a random generator, in which predetermined constraint conditions are optionally provided.

Path-time profiles can also be provided, which can be represented as a superimposition of different movements.

For example, it can be provided that the path-time function corresponds to the superposition of a monotonically falling or monotonously increasing straight line with an oscillation function, in particular a sine function.

It can also be provided that the path-time curve when the inactive coupling device is closed essentially corresponds to a superposition of a hyperbola and a function oscillating around this hyperbola.

However, other path-time functions are also preferred.

In a preferred embodiment it is provided that the inactive clutch is closed at a preselected gear of the transmission device. In particular, it is provided that a corresponding clutch or synchronization device or the like assigned to the individual gear is closed and then the inactive clutch is increasingly closed. In particular, it is provided that the inactive clutch is modulated away. The zero point and / or the touch point of the inactive clutch is particularly preferably passed when closing. In this sense, the zero point of the (inactive) coupling device is the point at which the torque transmission begins, that is to say the transition at which the transmissible torque rises from "zero". This does not necessarily mean that the coupling device can only be moved in one direction from this zero point. The coupling device can preferably be moved in both directions from the zero point.

It should be noted that the method used as a method for determining the touch point tes a coupling device is described, for example, can also be used to determine the zero point of this coupling device.

The inactive clutch can be closed completely. However, it is particularly preferably not completely closed, but only partially.

In a preferred design according to the invention, the active clutch device and / or an active shaft coupled to it is observed when the clutch is closed. The active shaft is, in particular, the shaft facing the transmission from the perspective of the coupling. It is particularly preferably provided that the active clutch device is slip-controlled and the torque modulation of this slip control is observed. It can in particular be checked whether there is a correlation with regard to the frequency and / or the phase and / or the amplitude between the path modulation of the inactive coupling device or shaft and the torque modulation of the active shaft or coupling device. It is preferably provided that, in the event that such a correlation is recognized, a (threshold) torque is assigned to the average travel position or the current average travel position of the inactive clutch.

It is preferably provided that when the inactive clutch is closed, the torque that can be transmitted by this inactive clutch is observed and, if necessary, recorded. It is particularly preferably provided that such a monitored and recorded transmissible torque of the inactive clutch is assigned to the respective travel position.

In this case, for example, the contact point and / or the zero point of the inactive clutch can be determined on the basis of the relationship determined in this way if it has been established that a correlation mentioned above is given. In particular, it can also be checked here from which position the inactive clutch has started the correlation.

The touch point of the inactive clutch can be determined, for example, on the basis of the above-mentioned relationship and on the basis of the information from which position the inactive clutch has started the correlation. In particular, the touch point can also be determined directly.

It is also preferred that in a double clutch transmission or a parallel shift transmission (PSG) the method for determining the touch point is carried out first for one clutch device and then for the other clutch device.

This method for determining the touch point is particularly preferably used in the normal driving operation of a motor vehicle. If the active clutch is slip-controlled, it is particularly preferably provided that the modulation frequency of the inactive clutch or the frequency when the inactive clutch is closed is selected such that this modulation frequency differs from the control frequency of the slip control, in particular clearly differs, by faulty ones Avoid or reduce correlation observations.

In a preferred embodiment, a method according to the invention is carried out automatically.

However, the friction clutch device can in particular be an electronically controlled clutch device or an electronically controlled shift clutch device. The friction clutch device is particularly preferably designed as an “EKM”.

According to the invention, it is provided in particular that the electronic control device controls setting processes of an electronically controlled clutch device and has a transmission device. This transmission device is in particular such that it can be used to transmit signals to at least one electric motor. This transmission can be done wirelessly or wired. The corresponding signals and the signal transmission should in particular be such that an actuating force for actuating the clutch device can be generated by the electric motor as a function of these signals. According to the invention, it is further provided in particular that the control device has a memory device and a control program for controlling a method according to the invention is provided in this memory device. This control program can be such that it can control a method according to the claims or such that it can control a method according to the designs can, which are explained in more detail in the description and with reference to the figures.

The term “taxes” in the sense of the present invention is to be understood in particular as “rules” and / or “taxes” in the sense of DIN. The same applies to terms derived from the term "taxes".

In the following, some exemplary or preferred aspects of the designs according to the invention will now be explained with reference to the figures, whereby the invention should not be restricted, however.

It shows:

1 shows the steps of an exemplary method according to the invention in a schematic representation;

2 shows the sequence of an exemplary method according to the invention in a schematic representation;

3 shows the steps of an exemplary method according to the invention in a schematic representation;

4 shows an exemplary profile of the transmissible clutch torque of a clutch over the travel of this clutch;

5a shows an exemplary path-time curve according to which an inactive friction clutch device can be closed in an exemplary preferred embodiment of a method according to the invention for determining the touch point of a friction clutch device; and

5b shows an example of a torque-time curve, which is determined in an exemplary, preferred embodiment of a method according to the invention for determining the touch point on the active friction clutch device could, and here in particular in response to the closing of an inactive according to the exemplary path-time curve shown in FIG.

1 shows the steps of an exemplary method according to the invention in a schematic representation.

In step 10, a vehicle is moved, a clutch device arranged in the drive train loaded by the internal combustion engine is at least partially closed, so that this clutch device transmits a torque, and a gear of a transmission device arranged in the drive train is engaged. In step 12 it is checked whether there is a situation in which torsional vibrations of the internal combustion engine are to be isolated.

For this purpose, a predetermined characteristic can be specified. This can be, for example, such that predetermined engine speed ranges are defined in which vibration isolation is to be carried out. It can also be provided that vibration isolation should be provided in principle, so that strictly speaking step 12 would be unnecessary. Other criteria can also be specified, on the basis of which a decision is made as to whether vibration isolation should be carried out or not.

If it emerges in step 12 that no vibration isolation is to be carried out, step 10 continues.

If, however, it emerges in step 12 that vibration isolation is to be carried out, in step 14 it is checked whether a precontrol should be initiated.

This check can, for example, be such that it is checked whether the target engine torque of a previous run deviates from the current target engine torque. Other criteria can also be used for such a check as to whether a precontrol should be carried out. In particular, the specific check of the question whether a feedforward control should be carried out can depend on the type of then if necessary, pre-control carried out.

It can also be provided that basically no precontrol is carried out, which would make step 14 unnecessary. Step 14 can also be carried out elsewhere in the process.

If this results in a pilot control being carried out, this pilot control is carried out in step 16.

The precontrol can, for example, be such that the torque that can be transmitted by the clutch device is controlled in such a way that it corresponds to the desired engine torque. However, a pilot control can also be carried out in another way. Step 16 can also be omitted, as already indicated in step 14.

In the subsequent step 18, a (target) differential slip speed is determined or specified or read.

For this purpose, for example, a slip map can be used in which (target) differential slip speeds are assigned to operating states. In each case, a predetermined differential slip speed in such a slip map can be assigned to specific associations of engine speed, engine torque and gear engaged.

In such a slip map, further characteristic values can also be provided, which may also be stored as variables or functions.

For example, characteristic values such as the engine temperature and / or the transmission temperature could be taken into account in such a slip map. Information about fuel consumption or switching points or the like can also be taken into account in such correspondence. In addition to the slip map, further maps or the like can also be consulted.

For example, it can be provided that a slip map is used to determine the (target) differential slip speed, in which, for. B. an assignment of (target) differential slip speeds to engine torque and engine speed and gear engaged and in addition a consumption map and / or a shift map can be used. Using a shift map and / or consumption map, it can be checked whether the (target) differential slip speed resulting from the slip map should be selected under predetermined criteria, such as low fuel consumption, for example, or whether it would be better to use these criteria to deviate a different slip differential speed use. Information about noise or noise development in the event of a shift or the like can also be taken into account when selecting or determining the differential slip speed.

In step 20 it is checked whether the (actual) differential slip speed corresponds to the (target) differential slip speed.

If this is not the case, this transmissible clutch torque is changed in step 22 by modulating the transferable clutch torque, so that the (actual) differential slip speed changes.

After step 22, step 20 is continued.

If, however, it results in step 20 that the (target) differential slip speed is equal to the (actual) differential slip speed, a check is made in step 24 as to whether the method should be ended. If this results in the fact that the method is to be ended, the method is ended in step 26.

If, however, the method is to be continued, step 12 continues, for example. 2 shows the sequence of an exemplary method according to the invention in a schematic representation.

Using the pedal value • and the speeds for gears 1 to 5 (ΠG-I-S), the corresponding torque for gears 1 to 5 (MGI-S) is determined via the engine map. In the case of other transmissions with more or fewer gears, this would be done accordingly.

Based on this engine torque for gears 1 to 5 (MGI-S) and the speed of gears 1 to 5 (ΠGI-S), the fuel consumption for gears 1 to 5 (CK G-I-S) is determined using the fuel consumption map.

Furthermore, based on this engine torque resulting from the engine map for gears 1 to 5 (MGI-S) as well as on the engine speed of gears 1 to 5 (ΠG-IS) and by means of the determined or recorded clutch temperature (T) over the slip map Speed difference for the respective gears 1 to 5 ( ^• ΠSR GI-S) determined.

Based on this (target) differential slip speed (• ΠSR GI-S) and on the basis of the engine torque for gears 1 to 5 (MGI-S) and on the basis of the engine speed for gears 1 to 5 (n _G ι-5) Additional consumption (CSR GI-S) _> which is caused by the slip, calculated or determined for gears 1 to 5.

The corresponding total consumption for gears 1 to 5 is determined from the consumption determined for the gears 1 to 5 (Q <GI-S) and the additional consumption due to slip for gears 1 to 5 (CSR GI-S) 5 (CGI-Ö) determined.

This result (CGI-S) is fed to a step in which the gear specification for the slip control is determined.

The engine speed gradient (dn / dt), the current gear (G), the clutch temperature (T) and the additional consumption caused by slippage for gears 1 to 5 (C _S R _G I- _S ).

The current gear specification of the shift map (G _akt ) is also provided to determine the gear specification of the slip control.

This current gear specification of the shift map (G _a kt) was previously determined in such a way that the current gear specification of the shift map (Gakt) was determined on the basis of the pedal value •, the current engine speed (n), the current gear (G) and a shift map.

On the basis of these characteristic values provided for determining the gear specification for the slip control, the current gear specification of the slip control (GSRakt) is then determined in a step "gear specification slip control".

For example, and in a simplified representation, this can be as follows:

First, it is checked whether the clutch temperature (T) is less than a threshold temperature (Ts _ch w _e ii _e ), which is set in particular to protect the clutch.

It is also checked whether the potential consumption when choosing a new target gear (C _{G Z} i _e i) is less than the current fuel consumption (CG act). It is also checked whether the speed gradient (dn / dt) is less than a predetermined threshold (nschweiie). If these three conditions are met, the current gear specification of the slip control is set so that it corresponds to the potential target gear of the slip control (GsRaei).

This setting of the current gear specification of the slip control (GsRakt) to the potential target gear of the slip control (GsRziei) is also carried out if the following three conditions are met. The first condition is that the clutch temperature is higher than the threshold temperature for the protection of the coupling (T s _ch w _elle) and the potential consumption by slip when selecting a new target gear (Cs _RG z _e i) is smaller than the current consumption caused by slippage (CsRG act) is just like the speed gradient (dn \ dt) is smaller than a threshold (nschweißie). If the conditions that do not result in the current gear specification of the slip control (GsRakt) being identical with the potential target gear of the slip control (G sRziei), the current gear specification of the slip control (GsRakt) is based on the current gear specification of the shift map (G _a kt).

The current gear specification of the slip control (GSRakt) determined in this way is then transmitted to the clutch and / or the transmission control.

3 shows the steps of an exemplary method according to the invention in a schematic representation.

This exemplary method can be carried out in particular in relation to a drive train, such as a drive train of a motor vehicle, which can be loaded by an internal combustion engine and in which two or more starting clutches are arranged in the drive train. Furthermore, a transmission device, such as a manual transmission device, can be arranged in such a drive train. In a preferred embodiment, such a manual transmission device is an automated manual transmission.

In particular, it can be provided that the two starting clutches, as seen in the torque flow, are positioned between the internal combustion engine and the transmission device.

In particular, it can be provided that one of the starting clutches is assigned to a first group of gears and the other starting clutch is assigned to a second group of gears. Furthermore, additional gear clutches can be provided, which are arranged at the respective gear stages and are different from the starting clutches. Via such gear clutches, for example, a rotationally fixed connection between a gear of the respective gear stage and a shaft can be generated and released.

The assignment of the clutches to the gear groups can in particular be such that no torque can be transmitted via the one gear group when the one The starting clutch is completely open, even if one gear clutch is closed, while no torque can be transmitted via the other gear group or via one gear of the other gear group if the other starting clutch is fully open, even if a gear clutch is present Gear group is closed.

In step 30, one of the starting clutches, which is referred to below as the active clutch, is in a slip operation. In particular, it can be provided that this is slip-controlled, in particular in order to isolate torsional vibrations of the internal combustion engine. Such designs are described in the most varied of embodiments in this disclosure.

The other starting clutch, hereinafter referred to as an inactive clutch, is initially fully open. This means that torque can be transmitted between the internal combustion engine and the output or the drive wheels of a motor vehicle via the active clutch, but not via the inactive clutch.

A gear is engaged in the gear group that is assigned to the active clutch.

In step 32, the inactive shaft or the inactive clutch is modulated away. According to a predetermined travel-time function, the inactive clutch is - on average - increasingly closed or increasingly moved in the direction of a closed position. The path-time function can be, for example, as shown in FIG. 5 b and will be explained in the following.

During this increasing closing of the inactive clutch, the torque modulation of the slip control of the active clutch is monitored in step 34.

In step 36 it is checked whether a, in particular unambiguous, correlation in frequency, phase and amplitude exists between the path modulation of the inactive and the torque modulation of the active clutch or is recognized. If this is not the case, the process continues in step 34.

If, however, such a correlation is recognized, a threshold torque is assigned to the current average travel position of the inactive clutch or a predetermined average travel position of the inactive clutch or a predetermined travel position of the inactive clutch.

On the basis of this threshold torque and this travel position, the touch point of the inactive clutch is concluded in step 40. This closing on the touch point can also be done in other ways. In particular, it can be done directly or by extrapolation.

4 shows an exemplary characteristic curve 50 of a coupling device. In Figure 4, the torque that can be transmitted by the clutch is plotted in particular over the actuating path of the clutch. As can be seen there, the greatest torque can be transmitted from the clutch at point 52 of the characteristic curve 50.

Indicated by the arrow 54 and, in FIG. 4, the zero point 56 of the clutch on the right, is a path range in which the clutch cannot transmit any torque and is completely open.

When the clutch is moved from a fully open position to an at least partially closed position, torque transmission through the clutch or the ability to transmit a torque begins at zero point 56 of the clutch.

The touch point 58 of the clutch device is the position at which this clutch can transmit a predetermined torque. This torque can be in the range of 3 to 4 Nm, for example.

With reference to FIGS. 5a and 5b, it will now be explained by way of example how the touch point of a coupling device can be determined by an exemplary method according to the invention. This exemplary method according to the invention can e.g. B. like this be like that which was explained with reference to FIG. 3.

5a shows an exemplary path modulation of an inactive clutch or the time course of the actuation path 60 of the inactive clutch.

FIG. 5b shows the time profile of the torque that can be transmitted by the active clutch or the time profile of the (target) torque that can be transmitted by the clutch. The torque represented by curve 62 can in particular also be the (target) torque that was determined or determined in the context of a slip control, in particular in order to isolate rotational fluctuations of an internal combustion engine. 5a that the modulation of the adjustment path of the inactive clutch device is such that the middle adjustment path is increasingly moved in the direction of a closed position of the inactive clutch. The clutch travel is modulated in such a way that a type of vibration is displayed, in particular in such a way that, in the range of a certain amplitude range, it is moved alternately in the direction of the open clutch position and in the direction of the closed clutch position, in such a way that on average it is in the a closed clutch position is moved.

This vibration curve 60 moves in Fig. 5a seen from left to right, approximately up to the dashed line 63 so that the inactive coupling device is fully open. At approximately the level of line 63, curve 60 passes through the zero point of the inactive coupling device for the first time, which is indicated schematically by line 64. However, the travel of the clutch is changed in a vibration-like manner, so that the clutch device passes through the zero point of the inactive clutch several times in the area between lines 63 and 65. Accordingly, in this area between lines 63 and 65, the clutch is alternately switched so that it can transmit a torque and in such a way that it cannot transmit a torque.

However, since curve 60, viewed on average, is increasingly moved in the direction of a closed clutch position, the increasing time ranges in which the inactive clutch transmits or can transmit torque. In the area of line 64, the displacement-vibration curve 60 of the inactive clutch runs in FIG. below the zero point line 66 in an area in which the inactive clutch transmits or can transmit a torque.

The oscillation that the curve 60 executes in the design according to FIG. 5a is such that the amplitude, as seen by a fictitious straight line, is essentially constant and the frequency is also essentially constant.

In the design according to FIG. 5 a, the inactive clutch is closed at least to such an extent that the zero point and / or the touch point of the inactive clutch is completely passed over, which essentially means here that curve 60 runs in the area below the line 64 or is arranged below the line 66.

During this path modulation of the inactive clutch, the torque modulation of the active clutch is observed or the profile of the torque that can be transmitted by the active clutch.

5b, the torque that can be transmitted by the active clutch is initially constant. This is indicated by the area 68, which extends up to the line 63.

In the area of line 63 or at point 70, it is found for the first time that the torque that can be transmitted by the active clutch device changes. This change can initially be observed as a small peak.

As can be seen from curve 60 at the corresponding point or at the corresponding point in time (indicated by dashed line 63), this point 70, at which for the first time a change in the torque that can be transmitted by the active clutch is determined, is the point in time, at which the zero point of the inactive clutch is exceeded or undershot for the first time, i.e. for the first time the inactive clutch transmits a torque (briefly).

From the further course of curve 62 it can be seen that the phase of the gen corresponds, which is given in the path modulation of the inactive clutch or which can be seen from curve 60. It can also be seen from curve 62 that the frequency of the transmissible (target) transferable (target) clutch torque of the active clutch determined or specified by the slip control corresponds to that of curve 60 or the path modulation. It can also be seen from curve 62 or the time profile of the transmissible (target) clutch torque of the active clutch that is determined or predefined by the slip control that the amplitude increases essentially up to line 65. This correlates with the fact that the path amplitudes or locally maximum deflections given in the direction "close" of the inactive coupling device increase with respect to line 64 or the zero point.

Essentially from the area indicated by line 65, as already mentioned above, the path of the inactive clutch is such that a torque is permanently transmitted via the inactive clutch. The curve 60 now runs below the zero point line 64 (FIG. 5a). The phase and frequency of the transmissible (target) clutch torque determined or specified by the slip control of the active clutch continue to match the phase and frequency of curve 60 or the path modulation of the inactive clutch. Furthermore, the ratio of the amplitudes of the respective curves 60, 62 is constant, in each case with respect to a mean compensation line.

Using these correlations, a threshold torque can be assigned to the middle position of the inactive clutch.

The touch point of the inactive clutch can be determined either directly or by extrapolation, or in another way.

Claims

claims 1. A method for isolating torsional vibrations in a drive train, such as a motor vehicle drive train, which is coupled to an internal combustion engine in such a way that this internal combustion engine can load the drive train, with at least one clutch device being arranged in the drive train and being operated at least in a slip operation Can, wherein the clutch device is controlled in predetermined speed and / or torque ranges so that it is operated in a slip operation in order to isolate torsional vibrations of the internal combustion engine. 2. The method according to claim 1, characterized in that for the isolation of Torsional vibrations of the internal combustion engine a (target) differential slip speed and / or a (target) differential slip speed interval is determined and / or used, wherein the (actual) differential slip speed is the speed that is given between slipping clutch parts, and wherein the (target) differential slip speed is a setpoint for is the (actual) differential slip speed. 3. The method according to any one of the preceding claims, characterized in that at least in predetermined speed and / or torque ranges of the internal combustion engine for the isolation of torsional vibrations of the internal combustion engine a (target) differential slip speed is controlled, which is predetermined, and / or a (target) differential slip speed is controlled, which lies in a predetermined (target) speed interval, the (actual) differential slip speed being Speed is given between slipping clutch parts, and wherein the (target) differential slip speed is a target value for the (actual) differential slip speed. 4. The method according to any one of the preceding claims, characterized in that the (target) differential slip speed and / or the (target) speed interval is predetermined, and in particular is stored in a memory device. 5. The method according to any one of the preceding claims, characterized in that the (target) differential slip speed and / or the (target) differential slip speed interval depends on predetermined operating characteristic values of the motor vehicle and / or the clutch device and / or is determined as a function of such operating characteristic values , 6. The method according to any one of claims 2 to 5, characterized in that predetermined operating characteristics of the motor vehicle and / or the clutch device predetermined by means of a slip map (Target) differential slip speeds and / or (target) differential slip speed intervals are assigned. 7. The method according to claim 6, characterized in that at least one operating characteristic of the motor vehicle and / or the coupling device that the Slip map also determined, has variables and / or is adjusted depending on predetermined adaptation results. 8. The method according to any one of the preceding claims, characterized in that the differential slip speed of the clutch device is controlled by means of a pilot control and a subsequent fine adjustment, the fine adjustment being in particular a regulation. 9. The method according to any one of the preceding claims, characterized in that the differential slip speed of the clutch device is set or controlled by modulating the torque that can be transmitted by the clutch device. 10. The method according to any one of the preceding claims, characterized in that the coefficient of friction of the clutch device and / or the force-displacement characteristic of Coupling device and / or the touch point of the coupling device can be used for slip control of the coupling device. 11. The method according to any one of the preceding claims, characterized in that the coefficient of friction of the clutch device and / or the force-displacement characteristic of the clutch device and / or the touch point of the clutch device is adapted according to a predetermined characteristic. 12. The method according to any one of the preceding claims, characterized in that predetermined sound signals or sound intensities are determined and / or used to determine the (target) differential slip speed and / or the (target) differential slip speed interval. 13. The method according to claim 12, characterized in that to determine the (target) differential slip speed and / or the (target) differential slip speed interval, predetermined sound signals or sound intensities are taken into account, the sound source in the area of a drive train component and / or in the area of the internal combustion engine is located. 14. The method according to claim 13, characterized in that to determine the (target) differential slip speed and / or the (target) differential slip speed interval, predetermined sound signals or sound intensities are taken into account, the sound source of which is a transmission device of a motor vehicle arranged in the drive train. 15. The method according to any one of claims 12 to 14, characterized in that to determine the (target) differential slip speed and / or the (target) differential slip speed interval, actual sound intensities are determined and / or used, which are caused by the movement of at least one drive train component and / or which are influenced by the actual differential slip speed, and / or propagation mechanisms of the corresponding sound signals or sound intensities. 16. The method according to any one of claims 12 to 15, characterized in that to determine the (target) differential slip speed and / or the (target) differential slip speed interval determines the intensity of background noise. telt and / or is used, which are different from noises caused by the Movement of at least one predetermined drive train component and / or the Powertrain components are caused and / or by the actual Differential slip speed can be influenced. 17. The method according to any one of claims 12 to 16, characterized in that for determining the (target) differential slip speed and / or the (target) differential slip speed interval, specifications are taken into account which indicate the extent to which noise is accepted in the driver's cell of a motor vehicle , in particular noises that are caused by a movement of at least one predetermined drive train component and / or that can be influenced by the actual differential slip speed. 18. The method according to any one of claims 12 to 17, characterized in that at least one sound intensity and / or at least one sound signal is detected by means of a sensor. 19. The method according to any one of claims 12 to 18, characterized in that the target slip speed is minimized depending on the wear of the clutch and / or depending on noise that can be attributed to predetermined noise sources. 20. The method according to any one of claims 12 to 19, characterized in that at least one sound intensity and / or at least one sound signal is estimated or calculated. 21. The method according to any one of claims 12 to 20, characterized in that at least one sound intensity and / or at least one sound signal is determined as airborne sound. 22. The method according to any one of claims 12 to 21, characterized in that at least one sound intensity and / or at least one sound signal is determined as structure-borne sound. 23. The method according to any one of the preceding claims, characterized in that the slip map is adapted as a function of the determined sound intensities and / or sound signals. 24. The method according to any one of the preceding claims, characterized in that to determine the (target) differential slip speed and / or the (target) differential slip speed interval, the transmission temperature of a motor vehicle transmission is determined and / or used, which is arranged in the drive train. 25. The method according to claim 24, characterized in that the transmission temperature is measured. 26. The method according to any one of claims 24 and 25, characterized in that the transmission temperature is determined, in particular calculated, or estimated as a function of predetermined operating characteristic values. 27. The method according to any one of claims 24 to 25, characterized in that the transmission temperature is determined using a temperature model. 28. The method according to any one of the preceding claims, characterized in that a transmission device, in particular an automated manual transmission (ASG), is provided in the drive train and that shift characteristics or a shift map are provided, which are stored in a memory device and in which or in which operating parameters of the motor vehicle or combinations of such operating parameters are assigned to shift points of the transmission device. 29. The method according to any one of the preceding claims, characterized in that a consumption map is stored in a memory device, which maps predetermined operating parameters to the fuel consumption given at these operating parameters. 30. The method according to any one of the preceding claims, characterized in that, depending on the slip map and the consumption map, it is determined or estimated which fuel consumption will be given during and / or after an upshift and / or downshift of the transmission device. 31. The method according to claim 30, characterized in that the determined and / or estimated fuel consumption is evaluated according to a predetermined characteristic. 32. The method according to claim 31, characterized in that an upshift or a downshift is triggered when such a shift is evaluated according to the characteristic as energetically favorable. 33. The method according to any one of claims 31 and 32, characterized in that an upshift or a downshift is triggered when such a shift is rated according to the characteristic as energetically favorable and when the speed gradient is less than a predetermined limit. 34. The method according to any one of claims 31 to 33, characterized in that an upshift or a downshift is triggered as a function of the shift map, without the slip map being taken into account if the speed gradient is greater than a predetermined limit. 35. The method according to any one of the preceding claims, characterized in that the slip map is changed depending on the transmission temperature and / or depending on the clutch temperature. 36. Method for determining the touch point of a friction clutch device which is arranged in a drive train, wherein in this drive train, in addition to this first friction clutch device, at least one further, second friction clutch device is provided as well as a transmission device, and wherein a first group of gears of the transmission device can be shifted by means of the first friction clutch device and a second group of gears by means of the second friction clutch device, and wherein the touch point of at least one of these clutch devices is adapted. 37. The method according to claim 36 and one of claims 1 to 35. 38. The method according to any one of claims 35 and 36, characterized in that a gear of the transmission device is switched via an active friction clutch device, this friction clutch device is switched to a slip operation, and that to determine the touch point of the other, inactive friction clutch device, this other friction clutch device an open, no moment transmitting position is moved in the direction of a closed position, in particular in such a way that the middle travel position is moved in the direction of the closed position. 39. The method according to any one of claims 36 to 38, characterized in that this touch point is passed over to adapt the touch point of the inactive friction clutch device. 40. The method according to any one of claims 36 to 39, characterized in that the temporal travel path when the inactive friction clutch device is moved in the direction of a closed position has a predetermined amplitude and / or a predetermined phase and / or a predetermined frequency, this Amplitude and / or phase and / or frequency is constant or non-constant. 41. The method according to any one of claims 36 to 40, characterized in that when the inactive friction clutch device is moved in the direction of a closed position, at least one rotational characteristic value, such as torque or speed, is monitored, which is given in the part of the drive train in which the active friction clutch device is arranged. 42. The method according to claim 41, characterized in that it is checked whether there is a correlation between the actuating movement, and in particular the temporal course of the actuating movement, the inactive friction clutch device and the temporal course of the monitored rotational characteristic value. 43. The method according to any one of the preceding claims, characterized in that it is checked whether there is a correlation between the amplitude and / or the phase and / or the frequency of the actuating movement, and in particular the temporal course of the actuating movement, the inactive friction clutch device and the temporal course of the monitored rotary index. 44. The method according to any one of the preceding claims, characterized in that a threshold torque is assigned as a function of the detected correlation of a path position of the inactive friction clutch device. 45. Method according to one of the preceding claims, characterized in that, depending on the detected correlation and / or a path position of the inactive friction clutch device, to which a threshold torque has been assigned, the touch point of the inactive friction clutch device is determined. 46. The method according to any one of the preceding claims, characterized in that this method is carried out automatically. 47. Use of a friction clutch device for isolating torsional vibrations of an internal combustion engine of a motor vehicle. 48. Use according to claim 47, characterized in that in the context of and / or for the purpose of isolating torsional vibrations of an internal combustion engine of a motor vehicle, a method is carried out according to one of claims 1 to 35 and / or for the purpose of adapting the contact point of a friction clutch device a method according to any one of claims 36 to 46 is carried out. 9. Electronic control device which controls the actuating processes of an electronically controlled clutch device and which has a transmission device by means of which signals can be transmitted to at least one electric motor which, depending on these signals, can generate an actuating force for actuating the clutch device, this control device furthermore having a memory device and wherein a control program for controlling a method according to one of claims 1 to 46 is stored in this storage device.