The invention is with regard to a procedure for controlling a gear change in a motor vehicle with a first drive assembly that exhibits a standard transmission and that propels a first axle and a second drive assembly that propels a second axle.
Developing a hybrid motor vehicle in such a manner that the internal combustion engine propels one axle and the electromotor propels a second axle is established. Particularly in the case of a combination of an automated standard transmission with an electromotor at the second axle, allowing the electromotor transfer of that much torque when changing gears that the change of gears of the automated standard transmission can be undertaken without interruption of traction is established.
Based on this, it is the objective of the present invention to specify a procedure and corresponding control equipment with which gear change is further improved.
To meet this objective, it is proposed that the following steps be executed in the case of a procedure of the type initially mentioned:
- Recording of the actual driving torque of the first drive assembly,
- Calculation of a driving torque subject to the target gear, and
- Execution of a gear change of the first drive assembly and provision of supplementary torque through the second drive assembly, whereby the supplementary torque was ascertained from the current driving torque of the first drive assembly and the target torque.
The current driving torque is recorded in the case of this procedure and this driving torque is held constant based thereupon but not only through the second drive assembly while gear change takes place in the case of the first drive assembly. In point of fact, the current driving torque is transferred to a target torque that differentiates itself from the current driving torque. Correspondingly, the supplementary torque delivered through the second drive assembly is also determined subject to the target torque.

Output torque is that torque that is present before initiating a gear change. Apart from the output torque the current driving torque of the first drive assembly is to be taken into consideration after engaging the clutch and/or while engaging the clutch, whereas the first drive assembly does not contribute any torque in the case of a configured clutch.
Target torque can, preferably, be determined by means of target transmission of the standard transmission. Torque provided through the first drive assembly differentiates itself for the output gear and the target gear at the same speed. The target torque can, correspondingly, can be determined predictively taking the target transmission of the target gear into consideration. Furthermore, target torque can be determined by means of the speed that has been predicted of the internal combustion engine after the gear shift and/or after output transmission of the standard transmission.
The following correlations, in particular, apply:
Torque, MRad_VKM_pre, incoming at the wheel before gear change results as a product of the torque provided by the first drive assembly with output transmission:
MRad_VKM_pre = MVKM x ipre•
After the gear change, torque, MRad_VKM_Post, incoming at the wheel results from the then delivered torque of the first drive assembly MVKM_Post and the target transmission iPost•
MRad_VKM_Post = MVKM_Post x iPost
Since the speed of the internal combustion engine changes during gear change, torque MVKM_Post does not correspond to MVKM_pre•. MVKM_Post should, therefore, preferably be predicted subject to the accelerator position and target speed determined from target transmission. Torque from the engine present at the wheels after gear change is also called target torque.

Prediction of MVKM_Post is expedient since, as would emerge from consideration of engine characteristics shown later, an otherwise deviating, depending on the starting position, too low or too high torque MVKM_Post, would be estimated.
Target torque can, preferably, be determined subject to the accelerator position. Prediction of target speed can be improved like this and, therewith, also target torque. The same, in turn, flows, into the supplementary torque due to which determination of the supplementary torque too is improved.
Target torque can be advantageously customised subject to a modification of the accelerator position. In addition to the further development presented, the same deals with modification of the accelerator position and not with the initial position. As described further above, supplementary torque does not depend only on the target torque but also on output torque. Output torque is, however, among other things, determined by the accelerator position. If the accelerator position changes then the output torque changes so to speak. It is actually incidental whether one is looking at a change in the accelerator position as a change of the target torque, of the output torque or of the supplementary torque since, ultimately, a difference torque is determined from the torques mentioned, which changes subject to a change in the accelerator position. To which of the output values the difference is added to is, above all, a change in the approach but not of the difference torque to be taken into consideration.
A target torque can preferably be used that is less than the current driving torque. This is particularly provided in a procedure for controlling a gear change in the case of shifting up a gear. In the case of a procedure for shifting down a gear, a target torque can, alternatively, be used that is greater than the output torque.
A first drive assembly can be used advantageously with an internal combustion engine. More preferentially, a first drive assembly can be used with an automated standard transmission. A second drive assembly can preferably be used with an electromotor. Apart from an internal combustion engine, a drive assembly can, thus, also comprise a gear box itself; furthermore, a differential can also be included as a

component of the drive assembly. Whether the front axle or the rear axle is powered by the first drive assembly is, thereby, secondary.
Apart from this, the invention is with regard to a device for controlling the propelling force of a motor vehicle with at least one control unit. The control unit is characterised in that it is designed to execute the procedure described.
The invention is, in addition, with regard to a motor vehicle with a control device. The motor vehicle is characterised in that, the control unit is designed as described.
It is, therewith, particularly implied that the control unit and the motor vehicle exhibit all representational characteristics that are required for the execution of the procedure.
The motor vehicle, thus, exhibits two powered axles, whereby a first drive assembly and a second drive assembly are present. The motor vehicle can, in addition, exhibit unpowered or also powered axles. The first drive assembly, furthermore, preferably exhibits an internal combustion engine and/or a standard transmission and/or an automated standard transmission. The second drive assembly advantageously comprises an electromotor.
The control unit comprises an electric module with which to record the output torque of the first drive assembly, a computing module with which to calculate a target torque subject to a target gear and a control module for execution of a gear change of the first drive assembly by providing a supplementary torque, whereby the supplementary torque is provided by the computing unit.
Advantageously, the computing unit can customise the supplementary torque subject to a change in the accelerator position. Other advantageous configurations described in connection with the procedure are also present in the control unit and, therewith, also in the motor vehicle.
Further advantages, characteristics and details of the invention emanate from the following description of embodiments and figures.

Figure 1 thereby presents a motor vehicle, Figure 2 a first timing diagram, Figure 3 a second timing diagram, and Figure 4 a performance map.
Figure 1 presents a motor vehicle1 with a first drive assembly 2 and a second drive assembly 3. The first drive assembly comprises an internal combustion engine 4 and a standard transmission 5. The first drive assembly 2, furthermore, consists of a clutch actuator for a clutch lying between the internal combustion engine 4 and the standard transmission 5 as well as a transmission actuator for activation of the standard transmission 5. The first drive assembly can be described as an automated standard transmission in the case of this configuration.
The second drive assembly 3 is preferably designed as an electromotor. The first drive assembly 2, thereby, propels axle 6 of which only wheel 7 is illustrated, while the second drive assembly 3 propels axle 8 of which only wheel 9 is illustrated.
Figure 2 presents a sequence of the gear change without prediction of target torque. Axis 10, thereby, presents the time and axis 12 the torque in Nm in relative units. Curve 14 indicates the torque of the first drive assembly 2, curve 16 the supplementary torque that is provided by the second drive assembly and curve 18 the target torque. Target torque 18, thereby, has a sharp decline after point in time 20 at which the change in gear takes place. The change in gear is carried out after point in time 22. Transmission of torque is concluded after point in time 23. Torque of the first drive assembly 2 at point in time 22 is, thereby, the target torque and torque of the first drive assembly 2 at point in time 20 is the output torque. Both of these are located on curve 14. Torques of the second drive assembly 3 between points in time 20 and 22 are, in contrast, described as supplementary torque.
Figure 3 presents another timing diagram, whereby, in contrast to Figure 2, the target torque is estimated in advance. Torque of the first drive assembly 2 is, thereby, again delineated by curve 14 and supplementary torque that is provided by the second drive assembly 3, by curve 16. Since target torque 26 is estimated,

curve 18 runs in a much flatter manner and there is no sharp decline of the torque propelling the motor vehicle 1 on the whole. In the case of a gear upshift, it is desirable for the target torque 26 to lie below the output torque 24; the speed of the wheels is, nevertheless, increased thereby.
Figure 4 presents an operating map for taking into consideration the position of the accelerator and of the target speed. Five curves 34, 36, 38, 40 and 42 are, thereby, illustrated against axis 32 which specifies the engine speed and axis 12 that specifies the torque, which here is that of the internal combustion engine 4. Curve 34, thereby, describes the torque to be delivered, subject to engine speed, for engagement of the accelerator at 20%. Curve 36 for an engagement at 40%, curve 38 for an engagement at 60%, curve 40 for an engagement of the accelerator at 80% and curve 42 in the case of an engagement of the accelerator at 100%. Average values could be calculated in the process. Torque that has been issued can, thus, be determined for each engine speed and each accelerator position with the help of this operating map. In the case of a change in the accelerator position, torque issued and, therewith, a difference torque, can be determined by means of the operating map. This is incorporated in the calculation of the supplementary torque 30.

Motor vehicle
First drive assembly
Second drive assembly
Internal combustion engine
Standard transmission
Axle
Wheel
Axle
Wheel
Axle
Axle
Curve
Curve
Curve
Point in time
Point in time
Point in time
Output torque
Target torque
Current torque
Supplementary torque
Axle
Curve
Curve
Curve
Curve
Curve

Procedure for controlling a gear change in the case of a motor vehicle (1) with a first drive assembly (2), that exhibits a standard transmission (5) and that propels a first axle (6) and a second drive assembly (3) that propels a second axle (8), characterised in that, a gear change is executed with the following steps:
- Recording of the output torque of the first drive assembly (2),
- Calculating a target torque (26) subject to a target gear, and
- Execution of a gear change of the first drive assembly (2) by providing supplementary torque through the second drive assembly (3), whereby the supplementary torque was determined from the current driving torque of the first drive assembly (2) and the target torque (26).
Procedure according to Claim 1, characterised in that, the target torque (26) is determined by means of torque transmission of the standard transmission (5).
Procedure according to Claim 1 or 2, characterised in that, the target torque is determined by means of the speed of the internal combustion engine (4) and/or of the output transmission of the standard transmission (5).
Procedure according to one of the preceding claims, characterised in that, the target torque (26) is determined subject to the accelerator position.
Procedure according to one of the preceding claims, characterised in that, the target torque (26) and/or the output torque (24) and/or the supplementary torque (3) is customised subject to a change in the accelerator position.
Procedure according to one of the preceding claims, characterised in that, a target torque (26) that is less than the output torque (24) is used.

Procedure according to one of the preceding claims, characterised in that, a first drive assembly (2) is used with an internal combustion engine (4).
Procedure according to one of the preceding claims, characterised in that, a first drive assembly (2) is used with an automated standard transmission.
Procedure according to one of the preceding claims, characterised in that, a second drive assembly (3) is used with an electromotor.
Device for controlling the propelling force of a motor vehicle with at least one control unit, two propelled axles (6, 8) and at least two drive assemblies (2, 3), characterised in that, the control unit is designed to execute the procedure in accordance with one of the preceding claims.
Motor vehicle with a control unit, characterised in that, the control unit is designed in accordance with Claim 9.