DE10312401A1 - Method of determining reference geometry for motor vehicle automatic gearbox involves determining actual neutral path geometry in comparison to preset value - Google Patents

Abstract

The method of determining reference geometry for a motor vehicle automatic transmission involves comparing the gearbox geometry for at least one value corresponding to the gearbox geometry, with a non-plausible value replaced by a preset value. The value of geometry used can include the actual length of the neutral path which is compared to a set value. claims include a gearbox actuator using the method.

Description

The present invention relates to a transmission actuator and a method to carry out a referencing of the gear geometry at a automated transmission.

Automated transmission systems, such as B. automated shaft drives (ASG), uninterruptible manual transmission (USG) or the like, are from the Vehicle technology known. Such transmission systems have at least one Transmission actuators on. Furthermore, a method for performing a Referencing the gear geometry in such gear systems known. Currently, the geometry determined during referencing is only compared with a fixed, stored range of values. This area can theoretically consider mechanical tolerances of the Gear actuator and the gear itself can be determined and therefore does not constitute size specifically related to the respective application it may happen that the taught-in gear geometry does not match the actual geometry matches.

It has been shown that it is then possible that there are no more circuits are possible because the new gear geometry learned does not match the actual one Geometry matches. This can e.g. B. due to a mechanical Stiffness or locking occurs when the value is wrong is adopted because it lies within the theoretical tolerance range, which is in the ASG Software is stored as a reference area.

When referencing, the gear geometry, especially the Gear lane geometry through a mechanical blockage or Stiffness can be incorrectly determined. If the determined values can be within the defined theoretical tolerance range wrong value accepted and filed. As a result, the im Values stored no longer with the actual values of the Neutral alley match and therefore the gear position is no longer found can be. That should be avoided.

The invention has for its object a transmission and a method for Propose a referencing of the gear geometry so that an improved operation, in particular of the transmission actuators, is realized.

The task is procedurally accomplished by a method of performing a Referencing the gear geometry in an automated gearbox solved, with the at least one taught-in value of the gear geometry with at least an actual value of the gear geometry is compared, with a implausible value is replaced by a predetermined value. With the The method according to the invention can be a specific gear-related Referencing can be carried out to obtain a currently determined value Compare gear geometry so as not to focus on one as before leave theoretical value from the general tolerance analysis. Furthermore, it is advantageous in the proposed method that potential Faults due to mechanical wear or mechanical Deformation can be adapted in the long term. Furthermore, can ensure that the aisles are found at all times, d. H. on Loss of the orientation of the gearbox actuator is thus advantageous avoided.

As part of a development of the invention, it can be provided that as Value of the transmission lane geometry at least the actual length of the Neutral alley is determined and compared with the learned value and that, if the learned value is recognized as implausible, a predetermined one Substitute value is used. In this way, e.g. B. wrong with one the length of the neutral aisle the previous, gearbox-specific value for the length of the neutral aisle is retained as a substitute value. The usage A substitute value can be provided if a determined value for the Length of the neutral alley is recognized as implausible.

According to a further embodiment of the invention, it is particularly advantageous if a value previously determined in the gearbox is used as a substitute value becomes. In this way, a value determined during referencing can also be used a value previously determined in the transmission. For example, the replacement value can be the one when commissioning for the first time or similarly determined alley length can be used, but of which it is assumed that the initial commissioning with a view to learning the Gear geometry has been carried out without errors. This value can can be used especially for ASG control.

Furthermore, it is possible that as the value actually determined in the transmission or as The length of a lane, in particular the neutral lane, is used as a substitute value which z. B. has been stored in the last referencing.

It is also conceivable that an adaptive value is used as the substitute value becomes. This means that a z. B. from n the previously determined aisle lengths are used.

In this way, a validation of the Neutral alley length preferably by adaptive values when comparing the Gear geometry, especially in an automated manual transmission, carried out. It is also possible that the aforementioned options for the Determination of the value can be combined appropriately. It is also conceivable that other values are used as substitute values.

If the currently determined value and the comparison value differ too much deviate, the determined value is advantageously not accepted. As As a result, the old value can be kept in memory until, for example again a plausible value is determined.

Furthermore, the object underlying the invention can be device-wise by a gear actuator, especially for an automated manual gearbox, in which a referencing of the gear geometry is provided, in particular for carrying out the proposed method, in which at least one control unit is provided, which has at least one learned value of the gear geometry with at least one actual value the gear geometry compares, the control unit implausible Value is replaced by a predetermined value.

Furthermore, the invention relates to a method, a device and their Use for operating a motor vehicle, in particular for control an automated gearbox.

Referring to FIG. 1, a vehicle 1, a drive unit 2 such as a motor or an internal combustion engine, on. Furthermore, a torque transmission system 3 and a transmission 4 are arranged in the drive train of the vehicle 1 . In this embodiment, the torque transmission system 3 is arranged in the power flow between the engine and the transmission, with a drive torque of the engine via the torque transmission system 3 to the transmission 4 and from the transmission 4 on the output side to an output shaft 5 and to a downstream axis 6 and to the wheels 6 a is transmitted.

The torque transmission system 3 is a clutch, such as. B. designed as a friction clutch, multi-plate clutch, magnetic powder clutch or torque converter clutch, the clutch can be a self-adjusting or a wear-compensating clutch. The transmission 4 is an uninterruptible manual transmission (USG). According to the idea of the invention, the transmission can also be an automated manual transmission (ASG), which can be shifted automatically by means of at least one actuator. In the following, an automated manual transmission is to be understood as an automated transmission which is shifted with an interruption in tractive force and in which the shifting operation of the transmission ratio is carried out in a controlled manner by means of at least one actuator.

Furthermore, an automatic transmission can also be used as the USG, with a Automatic transmission a transmission with essentially no interruption in tractive power the switching operations and that is usually through planetary gear stages is constructed.

Furthermore, a continuously variable transmission, such as a conical pulley belt transmission, can be used. The automatic transmission can also be designed with a torque transmission system 3 arranged on the output side, such as a clutch or a friction clutch. The torque transmission system 3 can furthermore be designed as a starting clutch and / or a reversing set clutch for reversing the direction of rotation and / or a safety clutch with a selectively controllable, transferable torque. The torque transmission system 3 can be a dry friction clutch or a wet friction clutch that runs, for example, in a fluid. It can also be a torque converter.

The torque transmission system 3 has a drive side 7 and an output side 8 , wherein a torque is transmitted from the drive side 7 to the output side 8 by z. B. the clutch disc 3 a by means of the pressure plate 3 b, the plate spring 3 c and the release bearing 3 e and the flywheel 3 d is subjected to force. For this application, the release lever 20 is actuated by means of an actuator, for. B. an actuator operated.

The torque transmission system 3 is controlled by means of a control unit 13 , such as, for. B. a control unit, which can include the control electronics 13 a and the actuator 13 b. In another advantageous embodiment, the actuator 13 b and the control electronics 13 a can also be in two different units, such as. B. housings.

The control unit 13 can contain the control and power electronics for controlling the drive motor 12 of the actuator 13 b. This can for example advantageously achieved that the system as a single space b the installation space for the actuator 13 required with electronics. The actuator 13 b consists of the drive motor 12 , such as. B. an electric motor, the electric motor 12 via a gear such. B. a worm gear, a spur gear, a crank gear or a threaded spindle gear acts on a master cylinder 11 . This effect on the master cylinder 11 can take place directly or via a linkage.

The movement of the output part of the actuator 13 b, such as. B. the master cylinder piston 11 a is detected with a clutch travel sensor 14 which detects the position or position or the speed or the acceleration of a variable which is proportional to the position or engagement position or the speed or acceleration of the clutch. The master cylinder 11 is via a pressure medium line 9 , such as. B. a hydraulic line, connected to the slave cylinder 10 . The output element 10 a of the slave cylinder is with the disengaging means 20 , for. B. a release lever, operatively connected so that a movement of the output part 10 a of the slave cylinder 10 causes the disengaging means 20 is also moved or tilted to control the torque transmitted by the clutch 3 .

The actuator 13 b for controlling the transmissible torque of the torque transmission system 3 can be actuatable by pressure medium, ie it can have a pressure medium transmitter and slave cylinder. The pressure medium can be, for example, a hydraulic fluid or a pneumatic medium. The actuation of the pressure medium transmitter cylinder can take place by means of an electric motor, wherein the electric motor provided as the drive element 12 can be controlled electronically. The drive element 12 of the actuator 13 b, besides an electromotive drive element, another, for example, be dwckmittelbetätigtes drive element. Magnetic actuators can also be used to adjust a position of an element.

In the case of a friction clutch, the transferable torque is controlled in that the friction linings of the clutch disc are pressed in a targeted manner between the flywheel 3 d and the pressure plate 3 b. About the position of the disengagement means 20 , such as. B. a release fork or a central release, the application of force to the pressure plate 3 b or the friction linings can be controlled in a targeted manner, the pressure plate 3 b being moved between two end positions and being able to be set and fixed as desired. One end position corresponds to a fully engaged clutch position and the other end position corresponds to a fully disengaged clutch position. To control a transmissible torque, which is, for example, less than the engine torque currently present, a position of the pressure plate 3 b can be controlled, for example, which lies in an intermediate region between the two end positions. The clutch can be fixed in this position by means of the targeted actuation of the disengaging means 20 . However, it is also possible to control transmissible clutch torques that are defined above the engine torques currently pending. In such a case, the currently occurring engine torques can be transmitted, the torque irregularities in the drive train being damped and / or isolated in the form of, for example, torque peaks.

To control the torque transmission system 3 , sensors are also used which at least temporarily monitor the relevant variables of the entire system and deliver the state variables, signals and measured values necessary for control, which are processed by the control unit, with a signal connection to other electronic units, such as, for example Engine electronics or an electronics of an anti-lock braking system (ABS) or an anti-slip control (ASR) can be provided and can exist. For example, the sensors detect speeds such as wheel speeds, engine speeds, the position of the load lever, the throttle valve position, the gear position of the transmission, an intention to shift and other vehicle-specific parameters.

FIG. 1 a shows that a throttle valve sensor 15 , an engine speed sensor 16 and a speedometer sensor 17 can be used and transmit measured values or information to the control unit 13 . The electronics unit, such as. B. a computer unit, the control electronics 13 a processes the system input variables and transmits control signals to the actuator 13 b.

The gear is as z. B. stage change gear designed, the gear ratios are changed by means of a shift lever 18 or the transmission is operated or operated by means of this shift lever 18 . Furthermore, at least one sensor 19 b is arranged on the shift lever 18 of the manual transmission, which detects the intention to shift and / or the gear position and forwards it to the control unit 13 . The sensor 19 a is articulated on the transmission and detects the current gear position and / or an intention to shift. The intention to shift is detected using at least one of the two sensors 19 a, 19 b in that the sensor is a force sensor which detects the force acting on the shift lever 18 . Furthermore, the sensor can also be designed as a displacement or position sensor, the control unit recognizing an intention to switch from the change in the position signal over time.

The control unit 13 is at least temporarily in signal connection with all sensors and evaluates the sensor signals and system input variables in such a way that, depending on the current operating point, the control unit issues control or regulation commands to the at least one actuator 13 b. The drive motor 12 of the actuator 13 b, z. B. an electric motor receives from the control unit, which controls the clutch actuation, a manipulated variable as a function of measured values and / or system input variables and / or signals of the connected sensors. For this purpose, a control program is implemented in the control unit 13 as hardware and / or as software, which evaluates the incoming signals and calculates or determines the output variables on the basis of comparisons and / or functions and / or characteristic diagrams.

The control unit 13 has advantageously implemented a torque determination unit, a gear position determination unit, a slip determination unit and / or an operating state determination unit or is in signal connection with at least one of these units. These units can be implemented by control programs as hardware and / or as software, so that by means of the incoming sensor signals, the torque of the drive unit 2 of the vehicle 1 , the gear position of the transmission 4 and the slip that prevails in the area of the torque transmission system 3 and the current operating state of the vehicle 1 can be determined. The gear position determination unit uses the signals from the sensors 19 a and 19 b to determine the currently engaged gear. The sensors 19 a, 19 b are articulated on the shift lever and / or on gear-internal actuating means, such as a central shift shaft or shift rod, and detect them, for example the position and / or the speed of these components. Furthermore, a load lever sensor 31 on the load lever 30 , such as. B. on an accelerator pedal, which detects the load lever position. Another sensor 32 can act as an idle switch, ie when the load lever 30 or accelerator pedal is actuated, this idle switch 32 is switched on and when the load lever 30 is not actuated, it is switched off, so that digital information can be used to identify whether the load lever 30 is actuated. The load lever sensor 31 detects the degree of actuation of the load lever 30 .

The Fig. 1a shows in addition to the load lever 30 and the sensors associated therewith a brake actuator 40 to actuate the service brake or the parking brake, such. B. a brake pedal, a hand brake lever or a hand or foot operated actuator of the parking brake. At least one sensor 41 is arranged on the actuating element 40 and monitors its actuation. The sensor 41 is, for example, a digital sensor, such as. B. designed as a switch, which detects that the brake actuator 40 is operated or not. With the sensor 41 , a signal device such. B. a brake light, are in signal connection, which signals that the brake is applied. This can be done for both the service brake and the parking brake. However, the sensor 41 can also be designed as an analog sensor, such a sensor, such as a potentiometer, determining the degree of actuation of the brake actuating element 41 . This sensor can also be in signal connection with a signal device.

The following is a possible embodiment of the invention presented here described, in which it is provided that predetermined gears at a Gearboxes are marked or cannot be selected. This Strategy can preferably be manual, semi-automatic or sequential Gears are provided. It is also possible that this strategy any other transmission is used, which is an automatic Has gear selection.

It has been shown that it is advantageous if one is marked as unfavorable or marked gear is not used and another cheaper Gear is selected to avoid gear damage and the time to Minimize selection of the next gear ratio.

It is possible that predetermined gears are marked which are difficult or difficult are impossible to switch. This can preferably be done for a set Time span, for a current driving condition and / or until Repairs to be provided by a workshop. To periods avoid moments when there is no torque transmission For example, other suitable translations can be selected without an attempt is made to choose the problematic translation.

To avoid further possible damage to the gearbox, you can preferably wait until the error has been corrected.

If, for whatever reason, a gear cannot be selected, z. B. due to incorrect position settings or gearbox damage, several attempts can be made to change gear choose. Preferably after a variety of failed attempts be provided that the next better gear ratio is then selected becomes.

Each time you try to select a problematic translation appropriate time is lost and there is also a risk of Damage to the gearbox. To save the time when none Torque is transmitted and possible damage to everyone Avoiding the selection of translations can be done with the strategy according to the invention be provided that the gear ratio is marked accordingly or is characterized, which after a predetermined number of Failed attempts are recognized as not selectable.

In this way it can be avoided that the problematic Gear ratio is selected again. Instead, preference is given to Consideration of vehicle and driver information is attempted select the next best gear ratio.

Preferably, any problem gear ratio in the transmission a fault memory can be recorded so that the inspection Find and simplify search for the faulty component. The Fault memory can, for example, after a predetermined number of Driving conditions without the recurrence of the error are deleted, especially if the faulty gear ratio on another Driving state is switchable again.

The faulty or problematic gait can preferably for one predetermined period of time to be marked, in particular the mechanical Components to make it possible to regenerate, for example through Cooling down. It is also possible that the gear for the rest of the current Driving state is marked. Thus stands for the mechanical components Restoration is available for a longer period of time and also external Interventions possible, such as B. refilling the gear oil or the like. It is it is also conceivable that the problematic gear is marked until the Vehicle is brought back to a workshop for inspection. In this way the driver can be made to convert the vehicle as quickly as possible Bring workshop to before further damage to the gearbox can occur. Other conditions are also possible for the time of blocking the problematic gear ratio.

A further embodiment of the present invention follows described in which a predetermined gear selection strategy is proposed becomes.

For example, in a gear selection software, in particular for an automated manual transmission (ASG), a change of the selector lever z. B. from position N to position D or R or the like. Only when the foot brake is actuated to engage a gear. For example, the following conditions can preferably be provided as exceptions:
a change from position R via N to D or from position D via N to R can take place within an applicable period of time. The application can be such that, for. B. no brake intervention is required. It is also possible that the application for reverse and forward gear (R and D position). can be done separately.
the change from position N to D can preferably take place above an applicable limit speed. It can be provided that other conditions must also be met.

The above conditions can e.g. B. by at least one more Condition to be expanded. For example, it can be provided that a Change the selector lever from position N to D or from position N to R. can be accepted if one of the following options of the driver's request confirmed after engaging a gear becomes.

For example, the following options can be provided:
The foot brake is activated within an applicable time.
The accelerator pedal is operated within an applicable time. For example, the pedal value can be> x%.
The driver moves the selector lever from the D / M position to the tip + or tip position within an applicable period of time.

It is also possible that other conditions or possibilities Include driver request in the inventive Gear selection strategy are taken into account. In particular, too predetermined signal combinations as driver request in the invention Gear selection strategy to be integrated.

For example, at least the following sizes can be suitably applied:
the time span in which driver recognition is accepted,
the pedal value at which the driver is recognized
with each individual activation of each of the driver identification features mentioned, in particular by separating between the forward and reverse gears, preferably not in the tip + or tip - position.

A further embodiment of the present invention follows described in which a synchronous strategy for an actuator, in particular one automated manual transmission (ASG) is proposed.

In a possible synchronous strategy, it is provided that the kinetic energy of the electric motor of the switch actuator is converted into potential energy of the tensioned spring when the synchronous force is built up, the switching elasticity and basic rigidity of the mechanical parts between the electric motor and the sliding sleeve being considered. Each target synchronous force thus corresponds to a certain potential energy. The electric motor should have the same kinetic energy when moving to the synchronous position. In order to store this specific kinetic energy before moving to the synchronous position, the starting speed can be set accordingly. The control of the aforementioned synchronous strategy can, for. B. can be divided into the following phases:
Set approach speed; Mode: Cruise control approach synchronous position; Mode: speed control with force limitation.

The goal of this phase is the friction compensation, while the force limitation be defined in such a way that the approach speed is only against a force can be kept, which is not greater than the friction.

If the actuator speed is below the Velocity drops, another phase with constant tension can begin, which of the synchronous force F should at the speed with the value 0 equivalent.

The basis of this strategy is speed monitoring; if the Speed that is provided for the control during the Force build-up decreases, the tension according to the friction compensation be reduced. The transition to the last phase is also due to the measured speeds. It has been shown that the more precisely the speed is measured, the higher the speed Control quality of the synchronous strategy. It has also been shown that the faster the actuator is braked when the force is built up, the larger it is Deviation of the measured speed from the physical value. This deviation determines an additional energy that flows into the system because the voltage due to the measured speed is always higher than the tension with ideal friction compensation. Hence it can be concluded be that the more the actuator is braked when the force builds up, the more the interruption-related spread of the synchronous force is greater. The cause this can be due to the considerable interruption-related spread of additional energy be at the synchronous threshold when braking.

With predetermined motors, especially with very light electric motors, there is a z. B. 5 times smaller inertia compared to other heavier motors. An equivalent mass 5 times smaller is therefore provided with the same overall transmission ratio. In order to have the same kinetic energy before moving to the synchronous position, the speed can preferably be √ 5 times bigger. If, for example, a mass is deflected against a spring, the time until the maximum spring force builds up is equal to a quarter period of the natural vibrations. The period is by mass and stiffness by the following equation

2√ m / c / π

Are defined. That is why the duration of the power build-up, especially for small motors, is √ 5 sometimes shorter. As a result, a smaller motor has 5 times more acceleration than conventional heavier motors. Accordingly, the expected scatter of force is larger for smaller, lighter motors than for the otherwise heavier motors.

Accordingly, a synchronous strategy is sought which is independent of the speed monitoring error. A simple model of the actuator is considered for the synchronous strategy according to the invention in order to simulate possible synchronous strategies. This model is shown in Fig. 2a. After reaching the synchronous position, the following equations can be given for the model:

This results in an inertia of 0.52e-5 kgm2 for the lighter engine. This corresponds to 1/5 of the inertia of otherwise heavier motors. In the Total gear ratio of 2500 rad / m, the equivalent actuator mass is 32.5 kg. With KReib = 0.4, the force-dependent friction of the worm gear considered. 120 N is specified for the force-independent friction FReib.

In Fig. 3 is a simulation for a predetermined synchronous power Fsync of 800 N is shown in a circuit 1-2. The speed difference to be synchronized is specified at 2.5 Fsync revolutions per minute, the speed difference to be synchronized also being used in other simulations in order to be able to compare the switching times for different elasticity characteristics.

In Fig. 3, two diagrams are shown, wherein the profiles of the actuator path, the actuator speed and the synchronous motor are represented over time in the upper diagram. The voltage over time is shown in the diagram below. In both diagrams, the time axis is divided into the phases "drive to synchronous position", "set synchronous force" and "wait for unlocking" as well as the phases "drive to end position" and "braking".

From Fig. 3 it can be seen that the voltage Usync (= 7.35 V) is adapted such that when the synchronous position is approached with the stationary speed of v0, which corresponds to this voltage, the synchronous force is met exactly. In the simulation shown in FIG. 3, v0 is approximately equal to 135 mm / s. The following applies at stationary speed

F electric motor = F friction

and consequently

v0 = (U Sync - F ReibRa / kΦ / iges) / kΦ / iges

The position at which the jump from 12 V to USync is intended is such adjusted that with the S.P. error of -0.5 mm, i.e. if the Synchronous position is 0.5 mm closer to the neutral position Excess synchronous force of 10% of the synchronous force is permissible. Accordingly lies the force in the simulation shown is slightly higher than the target force. In the In this simulation, the movement after unlocking is simplified simulated so that the switching time for different elasticities is comparable.

A simulation is also shown in FIG. 4, but for a heavier motor. FIG. 4 also shows two diagrams as shown in FIG. 3. In this simulation the voltage is USync = 5.84 V and this corresponds to a stationary speed v0 = 104 mm / s. It can be seen from FIG. 4 that this simple synchronizing strategy for the heavier motor is not as well applicable as for the lighter motor according to FIG. 3. This is because the transition to the voltage USyne has to take place much earlier, which leads to an earlier one Braking leads.

This means that the lighter the engine, the further you can drive with full tension. The voltage USync strives for the value UStat, which specifies the voltage that is present at the static target synchronous force. In the model shown, UStat can be calculated as follows:

UStat = (FSync (1 + KReib) + FReib) Ra / kΦ / iges

For the force of 800 N, UStat is approximately 7.59 V. The value USync is lower than UStat mainly depends on the equivalent mass of the electric motor used. The influence of the switching elasticity is relatively small.

The optimal synchronous strategy for a motor with an inertia equal to 0 is Voltage jump from 12 V to the UStat voltage when the Target synchronizing force. It follows that for the small equivalent mass of the lighter engine the strategy presented according to the invention very close to that theoretically achievable optimum.

In the following, the interruption-related spread of the synchronous force and the end of the synchronous time are considered. Within a z. B. 5 ms interruption, the switching actuator can move at a maximum speed Vmax = 230 mm / s by a distance of 1.15 mm. The transition to the voltage USync can therefore be provided within a 1.15 mm long range. The spreading limits of the switching force and the time until the end of the synchronization is determined with a simulation for the stiffest route without a synchronization strategy, namely for the basic stiffness of about 1000 N / mm. The transition point farthest from neutral is chosen such that the power transmission is approximately 15 to 20 N, which means that the closest transition point is 1.15 mm closer to neutral. The result of this simulation is shown in FIGS. 5 and 6.

In FIG. 5, the interruption caused by scattering of the synchronous motor is shown in the simple inventive strategy, said on the target force is represented actual force. In FIG. 6, the interruption-related dispersion is shown with respect to time up to the end of sync with the inventive strategy, wherein the time until the synchronous transmission on the target power is shown.

It has been shown that the time until the end of the synchronization small synchronous forces has a significant spread. For an earlier one The transition to voltage USync shows the time increase.

A further development of the present invention can provide a refinement of the proposed strategy, which acts against this aforementioned increase in time. FIG. 7 shows the actuator movement up to standing at the synchronous position for the synchronous force of approximately 400 N in the phase space. The position at which the voltage jump occurs is identified by S in FIG. 7 and adapted in such a way that the power transmission with an SP error of -0.5 mm is approximately 10% of the synchronous force.

Accordingly, in the refined synchronous strategy, it is proposed that a certain voltage be specified within a further interruption time at the position identified by x_start_intermediate voltage in FIG. 7. This is because the phase curve is to be reached until the next interruption, that is to say in 5 ms, and the voltage USync is then suitably set.

As a result, the interruption-related spread of the synchronous force can advantageously be equal to 0 and the time spread can be significantly reduced. If the actuator is in the point labeled A in FIG. 7, the intermediate voltage can be higher than the voltage USync, and for point B the intermediate voltage can be lower than the voltage USync. For example, the intermediate voltage can be calculated with the tangent, which is provided on the phase curve or on the line v = v0.

If the voltage corresponds to the voltage USync, the speed tends towards v0. This results in the equation of motion of the actuator as follows:

m ≙ = k (vO - ≙) where K = (kΦi _ges ) ² / R _a

In point S according to FIG. 7 applies

Hence the derivative at point S is the same:

If the equation of the tangent is g0 + g1x = v, then follows

The specification of a constant voltage is equivalent to a constant force F in the following equation:

m ≙ = F - k ≙ or ≙ = ƒ - α ≙ where ƒ = F / m and α = k / m

A suitable f should now be found so that the phase point (e.g. Point A) in t = 5 ms lies on the tangent (or on the line v = v0).

Solving this equation for the initial conditions x (0) = 0; ≙ (0) = ν _max

In 5 ms the way and the speed are:

The phase point x = xA + x (0.005); ≙ = ≙ (0.005) should come to the tangent, which gives the following equation:

g0 + g1 (xA + a + bf) = c + df

From this linear equation we can find the f we are looking for.

Then if ≙ = c + df is lower than v0, the final value should be from Equation v0 = = c + df can be defined. In the latter case comes the Phase point on the line v = v0.

The intermediate voltage is then calculated as follows:

You can implement this calculation simply because it is a simple linear function of v0 (or USync) and xA deals with coefficients.

The intermediate voltage is shown in Fig. 8 along the way. In FIG. 8, a plurality of intermediate voltage profiles with different target synchronous forces (200 N, 400 N, 800 N and 1200 N) are shown, wherein an actuator without elasticity is provided (only base stiffness of 1000 N / mm). The path is counted from the end position in the direction of the synchronized position. The path to the synchronized position of approximately 12 mm is considered.

If e.g. B. at the nominal force of 200 N, the path is greater than 9.7 mm for the first time has become (e.g. 10.2 mm), within the next 5 ms Intermediate voltage of 6 V is applied and then USync = 2.2 V is set.

In Fig. 9, the time dispersion is shown by a comparison of the simple strategy and the strategy with intermediate voltage. In particular, the spread of the time until the end of synchronization is specified for the refined strategy with intermediate voltage.

The force scatter in the strategy with intermediate tension is approx. 2 times smaller than using the simple strategy, which is not shown.

In the following, the simulation for choosing the switching elasticity for the actuator is included considered a light engine. With a further simulation the Switching times at the synchronous force of 200, 400, 800, 1200 N for the different elasticities. The boundary conditions for this Simulation are preferably the following:

The path from the end position of the old gear to the synchronized position of the Target gear corresponds to 13 mm.

The path from the end position of the old aisle to the end position of the target aisle corresponds to 20 mm.

The speed difference to be synchronized corresponds to 2.5 Ftarget [rpm.] The preload force when removing the old gear corresponds to Fziel / 4. This force is taken into account because the distance to the synchronous position gets smaller because of the preload.

The voltage USync is adjusted in such a way that when the Synchronous position with stationary speed, which of this voltage corresponds, the target synchronizing force is hit exactly.

The transition from the voltage of 12 V to USync takes place on such a Distance before the synchronous position at which the deviation of the synchronous position of 0.5 mm in the neutral direction to the force increase of 10% of the target force leads.

After the synchronization has ended, the voltage USync becomes a further 5 ms held to leave the time for unlock detection.

Then the voltage 12 V is held for so long that the actuator continues comes to a standstill in the end position without tension.

The target gear is recognized at the position of 18 mm.

The time to reach the 18 mm travel is called an estimate of the switching time considered.

The effect of the sequence of interrupt is not taken into account.

An example of such a simulation is shown in FIG. 3.

The various elasticities based on the basic elasticity (response threshold = 100 N; travel = 1.1 mm; stop force 300 N) were considered, the characteristics of which arise from the change of one parameter and are shown in FIG. 10.

In Fig. 10, the characteristic curve of the base elasticity (thick line) and variations thereof - illustrated in the basic stiffness of 1000 N / mm (1 6).

Lines 1 and 2 result from the varied stiffness, lines 3 and 4 through the varied response threshold and lines 5 and 6 through the varied path. The simulated synchronous force differs only slightly and is not shown here. The calculated switching times are shown in FIGS. 11 to 14.

In Fig. 11, the switching time is shown for different synchronous strategies, eluting with a diamond line the base synchronous strategy, with a = quadrilateral line synchronous strategy with a stiffness c = 100 N / 1.1 mm, and with a triangular line, a synchronous strategy with a stiffness c = 300 N / 1.1 mm are indicated.

In Fig. 12, the switching times for different synchronous strategies are presented via the predetermined force, wherein the diamond line the base synchronous strategy quadrilateral line synchronous strategy with F = 0 and this triangle line indicates a synchronous strategy with the force F = 200.

In Fig. 13, the switching times for different synchronous strategies are also shown on the intended force, whereby the diamond line represents a synchronous strategy mm, the base synchronous strategy rectangular line with path = 0.5 and the triangular line indicates a synchronous strategy Distance = 1.7 mm.

In Fig. 14, the switching times for different synchronous strategies are presented via the predetermined force, wherein the diamond line represents a heavy motors suitable synchronous strategy and the triangular line indicates the base synchronous strategy rectangular line synchronous strategy at 1000 n / mm.

The time and force deviation due to the scatter of the basic stiffness is considered below. Fig. 15 shows the resulting curves when the basic rigidity for the base synchronous strategy (100 to 300 N over 1.1 mm) 500, 100 and about 1500 N / m mm, wherein the diamond line synchronous strategy with a base stiffness of 1000 N / mm , the rectangular line indicates the synchronous strategy with the basic rigidity of 500 N / mm and the triangular line the synchronous strategy with the basic rigidity of 1500 N / mm.

The switching times for these basic stiffnesses shown in FIG. 15 are indicated in FIG. 16, the switching time being shown as a function of the target force. In FIG. 16, the courses are designated in the same way as in FIG. 15.

The voltage USync and the switching distance from 12 V to the USync voltage are adjusted for the basic rigidity of approximately 1000 N / mm. Therefore, the synchronous force deviates significantly from the target force at the other stiffnesses, which is indicated in FIG. 17. The actual force deviation due to the scatter of the basic stiffness is indicated there. In Fig. 17 is actual force shown on the intended force, whereby the diamond line the basic stiffness of 1000 N / mm, the rectangular line the basic stiffness of 500 N / mm and the triangular line indicates the basic stiffness of 1500 N / mm.

The further FIGS. 18 and 19 show the time and force deviations due to the scatter of the basic stiffness for the actuator without switching elasticity. The same designations have also been chosen for these figures.

In Fig. 18, the switching times without synchronous strategy in various basic rigidities, namely 1000 N / mm, 500 N / mm and 1500 N / mm shown. In Fig. 19, the actual force-deviation shown due to the scattering of the basic rigidity. As can be seen, the influence of the basic stiffness is relatively small. It can be concluded from this that the time saved by adapting the elasticity characteristic for the actuator with a light motor is relatively small compared to the variant without switching elasticity, as indicated by the triangle line in FIG. 14. For the high synchronous forces, the switching elasticity can change little over time, although for the small force of 200 N, the somewhat longer time is not important.

This makes it possible to use the simplified synchronous strategy, in particular for light motors, the switching time gain being estimated by using a switching elasticity for light motors, as shown in FIG. 14. At high set synchronous forces, the characteristic of the switching elasticity has hardly any influence on the switching time, whereby the preload has a considerable influence at small forces. The switching time can be extended below the pretension.

Overall, a basic synchronization strategy according to the invention is proposed which instead of the known three phases only one phase with an adapted one Voltage USync, which is slightly below the voltage that the stationary target synchronous force corresponds. The voltage can start from a suitable Position before or after the synchronous position, especially for large forces, be created.

Furthermore, this improved synchronous strategy can also be suitably modified become. For example, it can be provided that in the synchronous strategy first a specially calculated one within a predetermined interrupt time Voltage and only then the voltage USync is applied. The goal of this It is the calculated voltage which is also referred to as the intermediate voltage has been, before the last period, during which time the tension USync is created to always arrive at the same phase curve. There are other modifications or any combination of the above Strategies possible.

The synchronizing strategies according to the invention can preferably be used for automated manual transmissions (ASG) with light electric motors can be used. Of course, these synchronous strategies can also be used with other transmissions can be used with other actuator motors.

A further embodiment of the present invention follows described in which an immediate influence z. B. from maps, especially with manually requested circuits one automatically switching gear, is provided.

It has been shown that in different driving situations comparable boundary conditions from the driver harder or too more comfortable circuits are desired. This is especially true manual circuits and in certain driving situations, such as. B. one Kickdown, to carry, because in these cases the driver's request through an active Action of the driver is expressed.

Accordingly, it is possible to influence characteristic maps in the case of manually requested Circuits of an automatically switching transmission preferably over the Sensor technology of an actuating element can be provided. Preferably, the Movement when actively initiating a circuit can be used, for. B. the To influence the dynamics of the circuit directly.

For example with selector levers, buttons or paddle shifters, so-called paddles, can e.g. B. the map directly by the speed of the selector lever movement or determined by the impulse or the force when hitting the end position become. For example, during a kickdown, the speed of the Accelerator pedals are not only used to identify the situation itself, but also it is also possible to directly influence the dynamics of the circuit.

There are also other possibilities through which the map or Like. Is influenced to influence the dynamics or the like. The circuit.

The method according to the invention presented can be used in any automatic Transmission, especially in an automated manual transmission (ASG) be used. It is also conceivable that the procedure is in others Gear is used.

A further embodiment of the present invention follows described in which a safeguarding of the speed intervention by a suitable Limitation, especially by limiting the engine torque is proposed.

It has been shown that the speed differences between the crankshaft of the engine and the input shaft of the transmission balanced Need to become. For example, the transmission control unit can corresponding speed increase / adjustment theoretically by a torque and / or request speed setting from the engine control unit. Preferably can have a torque interface and / or a speed interface for it be used.

The high security compared to the torque interface is an advantage unwanted vehicle accelerations because of the torque requirements compared with the driver's desired torque and / or temporal Limitations on the duration of the intervention take effect. At the moment interface However, it should be borne in mind that the speed control of the Transmission control unit is carried out indirectly via the torque specification. This can result in dead times during signal transmission. Furthermore are Inaccuracies in the engine model of the gearbox control unit possible, which are can affect the result of the regulation.

When using a speed interface, it is particularly advantageous that regulatory interventions in the engine (torque specifications) directly from the Engine control unit are carried out, which more accurate models for the Engine behavior. A higher control quality is thus achieved. In the However, when using a speed interface, please note that the engine torque provided by the engine on the crankshaft, Especially with large speed jumps, control errors occur suddenly can and can therefore grow beyond the driver's desired torque. This makes it possible for unwanted vehicle accelerations to occur can when the clutch is closed or closed and a gear is inserted.

To avoid security-critical situations, it can be provided that The speed control is only accepted by the engine control if next to the neutral state also an open clutch from the Transmission control unit is recognized and accordingly to the engine control is forwarded. The speed intervention can thus on the neutral phase of the Gear changes are limited. So not in all cases Target speed reached.

Accordingly, within the scope of a further embodiment of the invention be provided that the area of application, in particular the Speed interface is advantageously expanded so that an even higher one Switching comfort is made possible. The expansion of the area of application of the Speed intervention can, for. B. through additional conditions Speed intervention protection can be enabled.

In the event that either only the clutch is preferably used as open or the neutral state is recognized, the engine speed intervention continue to be approved, the engine z. B. internally with regard to its Speed increase requested torque is limited. It is possible that the torque requested to increase the speed to the current one Driver request torque and / or in the overrun condition to an engine torque with the Value = 0 is limited. It is also conceivable that other limitations with the Motor can be provided.

These measures can be prevented in an advantageous manner that the Vehicle due to certain individual errors, such as B. incorrect system information from the gearbox control unit or by a faulty engine control unit in the area the speed control, is accelerated unintentionally faster than it is by the driver it is asked for.

The measures according to the invention for securing the speed intervention can preferably be used in all vehicles with a CAN (Control Area Network), especially with an automated manual transmission (ASG), be used.

A further embodiment of the present invention follows described in which a method for adjusting the so-called comfort Index using existing controls on an automatic transmission is proposed.

Especially with an automated manual transmission system (ASG system) should have different interests when coordinating the shifting comfort be taken into account. If no adjustment / selection options of the Switching comfort are possible, the final vote will be one Represent compromise of different interests. For example, at Vehicles with a more powerful engine want one on the one hand sporty and on the other hand comfortable driving style are desired.

It can preferably be provided that, on the one hand, the switching comfort in Dependency of one or more comfort-determining variables changed can and the variation of these comfort sizes can for example by means of certain controls are done.

Accordingly, a method is described according to the invention, such as. B. with a Selector lever of comfort index selected individually by the driver can be. Due to the same selector lever configurations, this can Procedure can also be transferred to other gears.

A procedure is described below with which a comfort index (sports Index) with, for example, an automated manual transmission (ASG) existing operating (selector lever) and display elements (display) selected can be. Depending on this comfort index, the Switching comfort and / or the position of the switching points are influenced so that every driver can choose his individual comfort in an advantageous manner.

In the described method, a layout of a selector lever shown in FIG. 20 is used as an example. However, it is possible to transfer this to other layouts of other selector levers. In the layout of the selector lever shown in FIG. 20, however, it is advantageous that the tip function can be selected directly from the normal driving position in the automatic position.

To select the individual comfort index, the method according to the invention can preferably be divided into the following substeps:
Activate adjustment mode
Adjustment of the comfort index with active adjustment mode
Leaving the adjustment mode (if necessary with saving the value)
Initialize the adjustment mode
display
Gear specification (automatic / manual mode)

It is possible that in the method according to the invention one of the above Modes are omitted or with other possible modes arbitrarily with each other be combined.

When activating the adjustment mode, provision can be made for this to be activated by moving the selector lever in the A / M position for certain minimum periods is held. For example, this time threshold can range from 0.4 to 2 s lie. However, other values for the time threshold are also conceivable.

When adjusting the comfort index while the adjustment mode is active be provided that this after activating the adjustment mode via the tip + or tip - position of the selector lever can take place. With a short tip- Actuation, the comfort index can be incremented by the value 1 or be decremented. If the selector lever is held for a longer time, e.g. B. from 0.4 to 2.0 s, the comfort index can be set to a maximum when tapping + Value and when actuated tip - set to a minimum permissible value to accelerate the adjustment process. There are others too Adjustment possibilities in the method according to the invention are conceivable.

When leaving the adjustment mode, if necessary with saving the Value, it can be provided that this takes place when the selector lever in the Position A / M or N or R is moved, the position A / M the Automatic / manual mode, N the neutral state and R the reverse gear designated. In addition, the adjustment mode can be ended automatically, if within a predetermined period of time, e.g. B. from 10 to about 20 s after activation of the adjustment mode, no further selector lever actuation takes place. It other periods of time are also conceivable in the method according to the invention.

The value of the comfort index selected during the active adjustment mode phase can, however, only be adopted if the adjustment mode is via the Selector lever position A / M is ended. Usually this value remains during the further journey is activated until it is either changed again or the journey is ended by "ignition off".

Leaving the adjustment mode via the selector lever position N or R and the automatic termination after a certain period of time can be called "abort" get ranked. This means that during the active adjustment mode Phase selected value of the comfort index is discarded. However, there is Possibility to save the value permanently in an EEPROM or the like to start immediately on the next trip with the currently selected level. in this connection the adjustment mode should be exited via the selector lever position A / M and / or the selector lever position A / M for a certain time, such as. B. about 0.4 to 2.0 s.

The long-term storage of the adjustment mode can then preferably be via Acknowledgment signal, e.g. B. a short beep or the like can be confirmed. This Operating sequence for storing a value can also be, for example, at Radio equipment can be used for station storage.

Preferably, at least the following options can thus be provided in the method according to the invention for ending the adjustment mode:
The selector lever is moved to the A / M position (tA / M <Tsafe), then retum, ie acceptance of the value
Selector lever in position A / M (tA / M ≥ Tsafe), then "Safe", ie storage in the EEPROM
Selector lever in position R or N, then "ESC" ie abort the adjustment phase
Selector lever not actuated for t> T0, then "ESC", ie termination of the adjustment phase

Where tA / M is the time the selector lever is in the A / M position, Tsafe is a predetermined period of time and TO is the time in which none Selector lever actuation takes place. It is possible that the aforementioned Termination options in other ways in the inventive Procedures can be interpreted.

When initializing the adjustment mode it can be provided that the Start-up of the control unit, provided there are no other options to identify the driver, the comfort index is either always with a neutral default or with that of the last driving process in the EEPROM Memory stored value is initialized. Are other options available that allow driver identification, such as. B. personalized Keys, seat adjustments or the like, the initialization can also be driver-related respectively. There are also other initialization options with the inventive method conceivable.

The display of a vehicle may be in your vehicle Limited display scope. For example, only one character, such as B. 1, 2, 3, 4, 5, 6, A, N or R, with two additional symbols, such as. B. winter, sprocket or Like. Are displayed. In addition, a flashing mode can be shown in the display to be activated. If the adjustment mode is activated, the current comfort index z. B. in the form of a numerical display 1-6 or the like .. become. In addition, to identify the adjustment mode display Gear ring gear and / or the flashing mode can be activated.

With other display options, such as. B. a 2-digit display, the Display of the comfort index according to the inventive method on it be appropriately coordinated. A first character can then be displayed, for example which clearly identifies the sport / comfort index adjustment, such as B. S or C. While the second digit of the display shows the actual value displays. There are also other display options for the comfort index at the method according to the invention possible to display these options to adapt an existing display in the vehicle.

When specifying the gear, especially in the automatic / manual mode, the Adjustment mode both from manual mode and from automatic Mode can be activated. To during the adjustment phase, especially at active manual mode, no restrictions on gear selection can be provided automatically, for example, during the active adjustment mode be branched into automatic mode. Preferably after finishing the Adjustment mode can then optionally be kept in automatic mode or reactivate the original mode. Here are also suitable Modifications in the method according to the invention are conceivable to further this to improve.

The method according to the invention can preferably be used for ASG, USG, PSG, ESG- Systems are used in which the shifting comfort is adjusted a compromise is made between comfort and sportiness and that Requirements described above with regard to the control element, for. B. Selector lever and layout are given. It is also possible to have an appropriate one Modification of the method according to the invention to perform this to adapt different operating elements of other gearboxes appropriately.

A further embodiment of the present invention follows described, in which preferably a switchover of the driving mode via Gear selector switch, e.g. B. on the steering is proposed.

The driver has the option of changing gears in addition to the selector lever use suitable controls on the steering. For example can corresponding buttons on the steering wheel or a steering column switch or Like. Be provided. When they are operated, a gear change is initiated. When the driver moves his vehicle in automatic mode, the Actuation of the driving mode switched to manual mode. To afterwards to get back into automatic mode, the driver can e.g. B. the selector lever actuate. However, he must then at least get one hand off the steering wheel to take.

If the system provided for the Tip + and Tip buttons in the vehicle - Each has its own operating device, can advantageously by the change from manual to automatic driving mode and also vice versa by simultaneously operating both controls for Tip + and tip - done on the steering wheel. It is possible that the switchover does not take place until Let go, e.g. B. the falling edge of the switch is provided. To this The driver can thus switch the driving mode without that the driver has to take his hands off the steering wheel. This is Particularly advantageous with regard to driving safety.

It is also conceivable that the other switches with the steering provided controls is enabled. For example, too by simultaneously pressing the Tip + and the Tip buttons Neutral state or the like.

The switching of the driving mode according to the invention can be carried out in all Automatic transmissions with control buttons are used on the steering, especially with an automated manual transmission (ASG).

A further embodiment of the present invention follows described, which preferably validates the neutral aisle length through adaptive values when comparing the gear geometry, especially for one automated manual transmission.

It has been shown that when testing, in particular the ASG gearbox actuation in test gearboxes, it is possible that after a neutral reference drive, gear changes are no longer possible because the new gearbox geometry learned does not match the actual geometry. The evaluation of the measurement data shows that the length of the neutral alley is recorded as too short due to mechanical stiffness (locking), which is also shown in FIG. 21. FIG. 21 shows a measurement of an ASG actuator in a test gear. This incorrect value is accepted because it lies in the theoretical tolerance range, which is stored in the ASG software as a reference range.

This leads to the task that if the length of the neutral lane is incorrectly learned the previous, gearbox-specific value for the length of the neutral alley as Substitute value is maintained. Furthermore, a determined value for the length of the Neutral alley can be recognized as plausible or implausible.

It can be seen in particular from FIG. 21 that after pressing after switching from gear 1 to the neutral state, an incorrect value is not accepted and a neutral reference run is initiated. The incorrect value determined after the neutral reference run is then adopted. This should be avoided.

An H circuit diagram of a 5-speed transmission is shown in FIG. 22. The detected length of the neutral alley is given as L_Neutral * and the actual length of the neutral alley L_Neutral. At the moment, the length of the neutral lane determined when referencing is only compared with a fixed, stored range of values. This range can be determined with theoretical consideration of all possible mechanical tolerances of the gear actuator and the gear itself and therefore does not represent a variable that is specifically related to the respective application.

When referencing, the neutral aisle length can e.g. B. incorrectly determined by a mechanical blockage or stiffness, as shown in Fig. 22. If the determined length of the neutral alley is within the theoretical tolerance range, the wrong value can be accepted and stored. As a result, the aisle length stored in the memory no longer corresponds to the actual length of the neutral aisle and the aisle position can therefore no longer be found.

Accordingly, it can be provided according to the invention that one at a Referencing value with a value actually previously in the gearbox determined value is compared. This can be in addition to the above Measure can be provided in which the value determined during referencing is validated with a theoretical fixed tolerance range.

The value actually determined in the gearbox can e.g. B. at First commissioning will be the determined length of the aisle, however it is assumed that the initial commissioning with a view to learning the Gear geometry has been carried out without errors. This value can be used in particular with the ASG series software.

It is also possible that the value actually determined in the transmission Lane length is used, which was deposited with the last referencing is.

In addition, it is conceivable that as the value actually determined in the transmission a value calculated from n previously determined aisle lengths, i.e. an adaptive value, is used. It is also possible that the aforementioned options for the Determination of the value can be combined appropriately. It is also conceivable that other values are used.

If the currently determined value and the comparison value differ too much deviate, the determined value cannot be accepted. As a result For example, the old value can be kept in memory until on again plausible value has been determined.

In this procedure, a gearbox-specific one is used Possibility proposed to compare a currently determined value to does not rely on a theoretical value from the general as before Leave tolerance consideration. It is also the proposed solution advantageous, the potential error due to mechanical wear or mechanical deformation can be adapted in the long term. Furthermore, ensures that the aisles are found at all times, d. H. a loss of Orientation of the gear actuator is thus advantageously avoided.

A possible flow diagram of the proposed solution is shown in FIG. 23, where a validation of the neutral aisle length is indicated by suitable adaptive values. This solution is particularly useful for all transmission variants, such as. B. ASG, USG or the like., Preferably applicable.

The following is a further embodiment of the present invention described in which a suitable monitoring concept against unsuitable Target routes is proposed.

It has been shown to be advantageous that, in particular, one for the control device automated gearbox (ASG) appropriate monitoring is provided becomes. Monitoring can consist of security critical situations due to errors in the processor contained in the transmission control unit be avoided.

Particularly security-critical situations can arise e.g. B. result if on Unsuitable target movements can be determined due to processor errors. Under Such conditions may make a vehicle contrary to the Approach desired direction of the driver. It may also happen that Vehicle at high speed due to too small a gear experiences violent deceleration, causing the vehicle to skid can.

Because of these dangers, it is suggested, especially in the processor monitoring a suitable monitoring device preferably for destination determination, especially for ASG systems integrate.

Accordingly, it can be provided that a suitable control device is implemented, which first the direction of Finish and preferably afterwards, for example in the case of a Forward driving, the size of the target gear checked. It can be examined whether there is a gear ratio that matches the current vehicle speed has been requested. There are also other measures that are possible in the Control device can flow.

In Fig. 24 is a flow diagram of a possible structure of a monitoring control device is exemplified. However, this is only a rough structure of target tracking.

By checking the target direction, it can be excluded that a gear contrary to the current one during the sufficiently fast journey Direction of travel is inserted. Furthermore, it can be prevented that at a standstill a gear is engaged against the direction desired by the driver.

The two situations mentioned require fundamentally different Dependencies. In the case of "while driving" the permitted gear direction depends on the driving speed and the current driving direction, if necessary from the engaged gear can be derived, but not from the one set by the driver Position of the transmission control element, e.g. B. the selector lever.

During the standstill, a start should be made opposite to that of the driver desired direction can be prevented. So this situation is straight vice versa. In this case, in addition to the driving speed, the Starting situation, the transmission control element is crucial.

In Fig. 25, a flowchart is shown which indicates a monitoring structure of the target gear direction. The target direction is checked. The order of the branches shown can be varied as required. If the requested target gear contradicts the permissible gear direction, the monitoring device according to the invention can trigger a suitable error reaction, in particular to avoid engaging the impermissible gear. This error reaction can be, for example, immediately or after the error has been present for a sufficiently long time, in switching off the power electronics of the transmission actuator system and / or in switching off and restarting the transmission control unit. Other reactions after the detection of the error, that is to say the detection of an incorrect gear direction, are also possible in the method according to the invention.

The monitoring device can have a second monitoring part, which prevents the engagement of a gear that is too small, thereby advantageously preventing the vehicle from skidding or overturning the vehicle engine. A possible structure of this monitoring part of the monitoring device is shown by way of example in FIG. 26. There a flowchart is shown, which represents a monitoring part for protection against a too small aisle.

First, allowable for the individual gear levels Maximum speeds can be set. This may be necessary as the permissible speeds differ depending on whether the engine is running or stands. In the case of a stationary engine, the engine can be towed Vehicle to start the engine occur from For safety reasons, a higher gear even at lower speeds should be chosen.

Another step in this monitoring part of the monitoring device can provide that with the help of the current driving speed and the gear-specific maximum speed the minimum required target gear is determined. This can be done, for example, using a so-called ff cascade will be realized. There are also other programming options conceivable that enable this proposed step.

Finally, it can be checked whether the requested target gear is smaller than that smallest allowed gear is. If so, the same or a similar one Error reaction as triggered above.

A possible modification of the monitoring concept described here can consist in the fact that the error reaction preferably only takes place if the desired finish is too small and at the same time different from the one currently selected Gear differs. By expanding the permissible target area can be prevented in an advantageous manner that a vehicle with an ASG Gearbox with weakening brakes when driving downhill from the current Gear is forced and thereby also the braking effect of the engine get lost. There are other variations on that as well Surveillance concept possible to counter surveillance in particular to further improve unsuitable target routes.

This monitoring method can preferably be used in a vehicle ASG control software can be used. It is also possible that Monitoring procedures not only for all ASG control units, but also if necessary, by appropriate adaptation in other transmission systems is used.

A further embodiment of the present invention follows described, in which a procedure is proposed in order to be suitable respond when manually triggered circuits with automatically triggered Circuits meet.

It has been shown that if at the same time as an automatic upshift an upshift triggered by a tip switch switches the transmission by two Gears is shifted up. The same thing can happen if one Downshifting is present or if correspondingly combined switching operations available.

Accordingly, it can be proposed according to the invention that if in a predetermined phase after requesting an automatic gear change for example in automatic mode, in uphill or downhill programs as well in winter programs and also manually using the tip function is requested, the automatically initiated change of destination is discarded and the manual shift request based on the original gear if this is possible with regard to the speed conditions. This means, that with an automatic upshift in connection with a simultaneous triggered tip + an upshift by one gear is made possible. However, if an automatic upshift with a tip - i.e. H. with a manual downshift, can meet z. B. a downshift take a course. The reaction is analogous to automatic triggered downshifts and simultaneously triggered manual Transfer switching requirements. With the tip + or tip - command can also branch to the manual program.

It is also possible that the automatic switching command is not ignored, but the manual switching command, e.g. B. be ignored by the tip switch can.

The situation in which manual and automatic circuits come together and discard the manual or automatic request can, preferably by a corresponding time criterion or Period of time can be identified. The time criterion or the Time period after an automatic gear change request explained in more detail. This time period can be a state-dependent time period or also by a fixed period of time triggered by the gear change request act.

In the case of a state-dependent period of time, the time in which the target gear (RGA_DEST) and the actual gear (RGA_CUR) do not match. The target gear changes with the shift request, but the actual gear remains on the old value until the gear change in the transmission is completed. If manual switching is requested in this phase, the manual shift request can be related to the actual gear.

In a possible development of the invention, the condition-dependent period of time also includes the engaging process become. In this respect, a certain time after the completion of the Gear change (triggering on the condition that the target gear is the actual gear corresponds to) a manual shift request related to the old actual gear become.

With a fixed period after the gear change request can be provided be that with the start of the automatic gear change request the Trigger is triggered for a fixed period of time in which a manual Shift request must be related to the old actual gear.

It has been shown that the extended, state-dependent period of time is one represents preferred solution. However, it is also conceivable that a combination of the aforementioned periods in the method according to the invention is provided.

In particular, it is advantageous that with this procedure none Expansion of existing interfaces is required. It may be required be that the blocking period or the intended period of time in which the automatic switching command is ignored, applied is executed.

A further embodiment of the present invention follows described, in which an improved engine control, especially in ASG Systems is proposed. It has been shown that an ASG interface for Motor control with a so-called circuit announcement and one Train announcement is advantageous. Accordingly, a specification of the Torque intervention especially for ASG systems under comfort and Performance aspects suggested, because existing interfaces of the Engine control under certain circumstances in compliance with time specifications Can cause problems. There is in particular in overrun downshifts the engine when coasting in the so-called overrun cutoff, d. H. it won't more fuel injected into the engine. If in this state the When the clutch is opened to change gear, the engine speed drops during the Gear change strongly since there is a until the resumption of combustion predetermined time passes. Recoupling is through the A drop in engine speed is inevitably associated with an unpleasant braking effect.

According to the invention, in order to avoid this effect, that the engine control at a desired gear change, i.e. at the same time with the start of the disengaging process, information, for example Delivery announcement, sends. This leads to leaving the Fuel cut. Due to the earlier inclusion of the Combustion becomes the drop in engine speed during gear change counteracted. In this way, the undesirable braking effect be reduced or avoided.

In particular after an automatic train Manual transmissions usually require a reconstruction of the engine torque. For this purpose, the engine control system can both open the throttle valve, which is via Takes 150 ms. The ignition angle may also be moved which takes less than 50 ms. The speed of the Reconstruction is limited by the throttle valve.

According to the invention, in order to avoid the negative effect, that the engine control system before the start of the reconstruction, e.g. B. shortly before inserting the new gear, information, for example a train Announcement, sends. This leads to the opening of the throttle valve at the same time Shifting the ignition angle so that the engine torque does not yet increase. at actual submission of the reconstruction request may e.g. B. by the quick ignition angle relocation a faster reaction of the engine torque can be achieved. The torque intervention is thus optimized in an advantageous manner.

These aforementioned measures can in particular also be used for announcement a load application at idle with an electronic Coupling management can be used. In particular, the use of The inventive method preferably in automated gearboxes possible with parallel switching arrangements.

Further advantages and advantageous configurations result from the Subclaims and the drawings described below.

Show it:

Fig. 1 represents a possible flow diagram of a method according to the invention, and

Fig. 2 is a schematic view of an H-circuit diagram with a mechanical blockage.

In Fig. 1 shows a possible flow chart of the proposed method is shown for performing a referencing of the transmission lanes geometry in an automated transmission. The method according to the invention carries out a validation of the neutral aisle length with suitable adaptive values.

In the case of a neutral reference run of a gear actuator, the actual Length L neutral of the neutral alley is determined, after which it is checked whether the determined length L neutral within an expected tolerance range L_tol (L_nom - L_tol <L_neutral <L_nom + L_tol). If the determined length L_neutral is not within the expected tolerance range L_tol, it will Repeated procedure. It is also checked whether the determined length L_neutral of the Neutral alley also within an adaptive value range (L_adap - delta < L_neutral <L_adap + deta). Should both of the above conditions be met the determined length L_neutral is used for referencing.

The method according to the invention can be used in particular with all Transmission variants, such as B. ASG, USG or the like., Are used.

FIG. 2 shows an H circuit diagram of a 5-speed transmission, in which an incorrect length of the neutral aisle due to a mechanical blockage is detected. The detected length of the neutral alley is given as L_Neutral * and the actual length of the neutral alley as L_Neutral. When referencing, the neutral aisle length can e.g. B. incorrectly determined by a mechanical blockage or stiffness, as shown in Fig. 2, and thus the gear position can no longer be found.

The claims filed with the application are Proposed wording without prejudice for obtaining further patent protection. The The applicant reserves the right to add more, so far only in the description and / or Drawings combinations of features disclosed.

Relationships used in subclaims point to the others Training the subject of the main claim by the features of respective subclaim; they are not a waiver of attainment an independent, objective protection for the combinations of features to understand the related subclaims.

Since the subjects of the subclaims with regard to the prior art reserves the right to make its own and independent inventions on the priority day Applicant before becoming the subject of independent claims or To make divisional declarations. You can continue to work independently Inventions contain one of the objects of the previous Have independent claims independent design.

The exemplary embodiments are not intended to limit the invention understand. Rather, there are numerous within the scope of the present disclosure Changes and modifications possible, especially such variants, Elements and combinations and / or materials, for example, by Combination or modification of individual in connection with that in the general description and embodiments as well as the claims described features and elements contained in the drawings or process steps for the person skilled in the art with a view to solving the Task can be removed and combined to a new feature Subject or new process steps or process step sequences lead, also insofar as they relate to manufacturing, testing and working processes.

Claims (10)

1. A method for performing a referencing of the gear geometry in an automated gear, characterized in that at least one taught-in value of the gear geometry is compared with at least one actual value of the gear geometry, an implausible value being replaced by a predetermined value. 2. The method according to claim 1, characterized in that the value of Gear geometry at least the actual length of the neutral alley determined and compared with the learned value and that if the learned value is recognized as implausible, a predetermined replacement value is used. 3. The method according to claim 2, characterized in that as a replacement value value previously determined in the transmission is used. 4. The method according to claim 3, characterized in that the replacement value the length of the neutral alley determined during initial commissioning will when the first commissioning with regard to the learner Gear geometry is carried out without errors. 5. The method according to claim 3 or 4, characterized in that as Substitute value the length of the neutral lane is used, which in the last Referencing has been deposited. 6. The method according to any one of the preceding claims, characterized characterized in that an adaptive value (L_adap) is used as a substitute value becomes. 7. The method according to any one of the preceding claims, characterized characterized in that if the actually determined value (L_neutral) and the Substitute value differ significantly from each other, a previously determined, old value is held in memory until a plausible value is determined again. 8. The method according to any one of the preceding claims, characterized characterized that during a neutral reference run of a gear actuator the actual length (L_neutral) of the neutral alley is first determined, that it is then checked whether the determined length (L_neutral) within a expected tolerance range is that it is additionally checked whether the determined length (L_neutral) lies within an adaptive value range, and that if the determined length (L_neutral) is both within the expected Tolerance range as well as within the adaptive range, which determined length (L_neutral) of the neutral alley when referencing is used. 9. The method according to claim 8, characterized in that when the determined length (L_neutral) of the expected tolerance range considerably deviates, a new value for the length (L_neutral) of the neutral alley is determined becomes. 10. transmission actuator, in particular for an automated manual transmission, in which referencing of the gear geometry is provided, in particular for Carrying out the method according to one of claims 1 to 9, characterized characterized in that at least one control unit is provided which at least one learned value of the gear geometry with at least compares an actual value of the gear geometry, the Control unit an implausible value by a predetermined value replaced.