DE10316438A1 - Method for compensating linear modifications of gearbox control comprises detecting modification in control loop and compensating by means of reference model - Google Patents

Abstract

The compensation method comprises detecting and compensating each linear modification of the automatic gearbox control. The modification is detected in a control loop and compensated by means of a reference model. A distinction is made between temporary linear modifications due to temperature and long term modifications due to the operation and the equipment.

Description

The present invention relates to a transmission control and a Method for determining a target gear in an automated transmission in a drive train of a vehicle.

Vehicles with an automated clutch or an automated one Gearboxes in the drive train are known from vehicle technology. In particular In the automated transmission, the gear selection and gear change can be carried out independently. However, it has been shown that in one Failure of the transmission or in the event of incorrectly transmitted wheel speeds safe destination calculation may no longer be possible.

Therefore, e.g. B. be provided that the final stages of the transmission actuator be switched off, i.e. a so-called shut-down is carried out. The so-called shut-down can be done at any time in everyone Gear position are triggered. It is for lifting the shutdown required that the ignition must be switched off in the meantime and the cause of the error is filtered out accordingly. Should the In this case, the causing error can still be active can no longer be moved with the gear engaged. Accordingly, this is the Availability and safety when operating the vehicle are restricted.

Accordingly, the present invention has for its object a Transmission control and a method for determining a target gear an automated transmission in a drive train of a vehicle propose by which the vehicle availability and vehicle safety is increased.

This task can be done procedurally by a method for determining a Target gear in an automated transmission in a powertrain Vehicle can be solved in the case of an operating situation in which the Vehicle speed cannot be determined reliably, the currently selected gear is maintained.

Accordingly, when the vehicle speed is no longer appropriate Safety can be determined by the transmission control or the like, the currently present gear, which is engaged in the transmission, accordingly frozen. This means that changing gears is not possible in this case is.

However, the energization of the output stages of the Gearbox actuators are preferably maintained, so that a started To be able to complete the circuit safely.

As part of a development of the invention, for. B. be provided that the frozen current gear is maintained until z. B. the driver the Gear selector lever moved to the neutral position. With a neutral gear request the frozen aisle can then be removed again, because the In this case, the transmission is in the neutral position and therefore not security-critical situations can occur.

If e.g. B. the gear lever again in the driving position or drive position is brought and the driver operates the accelerator pedal, in particular via a predetermined limit, can be according to a development of the present Invention are provided that a gear is then engaged, in which a Over-revving the engine is avoided even at high speeds. This can e.g. B. can be achieved by choosing 4th or 5th gear as the gear becomes.

If the gear lever z. B. is brought into the R position (backwards) According to another development of the invention, the Neutral gear remains engaged; because it cannot be excluded that the vehicle is moving forward at high speed.

It is particularly advantageous that the method according to the invention is almost for Any transmission system can be used that is automatic Gear selection allows.

The object underlying the invention can also be achieved by a Transmission control for an automated transmission, in particular for Carrying out the method to be solved in the case of an operating situation in which the vehicle speed cannot be determined with certainty, the currently engaged Gear is maintained.

Further advantages and advantageous configurations result from the Dependent claims.

Furthermore, the invention relates to a method, a device and their Use to operate a motor vehicle.

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.

An automatic transmission can also be used as the USG, whereby an automatic transmission a transmission essentially without interruption of tractive power in the switching operations and this 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 pressure-actuated drive member. 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 shows that a throttle sensor 15, an engine speed sensor 16 and a speedometer sensor may find use 17 and transmit measured values or information to the controller 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 maps.

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 .

Fig. 1 shows in addition to the load lever 30 and the sensors associated therewith a brake actuating element 40 for actuating the service brake or the parking brake, such as. 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 a model-based compensation, in particular Gear motors or the like is provided.

It has been shown that in particular in an automated manual transmission (ASG) the geared motors, such as. B. selector and switch motors, in different operating modes, for example position or speed controlled can be controlled. The z. B. performed in an offline mode Draft regulations are usually based on simple physical models the geared motors and the actuators. These models are based on Simulations and measurements verified. In particular investigations on one Test bench and on the vehicles have shown, however, that a changed Route behavior to loss of comfort and in unfavorable cases even to Malfunction or failure of the gear actuator. Possible Causes for route changes are e.g. B. Production-related fluctuations the engine parameters when the vehicle is new. Furthermore, causes also in wear and tear and in the aging of the engines throughout Lifespan or temporary temperature influences.

It is possible that temperature-related route changes in the Control software of the automated transmission via a z. B. experimentally determined static compensation can be taken into account. However, there is a temperature-dependent adaptation of the controller parameters not instead.

To systematically and comprehensively consider all possible Realizing route changes can be, for example, the adaptation of the Controller parameters and / or the compensation of the route changes be provided. However, both approaches require appropriate ones Line models and a process that can be implemented in the control software to identify the route changes in online mode.

An adaptation of the controller parameters can e.g. B. can be realized if the Control draft is implemented in the control software and in the online Mode is performed. However, there is sufficient capacity with regard to the storage, the runtime or the like in the used Controller required. A second possibility can be that the Controller parameters for different line behavior in offline mode be calculated and then in the control software z. B. in predetermined Maps are filed. In addition, all in the control software defined force specifications can be adapted appropriately. To avoid this can according to the invention presented here a model-based strategy Compensation for route changes are provided at their Application of the controller parameters and implemented in the control software Force specifications do not have to be adapted in an advantageous manner.

Within the scope of the invention presented here, a model-based compensation strategy, in particular for geared motors and for the actuators, is proposed, with which an identified route change with respect to a reference model can be compensated for without the parameters and specifications implemented in the software having to be adapted. A corresponding flow chart of the compensation strategy according to the invention is shown schematically in FIG. 2. The arrangement of identification and compensation is indicated there in a corresponding control loop.

This compensation strategy includes a distinction between temporary occurring, temperature-related route changes and long-term changes in the operating system and hardware dependent Plant behavior. It is conceivable that with the strategy according to the invention other suitable aspects are taken into account. For example, in the The inventive strategy also adapts the compensation to a changed route behavior, a limitation of compensation and / or storage of long-term route changes is taken into account become.

It is particularly advantageous in the compensation strategy according to the invention presented here that it is based on simple parametric models of the geared motors and / or the actuators. The model parameters can preferably be taken into account in online mode during a gear change, taking into account predetermined boundary conditions. B. in position-controlled operation of the geared motors can be identified. For this, e.g. B. A suitable parameter estimation method can be implemented in the control software. The compensated voltages U _k, for example limited to the maximum battery voltage, and the measured gear motor speeds n can be used for identification. It is also possible that other parameters and sizes are taken into account.

The deviations of the identified model parameters from the parameters of the Reference models can theoretically be used to derive a complete in particular dynamic compensation strategy can be used. On Because of the simple route models, the dead times when recording the Engine speeds or the like. However, partial static compensation can be used the route changes make sense.

A possible static compensation strategy can preferably include the following steps, which are shown schematically in FIG. 3, the individual steps being numbered 1 to 6.

After successful identification, a new route gain k can first be calculated in a first step 1 using the new model parameters, cf. Fig. 3.

In a second step 2 , the path gain k is suitably corrected with the temperature compensation 7 already implemented in the control software, which before the limitation of the position controller voltages U _R , which are used as manipulated variables, to the maximum battery voltage and the conversion to z. B. PWM sizes (pulse width modulation sizes). The purpose of the correction carried out is to separate the long-term changes in the route from the temperature-related and temporary changes and to compensate for the uncertainties contained in the temperature compensation 7 . A possible uncertainty can e.g. B. consist in that the compensation takes place on the basis of the transmission temperature, which is calculated in the control software with a temperature model. The temperature conditions on the geared motors may not be known. From a control point of view, the temperature compensation can therefore only take on the function of a precontrol, with which, however, if the identification fails, temperature-related route changes can be compensated for at least to a certain extent.

The filtering 3 of the line gain K ₁ carried out in a third step of the compensation strategy according to the invention is used to weight new gain values and thus determines the adaptation speed of the compensation to a changed line behavior, a first-order discrete filter preferably being used. However, it is also possible to use other filters for filtering in the compensation strategy according to the invention. The filter constant can e.g. B. be constant or be specified depending on other boundary conditions. For example, the temperature, its change or the like can be used as a boundary condition.

The filtered gain value K ₂ can then be limited to a defined value range, which is carried out in a fourth step 4 . In this way, aspects such as the robustness of the control or the protection of the actuators and geared motors can be taken into account. The robustness of the scheme can e.g. B. be affected if the dynamics of the route is increased; this means that the system is more sensitive to interference and at the same time the distance gain is increased by the compensation, which corresponds to an additional excitation of the system.

The initialization of the compensation gain K _c resulting from the limitation 4 carried out can preferably be done once after the start-up with the path gain K _{r of} the reference model. The compensation gain, which normally changes during operation, can be adjusted in a fifth step 5, e.g. B. in the state "ignition off" are preferably stored in the so-called EEProm. This stored value can e.g. B. can be used as the starting value for the next state "ignition on". Temperature changes occurring between the states "ignition off" and "ignition on" can then be compensated for by temperature compensation 7 . In order to take account of the uncertainties in the temperature compensation, options can also be provided in which the gain value is preferably only stored in the "ignition off" state if the transmission temperature is within a defined range and / or a certain number which is dependent on the value of the filter constant there are successfully carried out identifications. Other possibilities for considering the uncertainties in the temperature compensation are also conceivable.

In a final step 6 of the strategy according to the invention, e.g. B. the actual static compensation of the position controller voltage U _R can be carried out. The compensated voltage U _c can result from the product of U _R and the ratio K _R / K _c .

In order to further improve the strategy according to the invention, it can be provided that that integrates further suitable steps into the strategy according to the invention be or any other combination of the steps mentioned is provided.

The compensation strategy presented here can be preferred for all Vehicles that use an automated manual transmission (ASG) exhibit. It is also conceivable that the present strategy applies to vehicles is used with other gears.

It is particularly advantageous in the strategy presented here that the Compensation combined with a suitable adaptation of the controller parameters can be. It is also conceivable that the adaptation of the controller parameters or Like. Independently performed by the compensation performed becomes.

A further embodiment of the invention presented here follows described in which a possible strategy for detection, z. B. one Shift finger break in a switching actuator or the like. Is proposed.

It has been shown that e.g. B. in the event of a break in the selection actuator of an automated manual transmission (ASG), the transmission control can still measure dialing increments, although the shift finger in the transmission can no longer move in the selection direction. It is therefore possible that incorrect gears may be engaged. In particular, if the first gear and the reverse gear are arranged side by side, then if a desired change from gear 1 to R is desired, the 1st gear could be engaged again without a selection movement and the vehicle then moved in the wrong direction. This should definitely be avoided.

Accordingly, within the scope of an embodiment of the present invention proposed a detection option to z. B. a break in the selection actuators or to detect an entire failure of the selection actuator. For this, e.g. B. after changing gears, preferably in the direction of the right-hand drive (right-left- Direction) the alley width can be felt. If e.g. B. in this scan Corresponding alley walls can be found or detected a break or misconduct of the selection actuator can be excluded. For example, it can be provided that the clutch is only closed if at least one stop in the RL direction has been found. Consequently However, it can happen that the moment to be transferred to the Drive train is delayed, which may lead to a trip of the engine. To prevent this, the structure can preferably of the engine torque is delayed in accordance with the build-up of the clutch torque become. By detecting a z. B. broken Selective actuators can be excluded in particular that the vehicle is in starts an undesired direction because wrongly z. B. a Forward gear instead of reverse gear or vice versa. This inventive detection or detection of a malfunction of the Shift actuators can also be preferred in automated manual transmissions other gears can be used.

A further embodiment of the invention presented here follows described in which a plausibility check of the direction of movement. B. from Electric motors based on the direction of energization is proposed.

It has been shown that due to an increased contact resistance, for example due to moisture on the plug contacts, to influence the Voltage level of a directional and / or frequency signal can come.

This can e.g. B. cause an incorrect direction of movement can be interpreted.

For the detection of the direction of rotation in the geared motors z. B. from each Switching and / or selector motor preferably each a frequency and a direction signal be provided. The frequency signal can then, depending on the Direction signal preferably via an up / down counter directly on Microcontrollers can be evaluated.

• - Kurzschluss Masse
• - Kurzschluss Plus/Kabelbruch
• - High-Pegel (ca. 8 Volt)
• - Low-Pegel (ca. 4 Volt)

For example, each signal can preferably provide four different information states:

• - Short circuit ground
• - Short circuit plus / cable break
• - high level (approx. 8 volts)
• - Low level (approx. 4 volts)

It is possible that a short circuit of the signals z. B. a Hall sensor is recognized immediately. A plausible but wrong signal, e.g. B. by a changed contact resistance on a connector or the like, can in this Case cannot be recognized directly via the voltage level. To this too To detect an error, it can be provided, for example, that a Parallel model is used. The parallel model can be similar to a PT1 link or the like. Compare the energization with the changed position accordingly.

• - Pulsweitenmodulations-Signal (PWM-Signal) ist hinsichtlich seiner Verdrahtung vertauscht;
• - die Magnete oder der Poltopf des Motors ist bei der Fertigung vertauscht worden;
• - der verwendete Hallsensor ist defekt, welches aus dem Richtungssignal generiert wird;
• - die Übergangswiderstände sind zu hoch z. B. bei verwendeten Steckkontakten;

In an advantageous embodiment of the present invention, it can be provided that this so-called parallel model is expanded by a further error detection. In particular, this further developed model should be improved with regard to its speed for the detection of possible error cases. For this, e.g. B. can be provided that a plausibility check of the starting current is preferably provided with the direction signal in a de-energized, stationary motor. It is checked whether the received direction signal after a certain time T with a corresponding rotary movement X for a predetermined time does not correspond to the predetermined direction of energization. If this is the case, z. B. the power amplifier can be switched off. Possible causes of errors can include: B. be:

• - Pulse width modulation signal (PWM signal) is interchanged with regard to its wiring;
• - The magnets or the pole pot of the motor was exchanged during manufacture;
• - The Hall sensor used is defective, which is generated from the direction signal;
• - The contact resistances are too high z. B. when used plug contacts;

In addition to the applications already mentioned, a Frequency and a direction signal other applications can be provided which in motors with several sensors, in particular Hall sensors or Like., So be used with different frequency signals. With these Applications can take the direction from the order of frequency levels can be determined, such as. B. with brushless motors.

In these applications, monitoring can be done as follows; a plausibility check based on a de-energized, stationary engine of the starting current with the Hall signals. It is checked whether the sensor edge received next with the specified one Current direction corresponds. If this is the case, the Power amplifier can be switched off.

The cause can be a falsified level or frequency level also be a defective sensor, in particular a Hall sensor. Because of the very fast Error detection according to the invention may under certain circumstances be possible that on the otherwise additional short-circuit monitoring in an advantageous manner can be dispensed with.

It is also possible that the mentioned and other measures for Plausibility check of the direction of movement can be combined with each other, in order to further improve the method according to the invention.

A further embodiment of the invention presented here follows described, in which a possible strategy preferably to freeze the current gangs in case of uncertainties regarding the determination of the Vehicle speed is suggested.

It has been shown that in the event of a transmission failure or in the event of an error transmitted wheel speeds no longer a safe target gear calculation can take place. Therefore, e.g. B. be provided that the final stages of Transmission actuators are switched off, i.e. a so-called shut-down (Shutdown) is performed.

The so-called shut-down can be triggered at any time in any gear position become. For a cancellation of the shutdown z. B. be provided that the Ignition must be switched off in the meantime and the causing one Error is filtered out accordingly. Should the causing error always in this case, the vehicle cannot still be active with the gear engaged be moved more. So this means availability and security limited when operating the vehicle.

Accordingly, the object of the present invention is to find a suitable one Propose a strategy to replace the proposed shutdown and thus increasing vehicle availability and vehicle safety.

This can be done according to an advantageous development of the present invention can be achieved in that when the vehicle speed is no longer using appropriate security can be determined, the current gear, which in the gear is inserted, is frozen accordingly; This means that a gear change is not possible in this case. Powering the power amplifiers the gear actuators can preferably be maintained in order to to be able to safely complete a circuit that has started.

It can e.g. B. be provided that the frozen current gear as long is maintained until the driver moves the gear selector lever to the neutral position emotional. In the event of a neutral gear request, the frozen gear can then be removed again, since the gearbox is in this case Neutral position.

If e.g. B. the gear lever is returned to the drive position and a Driver by pressing z. B. the accelerator pedal over a predetermined Threshold value can be recognized, according to a development of the present Invention are provided that a gear is then engaged, in which a Over-revving the engine is avoided even at high speeds. This can e.g. B. can be achieved by choosing 4th or 5th gear as the gear becomes.

If the gear lever z. B. is brought into the R position (backwards) According to another development of the invention, the Neutral gear remains engaged, because it cannot be excluded that the vehicle is moving forward at high speed.

It is particularly advantageous that the solution according to the invention presented here Almost any system that can be used for automatic Gear selection is responsible.

A further embodiment of the invention presented here follows described in which a method for storing z. B. the gearbox number in Transmission control unit is proposed for subsequent replacement of this component.

Usually, the transmission control unit (SG) is connected to the in a transmission plant Gearbox mounted; then this gearbox Transmission parameters such as B. the aisle end positions, the alley positions, the Lane width, the synchronous thresholds or the like, in a corresponding Gearbox test bench learned and in the gearbox control unit in a non-volatile Memory saved. Form after the successfully completed learning process the transmission and the transmission control unit are a fixed pairing or unit that cannot be easily separated from each other later. A This pairing or unit is not identified.

There is now the possibility that these pairings subsequently B. the Transmission control units can be exchanged, which is also a cross exchange is called without the transmission parameters of the new transmission again be learned. In this case, the transmission with incorrect parameters operate. There is a risk that increased wear and tear thus premature gearbox damage can occur.

Since each transmission is provided with its own serial number or the like these are read in from the test bench or from the assembly line. In which inventive method can, for. B. be provided that the Serial number, preferably by means of a diagnostic command in the Gearbox control unit is written and also saved there. To this By comparing the stored serial number in the Transmission control unit and in the transmission are determined whether the Gearbox / gearbox control unit pair belongs to each other or is correct or whether an exchange has taken place. Thus, with the invention Procedures are avoided using the gearbox / gearbox control unit pairings the wrong gear parameters are operated and thus possible Damage to the gearbox can be avoided.

A further embodiment of the invention presented here follows described in which an identification, in particular an online identification, for models of geared motors, especially with a robust one Error detection of the incremental displacement measurement, proposed.

It is known that in the event of failure or malfunction of the Incremental displacement measurement of the transmission actuator movement in the Control software implemented parallel models of the geared motors (Select / switch) is recognizable. Thus, a difference between measured and modeled increments are made possible. At a Exceeding this difference to a certain threshold can result in errors the incremental displacement measurement can be recognized. The robustness of the models or the manufacturing spread, the operating temperature and the life of the To ensure geared motors, it can be beneficial to have an online To enable identification of the route behavior of the geared motors.

According to the invention presented here, it can be provided that online identification for the models already implemented, for example by means of a suitable software measure. B. an ASG geared motor, a sufficient quality of error detection for the incremental displacement measurement is guaranteed. It can be provided that the signals of the input voltage and / or the speed of the geared motors are used during the switching and selection processes, in particular in the position-controlled mode, in order to identify the line behavior of the motors in the online state. This solution is shown in FIG. 4 in the form of a signal flow diagram of the transmission control. Other procedures are also possible in order to provide a suitable online identification of the models of the geared motors.

The discrete motor model of the geared motors is preferably composed of a PT1 element and an I element. The input voltage U _k-1 and the motor speed N _{k-1 of} a position controller interrupt are recorded beforehand and used as input variables of the PT1 model. The currently modeled motor speed n _k can be converted into corresponding motor increments x _k in the integrator (I-element).

For the PT1 element, this results in:

nk = An _k-1 + Bu _k-1

The following equation results for the I element (integrator):

x _k = X _k-1 + KT _A .n _k

If the parameter K (I-element) is a constant translation between the The angle of rotation of the motor and the motor increments are shown Parameters A and B of the PT1 model e.g. B. not constant. You can rely on Due to manufacturing variation, operating temperature, service life of the motors or the like. Change accordingly.

This means that in order to implement robust modeling, parameters A and B should be appropriately identified during operation in the vehicle. The identification method of the so-called least square method can be used. There, in the position-controlled state, the motor speed n and the motor voltage u in each position controller interrupt, from z. B. 5ms, and the multiplied values are added up according to the following equations:

In the aforementioned equations, the number N of the sum depends on the Duration of the position-controlled mode during a shift. As a result, the number N corresponds to the number of position controller interrupts within the position-controlled mode during a gear change.

For example, it can be provided that, when the position-controlled switching and selection process has ended, the calculated intermediate variables are used to determine the parameters A and B of the PT1 element. The following equations can be used:

According to a development of the present invention, the sequence of the proposed identification is described below. Various states of identification can be defined in order to be able to control and monitor the process in a targeted manner. The individual states during an identification can be run through in the so-called hand-shake method, which is shown in FIG. 5, which shows a corresponding table with the defined states.

The associated status sequences of the identification strategy according to the invention are shown in FIG. 6, with corresponding transition conditions of the statuses being indicated in a further table, which is shown in FIG. 7. It is possible that other states, state sequences and also transition conditions are used or suitably combined with one another in order to further improve the identification strategy according to the invention.

A further embodiment of the present invention follows described in which a method for estimating the current especially with ASG geared motors e.g. B. with a software Observer or the like is proposed.

It has been shown that the vehicle electrical system is particularly affected by high current peaks the ASG geared motors is so loaded during a shift that it under certain circumstances to a recognizable light flickering of the headlights, the Speedometer lighting or the like can come. It was found that it there is no hardware-side current measurement of the geared motors and therefore no current limitation can be carried out.

According to the present invention it can be provided that preferably the currents of the ASG geared motors through a software-side observer are appropriately estimated and thus also a software side Current limitation can be carried out. It is possible for the observer the route behavior of the geared motors identified and z. B. the requested Current via the determined route parameters, the applied voltage and / or appropriately estimates the measured engine speed.

The course behavior of the geared motors can be represented with the aid of a PT ₁ model with variable parameters, which corresponds to equation 1 below. With regard to the equation of motion of a DC motor, parameters a and b can be identified during a gear change in the position-controlled state:

≙ = a.n + bu Eq. 1

in which
n = engine speed
a, b = engine parameters
u = motor voltage.

Using the general equations of a DC motor below Neglecting the inductance results in the following equations:

U = R.l + k_Φ.ω Eq. 2

R = armature resistance [Ω]
I = current [A]
k_Φ = Motor constant (Vs)
ω = engine speed [1 / S]

J ≙ = k_Φ.l Eq. 3

J = motor inertia
 ≙ = engine acceleration
can be achieved by reshaping, equating and comparing coefficients with the Equation 1 on parameters a and b on the physical parameters getting closed.

Provided that the motor inertia J is specified, there are only 2 unknowns for the aforementioned system of equations, namely the armature resistance R and the motor constant k. In this way, the physical parameters can be determined via the identified parameters a and b by solving the equations. The following equations result:

It is now possible with the known sizes of the motor voltage U and the motor speed n the current I with the inventive method estimate. In this way, the current peaks can be recognized accordingly and a correspondingly heavy load on the electrical system be compensated so that there is no flickering light in headlights or Speedometer lighting can occur.

Another possible identification strategy, especially with ASG Transmission actuators are suggested.

The position of the shift finger within the gear shift diagram can be done via the incremental displacement measurement in the gearbox actuators. there the changes in the rotor positions are recorded. A new rotor position can about the rotor position at the previous time and the current Change can be calculated. The actuators have magnetic pole pairs whose Field can be detected without contact via Hall sensors. The Evaluation electronics can e.g. B. at each pole change, a change in the count signal and generate a signal indicating the direction of rotation of the rotor. For example, in the event of a failure of the evaluation electronics in the control unit and / or a failure of the Hall sensors on the motors can no longer count pulses be received. The controller can then not the position of the shift finger determine more. It is also possible that e.g. B. by the EMC pulses on the Signal line are induced or that the evaluation electronics sporadically miscount. This can also lead to malfunctions in the control.

To identify the above errors as early as possible, a Modeling of the ASG gear actuators can be implemented. These possible Models can e.g. B. from the motor voltages the expected speeds and rotor positions and thus the modeled sizes with those of the Compare incremental displacement measurement accordingly. For example the measured motor increments during the switching and dialing processes compared the modeled increments. If the difference between the two sizes exceeds a predetermined threshold, an error of the Incremental path measurement can be assumed. This is the measure of trust set to 1 (Guess) and requested a neutral reference run, which at successful comparison sets the confidence level back to 2 (Coarse). at If an error is detected, an entry can be made in the error memory. It is possible, that the proposed error strategy is appropriately modeled to the To further improve error detection.

Measurements in the climate chamber have shown that the models of the Geared motors especially at very low temperatures, e.g. B. at about -30 ° Celsius, are too imprecise. At these temperatures, error detection occur even though there was no objective error in the incremental measurement. reason this can be due to the change in the track behavior of the transmission actuators Temperature changes. The previous model cannot be adjusted to this because the model parameters are constant.

The same effect is present if geared motors are used that are connected to the extreme limits of manufacturing tolerances because the determination of Model parameters based on a standardized geared motor for normal Operating conditions is carried out. Hence the requirement that the model parameters are based on the real and existing route behavior the transmission actuators must be adjusted. In this way, a Long-term robust error detection of incremental displacement measurement implemented become.

It has been shown that the online identification described above is particularly advantageous for meeting the aforementioned requirements. A corresponding signal flow diagram of the transmission control for online identification of the transmission actuator system is already shown in FIG. 4. In FIG. 4, the position of the identification is shown in the signal flow diagram of the incremental position. Only when no error detection is present, during the shift and select operations, the engine speed _n and the motor voltages u _is detected in the geared motors and each according to a closed circuit, the identified model parameters in the PT to be adjusted ₁ element of the model accordingly. This is done independently of each other for both the switch and the selector motor. It follows from this that the online identification shown in FIG. 4 can be used both for the dial actuator and for the switch actuator.

When implementing the proposed strategy, preferably one Time window should be provided for identification. Identification can be used to one can be carried out when there is a constant excitation of the system, i.e. a Power supply to the motors takes place and, on the other hand, identification be carried out when the movement of the gear actuator is free in the Gear shift runs. Therefore, identification should take place during a circuit be limited in time because z. B. none during synchronization free running movement of the motors takes place and thus the result of a Identification could be falsified. This is the provision of a time window particularly advantageous for identification. It is also possible that Implementation in a different way.

In FIG. 8, a dialing a 5-2 shift is shown, for example. In Fig. 9 the complete shift movement during the 5-2 shift is shown. The individual switching states can be clearly seen:

Take out gear (Z_Schalt = 0)
Dial in neutral range (Z_Schalt = 1)
Synchronize (Z_Schalt = 2)
Insert rest position (Z_Schalt = 4)
Rest position reached (Z_Schalt = 6)
Keys in the aisle (Z_Schalt = 8)

In the event of possible errors, the states Sync problem (3) and Single-track problem (5) occur.

In switching state 1, the free-running dial movement of the selector motor takes place take place within the neutral alley while the shifting movement towards Neutral gate switching state 0 and switching state = 1 takes place. Doing so the motors are in position-controlled mode (SelMode = 4 and ShfMode = 4). In this area, the identification and the modeling of the Transmission actuation take place. The pre-tension of the switch motor at approx. 2 to 4 V shows no influence on the identification parameters. Since the Motors are also not in position-controlled mode, the identification can cannot be started.

The identification process can be provided, for example, as shown in a table in FIG. 5. In order to ensure a regular identification process, it may be necessary to introduce an identification status. The individual states of the identification are thus clearly identified and the process is suitably controlled ( FIG. 5).

Fig. 6 now shows the possible sequences while an inventive identification strategy in the form of a state representation. The possible entry conditions for the individual states are described in a table shown in FIG. 10. The initial state is generally state 0 (no identification allowed). If the status is set to 0, the identification can be deactivated. It is conceivable that the identification of the switching and selector motor is activated separately. This makes it possible to deactivate identification for circuits that do not require dialing movements.

In addition, in the event of an error detection of the incremental path measurement by the model of the geared motors, the identification z. B. canceled. In state 2, the speeds and the motor voltages are recorded and the intermediate variables of the identification are calculated. In state 3, the intermediate values determined in state 2 are used to calculate the model parameters (A, B). If the calculated model parameters are in a plausible range (see FIG. 10), the identification status can e.g. B. can be set to 5. The identification can thus be successfully completed and the identified model parameters can advantageously be used further.

In Fig. 11 a possible identification strategy in Wählaktorik during a 2-3 shift is illustrated. If the target gait changes, identification is activated (SelState = 1). If the switching state is set to Switch / Select (Z_Schalt = 1), the identification can be started. The motor voltages and motor speeds are read in and the intermediate values are calculated. When the free-running dialing movement is completed (Z_Schalt = 2), parameters A (SeIIdA) and parameter B (SelldB) can be determined. Then the identification z. B. deactivated (SelState = 0).

• 1. Anzahl der Messdaten sind zu gering; die Zwischengrößen werden über die eingelesenen Wertepaare von Motorspannung und Motordrehzahl z. B. berechnet. Wenn die Anzahl der Messdaten nicht ausreichend ist, kann eine sichere Identifikation nicht gewährleistet werden. Daher kann vorzugsweise kontrolliert werden, ob sich die Anzahl über einer vorgegebenen Schwelle befindet. Diese Schwelle kann erfahrungsgemäß z. B. auf 10 Wertepaare festgesetzt werden. Es sind auch andere Werte für die Schwelle möglich. Wenn die Anzahl nach einer Schaltung kleiner als 10 ist, werden keine neuen Parameter identifiziert. Die Modellparameter können dann ihre alten Werte behalten. Die Identifikation kann z. B. abgebrochen werden und die Parameter werden damit nicht aktualisiert (SelState = 4). In Fig. 12 ist eine Messung am Prüfstand dargestellt, bei der die Anzahl der Messdaten zu gering sind und somit keine Identifikation durchgeführt wird. Hierbei wird ein Abbruch der Identifikation provoziert, indem die Anzahl der zu messenden Wertepaare (SelHwN, SelHwUk) erhöht wird (Mindestanzahl = 20 Wertepaare). Dabei kann es bei dieser Schaltung zu einem Abbruch der Identifikation kommen, da die Anzahl der Wertepaare (während SelState = 2) gleich 12 ist. Somit gilt der SelState auf dem Wert 4 (entspricht Fehler in der Identifikation). Dabei können die Parameter konstant bleiben und den bereits ermittelten Wert behalten und nicht aktualisiert werden.
• 2. Ein Überlauf der Zwischengrößen; die Zwischengrößen errechnen sich durch eine Summierung von Messwerten. Daher kann die Gefahr bestehen, dass die Zwischengrößen überlaufen. Um einen Überlauf zu erkennen, kann vor jeder Summierung z. B. kontrolliert werden, ob der Wertebereich überschritten wird. Erst wenn der Wertebereich nicht überschritten wird, kann z. B. die Summierung durchgeführt werden. Ansonsten kann die Summierung abgebrochen und die bereits berechneten Werte der Zwischengröße verwendet werden, um die aktuellen Modellparameter noch zu ermitteln. In diesem Fall werden die Parameter nicht aktualisiert. In Fig. 13 ist eine derartige Messung am Prüfstand dargestellt. Sie zeigt einen Überlauf der Zwischengrößen während einer Identifikation. Wenn die Anzahl der Messdaten aber ausreichend ist, kann vorgesehen sein, dass nach dem Abbruch der Identifikation dennoch mit den bereits berechneten Summationsgrößen neue Parameter berechnet werden (ShfState = 5).

Additional strategies can be provided as part of an advantageous development of the invention. For example, the correctness of an identification can be checked. The prerequisite for calculating the parameters is e.g. B. the correct determination of the intermediate sizes. To ensure this, it may be necessary to carry out some safety measures before a parameter calculation, safety measures being mentioned below as examples, the list of the following safety measures not being exhaustive:

• 1. The number of measurement data is too small; the intermediate values are determined via the value pairs of motor voltage and motor speed z. B. calculated. If the number of measurement data is not sufficient, reliable identification cannot be guaranteed. It can therefore preferably be checked whether the number is above a predetermined threshold. Experience has shown that this threshold can, for. B. can be set to 10 pairs of values. Other values for the threshold are also possible. If the number after a switching is less than 10, no new parameters are identified. The model parameters can then keep their old values. The identification can e.g. B. are canceled and the parameters are not updated (SelState = 4). FIG. 12 shows a measurement on the test bench in which the number of measurement data is too small and therefore no identification is carried out. The identification is terminated by increasing the number of pairs of values to be measured (SelHwN, SelHwUk) (minimum number = 20 pairs of values). This circuit can result in the identification being aborted because the number of value pairs (while SelState = 2) is 12. Thus the SelState applies to the value 4 (corresponds to errors in the identification). The parameters can remain constant and retain the value already determined and cannot be updated.
• 2. An overflow of intermediate sizes; the intermediate values are calculated by summing measured values. Therefore there is a risk that the intermediate sizes may overflow. To detect an overflow, z. B. be checked whether the value range is exceeded. Only if the range of values is not exceeded, e.g. B. the summation can be carried out. Otherwise the summation can be canceled and the already calculated values of the intermediate size can be used to determine the current model parameters. In this case the parameters are not updated. Such a measurement is shown on the test bench in FIG . It shows an overflow of the intermediate values during an identification. If the number of measurement data is sufficient, however, it can be provided that after the identification has been terminated, new parameters are nevertheless calculated using the already calculated summation variables (ShfState = 5).

It is also possible that other than the two above Security measures are used in the strategy according to the invention.

• 1. Nach der ersten erfolgreichen Identifikation können die Modellparameter aus den identifizierten Parametern übernommen werden, d. h. P_mod = P_ident;
• 2. Das Modell zur Fehlererkennung der lnkrementalwegmessung ist jedoch noch deaktiviert;
• 3. Nach jeder erfolgreichen Identifikation können die Modellparameter nach der Gleichung 3.1 gefiltert werden;
• 4. Z. B. nach drei erfolgreichen Identifikationen kann das Modell zur Fehlererkennung aktiviert werden.

With regard to an initialization, it can be provided that the model parameters e.g. B. be determined again after the state "ignition-on". This means that they are not saved in the EEProm (electronic memory) when the ignition is switched off. This is because the parameters are in the "ignition-off" state, e.g. B. if the vehicle is parked overnight, can change significantly that in the "ignition-on" state these can no longer be used for fault detection. The following initialization routine can therefore preferably be run:

• 1. After the first successful identification, the model parameters can be adopted from the identified parameters, ie P _mod = P _ident ;
• 2. However, the model for error detection of the incremental displacement measurement is still deactivated;
• 3. After each successful identification, the model parameters can be filtered according to equation 3.1;
• 4. For example, after three successful identifications, the model for error detection can be activated.

This means that the model e.g. B. after each state "ignition-on" one Dead time of three successful identifications can go through until the Have parameters set to reliable values. Only then can the model and thus the error detection of the incremental displacement measurement can be activated. It it is also conceivable that other initialization routines or any Combinations of other possible routines can be used.

The filtering already mentioned under 3. in the aforementioned initialization routine can e.g. B. Because of the robustness of the identified model parameters, the models of the switching and selection actuators can only be carried out after three successfully carried out identifications. Since there is a slight variation in the identified parameters, it can be advantageous to weight the newly identified parameters with those of the previously identified parameters. A distinction can be made between model parameters P _mod and identification parameters P _ident . The identification parameters are determined with the calculation routine after each switching. The model parameters are the parameters that can be used for the implemented models of the switching and selector actuators. These can z. B. Only calculate as follows after each successful identification:

This means that the parameters already used in the model e.g. B. 2/3 and the parameters newly determined after a switching preferably to 1/3 are adopted to calculate the current model parameters.

In order to verify the robustness of the model with regard to route changes due to temperature differences, circuits can be carried out in a climatic chamber at temperatures from -30 ° C to 105 ° C. It has been shown that with identical switching cycles, the average model parameters A and B for switching and selection actuators are recorded at different temperatures. The scatter regarding the individual identifications is about 5-8%. The result of the averaged model parameters is shown in FIG. 14. It can be seen from this that the error detection of the incremental path measurement can advantageously be kept robust only by online identification of the geared motors according to the invention and a suitable adaptation of the motor models.

In Fig. 15, a special situation is shown, which represents the identification and modeling strategy after a reset. After a reset, the model parameters are reset to 0 and the model is deactivated. This can reduce the uncertainties of the route behavior with regard to the modeling after a reset. After three successful identifications, the model can then be reactivated. The values of the identified model parameters were also included in the output of the long-term measurement in order to be able to make long-term observation and diagnosis.

Overall, it has been shown that the online identification of the actuator models is one robust error detection of the incremental measurement enables, because during the route behavior is identified during operation. It route changes are thus caused by temperature influences, Service life and manufacturing variability of the geared motors are suitable considered. It is possible that the identified behavior of the route the position controller is additionally adapted. That way to realize an optimal control behavior. The compensation strategy for the Position controller also uses the identified parameters of the gear actuator, to change the route by changing the position controller voltage compensate.

In summary, it can be stated that it is the developed online Identification for the transmission actuators enables the models on the basis of Adapt changes in route behavior. So is a long term Adaptation and sufficient robustness of the models guaranteed.

A further embodiment of the invention presented here follows in which a further possible modeling of the ASG Transmission actuators is proposed.

The DC motors of the gear actuators can move the shift finger in the backdrop via the actuators. The speed and positions are measured directly on the motors via Hall sensors. The transmission actuator system shows a PT ₁ behavior with regard to the armature voltage and the engine speed when the shift finger moves freely in the shifting gate. With regard to the motor position, the motors show a so-called IT ₁ behavior. This means that a series connection of a PT ₁ element and an integrator is provided. This is also shown in Fig. 16. The route behavior of the gearbox actuators is suitably modeled there.

The equations for the engine model shown in Fig. 16 are as follows:

Due to the negligibly small inductance L _a (L _a / R _a ~ 0.0008), the term formed in equation 1.1 can be set to 0. The inductance can also be neglected during the actual controller design. A continuous representation of the state can be given by the following equation:


in which
ω _m : rotational speed of the motor
n: motor speed of the geared motors [1 / min]
x: motor position [increments]
N _pulse : number of motor increments per revolution

A continuous equation of motion can then be as follows:

The previously mentioned equations show a discrete representation of the equations of motion 1.7 and 1.8:

n _k = An _k-1 + Bu _k-1 Eq. 1.9

x _k = x _k-1 + KT _A .n _k Eq. 1.10

in which
A: Model parameters for the dynamics of the route
B: Model parameters for the route reinforcement
T _A : sampling time (5 ms)
K: Conversion factor between engine speed and engine increments = N _pulse / 60
n: motor speed (k: current interrupt, k-1: position controller interrupt before)
x: motor increments (k: current interrupt, k-1: position controller interrupt before)

The dynamic system behavior can e.g. B. are represented by parameter A, while parameter B represents the gain of the system. The motor speeds can be converted into increments by an integrator or the like (equation 1.6). There can be a constant conversion factor K between the number of increments per revolution and a constant sampling time of z. B. 5ms (reading the measurement data). In FIG. 17, discrete modules of equations of motion 1.5 and 1.6 are shown graphically by way of example.

Identification of a first-order system (least-square method) is described below. A simple and easy-to-implement identification procedure is the so-called least-square procedure (LS procedure). A special case can be the least squares method for a first order system. The following equations result:

n _u (k) = An _u (k-1) + Bu (k-1) Eq. 2.11

n (k) = n _u (k) + z (k) Eq. 2.2

k: discrete time
n: speed
u: input voltage
z: interference signal (white noise)

• 1. Aufsummieren von Zwischengrößen; während der Schalt- und Wählvorgänge können zu diskreten Abtastzeiten (Lageregler-Interrupt von etwa Sms) die Motorspannung und die Motordrehzahl von Schalt- und Wählmotor eingelesen werden. Mit diesen Werten können folgende Zwischengrößen berechnet werden, wobei die nachfolgenden Gleichungen teilweise vorher verwendet worden sind:
  
  
  
  
  
• 2. Es kann eine Berechnung von Modellparametern vorgesehen sein; wenn die Berechnung der Zwischengröße nach der freilaufenden Bewegung des Schalt- und Wählvorganges abgeschlossen ist, können die Parameter A und B durch die bereits erwähnten Gleichungen bevorzugt berechnet werden;
  
  
  
• 3. Es kann eine Modellierung der Getriebemotoren vorgesehen sein;
  das Modell der Motoren kann sich vorzugsweise aus einem PT₁-Glied und einem Integrator zusammensetzen. Die aktuelle Motordrehzahl kann sich dann aus der Motordrehzahl und der Motorspannung eines lnterrupts von z. B. 5ms berechnen. Dazu können die bereits erwähnten Gleichungen verwendet werden:
  
  n_k = A.n_k-1 + B.u_k-1 Gl. 2.10
  
  x_k = x_k-1 + K.T_A.n_k Gl. 2.11
  
  K: Umrechnungsfaktor (Motor-Aktorik-Übersetzung)
  TA: Abtastzeit (Lagereglerinterrupt; 5ms)
  nk: modellierte Motordrehzahl
  xk: modellierte Motorinkremente
  

This difference equation 2.1 can z from a continuous delay. B. a PT ₁ member and a zero order holding member arise. This is indicated graphically in FIG. 18, using a holding element with discrete scanning. According to equation 2.2, the output of the delay element n _u can preferably also be provided with a disturbance z. This disturbance z can cause uncertainties in the system, such as e.g. B. friction or the like., And the signal processing, for. B. measurement noise or the like. The parameters A and B of the equation of motion 2.1 above can be identified as follows:

• 1. adding up intermediate sizes; During the switching and selection processes, the motor voltage and the motor speed of the switching and selection motor can be read in at discrete sampling times (position controller interrupt of approximately Sms). The following intermediate values can be calculated with these values, the following equations being used in part beforehand:
  
  
  
  
  
• 2. A calculation of model parameters can be provided; If the calculation of the intermediate variable is completed after the free-running movement of the switching and selection process, the parameters A and B can preferably be calculated using the equations already mentioned;
  
  
  
• 3. Modeling of the geared motors can be provided;
  the model of the motors can preferably be composed of a PT ₁ element and an integrator. The current motor speed can then be calculated from the motor speed and the motor voltage of an interrupt of e.g. B. calculate 5ms. The equations already mentioned can be used for this:
  
  n _k = An _k-1 + Bu _k-1 Eq. 2.10
  
  x _k = x _k-1 + KT _A. n _k Eq. 2.11
  
  K: conversion factor (motor-actuator ratio)
  TA: sampling time (position controller interrupt; 5ms)
  nk: modeled engine speed
  xk: modeled motor increments
  

The aforementioned identification strategy can be checked by simulation. A position-controlled process is carried out during the simulation. The output voltages and engine speeds can be used for identification. The identified parameters can be used in a model of the geared motors. In a further simulation it is possible to compare the real and the modeled engine speeds and positions in order to check the accuracy of the identification. Identification can be made in the discrete representation while the simulation is carried out with continuous parameters. It is therefore necessary to convert the identified parameters into the continuous display. The real parameters are used in the model via engine characteristics and data specification.
For example: selector motor
R _a = 0.45 Ω
C _m = 0.025 Vs
J _m = 1.16.10 ^-5 kg / m ²
d _friction = 0.8.10 ^-4 Nms

The continuous display is as follows:
Real parameters a _k = -91.8 b _k = 3472.2
Identified parameters a _k = -91.8 b _k = 3472.2

FIG. 19 shows a simulated step response of a real system and a system with identified parameters A, B. The PT ₁ behavior can be reproduced exactly. In an implementation, however, it should be noted that on the one hand the integer arithmetic must be used and on the other hand the real system in the vehicle should not have an exact PT ₁ behavior. The simulation in FIG. 19 shows the step response of a real system marked with a plus sign and a modeled system marked with zero.

The simulation shows that this identification method of a PT ₁ system has a very high accuracy with simple programming.

In summary, it can be stated that the online identification is particularly advantageous for the transmission actuators if an adaptation is additionally provided. The path behavior of the ASG actuators shows a PT ₁ behavior with regard to the armature voltage as an input variable and the engine speed as an output variable with free-running movement within the shift gate.

The following is a procedure for detecting errors in the Incremental measurement preferred during touch and / or during Rest position explained in one course.

Preferably during a right-left keying in the aisle and during the Rest position in the aisle can lead to errors in the incremental displacement measurement Coming into gear. These errors can e.g. B. by drift, one Failure or the like occur.

An object of the present invention is to propose a method which in particular recognizes these errors and corresponding ones Takes countermeasures.

Accordingly, it can be provided according to the invention that preferably by a Control operation in the drive program during right-left keying the dialing movement is subjected to a plausibility check and / or during the rest position, i.e. while the actuator is at a standstill is checked. In this case, preferably those of Incremental travel measurement determined speed signals of the selector motor with those of an existing engine model are compared. If e.g. B. the entry condition for the keying is fulfilled, it can be checked whether the measured speed exceeds a certain threshold. If this is the case is available, the sign of the measured speed and the modeled Speed to be compared. Preferably one counter per interrupt be counted up. After a certain number of interrupts and none For example, the previous error detection can end the check be, because by driving to the stop a speed reduction of the Motor takes place. If e.g. B. during the right-left key one Dial movement to the right is measured, however the model is one Dialing movement expected to the left can be the measure of confidence immediately reset to a neutral reference run for review or to initiate the like.

It can further be provided that during the rest position in the aisle Actuator should not move excessively without energization. This can be done during this switching state are checked whether the measured speed is a absolutely exceeds certain threshold. If this happens and the calculated speed results in no movement, z. B. the measure of trust be reduced and also one at the next switching Neutral reference run or the like can be performed.

In Fig. 20, a strategy in the form of a flow chart or flow diagram is shown, for wherein during a dial-up or shift movement of the gear actuators. B. in an automated manual transmission (ASG) a failure or drift of the incremental displacement measurement is detected. Meanwhile, the expected engine speeds and engine increments are calculated using a model. The activation of the model can depend on predetermined entry conditions, which e.g. B. are supplied by the function control. As entry conditions can preferably for a dialing z. B. the shaft state (SZ) = 1 and / or the position control mode (LM) = 4 (position controlled) can be used. It is also conceivable that other suitable entry conditions are used. The strategy implemented begins with the detection of the motor voltage. If the entry conditions switching state = 1 and position controller mode = 4 are present, the motor speed and the motor increments are calculated and thus the detection of a drift or a failure of the incremental displacement measurement is recognized. In parallel, the motor increments can be used for this detection.

In Fig. 21 a strategy according to the invention in the form of a flow chart is shown, which is based on the models of the select and Schalttaktoren. An essential difference to the strategy mentioned above is that the activation of the models is expanded in relation to the switching states and the error strategies are adapted to the individual switching states.

According to an advantageous development of the invention, the extension preferably consist of the fact that during the touch in the aisle and during the rest days in the corridor, i.e. when the actuator is at a standstill, also the model in Dial direction is activated. The expected speeds can be calculated to compare them with the measured speeds.

When groping in the aisle, e.g. B. the switching state (SZ) = 8 and Position controller mode (LM) ≥ 3 can be selected, which is a position-controlled and speed controlled state corresponds. In the rest position in the aisle Switching state SZ = 6 and the position controller mode (LM) = 1 can be selected.

Below is the detection of the reversal of direction in the dialing direction explained while groping in the aisle.

This error strategy can be activated if the button is requested in the corridor. Then the switching state (SZ) = 8 and the position controller mode (LM) ≥ 3 can be selected. This strategy is shown in the form of a flow chart in FIG. 22.

The detection of an implausible movement while at rest in the aisle is explained below. This error strategy can be activated when the rest position in the aisle is reached. The actuator can be at standstill without force. The switching state (SZ) can take the value 6 and the position controller mode (LM) can take the value 1. This strategy for the detection of implausible movements is shown in the form of a flow chart in FIG. 23.

The aforementioned values for the strategies, in particular with regard to the Switching status (SZ) and the position controller mode (LM) can also be other take any values.

The proposed strategies can preferably be used in vehicles an automated manual gearbox (ASG), a parallel gearbox (PSG) or the like are used.

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 create a new one Subject or new process steps or process step sequences lead, also insofar as they relate to manufacturing, testing and working processes.

Claims (8)

1. A method for determining a target gear in an automated transmission in a drive train of a vehicle, characterized in that the currently engaged gear is maintained in an operating situation in which the vehicle speed cannot be determined reliably. 2. The method according to claim 1, characterized in that in this Operating situation, each output stage of the transmission control is energized until one started circuit is ended. 3. The method according to claim 1 or 2, characterized in that the current Gear is maintained until neutral is requested. 4. The method according to claim 3, characterized in that the Neutral request by the driver by moving the Gear selector lever is carried out in the neutral position. 5. The method according to any one of the preceding claims, characterized characterized in that when the gear selector lever moves to a driving position and the accelerator pedal is operated beyond a predetermined limit value determined target gear is engaged. 6. The method according to claim 5, characterized in that the target gear of the 4th or 5th gear is selected to over-rev the engine even at high To avoid speeds. 7. The method according to any one of the preceding claims, characterized characterized in that when the gear selector lever moves to the R position the neutral gear is maintained. 8. Transmission control for an automated transmission, in particular for Carrying out the method according to one of claims 1 to 7, characterized characterized that they are in an operating situation in which the Vehicle speed cannot be reliably determined, the currently engaged one Gear is maintained.