EP1509710A1

EP1509710A1 - Automatic gearbox and method for operating a gearbox system

Info

Publication number: EP1509710A1
Application number: EP03752707A
Authority: EP
Inventors: Minh Nam Nguyen; Holger Stork
Original assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG; LuK Lamellen und Kupplungsbau GmbH
Current assignee: Schaeffler Buehl Verwaltungs GmbH; LuK Lamellen und Kupplungsbau GmbH
Priority date: 2002-05-21
Filing date: 2003-05-20
Publication date: 2005-03-02
Also published as: DE10392621D2; AU2003243895A1; DE10322619A1; WO2003098076A1; ITMI20031008A1; FR2840044A1

Abstract

The invention relates to an automatic gearbox comprising a plurality of gearshift steps with which respectively at least one driving toothed wheel and at least one driven toothed wheel are associated. One of said toothed wheels is respectively mounted on a shaft in a rotationally displaceable manner and can be coupled to said shaft in an essentially rotationally fixed manner by means of a connecting device, in such a way that torque can be transmitted by means of said toothed wheel. The invention also relates to a drivetrain, such as a motor vehicle drive train, comprising an automatic gearbox, to a method for controlling an automatic gearbox, and to a method for operating a gearbox system, such as an automatic gearbox, of a motor vehicle.

Description

Automated manual transmission and method for operating a transmission device

The invention relates to an automated manual transmission, a drive train, a method for controlling an automated manual transmission and a method for operating a transmission device of a motor vehicle.

Automated manual transmissions, drive trains, methods for controlling an automated manual transmission and methods for operating a transmission device of a motor vehicle are already known.

The invention has for its object to provide a reliable automated manual transmission as well as a reliable method for controlling an automated manual transmission and a reliable method for operating a transmission device of a motor vehicle.

The task is solved with an automated manual transmission

- Several switching stages, each of which is assigned at least one driving gear and at least one driven gear, one of these gears being rotatably mounted on a shaft and can be coupled to this shaft in a rotationally fixed manner by means of a connecting device, so that a torque is generated via this gear can be transferred;

- An electronic control unit that controls switching operations;

- At least one drive device which is in signal connection with the electronic control unit and loads at least one switching element for switching;

- Synchronization devices, which can effect an adjustment of the speed of the respective rotatably mounted gear to the speed of the shaft on which this gear is mounted, these synchronization devices being designed so that the automated manual transmission during normal operation during the entire switching process Traction interruption is switched;

- At least one position detection device, the position of these synchronization devices and / or an actuating device and / or one Component of an actuator of the automated manual transmission detected;

- A memory device, in which an assignment characteristic is stored, which assigns the actuating positions of the synchronization devices and / or an actuating device and / or a component of an actuating device (synchronous) torques which can be transmitted by the synchronization device at the respective actuating position; and

- An adaptation device for adapting the assignment characteristic to actual (synchronous) torque-position-value pairs.

The object is further achieved by a drive train which contains the automated manual transmission and by a method for operating the drive train comprising the automated manual transmission in accordance with the inventive concept which

has a plurality of switching stages, each of which has at least one driving gear and at least one driven gear, one of these gears being rotatably mounted on a shaft and can be coupled to this shaft in a rotationally fixed manner by means of a connecting device, so that this gear or the switching stage in question can transmit a torque; such as

- Synchronization devices, which can effect an adjustment of the speed of the respective rotatably mounted gear to the speed of the shaft on which this gear is mounted, wherein these synchronization devices are designed so that the automated manual transmission is switched during the entire switching process without interruption of tractive power ; with the steps:

- Providing an assignment characteristic that assigns the actuating positions to a respective synchronization device and / or an actuating device and / or a component of an actuating device, which indicate which torque can be transmitted by the respective synchronization device in this actuating position; and

- Carrying out an adaptation process for adapting the assignment characteristic, actual torque / position value pairs being ascertained as part of this adaptation process. The object is further achieved by a method for operating a transmission device of a motor vehicle, which transmission device is arranged in a drive train provided with at least one starting clutch and has a plurality of switchable gear stages which can be engaged and disengaged by means of an actuating device, one in each gear being disengaged Gear selection threshold is passed and this gear selection threshold is a respective position of the actuating device and / or the transmission device, in which the respective gear is no longer at least partially engaged or is no longer positively engaged, and wherein the motor vehicle has wheels and an internal combustion engine can load the driveline with the steps:

- locking the wheels;

- opening the starting clutch and / or checking whether the starting clutch is open;

- engaging a predetermined gear, the gear selection threshold of which is to be determined and / or adapted;

- Partial closing of the starting clutch so that it slips and can transmit a predetermined torque;

- sizing the gear and monitoring the transmission input speed of the transmission shaft; and

- Determining the position of the actuating device, which is given at the beginning of the increase in the transmission input speed, as gear selection threshold of the gear concerned.

According to the invention, in particular an automated manual transmission (ASG) is provided, which has several switching stages or gears. At least one driving and at least one driven gear is assigned to each of these switching stages. Such a gear can also be assigned to several gear stages or gears. At least one of these gears, which are assigned to a respective shift stage or a respective gear, is rotatably mounted on a shaft. The other or the other gearwheels can, for example, be rotatably mounted on a shaft. However, they can also be rotatably mounted and can be coupled to the shaft on which they are arranged via corresponding coupling devices.

The rotatably mounted gear of a respective gear stage or gear ges can be non-rotatably coupled to the shaft on which it is rotatably arranged, so that a torque can be transmitted via the shaft and this gearwheel or the relevant switching stage.

The automated manual transmission has an electronic control unit which controls the switching operations of the automated manual transmission and, if necessary, can carry out further functionalities.

At least one drive device is provided which is in signal connection with the electronic control unit and which loads at least one switching element for switching the automated manual transmission. Such a drive device can be an electric motor, for example. Such an electric motor can be a BLDC motor or a differently designed electric motor.

In a preferred embodiment, several electric motors are provided. This can, for example, be such that an electric motor is provided which can load a switching element in the direction of a winding lane of the automated manual transmission, and an electric motor which can load a switching element or the switching element in the direction of a switching lane of the automated manual transmission. However, this can also be designed differently.

Furthermore, synchronization devices are provided which, when shifting, can bring about an adaptation of the speed of the respective rotatably mounted gear to the speed of the shaft on which this gear is mounted. These synchronization devices can be designed in such a way that the automated manual transmission is switched in normal operation during the entire switching process without interrupting the tractive force.

At least one position detection device is provided, which detects or can detect the positions of these synchronization devices or an actuating device of this synchronization device or of the automated gearbox.

It should be noted that to simplify the position of the synchronization direction is spoken. This position can also be the position of a switching actuator or another actuating element, and in particular the position of an output shaft of an electric motor acting as a drive device or an actuating device of the synchronization device or the automated manual transmission. Correspondingly, position detection devices can also be provided.

Furthermore, a memory device is provided in which an assignment characteristic is stored or can be stored, which assigns the actuating positions of the synchronization device to synchronous torques that can be transmitted by the synchronization device at the respective actuation position.

These torques that can be transmitted by this synchronization device in a respective setting position of a respective synchronization device are also referred to as synchronous (torque) moments.

Furthermore, an adaptation device is provided for adapting the assignment characteristic to actual (synchronous) torque position value pairs. This adaptation device can, for example, be such that it can be used to check whether the value pairs of (synchronous) torques and positions of the respective synchronization device provided in the stored assignment characteristic match the actual ones.

The adaptation device can be, for example, the electronic control device. However, it can also include additional elements or be another device.

The connecting device, by means of which a gear wheel rotatably mounted on a shaft can be coupled to this shaft in a rotationally fixed or essentially rotationally fixed manner, can be a synchronization device, for example. Additionally or alternatively, a differently designed device can also be provided.

In a preferred embodiment, the synchronization device has a friction device. It should be noted that each switching stage can be assigned a synchronization device or a part of these switching stages or only one switching stage.

The synchronization device preferably has a friction device. It is further preferred that the synchronization device is a friction device.

The synchronization device can also be designed in such a way that it has a friction device and additionally a device via which a positive connection can be generated so that the shaft in question can be positively coupled to the gear in question.

This can, for example, but not only, be such that a speed adaptation is generated by means of the synchronization device, in particular by means of friction elements, and, in particular subsequently, the form-fitting device is closed, so that a form-fit is given. However, this can also be designed differently.

In a preferred embodiment, the friction device has conical or conical or truncated cone elements. For example, it can be provided that the friction device in each case has an inner frustoconical friction element and an outer frustoconical friction element, which can be increasingly inserted into the inner frustoconical element, so that an increasing frictional engagement or a stronger frictional engagement is generated. In a preferred embodiment it is provided that the (synchronous) torque is generated or transmitted by friction.

The assignment characteristic can be a characteristic curve, for example. However, other mapping characteristics are also preferred.

In a preferred embodiment it is provided that the friction device has at least one friction element which is connected in a rotationally fixed manner to a gearwheel of the switching stage which is rotatably mounted on a shaft, and a friction element which is connected in a rotationally fixed manner to the associated shaft. In particular, it can be provided here that at least one of these friction elements is arranged to be axially displaceable or that the corresponding de gear is axially displaceable relative to the corresponding shaft.

In a preferred embodiment, at least one or more friction elements of the friction device are arranged concentrically to the shaft on which the gear wheel is rotatably mounted. However, configurations in which such a friction element is arranged non-concentrically with the shaft in question are also preferred.

In a preferred embodiment it is provided that during the shifting between different gears at least temporarily two synchronization devices, which are assigned to different shifting stages, can transmit or transmit a (synchronous) torque at the same time, in particular in the context of shifting operations in normal operation of the automated system transmission.

In a preferred embodiment, which relates in particular to this aforementioned preferred embodiment, it can be provided that an actuating device is provided which enables an actuating movement in a state in which two different gears or gear stages simultaneously transmit a torque.

This torque can preferably be transmitted such that it acts on the same drive axle of the motor vehicle.

The drive train is in particular a motor vehicle drive train.

A preferred embodiment provides that a starting clutch is provided in this drive train. This starting clutch can be a friction clutch or a differently designed clutch.

In a particularly preferred embodiment it is provided that the starting clutch is an electronically controlled clutch device.

According to the invention, in particular, an assignment characteristic is provided, the positioning positions on a respective synchronization device or a component of a control device or an actuating device torque values or (syn chron) assigns torque values which are intended to indicate which torque can be transmitted by the respective synchronization device in this actuating position.

In addition, it is particularly provided that an adaptation process is carried out in order to adapt the assignment characteristic, in particular to actual (synchronous) torque-position value pairs that are present in the automated manual transmission.

In a preferred embodiment, it is provided that the actual torque position value pairs are determined as a function of at least one operating characteristic value of a motor vehicle in which the automated manual transmission can be arranged or is arranged.

Such operating parameters can be, for example, a calculated or measured engine torque or the engine speed or wheel speeds or the speeds of a transmission input shaft. It can also be provided that several transmission input shafts are provided and the speeds of different transmission input shafts are made available as operating characteristic values.

In particular, it can be provided that a CAN bus is provided and an engine torque is provided via this CAN bus, which is used to determine the actual torque position value pairs.

However, other operating parameters can also be used.

In a preferred embodiment it is provided that a (synchronous) torque value of an actual torque position value pair is determined with a substantially constant synchronous torque.

Another preferred embodiment provides that the (synchronous) torque is not constant during the determination of a (synchronous) torque value of an actual pair of torque and position values. It is preferably provided that the (synchronous) torque of an actual pair of torque values is determined during a shift from a starting gear to a target gear. The starting gear can be the neutral gear or another gear.

It is preferably provided that the synchronization device of the starting gear, at least if this is not the neutral gear, is completely open during the determination of the (synchronous) torque of an actual torque position value pair.

It can be provided that exactly one synchronization device transmits a torque during the determination of the (synchronous) torque of an actual torque position value pair. It is particularly preferably provided that the synchronization device in question slips when determining the (synchronous) torque of an actual torque position value pair.

The automated manual transmission is preferably arranged in a drive train which can be loaded by an internal combustion engine, this internal combustion engine running when determining the (synchronous) torque of an actual pair of torque-position values.

The (synchronous) torque of an actual pair of torque and position values is preferably determined in a driving situation which is (in any case) given during normal operation of the motor vehicle. Another preferred embodiment provides that a specific situation is generated in which this (synchronous) torque is determined.

It is further preferred that measurement values are used to determine an actual torque position value pair.

In a preferred embodiment, such measured values can be, for example, operating parameters of a motor vehicle. It is preferably provided that the (synchronous) torque of an actual pair of torque-position values is determined, and furthermore it is determined which position of the synchronization device or the actuating device or a component of the actuating device is given at the time when this (synchronous ) Torque is determined.

In a preferred embodiment, it is provided that a (synchronous) torque of an actual pair of torque and position values is determined by means of an automatically generated torque balance of a drive train section or a region of the motor vehicle that has an automated manual transmission. For example, without thereby restricting the invention, a torque balance can be automatically drawn up for a subsystem having an internal combustion engine and a transmission input shaft of a motor vehicle. It is also preferred that such a torque balance is drawn up for the transmission input shaft of a motor vehicle. It is further preferred that such a torque balance is automatically created for a motor vehicle. There are also other options.

It is also preferred that an automatically set torque balance is created for the motor vehicle, wheel speeds being used for adaptation. It can be provided here that load torques acting on the motor vehicle during operation, which are caused, for example, by air resistance or road resistance torques or the like, are taken into account or are neglected or estimated. It is particularly preferably provided in such a design that the moment of inertia of the motor vehicle is taken into account at the time of the adaptation.

A (synchronous) torque is preferably determined as a function of at least one moment of inertia as part of the adaptation. This mass moment of inertia can, to name examples, be the mass moment of inertia of the motor of a motor vehicle or of the transmission input shaft or of the motor vehicle itself, and possibly including parts connected to the motor or the transmission input shaft or the motor vehicle in a rotationally fixed manner.

It is further preferred that the (synchronous) torque is determined as part of the adaptation as a function of at least one gear ratio. This can be the case, for example Gear and / or differential gear ratio of a starting gear. It can also be the gear or differential gear ratio of a target gear, whereby the terms start gear and target gear are to be understood in such a way that the gear is switched from the start gear to the target gear, possibly with an interruption, in order to adapt a (synchronous) torque position value pair of the target gear. It can also be switched from "neutral" to the target gear.

In a preferred embodiment, it is provided that the automated manual transmission and a starting clutch are arranged in a drive train of a motor vehicle, and this starting clutch is closed during the determination of the (synchronous) torque of an actual pair of torque-position values.

It is preferably provided that the synchronous torque of an actual torque position value pair is determined as a function of the engine torque and the engine or the transmission speed. In particular, a dependency on the change over time of one or more of the specified operating parameters can be taken into account when determining or adapting. In a preferred embodiment, it is provided that the synchronous torque is determined as the difference between the engine torque and the product of the time derivative of the angular velocity of the transmission input shaft or the transmission input speed with the sum of the moments of inertia of the motor and transmission input shaft and, if applicable, parts connected to them in a rotationally fixed manner. It is particularly preferably provided that the difference mentioned is multiplied by a factor. This factor can be gear ratio and / or differential gear ratio of the target gear in particular.

Provision can also be made for the synchronous torque to be determined in such a way that the aforementioned relationships are integrated between two points in time in order to determine the synchronous torque. In a preferred embodiment, it can further be provided that the synchronous torque is constant or is kept constant in the time interval between these times.

It is also particularly preferred that a corresponding temporal integral, which is determined or used in this preferred configuration for determining the synchronous torque, is approximated. For example, such an integral can be approximated by means of a trapezoidal integration. However, other designs are also Trains t.

According to a further preferred embodiment, it is provided that the automated manual transmission is arranged in a drive train of a vehicle provided with a starting clutch and with a brake. The brake can in particular be a parking brake and / or a service brake. With this design, it is preferably provided that when the vehicle is stationary and / or when the parking and / or service brake is actuated and when the motor vehicle engine (or internal combustion engine) is idling and when the starting clutch is closed, a synchronous torque of an actual torque position value pair is determined. In this preferred embodiment, it is provided in particular that a predetermined synchronization device of a gear or a gear stage, starting from the neutral gear and a fully open position of this synchronization device, is closed up to a predetermined position or a predetermined torque level in which this synchronization device slips. In particular, it is provided that this position corresponds to a predetermined torque level in accordance with the assignment characteristic. If necessary, the synchronization device is held in its position for a predetermined time at this moment level or this position. In this design, it is provided in particular that the synchronous torque is determined as a function of or from the difference between the engine torque that is given in this position and the engine torque that was given in the open position. If necessary, this difference is multiplied by the gear and / or differential gear ratio of the target gear.

It can also be provided that the predetermined position is a position that is displayed by a position detection device. It is also possible for the position to be controlled in such a way that the engine torque is oriented. For example, it can be provided that the engine torque, which is given when the synchronization device is fully open, is stored, and the position is controlled such that the difference between the engine torque given in the respective current position and the engine torque when the synchronization device is open (possibly multiplied by the translation of the target gear) reaches a predetermined value. However, this is not intended to limit the invention. It is preferably provided in this exemplary preferred embodiment that the synchronization torque varies during its determination.

It is further preferred that the starting clutch is actuated or adjusted when determining a synchronous torque of an actual torque position value pair. In particular, this can be such that it is controlled in a predetermined manner, in particular electronically.

It is further preferred that a synchronous torque of an actual pair of torque and position values is determined if the torque transmitted by a starting clutch essentially corresponds to the torque that can be transmitted by this starting clutch. This means in particular that the starting clutch is in the transition area between sticking and slipping, or in a position in which there is a tear.

In particular with such a design, it is preferred that the synchronous torque is calculated as the sum of the torque currently transmitted or transferable by the starting clutch, on the one hand, and the product of the difference between this moment that is transferable or currently transmitted by the starting clutch and the engine torque with the quotient the moment of inertia of the transmission input shaft (and, if necessary, parts connected to it in a rotationally fixed manner) and the moment of inertia of the motor, on the other hand, are determined. If necessary, it is provided that this sum is multiplied by the translation of the gear concerned or target gear for the determination.

In this preferred configuration in particular, it is preferably provided that the synchronous torque is essentially constant during its determination.

It is further preferred that, in this preferred embodiment of a method according to the invention, the synchronization device is not determined directly as a function of the torque transmitted or transmissible by the starting clutch, but indirectly. This can be such that, instead of a value for the starting clutch torque mentioned, the difference between the engine torque, on the one hand, and the product of the moment of inertia of the engine with the time derivative of the engine speed or the time derivative of the corresponding rotational speed digkeit, on the other hand, is used to determine the synchronous torque in the above context. This can also be the case with other preferred configurations which take into account a starting clutch torque when determining the synchronous torque.

In a further preferred embodiment of a method according to the invention, it is provided that the automated manual transmission is arranged in a drive train of a motor vehicle provided with a starting clutch and with a parking and / or service brake. According to this design, it is further provided that when determining the synchronous torque of an actual synchronous torque pair, the internal combustion engine of the motor vehicle is running, one or both of the named brakes are actuated and / or the vehicle is stationary. In this exemplary design, it is preferably provided that the internal combustion engine is operated in idle mode.

It is also preferably provided in this configuration that the synchronous torque may vary when carrying out this exemplary method and / or when determining the synchronous torque.

It is further provided in this preferred design that the starting clutch is switched to a predetermined position in which it sticks. In this preferred embodiment of a method according to the invention, it is optionally provided that the starting clutch is first completely opened before it is switched to a predetermined position in which it sticks. The position into which the starting clutch is switched and in which it is liable can in particular be one in which a predetermined torque value is given or can be transmitted by the starting clutch.

It is further provided in this preferred embodiment that the synchronous torque is subsequently increased or the synchronization device is increasingly closed, in particular in such a way that the transmission input shaft is braked. This increasing closing is carried out in particular in such a way that the starting clutch begins to slip. With this design, it is preferably provided that essentially at the transition time or in the transition position, at which the starting clutch changes from an adhering to a slipping state changes, the synchronous torque is determined. According to this preferred embodiment, it is particularly the case that the synchronous torque is determined as a function of the transmittable or currently transmittable clutch torque and the engine torque. It is further preferred in this exemplary embodiment according to the invention that the engine torque and the engine speed are used for the determination instead of the clutch torque transmitted or transferable by the clutch.

In this exemplary method it can be provided, for example, that the synchronous torque is calculated as the sum of the torque that can be transmitted or transmitted by the clutch, on the one hand, and the product of the difference between the moment currently transmitted or transmitted by the starting clutch and the engine torque with the quotient the mass moment of inertia of the transmission input shaft and the motor moment of inertia, on the other hand, is determined or calculated. It is also preferred in this configuration that this sum is multiplied by the gear ratio (of the target gear) to determine the synchronous torque.

It should be noted that the gear ratio of the target gear or the gear ratio of the target gear in the present invention is also (but not only) to be understood that this is the gear differential gear ratio of the target gear.

In a preferred development of this preferred exemplary embodiment of a method according to the invention, it is provided that the position of the starting clutch is maintained after the traction slip slip transition of the starting clutch and, if appropriate, a further adaptation is carried out by means of a method variation or strategy mentioned in the context of this invention for determining the synchronous torque becomes.

In this exemplary embodiment of a method according to the invention, provision can also be made, for example, for the starting clutch and / or the synchronization device to be set after the time at which the adhesive breaks, so that the starting clutch is liable again. This can be achieved, for example, by holding the starting clutch and ramping down the synchronization device so that it can transmit a lower torque, or by ramping up the starting clutch so that it can transmit a higher torque and synchronizing onseinrichtung is held. Other designs are also possible.

An exemplary preferred embodiment of a method according to the invention, which can follow the previously described exemplary method according to the invention, will now be described below. However, it should be noted that this exemplary design described below can also be used independently of the previously explained design or in conjunction with other designs according to the invention.

In this further exemplary embodiment of a method according to the invention, it is provided that the synchronous torque of an actual pair of torque-position values when the starting clutch slips is determined from a torque balance of the transmission input shaft. In a particularly preferred embodiment, it is provided in this preferred embodiment of the method according to the invention that the synchronous torque as the difference between the torque that can be transmitted by the clutch, on the one hand, and the product of the time derivative of the rotational speed or the speed of the transmission input shaft with the moment of inertia of the transmission input shaft - and, if appropriate non-rotatably coupled parts - on the other hand, is determined. In this preferred embodiment of the method according to the invention, the synchronization torque can be determined particularly preferably in such a way that the said difference is multiplied by the gear and / or differential gear ratio of the gear concerned or of the target gear.

In a preferred development of this preferred embodiment of a method according to the invention, the difference between the engine torque and the product of the time derivative of the rotational speed of the motor or the motor speed with the mass moment of inertia of the motor is used to determine the synchronous torque instead of the torque that can be transmitted by the clutch.

In this preferred embodiment of a method according to the invention, it can further be provided that the adaptation or the determination of the synchronous torque with a slipping clutch is carried out during a shifting of the automated transmission. It is also particularly preferred that in this preferred embodiment of a method according to the invention the synchronous torque during the determination this moment is essentially constant or is kept constant.

According to the invention, it is further preferred that the automated manual transmission is arranged in a drive train that has a starting clutch, and that the starting clutch slips when determining a synchronous torque of an actual pair of torque-position values.

It is further preferred that the automated manual transmission is arranged in a drive train of the starting clutch and that the starting clutch is in an open or completely open position during the determination of the synchronous torque of an actual torque position value pair.

In a particularly preferred embodiment of a method according to the invention, provision is made for a synchronous torque to be determined when the starting clutch is disengaged, in particular as a negative product from the time derivative of the speed or rotational speed of the transmission input shaft, on the one hand, with the mass moment of inertia of this transmission input shaft and, if appropriate, rotationally coupled therewith Components, on the other hand. In a preferred development of this preferred embodiment of a method according to the invention, this product is multiplied by the gear and / or differential gear ratio of the shift stage in question in order to determine the synchronous torque.

In a preferred development, this preferred exemplary method according to the invention can be carried out with a "normal" shift of the automated transmission or in normal operation. This is to be understood in particular in such a way that this exemplary method is carried out in the case of circuits which are carried out during normal operation of a motor vehicle, that is to say without producing a special situation which only serves to determine the synchronous torque.

However, it should be noted that other configurations of the method according to the invention or preferred developments of this method can also be carried out in normal operation of a motor vehicle. This exemplary preferred method according to the invention can also be carried out, for example, but this also relates to other configurations of the method according to the invention, after or directly after a sniffing process or a "sniffing in neutral" of the starting clutch when the input speed expires again. Such a sniffing process can be carried out in particular in the case of starting clutches, such as, for example, electronically controlled starting clutch, with an at least partially hydraulically designed actuating mechanism. This can be such that the actuating mechanism is brought into a position in which a hydraulic column can be brought into fluid contact with a reservoir, so that volume or pressure compensation or compensation of the hydraulic column can take place. In this exemplary embodiment of a preferred method according to the invention, it is provided in particular that the synchronous torque is kept constant or constant during its determination.

In a further exemplary embodiment of a method according to the invention, it is provided that the automated manual transmission is arranged in a motor vehicle and the synchronous torque is determined when the vehicle is rolling, the starting clutch is open and the engine is switched off or is idling.

In this preferred embodiment of a method according to the invention, the automated manual transmission is initially switched to "neutral", a predetermined synchronization device, starting from this situation, in particular slowly, being increasingly closed and then being held in a predetermined position in which it grinds. In this position, the synchronous torque is then determined as a negative product from the time derivative of the gearbox input speed or the rotational speed of the gearbox input shaft with the moment of inertia of the gearbox input shaft and, if necessary, components that are coupled in a rotationally fixed manner. In a preferred development, this product is multiplied by the gear and / or differential gear ratio of the shift stage in question to determine the synchronous torque.

In a preferred development of this method, this method is used in the course of production, in particular the assembly of a motor vehicle, for example at the end of the line. The ascertained synchronous torques or the ascertained synchronous torque position value pairs are preferably compared instead of with one of the assignment characteristics or a predetermined value pair of this assignment characteristic. It is further preferred that the determined gear selection thresholds are stored, in particular instead of a pair of values of the assignment characteristic.

According to the invention, a method for operating a transmission device of a motor vehicle is provided in particular. This transmission device is arranged in a drive train provided with at least one starting clutch and has a plurality of switchable gear stages which can be engaged and disengaged by means of an actuating device.

When a gear is laid out, a gear selection threshold is run through.

This gear selection threshold is a respective position of an actuating device of the transmission or of the transmission device itself, in which the respective gear is no longer engaged - at least partially - or is no longer positively engaged.

The motor vehicle has wheels and an internal combustion engine that can load the drive train.

According to the invention, it is particularly provided that the wheels of the motor vehicle are blocked. For example, this can be such that they are braked by means of a brake. Such a brake can be a hand brake or a foot brake.

It is also possible that the method according to the invention is used in the production of a motor vehicle, in particular at the end of the line. In particular when the method according to the invention is used in this way, it can be provided that the wheels are blocked in a manner other than via a brake arranged on the motor vehicle.

This method according to the invention can also be used in workshop operation. This is not intended to limit the uses.

According to the invention, it is provided in particular that the starting clutch is opened or a check is carried out to determine whether the starting clutch is in an open position. A predetermined gear is then engaged, the gear selection threshold of which is to be ascertained or learned or adapted. The starting clutch is then closed, in such a way that a predetermined, in particular relatively small, torque can be transmitted via this starting clutch. Such a moment can be, for example, in the range between 4 and 20 Nm, without the invention being restricted thereby. Since the wheels are braked and a gear is engaged, the transmission input shaft does not essentially rotate, although the starting clutch can transmit torque. In particular, it can be provided that an idle controller of the engine has to deliver more torque.

The gear is designed, particularly slowly, with the transmission input speed of the transmission shaft being monitored. If an increase, in particular a predetermined increase, in the transmission input speed of the transmission input shaft is detected, the position of the actuating device given during this increase is determined as the gear selection threshold of the gear concerned.

In particular, it can be provided that the increase in the speed of the transmission input shaft occurs when a positive engagement of a gear clutch is released. It can be provided that the transmission input shaft is accelerated quickly, for example within 50 ms or another period, to or in the direction of the engine speed.

In a preferred embodiment, the actuating device has a shift drum which is rotated or pivoted about its longitudinal axis for shifting into or out of a gear. With such a design, it is particularly preferably provided that the position which corresponds to or is assigned to a gear selection threshold is a shift drum angle.

In a preferred embodiment, the position of the actuating device or the shift drum angle is determined as the gear selection threshold which is applied at the beginning of the acceleration process. ses the transmission input shaft is given.

In a preferred embodiment it is provided that the starting or partial closing of the starting clutch is carried out within a short period of time, for example within two seconds or less. However, other time periods are also possible and preferred.

It is further preferred that the determined gear selection thresholds are stored, for example in a storage device. Such a storage device can be provided in an electronic control unit or in another location.

The method according to the invention is preferably started via a command. Such a command can be issued, for example, via a diagnostic interface. Other designs are also preferred.

In a particularly preferred embodiment, the transmission device is switched to a neutral position at the beginning of the method, or it is ensured that the transmission device is in such a position.

It is particularly preferably provided that the method is repeated several times, namely for different gears, so that different gear design thresholds, in particular all gear design thresholds of the transmission, can be learned or are learned and, if appropriate, stored.

The transmission device is preferably an automated manual transmission. Such an automated manual transmission can be such that it is possible to switch back and forth between different gears with an interruption in tractive force, or so that it is possible to switch between different gears without an interruption in tractive force.

The automated manual transmission preferably has an electronic control unit which controls the method according to the invention. This can, for example, be such that the electronic control unit automates shifting through several gears and controls or effects the execution of a method according to the invention.

However, a differently designed transmission device can also be provided, such as, for example, one which has a plurality of input shafts and is arranged in a drive train which may have a plurality of starting clutches. In such a system it can be provided, for example, that said actuation of the clutch relates to one clutch while the other clutch is open. Other designs are also possible.

It is further preferred that the actuating device has a shift finger. For example, it can be provided that such a shift finger can be actuated via a shift drum.

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

The patent claims submitted with the application are proposals for formulation without prejudice for the achievement of further patent protection. The applicant reserves the right to claim further combinations of features previously only disclosed in the description and / or drawings.

Back-references used in subclaims indicate the further development of the subject matter of the main claim by the features of the respective subclaim; they are not to be understood as a waiver of the achievement of independent, objective protection for the combinations of features of the related subclaims.

Since the subjects of the subclaims can form their own and independent inventions with regard to the prior art on the priority date, the applicant reserves the right to make them the subject of independent claims or declarations of division. They can furthermore also contain independent inventions which have a design which is independent of the objects of the preceding subclaims. point.

The exemplary embodiments are not to be understood as a restriction of the invention. Rather, numerous changes and modifications are possible within the scope of the present disclosure, in particular such variants, elements and combinations and / or materials, which, for example, by combining or modifying individual ones in conjunction with and described in and in the general description and embodiments and the claims Features or elements or process steps contained in the drawings can be removed by the person skilled in the art with regard to the solution of the task and, by means of combinable features, lead to a new object or to new process steps or process step sequences, also insofar as they relate to manufacturing, testing and working processes.

In the following, some exemplary or preferred aspects of the designs according to the invention will now be explained with the aid of the figures, which, however, is not intended to restrict the invention.

It shows:

1 shows an exemplary three-mass model of an exemplary drive train according to the invention with an exemplary automated manual transmission according to the invention;

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

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

1 shows a three-mass model of an exemplary drive train according to the invention with an exemplary automatic transmission according to the invention in a highly schematic and partial view. A starting clutch 12 is arranged in the drive train 10. A transmission input shaft 14 is provided on the output side of the starting clutch 10. An automated manual transmission 16 is again arranged on the output side of this transmission input shaft 14.

The drive train can be loaded on the drive side by a motor or an internal combustion engine, which is illustrated schematically in FIG. 1 by the engine torque M _E. The internal combustion engine has a moment of inertia, which is schematically illustrated by J _E in FIG. 1.

The starting clutch 12 can be opened and closed. In particular, the starting clutch can also be brought into a position in which it slips or can transmit a specific torque. If a torque is transmitted via the starting clutch 12, the motor shaft or the motor is loaded with a torque on the one hand, as indicated by the arrow 18, and on the other hand, the transmission input shaft 14, as indicated by the arrow 20.

The moment of inertia of the transmission input shaft is schematically represented by Jι. The automated manual transmission has a plurality of gear stages or gear stages or gears, which are represented schematically by i ₂ and i ₄ . Of course, this exemplary representation does not mean that only four gears can be given. Rather, the number of gears can be arbitrary, that is, larger or smaller.

Synchronization devices 22, 24 are assigned to the gears or gear stages.

Via these synchronization devices, at least one gearwheel of the respective gear, which is rotatably arranged on a shaft, can be coupled to this shaft, so that a torque can be transmitted to the output side via the respective gear stage h, i ₂ , iβ or i ₄ vice versa.

MQ symbolizes in Fig. 1 the moment transmitting a current gear. A corresponding synchronization device can either be open or fully always be closed.

M _K RE in FIG. 1 symbolizes the synchronous torque of the target gear, that is to say the moment of a gear into which gearshifting is to take place in order to determine an actual synchronous torque position value pair.

The mass moment of inertia of the motor vehicle is shown schematically in FIG. 1 by Jv. ML illustrates a load moment of the motor vehicle. This can be, for example, an air resistance moment or a road resistance moment or the like.

2 shows the steps of an exemplary method according to the invention for controlling an automated manual transmission in a schematic representation.

The automated manual transmission to be controlled has several switching stages, each of which has at least one driving and one driven gear. In each case one of these gear wheels of the respective gears is rotatably mounted on a shaft and can be coupled in a rotationally fixed manner to this shaft by means of a connecting device, so that a torque can be transmitted via this gear or shift stage.

Furthermore, the automated manual transmission has synchronization devices which, when shifting, can bring about an adaptation of the speed of the respective rotatably mounted gear to the speed of the shaft on which this gear is rotatably mounted. The synchronization devices are designed in such a way that the automated manual transmission is switched during the entire switching process without interruption of tractive power.

In the design according to FIG. 2 it is provided that an assignment characteristic is provided which, for example, was originally implemented once or can be stored in a storage device. This assignment characteristic arranges the actuating positions of the respective synchronization device or an actuating device of this synchronization device, torques which can be transmitted by the synchronization device in the respective position. This assignment can, however, for example as a result of wear or the like, have errors that can be corrected by means of an adaptation.

This assignment characteristic can be a kind of characteristic, for example.

The foregoing is shown schematically by step 30 in FIG. 2.

In step 32, an adaptation process is carried out in order to adapt the assignment characteristic to the actual torque position value pairs that are given in the respective synchronization device or the automated manual transmission.

This adaptation process can, in particular, be such that an actual synchronous torque is ascertained, and a position detection device and other means are used to check which position of the actuating device or the synchronization device is given at these respective synchronous torques. A corresponding value pair of the assignment characteristic and also different value pairs of the assignment characteristic can be replaced by this determined synchronous torque position value pair.

Here, for example, the synchronous torque can be the decisive (guiding) criterion or the position. This means that a pair of values of the assignment characteristic can be replaced, in which the synchronous torque matches the determined synchronous torque, or a pair of values in which the position matches that of the determined pair of values. It is also possible to include determined pairs of values in the assignment characteristic. Subsequent evaluation is also preferred.

Other approaches are also possible.

In a further exemplary embodiment, the adaptation process can, for example, be as described in the present application, and in particular also in accordance with the described examples and preferred embodiments.

3 shows an exemplary design of a method according to the invention for Operating a transmission device of a motor vehicle.

The transmission device can be an automated manual transmission, for example, or another designed transmission.

In step 40 it is ensured that there is a predetermined start situation or that such a predetermined start situation is generated. In the exemplary design of the method according to FIG. 3, the starting situation is such that the transmission of a motor vehicle is switched to "neutral", the internal combustion engine or the motor of this motor vehicle is running, the starting clutch of the motor vehicle is open and the wheels of the motor vehicle are braked ,

In step 42, it is checked whether a start command to carry out the method has been issued.

If this is not the case, a kind of waiting loop is switched and / or a query is made later as to whether the start command has been issued.

If it turns out in step 42 that a start command has been issued, a gear counter is set to "1" in step 44.

Then, in step 46, the starting clutch is opened and the gear indicated by the gear counter, for example here first gear, is engaged.

In step 48, the starting clutch is ramped to a specific torque or a predetermined torque that can be transmitted by the starting clutch is set.

If necessary, the engine control or control device of the internal combustion engine is informed of the clutch torque to be expected. This can be done, for example, to prevent a brief drop in the engine speed. But there can be other reasons.

In step 50 it is checked whether the wheels are rotating. If this is the case, the method is terminated in step 52.

If, however, it occurs in step 50 that the wheels are not rotating, a switching device, such as, for example, a shift drum, is slowly moved in the "gear shift" direction or, in the case of the shift drum, rotated.

In step 56 it is checked whether the input speed or the speed of the transmission input shaft increases. If this is not the case, the process continues in step 50.

However, if it turns out in step 56 that the input speed or the speed of the transmission input shaft increases, the position of the actuating device or, in the case of a shift drum, the shift drum angle is stored as a gear selection threshold in step 58.

In step 60 it is checked whether all gears have been learned.

If this is the case, the method is ended in step 52.

However, if it turns out in step 60 that not all gears have been learned, the gear counter is increased by "1" in step 62 and then continued in step 46.

Claims

claims

1. Automated manual transmission with

- An electronic control unit that controls switching operations;

- Synchronization devices which, when shifting, can adapt the speed of the respective rotatably mounted gear to the speed of the shaft on which this gear is mounted, these synchronization devices being designed so that the automated manual transmission during normal operation during the entire switching process without interruption of tractive power is switched;

- At least one position detection device that detects the positioning positions of these synchronization devices and / or an actuating device and / or a component of an actuating device of the automated manual transmission;

2. Automated manual transmission according to claim 1, characterized in that the synchronization device has a friction device.

3. Automated manual transmission according to claim 2, characterized in that the friction device has conical friction elements.

4. Automated manual transmission according to one of claims 2 to 3, characterized in that the friction device has at least one inner and / or outer frustoconical friction element.

5. Automated manual transmission according to one of claims 2 to 4, characterized in that the friction device has at least one friction element which is connected to the rotatably mounted gear substantially rotatably, and a friction element which is rotatably connected to the shaft on which this Gear is mounted.

6. Automated manual transmission according to one of claims 2 to 5, characterized in that at least one friction element of the friction device is arranged concentrically to the shaft on which the gear is rotatably mounted.

7. Automated manual transmission according to one of claims 2 to 6, characterized in that means are provided which can produce a positive connection between the shaft and the gear after the speeds of these components are adjusted by means of the friction device.

8. Automated manual transmission according to one of claims 2 to 7, characterized in that a (synchronous) torque is transmitted via the friction device during synchronization.

9. Automated manual transmission according to one of claims 1 to 8, characterized in that during the switching between different gears in normal operation of the automated manual transmission at least temporarily two synchronization devices, which are assigned to different switching stages, each transmit a (synchronous) torque at the same time.

10. Drive train, in particular motor vehicle drive train, with an automated manual transmission according to one of the preceding claims.

11. The drive train according to claim 10, characterized in that a starting clutch is provided in this drive train.

12. A method for controlling an automated manual transmission, which

- Carrying out an adaptation process for adapting the assignment characteristic, actual torque / position value pairs being ascertained as part of this adaptation process.

13. The method, in particular according to claim 12, for controlling an automated manual transmission according to one of claims 1 to 9 and / or for controlling an automated manual transmission which is arranged in a drive train according to one of claims 10 and 11.

14. The method according to any one of claims 12 and 13, characterized in that the automated manual transmission is arranged in a motor vehicle.

15. The method according to any one of claims 12 to 14, characterized in that the actual torque position value pairs are determined as a function of at least one operating characteristic of the motor vehicle.

16. The method according to any one of claims 12 to 15, characterized in that a (synchronous) torque value of an actual torque position value pair is determined with a substantially constant synchronous torque.

17. The method according to any one of claims 12 to 16, characterized in that the (synchronous) torque of an actual torque-position-value pair is determined during a shift from a starting gear to a target gear.

18. The method according to claim 17, characterized in that the synchronization device of the starting gear is fully open during the determination of the (synchronous) torque of an actual torque position value pair.

19. The method according to any one of claims 12 to 18, characterized in that exactly one of the synchronization devices transmits a torque during the determination of the (synchronous) torque of an actual torque position value pair.

20. The method according to any one of claims 12 to 19, characterized in that the (synchronous) torque of an actual pair of torque-position values is determined when the synchronization device slips.

21. The method according to any one of claims 12 to 20, characterized in that the automated manual transmission is arranged in a drive train which can be loaded by an internal combustion engine provided, and the internal combustion engine when determining the (synchronous) torque of an actual torque. Position-value pair runs.

22. The method according to any one of claims 12 to 21, characterized in that the Automated manual transmission is arranged in a motor vehicle and the (synchronous) torque of an actual pair of torque-position values is determined in the context of a driving situation that exists during operation of the motor vehicle.

23. The method according to any one of claims 12 to 22, characterized in that measured values are used to determine the actual torque position value pairs.

24. The method according to any one of claims 12 to 23, characterized in that an actual torque position value pair is determined by means of an automatically generated torque balance of a drive train section and / or an area of a motor vehicle which has an automated manual transmission.

25. The method according to any one of claims 12 to 24, characterized in that the actual torque-position-value pairs depending on the engine torque and / or the engine speed and / or at least one wheel speed and / or the speed of the transmission input shaft and / or the change over time at least one of these speeds can be determined.

26. The method according to any one of claims 12 to 25, characterized in that the (synchronous) torque of an actual torque position value pair is determined as a function of at least one moment of inertia.

27. The method according to any one of claims 12 to 26, characterized in that the (synchronous) torque of an actual pair of torque-position values is determined as a function of at least one gear and / or differential ratio.

28. The method according to any one of claims 12 to 27, characterized in that the automated manual transmission is arranged in a drive train with starting clutch and this starting clutch is closed during the determination of the synchronous torque of an actual torque-position-value pair is.

29. The method according to any one of claims 12 to 28, characterized in that the synchronous torque of an actual pair of torque-position values is determined as a function of the engine torque and the engine or transmission speed.

30. The method according to claim 29, characterized in that the synchronous torque of an actual pair of torque-position values is determined during a shifting operation of the automated transmission, which is carried out with the starting clutch closed.

31. The method according to any one of claims 12 to 30, characterized in that the automated manual transmission is arranged in a drive train of a motor vehicle provided with a starting clutch and with a parking and / or service brake and the synchronous torque of an actual torque position value pair when actuated Motor vehicle brake and / or stationary motor vehicle, with the motor vehicle engine running at idle and with the starting clutch closed, is determined, a predetermined synchronization device of the automated transmission starting from the neutral gear and a fully open position of this synchronization device being closed up to a predetermined position at which this synchronization device slips, and that the synchronous torque of an actual torque-position-value pair is determined from the difference in the engine torque, which is in the fully open synch Ronisationseinrichtung, on the one hand, and in this, hatching, position, on the other hand, is given.

32. The method according to any one of claims 12 to 31, characterized in that the automated manual transmission (16) is arranged in a drive train with a starting clutch and this starting clutch is actuated for or in the context of the determination of the synchronous torque of an actual torque position value pair, and is operated in a controlled manner in particular in a predetermined manner.

33. The method according to any one of claims 12 to 32, characterized in that the Automated manual transmission is arranged in a drive train with a starting clutch and, when determining the synchronous torque of an actual pair of torque and position values, the torque that can be transmitted by the starting clutch essentially corresponds to the torque currently transmitted by the starting clutch.

34. The method according to claim 33, characterized in that the synchronous torque of an actual torque-position-value pair is determined as a function of the torque currently transmitted and / or transmissible by the starting clutch and the engine torque.

35. The method according to any one of claims 33 and 34, characterized in that the synchronous torque of an actual pair of torque-position values as a function of the engine speed and / or the temporal change in the engine speed and as a function of the one currently transmitted and / or by the starting clutch transmissible torque is determined.

36. The method according to any one of claims 33 to 35, characterized in that the synchronous torque of an actual torque position value pair is determined as a function of the engine speed and / or the temporal change in the engine speed and as a function of the engine torque.

37. The method according to any one of claims 12 to 36, characterized in that the automated manual transmission is arranged in a drive train of a motor vehicle provided with a starting clutch and with a parking and / or service brake and the synchronous torque of an actual torque position value pair when actuated Motor vehicle brake and / or stationary motor vehicle, as well as when the motor vehicle engine is running, in particular when idling, is determined, the starting clutch being switched to a predetermined position in which it sticks, and then starting from a neutral gear position of the automated transmission, a predetermined one Synchronization device is increasingly closed until the starting clutch slips, and in the case of slipping starting clutch, and in particular in the transition area from sticking to slipping, the synchronous torque of an actual one Torque position value pair is determined.

38. The method according to claim 37, characterized in that the starting clutch is switched from a substantially fully open position, in which it cannot transmit any torque, to the predetermined position in which it adheres.

39. The method according to any one of claims 37 and 38, characterized in that the synchronous torque of an actual pair of torque-position values is determined as a function of the torque currently transmitted and / or transmissible by the starting clutch and as a function of the engine torque.

40. The method according to any one of claims 37 to 39, characterized in that the synchronous torque of an actual torque position value pair is determined as a function of the engine speed and / or the temporal change in the engine speed and as a function of the engine torque.

41. The method according to any one of claims 37 to 40, characterized in that after the start-up clutch slips and / or after this start-up clutch has become detached, the synchronization device and / or the start-up clutch is adjusted such that the start-up clutch adheres again.

42. The method according to claim 41, characterized in that after the renewed adhesion of the starting clutch, a synchronous torque of an actual torque position value pair is determined again, namely by means of a method according to one of claims 37 to 40 or by means of a method according to one of the Claims 43 to 51 or by another method.

43. The method according to any one of claims 12 to 42, characterized in that the automated manual transmission is arranged in a drive train with a starting clutch and this starting clutch slips during the determination of the synchronous torque of an actual torque position value pair.

44. The method according to claim 43, characterized in that the synchronous torque of an actual torque position value pair is determined as a function of the transmission input speed of the automated manual transmission and / or the temporal change in this transmission input speed and as a function of the torque currently transmitted and / or transmissible by the starting clutch becomes.

45. The method according to any one of claims 43 and 44, characterized in that the synchronous torque of an actual pair of torque-position values depending on the transmission input speed of the automated manual transmission and / or the temporal change in this transmission input speed and in dependence on the engine speed and / or the change over time the engine speed and depending on the engine torque.

46. The method according to any one of claims 43 to 45, characterized in that the synchronous torque of an actual pair of torque-position values is determined during a shifting operation of the automated manual transmission.

47. The method according to any one of claims 12 to 46, characterized in that the automated manual transmission is arranged in a drive train with a starting clutch and this starting clutch is in an open position during the determination of the synchronous torque of an actual torque position value pair.

48. The method according to claim 47, characterized in that the synchronous torque of an actual torque position value pair is determined as a function of the transmission input speed of the automated manual transmission and / or the change over time of this transmission input speed.

49. The method according to any one of claims 12 to 48, characterized in that the synchronous torque of an actual pair of torque-position values is determined during a switching operation of the automated manual transmission in normal operation of the automated manual transmission.

50. The method according to any one of claims 12 to 49, characterized in that the automated manual transmission is arranged in a drive train of a motor vehicle provided with a starting clutch and the synchronous torque of an actual pair of torque-position values is determined after a sniffing process of the starting clutch.

51. The method according to any one of claims 12 to 48, characterized in that the automated manual transmission is arranged in a drive train of a motor vehicle provided with a starting clutch and the synchronous torque of an actual pair of torque-position values when the motor vehicle is rolling, when the starting clutch is open and when the or is off engine is idle is determined, starting from a neutral position of the automated transmission, a predetermined synchronization device is increasingly closed and in a position in which the synchronization device grinds, this synchronous torque is determined.

52.Method for operating a transmission device of a motor vehicle, which transmission device is arranged in a drive train provided with at least one starting clutch and has a plurality of switchable gear stages which can be engaged and disengaged by means of an actuating device, a gear selection threshold being passed through when disengaging each gear, and wherein this gear selection threshold is a respective position of the actuating device and / or the transmission device in which the respective gear is no longer at least partially engaged or is no longer positively engaged, and wherein the motor vehicle has wheels and an internal combustion engine which can load the drive train, with the steps:

- locking the wheels;

- Gear selection and monitoring the transmission input speed of the gear gear shaft; and determining the position of the actuating device, which is given at the beginning of the increase in the transmission input speed, as the gear selection threshold of the gear concerned.

53. The method according to claim 52 and one of claims 12 to 51.

54. Method according to one of claims 52 and 53, characterized in that the method is repeated for different gears in order to determine the gear selection thresholds of these different gears.

55. The method according to any one of claims 52 to 54, characterized in that the determined gear selection thresholds are stored.

56. The method according to any one of claims 52 to 55, characterized in that at the beginning of the method, the transmission device is switched to a neutral position and / or it is ensured that the transmission device is switched to a neutral position.

57. The method according to any one of claims 52 to 56, characterized in that the method is started by a signal passed via a diagnostic interface.

58. The method according to any one of claims 52 to 57, characterized in that the actuating device has a selector shaft, a gear can be engaged and disengaged by rotating this selector shaft, and that the respective gear selection threshold is an angle of rotation of this selector shaft or an angle of rotation of this selector shaft is assigned.

59. The method according to any one of claims 52 to 58, characterized in that when a gear is engaged, a positive connection between a shaft and a gear wheel rotatably mounted on this shaft is generated, which is canceled when the gear is disengaged, and that the position of the adjusting device, which is given when this form fit is just canceled, corresponds to the gear selection threshold.

60. The method according to any one of claims 52 to 59, characterized in that the transmission device is an automated manual transmission, namely an automated manual transmission, in which the shift is interrupted with traction, or an automated manual transmission, in which the shift is performed without an interruption in traction.