FR2751715A1 - METHOD FOR CONTROLLING THE OPERATION OF A VEHICLE TRANSMISSION AND VEHICLE ADAPTED FOR THE APPLICATION OF SAID METHOD - Google Patents

Abstract

The invention relates to a method for controlling the operation of a vehicle transmission and it also relates to a vehicle for implementing this method. This transmission comprises at least one variable position element 20, the position variation of which produces a modification of the transmission ratio; there is provided a sensing device which determines the position of this variable position element and furthermore a computer which checks, using a predetermined estimation criterion, whether this variable position element is in a position- predetermined target.

Description

The present invention relates to an operation control method

  a transmission which is installed in a vehicle driven by a drive motor, advantageously an internal combustion engine, so as to modify the transmission ratio between the output shaft of this drive motor and the driving wheels of the vehicle. These transmissions comprise, inter alia, geared transmissions in which the transmission ratio is modified by bringing into engagement different pairs of gear wheels with each other or with a driving shaft or a driven shaft, so-called automatic transmissions, which generally comprise one or more planetary gear and which are generally coupled to a hydrodynamic converter, the modification of the transmission ratio being produced in this case by braking or release of different elements of this automatic transmission, and the progressively adjustable transmissions, such as for example transmission gear windings, in which the rotational speed variation is produced by changing, for example, the position of a bevel gear with respect to the other bevel gear. As a progressively adjustable transmission, it is also possible to provide a transmission transmission with a transmission element on conical pulleys. In such transmissions, a transmission member is wound on two conical pulleys so that the winding radius or the radius of action of this transmission member can be modified relative to the conical pulleys. A common feature of all the aforementioned transmissions is that the position of at least one element disposed in the transmission must be modified to produce a variation of the transmission ratio. The invention further relates to a vehicle

  which is designed for an implementation of the method.

  The correct operation of the transmission is a function of the fact that said variable position element of this transmission is brought into the correct position during a modification of the transmission ratio. If the correct position is not reached, there is an incorrect operation of the transmission that can lead to an unexpected operating situation and that the driver may not be able to easily control or that may cause damage to the drive.

the transmission.

  Such incorrect operation of a transmission is particularly critical when automated control processes or largely automated processes taking place in the vehicle are impaired by such an incorrect function because the possibility of reaction of the driver to such

  erroneous function is in this case strongly limited.

  The object of the present invention is to create a transmission control method and also a suitable vehicle for carrying out this method, which make it possible, despite a simplicity of structure and operation, to control the transmission correctly. using at least one variable position element of said transmission. This control can be performed for example during a commissioning or after a visit to the workshop for a repair of a transmission member, the data relating to the transmission being then stored in a memory of a microprocessor. When using the transmission, this data is then used for detection of the gear engaged or the current position of

the transmission.

  In addition, the object of the invention is to create a process by means of which reference values can be obtained which can be used later during

  the march of the transmission or vehicle.

  In addition, the object of the invention is to create, in a simple and inexpensive manner, a transmission as well as a method making it possible to obtain improvements through

compared to the prior art.

  The problem defined above is solved in accordance with the invention by a method of controlling the operation of a vehicle transmission, which comprises at least one variable position element whose variation of position produces a modification of the transmission ratio, the method being implemented using a sensing device, which comprises at least one sensor producing a signal which varies as a function of the position of this variable position element, provided in a number at least equal to unity, of the transmission a program-controlled computer comprising at least one processor which processes the signals of this sensing device, and a storage device comprising at least one memory for storing data which contains information relating to at least one position of said element variable position of the transmission, the method comprising the following operating steps: e output of the sensing device by the computer in a first output position, - storing the position information value derived from this output signal and relating to the first position in the storage device, actuating an element of actuation, connected to said variable position element of the transmission so that said variable position element of the transmission is brought as close as possible to at least one predetermined target position, - capture of the output signal of the sensing device in the position modified by said computer and determining a position information value representing said position, storing the information value in the storage device, - estimating the position information value according to a criterion of predetermined estimate by the computer, - repetition of the process or of at least some operating steps until this re estimation

predetermined is satisfied.

  In this respect it is advantageous that at least some of the operating steps defined above

be carried out.

  The repetition of operations may be carried out for example so that a report is

  corresponds or not to the exit position.

  Then the switching can be done in a report that corresponds to the target position or in

another report.

  The invention also relates to a vehicle for carrying out the method according to the invention. This vehicle comprises a drive motor, a transmission, which is provided with at least one variable position element whose variation of position produces a modification of the transmission ratio of the transmission, a clutch device disposed between the transmission and the drive motor, a sensing device, which comprises at least one sensor, a program-controlled computer and having at least one processor which processes the signals from this sensing device, a storage device including at least one memory for a data storage device, said sensing device being arranged to produce a signal which varies as a function of the position of said variable position element, provided in a number at least equal to unity, of said transmission, the data memory being provided for memorize values

  position information concerning positions

  predetermined targets of said variable position element of the transmission, and the computer being provided for controlling the position information values stored in said data memory according to

  of a predetermined estimation criterion for the position-

  corresponding target and to establish whether the position of this variable position element satisfies this estimation criterion. A signal is then produced corresponding to a position of an element of the transmission, which element can be actuated manually by means of an operating system, such as a switching lever, or can be actuated or positioned automatically at means of a maneuvering organ. The control of the position data makes it possible to detect the current position of the elements of the transmission and to control essentially all

  moment the current setting of the transmission.

  The method according to the invention makes it possible to correctly control the position of the variable element of the transmission and consequently the operation of this transmission. In the case of a mass-produced transmission according to conventional standards, the position of a variable position element of the transmission which corresponds to a function

  predetermined, well-defined, is not exactly known.

  This results from the fact that the tolerances of the different elements of such a transmission can add up in different ways so that the fixing of a determined position on the basis of construction features can be affected by an error. If we accept this error, there is the risk that, when the variable position element of the transmission is actuated, the desired position is not reached,

  which leads to erroneous functions.

  As regards the variable position element of the transmission, it is advantageously an element which participates in the transmission of torque of the transmission. If this element is not in the correct or desired position, the transmission of the total torque can be interrupted. As a result, there may be dangerous walking

  driver is usually surprised at this situation.

  Furthermore, there is a problem that, in this condition, a torque from the driving part can not be introduced into the transmission and also a couple can not leave the transmission so that it can undesirable movements, for example oscillating movement of a switching sleeve, which can damage or destroy the variable position element of the transmission as well as other components of this

last.

  When the transmission of torque is not interrupted by the erroneous operation of the element of the transmission, which is the case for example for a progressively adjustable transmission, however, it results from incorrect positioning an incorrect rotation speed which causes at least a strong jolt in the engine train, which is on the one hand felt unpleasantly by the driver and which can also lead to undesirable walking conditions and damage. Thanks to the system according to the invention, it is ensured that the torque transmission takes place only when the variable position element of the transmission is in the correct position or when it is confirmed that this transmission element is found in the correct position. Otherwise, this is detected and indicated and in such a condition, a control apparatus could not control a torque that can be transmitted by the clutch. As a result, the aforementioned drawbacks are avoided completely and correctly. The risk resulting from the fact that a variable position element is not in its intended position or is not brought into this position, such as a toothed wheel which would not be brought into full engagement, can be noticed by a damage or provoke it. In the case of incomplete meshing of gears or toothing, the total torque is transmitted only in a partial area of the toothing. It can then occur

damage.

  According to the invention, there is provided a sensing device which produces a signal varying according to the position of said variable position element, provided in number at least equal to the unit, of the transmission. As capture device, it is possible to use, for example, electrical sensors that measure a variation of an electrical resistance, an inductance or a capacitance, the variation of these electrical quantities being related to the positional relation of the transmission element. In this respect, a sensor is used which consists of at least two parts, one of the sensor parts being in operative connection with the variable position element of the transmission while the other part of the sensor is attached to the component relative to the position must be adjusted. This component is normally constituted by the casing of the transmission or by a somewhat similar part but it can also involve a second part whose position inside the transmission is also variable, but must however be fixed with respect to the position of the element of

  variable position of the transmission.

  Apart from the aforementioned sensors involving an inductance, a capacitance and a resistance and in which finally a variation of distance is converted into a variation of the electric field or the electrical resistance, it is also possible to use sensing devices in which the variation of position is measured through a physical quantity influenced by a displacement. It is thus possible to use, for example, an elastic element which deforms under the effect of the variation of position of the transmission element and in which the deformation is determined by means of a force measurement or a dilation measurement. A pickup device of this kind may for example comprise a spring, which deforms under the effect of the movement of the variable position element of the transmission, which produces a spring reaction force, which can be detected for example by means of a piezoelectric sensor or by means of another device of

force measurement.

  It is also possible to use optical sensors, that is to say sensors in which a displacement variation is determined by a method

interference or the like.

  Another possibility of capturing the position variation is to use a sensing device that operates digitally, which means that, depending on the travel path, there are a number of pulses which depend on the distance traveled and which are counted by a corresponding counting device. The pulses can be produced and recorded by optical, or electrical or electro-optical devices. The positional variation of the transmission element can not only be produced in a translation along a predetermined path, which means a one-dimensional stroke variation, but it can also be of two-dimensional or three-dimensional nature. In the case of a two-dimensional positional variation, that is to say occurring in a plane, two sensing devices of the type defined above are used in correspondence and the sensors for sensing the variation of motion in a direction x or y, if using a rectangular coordinate system, can be combined with a

appropriate way.

  In the case of a spatial variation of position, it is necessary to involve in correspondence three sensor signals, which can be produced by three isolated sensors or again by means of

combined sensors.

  Apart from a one-dimensional, two-dimensional and three-dimensional variation of position, the variable position element of the transmission, or an element operably connected thereto, may be arranged such that a rotation occurs.

  around a fixed axis or also a variable position.

  In this case, the sensing device is arranged such that the angular variation of the transmission element, or the element connected thereto, is sensed. In this respect, it is possible to use all the aforementioned means, that is to say an inductive, capacitive or resistance sensor and also a pulse counting process with electrical and electro-optical means. A rotational movement about an axis can also be considered a one-dimensional movement. In correspondence, a rotational movement about an axis and an axial movement along

  the axis can be considered as a two-way movement

  dimensional. Regardless of the arrangement of the sensing device, the sensing device or the signal received is further processed or converted to obtain, in particular, an electrical signal which is influenced by the position of said variable transmission element. . If this signal is an analog signal, then it is possible to convert it into a

  digital signal in a scanning device.

  According to the invention there is at least one computer. This computer can be a computer that is installed in a vehicle where the transmission to be controlled is also located. In this respect, the computer may be a device that performs exclusively the function according to the invention. However, the computer may also be part of another computer installed in the corresponding vehicle that also performs other functions. It is particularly advisable that the computer is combined with a computer installed in a vehicle and performing control operations of the vehicle drive system. One can then deal with a computer that controls the engine, a computer that controls the transmission or a computer that controls an automatic clutch. The computer can, however, also combine all or more of the

  aforementioned functions with each other.

  According to another embodiment of the invention, a computer is provided which is installed outside the vehicle. This computer can be installed in the place of production of the vehicle or it can be a computer that is installed in a workshop ensuring the maintenance of the vehicle or the corresponding transmission. The external computer can be combined with the computer provided inside the vehicle whose

  function must be controlled or assisted.

  According to the invention, an actuating element connected to the transmission element is actuated to bring this transmission element as close as possible or completely into at least one

  predetermined position, i.e., the target position.

  The actuating element may be for example a switching fork, a switching linkage, a switching lever connected to a switching linkage, or also a fluid pressure actuated element, which is operatively connected with

  the variable position element of the transmission.

  The desired position is advantageously, but not exclusively, a position which is characterized by certain properties. In a conventional gearbox, this position can be a position in which a specific gear is engaged. In the case of an automatic transmission, this position may be a position that corresponds to the switching of a given element, that is to say o a determined element of the automatic transmission is either completely blocked or completely released. In the case of a progressively adjustable transmission, said position may be the position which corresponds to the maximum transmission ratio, or to the minimum transmission ratio, or to a

  intermediate transmission ratio determined.

  After termination of the actuation process, the output signal of the sensing device is entered and it is applied at least to a computer which derives a position information value which defines the position

  in a one-dimensional reference system, or two-

  dimensional, or three-dimensional, and if necessary also a reference system taking into account an angle of rotation. The computer evaluates this position information value in relation to a predetermined estimation criterion. The estimation criterion may involve the comparison of values that are stored in a storage device. In addition, the estimation criterion may be a calculation operation that takes place according to a predetermined program existing in the computer and by means of which position information is processed and estimated in a predetermined manner. It is further possible that the estimation criterion is obtained by a method which is started immediately after the termination of said actuation process. The principle of the invention has a number of advantages: With the method according to the invention, it is possible to correctly determine the position of the transmission element independently of all manufacturing tolerances. Incorrect operations of the transmission, which result from incorrect positioning, or not performed with the necessary precision

  of the transmission element, are thus excluded.

  An important advantage of the principle of the invention is that one obtains a larger volume available for the implementation of the sensing device. Because the influence of manufacturing tolerances is excluded by virtue of the invention, it is possible to install the sensing device also at a distance from the variable position element of the transmission. In fact, the capture device can be installed on all elements that are connected to the variable position element with little or no play or taking into account a game so that it participates in the movement of the game. variable position element of the transmission or for which a possibly existing game is controlled so that it exerts, in a defined position, substantially no influence on the position of the variable position element of the transmission. It is so always

  possible to take into account a certain degree of play.

  Thus, the invention makes it possible, in particular, to install the sensing device also outside the transmission casing proper when an actuating element is provided which externally produces an actuation of the variable position element located at

  inside the gearbox housing.

  In the case of a conventional gearbox, the sensing device can then be arranged for example on the gearshift linkage or on the shift lever. Thus the sensing device can be kept completely outside the transmission casing and is thus no longer subject to the conditions prevailing in this casing with respect to the oily atmosphere, the temperature, etc. In addition, there is no need to take any means to output electrical signals from the sensing device out of the transmission housing. In another embodiment of the method according to the invention, the estimation criterion is stored in the computer in a substantially invariable manner. The estimation criterion is then derived for example from the design and construction characteristics of the transmission and is no longer modified.

  subsequently for a manufactured transmission.

  According to an advantageous form of implementation of the invention, the estimation criterion is however modifiable. In this case, initially there can be an instruction mode in which the element or elements of variable positions of the transmission are brought into at least some or all the predetermined target positions and each time the satisfaction of the estimation criterion is controlled. The position information values satisfying this criterion are stored as reference position values in the storage device. The process is then continued in a normal operating mode in which the estimation criterion involves a comparison between the current position information values and the reference position values that have been stored. With this method, it is possible to control quickly and correctly, during the running of the vehicle, the achievement

  of the corresponding target position.

  The vehicle according to the invention is provided with a transmission in which is implemented the

  control method according to the invention.

  According to an advantageous variant of the invention, the vehicle is provided with an automatically controlled clutch device. Under the effect of the position variation control, the clutch can be closed as soon as the variable position element of the transmission has reached a predetermined position. This position

  predetermined, which in this case constitutes the position

  target, does not need to be the position which corresponds for example to the full meshing position of a switching toothing. It is thus possible to close the clutch already at a time preceding the actual operation of variation of position, that is to say in the example considered, switching from one report to another. In this way, not only is the safety of the vehicle increased by the fact that erroneous functions of the transmission, of a possibly existing transmission control and of an existing clutch control, are avoided; in addition, the safety is also increased by the fact that, in the case of a clutch with automatic control, the time interval which is necessary to open the clutch during the variation of position of the variable position element of the transmission, or to reduce its torque transmission capacity, is minimized. Thus for example during a process of overtaking on the road, the driving power after a switching operation is made available much earlier than would be the case if a control

  correspondent had not been carried out.

  Other features and advantages of the invention will be highlighted later in the

  description, given by way of non-limiting example, in

  reference to the accompanying drawings in which: Figure 1 shows schematically a gear shift transmission for explaining different embodiments of the invention; Figure 2 is a schematic plan view of the switching sleeve and the gear teeth of the transmission of Figure 1; Figure 3 is a representation corresponding to Figure 2 and showing a complete meshing of a switching toothing; Figure 4 is a representation according to Figure 2, in a particular position; Figure 5 is a representation corresponding to Figure 2 and showing a particular position of the switching toothing; Figure 6 is a representation according to Figure 2, highlighting the distance designations; Fig. 6a is an explanatory diagram highlighting a particular point during the switching process; Figure 7 is a representation similar to Figure 2 to explain another alternative embodiment; FIG. 8 schematically represents a progressive switching transmission; Figures 9a, b, c, d are schematic elevational views for explaining different embodiments of the sensing device; Figure 10 is a block diagram showing an embodiment of the vehicle according to the invention; FIG. 11 represents a flowchart of

workflow.

  The invention will be described hereinafter using various embodiments. For

  limit the description, the different possibilities of

  combination of the features of the exemplary embodiments will not be explained individually. However, it should be noted in this regard that the features of the various embodiments can be mutually combined. Possibilities of combinations also result from essays and attachments

  secondary claims. The invention will be

  initially described for a group of exemplary embodiments o a gear shift transmission

classic is used.

  By the term "gear shift transmission" is meant in this case transmissions in which an input rotational speed is converted into an output rotational speed through geared gear mechanisms mutually in accordance with the invention. outlet. Thus the ratio between the input rotational speed and the output rotation speed can be changed in a staggered manner. Among the gearshift transmissions involved here are transmissions with coaxial and non-coaxial switching sleeves, drive pinion transmissions, switching dog transmissions,

  sliding key transmissions and the like.

  For the sake of simplification of the representations, the embodiments which will be described hereinafter relate to transmissions with switching sleeves, which however should in no way be considered as a limitation of the application of the invention to

  gear shifting transmissions.

  Figure 1 schematically shows a gear shift transmission. A drive motor, not shown, for example a gasoline engine or a diesel engine, drives a shaft 1 which is connected to a flywheel 2. Inside the flywheel 2, there is a clutch monodisk 3 operating in the dry process. The rotational movement of the clutch 3 is transmitted to the transmission housing 5 via an input shaft 4 of the transmission. The input shaft 4 of the transmission is mounted via conventional bearings 6, 7 in a transmission housing 8. The torque transmission system can be arranged as a single-disc clutch operating in the dry route, particularly as a friction clutch. In addition, the torque transmission system can be arranged as a disk clutch, a magnetic powder clutch or as a bridging clutch of a converter.

hydrodynamic torque.

  On the input shaft 4 of the transmission are non-rotatably mounted a toothed gear 11 with helical teeth and a second gear 12 to

helical cut.

  The output shaft 15 of the transmission is also mounted through conventional bearings 16, 17 in the transmission housing 8 and includes a first gear 18 and a second gear 19 which are constantly engaged with the gear wheels. wheels

  teeth 11 and 12, respectively associated.

  The gears 18 and 19 are freely rotatably mounted on the output shaft 15 of the transmission. Between the two gears, there is provided a switching sleeve 20 which is actuated via a switching linkage 21. The switching sleeve has splines directed towards the shaft 15 and which are engaged with splines corresponding 24 provided on the shaft 15. Thus the switching sleeve 20 is always connected non-rotatably with the shaft 15 but it can however be moved on this shaft in longitudinal translation. The switching sleeve 20 thus constitutes, in this transmission structure, a variable position element of said transmission. On the two toothed wheels 18, 19, there is provided respectively a switching toothing 22, 23, making it possible to establish a non-rotating connection between the switching sleeve 20 and the

corresponding gear wheel.

  The switching sleeve 20 consists of a substantially cylindrical ring 30, which has not been completely shown in elevation in FIGS. 2 to 5 and which comprises grooves, not shown, with which it is connected non-rotatably to the shaft 15. On both sides of the cylindrical ring 30 are arranged the switching teeth 31, 32, this arrangement being symmetrical in the embodiment considered. Instead of this symmetrical arrangement, it is also possible to provide a non-symmetrical arrangement. The switching teeth 31, 32 have, in plan view, essentially a rhomboidal shape and they comprise, from the cylindrical ring 30, two diverging rear flanks 33, 34, that is to say whose spacing increases as distance from

the ring 30 increases.

  These rear flanks 33, 34 are followed by two front flanks 37, 38 which converge towards the common line of symmetry of the opposite flanks and which

terminate with a point 39.

  The teeth 42 of the switching gears 18, 19 have, in correspondence with the plan view, substantially a diamond shape, and they also comprise diverging rear flanks 43 and 44 as well as convergent front flanks 47, 48 which meet

in the form of a point 49.

  In a transmission of this kind, the function of the switching process is, as shown in FIG. 3, to bring the switching sleeve 20 into engagement with the switching toothing 22 or with the switching toothing 23 of the gear wheels. , 19 reporting or speeds in the transmission. In Figure 3, it has been demonstrated how a complete switching process is performed. The switching sleeve 20 has been displaced from the distance 11 from the neutral position (FIG. 2) and the teeth 31 of the switching sleeve have been brought into full engagement with the teeth 43 of the switching toothing.

  provided on the gear wheel.

  As soon as the torque is transmitted, the flanks of the switching teeth apply against each other and the gear ratio gear, the switching sleeve and the shaft rotate at the same speed of rotation and

thus transmit the couple.

  During switching, however, it may also occur, as shown in Figure 4, that in particular the tips 39 of the teeth 31 abut, during their translational movement, exactly on the tips 49 of the teeth 43. When in this position the clutch 3 is closed, then a rotational movement is transmitted from the drive motor by

  through the shaft 4 and the teeth 11 and 24.

  The shaft 15 and the switching sleeve 20 are connected to the wheels of the vehicle. Since no torque transmission can occur due to the absence of meshing of the teeth, the drive motor operates without load and is thus accelerated. As a result, the tips of the teeth 31, 43 abut one against the other, which leads to damage to the switching sleeve and the switching toothing. When such a switching incident occurs, for example during a passing maneuver on the road, then the driver no longer has drive power during this maneuver, which can create extremely dangerous situations. Another situation has been highlighted in FIG. 5. In this case, of course, the switching sleeve has been slightly engaged in the switching toothing. Due to a machining inaccuracy or because of a surface modification occurring during operation of one of the teeth, the front flanks of the teeth of the switching sleeve are prevented from sliding along the front flanks of the teeth. switching teeth. The switching sleeve then remains in

  the position that is highlighted in Figure 5.

  In this case also, as soon as the clutch 3 is closed, a vibration movement between the switching sleeve and the switching toothing will occur and in this case the switching sleeve will be pushed back towards the position of dead point due to the inclination of the front flanks. It can thus occur in this case not only damage to the transmission but also dangerous situations of a vehicle because in this case it can no longer be

  produce a torque transmission.

  Several variants of implementation of the invention will now be described by means of which one can

prevent such a situation.

  In a general way, it is necessary to make a difference between two modes of operation which are possible in all the examples of realization which go

to be described in the following.

  In a first group of embodiments, the position of the variable position element of the transmission, i.e. in the exemplary embodiment considered the switching sleeve 20, is determined and, when the correct position is reached, a corresponding reference position value is stored in the storage device. In subsequent switching processes, each time the currently measured position value is compared with the value of

  stored reference position.

  If the difference between the current position value and the reference position value is less than a predetermined limit value, it is deduced from this condition that the report is engaged and a corresponding signal is produced. On the other hand, if the difference is greater than said limit value, then it is deduced that one of the cases described in FIGS. 4 or 5 is found and that for this reason the switching process has not been carried out in such a way that satisfactory. This group of embodiments thus uses an instruction process. Before the vehicle is put into service, the corresponding values of reference positions are determined and stored in the storage device. These values will then be used as reference values, so that when the vehicle is in motion, the variable position element of the transmission is in the correct position. A new instruction process advantageously occurs only when work must necessarily be performed in the transmission. In addition, it can also be foreseen in this respect that, in the context of regular maintenance cycles, for example every 50,000 km, a new

  training cycle is carried out in the workshop.

  The instruction process or the comparison process between the stored values and the actual values can be performed for example also during a commissioning. In this regard, the actual values can be determined for the corresponding gear ratio position, in which case the system determines whether a gear is engaged or not. This determination can be

  carried out taking into account tolerances.

  In this group of embodiments of the invention, the computer provided in the vehicle is used to compare the reference position with the current position. Control of the actual position recognition process can, however, also be performed via a computer installed outside the vehicle. This is particularly important when the entire process that will be described below is performed automatically, that is to say without

  the intervention of a manual maneuvering force.

  In a second group of embodiments of the invention, which may also include as variants most of the implementation examples which will be described below, the estimation criterion is checked each time. In this case, no reference position is thus stored but a check is made in each switching process to define whether the corresponding estimation criterion is satisfied. In the first variant of implementation, it starts from the fact that the switching sleeve is in a neutral position, or neutral, at the beginning of the process. This neutral position, or neutral position, can be defined for example by a blocking of the elements of the transmission. Also the switching sleeve may be in any position corresponding to a position within one of the switching channels. The initial position will be identified by the instruction mode. This means that it can be established whether a report or a neutral position existed

  as starting position at the beginning of the process.

  The neutral position can be defined for example before another process and the set value of the neutral position can be entered or stored in a memory. In this respect, it is particularly advantageous that, in an instruction process, the neutral position is blocked. This result can for example be obtained by ensuring that for example the switching location is fixed in the neutral position by a stop member. Also another report can be engaged in the transmission and the switching lever can be set for example before commissioning. As fixing member, for example, a pin is used which defines a fixed position of the switching lever or of another transmission part with respect to a fixed position component, such as the bodywork. In a first operating step, a value corresponding to this position is defined and stored by the sensing device in the form of an initial position value. In the case of a corresponding arrangement of a computer, this position may be for example the zero position. The switching sleeve is then brought by the switching shaft 21 in the position corresponding to the representation of FIG. 3. In this case, the switching sleeve must be moved by the distance 1x from the neutral position. , which has been highlighted in Figure 3 by the dashed line and the dashed representation of the cylindrical ring of the sleeve of

switching 20.

  The length dimension 1x corresponds, depending on the construction arrangement, to the rated nominal rating of the transmission. Due to the manufacturing and assembly tolerances, this theoretically calculated lnominal dimension, which results from the construction of the switching sleeve and the switch gear, is only precisely achieved.

in some cases.

  The determination of the estimation criterion is

  now be explained in connection with Figure 6.

  To bring the teeth of the switching sleeve and the switching gear wheel into engagement sufficiently that the transmission areas of the corresponding trailing edge 33 and the corresponding leading edge 37 or the trailing edge 43 and the leading edge 47 are mutually coincidental. as shown in Figure 6a, the switching sleeve must be moved from

the distance 11.

  In the case of an actual transmission, when determining the minimum travel, account shall be taken of all the tolerances for that transmission each time in relation to the movement of the switching sleeve under

the action of the switching rod.

  The minimum translation travel is computed without taking into account the game by the following formula: "/.nmiii = / 1, fn ,,, - Z Ai / (i) (1) i = I In this formula 11, min denotes the minimum travel distance determined by calculation and required in a current transmission to account for all possible combinations of allowable construction tolerances from the neutral position to position 1, 11, nominal means the travel travel determined by the calculation in accordance with the construction arrangement and taking into account the nominal dimensions, i denotes a variable defining the components exerting an influence on the translation travel, n denotes the number of transmission elements affected by tolerances and which participate at translation or else that influence the translation distance, Ati denotes the difference between the nominal dimension of the component i, which is at the base of the construction arrangement, and the minimum tolerated value of the dimensioning of this component, in the direction of action of the length 1 of the translation and taking into account the sign. When considering a game, equation (1)

is extended in correspondence.

  To bring the switching sleeve into translation in the full clutch position 2, a translation travel 12 must be traversed. Position 2 thus corresponds to the state in which either the tip 39 of the switching sleeve 20 abuts against the annular ring of the switching toothing 18, or the tip 49 of one of the teeth 43 of the switching toothing abuts. against the ring 30 of the switching sleeve 20 or

against another stop.

  In an existing transmission actually, 12 can take a maximum value defined by the following formula: l2. ,, ax = l2., Menn -ZA Eti (i) (2) i = 1 In this formula: 12, max designates the race of maximum possible translation calculated for the current transmission, to change from the neutral position to the nominal position 2, 12, designates the translation travel calculated in correspondence with the building arrangement and taking into account the nominal dimensions, i designates a variable of the transmission elements which participate in the translation or which influence the translation travel, n denotes the number of transmission elements which participate in the translation or which influence the translation travel, Ati denotes the difference between the normal dimension of the component i, which is at the base of the construction arrangement and the minimum tolerated value of the dimensioning of this component, in the direction of action of the length 1 of the translation and in tena nt

account of the sign.

  In the same way, one can determine by calculation what small value must have the translational stroke to obtain a mutual abutment between tip and ring, when all the tolerances add up in correspondence. In this case, the following formula is used: t 12.mi ,, = 12. ,,,,, At, (/) (3) i = 1 In this formula: 12 / Means the minimum translation travel possible, determined by the calculation for the current transmission, to move from neutral position to position 2, 12, nominal designates the translation travel determined by the calculation in accordance with the construction arrangement and taking into account

counts nominal ratings.

  i denotes a variable defining the components exerting an influence on the translation travel, n denotes the number of transmission elements affected by tolerances and which participate in the translation or which have an influence on the translation distance, Ati denotes the difference between the nominal dimension of the component i which is at the base of the construction arrangement, and the maximum permissible value of the dimensioning of this component in a direction of action of the length 1 of the

  translation and taking into account the sign.

  It can be deduced from this formula that the switching sleeve has reached the limit position when the translation travel is greater than or equal to 12 min or less than or equal to 12, max. During the execution of the position recognition process, the computer thus initially determines the output value of the sensor in a

  position, such as the neutral position (O position).

  You can also start from any other position. Then the switching rod is actuated in the usual way and the resulting sensor output signal is inputted (position 2). From the difference between the two aforementioned positions, the computer calculates the measured measured displacement. If the measured displacement is greater than 12 min, it can be deduced that the final position of the switching process is reached and that the variable position element of the transmission is in the final position. This point is stored as reference value for position 2 and then the computer determines the length Al by the following formula: n A = .. AL.y Ai, (i) (4) i = In this formula In this formula Ai denotes the difference between position 2 and position 1 in the current transmission, Alnominale denotes the translation travel, determined by the calculation between position 2 and position 1 in accordance with the construction arrangement and taking into account odds nominal, i denotes a variable defining the components having an influence on the translation travel, n denotes the number of transmission elements affected by tolerances and which participate in the translation and which have an influence on the translation distance, 15. Ati denotes the difference between the nominal dimension of the component i, which is at the base of the construction arrangement, and the minimum tolerated value of the dimensioning of this component in the sense of ac translation length 1 and taking into account

of the sign.

  The value provided by the sensor corresponding to Al is stored as a value of

reference in the memory.

  During operation, it is not necessary to wait until the switching toothing has reached the end position, defined by 12. The clutch can be already closed when the gearing is used to accelerate the switching process. The switching circuit has reached the position indicated in FIG. 6a or it has been displaced by a predetermined distance beyond this position. As soon as this point is reached, the clutch

can be closed.

  Because, according to the principle of the invention, it can be deduced that the point corresponding to lmax has been reached under the aforementioned conditions, it is possible to determine the length Al because it still depends on the tolerances of tooth length of commutation. In this way, a precise point is reached from which a correct functional sequence of the switching process can be deduced so that the clutch can

to be already closed earlier.

  If it had been necessary to rely on a calculation when obtaining the value provided by the sensor for position 1, all the tolerances concerning the corresponding components should have been taken into account and it would have been necessary to define, for the re-engagement of the clutch, a point which would have been much closer to the maximum travel distance than is the case with the

solution according to the invention.

  In the first variant of implementation, we started from the fact that the translation is made from

  a known dead position.

  In the second variant of implementation, it is going to start from the fact that the neutral position is not known but that however there are switching teeth located next to each other, as this

  is also highlighted in Figure 1.

  In this alternative embodiment, the switching sleeve is initially brought into engagement with the switching toothing 22 of the toothed wheel 18 and then

  with the switching toothing 23 of the gear wheel 19.

  In this case, the sensor output signals are entered in two positions, in particular in the meshing position with the switching toothing 22 (position 1) and in the meshing position with the switching toothing 23 (position 2). . From the difference between the two positions, a translation travel 12 is obtained, as is shown in FIG. 7. This translation travel 1 is analyzed to define whether it is greater than a minimum value and then gets the following formula: i = I 12. rnin = 12.JILnn> -L. In this formula: 12, Means the translation travel between position 1 and position 2 in the current transmission, A12 designates the translation travel between position 1 and position 2 in accordance with the construction arrangement and taking into account counting nominal dimensions, i denotes a variable defining the components exerting an influence on the translation travel, n denotes the number of transmission elements affected by tolerances and participating in the translation, Ati denotes the difference between the nominal dimension of the component i which is at the base of the construction arrangement and the maximum permissible value of the dimensioning of this component in a direction of action of the translation length 1

and taking into account the sign.

  If the translation travel 1 is greater than or equal to this minimum translation travel determined by the calculation, it can be deduced that the first and the second

  positions were the corresponding end positions.

  If the translational stroke is smaller, it can be deduced that a contact tip or a contact of the flanks before one with the other has occurred. In this case the measuring operation is repeated and it must be ensured in this respect that the gear wheels of the transmission can rotate relative to each other. The measurement is repeated until the value is reached

corresponding for 12.

  With this procedure, the limit points of the movement of the switching sleeve with respect to the two switching toothing are known as reference position values. From these limit points, it is then defined in the same way that in the first implementation variant, each time a meshing point, which is spaced from a distance Al of the corresponding limit positions and which defines the position from which the clutch can be closed. This position, or the corresponding values of the sensor, will advantageously be stored in the memory also as values of

reference positions.

  In the third implementation variant, the translation travel during the instruction process is not compared with a calculated value. Instead, several switching processes are performed, while ensuring that the gears can rotate independently of each other between the switching operations. The limit positions measured each time using the sensing device are stored during the different switching processes. From the different measurement values of the limit positions, the maximum values are determined. When a sufficiently large number of switching processes have been performed, it can be deduced that at least in a switching process, the maximum position, ie the position o the sleeve

  switch is fully engaged, has been reached. For this reason, the maximum values can be considered as

  positions representing complete meshing and can be memorized in correspondence. In this method, it is assumed that a continuous measurement of stroke or angle is performed on a component which is kinematically connected with the sliding sleeve of a gear shift transmission or with a sliding gear. Initially a report is engaged and the value provided by the sensor is stored. Then another report is engaged or switched. In this respect, the toothing in which the displaced gear teeth must mesh must be kinematically coupled to each other, for example so that the two gear teeth for gearing act on toothed wheels of the input shaft of the gearbox. transmission. Because of the different steps of the switching teeth, it is very likely that, when switching, the sliding sleeves and / or the sliding gear and the opposite switching teeth turn slightly relative to each other. This relative rotation ensures that an unfavorable position, possibly existing previously, of the teeth of the pair of gear gears (here for example a tip-to-tip position) no longer exists. Then again the first gear is engaged and the value currently provided by the sensor is compared with the first sensor value. When large values are interpreted as "greater dentition intervention", the following possibilities are obtained and the

corresponding estimates.

  1) The first sensor value is larger than the second sensor value plus s

  (sensor value 1)> (sensor value 2 + s).

  This combination of sensor values may mean that, during a first switching process or during a first report commitment, the report was actually engaged and that, in a second

  switching process, for example a "peak" state

  In this case, the first sensor value characterizes the engaged ratio 2) The first sensor value is smaller than the second sensor value minus Es (sensor value 1) <(sensor value 2 -s) This combination of sensor values can be interpreted as follows: during the second switching process, the report was initiated and during the first switching process the report did not

  been engaged or corresponding to the state "tip-point".

  In this case, the second sensor value is used

  as a more sensible value for the engaged report.

  3) In other cases, the report was engaged in both processes and the two sensor values

characterize the engaged relationship.

  In the cases indicated above E defines a difference which must be established and which corresponds to the variation of the sensor signal as a function of the displacement stroke (minus any play and dimensional tolerances). The third case can involve, with a very small probability, also twice "peak-point" states, in each of which a report is not engaged. In addition it is also possible to engage a report more frequently than two

  times and / or in the meantime enter different reports.

  A possible switching sequence for verification of all the ratios can be established for example as follows: 1-2-1-23-4-3-4-5-R-5-R or

1-2-1-3-2-4-3-4-5-R-5-4-R.

  In this respect, each report is engaged at least twice. Also a change between the paths of

switching can be done.

  In addition, any combinations of report sequences can be envisioned, where each report

will be engaged at least twice.

  Another possibility to apply between the different commitments of a report for a check of the neutral position or a relative rotation of the gears of the transmission and / or the gear teeth is when the engine is running. , to engage the neutral condition between the two switching processes and to at least partially close the clutch or let it slip. Under the effect of the rotation of the motor, a shaft of the transmission or the gears of the transmission are rotated. Also it may be wise to rotate the output shaft of the transmission, such as by means of a rotation of the drive wheels. This can be done manually

  or mechanically, for example in an automated way.

  It is also possible to use discrete sensors that will be adapted initially when putting

in use.

  According to a particularity of this operating mode, the spike meshing or a contact occurring only in a front part of the flanks constitutes a relatively unlikely event. When the positioning of the transmission element is often repeated and then contributes to a modification of the meshing conditions, it is then very unlikely that these events are repeated. It can thus be concluded, after a predetermined number of switching processes have been performed, that the possible end positions have been reached. From the measured end positions, it is also possible to determine in this respect the positions in which the clutch can be closed. The predetermined number of positions is

  advantageously at least equal to 2.

  In the fourth variant of implementation, the torque that is applied to the transmission is the object

of a control.

  In this respect, when the transmission is installed in the vehicle, advantageously the engine arranged in the vehicle is used. The engine is controlled to operate at idle, that is when the clutch is open and when the

  switching is placed in the neutral position.

  Then the switching linkage 21 is actuated and the gear is engaged. As soon as the gear is engaged, the clutch is closed. This is advantageously achieved with a stroke control, that is to say that the clutch can be moved not only between the full open position and the complete closed position but also that it is possible to obtain intermediate positions. Such clutch controls are applied for example in automatic clutch systems. When the gear is engaged and the clutch has passed the so-called pick-up point, a torque is transmitted to the drive wheels. This increase in torque is detected in an appropriate manner and thus makes it possible to establish that the report has been correctly engaged. If the report has not been initiated, there will be no increase in

couple.

  The increase in torque can be detected via the motor control or via a suitable sensor operating on the motor output shaft or in the clutch area. To prevent damage to the drive system, the clutch is opened again immediately

  that the increase in torque has been detected.

  The output signals of the sensing device which are obtained at the moment of the torque increase are stored in the storage device as reference position values and, during operation, the currently measured sensor position values are respectively compared. with said

reference values.

* The fifth implementation variant operates in a similar manner to the fourth implementation variant. However, while an increase in the torque is established, the fifth implementation variant, as an estimation criterion, determines a decrease in the speed of rotation. In this case also, it is advantageous to use the drive motor provided in the vehicle to produce, by means of the clutch 3 and the input shaft of the transmission, a drive of the gear wheels of the transmission. The switching sleeve is actuated by the switching shaft and produces a meshing between the teeth of the switching sleeve and the switching toothing. The clutch is closed, advantageously producing a race control, and it follows that, as a result of the closing of the clutch, the speed of

engine rotation decreased.

  In the fourth and fifth implementation variant, there is a risk of producing a jerky movement when the report has not been sufficiently engaged. In order to be able to stop this movement as quickly as possible, advantageously only for the initial position recognition operation, it is possible to provide an oscillation sensor or a position sensor which is installed on the transmission or close to it and which directly captures the oscillations occurring in the transmission or the sound waves coming from the transmission and which produces a stopping of the test by a return of the switching shaft in the neutral position or by the opening of the clutch, as soon as jerky movement or humming noise has been detected. The position sensor can also pick up oscillations that can be

  treated as signals by a control unit.

  We will now give an explanation of modifications made to the variants of implementation

previously described.

  For the fourth and fifth implementation variant described above, it is assumed that the transmission is installed in the vehicle and is actuated by the drive motor mounted in the vehicle. A corresponding procedure is also applicable in the first, the second and the

  third variant of implementation.

  The implementation involving the installation of the transmission in the vehicle has the advantage that it is possible to use a sensing device which defines the position of the actuating element relative to the vehicle and not directly by compared to the transmission. The sensing device can thus be installed for example directly on the switching lever actuated by

the user of the vehicle.

  However, it is also possible to apply the above implementation variants before the installation of the transmission in the vehicle. In this case, the sensing device must however detect the position of the actuating element, that is to say for example the position of the switching rod, relative to the actual transmission case. In this respect, it is advantageous to provide a storage component, designed specifically for the transmission and which is installed for example in its housing or which is integrated in a corresponding reading device installed in the vehicle, or whose data are transmitted to a storage device incorporated in the vehicle and in which are stored the corresponding values of reference positions. It is then possible to carry out the instruction processes involved in the implementation variants described on a test bench after the manufacture of the transmission and before it is installed in the vehicle, to then only install the transmission in the vehicle. . This has the advantage of allowing a reduction in the mounting costs of the vehicle. In addition, with this modification, it is possible to change a workshop transmission without

  have to perform an instruction process again.

  According to another modification, which is advantageous in particular for the fourth and the fifth implementation variant, the instruction process is performed when the transmission is installed, that is to say when a rotational movement of the drive wheels is authorized. In this embodiment, the vehicle

  is arranged for example on a rolling test bench.

  It is then possible to obtain both an active execution and a passive execution of the instruction process. During the active execution of the instruction process, the engine installed in the vehicle is

  engaged to drive the transmission.

  When the clutch is engaged, the driving wheels are actuated via the transmission. The rotational speed of the drive wheels is sensed appropriately. This can be done for example by means of wheel speed sensors which are installed in the vehicle, such sensors being necessary in the case of a vehicle equipped with a traction control system. When the vehicle has been brought onto the rollers of the test bench, the speed of rotation of the wheels can, however, be determined directly via the rollers. In particular in the last variant, where the vehicle has been brought on rollers it is also possible to brake the rollers so that, via the drive wheels, a torque is applied to the rollers and is then captured in a manner appropriate. In this variant, it is also possible to establish during the rotation process, which speed of rotation and if any which torque are produced by the motor. When simultaneously also the speed of rotation of the drive motor is sensed, it is then possible to determine the corresponding transmission ratio, so that from the measurement results it is possible to define not only whether the position element transmission variable is in a predetermined position but also the transmission ratio that has been

reached in this position.

  Apart from the active method, it is also possible to use a passive method in which the vehicle engine is stopped. In this case, the rotational movement is transmitted via the driving wheels to the transmission and it is established, in the same manner as in the fourth and fifth implementation variant described above, when there is a decrease of the speed of rotation or a decrease or an increase in the transmitted torque

  by the external drive system.

  The embodiments and implementation variants previously described have all been described in connection with an application to

  gear shifting transmissions.

  A corresponding application is also possible in the case of command transmissions

  progressive transmission ratio.

  Figure 8 shows a part of a transmission ratio stepless transmission, which can be installed also in vehicles. The transmission shown is a pulley transmission transmission on pulleys; for reasons of simplification of the drawing, only part of this transmission has been represented. The transmission comprises a first pair of disks 101, 102, which are mutually coaxially disposed, and a second pair of disks 111 and 112. The two pairs of disks are interconnected by means of a winding member. 105, which may be a belt formed of a plastics material or the like, a metal ribbon, a

  corresponding chain, or a similar organ.

  The winding member has a section of approximately trapezoidal shape, the lateral edges 106, 107 moving on inclined edges and corresponding profile 108, 109 of the upper pair of discs

  or 115, 116 of the lower pair of disks.

  When the spacing of the pairs of discs 101, 102, 108, 109 is changed, a change in the position of the winding member 107 and therefore also the effective radius for the

transmission of the couple.

  The spacing variation is produced by causing, for example, the disk 101 to be held in position and the disk 102 to be moved in the direction of the arrow 120 by a suitable mechanical or hydraulic device. In this embodiment, the disk 102 constitutes the variable position element of the transmission. This variable position element of the transmission is connected to an actuating element, which is itself connected to a sensing device which defines

  the position of the actuating element.

  For the determination of the position of the variable position element 102 of the transmission, use is advantageously made of the first and second variant of implementation which have been used above for the

  gear shift transmission.

  In the first variant of implementation, the actuating element can be brought into a predetermined position of neutral position or in another position and it can be moved from this position advantageously to the two extreme positions, the position 1 defining the position corresponding to the smallest transmission ratio and the position 2 defining the position corresponding to the largest transmission ratio. These positions are stored in the memory as reference position values. The intermediate values can then be determined by moving the disc by the corresponding distance from the neutral position, the travel difference between the neutral position and the extreme positions

  corresponding reference values.

  In another solution, it is also possible to use the second variant embodiment, in which the variable position element of the transmission is initially brought to the position 1 and then to the position 2 and the sensor values are then stored respectively as reference values. One of the two positions is used as an initial position and the desired translation travel is defined with respect to the total distance between the two aforementioned positions, and is added to the selected reference position value as a starting point. In this operating mode, it is also possible to determine, in place of the extreme positions, or also in addition to them, intermediate positions and in this case also advantageously also the drive motor of the vehicle is used to ensure drive the transmission. The rotation speed at the output of the transmission can be sensed by means of a suitable sensor, that is to say again for example via the sensors associated with the ABS system or by means of a device rotational speed measuring device which is connected to the output shaft of the transmission or to a wheel driven by the transmission. The measurement values of the transmission ratio are then stored in the storage device in relation to the values simultaneously sensed by the sensing device so that the relationship between the transmission ratio and the sensing device can be established.

  capture for the transmission currently produced.

  In place of the progressively transmitting transmission ratio transmission which has been shown here and which has a pulley-type winding member, it is also possible to use other forms of transmission with progressive transmission ratio control, as for example of the toroidal type, of the conical element type and the like. In addition it is possible to combine the transmission with a gear transmission mechanism, comprising

  parallel trees or planetary trains.

  The invention has been described above in connection with a conventional gear shift transmission and in connection with a transmission-ratio progressive transmission transmission. The invention can, however, also be used in

  automatic transmissions, semi-automatic transmissions

  automatic or shift transmissions that operate with planetary gear trains. In a typical automatic transmission, such as those used in vehicles, two planetary gears are generally provided, each comprising a central internal gear wheel, also called a sun gear, a planet carrier carrying two or three planet gears and an outer gear wheel. , usually in the form of a ring gear with internal teeth. The transmission ratio is modified by stopping or releasing the rotation of the

different elements.

  Braking and release of the various elements are produced for example by means of corresponding braking devices, which are moved from a first position in which they do not prevent the movement of the element into a second position in which they block the movement of the element. To actuate the braking devices, maneuvering mechanisms are provided, which are actuated

for example hydraulically.

  In this case also, according to the principle of the invention, there is provided a sensing device which captures the movement of the corresponding actuating element. In this respect, it is possible in principle to use all the implementation variants described above, that is to say the movement from a neutral position, the movement from an extreme position to another extreme position, the statistical process and also the variant in which a modification of the couple or the

rotation speed.

  The last two variants, however, are not used exclusively when planetary gears do not have, as is conventional in current transmissions of this kind, a hydrodynamic converter but are provided with a mechanical clutch, preferably a single-mode clutch operating on the way. in which case it is advantageous to use a

  clutch actuated automatically.

  Depending on the type of transmission, the sensing device used in accordance with the invention may be

arranged very differently.

  As has already been stated, all known forms of travel sensors, that is to say in particular inductive, capacitive, optical and progressive pulse sensors, can be used as sensing devices. Because in a vehicle transmission, there is usually a fairly high number of gears, in most cases gears, including the reverse gears or more, the sensing device must pick up motion

  usually in several directions.

  In the case of a manually controlled transmission, it is advantageous that the sensing device is disposed in the region of the switching lever or the switching linkage, that is to say in the connection zone between the lever switching and transmission. FIG. 9a shows the linkage of a certain type of conventional gearbox transmission where the switching rod 200 translates in the direction of the double-headed arrow 201 and a rotational movement in the direction of the double-arrow 202 To obtain the reference positions of such a switching rod, it is necessary to provide a travel sensor which captures the movement in the direction of the arrow 201 as well as a rotation angle sensor, which captures the movement. in the direction of the arrow 202. Such stroke and angle of rotation sensors are known from the prior art and it is therefore unnecessary to make one of them.

detailed description.

  When the switching of the transmission requires a movement of the switching linkage in two or three planes, two or three sensors are provided in correspondence to sense the movement in the corresponding direction. In this respect, for reasons of simplification, and when this does not go against the construction agency, it produces a capture of motion components in a Cartesian coordinate system and is determined from the measured quantities, the translational movement in the plane or

in the space.

  FIG. 9b shows, in a side elevational view, and FIG. 9c, in a plan view, the sensing of the movement of a switching lever

  classic in a two-dimensional plan.

  The switching lever 210 is guided through

  the opening of a sensing device 211.

  This sensing device comprises a rectangular frame 212 comprising two long legs 213, 214 oriented mutually parallel, and two short branches 215, 216 oriented perpendicular to the aforementioned branches. In parallel with the long branches 213, 214, there is provided a translation element 220 which is arranged in such a way that it always moves

  parallel to the branches 213 and 214.

  Perpendicularly to the translation element 220, there is provided a translation element 221 which is arranged in a corresponding manner to move always parallel to the short branches 215, 216. In one of the branches 213, 214 and in one of the branches 215 , 216, there is provided a measuring device

  length, for example a step-to-measure measuring device

  not or analogous, which captures the position of the translation member 221 relative to the branch 213. In a corresponding manner, the branches 215, 216 are provided with a position sensing device for

the translation element 220.

  When the switching lever 210 is moved within this sensing device 211, the translation elements 220 and 221 move in correspondence. The variation of position of the translation elements is sensed such that, at each moment and from the positions of the two translation elements, it is possible to determine the position of the switching lever. By means of a capture device of this kind, it is possible to accurately capture the translational movement of an actuating element or

  of a part of an actuating element in a plane.

  For example, when commissioning the electronic clutch control system, such as an automated clutch, it may be advisable to detect a force, such as the maximum force exerted during a gearshift process, and define and fix, using this force, the threshold values that will be used during the operation of the vehicle as declutching thresholds, for which the clutch will be disengaged when the switching lever is actuated. If the switching lever is actuated too quickly during commissioning, it is then possible, in the case where a specified time has been set for the sensor analysis, to produce a state o the maximum force is manifested in a time interval in which no value is provided by the sensor. To avoid this inconvenience, it is possible to detect the duration of the switching process and, in the event of a default delay of a predetermined duration of the switching process, a signal can be generated so that the switching process is performed at the same time. again and slowly to detect again the value of the maximum force occurring in the

switching process.

  Also it may be wise that the value determined for the maximum force and which has been analyzed as being too small because the switching process has proceeded too fast, is increased by a fixed value. This value thus corrected can be subsequently adapted to the real value by means of an adaptation of the actuating force to

  manifesting in the switching process.

  Figure 9d shows another embodiment of a sensing device, which is suitable for sensing the position of an actuating element. In the exemplary embodiment shown, a pickup of the position of the switching lever 240 which is moved inside a slide 241 is produced. The slide shown is corresponding to the H switching gate, conventionally adopted in FIGS. gearbox transmissions and in this regard, it is provided next to the H, which 3a sets the speeds 1, 2, 3, 4, and left, considering the representation of Figure 9d, a slide opening assigned to the speed of reverse and in which the switching lever can be guided advantageously immediately after having overcome a certain resistance; in addition, there is also provided on the right of the H-shaped grid a corresponding opening of the slide which defines the position of the lever of

  switching for the fifth gear.

  Along the path of travel of the switching lever, there is provided a measuring sensor 245 which is arranged, in the embodiment of Figure 9d, on both sides of the different slide openings. When the switching lever is now moved in the slide, then this movement is recorded by the measuring sensor 245 so that it makes it possible to determine the current position of the switching lever. As a measuring sensor, a step-by-step sensor is used in which case the position of the switching lever is set with respect to a

predetermined zero position.

  The sensor shown in FIG. 9d has the important advantage that in this case a one-dimensional indication is sufficient to determine the position of the switching lever, although the switching linkage performs a translation movement and a rotational movement, for the capture

  of which a two-dimensional sensor would be necessary.

  A series of embodiments and alternative embodiments that can be used for recognizing the position of a variable position element in a transmission has been described above. In addition, details of sensing devices have been provided by which it is possible to sense the corresponding motion of said sensing element.

  variable position of the transmission.

  In the following, we will now describe different possibilities of actuation of the actuating element, or different possibilities of

  resolution of the actuating movement.

  According to a first mode of implementation, the actuation is performed manually. This mode is particularly suitable when the transmission

  is already installed in a vehicle.

  An operating force, controlled by the driver, transmits the transmission in the different reports, according to the implementation variant that has been described above. In the first and the second implementation variant, the actuating force generally performs the switching of the

  reports in a predetermined sequence.

  Advantageously, the operating force is subjected, by means of an acoustic or optical indication device or by means of an alpha-numeric or symbolic visualizer, to a warning effect specifying whether the position respectively desired has been recognized. If the vehicle has a display device which is provided for a text indication, the maneuvering force can be generated by taking into account, through this display device, information specifying how the process instruction concerning the positions of the transmission must be carried out in particular. Advantageously, the entire workflow is then controlled in the form of a dialogue in which, in the display device, the following information to be performed

is predetermined.

  A corresponding procedure is also possible in the third, fourth and fifth variant of implementation. In this case also, the operating force can be produced taking into account corresponding warning information, for example by means of a service sheet or

  through a viewer.

  When selecting an embodiment in which an external computer is used to control the instruction process either individually or in conjunction with a computer installed in the vehicle, it is also possible that acoustic signals are generated, for example by means of a speaker, so as to exert an influence on the maneuvering force. In this case, advantageously acoustic and digitally coded signals are recorded in an external computer and they are transmitted analogically via a loudspeaker to indicate the corresponding information. According to another alternative, the entire

  instruction process is performed automatically.

  This alternative is suitable for executing the instruction process in a transmission that is not installed in a vehicle. Advantageously, the transmission is then mounted in a test bench which, depending on the selected implementation variant, is connected to a driving device and / or a driven device, for example a braking device. The actuating element is actuated via an operating device controlled by a corresponding computer and, depending on the implementation variant, it establishes the different positions that must be recognized. The values of

  reference numbers are recorded as indicated below.

  above, and they are stored in such a way that they are available after the installation of the

transmission in a vehicle.

  The automatic execution of the instruction process can however also be performed when the transmission is already installed in a

corresponding vehicle.

  In this case, for a transmission actuated by means of a switching lever, this lever is brought into the corresponding desired positions by

  through a suitable maneuvering device.

  Also with this arrangement, all variants of

  implementation mentioned above, are possible.

  For the explanation of the gearshift transmission, in the embodiments and variants shown, it was based on the fact that this transmission is switched, during the conventional use of the vehicle, by the driver, by means of a

switching lever.

  The invention can however also be used, with the embodiments and embodiments shown, in a transmission in which the gear changes are effected by means of a powered auxiliary device.

  electrically, hydraulically or in a similar manner.

  In such a transmission, the order of change of speed is obviously produced by the driver, for example by means of the actuation of corresponding keys on the steering wheel or near the steering wheel, on the dashboard, etc. The actual switching process is however performed in such a way that the variable position element of the transmission undergoes a change of

  position under the effect of an auxiliary device.

  Also in this case, all the examples of implementation of the invention described above can be applied. Because a switching lever is not provided, the sensing device can not detect the position of a switching lever. In this case, the sensing device is arranged in such a way that it captures the position of one of the elements that participates in the change of position of the variable position element of the transmission. This element may be for example the piston of an actuating cylinder, the position of the cylinder rod, the position of a switching linkage or the position of another element involved in the transmission of the movement or

influenced by this transmission.

  The invention may further be used without modification also in gearshift transmissions which are switched in a fully automatic manner. In such transmissions, not only is the change of position of the variable position element (s) of the transmission produced by a correspondingly controlled actuating device, but also the actual switching order is produced in accordance with the situation of

  operation and existing operating data.

  With the help of Figure 10, we will now describe an advantageous example of implementation of the invention, which applies one of the many possibilities of combining the various forms of implementation

  of the invention, which have been described above.

  Figure 10 shows, in the form of block block diagram of the essential elements of a vehicle. The vehicle is driven by an internal combustion engine, preferably a spark ignition engine or a diesel engine 300. The rotational speed at the engine output is transmitted via a shaft 301 to a clutch device 302. This clutch device is integrated in the flywheel of the engine 300 and comprises a single-disc clutch operating in the dry route and not shown. The clutch is engaged and disengaged via a clutch lever 305, which is actuated through a clutch actuator 306. This clutch actuator comprises a first cylinder

  hydraulic (not shown), which serves as a cylinder

  transmitter and that defines a clutch position

  predetermined engagement of the clutch, as well as a cylinder-

  receiver, which is subjected to the pressure of the hydraulic fluid from a first hydraulic cylinder, which produces a corresponding movement of the piston in the direction of the double boom 308 and therefore also a corresponding movement of the disengaging lever. The clutch actuating device 306 is controlled in a sufficiently precise manner that the clutch can transmit predetermined torques without slippage and that, when exceeding this

  predetermined torque, a slip is generated.

  The output shaft 310 of the clutch is connected to a transmission 311. This transmission is a conventional gear shift transmission which includes five forward speeds, one neutral position and one reverse gear. The transmission comprises mutually parallel shafts, on which toothings are arranged, in a manner similar to that shown in Figure 1, the teeth being mutually engaged and can be uncoupled or coupled with the corresponding shaft of the transmission under the action of switching sleeves

(not shown)

  The transmission is switched via a switching linkage 314, which is manually operated by the driver by means of a transmission switching lever 316. This switching lever is movable in a direction parallel to the plane of the drawing, as indicated by the double arrow 318, as well as in a direction perpendicular to the plane of the drawing,

  as indicated by the double arrow 319.

  The movement of the switching linkage is

  captured by means of a sensing device 320.

  This sensing device 320 can also be installed directly on the transmission switching lever. The shift lever of the transmission, the linkage of the transmission and also the actual transmission are designs currently adopted in a conventional manner in vehicles and it is therefore not

  necessary to describe them in detail.

  The transmission 311 includes an output shaft 312, which is suitably connected, via one or more differentials, with the

or the driving wheels of the vehicle.

  The motor 300 is controlled by a control device 330, which captures operating variables of the engine and the vehicle and which determines, according to a predetermined program, the amount of fuel to be supplied to the engine per unit of time or to each process. injection and - in the case of a spark ignition engine - the optimum ignition timing, for optimum valve settings, etc. The motor controller 330 is controlled by a program which is stored in a memory 331, in which are also stored

Datas.

  For capturing the operating quantities of the vehicle, it is possible to use a large number of sensors, in particular a Lambda probe, temperature sensors for sensing the temperature of the intake air, the surrounding temperature, the temperature of the vehicle. cooling water, oil temperature and exhaust gas, pressure sensors to capture the existing pressure in the intake duct, oil pressure, pressure in the braking devices and other hydraulic devices of the vehicle, sensors for detection of rotational speed, such as the rotational speed of the engine, the rotation speed at the output of the transmission, the wheel rotation speeds, etc., as well as sensors which may be subjected to forces and / or accelerations, for example sensors to determine the transverse acceleration of the vehicle, its longitudinal acceleration or the force exerted in the

wheel suspension.

  The clutch actuating device 306 is connected to a clutch control device 335, controlled by a program which is stored in the memory 336, in which can also be

  stored the necessary data.

  The clutch control device is connected to a switching command transmission device 340, which is controlled by a program, stored in the memory 341, in which the

necessary data.

  There is further provided a switching desire sensing device, which is controlled by a program stored in a memory 146 in which operating data is also stored and there is provided a computer 350 which is controlled by a program stored in a memory 351 in which operating data, in particular position information values, can also be stored. All control devices and computers are connected to each other by drivers of

data (not shown).

  The sensing device 320 is connected to the device 345 for sensing the desire to switch and

also at computer 350.

  The sequence of functions for this exemplary embodiment will be described in the following: After termination of the vehicle assembly or the drive unit in the vehicle, the computer 350 is initially switched into an instruction mode. On the vehicle viewer is indicated the strength of

  maneuver that serves to switch the transmission, ie

  say to engage the different reports in a predetermined sequence by an alpha-numeric viewer. For each report, the computer 350 checks, on the basis of the signals provided by the sensing device and with the aid of an estimation criterion stored for this report in the memory 351, if the report has been correctly engaged. If so, the sensed position is stored in the memory 351 as a reference position. In place of the value representing the reference position, it is also possible that a determined limit value, derived from the above-mentioned value, is stored and that its overshoot indicates the commitment of the gear until a time when the clutch

can be engaged.

  When the instruction mode is complete, the computer 350 is switched to a normal operating mode. This normal operating mode takes place as follows: As soon as the driver wishes to change a gear, he actuates the gear shift lever 316. The movement of the lever modifies the output signal of the output sensor 320. The switching desire sensing device 345 controls this output signal and establishes, when it varies, that there is a switching desire. It then acts, by means of a corresponding control signal, to activate the command sending device 340 so that it applies an order corresponding to the clutch control device. The clutch control device applies a control signal to the clutch actuator 306, which causes the clutch to be disengaged. Under the effect of the movement continued by the switching lever 316, the variable position element of the transmission, in particular the switching sleeve involved in the new gear, has been brought into the tooth gear of the gear wheel associated with the gear ratio. corresponding. This change of position is controlled by the computer 350 by means of the output signal of the sensing device 320. As soon as the estimation criterion now applicable and which depends on the reference position value determined in the mode of instruction for the corresponding report, is satisfied, the computer applies a signal to the clutch control device, which accordingly emits a control signal by which the clutch is re-engaged. Advantageously, the clutch control device then takes into account the operating data concerning the engine control device, and in particular the torque to be transmitted at present, and it actuates the clutch in the clutch direction sufficiently for this torque to be transmitted in a safe way. If, according to the data provided by the engine control device 330 is to produce a torque of, for example, 75 Nm, the clutch will be closed to a degree permitting transmission to a torque of 85 Nm. , the clutch can also be closed completely. The only partial closure however offers the advantage that the disengagement stroke during the commutation

next will be smaller.

  The command-issuing device 340 furthermore controls with the aid of the data relating to the engine and with the aid of other operating variables of the vehicle, in particular also the position of the brake pedal, which is picked up by a brake pressure or brake pedal position sensor (not shown), if the clutch 302 is to be disengaged. This is for example the case when the rotational speed of the motor decreases below a predetermined limit value. In this case also, the command sending device applies a control signal to the clutch control device

to open the clutch.

  To facilitate starting and storing the vehicle during a parking process, the switching can be done in such a way that a small torque continues to be transmitted to produce between the engine and the transmission a slip making

  the vehicle is moving slowly.

  The embodiment of FIG. 10 can be modified by providing a transmission control device 360 which is controlled by a program stored in a memory 361 in which the necessary data can also be stored. The transmission control device 360 is connected to a

  transmission actuating device 370.

  In this exemplary embodiment, the switching lever 316 is omitted or this switching lever 316 is simply used as an additional selector lever. In this case, the sensor 320 is disposed between the actuating device of

  transmission 370 and transmission 311.

  The transmission control device 360 determines, on the basis of the operating data concerning the motor control 330 as well as other operating variables from the aforementioned sensors, the requirement of a modification of the transmission ratio of the transmission 311. As soon as the transmission is to be switched, a corresponding command is applied to the transmission actuating device 370. Simultaneously a control signal is transmitted to the command-giving device 340 or directly to the clutch control device 335. which causes the clutch to be opened by the actuator 306. As soon as the computer 350 has recognized, based on the signals from the sensing device 320, that the switching process has proceeded correctly , a new control command is applied to the command-issuing device 341 or to the clutch control device 335, which produces a lock clutch actuating device 306. In this case also, the clutch is judiciously closed sufficiently for the transmission of a determined torque, depending on the operating quantities,

be assured.

  Instead of the transmission control device 360, or alternatively to it, it is possible, in another implementation of the embodiment of FIG. 10, to connect the actuating device transmission to a device

switching 372.

  This switching device may comprise for example keys which produce a rise or a downshift of the corresponding speed. The actual switching process proceeds in the same manner as previously described when using a transmission control device. The switching device 372 can be fixed for example on the steering wheel of the vehicle and it then produces each time a commutation of the transmission.

  311 with automatic clutch actuation.

  The essential advantage of the embodiments described in connection with FIG. 10 is that a virtually conventional transmission is used for switching which does not include a hydrodynamic converter. As a result, the energy loss and inertia of a hydrodynamic converter are avoided and the fuel consumption of the vehicle is

significantly diminished.

  In addition, the invention may be used, in its various implementation examples, also in a vehicle having a transmission before which is disposed a hydrodynamic converter serving

  clutch, or in addition to a clutch.

  The functions of the engine control device, the clutch control device, the command-issuing device, the switching wishes sensing device and also the computer and, if applicable, the transmission control device. , can be combined in one or more control devices. In a corresponding way, also the functions of the data memory can

  be combined in one or more data memories.

  In addition it may be advisable that the games occurring in the internal switching system, that is to say in components located in the area of the transmission and which are actuated or used during the switching process, can be adapted while

  the service life and are adapted if necessary.

  When for example games are increased by wear effects, there may be a shift of the rest positions of the interior system and / or the external system when switching a ratio in the transmission and / or the transmission. help of the switching lever. The external switching system is constituted by the zone of the switching mechanism which is located outside the transmission. This system may be, for example, a linkage, a Bowden cable connection, a pressure-agent bond or a somewhat similar connection and / or a

switching lever.

  The switching position of the external switching system can, when a gear ratio is switched in the transmission and with the help of the switching lever, be adapted in operation by an adaptation of the measured positions. It may be advantageous for such an adaptation to be performed when at least one of the following conditions is met: - a gear is recognized as engaged, - the vehicle is in a running state, - the traveling speed of a switching lever is smaller than a predetermined limit value; - a force exerted on the switching lever and which has been detected for example by means of a stroke difference and with a predeterminable elasticity is less than a predetermined limit value, - the ratio has been switched in a predetermined time, - the sign affecting the engine torque has been changed at least once, - the engine temperature, the cooling water and / or the engine oil is greater than a predeterminable limit value, - there is no alternative strategy to

make to intervene.

  The control unit initiates an adaptation when for example one of the above conditions is fulfilled. The rest position for the switching lever can be established separately or with the adaptation of adjustment means for the transmission, such as the internal switching system. The execution of this adaptation can be carried out by means of the transmission ratio of the external switching system, such as for example a

transmission ratio of levers.

  The adaptation can be carried out in the following manner, in this respect reference is made to the block diagram 400 of workflow which has been highlighted in FIG. 11. The current value of the neutral position, which is memorized in the control unit and with which the control unit operates is adapted one or more times to a measurement value concerning the switched ratio. All or some values of the neutral position are obtained in a predeterminable time interval and, from these values, a calculated value, for example an average value is determined for the neutral position. Then the calculated value can be compared with the current value and in 401 a difference is made for

  determine the increase or decrease of the game.

  The theoretical increase, which is transmitted to the control unit, is limited to a predetermined value.

  Then, the temporal dependence of the variation is eliminated by means of a filter 402. In this embodiment, it is provided as a PTl-body filter but it is also possible to use another filter. Finally at 403, the new value is checked in relation to the observation of a maximum threshold and a minimum threshold and, in case the value 404 falls within the tolerance range of the threshold values, it is stored and will be used during the process of

next command.

  In addition it is possible to use a process as described above or a device as described above, also for the recognition of the switching channel positions. In this case, the switching channels of the transmission are the channels in which a switching element, such as for example a switching lever, is moved for the engagement of the reports. Generally, there are in vehicle transmissions at least two switching channels, often even three, four or more channels. The geometrical positions of the switching channels are predetermined by means of the geometry of the switching slide of the transmission or the arrangement of the forks or switching rods inside the transmission. In an initial operation for determining the switching channel positions, it may be advisable for at least one gear to be engaged, the corresponding gear position and / or the switch channel position.

  is detected and stored in the control unit.

  Consequently, it is possible to establish an absolute position of a switching channel and the positions of other switching channels, such as the remaining switching channels, can be defined by calculation or determined with respect to the one or more track positions detected. Taking into account the manufacturing tolerances of the transmission, it is possible, when knowing a lane position and the relative spacing of the other lanes with respect to the known position of the first lane, to recognize a commitment to a wrong way because the positions of the channels of

  switching must not overlap.

  During commissioning, it is possible, when knowing the absolute position of a switch channel position or a gear position, and also the determined relative positions of the other switching channels or other positions. of reports, to recognize whether an actuating member has been switched to a non-prescribed position of position / gear position and it is then possible to control by means of a signal a switch in the position of the track / position of report. correct. The actuator can be solicited to correct its action. This request can be made until the data provided by the sensor indicates that the

  switching or the gear position are correct.

  From an absolute position of a switching channel, it is possible, with the knowledge of the geometry of the transmission, to calculate the remaining positions of switching channels for example by means of a first degree equation. If the relationship is not clearly defined, it is possible, using two measured channel positions, to determine the remaining positions of switching channels, for example by means of a first degree equation. In this regard, it is assumed that there is a linear relationship between the switch channel geometrical positions and the signal. If the relationship between the switching channel positions and the sensor data is not linear, it is also possible to involve a nonlinear function for calculating the switching channel positions. In this respect it may be advisable to use the most remote switching channels and to determine their positions so that, from said data, they can be calculated.

  positions of the intermediate switching channels.

  The positions of the switching channels can also be used for sensor calibration, such as stroke increment sensors, in which case the selected channel position is provided with an absolute value and the corresponding sensor value is corrected in relation to this absolute value, when deviations occur between the aforementioned values. In addition it is possible to determine the positions of the switching channels by commitment of all

reports.

  The commissioning is carried out for example in

  function of indications provided by an indicator.

  The operator is guided by indications and carries out the predetermined steps of the commissioning process, the different steps being determined by the indications or the steps being fixed and the operator participating in the operations by indicating the execution times . In addition, the indicator may also report the data provided by the transmission sensors and / or the sensors of the switch lever and provide the operator with an indication as to whether the detected and stored data fall within a predeterminable range of values or well if they come out of a predeterminable range of values and if the setting

  service must be performed again at least in part.

  The claims filed with the application for

  patents are drafting proposals that have no prejudicial effect for obtaining future patent protection. The Applicant still reserves to claim other characteristics highlighted

  until now only in the description and / or

on the drawings.

  Attachments used in

  secondary claims refer to other bets

  of the subject matter of the main claim by the characteristics of the corresponding secondary claim, but they should not be regarded as a waiver of the

  ancillary claims attached.

  The objects of these secondary claims

  also constitute particular inventions that are of an independent design from the objects of the

  previous secondary claims.

  The invention is also not limited to

  examples of realization given in the description. the

  On the contrary, in the context of the invention, it is possible to envisage numerous variations and modifications, in particular variants, elements and combinations and / or materials which are inventive, for example by combination or modification of certain features, or elements, or operative steps, which have been described in relation

  with those described in the general description, the

  embodiments and claims and that are

  contained in the drawings by driving, by a combination of features to a new object, or new operative steps, or new sequences of operating steps, so far as also relates to methods of manufacture, control and

Implementation.

Claims (103)

  A method of controlling the operation of a vehicle transmission, which comprises at least one variable position element, whose position variation produces a change in the transmission ratio, the method being implemented using a sensing device, which comprises at least one sensor producing a signal which varies as a function of the position of said variable position element, provided in a number at least equal to the unit, of the transmission, a computer controlled by program and comprising at least one processor which processes the signals of this sensing device, and a storage device comprising at least one memory for storing data which contains information relating to at least one position of said variable position variable element of the transmission, the method comprising the operating steps following: - capture of the output signal of the capture device by the computer in a first positio n of output, storing of the position information value, derived from this output signal and relating to the first position, in the storage device, - actuating an actuating element, connected to said variable position element of the transmission so that this variable position element of the transmission is brought as close as possible to at least one predetermined target position, - capture of the output signal of the sensing device in the position modified by this computer and determination of a position information value representing said position, - storage of the information value in the storage device, - estimation of the position information value according to a predetermined evaluation criterion by the computer, - repetition of the process or at least some operational steps until this estimation criterion predetermined is satisfied.   2. Method according to claim 1, characterized in that said position variation comprises a displacement substantially in translation of said variable position element of the transmission along a predefined course.   3. Method according to claim 2, characterized in that the translation path is substantially linear. 4. Method according to claim 2, characterized in that the translation direction varies during the translation.   5. Method according to one of claims 2, 3 or   4, characterized in that this estimation criterion comprises a comparison of the distance traveled during the translation with a predetermined limit value and in that the estimation criterion concerning the translation travel is satisfied when the measured translation distance is greater than said value predetermined limit.   6. Method according to one of claims 2 to 5,   characterized in that said estimation criterion comprises a comparison of the translation distance traveled during the translation with a predetermined limit value and in that the estimation criterion relating to the translation travel is satisfied when the measured translation distance is smaller than   this predetermined limit value.   7. Method according to one of claims 1 to 6,   characterized in that said positional variation comprises a rotation of the variable position element of the transmission.   8. Method according to claim 7, characterized in that said estimation criterion comprises a comparison of the rotation angle modified during the rotational movement with a predetermined limit value and in that the criterion of estimation concerning the angle of rotation is satisfied when said rotation angle is greater than a predetermined limit value. 9. Method according to claim 7 or 8, characterized in that said estimation criterion comprises a comparison of the rotation angle modified during the rotational movement with a predetermined limit value and in that the estimation criterion relating to the angle of rotation is satisfied when said angle of rotation is smaller than a limit value predetermined.   10. Method according to one of claims 1 to 9,   characterized in that the computer receives data from a second sensing device which captures operating quantities which are related to that transmission and in that the satisfaction of this estimation criterion is a function of the data of   operation of this second sensing device.   11. Method according to claim 10, characterized in that the estimation criterion is satisfied for at least one operating quantity when the operating quantity determined on the basis of the output signal of the second sensing device.   is larger than a predetermined limit value.   12. Method according to one of claims 10 or   11, characterized in that the estimation criterion is satisfied for at least one operating quantity when the operating quantity determined on the basis of the output signal of the second sensing device   is smaller than a predetermined limit value.   13. Method according to claim 10, characterized in that the estimation criterion is satisfied for at least one operating quantity when the variation of this operating quantity during a predetermined time interval is longer.   large or smaller than a predetermined limit value.   14. Method according to one of claims 10 to 13,   characterized in that said operating quantity, occurring in number at least equal to unity, is derived from operating data of a motor control, which controls a drive motor connected to the transmission.   15. Method according to one of claims 10 to 14,   characterized in that this operating quantity   is the torque applied to the transmission.   16. Method according to one of claims 10 to 15,   characterized in that this operating quantity   is the output torque of the transmission.   17. Method according to one of claims 10 to 16,   characterized in that this operating quantity   is the rotational speed at the input of the transmission.   18. Method according to one of claims 10 to 17,   characterized in that this operating quantity is at least one rotational speed at the output of the transmission.   19. Method according to one of claims 10 to 18,   characterized in that this operating quantity   is the transmission ratio of said transmission.   20. Method according to one of claims 1 to 19,   characterized in that the first sensing device comprises at least one sensor which is selected from a group of sensors which are provided for measurement of a displacement distance, an angle of rotation, a force, pressure, time.   21. The method of claim 20, characterized in that said sensor converts a   physical quantity into an analog electrical signal.   22. Method according to claim 20, characterized in that said sensor detects a determined process and produces a pulse during the manifestation of this process.   23. Method according to claim 22, characterized in that it is provided after the sensor   detecting a process a counting device.   24. Method according to one of claims 1 to 23,   characterized in that the estimation criterion corresponding to each target position is modifiable in said storage device.   25. The method according to claim 24, characterized in that the operating steps defined in claim 1 are repeated for each target position until a first predetermined estimation criterion in the storage device is satisfied in that after satisfying this first estimation criterion, the position information values obtained for this target position are stored as reference position values in said storage device and then for each subsequent modification of positionn the achievement of this target position is controlled by means of a second estimation criterion which comprises a comparison with said   stored reference position values.   26. The method of claim 25, characterized in that this second estimation criterion is stored in said storage device as a   practically invariable estimation criterion.   27. Method according to one of claims 1 to 24,   characterized in that said estimation criterion is obtained by means of a statistical method. 28. The method according to claim 27, characterized in that said variable position element of the transmission is brought closer several times to the corresponding target position, and in that, from this statistical analysis, one obtains for this target position. reference values which are stored in said storage device as   basic elements for a new estimation criterion.   29. Method according to one of claims 24 to 28,   characterized in that said transmission is initially subjected to an instruction mode in which said reference position values are entered and stored in the storage device and that the transmission is then actuated in a normal operating mode, in which a goal position check is performed, where said reference position values serve as elements of basis for this estimation criterion.   30. The method of claim 28, characterized in that said computer can be controlled so that a switching of said computer occurs.   normal operating mode to said instruction mode.   31. Method according to one of claims 24 to 30,   characterized in that the mode of instruction is performed   when the transmission is installed in the vehicle.   32. The method of claim 31, characterized in that at least one processor of said   computer is installed in the vehicle.   33. Method according to one of claims 31 or   32, characterized in that at least one processor of said   computer is not installed in the vehicle.   34. Process according to one of claims 31 to 33,   characterized in that said computer is connected to at least one output apparatus, which is selected from a group of output devices, which comprises a terminal, an alphanumeric display device, a graphic display device, a display device, mixed display, a printer and a speaker, and which provides   indications to an actuating device.   35. Method according to one of claims 24 to 34,   characterized in that the vehicle drive motor is used during the instruction mode for   apply torque to the transmission.   36. Process according to one of claims 10 to 34   and claim 35, characterized in that said motor and said transmission are connected by means of a clutch device and in that at least one of said operating variables is grasped during a closing process of the clutch and taken into account. consideration for the satisfaction of the estimation criterion. 37. The method of claim 36, characterized in that the transmission is in fixed connection with the drive wheels of the vehicle during the engagement of the clutch, the vehicle being maintained so that said driving wheels   can rotate.   38. The method of claim 36, characterized in that the transmission is in fixed connection with the drive wheels of the vehicle during the engagement of the clutch and in that said drive wheels are prevented from performing a movement of rotation.   39. Method according to one of claims 10 to 23   and 24 to 37, characterized in that the wheels are non-rotatably connected to the transmission and are driven by means of an external drive. 40. The method of claim 35, characterized in that said drive motor and said transmission form a unitary assembly and in that said mode of instruction is performed before said   unitary unit is installed in a vehicle.   41. The method of claim 35, characterized in that said instruction mode is performed when said transmission is not installed. in a vehicle.   42. Process according to one of claims 1 to 41,   characterized in that at least a part of said device   stored in or on the transmission.   43. The method of claim 42, characterized in that, when the transmission is installed, said storage device is connected to a device installed in the vehicle for a data exchange.   44. Method according to one of claims 38 to 41,   characterized in that said storage device is used only during said instruction mode and in that the data stored during the mounting of the transmission is transmitted to a device for   stored in the vehicle.   45. Method according to one of claims 30 to 44,   characterized in that the actuation of said actuating element is produced by means of a maneuver controlled by program.   46. Method according to one of claims 1 to 23,   characterized in that the estimation criterion in relation   with each target position is virtually invariable.   47. The method according to claim 46, characterized in that said estimation criterion is practically invariable and can not be influenced by a mode of instruction.   48. Method according to one of claims 1 to 47,   characterized in that the transmission comprises a switching device and in that the variation of position of said variable position element of the transmission is produced by actuation of this switching device.   49. Method according to one of claims 47 or   48, characterized in that said switching device comprises at least one energy conversion device, in which introduced electrical energy is converted into kinetic energy.   50. Method according to one of claims 47 or   48, characterized in that said switching device comprises at least one energy conversion device, in which energy introduced by a fluid subjected   at a pressure is converted into kinetic energy.   51. Device according to claim 48, characterized in that said transmission switching device can be operated manually by the user.   52. Device according to one of the claims 48 to   51, characterized in that the actuation of said actuating element is effected by means of a switching lever and in that said detection device   captures the movement of this switching lever.   53. Process according to one of claims 46 to 50,   characterized in that there is provided between the drive motor and the transmission a clutch device, which can take at least two operating states, in particular a first operating state in which the connection between the motor and the transmission is interrupted and a second operating state in which a torque is transmitted by the motor to the transmission, in that there is provided a clutch actuating device by which said clutch can be switched from the first operating state into the second state of operation and in that said computer controls said clutch actuating device such that said device is switched to the second operating state only when said criterion estimate is satisfied.   54. Method according to one of claims 48 to 50   and 52 or 53, characterized in that said computer captures operating variables of the vehicle and applies an actuation command to said transmission switching device when a criterion of   predetermined switching is satisfied.   55. Process according to one of claims 1 to 54,   characterized in that said transmission comprises at least four gears and in that said variable position member of the transmission is moved by said actuating member from a first position in which one of said gears coupled to a shaft of the transmission, to a second position, wherein said gear is uncoupled from said transmission shaft and is rotatable relative thereto. 56. The method of claim 55, characterized in that said variable position element of the transmission is a switching sleeve which is fixed on a shaft of the transmission in a non-rotating manner but with the possibility of translation and which, in a state d interlocking, is connected with said wheel   toothed by conjugation of forms or forces.   57. The method of claim 53, characterized in that said transmission comprises at least two mutually parallel shafts and in that said switching sleeve is movable from a first position, in which it couples a first gear wheel with the gear shaft. transmission, to a second position in which it couples a second   gear wheel to said transmission shaft.   58. A method according to claim 57, characterized in that the first position constitutes the first position or the initial position while the second position constitutes said target position and in that said estimation criterion takes into account the translation travel between said first position and said second position.   59. Method according to one of claims 54 or   58, characterized in that the actuating element is a switching linkage which is connected to said switching sleeve and in that said sensing device senses the movement of said switching linkage. 60. The method of claim 55, characterized in that the transmission comprises at least one planetary gear and in that said variable element of the transmission is movable from a first position in which at least one toothed wheel of this planetary gear is prevented. to rotate, to a second position in which said gear wheel of this planetary gear can perform a movement of rotation.   61. Method according to one of claims 1 to 60,   characterized in that the ratio between the rotation speed at the input of the transmission and the rotational speed at the output of this transmission is continuously changeable and in that said variable position element of said transmission is an element which produces a modification of the transmission ratio of said transmission.   62. A vehicle comprising a driving motor, a transmission, which is provided with at least one variable position element, whose position variation produces a modification of the transmission ratio of the transmission, a clutch device disposed between the transmission and the drive motor, a sensing device, which comprises at least one sensor, a program-controlled computer and comprising at least one processor which processes the signals supplied by said sensing device, a storage device comprising at least one memory for data storage, characterized in that said sensing device is adapted to produce a signal which varies as a function of the position of said variable position element, provided in a number at least equal to unity, of said transmission, in that the memory is provided for storing position information values relating to predetermined target positions said variable position element of the transmission, in that said computer is provided for controlling the position information values stored in said memory in relation to a predetermined estimation criterion for the corresponding target position and for defining whether the position said variable position element of said transmission satisfies this estimation criterion. A vehicle according to claim 62, characterized in that said computer is arranged to monitor, after each change of position of said variable position member of said transmission, the target position reached and to provide a control signal which produces a repetition of this actuation process when the position reached by said variable position element of said transmission   does not meet the said criterion of estimation.   Vehicle according to one of claims 62 or   63, characterized in that said computer can be switched to an instruction mode in which, for each target position, position information values are stored as reference position values when the positions respectively   achieved satisfy the estimation criterion.   Vehicle according to Claim 64, characterized in that, for each target position, an estimation criterion is provided which is used in a normal operating mode and also in an instruction mode and is also provided for. second criterion of estimation which involves a comparison of the position reached with the reference positions obtained in the instruction mode.   Vehicle according to one of claims 62 to   65, characterized in that said transmission comprises at least two mutually engaged gears and that said variable position member of said transmission is provided to be transferred from a first position, wherein at least one gear is coupled with rotary manner to a component of the transmission, into a second position in which said gear can freely rotate through   report to said component of said transmission.   Vehicle according to claim 66, characterized in that said component is a shaft of the transmission.   Vehicle according to one of claims 66 or   67, characterized in that said transmission comprises at least two parallel shafts and also a large number of teeth on said shafts which are mutually engaged and furthermore there is provided a switching device by means of which at least one variable position element of said transmission can be transferred to predetermined target positions in which the rotational movement of at least one of said toothed wheels can be freely made with respect to the transmission shaft on which is mounted the toothed wheel, while at the same time the rotational movement of at least one other toothed wheel is blocked with respect to the transmission shaft on which said gear wheel is mounted and in that, under the effect of a modification of the locking of said gears with respect to the corresponding shaft of the transmission, it is established at least three different transmission ratios in which, in a first direction of rotation, the transmission reaches a neutral position where it transmits no rotational movement, and while in a second direction of rotation the transmission passes to a position in which   it transmits a rotational movement.   69. Vehicle according to one of claims 64 to   68, characterized in that the estimation criterion which is at the base of the instruction mode takes into account the translation travel of a variable position element of the transmission from the neutral position to the associated position respectively to a report of determined transmission.   Vehicle according to one of claims 64 to   68, characterized in that said variable position member of the transmission is a switching sleeve which is fixed without possibility of translation with respect to a transmission shaft and which can be moved from a first position, which corresponds to a first transmission ratio, to a second position, which corresponds to a second transmission ratio, said estimation criterion which is at the base of the instruction mode taking into account the translation travel between said first and second positions.   71. Vehicle according to one of claims 65 to   68, characterized in that said first estimation criterion takes into account a statistical analysis of a predetermined number of position information values, which have been obtained for each of the predetermined target positions.   Vehicle according to one of claims 62 to   71, characterized in that said clutch device can take at least two operating states, in particular a first operating state in which the motor and the transmission are separated from one another and a second operating state in which the engine and transmission are connected to each other for the transmission of a couple.   73. Vehicle according to claim 72, characterized in that said clutch can assume an operating state in which the engine and the transmission are connected to each other without possibility of relative rotation.   74. Vehicle according to one of claims 72 or   73, characterized in that said clutch device can assume a large number of operating states of which an operating state causes the engine and the transmission to be substantially separated from each other or only a small torque is transmitted while the other operating states ensure that by means of this clutch, a torque of a predetermined value can to be transmitted.   75. A vehicle according to claim 74, characterized in that said clutch comprises a device admitting and transmitting a first pair as well as a device admitting and transmitting a second pair and in that a means is provided which connects the first device admitting and transmitting torque and the second pair-transmitting coupled device for transmitting torque. 76. Vehicle according to claim 75, characterized in that said means for transmitting couple is a fluid.   Vehicle according to one of claims 62 to   76, characterized in that a clutch actuating device is provided which produces a modification operating states.   Vehicle according to one of claims 62 to   77, characterized in that said clutch device   is a single-disc clutch operating in the dry process.   79. Vehicle according to one of claims 77 and 78, characterized in that said clutch actuating device is a disengagement device of said   single-disc clutch operating in the dry process.   80. Vehicle according to one of claims 77 to 79, characterized in that said clutch actuating device   comprises at least one hydraulic cylinder in which at least one piston can move in translation. 81. Vehicle according to claim 80, characterized in that the clutch actuating device comprises two hydraulic cylinders, the first cylinder of which is an emitter cylinder, which produces a fluidic pressure while the second hydraulic cylinder is a receiving cylinder of which the piston is moved under the effect of this fluidic pressure and   is in operative connection with the clutch.   82. Vehicle according to one of claims 79 to   81, characterized in that said movable piston in   translation actuates said disengaging device.   83. Vehicle according to one of claims 62 to   82, characterized in that a program-controlled clutch control device is provided which produces control signals for controlling said clutch.   84. Vehicle according to claim 83, characterized in that a program-controlled computer and said clutch control device form a common computer.   85. Vehicle according to one of claims 83 or   84, characterized in that said clutch control device is connected to an order transmitting device which applies control signals to said clutch control device.   clutch control to ensure control.   Vehicle according to claim 85, characterized in that said transmission device   order is integrated in said computer.   Vehicle according to one of claims 85 or   86, characterized in that said command sending device applies a first control signal to the clutch control device when the position of a variable position element of said transmission is to be changed, which first control signal such that the transmission of torque between the motor and the transmission is reduced or interrupted, and in that said command-generating device produces a second control signal when the position information value, obtained after the variation of position of said transmission position member satisfies said estimation criterion, said second control signal causing said clutch to assume a state of predetermined operation.   88. Vehicle according to one of claims 85 to   87, characterized in that said command-sending device is connected to a switching wish-catching device, which determines when a variation of position of said variable position element of the transmission must occur.   89. A vehicle according to claim 88, characterized in that said switching desire sensing device determines when the user   actuates a transmission maneuvering lever.   90. Vehicle according to one of claims 62 to 89, characterized in that said transmission is a   manually switchable transmission.   91. Vehicle according to one of claims 89 and   90, characterized in that said switching desire sensing device receives the signal from said sensor and, upon a variation of said sensor signal, it actuates said command transmission device so that   it produces a first command order.   Vehicle according to one of claims 62 to   89, characterized in that said transmission is a   automatic switching transmission.   Vehicle according to claim 92, characterized in that a transmission control device is provided which produces control commands which initiate a switching process of   said automatic switching transmission.   94. Vehicle according to one of claims 62 to   93, characterized in that at least one second sensing device is provided for sensing quantities of operation of this vehicle.   Vehicle according to claim 94, characterized in that said second sensing device comprises at least one sensor which is selected from a group of sensors which comprises: sensors for sensing a brake pedal position; sensors for sensing braking pressure in one or more places in the braking system, - sensors for sensing the speed of intake air, - sensors for sensing throttle position, - sensors for sensing accelerator pedal position, - a sensor for determining the quantity of fuel introduced per unit of time or in an injection process, - sensors for determining a rotational speed of the engine, - sensors for determining a rotational speed of the transmission, - sensors for sensing wheel rotation speeds, - sensors for sensing accelerations in the longitudinal direction of the vehicle, - sensors for sensing accelerations in the transverse direction of the vehicle, - sensors for sensing the pressure at predetermined locations in a hydraulic system, - sensors for sensing the oil temperature, - sensors for sensing the cooling temperature, - sensors for capturing the outside temperature; sensors for sensing the surrounding pressure; sensors for capturing the electrical energy supplied to current consumers, such as an air conditioning system, a rear window heating system, etc .;   96. Vehicle according to one of claims 93, 94   or 95, characterized in that said transmission control device determines by means of a predefined program when and up to which position the current position of said variable position element of   the transmission must be modified.   97. Vehicle according to claim 92, characterized in that a selector device is provided for actuation by the user and by means of which the switching of said transmission is effected. automatic.   Vehicle according to claim 97, characterized in that said switching device comprises a step-by-step switching device which causes the transmission to be switched in the   transmission report immediately following.   99. Vehicle according to one of claims 62 to   98, characterized in that said sensing device   wish and switching is built into the computer.   Vehicle according to one of claims 62 to 98, characterized in that said control device of   transmission is integrated in said computer.   Vehicle according to claim 62 to 100, characterized in that said transmission comprises at least one part which allows a progressive modification of the transmission ratio of two mutually associated components of the transmission, and in that said variable position element, provided in number at least equal to unity, said transmission modifies the transmission ratio of said part of the transmission.   102. Vehicle according to claim 101, characterized in that said estimation criterion comprises the verification of a predetermined transmission ratio. of the transmission.   Vehicle according to claim 101 or 102, characterized in that said reference position values each correspond to a gear ratio. predetermined rotation.