FR2822516A1 - Control system for automated vehicle gearbox implements defined gear change strategy that is influenced to adapt to driving situation depending on at least one signal - Google Patents

Abstract

The method involves implementing a defined gear change strategy that is influenced depending on at least one suitable signal. The gear change strategy is adapted to a recognized driving situation by each incoming signal. A gear change is prevented if the wheels are spinning and/or the actual speed is low.

Description

<Desc / Clms Page number 1>

 The invention relates to a method for controlling and / or regulating a gearbox such as an automated gearbox of a vehicle, in particular of a motor vehicle, according to which a predetermined gear change strategy is carried out.

 In the automotive field, methods are already known for controlling and / or regulating an automated gearbox of a vehicle. These known methods allow automation of the transmission line, in particular of a motor vehicle. This makes it possible, using a predetermined speed change strategy, to change speed during the running of the motor vehicle, without the driver himself having to change speed.

 However, there are operating situations which are not taken sufficiently into account in the known method, so that under certain conditions, it may be that a prescribed incorrect gear change strategy is executed. For example, it may for example happen that, in a given walking situation, one is obliged to engage the vehicle in a fluid traffic from a stationary situation. For this purpose, it is necessary that the vehicle is accelerated as quickly as possible. Due to various boundary conditions, such as for example a steep steering, a wet road surface or similar conditions, the vehicle, with wheels spinning, only starts to move gradually, and the driver may also be able to react to it by releasing the accelerator. The predetermined speed change strategy of the known process provides in this

<Desc / Clms Page number 2>

 situation, a speed increase from the first to the second speed, although the vehicle has not yet reached a sufficient speed. This procedure would however lead to considerably delaying the acceleration phase to reach the highest possible vehicle speed, thus favoring an accident situation.

 In addition, one can also cite walking in curves or turns as constituting a critical walking situation. In this operating situation, it can also happen, for the predetermined speed change strategy of the known method, that a speed change is carried out which can lead, due to an interruption of the traction force which results therefrom, destabilization of the vehicle traveling in a curve. In addition, it may happen, in the case of the known method, during a start in a curve, that a gear change is made in the direction of an increase in speeds, which makes it difficult to interfere in a fluid manner. heavy traffic, especially when entering a curve on a priority road.

 Also, the object of the invention is to provide a method for controlling and / or regulating an automated gearbox of a vehicle, which is improved in terms of comfort and safety.

 According to the invention, this object is achieved by a method of the type mentioned in the introduction and characterized in that the gear change strategy considered is influenced as a function of at least one suitable signal. The gear change strategy is adapted by each incoming detailed signal, to a walking situation having

<Desc / Clms Page number 3>

 been identified.

 Thus, in the method according to the invention, a walking situation is identified by at least one signal, and the gear change strategy is adapted appropriately, so that critical walking situations can thus be avoided. This makes it possible in particular to obtain an improvement in comfort and safety while the motor vehicle is running.

 According to a development of the invention, it can be provided that with the method according to the invention, specific walking situations are identified and that a gear change planned as part of the gear shift strategy , be delayed. It is in particular possible, for wheels that are spinning and / or for a low effective speed of the vehicle, to prevent a change of speed, for example a change to high gear, especially from the first to the second gear speed. box. This can for example be obtained in that as a signal, the speed of rotation of at least one wheel of the vehicle is used. It is particularly advantageous to take into account the rotational speeds of the non-driving or non-driven axle. It is of course also possible to suitably compare the rotational speeds of different wheels, and to determine therefrom a common rotational speed, as a signal.

 In addition, it is possible to use the actual vehicle speed as a signal. This can for example be done in the simplest way, by means of an active bit of the ASR (anti-skid) system.

By processing the incoming circumstantial signals, it is possible, depending on the effective speed of the

<Desc / Clms Page number 4>

 vehicle, for example first of all to delay a gearbox increase and to carry it out for example at an appropriate later time. It is naturally possible also to use, within the framework of the method according to the invention, other signals to further optimize the method as a whole.

 According to another configuration of the invention, it can be expected that the speed change strategy is influenced by appropriate signals, for example when downshifting. This can of course also be done for other modes of shifting.

 According to a development of the invention, it can be provided that, for example, during a stopping phase, a mode of double declutching (intermediate gas) is interrupted, for example to downshift, in the pushing phase. This advantageously makes it possible to prevent an increase in the speed of rotation almost when the vehicle is stopped, so that during a phase of operation by inertia of the vehicle, the passage to a lower gearbox speed, which could be felt, is prevented. as unpleasant by the driver.

 According to a development of the invention, it can be provided that in order to identify a predetermined walking situation, for example a stop using the vehicle brake, appropriate signals are taken into consideration. As a signal, you can for example use the vehicle's brake actuation. It is also possible that a corresponding signal is triggered, when the vehicle speed is for example less than about 30 km / h. It is of course also possible to use other appropriate limits for the vehicle speed.

<Desc / Clms Page number 5>

 In addition, it is also possible to use as a signal a difference in motor rotation speeds. It is for example possible to form the speed difference before and after the speed change phase. As soon as the difference in engine rotation speeds is, for example, less than about 800 revolutions per minute, the double clutch mode can be stopped. It is also possible to envisage that the aforementioned signals are combined with each other in an appropriate manner, with a view to further optimizing the method according to the invention. It is naturally possible to select and use other appropriate signals in the method according to the invention.

 According to another configuration of the invention, it is possible to influence the speed change strategy in such a way that for example in the event of actuation of the turn signals (direction change indicators), the speed change is delayed. This can be obtained by the fact that in the process, we process a signal when the turn signals are actuated, to modify the speed change strategy, in particular to delay a speed change, when approaching curves or turns, changes of direction or climbs.

 Here it is for example possible to prevent both increasing speeds and downshifting, in particular downshifting in the traction phase, operations which are for example triggered for a light actuation of the pedal. Advantageously, this way of proceeding does not require other entries in the gearbox command.

<Desc / Clms Page number 6>

 By reading the signal, which can for example be done via a CAN type bus, it is possible within the framework of the process, by actuation of the turn signal control lever by the driver, to display the market situation considered. In this way, the driver can advantageously influence the speed change strategy in the case of the method according to the invention. The signal can of course also be read in another way.

 According to a development of the invention, for actuated indicators, a threshold is lowered for determining a transverse acceleration of the vehicle. This makes it possible, for example, to identify a running situation in a curve already for a lower transverse acceleration, and consequently to prevent for example the transition to a higher gearbox speed.

 Furthermore, it is possible to envisage that in the case of actuation of the indicators, a gear change in the direction of an increase in speed is prevented by limiting by a minimum value the pedal value used for processing the speed change switching characteristic curve. This can be foreseen both for an increase in speeds and for downshifting.

 In addition, it is also possible to envisage that in the case of actuation of the turn signals, a speed change in the direction of an increase in speeds is delayed by modifying by a predetermined value, the speed of the vehicle used for processing of the speed change switching characteristic curve. Based on a development of

<Desc / Clms Page number 7>

 the invention, it can be provided that in general, in the case of actuation of the indicators, a gear change in the direction of an increase in speed is prohibited, up to a speed threshold specific to the speed of box.

 According to another development of the invention, in the case of actuation of the turn signals, it is triggered prematurely for example passages at a lower speed in the event of the accelerator pedal not being actuated, by modifying the predetermined value. vehicle speed used for processing the gear change switching characteristic curve. It is of course also possible to implement other strategies as a function of the incoming circumstantial signal. It is of course also possible to consider using other signals to influence the shifting strategy. It is also possible to suitably combine the cited strategies and other strategies in order to further optimize the method according to the invention.

 The method according to the invention is preferably used in the case of automatic shifting gearboxes (ASG). Uses are naturally also possible for other gearboxes or transmissions. The method according to the invention can in particular be used in the case of an automated clutch.

 Other advantages and advantageous configurations will appear in the description, which will follow, explaining in more detail the invention with regard to the exemplary embodiments represented in the figures of the appended drawings, which show:

<Desc / Clms Page number 8>

 Fig. 1 a schematic representation of a vehicle, and FIG. 2 a schematic representation of a vehicle.

 Figure 1 shows schematically, a vehicle 1 comprising a drive unit 2 such as an engine or internal combustion engine. In the vehicle transmission line, a torque transmission system 3 and a gearbox 4 are also represented. In this exemplary embodiment, the torque transmission system 3 is arranged in the force transfer flow, between the engine and the gearbox, a drive torque of the engine being transmitted from the engine, via the torque transmission system, to the gearbox and of the gearbox 4, at the output thereof , to an output drive shaft 5 and to an axle 6 downstream, as well as to the wheels 6a.

 The torque transmission system 3 is produced in the form of a clutch, such as a friction clutch, a disc clutch, a magnetic powder clutch or a converter lock-up clutch, the clutch possibly being an adjustable clutch. automatic wear adjustment. The gearbox 4 is produced in the form of a gearshift gearbox controlled by hand. According to the concept of the invention, the gearbox can also be an automated gearbox, which can be switched automatically using at least one actuator. In the following, the name automated gearbox designates an automated gearbox which is switched with interruption of the transmission of the traction forces, and in which the gearbox gearshift phase is carried out at

<Desc / Clms Page number 9>

 using at least one actuator.

 Furthermore, it is also possible to use an automatic gearbox, an automatic gearbox being a gearbox the switching phases of which are carried out substantially without interruption of the transfer of the traction forces, and which as a general rule is constructed by gear ratios. planetary gearbox.

 In addition, it is possible to use a continuously adjustable gearbox, such as for example a gearbox with winding on conical pulleys. The automatic transmission can also be fitted, on the output side, with a torque transmission system 3 such as a clutch or a friction clutch. The torque transmission system can also be produced in the form of a starting clutch and / or reversing clutch for reversing the direction of rotation, and / or a safety clutch with a transmissible torque which can be controlled. in a targeted way. The torque transmission system can be a dry friction clutch or a friction clutch operating in a humid environment, turning for example in a fluid. It can also be a torque converter.

 The torque transmission system 3 comprises an input side 7 and an output side 8, a torque being transmitted from the input side 7 to the output side 8, by the fact that the clutch disc 3a is stressed by an effort by means of the pressure plate 3b, the diaphragm spring 3c and the clutch release bearing 3e, as well as the flywheel 3d. To achieve this stress, the declutching lever 20 is actuated by means of an actuation device, such

<Desc / Clms Page number 10>

 than an actuator.

 The control of the torque transmission system 3 is carried out by means of a control unit 13, such as a control device which may include the control electronics 13a and the actuator 13b.

According to another advantageous embodiment, the actuator and the control electronics can also be placed in two separate modules, such as casings.

 The control unit 13 can contain the control and power electronics for controlling the electric motor 12 of the actuator 13b.

Thanks to this, the system advantageously requires, as the sole installation space, the space necessary for the actuator with the electronics. The actuator consists of a drive motor 12, such as an electric motor, the electric motor 12 acting on. a master cylinder 11 via a transmission, such as a worm gear transmission, or a straight wheel transmission, or a screw transmission. This action on the master cylinder can be carried out directly or through a system of transmission rods.

 The movement of the actuator output part, like the master cylinder piston 11a, is detected by means of a clutch displacement sensor 14, which detects the position or the speed or acceleration of a quantity, which is proportional to the position, namely the clutch position, and respectively to the speed or acceleration of the clutch. The master cylinder 11 is connected to the receiving cylinder 10 via a pressure fluid line 9, such as a hydraulic line.

<Desc / Clms Page number 11>

 The output element 10a of the receiving cylinder is in functional connection with the declutching lever or the declutching means 20, so that a movement of the output part 10a of the receiving cylinder 10 also produces the movement or the pivoting of the means clutch 20 to control the torque that can be transmitted by the clutch 3.

 The actuator 13b for controlling the torque that can be transmitted by the torque transmission system 3, can be actuated by a pressure fluid, that is to say that it can be equipped with a master cylinder of pressure and a receiving cylinder. The pressure fluid can for example be a hydraulic or pneumatic fluid. The actuation of the master cylinder of pressure fluid can be provided by an electric motor, the electric motor 12 being able to be controlled electronically. The drive element of the actuator 13b can, apart from a drive element driven by an electric motor, also be another drive element, for example a drive element actuated by a pressure fluid. . In addition, it is possible to use magnetic actuators to adjust a position of an element.

 In a friction clutch, the control of the torque that can be transmitted is effected by producing the tightening of the friction linings of the clutch disc between the flywheel 3d and the pressure plate 3b. By means of the position of the declutching means 20, such as a declutching fork or a central declutching element, it is possible to control the loading of the pressure plate and of the friction linings in a targeted manner, the plate pressure that can

<Desc / Clms Page number 12>

 occasion be adjusted and fixed at any point between two extreme positions. One of the extreme positions corresponds to a fully engaged position of the clutch and the other extreme position corresponds to a fully released position of the clutch. To control a torque to be transmitted which is, for example, lower than the currently available engine torque, it is for example possible to control a position of the pressure plate 3b lying in an intermediate zone between the two extreme positions. The clutch can be fixed in this position by means of the targeted control of the declutching means 20. However, it is also possible to order clutch torques to be transmitted, which are defined above the currently available engine torques. . In such a case it is possible to transmit the currently available drive torques, the torque irregularities in the transmission line, for example in the form of torque peaks, being damped and / or isolated.

 In order to control, namely to control or regulate the torque transmission system, sensors are also used which at least temporarily monitor the large quantities of the whole system and which supply the state quantities, the signals and the values of measures necessary for the control, which are processed by the control unit, a signal transmission link which can be provided and exist to other electronic units, such as for example engine electronics or electronics of an anti-system -blocking of wheels (ABS) or anti-skid regulation (ASR). The sensors detect, for example, rotation speeds, such as for example wheel rotation speeds, motor rotation speeds, the position of the

<Desc / Clms Page number 13>

 load (accelerator), throttle position, gearbox engaged position, gearshift intention, and other vehicle-specific variables.

 Figure 1 shows that a throttle sensor 15, an engine speed sensor 16, as well as a counter sensor 17 are used and transmit measured values and information to the control unit. The electronic unit, such as a computer unit, of the control unit 13a, processes the input quantities of the system and transmits control signals to the actuator 13b.

 The gearbox is designed as a gearbox with shifting gears, the transmission ratios being changed by means of a control lever, or the gearbox is actuated or maneuvered using this lever. Furthermore, on the operating lever, such as the control lever 18, of the manual change box, is placed at least one sensor 19b which detects the control intention and / or the gear position engaged and transmits them to the control unit. The sensor 19a is articulated on the gearbox and detects the current gear position and / or an intention to change gear. The identification of a speed change control intention using at least one of the sensors 19a, 19b can be carried out by the fact that the sensor is a force sensor which detects the force exerted on the control lever. Furthermore, the sensor can also be in the form of a displacement or positioning sensor, the control unit identifying an intention to control speed change from the variation over time of the position signal.

<Desc / Clms Page number 14>

 The control unit is in signal transmission link at least temporarily with all the sensors, and processes the sensor signals and the input quantities of the system in the following manner, namely that the control unit issues commands control or regulation of said at least one actuator, depending on the current operating point. The drive element 12 of the actuator, such as an electric motor, receives from the control unit, which controls the actuation of the clutch, an adjustment variable as a function of measured values and / or system input quantities and / or signals from all the connected detection sensors. To this end, a control program in hardware and / or software is integrated in the control device, which processes and uses the incoming circumstantial signals and calculates or determines the output quantities from comparisons and / or functions and / or characteristic fields.

 The control device 13 advantageously has, in integrated form, a torque determination unit, a unit for determining the engaged speed position, a slip determination unit and / or a unit for determining the operating state. or walking, or else it is in signal transmission link with at least one of these units. These units can be integrated by control programs in hardware and / or software form, so that it is possible to determine by means of the incoming detailed sensor signals, the torque of the drive unit 2 of the vehicle 1, the position of the engaged gear of gearbox 4, as well as the slippage existing in the area of the

<Desc / Clms Page number 15>

 transmission of the torque, and the current operating or operating state of the vehicle. The unit for determining the position of the engaged speed determines, with regard to the signals from the sensors 19a and 19b, the speed currently engaged. The sensors are articulated to the control lever and / or to internal positioning means of the gearbox, such. as for example a central control shaft or a control rod, and they detect for example the position and / or the speed of these parts. Furthermore, a load lever sensor 31 can be arranged on the load lever such as an accelerator pedal, and can raise the position of the load lever. Another sensor 32 can function as an idle (idle) switch, that is to say that for an accelerator pedal actuated (load lever), this idle switch 32 is on and for a pedal not actuated, it is stopped, so that thanks to this digital information, it is possible to identify whether the load lever or the accelerator pedal is actuated. The load lever or accelerator pedal sensor 31 detects the degree of actuation.

 FIG. 1 shows, apart from the accelerator pedal 30, or load lever, and the sensors which are connected to it, a brake actuating element 40 intended to actuate the service brake or the parking brake, such as than a brake pedal, a handbrake lever, or an actuator by hand or at the foot of the parking brake. At least one sensor 41 is arranged on the actuating element 40 and monitors its actuation. The sensor 41 is for example produced in the form of a digital sensor, such as a switch or switch, the latter detecting whether the actuating element is actuated or

<Desc / Clms Page number 16>

 not activated. To this sensor can be connected by a signal transmission link, a signaling device, such as a brake light which signals that the brake is applied. This can be done for both the service brake and the parking brake.

The sensor can however also be in the form of an analog sensor, such a sensor, such as for example a potentiometer, determining the degree of actuation of the actuating element. This sensor can also be in a signal transmission link with a signaling device.

 FIG. 2 schematically shows a transmission line of a vehicle, comprising a drive unit 100, a torque transmission system 102, a gearbox 103, a differential 104 as well as transmission shafts or shafts wheel 105 and wheels 106. The torque transmission system 102 is placed on or fixed to a flywheel 102a, the flywheel generally carrying a starter ring 102b. The torque transmission system includes a pressure plate 102d, a clutch housing 102e, a diaphragm spring 102f, and a clutch disc 102c with friction linings. Between the pressure plate 102d and the flywheel 102a is disposed the clutch disc 102c possibly comprising a damping device. A force accumulator, such as for example the diaphragm spring 102f, biases the pressure plate in the axial direction, towards the clutch disc, a clutch actuating element 109, such as for example a central disengaging element, being provided for actuation of the torque transmission system. Between the central declutching element and the spring tabs of the diaphragm spring 102f, a declutching stopper 110 is placed. An axial displacement

<Desc / Clms Page number 17>

 of the clutch release bearing, urges the diaphragm spring and disengages the clutch. The clutch can also be produced in the form of a push-pull or pull-out clutch.

 The actuator 108 is an actuator of an automatic speed change gearbox, and also contains the actuation unit for the torque transmission system. The actuator 108 actuates internal control elements of the gearbox, such as for example a control drum or control rods or a central control shaft of the gearbox, the actuation making it possible to engage or to remove the gearboxes, for example in a sequential order or also in any order. The clutch actuating element 109 is actuated via the link 111. The control unit 107 is connected to the actuator via the signal transmission link 112, the transmission links signal 113 to 115 being connected to the control unit, the line 114 processing incoming circumstantial signals, the line 113 processing control signals from the control unit, and the link 115 establishing a link to other units electronic, for example by means of a data transmission bus.

 To set the vehicle in motion or start it, essentially from a standstill or from a slow rolling movement, such as a very slow movement at idle, that is to say to accelerate the vehicle in question, initiated by the driver, the driver generally actuates only the accelerator pedal, such as the load lever 30, the controlled or regulated and automated actuation of the driving clutch, by means of

<Desc / Clms Page number 18>

 the actuator, the transmissible torque of the torque transmission system, during a start-up phase.

By actuating the load lever, the driver's desire for a more or less marked or rapid start-up phase is detected using the load lever sensor 31, and the control unit then controls Consequently. The accelerator pedal and the accelerator pedal sensor signals are used as input variables for controlling the starting phase of the vehicle.

 During a start-up phase, the torque transmissible during start-up, such as the torque of the MKcons clutch, is determined essentially by means of a prescribed function or with regard to characteristic curves or characteristic fields, for example as a function of the speed of rotation of the motor, this function of the speed of rotation or of other quantities, such as the motor torque, being advantageously carried out by means of a characteristic field or a characteristic curve.

 If during a start-up phase, substantially from a standstill or from a very slow movement movement state, the load lever or the pedal d are actuated to a value a, at low speed accelerator, a prescribed engine control or controls a given engine torque. The clutch actuation control unit 13 controls the transmissible torque of the torque transmission system, in accordance with functions or characteristic fields which can be correspondingly prescribed, so that it s '' establish a steady state of equilibrium between the prescribed engine torque and the clutch torque. The state of equilibrium is

<Desc / Clms Page number 19>

 characterized as a function of the position a of the load lever, by a defined starting rotation speed, a starting torque or engine torque, as well as by a transmissible torque of the torque transmission system and a torque that can be transmitted to the drive wheels , for example a drive torque. The functional relationship of the starting torque as a function of the starting rotation speed is designated by the starting characteristic curve. The position a of the load lever is proportional to the position of the engine throttle valve.

 FIG. 2 shows, apart from the accelerator pedal 122, or load lever, and a sensor 123 which are connected thereto, a brake actuating element 120 intended to actuate the service brake or the parking brake. parking brake, such as a brake pedal, handbrake lever, or hand or foot actuator. At least one sensor 121 is arranged on the actuating element 120 and monitors its actuation. The sensor 121 is for example produced in the form of a digital sensor, such as a switch or switch, the latter detecting whether the actuating element is actuated or not actuated. To this sensor can be connected by a signal transmission link, a signaling device, such as a brake light which signals that the brake is applied. This can be done for both the service brake and the parking brake.

The sensor can however also be in the form of an analog sensor, such a sensor, such as for example a potentiometer, determining the degree of actuation of the actuating element. This sensor can also be in a signal transmission link with a signaling device.

<Desc / Clms Page number 20>

 The claims filed with the application constitute formulation proposals, without prejudice to obtaining wider patent protection. The depositor reserves the right to claim combinations of characteristics which have so far been disclosed only by the description and / or by the drawings.

 The attachments used in the secondary claims indicate the development of the configuration of the subject-matter of the main claim by the features of the respective secondary claim considered; they should not be interpreted as a renunciation of obtaining independent protection for the characteristics of the associated secondary claims.

 As the subjects of these secondary claims, in view of the state of the art on the day of priority, may form individual and independent inventions, the applicant reserves the right to be the subject of independent claims or requests divisional. They can also also include independent inventions having a configuration independent of the subjects of the preceding secondary claims.

 The invention is not limited to the exemplary embodiments. On the contrary, numerous variants and modifications are possible within the framework of the present disclosure, in particular variants, elements and combinations and / or materials, which can be deduced by a person skilled in the art with a view to the aim sought after. , for example by combination or modification of characteristics or elements or

<Desc / Clms Page number 21>

 of individual process steps described in the general description and in the embodiments as well as in the claims, and contained in the drawings, and which, by characteristics which can be combined, lead to a new object or to new steps of process or sequences of process steps, also insofar as they relate to manufacturing, control and treatment processes.

Claims (22)

 CLAIMS 1. Method for controlling and / or regulating an automatic transmission gearbox of a vehicle, in particular of a motor vehicle, according to which a predetermined gear shift strategy is carried out, characterized in that the gear shift strategy is influenced according to at least one suitable signal.  2. Method according to claim 1, characterized in that the speed change strategy is adapted by each incoming circumstantial signal, to a walking situation having been identified.  3. Method according to claim 2, characterized in that in the case of wheel slippage and / or a low effective speed of the vehicle, a speed change is prevented.  4. Method according to one of claims 1 to 3, characterized in that as a signal, the speed of rotation of at least one wheel of the vehicle is used.  5. Method according to claim 4, characterized in that as a signal, the speed of rotation of the wheels of the non-driving axle (not driven) is used.  6. Method according to one of claims 1 to 5, characterized in that as a signal, the effective speed of the vehicle is used.  7. Method according to claim 6, characterized in that to determine the speed <Desc / Clms Page number 23>  effective vehicle, an active bit of ASR system (anti-skid) is used.  8. Method according to one of claims 1 to 7, characterized in that one identifies by at least one signal, a walking situation, in which the speed change strategy is influenced in such a way, that during a stop phase, a double declutching mode (intermediate gas) is prevented to downshift in the pushing phase.  9. Method according to claim 8, characterized in that as a signal, the actuation of the vehicle brake is used.  10. Method according to one of claims 8 or 9, characterized in that as a signal, the vehicle speed is used.  11. Method according to claim 10, characterized in that for a vehicle speed of less than about 30 km / h, the dual clutch mode (intermediate gas) is stopped.  12. Method according to one of claims 8 to 11, characterized in that as a signal, a difference in the rotation speed of the motor is used.  13. The method of claim 12, characterized in that for a difference in engine rotation speeds before and after the speed change, less than about 800 revolutions per minute, the dual clutch mode (intermediate gas) is stopped.  14. Method according to one of claims 1 to 13, characterized in that by at least one signal, one <Desc / Clms Page number 24>  identifies a walking situation for which the gear shift is delayed.  15. The method as claimed in claim 14, characterized in that, as a signal, the actuation of the indicators (direction change indicators) is used in order to identify traffic in curves or turns as a walking situation, and delay the gear change.  16. Method according to one of claims 14 or 15, characterized in that the speed changes are delayed to increase speeds and / or downshift according to the incoming signal read.  17. Method according to one of claims 15 or 16, characterized in that the actuation of the turn signal control lever is read as a signal via a CAN type bus.  18. Method according to one of claims 15 to 17, characterized in that for actuated indicators, a threshold is reduced for determining a transverse acceleration of the vehicle.  19. Method according to one of claims 15 to 18, characterized in that in the case of actuation of the indicators, a change of speed in the direction of an increase in speed is prevented by limiting the value by a minimum value pedal used for processing the speed change switching characteristic curve.  20. Method according to one of claims 15 to 19, characterized in that in the case of actuation of the indicators, a change is delayed <Desc / Clms Page number 25>  speed in the direction of increasing speeds, by modifying the speed of the vehicle used for processing the speed change switching characteristic curve by a predetermined value.  21. Method according to one of claims 15 to 20, characterized in that in the case of actuation of the indicators, a gear change in the direction of an increase in speed is prohibited, up to a speed threshold specific to speed.  22. Method according to one of claims 15 to 21, characterized in that in the case of actuation of the turn signals, a transition to a lower speed is prematurely triggered in the event of the accelerator pedal not being actuated, by modifying the speed of the vehicle used for processing the speed change switching characteristic curve by a predetermined value.