ITMI20012761A1 - REGULATION DEVICE FOR A MOTOR VEHICLE TRANSMISSION SECTION AND PROCEDURE FOR THE OPERATION OF A TRANSMISSION SECTION - Google Patents

Description

Description

The invention relates to an adjustment device for a drive transmission section of a motor vehicle, in which an automated gearbox is inserted downstream of a vehicle engine by means of a friction clutch. It also relates to a method for operating a gearbox of this type.

A so-called automated gearbox and / or a friction clutch with an automated clutch function can be used in the drive transmission section of a motor vehicle. For an automated gearbox, usually arranged between the vehicle engine and an actuation unit driven by it, for example a gear train, it is possible to change gear automatically, ie without pre-assignment by the driver. This usually takes place depending on operating conditions, such as road conditions, vehicle speed, vehicle acceleration or other parameters.

Alternatively or additionally, a friction clutch with an automated clutch function can be provided in a drive transmission section of this type of a motor vehicle. For a friction clutch of this type, the micromechanical connection of two force transmission elements, especially an input-side clutch element and an output-side clutch element, takes place via a setting element which can be controlled by a control unit. command. Therefore, for a drive transmission section of this type, a torque transmission is provided from the vehicle engine to the drive unit or to the gear train, exclusively by means of automatically controllable components; in this regard there is no manually controllable control element, by means of which it would be possible to switch between the torque constraint between the vehicle engine and drive unit and decoupling between the vehicle engine and drive unit.

A starter is usually provided to start the vehicle engine of a motor vehicle. This during a starting process, if necessary, activates the vehicle's engine, until it has adequately reached a state of operation at idle and maintains it automatically. During a starting process of this type it is usually necessary to ensure that the engine of the vehicle in relation to a torque transmission is completely decoupled from the drive unit: this decoupling is provided in the first place in order to be able to reach one for the vehicle engine in a short time. stable operating state at idle and secondly to safely avoid a potential hazard arising when starting the engine of the vehicle with the drive transmission section closed. A potential danger of this type may consist especially in the fact that the motor vehicle with the starting of the vehicle engine being closed the drive transmission section could perform uncontrolled or uncontrollable movements for a short time.

For a motor vehicle with a drive transmission section of conventional design, especially with a drive transmission section in which a torque coupling of the vehicle engine to the drive unit takes place via at least one interposed and manually controllable component, for the starting process the decoupling of the vehicle engine from the drive unit is ensured precisely by this manually controlled component. Unlike this, a drive transmission section with a plurality of components or with exclusively automated components presents a high risk relative to starting with a closed transmission section.

The invention therefore has the task of indicating an adjustment device for a drive transmission section of a motor vehicle of the aforementioned type, in which particularly high safety is ensured even when the vehicle engine is started. Furthermore, it is necessary to indicate a method, particularly suitable for an adjustment device of this type, for the operation of a drive transmission section.

With regard to the control device, this problem according to the invention is solved with a control module, monitored for resulting errors, and with a first switching element, by means of which for a starting process it is possible to activate a starter provided for the Actuation of the vehicle engine as required, wherein a control unit associated with the first switching element is designed in such a way that a free movement of the first switching element is prevented when an error message exists for the control module.

The control module in this regard can be designed especially as a CPU having a microprocessor and can be provided as a motor control module and / or gearbox control module.

Advantageous embodiments of the execution are the subject of the subordinate claims.

The invention starts from the consideration that a particularly high safety is guaranteed also for the starting of the vehicle engine, since a free one for the activation of the starter is made dependent on a recognition that there is no closed drive transmission section and therefore suitable for transmitting torques from the vehicle engine to the drive unit. In order in this case to certainly exclude an incorrect contribution to the processing of the measured values or to the motor management itself, this recognition must be protected in the sense of error monitoring. To ensure this, the protected acknowledgment must be designed with recourse to the command module or the motor command module, per se everywhere monitored for resulting errors, where the free activation of the starter is basically made dependent on the possibility that the control module is active and therefore is above all able to recognize a closed drive transmission section.

The first switching element, via which the starter can be activated, can in particular be a starter interlock relay, this can be inserted into the vehicle electrical system via a corresponding current shunt (so-called ground ) or also through the relative power supply line (so-called positive).

Advantageously, the control module or motor control module for the reliable recognition of the resulting errors is designed for a check, repeatable on a regular basis, of its operating capacity on the basis of the analysis of a control function. For this purpose, the control module is advantageously designed in such a way that on the basis of its whole of the input data using a control function it determines a first set of control data, wherein a monitoring module, associated with the control module, on the basis of the complex of the input data using the control function determines a second complex of the control data, wherein in addition the monitoring module and / or the command module on the basis of a comparison of the first complex of the control data with the second control data complex, creates a diagnosis indication regarding the presence of a safety-relevant error.

To further increase the safety against inadvertent starting of the vehicle engine when the drive transmission section is closed, the activation of the starter is advantageously designed redundant or with two channels. For this purpose, a second switching element is conveniently provided additionally to the first switching element, by means of which the starter can be activated, whereby an activation of the activator takes place only with a free movement of both the first and the second switching element. In this case, in a further advantageous embodiment, a control unit associated with the second switching element is designed in such a way that a free movement of the second switching element is prevented when an error message exists for the control module.

In a further particularly advantageous development, the adjusting device is designed in such a way that a release of the starter for a starting process takes place depending on a friction clutch, expressly recognized as disengaged, i.e. not mechanically constrained in the transmission section driving force. For this purpose, the friction clutch is advantageously equipped with a clutch sensor, wherein the control unit associated with the first and / or the control unit associated with the second switching element is designed in such a way that a free of the second switching element, respectively, when an engaged clutch is detected by the friction clutch sensor. The friction clutch sensor in this case is suitably designed as an absolute sensor which directly supplies a characteristic measured value for the degree of clutch engagement. In this case, the absolute sensor can be implemented in particular on the basis of an optical sensor, for example using a bar-coded indicator element or a gray scale. In order to detect mechanical defects in this case without errors, in a particularly extensive manner, the friction clutch sensor is preferably arranged widely in the immediate spatial proximity of the friction clutch.

On the basis of the so-called subsequent operating behavior of the friction clutch, a particularly reliable recognition is possible, to establish whether the friction clutch is in mechanical constraint and therefore the drive transmission section is closed: when the mechanical constraint occurs in correspondence of an element of the clutch, to be properly maintained without torque, this one out of its initial movement is braked relatively strongly. On the other hand, in the absence of a mechanical constraint and therefore the drive transmission section being open, the friction clutch element, kept approximately without torque, is braked relatively weakly outside an initial movement. For a recognition based thereon of an erroneously closed drive transmission section, the friction clutch sensor is advantageously designed to determine subsequent operating behavior of a friction clutch drive motor after an electrical supply. In particular, the friction clutch sensor can in this case be designed as a speed sensor, by means of which the time course of a drive shaft for friction clutch can be determined.

For a still high degree of safety, the friction clutch sensor is advantageously protected against errors in this case, likewise in a redundant version, by an additional sensor. In order to largely exclude common error sources for the friction clutch sensor and the additional sensor in this case, the additional sensor is conveniently designed as a relative sensor. A relative sensor of this type, for example a Hall indicator, in this case produces an output signal depending on the ascertained variation of a measurement quantity.

In a particularly advantageous further development, the regulating device is additionally or alternatively designed in such a way that a free starter takes place for a starting process depending on a gearbox in the drive transmission section, which is expressly recognized as open, i.e. as not placed in mechanical constraint. The control module for this purpose is advantageously connected on the input side by a sensor for determining the position of a switching element for automated speed change. The release of the starter can therefore be made dependent on the fact that a position has been recognized for the switching element of the automated gearbox, in which an open gearbox can be safely inferred, for example in the so-called 'neutral' position ''.

With regard to the method, the aforementioned problem is solved in that a switching element, by means of which for a starting process it is possible to start a starter, provided for the activation of the vehicle engine if necessary, is blocked to deactivate the starter, when there is an error message for the engine control module.

Advantageously, the switching element for deactivating the starter is likewise blocked further when a friction clutch is recognized by a friction clutch sensor associated with the friction clutch. In order to detect whether in the further advantageous embodiment a friction clutch actor is brought from a starting position by supplying a drive current to a first final position and from the first final position by supplying when a friction clutch is engaged of an opposite control current of the same magnitude is brought into a second final position. From a deviation of the second final position by more than a pre-assignable tolerance threshold from the starting position, an engaged friction clutch is ascended in this regard and the switching element associated with the starter is blocked.

In alternative advantageous version for detecting whether a friction clutch motor is supplied with a control current in the direction of disengagement of the clutch clutch when a friction clutch is engaged, whereby the behavior is monitored after the power supply time of the speed of a friction clutch motor element, where in addition, during a comparison of the time behavior of the speed with a reference trend, a diagnostic indication is determined regarding the presence of a clutch engagement.

In the further advantageous development, the switching element for deactivating the starter is blocked when the gearbox is in mechanical constraint. To detect whether such a mechanical constraint exists, a switching element of the speed change is suitably brought into a routing and is brought there in a first and subsequently in a second extreme position, where in case of deviation of at least one of the extreme positions reached from more than one pre-assignable tolerance value from a respective reference value it is possible to trace a mechanical constraint of the speed change

The advantages obtained with the invention consist especially in the fact that with the provision of selected conditions, on which a free starter is made dependent for a starting process, a particularly high safety can be achieved even before starting the starting process. and reliability for the recognition of a drive transmission section which is in mechanical constraint. Therefore, it is possible to keep the risk or potential danger, due to a possibly closed drive transmission section, particularly modest when starting the vehicle. In this connection, an assurance of the operating capability of the motor control module or of the CPU itself, an assurance that the friction clutch is disengaged and therefore not capable of transmitting a torque, is provided as particularly suitable conditions, and, or an assurance that the gearbox is in a '' neutral '' position.

An embodiment of the invention is illustrated in more detail on the basis of a drawing. In it, Figures 1 and 2 respectively show schematically a drive transmission section of a motor vehicle.

In both figures the equal parts are equipped themselves with markings.

The drive transmission section 1 according to Figure 1 has a vehicle engine 2 coupled with a friction clutch 6 via an input shaft 4. The friction clutch 6 on the output side via a shaft 8 is connected to a gearbox of automatic speed 10, which for its part on the output side or the driven side via a drive shaft 12 is connected to a drive unit 14 of a motor vehicle, for example with a drive gear. The friction clutch 6 is carried out in the form of a clutch with an automated clutch function. Likewise, the automatic gearbox 10 is performed as a gearbox with an automated gearbox function, and precisely in the embodiment example as an automated step-change and has a certain number of predefined gears of the gearbox, at which it is engaged the friction clutch 6 is associated respectively with a fixed ratio between the speeds of the input shaft 4 and the drive shaft 12.

Furthermore, the motor 2 of the vehicle is connected to a shaft 16 of the starter which can be actuated by means of a starter 18. The starter 18 is provided to actuate, if necessary, the motor 2 of the vehicle during a starting process and for its part can be activated by means of a first switching element 20. The first switching element 20 in particular is implemented as a relay of the starter and in the case of an activation of the starter 18, i.e. during a starting process, it extends its electrical supply, since it establishes an input-side contact of the starter 18 with an internal vehicle power supply, such as a vehicle battery, represented by connection point 22.

To protect against an unwanted or anticipated starting process, for example before the availability of safety-relevant components for controlling the vehicle has been positively detected, a first control unit 24 is associated with the first switching element 20. . The first control unit 24 is designed for this purpose as a starter interlock relay and for the suppression of a starting process or for a deactivation of the starter 18 via a signal line 26 provides a suppression signal U to the first element 20. The suppression signal U in question causes a blocking of the first switching element 20 so that in the presence of this signal an activation of the starter 18 is excluded. Only in the case of absence or absence of such a suppression signal U in the first switching element 20 this can become conductive, whereby the starter 18 with a wiring, suitably designs owing to the relatively high currents required during the starting process, it is brought into contact with the connection point 22.

An adjustment device 30 is associated with the drive transmission section 1 for the control. The adjustment device 30 is designed, among other things, for controlling the automatic speed change 10 and, in the manner of a central constructive unit, comprises the control module 31 This is specially designed to determine the desired gearbox gear ratio for the current driving situation and to set it by transmitting a corresponding gearshift instruction S to the automatic gearbox 10. For this purpose the control module 31 from the output side by means of a signal line 32 the parameters provided for the insertion of the desired gear of the gearbox are connected to a selection actor 34 pre-assigned to the automatic gearbox 10, for example the position of a gearshift finger in a route. Furthermore, the control module 31 is connected by means of a signaling line 36 to a gearshift actor 38, which, in order to complete a gear engagement, after adequate positioning of the gearshift finger in the route, causes a stop engagement of the gearshift finger in an associated gear change position.

Furthermore, the adjusting device 30 is designed inter alia for controlling the friction clutch 6 which can be operated automatically. For this purpose, the control module 31 is connected by means of a signal line 40 to an actor 42 of the friction clutch associated with the friction clutch 6. The actor 42 of the friction clutch specifically sets the position of an element friction clutch 6 as a function of an SB setting instruction transmitted to it by the control module 31. The friction clutch 6 can be performed in this regard, for example, with controlled slip, where following a coefficient of friction, which is set according to the setting instruction SB, a slip of the clutch is set between two elements of the friction clutch, which is defined by the difference in the number of revolutions of shaft 8 and input shaft 4 and is carried to follow a driving magnitude.

Additionally, the adjustment device 30 can also be provided in a manner not shown in more detail for controlling the motor. In this connection, the control module 31 is connected to the engine 2 of the vehicle in the manner of an engine control module for pre-assigning setting parameters depending on the operating point.

On the input side, the control module 31 is connected via a number of further signaling lines, indicated by the arrow 50, to a number of measurement value sensors which are not shown in more detail.

The adjustment device 30 is designed to maintain particularly high safety standards, especially when starting the engine 2 of the vehicle. In relation to the concept according to which a start of the engine 2 of the vehicle, the drive transmission section 1 being closed, could lead to an undesired movement of the motor vehicle which can only be controlled to a limited extent and therefore involves danger, the control module 31 on the output side is connected by means of a signaling line 52 also with the first control unit 24 provided to suppress, if necessary, a starting process. The control module 31 is designed in such a way that in the case of a driver-activated switching process, which is to lead to the starting of the vehicle engine 2, a blocking signal SP is initially supplied to the first unit control 24, leading to the fact that this supplies a blanking signal U to the first switching element 20. In this way, a free movement of the starter 18 and then the starting of the starting process is prevented at first.

In the meantime, the control module 31 ensures that the drive transmission section 1 is open and therefore no torque transmission from the vehicle engine 2 to the drive unit 14 is possible. This can happen, for example, because the control module 31 disengages the clutch 6 and / or brings the automatic gearbox 10 to a neutral position. Only after it has been positively ascertained that the drive transmission section 1 is open and therefore a torque transmission from the vehicle engine 2 to the drive unit 14 is impossible, does the control module 31 set the output of the lock signal SP to the first control unit 24, so that this no longer supplies any blanking signal U to the first switching element 20 and therefore the starter 18 is released for a starting process.

Alternatively, the control module 31 can also be designed to issue a free signal to the first control unit 24. In this case, the control module 31 immediately after starting the starting process does not provide any signal to the unit. control module 24, and this on this basis supplies a blanking signal U to the first switching element 20. When it is therefore positively found that the drive transmission section 1 is open, the control module thereby supplies a free signal to the first control unit 24, which again subsequently sets the output of the blanking signal U. Therefore, here too, a free start of the starter 18 can only take place after it has been found that the drive transmission section 1 is open.

The control module 31 is designed in such a way that the detection to establish whether the drive transmission section 1 is open and therefore a torque transmission from the vehicle engine 2 to the drive unit 14 is definitely excluded, takes place on the basis of a detection to establish whether the friction clutch 6 is engaged or whether the automatic gearbox 10 is in mechanical constraint. In other words: a free movement to activate the starter 18 by means of the first switching element 20 occurs only when both the friction clutch 6 has been recognized as disengaged and the automatic gearbox 10 has also been recognized as not being in constraint mechanic. In the other case, i.e. when the friction clutch 6 has been recognized as engaged, or when the automatic gearbox 10 has been recognized as being in mechanical constraint, the control module 31 further supplies a block signal SP to the first control unit 24, which leads to the fact that this supplies a blanking signal U to the first switching element 20. Therefore, a free movement of the starter 18 and therefore the initiation of the starting process is prevented since the friction clutch 6 recognized as engaged, or the gearbox 10 being recognized as being in mechanical constraint.

In order to recognize whether the friction clutch 6 is engaged or disengaged, a friction clutch sensor 54 is associated with it. This is performed as an absolute sensor and monitors the position of the friction clutch setting element 6. The friction clutch sensor 54 is connected to the control module 31 via a signal line 56 and provides a parameter to this. characteristic measurement for the position of the friction clutch setting element 6. If this deviates from a reference value stored in the control module 31 by more than one pre-assignable tolerance value, the friction clutch 6 engaged and by issuing a lock signal SP to the first control unit 24 a free movement of the starter 18 is prevented.

In an even more sensitive embodiment method, for determining whether the push clutch 6 is engaged, an electrical power supply of an electric motor drive device, not shown in more detail, of the friction clutch 6 is provided for a assigned time interval in a setting direction. Thereafter, the drive unit is supplied in the opposite direction over an equal time interval. When the friction clutch 6 is disengaged and completely intact, the setting element of the friction clutch 6, which can be moved by means of the electric motor drive device, will have to assume the starting position again before power is supplied. By determining the final position and comparing it with the output position, it is therefore possible to unambiguously determine whether the friction clutch 6 is disengaged or engaged.

Alternatively, the friction clutch sensor 54 can also be executed to determine the subsequent operating behavior of an electric motor drive device associated with the friction clutch 6. In this regard, to determine whether the friction clutch 6 is engaged and if the release of the starter 18 is therefore to be prevented, an electrical supply of an electric motor drive device of the friction clutch 6 takes place, where after the electrical supply the subsequent operating behavior of the drive motor is determined, that is the time course of its number of revolutions. By comparing this time course with a reference trend, stored in the control module 31, it is possible to subsequently obtain a diagnosis indication to establish whether the friction clutch 6 is engaged.

The friction clutch sensor 54 is protected against errors by an additional sensor 58, which is logically inserted parallel to it. In the mode of a diversity redundancy, the additional sensor 58 is arranged as a relative sensor and precisely as a Hall generator on the friction clutch actor 42. This execution independently, i.e. excluding common sources of error, a recognition of engaged friction clutch 6 is possible.

In order to recognize whether the automatic gearbox 10 is in mechanical constraint or rather it is open in the manner of an idle position, the respective extreme positions of the gearshift finger in routing are determined in its routing. In order to detect whether there is a mechanical constraint, the shift finger is initially moved in the routing by means of the shift actor 38. There, the shift finger by means of the selection actuator 34 is first brought into the first and then into the second extreme position in the routing. In both extreme positions, on the basis of the actor of section 34 and the associated sensory, it is revealed to what extent the shift finger has actually reached the first or second extreme position as expected. In case of deviation between the extreme positions respectively reached and those foreseen by more than a pre-assignable tolerance value, the starting point is a mechanical constraint of the automatic gearbox 10.

In order to further improve the protection against a free, unwanted or uncontrolled starter, the adjustment device 30 itself is designed in the manner of an ensured design as a monitored system for resulting errors. For this purpose, the control module 30 additionally to the control module 31 also comprises a monitoring module 60, which is associated with it and monitors the control module 31 for resulting errors.

For monitoring errors, the control module 31 on the basis of an input data set, which can comprise for example a certain number of motor vehicle operating data, transmitted via the signaling lines symbolized by the arrow 50, using a control function determines a first control data complex K1. From the same set of input data and using the same control function, the monitoring module 60 determines a second set of control data K2. Providing that in the event of normal operation, both the control module 31 and also the monitoring module 60, the first group of control data K1 must be the same as the second group of control data K2, in the example embodiment the monitoring module 60 subsequently performs a comparison of the complexes of the control data K1, K2. However, this comparison could also be carried out by the command module 31.

For the case in which by carrying out this comparison of the control data sets K1, K2 a deviation is found, it is ascertained to an incorrect operation of the control module 31 or of the regulating device 30. This is designed so that also in this case it is certainly prevented the initiation of a start-up process. For this purpose, even in the event of ascertained malfunction of the adjustment device 30 or of the drive motor 31, a blocking signal SP is transmitted from this to the first control unit 24, so that a free or free movement of the drive is certainly prevented. first switching element 20 and then of the starter 18.

In this way, for the drive transmission section 1 according to Figure 1, a free switch occurs for the activation of the starter 18, only when there is in the first place no error signal relating to the availability and reliability of the adjustment device 30 and in detail of the relative control module 31, and when on the other hand there is a positive recognition of the fact that the drive transmission section is open and therefore is not capable of transmitting a torque from the engine 2 of the vehicle to the drive 14. This positive acknowledgment can be given by a message indicating that the friction clutch 6 is disengaged and / or by a message indicating that the automatic gearbox 10 is not in mechanical constraint.

The drive transmission section 1 'according to Figure 2 is likewise made in accordance with this design concept. As an additional measure, which increases safety by suppressing an unwanted or uncontrolled starting process, for the drive transmission section 1 ', however, the suppression of activation for the starter 18 is also performed redundantly. In this connection, a second switching element 80 is also provided in addition to the first switching element 20 for the mode of a redundant configuration, via which the starter 18 can be activated to initiate a start-up process. The second switching element 80 in this case, relative to the current branch to be released, is inserted in series with respect to the first switching element 20, so that an activation of the starter 18, i.e. the realization of the input-side contact of the starter 18 with the electric power supply inside the vehicle, represented by the connection point 22, takes place only with a free one both of the first switching element 20 and also of the second switching element 80.

Similarly to the design of the first switching element 20, a second control unit 82 is associated with the second switching element 80. The second control unit 82 in particular is also designed as a starter interlock relay and for the suppression of a process or for a deactivation of the starter 18, via a signal line 84 it supplies a suppression signal U to the second switching element 80. This suppression signal U causes a blocking of the second switching element 80, so that in the presence of this activation of the starter 18 is excluded. Only in the absence or absence of a suppression signal U of this type in the second switching element 80 can this become conductive, so that the starter 18 is brought into contact with the point connection 22.

The adjustment device 30 ', associated with the drive transmission section 1' comprises a control module 31 '. This in addition to the connections, which are also provided for the control module 31, is also connected on the output side via a signal line 86 to the second control unit 82 provided to suppress a start-up process if necessary. The control module 31 'in this case, as shown in the example of embodiment according to Figure 1, is designed in such a way that in the case of an activation process, which is activated by the driver and must lead to starting of the vehicle engine 2, a blocking signal SP is first supplied both to the first control unit 24 and also to the second control unit 82. This leads to the fact that the control units 24, 82 respectively provide a suppression signal U to the first switching element 20 respectively to the second switching element 80. In this way, a free movement of the starter 18 and also the initiation of the starting process are prevented at first. Likewise as in the embodiment according to Figure 1, the release takes place only when there is no error in the adjustment device 30 'and when with sufficient safety, i.e. after positive recognition that the friction clutch 6 is disengaged and / or the automatic gearbox 10 is not in mechanical constraint, an open drive transmission section 1 'is recognized.

Legend

1.1 'drive transmission section

2 vehicle engine

4 input shaft

6 friction clutch

8 tree

10 automatic speed change

12 drive shaft

14 drive units

16 choke shaft

18 starter

20 switching element

22 connection point

24 control units

26 signaling line

30.30 'adjustment device 31.31' control module

32 signaling line

34 selection actor

36 signaling line

38 switching actor

40 signaling line

42 friction clutch actor 50 arrow

52 signaling line

54 friction clutch sensor 56 signaling line

58 additional sensor

60 surveillance module

80 switching element

S switching instructions

U suppression signal

SB switching instructions

SP block signal

K1, K2 control data

Claims (1)

Claims 1.-Adjustment device (30,30 ') for a transmission section (1,1') of a motor vehicle, in which a automated gearbox (10), with a control module (31,31 ') monitored for resulting errors, and with a first switching element (20), via which a starter ( 18) provided for operating the vehicle engine if necessary, wherein a control unit (24), associated with the first switching element (20), is designed in such a way that a free movement of the first switching element (20) is prevented , when an error message is present for the command module (31,31 '). 2.-Regulating device (30,30 ') according to claim 1, the control module (31,31') of which, on the basis of a set of input data, using a control function, determines a first set of the control data (Kl), where a monitoring module (60), associated with the driving motor (31,31 '), based on the complex of the input data using the control function determines a second complex of the control data (K2), where furthermore the monitoring module (60) and / or the command module (31,31 ') on the basis of a comparison of the first set of control data (K1) with the second set of control data (K2), provides a diagnostic indication of the presence of a safety-relevant error. 3.-Control device (30,30 ') according to claim 1 or 2, wherein a second switching element (80) is provided in addition to the first switching element (20) by means of a redundant configuration, by means of which the starter (18) can be activated, whereas an activation of the starter (18) takes place only in the case of a free movement of both the first switching element (20) and also the second switching element (80). 4.-Adjustment device (30,30 ') according to claim 3, wherein a control unit (24), associated with the second switching element (80), is designed in such a way that a free movement of the second element is prevented switch (80), when an error message exists for the control module (31,31 '). 5.-Adjustment device (30,30 ') according to one of claims 1 to 4, wherein the control unit (24) associated with the first and / or the one associated with the second switching element (80) are designed in such a way that a free movement of the first or second switching element (20,80) is prevented when a friction clutch is recognized by a friction clutch sensor (54) associated with the friction clutch (6) grafted (6). 6.-Adjustment device (30,30 ') according to claim 5, wherein the sensor (54) of the friction clutch is performed as an absolute sensor. 7.-Adjustment device (30,30 ') according to claim 5 or 6, wherein the friction clutch sensor (54) is executed to determine the subsequent operating behavior of a drive motor (2) of the friction clutch (6) after an electrical supply. 8. Adjustment device (30,30 ') according to one of claims 5 to 7, wherein the sensor (54) of the friction clutch is protected against errors by an additional sensor (58). 9. Adjustment device (30,30 ') according to Claim 8, wherein the additional sensor (58) is designed as a relative sensor. 10.-Adjustment device (30,30 ') according to one of the claims 1 to 9, the control module (31,31') of which on the inlet side is connected with a sensor for determining the position of a control element switching for automated speed change (10). 11.-Process for the operation of a drive transmission section (1) of a motor vehicle, in which an automated gearbox (10) is inserted downstream of an engine (2) of the vehicle by means of a friction clutch (6) , where a switching element (20,80), by means of which a starter (18) can be activated for a starting process, which is intended to operate the vehicle engine if necessary, is blocked to deactivate the starter (18) when an error message exists for the control module (31,31 '). 12. Process according to Claim 11, wherein the switching element (20,80) for deactivating the starter (18) is blocked when a friction clutch sensor (54) associated with the friction clutch (6), an engaged friction clutch (6) is recognized. 13. A method according to Claim 12, wherein to detect whether in the presence of an engaged friction clutch (6) an actor (42) of the clutch from a starting position by means of the supply of a control current is brought into a first final position and from the first final position, by supplying an opposite control current of the same magnitude, it is brought to a second final position, where in the case of a deviation of the second final position by more than a pre-assignable tolerance threshold from the position starting, go up to a friction clutch (6) engaged. 14. A method according to Claim 12, wherein to detect whether in the presence of a friction clutch (6) engaged a friction clutch motor in the disengagement direction of the friction clutch (6) is supplied with a current of control, where after the power supply the time behavior of the speed of a drive element of the friction clutch is monitored, where, in addition, when comparing the time behavior of the speed with a reference trend, a display of a diagnosis. 15. Process according to one of claims 11 to 14, wherein the switching element (20,80) for deactivating the starter (18) is blocked when the gearbox (10) is in mechanical constraint. 16. A method according to Claim 15, in which a switching element (20,80) of the gearbox (10) is brought into a route and is brought there in a first and subsequently in a second extreme position, where in case of deviation of one of the extreme positions reached, higher than a pre-assignable tolerance value, from a respective reference value, it is possible to go back to a mechanical constraint of the speed change.