ITMI981201A1 - PROCEDURE AND DEVICE FOR COMMANDING A CLUTCH AND / OR A GEARBOX - Google Patents

Abstract

The invention relates to a method for learning characteristic points of the geometrical control layout of an automatic gearbox. Said control layout comprises a selection path and several shift paths, said shift paths being arranged at a distance from one another and being positioned approximately perpendicularly to said selection path. A shift element can be moved inside this layout. Said shift element can be moved in two co-ordinate directions by means of an actuator device which is controlled via a learning programme control device. A sensor detects the movement of the actuating element in each of the two co-ordinate directions. The output signals of said sensor are conveyed to the programme control device as locating signals. The programme control device detects the actuating element reaching characteristic points in the control layout and the locating signals are allocated to characteristic points in a memory device of said programme control device. The inventive device is characterized in that the programme control device detects characteristic points as they are reached by the shift element both inside and outside the selection path so that the overall geometrical control layout is represented in the memory device and constantly updated.

Description

DESCRIPTION

The invention relates to a method for learning characteristic points of the drive geometry of an automated gearbox according to the preamble of claim 1.

The invention also relates to a device for learning characteristic points of the drive geometry of an automated gearbox according to the preamble of claim 22.

The automation of gearboxes, in which a gearbox is provided, with which different gearbox tracks can be approached, by crossing a selection lane, within which a gear change is then possible, takes on more and more importance in recent times. Such automated gearboxes are cheaper than planetary gearboxes and work more efficiently.

For a perfect gearbox it is necessary to move the gearbox element by means of the actuator device along an actuation geometry and as precisely as possible. When this drive geometry is stored in a microprocessor-controlled program control, it is possible to change quickly and accurately. A problem that often arises in practice is that the precise drive geometry as a result of tolerances is different even in gearboxes of the same construction type, and varies in different points over the operating time as a result of wear.

For the solution of this problem, a computer-based method is proposed in US-PS 5.305.240 for the calibration of the neutral position of an electrically operated X-V gearshift mechanism, where the gearbox is movable in the X direction for the selection of the shift tracks e. in direction Y is in engagement with contact surfaces of a shift block. The gearbox member is moved until it rests against the respective bearing surfaces of the gearbox blocks, where the position in which the bearing takes place is recognized. A neutral position is calculated from the two bearing positions on the bearing surface of a shift block, where this determination of the neutral position is performed each time when the vehicle is stopped, so that the neutral positions are continuously updated. A peculiarity of this known method consists in the fact that the drive geometry is only detected by means of characteristic points, which are located within the shifting track, and is continuously updated.

From patent publication US-PS 4,856,360 a method for learning characteristic points of an actuating geometry of an automated gearbox is known, in which the synchronization points are detected within the gearshift tracks.

It is common to both publications mentioned that the detection of the achievement of the characteristic points by the gearbox takes place due to the fact that from the current draw of the electric motors for driving the gearbox it is concluded that it is There is an increased torque. This current measurement requires additional electrical circuit elements, such as current measurement resistors, conductors, and so on, which complicates the overall control structure. The information, which is obtained with the known method illustrated, on the drive geometry of the automated gearbox reproduces the drive geometry only in an imprecise manner and allows the stored data to be implemented only at relatively large distances.

The invention is based on the task of providing a method and a device for learning characteristic points in the drive geometry of an automated gearbox, which allows a continuously feasible knowledge of the drive geometry in such a way that changes can be carried out quickly, accurately and safely.

The part of the task of the invention, concerning the process, is solved with the characteristics of the main claim.

According to the invention, characteristic points are detected and stored which describe both the selection track and the change tracks, so that the drive geometry is reproduced as a whole in the memory device.

Thanks to the precise knowledge of the drive geometry and its continuous actuation, changeover processes can be carried out extremely quickly if required, since a controlled unwinding is possible for the changeover process itself and a controlled unwinding does not have to take place forcibly, in which the The location of the gearbox during its movement is continuously fed back by means of the location sensors.

Claims 2 and 3 relate to particularly advantageous embodiments of the method according to the invention, since thereby also during the movement of the gearbox, data on the drive geometry of the gearbox can be continuously obtained, so that an actualization takes place practically in a continuous way.

Claims 4 and 5 relate to two advantageous methods for detecting characteristic locations of linear shape.

With the features of claim 6 it is possible in a simple way, at the start of operation or in the case of a first operation or restart, for example in the event of maintenance, to start from a minimum data group in the memory device and first determine values not yet determined during commissioning and then continuously update them.

Claims 7 to 11 relate to characteristic locations used advantageously, which also include straight or curved lines.

According to claim 12, the determined characteristic places can be stored directly in the memory device or, according to claim 13, from the determined characteristic places, places can be mathematically calculated, which are then stored.

According to claim 14, the precision of the method according to the invention is improved by the fact that the elasticity between the gearbox and the components in engagement with it is taken into account.

According to claim 15, an absolute compensation of the location signals takes place upon recognition of the characteristic locations or continuously, which improves the operational safety and speed of the automated gearbox.

With the features of claims 16 and / or 17 it is possible to recognize the reaching of a characteristic location by means of the gearbox without measuring current of the drive motor, as for example from a characteristic field of the motor, which is stored in the memory device of the program control, the torque which the motor emits during the power supply to it and during the resulting motor movement is calculated.

With the features of claim 18, the advantage is obtained that upon reaching a characteristic location, information on both coordinate directions is obtained directly.

With the features of claim 19 also during operation of a vehicle equipped with the automated gearbox, i.e. with gear engaged and torque transmission, information on the drive geometry of the gearbox can be obtained and updated.

Claim 22 characterizes an advantageous embodiment of a device for carrying out the process according to the invention, which is improved in claims 23 to 25.

The invention also relates to a method for the zero compensation of an incremental measurement in the transmission of movement from an actuator to an actuating member of a device for varying the transmission ratio between a drive motor and at least one wheel of a motor vehicle. . The invention also relates to a device for carrying out the process.

The automation of speed changes in motor vehicles has become increasingly important in recent times. Such automated gearboxes are cheaper than automatic transmissions with converter and planetary units or automatic transmissions running continuously. In addition, automated gearboxes suffer from lower frictional losses than such automatic transmissions, which reduces the fuel consumption of vehicles.

The clutch and the gearbox itself in such automated gearboxes are operated by means of actuators, for example electric motors, hydraulic cylinders, and so on, where an incremental transducer is arranged on the actuator, which in the event of a further movement of the > actuator of a determined size (increment) generates a pulse, so that the number of pulses can be associated with the position of a clutch actuation member and / or gearbox actuation members.

In practice, it may happen that individual increments are lost during the count, which leads to inaccuracies in determining the absolute position. From time to time or when certain conditions arise, a reference point must therefore be approached in order to re-calibrate or compensate for the determination of the absolute position. For this purpose, zero compensation switches are used, which close when the reference point is reached and make it possible to compensate for the count state. These zero compensation switches mean additional expenditure on components, wiring, etc. costs.

The invention is based on the task of perfecting a method of the type described at the outset in such a way that safe zero compensation is possible in a simple manner. The invention is also based on the task of indicating a device for carrying out the process.

The part of the task of the invention, concerning the process, is solved with the characteristics of claim 26.

The method according to the invention does not require any additional zero compensation switch. Reaching the predetermined position, which can be formed by a stop or a change in resistance otherwise caused by the movement of the actuating member or even by a stop, is recognized only by the fact that the control unit evaluates operating parameters of the actuator and for example by means of an increase in the current absorbed at the same voltage by an electric motor, or by means of a sudden change in the speed of rotation, it recognizes that the predetermined position has been reached.

With the features of claim 27, a particularly precise zero compensation is possible, since inaccuracies are compensated for as a result of existing elasticities.

Advantageously, the position determined according to claim 28 is defined by a stop, beyond which the actuating member cannot be moved.

Claim 29 characterizes the basic structure of a device for carrying out the process.

Claims 30 to 34 relate to advantageous characteristics of the device according to the invention.

According to claims 35 and 36, a gearbox is actuated by means of the drive member.

The actuation member can also be provided according to claim 37 for actuating a clutch.

The invention is illustrated below on the basis of schematic drawings by way of example and with further details, as an exemplary embodiment.

Figure 1 represents a block diagram of the control of the gearbox of an automated gearbox;

Figures 2 and 3 show sectional views to illustrate the interaction of the gearshift member with further components of a gearbox;

Figures 4 and 5 represent perspective views of two different operating states of the gearbox;

Figure 6 shows a perspective view of a glyph for guiding the gearshift member;

Figures 7 to 12 show representations to illustrate the mode of operation of a change block;

Figures 13 to 15 are representations for illustrating the mode of operation of another embodiment of a shift block;

Figures 16 to 21 show representations of the drive geometry of a gearbox to illustrate the method according to the invention;

figures 22 and 23 are representations of a minimal scheme;

Figures 24 to 27 represent illustrations of the procedure for determining characteristic places,

Figures 28 to 31 show drive geometries with characteristic locations, upon reaching which data on both coordinate directions are obtained.

Figures 32 and 33 are representations for illustrating the determination of a shift end position,

Figure 34 shows a characteristic field of electric motor, Figure 35 shows an illustration of shift processes, Figures 36 and 37 show program flow diagrams of processes according to Figure 35,

figure 38 shows a device for operating a speed change or a clutch,

Figure 39 shows a block diagram for controlling the device according to Figure 38,

Figure 40 is an incremental section,

Figure 41 is a block diagram for controlling an electric motor,

Figures 42 to 45 show different embodiments of cam transmissions,

Figures 46 and 47 show two examples of stops provided in transmissions to carina e

Figure 48 is a flow chart of a compensation. According to Figure 1, a gearbox 2 of a gearbox is linearly movable in the direction of the double arrow W and can be axially orientated in the direction of the double arrow S, where W stands for selection of the tracks and S for gearbox. An electric motor 4 is provided for actuating the linear movement, an electric motor 6 for operating the orientation movement. For the electric motors 4 and 6, pilot circuits 8 and 10 are provided, which power the electric motors 4 and 6 for example with voltage pulses of constant height, modulated in their pulse width. The pilot circuits 8 and 10 are controlled by an electronic control device 12, which has microprocessors 12a, memory devices 12b and possibly interfaces 12c and 12d, with which analog input signals are converted into signals digital input into digital output signals and analog output signals respectively. The movement of the gearbox 2, respectively, the operation of the electric motors 4 and 6 is detected by the sensors 14 and 16, which are executed for example as incremental counters and emit a pulse at each rotation of the electric motor by a predetermined angle. The output signals of the sensors 14 and 16 are fed to the control unit 12, which receives signals on further inputs 18 about the operating status of a drive motor, not shown, of a vehicle, and as a function of these signals it controls the exchange office 2 for the execution of specific exchange programs.

It is understood that numerous further signals can be supplied to the control unit 12, for example from end position switches in the gearbox not shown, and that the control unit 12 can control further assembly units, for example a clutch not shown.

In the following, for further illustration of the invention, the per se known structure of speed change is briefly represented.

Figures 2 and 3 show sectional views of substantial parts for rationing a gearbox:

The gearbox 2 is held in a housing 20 in a movable way (double arrow W) and in a pivotable way (double circular arrow S) and ends in a shift finger 22, which for engagement in different shift forks is can be moved in the direction of the double arrow W and when rotated in the direction of the double arrow S moves one of the shift forks 24, 26 or 28 linearly in each case. There are also other gearbox constructions, in which, for example, the selection process ( selection of the shift fork) is caused by an orientation of the shift member and the actuation of the shift fork to engage a gear is caused by a linear movement.

The linear guides of the shift forks are indicated at 30 and 32. Figure 2 shows the shift member 2 in its uppermost position, in which the finger 22 hits a stop on the side of the gearbox. Figure 3 shows the gearbox 2 in its lowest position, in which a shoulder 34, executed on that side of the gearbox 2, which is opposite to the gearbox finger 22, rests on a fixed stop 36 on the box. In the case of 34 it is a further shift finger for reverse gear, whose downward path is limited by the impact against the shift rod.

Figures 4 and 5 show schematic perspective views of parts of Figure 2 in different operating states. According to Figure 4, the shift finger 22 of the shift member 2 is in its neutral position, in which it is freely movable back and forth between the shift forks 24, 26 and 28 in the direction of the selection movement W.

In FIG. 5 the shift finger 22 is located within the shift fork 24 and, according to FIG. 5, is shifted to the left in the shift direction, so that the shift fork 24 is also shifted to the left and has changed one corresponding gear. In the position according to FIG. 5, the selection movement of the shift finger 22 is blocked, since the shift finger 22 comes into contact with a flank of the neighboring shift fork 26 in the event of a downward selection movement. It is understood that the shifting movement, represented in the form of a circle in Figure 2, of the shifting member 2, in the case of precise representation, is converted into a circular movement of the shifting finger 22; in the case of small orientation movements and lever ratios, this circular movement can however be approximated by the linear double arrow S.

The embodiment of the gearshift drive, shown in Figures 2 to 5, leads on the whole to. a mobility, generally defined in the shape of an H, of the change finger 22, where the change finger 22 can be moved within a so-called selection or idle track in the direction of the double arrow W and can be moved respectively orientable within three or more change tracks , perpendicular to the selection track, in the direction of the double arrow S, where a shifting process is coupled from time to time with this movement, so that the respective tracks are called shift tracks. Shift tracks are limited by the mobility of shift forks 22, 24 and 26, the selection track is limited by stops on the gearbox.

Alternatively, the gearbox element 2 according to Figure 6 can be provided with a pin 38, which engages in a yoke 42, made within a component 40 fixed on the gearbox, which forms a selection race 44 and raceways of exchange 46.48 and 50.

Returning again to Figure 4, in the case of gearshift operations without a glyph, it may happen that the gearshift finger 22 is not positioned precisely at the height of one of the gearshift forks, so that it would drag on a movement in the gearshift direction two shift forks, which would lead to a destruction of the gearbox. Therefore there are mechanical locking devices, which are illustrated below with the help of Figures 7 to 15.

Figure 7 shows a perspective view of the gearshift member 2 with gearshift fingers 22 gear blocks 52 and 54; Figure 8 shows a section of the arrangement according to Figure 7.

As can be seen, two gearbox blocks 52 and 54 are supported on the gearbox 2, formed as a gearbox and selection shaft, one of which rests directly on gearbox fingers 22 from above and the other from below, and which , on their side of the shifting member 2, not facing the shift finger 22, engage in a fixed component 56 in such a way as to be movable together with the shifting member 2 only in the selection direction, but not from be mobile or orientable in the direction of change. Figure 8 also shows the three shift forks 24, 26 and 28, where the shift finger 22 engages in the central shift fork 26. With the help of Figures 9 to 12, the function and arrangement according to Figures 7 and 8 are illustrated:

In Figure 9, the shift finger 22 is located within the shift fork 28 at the bottom. The mobility of the two upper shift forks 24 and 26 is locked by means of the shift lock 52. The shift member or shift finger 22 can be moved upward within the selection track.

According to Figure 10, the shift finger is located within the central shift fork 26. Shift locks 52 and 54 block the mobility of shift forks 24 and 28.

According to Figure 11, the shift finger 22 is displaced to the right, so that the shift fork 26 is operated to change a gear. By means of the shift locks 52 and 54 the movability of the shift forks 24 and 28 are blocked. The shift forks 24 and 28 again block a mobility of the shift finger 22 in the perpendicular direction.

According to Figure 12, the shift finger 22 is located between the shift clutch 26 and the shift clutch 28. From this position no shifting of a shift fork can take place, since the movements of all shift forks are blocked by gear blocks 52 and 54.

Figures 13 to 15 show another embodiment of a travel lock device, which prevents two gears from being engaged simultaneously. Two shift forks 26 and 28 are shown, respectively, which are rigidly connected with linearly guided shift rods 60 and 62. Between the two shift rods 60 and 62 there is a locking pin 64, which is sized in such a way as to fully engage in one of two notches 66 respectively 68, performed on the shift rods 60 and 62, or partially in both notches . In FIG. 14 the shift fork 26 with the shift rod 60 moves to the right and pushes the locking pin 64 fully into the notch 68 of the shift rod 62. The locking pin 64 is linearly movable in a fixed guide so that it blocks a displacement of the shift rod 62.

If, as shown in Figure 15, both shift forks 26 and 28 must be moved simultaneously (force F), then the locking pin 64 does not come out of either of the two notches 66 and 68, so that the mobility of both is blocked. shift rods 60 and 62 and two gears cannot be engaged simultaneously. In the event of uneven force on the shift forks 24 and 26, the locking pin is pushed into the notch of the less stressed shift bar, so that the most stressed shift rod can be moved.

Due to the previously described path limitations for the shift finger 22, there results an actuation geometry within which the shift finger 22 or the shift member 2 can be moved. This actuation geometry is generally referred to as diagram H and is shown in figure 16. In this case, figure 16 is only one of many possible gear arrangements and number of gears, where for example the reverse gear can be positioned differently, and only four gears can be provided, even more than five or six forward gears and so on. Determining characteristic places of the movement geometry are for example the end positions EL of the individual gears R (reverse gear) and 1-5 (forward gear), the neutral track NG2 between gears 5 and R respectively 3 and 4, the track neutral 1 between gears 3 and 4 respectively 1 and 2, the position of the shift tracks SG for gears R and 1-5 as well as the transitions U between the individual gears, for example 4/2 between fourth and second gear , as well as the synchronization points, shown dashed, the synchronization point SP2, in which the synchronization of the second gear acts. The two crazy tracks NG2 and NG2 together form the WG selection track.

The geometries of the individual partial zones of the drive geometry may differ with regard to the width of the shift tracks, the positions of the shift tracks relative to each other, the distance between the travel end positions, the width of the idle tracks. , the position of the idle tracks relative to each other, the position of the travel end positions with respect to the idle tracks and the size and shape of the transitions between the shift tracks and the idle tracks. When, as in the present example, the gearbox element 2 is operated by two actuators respectively motors that are independent of each other, one of which causes the selection movement W and the other the gearbox movement S, it is particularly It is advisable to subdivide the geometric characteristic quantities for the description of the drive geometry in a manner corresponding to these directions.

Figure 17 shows characteristic places detected in the direction of change, such as the end positions EL of the individual gears and the boundaries of the idle tracks G. In this case, we start appropriately from a reference point, which may be inside or outside the drive geometry, but remains fixed, since all the count values of the incremental sensors 14 and 16 are referred to it (Figure 1), so that these count values correspond in each case to absolute geometric coordinates, which are provided with each new determination. It may also be appropriate to place the reference point itself, for example, in the center between NG 2/1 and NG 2/2, which is determined each time and to which the zero count value is then associated.

Each of the positions described or of the characteristic coordinates can be measured, since they form limitations for the mobility of the gearbox 2, so that the corresponding motor, upon reaching one of these characteristic places, with simultaneous supply with voltage pulses, reduces its number of revolutions, which is determined by the control device 12, so that the relative count value supplied by the sensor 14 or 16 can be stored as a location signal characterizing the characteristic location concerned. If a characteristic field for the respective motor is stored in the control unit 12, which contains the respective voltage pulse, the associated speed and the acting torque, then the respective torque can be determined and from known elasticities between the gearbox and the components in engagement with it can be calculated the position that the gearbox would assume in the torque-free state. The position signal can be corrected accordingly, so that the stored drive geometry corresponds to the force-free state of the gearbox 2.

Figure 18 shows a selection of data measured in the direction of selection, where each data also corresponds to a stop of the gearbox. SG indicates shift tracks respectively, the first digit that follows indicates the gear engaged in the shift track and the second digit means, in the shift direction of the respective gear, the left limit (1) of the shift track and the right limit (2 ) of the exchange track. The upper end, according to Figure 18, of the selection track is indicated with WG1, the lower end with WG2.

Figure 19 shows the transitions between the change tracks and the selection track respectively the idle tracks, where it is advantageous to measure the individual sections of transition U by means of three points each time, between which a line is interpolated as a straight line, circular segment, ellipse, parabola, hyperbola with curvature in one or the other direction (or by means of polynomials of higher degree, where more points are needed for this purpose).

Figure 20 shows a possibility with which the data determined according to Figure 17 can be reduced, since the average value of the idle lane 2 N2 and the average value of the lane are calculated from the data of the limitations of idle lane by forming the average values. neutral 1 NI. The end position values of the individual change tracks are then advantageously referred to these average values N1 and N2 of the idle tracks. For the description of the idle track respectively of selection in the change direction, two data are sufficient, namely the data NI and the data D N, which indicates the distance between NI and NZ.

Figure 21 shows a similar way of proceeding for the reduction of the data, determined according to Figure 18, to establish the centers of the change tracks and their limitations. In this case it is assumed that the centers of the opposite change tracks are aligned from time to time.

Under certain conditions, the average values of the track positions, illustrated in Figures 20 and 21, and the distances of the end positions from the average values of the idle tracks can be combined to form a minimum pattern according to Figure 2, which is a simplified representation of the drive geometry and can be characterized by only four values, i.e. the geometric position from the center point M, the distance S of the end positions of the shifting tracks and the distance W of the end positions of the selector tracks, where it is assumed that M is in the center of the selection lane and of the central shifting track and each shifting track is of equal length and the shifting tracks are aligned with each other. The minimum pattern thus formed, as shown in Figure 3, can generally be adapted in the actual drive geometry in such a way that with overlapping of all tolerance cases, the gearbox can be moved to the minimum pattern. It is therefore advantageous to initially program the minimum pattern and use it as a starting value for the self-learning measurement of the drive geometry. It is understood that the operation of a gearbox can also begin with the fully stored drive geometry, which has been previously determined, and the drive geometry is then continuously updated.

There are various methods for measuring the drive geometry and its continuous updating, which are advantageously used in combination:

a) Sampling or "static" exploration

In this case, from time to time one of the actuators or motors is stationary and the other motor moves, until the gearbox element hits a stop.

Figure 24 illustrates the sampling or exploration, during which the electric motor, associated with a selection movement, moves the gearbox 2 forward in the selection direction each time a path D W and subsequently, with W kept constant, the Another electric motor moves the gearbox member in the direction of the gearbox movement until it stops.

Figure 25 illustrates the reverse state, since the electric motor, which causes the gearbox movement, moves the gearbox 2 each time by a path D S and the other electric motor successively, with S kept constant, moves the gearbox gearbox 2 in such a way that it comes against a stop.

b) "Dynamic" sampling

Figures 26 and 27 illustrate possibilities of dynamic sampling, in which both electric motors are in operation simultaneously, for the movement of the gearbox, with relatively high speed.

According to Figure 26, the gearshift member specifies the transition zone between fourth gear and reverse gear, since a gearshift movement to the right takes place simultaneously with the selection movement upwards, so that first of all the edge of the gearbox is sampled. -stro of the selection track and therefore the oblique transition zone. During the first part represented by the movement, the motor for driving the gearbox despite a supply with voltage does not move in the gearbox direction, which is recognized as a stop, where the elasticities, as described above, can be calculated . When the edge k is then passed, the motor also rotates in the direction of change, where the increased torque is evaluated as support.

Figure 27 illustrates the opposite case, in which the shift member is moved to the left from the shift position to reverse. In this case it is moved simultaneously in the downward selection direction, so that it comes into contact with the left edge in the direction of movement of the reverse gear shift track, and after reaching the sampling edge the oblique transition .

The shift glyphs or shift patterns in the case of an automated gearbox can be modified in a targeted manner in relation to the corresponding non-automated manual gearbox so that reference points are available for measuring the shift pattern.

Figure 28 shows an embodiment of a glyph 42 (Figure 6), in which the selection track 44 is extended towards the right to form a recess 72, in which the pin 38 rigidly connected with the gearbox 2 engages When the pin 38 reaches the recess 72, then it is not movable further to the right in the selection direction nor up or down in the change direction. This position therefore constitutes a very quick possibility for calibrating the system in both coordinate directions.

The embodiment according to Figure 29 corresponds functionally to that of Figure 28, where the pin 38, rigidly connected to the gearbox 2, here engages in a recess 72, which is formed in a fixed component. Also shown are the shift forks 24, 26 and 28, in which the shift finger 22 engages.

In the case of the drive geometry according to Figure 30, between the selection race and the change raceways there are two corner areas 74, which form a stop for the pin 38, in which its mobility in both directions of the coordinates, so that here too a possibility is given for the rapid determination of a reference position. It is understood that the central position drawn by lines and points of the selection track has a predetermined displacement with respect to the reference position.

The embodiment according to Figure 31 corresponds functionally to that of Figure 30, where the reference position is given here by a reverse gear lock, which is immediately approached by the pin 38 when the gearbox is actuated, when for example you have to shift slowly from fourth gear into fifth gear.

With the aid of FIGS. 32 and 33, a possibility is described below with which a travel end position to a travel rest position can be determined reliably and precisely.

The electric motor 6 is shown (Figure 1), which causes the gearbox movement of the gearbox element 2 and which is connected with the synchronization of the gearbox teeth 80 by means of transmission members 78 not shown in detail, to which the gearbox also belongs gearbox 2, as well as by means of a sliding sleeve. The actuator or the overall actuation device is of course not ideally rigid, but has a certain elasticity, which is schematically indicated by the spring 84. The elasticity can be specifically fitted in a defined manner with any characteristic. The gear teeth 80 has a rear region 86, the purpose of which is to prevent a gear under load from jumping out. In the direction opposite to this zone, an end position stop 88 limits the path of the sliding sleeve not shown.

Assume that the drive section is taut and try to extract the gear in the "neutral" direction (arrow to the left) according to figure 33. The arrows according to figure 33 illustrate the balance of forces, where the following meanings are given :

M: moment of the drive section

R: active beam

FN: normal force

m: coefficient of friction

<F> HGrenz <: s0> 9 ^ <a> of force for the extraction of the gear.

The calculation for the grenz force results in the following formula:

where a is the rear zone angle.

As long as the force acting in the gearbox actuator is less than the force Fgrenz, only the elasticity present is stretched between the electric motor and the gear teeth.

The rest position of the gear can therefore be determined as follows:

1. Step:

When a gear is engaged, a known moment M £ is almost generated by the engine, whereby a force FE acts on the shift sleeve in the direction of the end position stop. In the ambit of the actuator el asti city, the electric motor executes a small angle of rotation, until there is an equilibrium between the moment of the motor and the resistance of the end position. . The measured angle of rotation is f £,

2. Step:

With gear engaged and the drive section stressed, taut, therefore with the vehicle fully running, a moment MH is generated by the electric motor, which causes a force F ^ in the direction of the neutral position on the sliding sleeve. In this case this force must naturally remain below the force F ^ Qrenz indicated above. Until this happens, the actuator is again tensioned and an angle of rotation f ^ in the opposite direction is measured on the electric motor.

3. Step:

The moments of the motor Me and generated by the electric motor can be precisely determined by a defined control of the electric motor via the pilot circuit or the final stage. The elasticity of the actuator is known. Therefore, by means of a simple rule of three, the position in which the actuator is without force can be determined. This position corresponds to the rest position of the gear to be memorized.

Alternatively, the rest position of the gear can also be approximately determined by determining the zero crossing of the torque of the electric motor by evaluating the motor current or the pulse width modulated voltage signal.

The elasticity of the actuator is a system design quantity and therefore a constructively conditioned input. Experimentally, the elasticity can be determined by evaluating the moment of the engine calculated with respect to the angle of rotation of the engine.

The rest position of the gear can also alternatively be determined by the fact that the motor is driven in both directions with equal moments and subsequently an average value formation takes place.

Since the rest positions of the gear in addition to the synchronization points are important characteristic places of the drive geometry, the method of proceeding illustrated with the help of Figures 32 and 33 is particularly advantageous.

Characteristic places are summarized below, which are particularly advantageous for fixing the drive geometry. It is also briefly illustrated how these characteristic places are determined. In this case the selection actuator is indicated each time that of the electric motors 4 and 6 (Figure 1), which causes the selection movement of the gearbox 2; the other motor which causes the gearbox movement is indicated as the gearbox actuator.

Shift position measurement, sampling in selection direction.

While the gear is engaged, the selector actuator moves in both directions to the stops at the track boundaries. Therefore the track widths can be determined, and in gears 1, 2, 5 or R the maximum selection path can be determined at the same time (WG 1 or WG 2 in figure 18). The measured positions are checked for plausibility. When the width of the change track is known with sufficient precision, it is sufficient to move with the selection actuator only in one direction to the stop and measure this position, since the position of the track is then defined.

Measurement of the position of the shift track, sampling in the shift direction.

When no gear is engaged and the clutch is open (for example the driver pushes on the brake, put into operation) the selector actuator can move step by step 1n an idle track. After each step the shift actuator moves in the direction of the shift track and recognizes where resistance occurs (see Figure 24). Procedures, which shorten the measurement process, such as the bisection method (interval boxing) are also conceivable. When the width of the shifting track is known with sufficient accuracy (fixed value or from previous measurements), it is sufficient to move with the selection actuator only in one direction up to the stop, since the position of the shifting track is thereby defined.

Measurement of a shift track position while the gear is being pulled out or engaged:

When the gear is engaged or extracted, the selection actuator moves and recognizes the boundary of the track.

Measurement of the overall selection path:

When no gear is engaged, for example the driver presses on the brake or when starting, the selector actuator travels the entire selection path and recognizes the stop positions. Subsequently, with control of the microprocessor, a plausibility test can be carried out, which compares the distance between the end stops with the sum of the stored individual distances.

Measurement of the positions of idle tracks, sampling in the direction of selection:

When no gear is engaged, the shift actuator can move step by step in a shift track. After each step the selection actuator moves in the direction of the neutral track and recognizes the stop. Shortened measuring processes, such as the bisection method (interval boxing), are also possible for this purpose. When the width of the idle track is known with sufficient accuracy, it is sufficient to measure only one edge stop.

Measurement of the position of the idlers, sampling in the direction of change:

When no gear is engaged, the shift finger can be positioned in the idle track between two shift tracks. By moving from both sides in the shift direction, the shift finger reaches the boundaries of the idle track. When both positions are measured in an idle lane, the width of the idle lane can be calculated.

The position of the selection actuator, from which it is measured, is known from the minimum diagrams or from previous measurements. A relative measurement for a measured quantity (for example position of the shifting tracks) can also serve as a starting point.

The position of the selection actuator can also be moved by moving step by step through the idle track, and after each step the actuator can determine the position of the idle tracks in the shift direction. When the width of the idle tracks is known with sufficient accuracy, it is sufficient to measure only one edge stop to determine the position.

Estimation of neutral from end-of-travel or rest-of-gear positions:

From the two opposite travel end positions or travel rest positions, at least approximately one neutral position can be determined by means of averaging. The end positions can also be used for a plausibility test.

Estimation of neutral from synchronization positions:

The neutral position can also be determined by two opposite synchronization positions. During the change process the change actuator stops on synchronization or becomes at least very slow. This position is in fact affected by tolerance; it can, however, serve for the rough orientation and determination of the insane position by means of mean value formation.

Alternatively, with the clutch closed, synchronization positions can be approached from the idle track and thus determined.

Estimation of neutral from arresting forces:

When the gearbox has a neutral gearshift stop, the additional stress of the gearshift actuator in the area around neutral is determined and the position is recognized from this, however this is only possible at low drive speeds, since otherwise the Speed-dependent friction reduces the stopping force.

Transition measurement:

Transition measurement, sampling in shift direction When no gear is engaged, the selector actuator can move step by step in an idle track. After each step, the shift actuator moves in the direction of the transition and recognizes a stop. The measuring process can be shortened by the bisection method (interval boxing). Instead of measuring transitions step by step, there is also the option of moving to a position previously determined for the selection actuator and determining the transition point from there in the direction of change. This is particularly possible when the position and shape of the transition are previously known. These can be stored fixed values, or they can originate from previous measurements.

Measurement of transitions in increments in selection direction: When no gear is engaged, the shift actuator can move step by step in a shift track. After each step, the selection actuator moves in the direction of the transition and recognizes where resistance occurs. The measuring process can be shortened by the bisection method Instead of measuring the transitions step by step, it is possible to move to a position previously determined by the <1> shift actuator and determine the position of the transition from there in the selection direction This is possible when the position and shape of the transition are previously known. These can be stored fixed values, or they can originate from previous measurements.

Measurements of the transitions at the extraction of the gear:

While a gear is being pulled out, the selection actuator moves and recognizes the track boundary. The transition position recognizes the selection actuator under load by the fact that the motor accelerates. The position is recognized or calculated by means of system quantities. Conclusions on the shape of the transition can also be drawn from the speed trend of the selection actuator.

Transitions as known quantities:

Practice can show that after the assembly of the actuators absolutely no measurement of the transitions is necessary, when these have already been determined in size, shape and relative position with respect to certain positions. However, this process is generally imprecise, as transitions are also affected by tolerances and wear.

Sampling in the direction of change and selection:

The above methods can be combined, as both actuators move simultaneously.

Measurement of the travel end positions:

It <1> was described above.

Absolute compensation:

All the positions and procedures described above can be used for the absolute compensation of incremental sensors of electric motors or actuators, as for the control during operation a momentary deviation from the previously stored absolute value is determined and the momentary value is corrected accordingly. .

It is understood that hydraulic drives can also be used instead of electric motors; that the distance sensors can also be applied close to the gearbox, or that stops provided in the gearbox or in the yoke can directly close electrical contacts, the pulses of which are fed to the control apparatus.

Figure 34 schematically shows a characteristic field of one of the electric motors 4 or 6 represented in Figure 1. PW indicates the pulse width of the voltage pulses fed to the motor; M indicates the number of revolutions of the engine, which can be obtained from the signals derived from the sensors 14 respectively 16, and Nj to Nn indicate the torques with which the engine is stressed. Such a characteristic field is stored for each of the motors in the device control unit memory 12.

According to figure 35, a process is shown below, in which you have to change back as quickly as possible from fifth gear to fourth gear, which is necessary for example for a sudden overtaking, and then you have to change slowly from fourth to fifth. when the overtaking process is completed. A signal as to how quickly or slowly to change is derived in the control unit 12 from vehicle information, for example the speed of the gas pedal actuation, number of engine revolutions, vehicle speed and so on.

The quick change back from fifth gear to fourth gear takes place along four sections of the route, namely the section of path A-B, the section of path B-C, the section of path C-D and the section of path D-E. The command diagram of this reverse shift is shown below with the help of figure 36.

Assume that the switchgear Γ "fast reverse" information from fifth gear to fourth gear comes. In stage 100 then the pulse-width modulated PWa voltage signals are fed to the motor S (the shift motor), where 1 means the intentional direction of rotation of the motor and a stands for the magnitude of the pulse width. At the same time, voltage pulses PWlb are fed into stage 102 from the motor W (motor for moving the gearbox in the selection direction). The relationship between the pulses PWla and PWlb is chosen in such a way that the gearbox moves rapidly in the direction from A to B. once the 0 position is reached, the motor S in stage 106 is switched off. For the selection motor W in stage 108 it is established whether the position SG51 (see Figure 18) is reached. If so, then for example the voltage supply of the selection motor in stage 110 can be amplified, so that the shift member moves rapidly from the white center line (e.g. component of the minimum pattern) from B to C. At the point B a correlation examination is not strictly necessary, since the switching off of the gearbox motor (stage 106) due to the tolerances present does not have to take place exactly at the instant in which the SG51 coordinate is reached by means of the selection motor.

When in stage 112 it is established that the SG41 coordinate is reached by means of the selection motor, both motors in stages 114, 116 are supplied with voltage pulses in relation to each other, so that the shift member moves along the line C-D. When in step 116a it is established that the synchronization point SP4 is reached, in step 118 the selection motor W is turned off, so that the coordinates relating thereto of the gearshift member do not change further. The achievement of the synchronization point SP4 can be ascertained in different ways. For example, this synchronization point can be stored in the change direction by means of the corresponding coordinate. It can also be recognized by the fact that the number of revolutions of the shift motor S decreases or increases the current absorbed by the shift motor. in the gearbox comes via the synchronization point S5 to the end position EL5. All mentioned values can be updated during the exchange process.

It follows from the foregoing that it is possible with the invention to perform extremely rapid changes in case of need, which are possible due to the precise knowledge of the drive geometry, and simultaneously during slow changes and / or with gearbox 2 not activated for a gearbox, the drive geometry can be continuously measured and updated in a new way, as well as, in the event of inaccuracies, errors can be detected in plausibility tests.

According to Figure 38, a gear finger 202 of a gearbox not shown is movable in a per se known manner in two directions perpendicular to each other, where a movement in the direction of the double arrow B causes a selection process, and a movement in the direction of the double arrow S causes a shifting process. In this case, the selection movement and the shift movement must be adapted to each other in such a way that the double H-shaped drive geometry results.

In a per se known manner, the change finger 202 is rigidly connected to a change and selection shaft 204, which is supported in an axially displaceable and orientable manner. For axial displacement of the shaft 204 or shift finger 202, an axially displaceable block 206 is required, which is provided on its underside with a groove, in which the shift finger 202 engages in such a way that the finger gear 202 is orientable with respect to the block 206, but in the axial direction of the shaft 204 is dragged by the block 206. For an orientation, an arm 208 is connected to the shaft 204 in a rotationally resistant, but axially displaceable manner, which has upwardly open grooves, in which a pin 210 of a block 212 engages, which is axially displaceable. An axial displacement of the block 212 therefore involves a shifting movement of the shift finger 202, an axial displacement of the block 206 entails a selection movement. An actuation device 214 with two actuation devices 216 and 218, constructed in a similar way, is provided for axial displacement of the blocks 206 and 212.

Each actuation device has as an actuator an electric motor 220, which is connected via a worm drive 222 with a screw 224 and a worm wheel 226 with thrust cranks 228, which normally via linearly guided components 230, which are for example hydraulic pumps or ends of Bowden tie rods, are connected with blocks 206 respectively 212. To assist the actuating devices 216 and 218 force accumulators 232 can be integrated. linear of the components 230 respectively of the blocks 206 and 212, is detected with the aid of sensors 234, which emit an output pulse upon rotation of the screws 224 by a predetermined angular quantity each time, a pulse which is evaluated for detection rotation.

At the top right in Figure 41, a clutch is shown, which has, in known manner, a release fork 242 and a release bearing 244. For the orientation of the release fork 242, an actuation member 246 is needed, which is moved for example by means of a drive device, constructed similarly to the drive devices 216 and 218.

Figure 39 shows a block diagram for the entire arrangement: Each of the electric motors 220 is connected via an output stage 250 with a control unit 252, which has a microprocessor 254 with integrated working memory as well as a memory 256 and interface of d input / output 258. The command station has several inputs 260, on which the incremental sensors 234 are also located.

The shift finger is movable, by means of the electric motors 220 and the arrangement according to Figure 38, in the selection and shift direction.

Figure 40 shows an embodiment example for an incremental sensor 234. A pole wheel 264, which has alternately polarized magnetic poles along its outer circumference, is connected in a rotationally resistant manner to the drive member 262 of the electric motor. These magnetic poles move, with a rotation of the pole wheel 264, for example in front of a coil element 266, which at its connections 268 provides a voltage pulse each time, when a pole passes in front of the coil element 266. Yes he understands that there are the most disparate embodiments of incremental sensors, for example operating with reed contacts, operating optically, operating optoelectronically and so on.

Figure 41 schematically shows the circuit of a final stage 250 for driving an electric motor 220. Four transistors 270, 272, 274 and 276 are connected in a bridge circuit with the electric motor 220 such that the electric motor 220 , depending on the switching state of the transistors controlled by the control apparatus 252, is located in one or the other direction on the voltage source 278, or the electric motor is separated from the same voltage source. Thus, the control unit 252 can control both the direction of rotation and, for example, by modulating the pulse width of the voltage pulses fed to the electric motor 220, the voltage supply of the electric motor 220. By means of a current measuring resistor 280 can be measured the current and its direction of flow through the electric motor 220.

Figures 42 to 45 show different embodiments of barrel transmissions, which instead of the screw transmission 222 of Figure 38 can be used in the transmission of motion from the electric motor 220 to an actuating member for the gearbox or clutch.

In the case of the embodiment according to Figure 42, a roller 284 disposed at one end of a lever 282, articulated at its other end, is held by a spring 286 in contact with the cam 287 of a cam disc 288 supported in such a way. rotatable and rotationally operated. There is a predetermined relationship between the angle of rotation a of the cam disk 288 and the angle of rotation B of the lever 282.

In the case of the embodiment according to Figure 43, the lever 282 is replaced by a pusher 290 driven in a displaceable manner, so that a predetermined relationship exists between the angle of rotation a of the cam disk 288 and the displacement s of the pusher 290 .

In the case of the embodiment according to Figure 44, a rotatably supported cylinder 292 has a groove 294, in which a roller 296 applied to one end of a lever 295 rotatably supported at its other end is engaged. There is a predetermined relationship between the rotation angle a of the cylinder 292 and the rotation angle β of the lever 295.

In the case of the embodiment according to Figure 45, a roller 296 engages in the groove 294, which is supported on a pin 298, which is in turn rigidly executed on a slide 300. Between the displacement s of the slide 300 and the rotation angle a of the cylinder 292 exists in a predetermined relationship.

Figure 46 shows the arrangement according to Figure 44, where the surface of the cylinder 292 is rolled up, so that the groove 294 looks like in Figure 46. When the roller reaches the end stop A2 or A1 respectively to the left or to the right, then no further movement of the cylinder 292 or of the lever 295 is possible. different correspond to the change of different gears. By reaching the stops, therefore, safe reference values are defined, on which a counter can be set, which counts the signals of the incremental sensors, when the stops are reached, i.e. in the idle state of the actuator. It is understood that the groove 294 can end obliquely with respect to the stop A1 and A2 and not, as in the example, with a parallel axis.

Figure 47 corresponds to the embodiment according to Figure 46, with the difference that the stops A1 and A2 are here not formed by a groove but by the cam 87, which is formed and adapted to the articulation of the lever 282 in such a way that in stops A1 and A2 a self-locking takes place.

It is understood that the stops could also be formed due to the fact that the barrel disc in its two end positions comes against a fixed pin 297 (dashed drawn), provided as a stop, or they could otherwise be formed by fixed mechanical stops.

An advantage of the embodiments according to figures 46 and 47, which can be modified in multiple ways, consists in the fact that no separate stop is necessary, but the stop is defined directly by the components which are in engagement with each other, where the cam is limited or self-locking occurs.

Between the drive motor 220 (Figure 38), the rotation of which is detected directly by the incremental counter 234, and the geometric movement of the shift finger 202, which is decisive for the actuation of the gearbox, there are in most cases elasticities, which lead to a falsification of the association between the position of the shifting member 202 and the counting state of the incremental counter 234. For precise compensation of the counting state at the position of the shifting finger 202 when a stop is reached, it is therefore necessary to take account of this elasticity.

It is assumed that a displacement of the shift finger respectively of a component, which comes against a stop, along a path OS corresponds to a change in the counted state of DN, therefore.

(1)

where the increase in movement is what causes the counting state to vary by 1.

It is therefore assumed that the elasticity in the transmission of motion between. the point, at which the incremental counter performs the measurement, and the component, which comes against a stop, amounts to:

(2)

where DSe is the displacement of an input member operated by the actuator, which is directly surrounded by the incremental sensor,

F is the force with which a component comes against the stop, and Ce is the elasticity in the transmission of motion.

The force F, which is present in the transmission of movement from the actuator to the component that stops, can be determined differently:

For example, on the basis of a stored characteristic field of the motor, from the voltage supply of the motor and the number of revolutions of the motor (e.g. the state of rest) the moment of the motor and thus the force can be read, or the current flowing through the motor, and from this the torque can be calculated.

From (2) and (1) it follows:

(3)

When the counting state, which is read on the component that is on the stop and is stressed by the force F, is equal to Nj, this value must therefore be corrected by the value DNe to obtain the updated reference value NQ, which corresponds to the counting state with unsolicited stop, i.e. with force-free motion transmission.

It is understood that the reference value can also be chosen in such a way that the transmission of movement at the time of its implementation is under a predetermined force, where in this case the ratios under the effectively reigning force are recalculated on the basis of the predetermined force. , or the motor is driven in such a way that the predetermined force is established.

Another possibility of defining a force-independent reference value consists, for example, in the fact that both stops A1 and A2 are approached with equal and opposite moments and that the average count state is defined as the reference value.

With the help of a flow chart according to Fig. 48, an update of a reference value or an offset to zero is shown below:

It is assumed that the control apparatus 252 on the basis of operating data of the motor vehicle determines a change order, so that in step 300 pulse width modulated voltage signals are sent to the motor 220, and the motor starts with a number of revolutions established corresponding to the predetermined pulse width, and displace the movement transmission members. In step 302 it is continuously checked whether the temporal variation of the counting state N, which directly depends on the number of revolutions of the motor, is below a threshold value s. If not, then the motor is further supplied with voltage pulses. As soon as this has happened, the counting state in step 304 is entered into memory 256, since the drop below the threshold value as is very close to zero, and is evaluated as reaching a stop, so that it represents a value of reference. In step 306 the force F is then calculated, which is exerted by the motor within the motion transmission, since for example the motor current is measured, and from the voltage, current and characteristics of the motor the moment of the motor is calculated or it is determined by a stored characteristic field; subsequently the correction of the reference value DNe is calculated from the known elasticity of the motion transmission and the force now determined, and a value NI - DNfi is stored as a new reference value. Subsequently in step 308 the engine is turned off, since it is ensured that the shift end position has been reached.

It is understood that numerous variations of the method are possible, for example the reference value can also be formed by the fact that the torque of the motor increases instantaneously or the number of revolutions decreases instantaneously, when a stop or a synchronization point is exceeded.

Establishing the reference value with the help of a stop, in particular when this stop is formed by a self-locking in the sense of Figure 46 or Figure 47, is particularly advantageous since in this case the motor stops, i.e. the its torque can be determined with particular safety, and the geometric position of the stop is uniquely defined. It is understood that the correction value or the reference value updated from time to time can be examined for plausibility, so that abnormal deviations can be evaluated as errors in the system or damage.

A procedure for learning characteristic places of the drive geometry of an automated gearbox, where the drive geometry contains a selection track and several shift tracks spaced apart from each other, approximately perpendicular to the driving track. selection, within which a gearbox member is movable, which can be moved by an actuator device, under command of a learning program command, in two coordinate directions, where the movement of the actuation member in each of the two directions of the coordinates is detected by a sensor, whose output signals are fed as location signals to the program command, and in which the program command is recognized, when the actuating member reaches characteristic places of the actuating geometry, where in a memory device of the program control the respective location signals are associated with the characteristic locations, is characterized in that and by the program command the reaching of characteristic places, which are inside and outside the selection track, is detected by means of the gearbox, so that the drive geometry is reproduced as a whole and continuously updated in the switching device. memory.

Method for the zero compensation of an incremental measurement in the transmission of motion from an actuator to a drive member of a device for varying the gear ratio between a drive motor and at least one wheel of a motor vehicle, where the motion transmission between the actuator and an actuating member is detected by means of an incremental sensor, whose output signals are counted and fed to a control device equipped with a memory device, and are used to control the operation of the actuator , where a predetermined position of the actuating member corresponds to a reference value stored in the memory device, which procedure contains the following steps: actuation of the actuator until the actuating member reaches a predetermined position, recognized by variations predetermined operating parameters of the actuator in the device of c By command, reading of the counting state corresponding to the predetermined position, and storing this counting state as a new reference value.

The patent claims filed with the application are proposed for formulation without prejudice to obtaining further patent protection. The Applicant reserves the right to claim still further characteristics disclosed so far only in the description and / or in the drawings.

The references used in the sub-claims refer to a further embodiment of the subject matter of the main claim by means of the characteristics of the respective sub-claims; they are not to be understood as a waiver of obtaining autonomous objective protection for the characteristics of the sub-claims containing the references.

However, the objects of these sub-claims also form autonomous inventions, which have a configuration independent of the objects of the previous sub-claims.

Furthermore, the invention is not limited to the exemplary embodiments of the description. On the other hand, numerous variations and modifications are possible within the scope of the invention, in particular variations, elements and combinations and / or materials, which for example by combining or modifying individual characteristics or elements or process steps are inventive in connection with the general description and with embodiments as well as are described in the claims and contained in the drawings, and by means of combinable characteristics they lead to a new object or to new process steps or sequences of process steps, also with regard to manufacturing, testing and working processes.

Claims (37)

CLAIMS 1. Procedure for learning the characteristic places of the drive geometry of an automated gearbox, where the drive geometry contains a selection track and several gear tracks spaced from each other, approximately perpendicular to the driving track. selection, within which a gearbox member is movable, which is movable by an actuator device, under command of a learning program command, in two coordinate directions, where the movement of the actuation member in each of the two directions of coordinates is detected by a sensor, the output signals of which are fed to the program control as location signals, and in the program control it is recognized when the actuating member reaches the characteristic places of the actuating geometry, where in a switching device memory of the program command, the respective location signals are associated with the characteristic locations, characterized in that by the command The program detects the reaching of characteristic places, which are inside and outside the selection lane, by means of the gearbox, so that the drive geometry of the memory device is reproduced and updated continuously as a whole. Method according to claim 1, characterized in that during a movement of the gearbox member in the selection direction, the longitudinal edges of the selection track and / or the transition zones between the longitudinal edges of the selection track and the longitudinal edges of the change tracks are determined. Method according to claim 1 or 2, characterized in that the longitudinal edges of the respective shift tracks and / or the transition zones between the longitudinal edges of the shift track are detected during a movement of the shift member in the shift direction. gearbox and the longitudinal edges of the selection track. Method according to one of claims 1 to 3, characterized in that the drive member is moved in a step-by-step coordinate direction with predetermined step widths, and at the end of a step it is moved respectively in the other direction of coordinates until reaching a characteristic place. Method according to one of claims 1 to 3, characterized in that the drive member is moved with simultaneous actuation in both coordinate directions along a characteristic location. Method according to one of claims 1 to 5, characterized in that a minimum diagram is stored in the memory device, which contains a center line of the selection track and a center line of the change track. Method according to one of claims 1 to 5, characterized in that a minimal pattern is stored in the memory device, which contains a central line, and is activated prior to initial commissioning or restarting or in as part of an emergency strategy. Method according to one of claims 1 to 7, characterized in that the ends of the shift tracks are determined as characteristic locations. Method according to one of claims 1 to 8, characterized in that the opposite longitudinal edges of the shift tracks are determined as characteristic locations. Method according to one of claims 1 to 9, characterized in that the opposite longitudinal edges of the sorting track are determined as characteristic locations. Method according to one of claims 1 to 10, characterized in that the transition regions between the longitudinal edges of the selection track and the longitudinal edges of the change track are determined as characteristic locations. Method according to one of claims 1 to 11, characterized in that the synchronization points of the gears are determined as characteristic locations. Method according to one of claims 1 to 12, characterized in that the defined characteristic locations are stored in the memory device. Method according to one of claims 1 to 12, characterized in that mathematical places are calculated from the determined characteristic places and stored in the memory device. 15. Process according to claim 14, characterized in that from the characteristic places determined, taking into account the actuating forces of the gearbox and the elasticity of the components which are in engagement with it, characteristic places are calculated, which correspond to the position of the gearbox without actuating force. Method according to one of claims 1 to 14, characterized in that the determined or calculated characteristic locations are used for absolute compensation of the location signals, in particular for incremental distance measurement. Method according to one of claims 1 to 16, characterized in that the attainment of a characteristic location by means of the gearbox is recognized by a change in the relationship between the power consumption of a drive motor for the movement of the gearbox and the motion emission of the drive motor. 18. Method according to one of claims 1 to 16, characterized in that the attainment of a characteristic location by the control member is recognized by a change in the relationship between the power consumption and the power output of a drive motor. Method according to one of claims 1 to 16, characterized in that the shift member is moved by means of the actuating device to a characteristic location in which its further movement is blocked in both coordinate directions. Method according to one of claims 1 to 19, characterized in that the gearbox member is displaced by means of the actuator device to a characteristic location in which its further movement in one direction and its movement in one direction is blocked. opposite direction begins only when an actuating force determined in the opposite direction is exceeded, which is calculated from the already known elasticity between the gearbox and components with which it is engaged in the characteristic location, and from the actuating forces acting on the gearbox the position of the gearbox free from actuating forces is calculated, and this position is evaluated as the position of the characteristic locus of the drive geometry. Method according to one of the preceding claims, characterized in that, with the gear engaged and unloaded in the end position, the selection actuator determines the longitudinal edges of the change tracks. 22. Device for the learning of characteristic places of the drive geometry of an automated gearbox in particular according to claim 1, containing a gearbox with a gearbox element movable along a selection track and a plurality of gear-change tracks in turn perpendicular to the selection track, where the selection track and the shift tracks belong to the drive geometry of the gearbox, an actuation device for moving the shift member in a coordinate direction, a location sensor for sensing the position of the shifting element in this coordinate direction, a further actuating device for moving the shifting element in a further coordinate direction, a further location sensor for determining the position of the shifting member in the further coordinate direction, and a control device with a processor unit for performing di various programs and a memory device for storing programs running corresponding to external control signals for controlling the drive devices and for storing characteristic locations, derived from output signals from location sensors, of the gearbox drive geometry of speeds, which are continuously updated and flow into the control programs for the actuating device, characterized in that there is at least one characteristic location different from a gearbox end position, upon reaching which a further movement of the member is blocked change in both coordinate directions. 23. Device according to claim 22, characterized in that the characteristic place is located in the extension of the center line of the selection track. 24. Device according to claim 22, characterized in that the characteristic place is formed by the external boundary between the selection track and a change track, which only moves away from the selection track on one side. Device according to claim 22, characterized in that the characteristic location is formed by a mechanical reverse lock. 26. Method for the zero compensation of an incremental measurement in the transmission of movement from an actuator to a drive member of a device for varying the transmission ratio between a drive motor and at least one wheel of a motor vehicle, where the transmission of movement between the actuator and the actuating member is derived by means of an incremental sensor, the output signals of which are counted and fed to a control device equipped with a memory device, and are used to control the operation of the actuator, where to a predetermined position of the actuation member there corresponds a reference value stored in the memory device, which procedure contains the following steps: actuation of the actuator until the actuation member reaches a predetermined position, recognized by predetermined variations of operating parameters of the actuator in the control device, the setting of the counting state corresponding to the predetermined position, and storing this counting state as a new reference value. 27. Method according to claim 26, where the incremental sensor directly detects the position of the actuator, upon reaching the predetermined position the force with which the actuator acts on the actuating member is determined, from the force and elasticity between 1 'actuator and the actuating member the number of increments is calculated, the counting status of which must be corrected, corresponding to the predetermined position, for a predetermined force between the actuator and the actuating member, correction of the counting status of this number and storage of the correct counting status as a new reference value. Method according to claim 26 or 27, wherein the predetermined position is defined by a stop. 29. Device for carrying out the method according to claim 26, containing an actuator for the movement of an actuation member of a device for varying the transmission ratio between an actuation motor and at least one wheel of a motor vehicle, a sensor incremental in the transmission of movement between the actuator and the actuating member, a control unit containing a microprocessor with a memory device, to which the output signals of the incremental sensor are fed for conversion into location information, for the control of the actuator , and a stop in the transmission of movement between the actuator and the actuating member, which blocks a further movement of the actuator, where the achievement of the stop is detected by variation of the operating parameters of the actuator in the control device, and the relative location information is stored as a reference value in the memory device. 30. A device according to claim 29, where the incremental sensor directly detects the movement of the actuator and the stop determines the position of the actuating member. 31. Device according to claim 29 or 30, wherein the mobility of the actuating member is limited by a stop in both directions. 32. Device according to claim 30 or 31, containing a device for determining the force, which is exerted by the actuator on the actuating member, a device for determining the number of pulses sent to the incremental counter upon a movement of the actuator , in such a way that it exerts a predetermined force on the actuation member, and a device for correcting the reference position, stored in the memory device, with the number of pulses. 33. Device according to one of claims 29 to 32, where the stop is formed by a fixed component for supporting a component contained in the transmission of movement between the actuator and the actuating member. 34. Device according to one of claims 29 to 32, where the stop is formed due to the fact that the relative mobility of two components, contained in the transmission of movement between the actuator and the actuating member, is limited by a cam performed on one of the components and sampled from the other component. Device according to one of claims 29 to 34, wherein the actuation member for carrying out the shifting process is provided in an automated gearbox. Device according to one of claims 29 to 34, wherein the actuation member for carrying out the selection process is provided in an automated gearbox. 37. Device according to one of claims 29 to 34, wherein the actuation member is provided for actuating a clutch. stage 122 the S engine is also turned off. In this way a rapid change from fifth gear to fourth gear was made. The process of shifting upwards from fourth gear into fifth gear is illustrated below, which can take place slowly after evaluating the operating and vehicle parameters in the control unit 12. In stage 140 pulses PW2f are applied to the selection motor, and in stage 142 the shift motor S is simultaneously supplied with voltage pulses PW2g. The 2 means that the directions of rotation of the motors are therefore reversed. The stock exchange moves from E towards F. If it is now found in stage 144 that the motor moment N is above a certain moment (evaluation of the characteristic range according to Figure 34), either it is found that the motor speed has fallen to a value equal to zero or is having ascertained that the current absorption of the motor has increased considerably, this is evaluated in the sense that the delimitation of the SG41 change tracks is reached and the memory value of the relative coordinates is updated in stage 146. The gearbox resting on the delimitation of the gearshift tracks is moved by the gearbox motor S from F to G. In G the moment of the engine W suddenly decreases. When the engine moment N is below the value Ns but above a further predetermined value Ns2 and the engine speed W is above a predetermined number of revolutions NI, this is evaluated in the sense that the gearbox moves along the U4R transition. This 04R transition is actualized in stage 150. When the point H is reached, the motor moment W suddenly drops below a predetermined value NS3 and the number of revolutions rises above a predetermined value N2. This is evaluated in stage 152 in the sense that point H is reached, whereupon in stage 154 voltage pulses for an opposite direction of rotation are supplied to the shift motor S, so that the shift member moves to the edge. NG22 of the selection track. When in stage 156 it is found that the load moment of the selection motor M is greater than a predetermined value M4 and the number of revolutions amounts to zero, this is evaluated as a stop on the edge MG22, so that in stage 158 the corresponding coordinate and in stage 160 the S gearbox motor is switched off. It is understood that before each implementation in a coordinate, determined by resting the gearbox member at a boundary, an elasticity compensation calculation can be performed, as previously illustrated, in a subroutine. The presentation of the flow chart ends here, since it looks similar for the further development of the change process. The shifting process takes place from J to K, where the support against the boundary of the selection tracks WG1 is used for the new ignition of the gearbox motor and upon reaching the boundary of the idle tracks NG21 the selection motor is switched, until at which the center of the SG5R exchange lane is not reached, after which av