KR980010048A - How to adjust the car transmission function and the car using this method - Google Patents

Abstract

The present invention relates to a method of monitoring a vehicle transmission function and to a motor vehicle performing the method, wherein the transmission has at least one variable position gearbox component and the displacement of the gearbox component changes gearbox translational changes. Cause The sensor senses the position of the variable position gearbox component and the computer unit checks from a predetermined criterion indicating whether the variable position gearbox component has been placed at a predetermined target position. In an embodiment of the invention this decision criterion is sensed within the learning process area.

Description

How to adjust the motor transmission function and the car using this method

The present invention relates to a method for adjusting the function of a gearbox assembled in a motor vehicle driven by a drive motor, preferably an internal combustion engine, in order to change the speed ratio between the output shaft of the drive motor and the driven wheel of the motor vehicle. The gearbox includes a gearwheel drive, which is translated and translated by engaging different pairs of gearwheels with the drive or output shaft, ie with an automatic gearbox connected to a dynamic converter with one or more planetary wheels, or with each other. The change is made by braking or separating the infinitely variable gearbox, such as the loop contact gearbox, and the other components of the automatic transmission, and the speed change is made by changing the position of the cockwheel relative to the other cockwheel. The infinitely variable transmission may be a corner pulley belt contact gearbox.

With this type of transmission, the loop contact device is mounted to be capable of driving between two sets of corner pulleys and the active radius of the contact loop for the two sets of corner pulleys will be changed. Common to all transmissions is that the position of at least one component mounted on the gearbox must be changed to produce a translational change. The invention also relates to a motor vehicle which intends to use the method described above.

The exact function of the gearbox depends on whether the variable position gearbox element is placed in the correct position during the translational change. If the correct position is not reached, the function of the transmission will not be executed correctly, which can lead to unexpected driving situations that cannot be handled by the driver or damage the gearbox.

When the automatic control process occurs in a vehicle, the above-described malfunction of the gearbox becomes an important problem. This is because the user's ability to correct the wrong function is limited and thus damaged by the above malfunction.

It is an object of the present invention to provide a method for adjusting a vehicle and a gearbox which is simple in structure and operation and which is suitable for carrying out a method which permits reliable adjustment of a gearbox having at least one variable position gearbox component. . The adjustment is made during operation or repair of the gearbox components so that the data of the gearboxes are stored in the microprocessor memory.

It is an object of the present invention to provide a method in which a reference value to be used later in a gearbox or in an automobile is determined.

In addition, according to the present invention, the gearbox is simple in structure, low in cost, and proposes a method of improving the prior art.

This is achieved according to the features of claim 1. It is advantageous if the steps according to the following method are carried out;

Sensing of the output signal of the sensor device via the computer unit at the first starting position, storing of position data values, derived from the output signal, with respect to the first position in the storage device, variable position gearbox as close as possible to the predetermined target position Operation of operating parts connected to variable-position gearbox parts for positioning components, inferring output signals from the sensor device at changed positions via a computer unit, determining position data indicating the position, storing position data values in storage, Determination of the position data value according to a predetermined criterion determined through the computer unit, and repetition of each process step until the predetermined criterion is met.

The above-described repetition process may be executed so that the gear is connected to the starting position or the other position. After that, the gear is shifted to the gear corresponding to the target position or another gear.

The motor vehicle according to the invention is the subject of the invention.

The present invention relates to a drive motor, a transmission having at least one variable position gearbox component in which a change in position of the gearbox component causes a change in gear translational motion, a clutch mounted between the gearbox and the drive motor, and a signal from a sensor. A motor vehicle comprising a sensor device having at least one sensor of a program-controlled computer unit comprising at least one processor for processing, said sensor device generating a signal varying with the position of the same at least one displacement gearbox element. The sensor device is assembled, and the data storage device is mounted to store the position data value for the predetermined target position of the variable position gearbox component, and the computer unit is a data storage device for the determination criteria generated for each target position. Check the position data values stored in the The position of the parts is provided so as to check that fully meets the aforementioned criteria. A signal corresponding to the gear position of the gearbox component is thus generated, which is manually actuated by a handle, such as a shift lever, or automatically actuated or positioned by an actor. By adjusting the position data, the actual gearbox position of the gearbox components can be detected and the actual gear setting always adjusted.

The method according to the invention can adjust the position of the variable position gearbox component so that it can reliably adjust the function of the gearbox.

With gearboxes manufactured according to a series of general production criteria, it is not known exactly where the variable position gearbox components occupy and which correspond to the specific functions specified. This is due to the fact that the tolerances of each component of the gearbox are added differently, so that fixing in a specific position using a design feature is likely to be wrong. If this error is accepted, there is a risk that the displacement gearbox components will not be placed in the correct position and lead to malfunctions.

Variable position gearbox components are gearbox components which are preferably related to the torque transmission of the gearbox.

If the gearbox components are not in place, the entire torque transfer can be interrupted. Therefore, a dangerous driving situation occurs and the driver will be surprised. Torque is also transmitted from the drive and output to the gearbox, which can cause undesirable movement, such as vibration of the synchronizer sleeve, which adversely affects variable position gearbox components and other gearbox components.

If torque transmission is not hindered by the malfunction of a gearbox component, for example an infinitely variable transmission, the wrong position will lead to the wrong speed, which will cause a sudden shock in the drive train, which is perceived by the driver as unacceptable. And on the other hand it will create an undesirable driving situation and cause damage.

It is sensed that the torque transmission is made when the variable position gearbox component is placed in position according to the instructions of the present invention and that the gearbox component is placed in position. If this is not detected, the control cannot control any torque that can be transmitted by the clutch. The aforementioned risks can be completely and reliably eliminated. The risks that arise when the variable-position component is not placed in the suggested position can cause notable damage. In the event of incomplete movement of the gearwheel or toothed element, the complete moment is transmitted only to some areas of the toothed element. Therefore, it may be damaged.

According to the present invention a sensor is assembled which generates a signal which changes at least one variable position gearbox component in accordance with the signal position.

When the sensor is regarded as an electrical sensor that measures a change in electrical resistance, inductance or capacitance, this change in electrical value is associated with a change in position of the gearbox component. Thus, a transmitter is used, which consists of two parts, one part of the transmitter being actively connected to the variable position gearbox component and the other part of the transmitter fixed to the part, where the position is set for the part. This part may be a gearbox housing or similar part but may also be a second part, the position of the second part being similarly changed within the gearbox but with respect to this part the position is fixed relative to the variable position gearbox part.

In addition to the inductive, capacitive and resistive transmitters whose path changes cause changes in the electric field, electrical resistance, the sensor device may be measured for physical values whose displacements are affected by the path. It is an elastic component that deforms through displacement of gearbox components, and this deformation is detected through force measurements or elongation measurements. This type of sensor device includes a spring that is deformed by the motion of the variable-position gearbox component, so that a spring reaction force is generated, which can be detected by piezoelectric transmitters or other force measuring devices.

In addition, an optical transmitter, that is, a transmitter whose path change is detected according to an interference process or the like may be used.

The displacement determination is made using a digital sensor device, that is, a large number of impulses are generated in accordance with the amount of momentum and the impulses depend on the path elongation and are calculated by the corresponding counter.

The displacement of the gearbox components is not only displaced along a predetermined path, ie causes a two- or three-dimensional path change as well as a one-dimensional path change. In the two-dimensional displacement occurring in one plane, two sensors of the type described above are used and starting from a positive sinusoidal system, sensors for determining the change in motion in the X or Y direction can be suitably combined. Three sensor signals are required for spatial displacement, which can be generated by three separate or combined transmitters.

In addition to 1,2,3 dimensional displacement, variable position gearbox components or components actively connected with the gearbox can be provided, so that rotation occurs either fixed or about the displacement axis of rotation. In this case the sensor is made so that the angular displacement of the gearbox component or the component connected to the gearbox is detected. All the above mentioned methods can be considered, in particular inductive, capacitive or resistive transmitters are used as well as impulse calculation methods for electrical and electro-optical processes. However, the rotational motion around the axis of rotation may be considered as a one-dimensional motion. Rotational motion about the axis and axial motion along the axis may be considered two-dimensional motion.

Independent of the type of sensor, the sensor or received signal is converted so that in particular an electrical signal is received, which is influenced by the position of the displacement gearbox component. If the signal is an analog signal it will be converted from a digital device to a digital signal.

According to the present invention, at least one computer unit is provided. The computer is mounted in a car with a built-in gearbox. A computer is a device that performs only functions according to the present invention. But the computer may be part of a car central computer that also performs other functions. Conveniently the computer unit is combined with the computer unit in a motor vehicle which performs control in the motor vehicle drive part. This may be a computer that performs engine control, a computer that performs collection control or a computer that performs control of an automatic clutch. The computer may also combine some or all of the functions described above.

According to another embodiment of the invention the computer unit is mounted on the outside of the motor vehicle. This computer unit may be a computer unit at a vehicle production site or a computer unit arranged in a workshop for maintenance of a transmission or gear. The external computer unit is combined with, or coordinates with, and functions the aforementioned computer unit inside the vehicle.

According to the invention an actuating part connected to the gearbox component is actuated to position the gearbox component as close as possible to at least one preset position, the target position. The actuating part is, for example, a hydraulically actuated part connected to the selection fork, the shift rod, the shift lever connected to the shift rod or the variable position gearbox component.

The required location is a preferred location and is not limited to the location characterized by any intrinsic properties. In a conventional transmission, the required position is a position where a specific gear is engaged. The required position in the automatic transmission is a position corresponding to a shift in which specific parts of the automatic transmission are completely separated. The position required for the infinitely variable transmission is the position corresponding to the largest translational, smallest translational or intermediate translational ratio.

After the movement is completed, the sensor's output signal is detected and transmitted to at least one computer unit, which is derived from the position data values that set the position in one or two or three-dimensional devices taking into account the angle of rotation.

The computer unit evaluates the position data value according to a predetermined criterion.

The determination criteria are compared with values stored in the storage device. In addition, the criterion may be a computer processing process operated according to a predetermined program in a computer and through which position data is processed and determined in a set manner. Further, the criterion for determination may be obtained by a method that starts only when the operation process ends.

The solution according to the invention has important advantages.

The method according to the invention makes it possible to reliably detect the position of the gearbox parts independently of all manufacturing tolerances. The malfunction of the gearbox is thus ruled out by incorrect positioning of the gearbox parts.

A particular advantage according to the invention lies in the fact that a large amount of clearance is made for the placement of the sensor. The influence of manufacturing tolerances is eliminated in accordance with the present invention so that the sensor may be mounted away from the variable position gearbox component. In fact, the sensor is assembled to all components connected to the variable-position component with virtually no play, and if there is a play, the components can be added to the movement of the variable-position component or the play will not affect the position of the variable-position gearbox component at a defined position. The play may be oriented. In all respects a certain play can be considered.

Therefore, the present invention can mount the sensor on the outside of the actual gearbox housing if the variable position gearbox component embedded in the gearbox housing is provided to the actuating component operating on the outside.

With a conventional displacement gear combination, the sensor can be mounted on a shift rod or shift lever. Thus, the sensor is kept completely out of the gearbox housing and is not subject to prevailing conditions in terms of hydraulic pressure, temperature, and the like. Also no measures need to be taken to transmit electrical signals from the sensor device in the gearbox housing.

According to the first embodiment of the method according to the invention the judgment criteria are stored almost invariably in the computer unit. The criterion is then derived from the details of the gearbox type and no longer changes in the gearbox.

According to a preferred embodiment of the invention the motor vehicle is equipped with an automatic control clutch. The clutch is closed as soon as the variable position gearbox reaches the preset position through displacement adjustment. The predetermined position, which is the target position, need not be a position corresponding to a position completely connected to the shift gear combination. Therefore, the clutch can be closed simultaneously before the actual displacement process is completed, i.e. when shifting from one gear to another. In this way, not only can the gearbox malfunction, gearbox control and clutch control be prevented, but the automatic control clutch also minimizes the time interval required to open the clutch and perform the torque transfer function during the displacement of the variable position gearbox part. The safety of the car can thus be increased. Therefore, the driving power after the shifting process when reaching a certain position can be utilized more quickly than when the corresponding adjustment is not made.

The features, advantages and usability of the present invention will become apparent from the following detailed description of the embodiments taken in conjunction with the accompanying drawings.

1 is a view showing a transmission gear for explaining various embodiments of the present invention.

2 is a plan view of the synchronizer sleeve and the shift tooth element of the transmission according to FIG. 1;

3 shows a fully engaged shifting tooth element.

4 is a view according to FIG. 2 arranged at a particular position;

5 is a view according to FIG. 2 showing a particular position of the shift tooth element; FIG.

6 is a view similar to FIG. 2 for length measurement.

6A is a view for explaining a particular position during a shift process;

FIG. 7 is a view similar to FIG. 2 illustrating another embodiment. FIG.

8 shows an infinitely variable transmission.

9, a, b, c, and d are views for explaining various embodiments of the sensor device.

10 is a block diagram of a motor vehicle embodiment according to the present invention.

11 is a flow chart.

The invention is described in connection with individual embodiments. The different possibilities of combining the features of the embodiments to limit the scope are not described separately. It should be noted, however, that the features of the various embodiments can be combined together. Combination possibilities are evident from the claims and the signs appearing in the dependent claims. The invention is first described with respect to a group of embodiments in which a transmission in accordance with the prior art is used.

By term, transmission means gearboxes in which the input speed is transmitted through a gear combination which is in contact with the output speed. The ratio between the input speed and the output speed is variable in the following steps. Here also coaxial and non coaxial synchronizer sleeve gears, sliding gears, shift dog gears, V-belt gears are configured in the transmission. For simplicity, the following embodiments refer to a synchronizer sleeve gear which should not be considered as limiting the use of the invention in the case of transmissions.

1 schematically shows a transmission. A drive (not shown in the figure), such as an auto cycle or a diesel cycle engine, drives the shaft 1 connected to the flywheel 2. Inside the flywheel 2, a single plate dry clutch 3 is configured. The rotational movement of the end plate dry clutch 3 is transmitted to the gearbox housing 5 via the input shaft 4 in the gearbox. The input shaft 4 is mounted in the housing via rolling bearings 6, 7 according to the prior art. The torque transmission device is configured as a single plate dry clutch such as a friction clutch. In addition, the torque transmission system is configurable as a multi-plate clutch, magnetic power clutch, such as a converter bridging clutch configured in a hydrodynamic torque converter.

The first gear wheel 11 and the second gear wheel 12 have an inclined gear tooth shape and are mounted on the input shaft 4.

The gear output shaft 15 is likewise mounted in the housing 8 of the gearbox via rolling bearings 16, 17 according to the prior art and consists of a first gear wheel 18 and a second gear wheel 19, The two gearwheels are permanently engaged with the associated gearwheels 11, 12.

The gear wheels 18 and 19 are rotatably mounted on the gear output shaft 15 in a loose state.

The synchronizer sleeve 20 is located between two gearwheels and is operated by a shift rod 21.

The sills have a gear combination of the notch structure in a direction toward the output shaft 15 to engage with the gear combination 24 of the notch structure located on the output shaft 15. The sleeve 20 is a fixed coupling structure so that the rotation is always made to the output shaft 15, but the displacement can occur in the longitudinal direction toward the output shaft. The sleeve 20 thus forms a variable position gearbox component in the gearbox design. The geared elements 22, 23 are mounted on each of the two gearwheels 18, 19 to form a rotatable fixed engagement between the sleeve 20 and the associated gearwheel.

The sleeve 20 is in fact a cylindrical ring 30 consisting of a notched gear combination (not shown), which is not completely shown in plan view along FIGS. 2 to 5 but which is rotatably fixed to the output shaft 15. It consists of. Both sides of the cylindrical ring 30 form shifted elements 31 and 32 to form a symmetrical structure within this embodiment. However, an asymmetrical structure can be constructed instead of the symmetrical structure.

The geared elements 31, 32 are actually trapezoidal in shape in the plane and consist of two expansion rear flanks 33, 34 starting from the cylindrical ring 30, ie the cylindrical ring. The distance from them increases with (30).

The rear flanks 33 and 34 are connected by two front flanks 37 and 38 which form a structure concentrated on a common symmetry line of the opposite flanks and meet at a point 39.

The tooth elements 42 of the low continuous gearwheels 18, 19 are thus actually trapezoidal in planar view and are identically enlarged front flanks of the structure concentrating on the rear flanks 43, 44 and the point 49. It consists of (47, 48).

The purpose of the shifting process of the transmission of this type, as can be seen in Figure 3, so that the synchronizer sleeve 20 is coupled to the shifting tooth element 22 or the shifting tooth element 23 of the gear wheel (18, 19). It is. Figure 3 shows how the fully closed shifting process appears. The sleeve 20 is separated from the neutral position with a distance l1 (FIG. 2), and the tooth element 31 of the sleeve 20 is a tooth element of a gear shift combination located on the gearwheel. 43) in a fully engaged state. At the moment of torque transmission, the flanks of the shifting element are connected to each other, the gearwheel, the sliding sleeve and the shaft are rotated at the same speed so that the torque is transmitted.

When the gear shift is made, the tip 39 of the tooth element 31 strikes the tip 49 of the tooth element 43 precisely while the displacement occurs as shown in FIG. When the clutch 3 is closed in this position, torque is transmitted by the drive motor through the shaft 4, the teeth 11, 24. The shaft 15 and the synchronizer sleeve 20 are connected to a wheel of the vehicle. Lack of tooth coupling results in no torque transfer, and then the drive motor has no load and no acceleration. The tips of the toothed elements 31 and 43 are rattling against each other, damaging the synchronizing and transmission gear combinations. If the shifting process takes place, for example, during adjustment, the driver can no longer have any driving force during the adjustment, and an extremely serious situation can occur.

Another situation is shown in FIG. Here the synchronizer sleeve is shifted to a small value with a shift tooth element. Due to the machining inaccuracy and the surface change of one of the tooth elements occurring during operation, the front flank of the tooth element configured in the synchronizer sleeve follows the rear flank of the tooth enzyme configured in the gearshift combination. Slipping is prevented. The synchronizer sleeve is then left in the position of FIG. 5. Also in this case, at the moment when the clutch 3 is closed, tremor movements of the synchronizer sleeve and the shifting element occur, such that the sleeve is put in a pressurized state to a neutral position by the inclination of the front flank. In addition, at this time, the gearbox is not only damaged, but at this time, a torque transmission may not be made, and a dangerous driving situation may occur.

Various embodiments in accordance with the present invention are described such that the driving situation is prevented.

In general, two different methods of operation are possible in all of the following embodiments.

According to the first group of embodiments, the position of the variable position gearbox component is sensed, i.e. detected by the configuration of the synchronizer sleeve 20, and when the correct position is reached the corresponding position reference value and the memory unit Stored. The position value measured at that time by the continuous shift operation is compared with the next stored position reference value.

If the difference between the actual position value and the position reference value is less than or equal to the predetermined boundary value, the gear is connected and a corresponding signal is generated. If the difference is larger than the threshold value, one of the cases of Fig. 4 or Fig. 5 exists, and then the shifting process is not performed successfully.

Embodiments of this group use a learning process. Before operating the vehicle, the corresponding reference position value is determined and stored in the memory unit. These values are then used as reference values, which can be set at any time during vehicle operation, such that the variable position gearbox component is in the correct position. The new learning process only takes place next time it is necessary to operate on the gearbox. Frameworks, for example, are carried out in the workplace every 50,000 km.

The comparison or learning process between the stored value and the actual value generated is performed during the operation, for example. In the engagement, the actual value for the corresponding gear position of the gearbox can be determined, so that the device determines whether the gear is engaged. The determination process can be made in consideration of tolerances.

By the above embodiments according to the present invention, a computer unit configured in the vehicle is used to compare the actual position with the reference position. The control of the position sensing process itself can also be performed by a computer unit mounted on the exterior of the vehicle. This is particularly important when the whole process is done automatically as described below, ie not by manual.

Equally, evaluation criteria are identified each time by the second group of embodiments, which includes most of the following embodiments and which follow the invention. In this case, the reference position is not stored, but it is checked by each shifting process whether the relevant evaluation criteria are achieved by the verification process.

According to a first embodiment, the synchronizer sleeve is positioned at the beginning of the neutral position. The neutral position is for example formed by the engagement of gearbox components. The synchronizer sleeve may then be in all positions along one position in one shift gate. The starting position is confirmed by cove mode. That is, it is determined whether the gear or the neutral zone exists as a starting position at the start of the process.

The neutral position is for example recognizable from another process, and the recognition value of the neutral position is input into the memory and stored. It is particularly advantageous to check whether the neutral position is bound by the learning process. For example, by way of example, the above operation can be made because the shift lever is fixed by a lock in a neutral position.

Prior to operation, for example, the shift lever can be fixed and other gears can be engaged in the gearbox. The fastening device may be a pin which ensures a fastening position of another gearbox part or a shift lever located opposite to a local fastening part such as a body work part.

In the first step the numerical value corresponding to the position is fixed and stored as a starting position by the sensor unit. By virtue of the design of the computer unit, for example, the value can be a zero position. The synchronizer sleeve 20 is then moved by the selection shaft 21 to a position corresponding to the configuration of FIG. The synchronizer sleeve then comprises a path lx from the neutral position indicated by the dashed and dashed lines of the cylindrical ring of the synchronizer sleeve 20 in FIG.

The length measurement (lx) corresponds to the nominal design (lnenn) of the gearbox in the design of the configuration. By manufacturing and production tolerances, the measurements yield theoretically measured values (lnenn) produced from the design of the synchronizer sleeve and the shifted element, and in some cases can be made with accuracy.

The process of determining the evaluation criteria is described with reference to FIG.

So far the toothed elements of the synchronizer sleeve and the shifting gearwheel have been transferred from the respective rear flanks 33 to the front flanks 37 and the rear flanks 43 to the front flanks 47 as shown in FIG. Located on top of each other, the synchronizer sleeves must be moved by the path l ₁ . With actual gearboxes, when determining the minimum path, all the tolerances of each individually designed gearbox must be taken into account in relation to the movement of the synchronizer sleeve via the shift rod.

The minimum displacement path is calculated as follows without play.

(One)

L _1.min is the mathematical minimum displacement path currently required for the gearbox to pass from the neutral position to position (1) in all possible combinations of tolerances; l _min is the mathematical displacement path following the structural design taking into account nominal measurements; i is a running variable that indicates the components that affect the path of displacement; n is the number of gearbox components affected by tolerances that are involved in the displacement or affect the displacement path; Δt _i represents the difference between the nominal measurement of the component (i) that underlies the design and the minimum permissible value for the size of the component in the actual direction of the length (l) of the displacement taking into account the signal .

Therefore, Equation 1 is expanded when considering the play.

The displacement path l2 must be included so that the synchronizer sleeve can be slid into the fully engaged position 2. Position (2) is then followed by tip 39 of synchronizer sleeve 20 hitting a ring of shifting tooth element 18 or tip 49 of one of toothing elements 43 of shifting element. ) Strikes the ring 30 or other device of the synchronizer sleeve 20.

By means of the configured gearbox, l ₂ can select the maximum value according to the following equation;

(2)

Provided that l _2.max is the mathematical maximum possible displacement path by the gearbox operative to pass from the neutral position to position (2); 2. _2.nenn is the mathematical displacement path following the structural design with nominal measurements taken; i is a continuous variable for indicating components influencing the displacement path; n is the number of gearbox components affected by the tolerances associated with the displacement or affecting the displacement path; Δt _i is the difference between the nominal measured value of the component i on which the design is based and the minimum allowable value of the size of the component in the actual direction of the length l of the displacement taking into account the signal.

In the same way, it is then calculated how small the displacement path is so that support between the tip and the ring is achieved when all tolerances are accumulated. In this case, the following equation applies.

(3)

Provided that l _{2, min} is the gearbox and mathematical maximum possible displacement path operative to pass from the neutral position to position (2); _{2, nenn} is the mathematical displacement path according to the structural design taking into account nominal measurements; i is a continuous variable for indicating a component that affects the displacement path; n is the number of gearbox components that are affected by tolerances related to or affecting the displacement path; Δt _i is the difference between the nominal measurement of the component i based on the design and the maximum permissible value of the size of the component in the actual direction of the length l of the displacement taking into account the signal.

Synchronizer sleeve from the above description has been reached the end position wherein the displacement path is large and equal to or greater and l _2, l _{2, max} is equivalent or smaller.

When performing the position recognition process, the computer unit first senses the output of the sensor within the same position as the neutral position (position). The operation can be made identical from other locations. The shifting rod is then operated in the normal way and the output signal from the sensor is detected (position (2)). The computer unit calculates the measured displacement path l _mess from the difference between the two positions. If the measured displacement path l _mess is greater than _lmin , then it can be concluded that the end position of the shifting process is reached and the variable position gearbox component is in the end position. The fraudulent position is stored as a reference value for the position 2 and the length Δl is then determined by the computer unit.

(4)

Provided that DELTA l is the difference between position 2 and position 1 by the working gearbox; _{Δl nenn} is the mathematical displacement path between position 2 and position 1 according to the structural design taking into account nominal measurements; i is a continuous variable for indicating a component that affects the displacement path; n is the number of gearbox components that affect the tolerances that relate to the displacement or affect the displacement path; Δt _i represents the difference between the nominal measurement of the component i based on the design and the minimum permissible value of the size of the component in the actual direction of the length l of the displacement taking into account the signal.

The sensor value belonging to Δl is stored as a reference value in the memory.

It is not necessary to wait during operation until the shifted element reaches the end position defined by l ₂ . In order to accelerate the shifting process, the clutch is then closed, at which time the shifting element is moved by a predetermined size beyond or reaching the position shown in FIG. 6A. The clutch is closed at the moment the position is reached.

Since it can be taken that the position l _max has been correctly reached under the above conditions by the fact according to the invention, the length DELTA l can be fixed very accurately since the length DELTA l still depends on the tolerance of the shift tooth length. . Thus, by this method, the correct position reaches the position where the shifting process is completed functionally and accurately, so that the clutch can be closed in the previous position.

If the sensor value is placed only in the calculation process when detecting the sensor value for the position, all tolerances of the relevant components will have to be taken into account, and the position for re-engagement of the clutch should be defined, the re-engagement position of the invention. It is located closer to the maximum displacement path than with the following solution.

By the first embodiment, it is assumed that the displacement occurs from the known neutral position.

As can be seen from FIG. 1 by the second embodiment, the neutral position is not known, and the shift value type elements are configured side by side.

By this embodiment the synchronizer sleeve is first moved in engagement with the toothed element 22 of the gearwheel 18 and then in engagement with the shifting tooth 23 of the gearwheel 19.

In this case, the output signal of the sensor is sensed in two positions, i.e. in the position to engage with (position 1) shifting element 22 and the position to engage with (position 2) shifting element 23. do. From the difference between the two positions, the displacement path l ₂ is obtained as shown in FIG. The displacement path l is evaluated in this case to see if it is larger than the minimum value applied in the following equation.

(5)

Provided that l _{2, min} is the displacement path between position 1 and position 2 in the operating gearbox; l _{, min} is the displacement path between position (1) and position (2) by structural design taking into account nominal measurements; i is a continuous variable for indicating components influencing the displacement path; n is the number of gearbox components affected by the tolerance relating to the displacement;

Δt _i is the contact between the tip and the front flank or if the displacement path is smaller in the actual direction of the length 1 of the displacement taking into account the nominal measurement and signal of the component (i) based on the design It is accepted that this is done with each other. In this case the measurements are repeated so that the gearbox wheels are not rotatable relative to each other. The measurement is repeated until the value reaches l ₂ .

Through this process, the end positions with respect to the motion of the synchronizer sleeve located opposite the two shifting tooth element couplings are known as position reference values. The joining positions from the end positions are defined with the first embodiment in the same manner, and are composed of the distance Δl from the relevant end positions and define the position at which the clutch can be closed. The position or related sensor values are preferably stored identically as reference position values in memory.

According to the third embodiment, the displacement path is not compared with the calculated value during the learning process. Some number of shifting processes are carried out so that the gearwheels can rotate between shifting operations independently of each other. The end positions, which are measured each time by the sensor device, during the individual shifting operation, are stored. The maximums are determined from the individual measurements for the end positions. If a sufficient number of shifts are performed, it is accepted that the position is reached by at least one shift, ie by a fully coupled synchronizer sleeve. The maximum value is therefore considered and stored as a fully engaged position.

By this method, it is assumed that the continuous path or angular measurement is carried out on a component that is connected to the sliding sleeve of the gearwheel which is kinematically shifting gear or sliding. First the gear is engaged and the sensor value is memorized. The other gear is then engaged and shifted. The tooth element to which the shifting tooth element must move must then be connected such that, for example, two gear wheels operate on the tooth wheel of the gear input shaft. Through different parts of the geared element, the shift sleeve and / or the sliding wheel and the opposite geared element rotate slightly relative to each other during the shift. By this rotational movement, there are no undesirable positions of the tooth elements of the gearing pair, which may be present before (for example the tip to tip position). The first gear is then engaged, and then the sensor value is compared with the first sensor value. If the larger value is to be interpreted as gearing further spared, the following possibilities and associated evaluation functions are performed.

(1) The first sensor value is greater than the sum of the second sensor value and ε (sensor value 1> (sensor value 2 + ε)). The sensor values are combined by means of the first shifting process or gear combination gear by the combination and for example a "tip to tip" condition occurs during the second shifting process. In this case, the first sensor value indicates the gear engaged.

(2) The first sensor value is smaller than the second sensor value minus ε (sensor value 1-(sensor value 2-ε)). The combination of the sensor values engages the gears during the second shift, and during the first shift there is no control or a " tip-tip state ". In this case, the second sensor value is used as the final value for the coupling gear.

(3) In other cases, the gears are engaged in both cases, and the gears in which both sensor values are combined are indicated.

In these cases, ε represents the difference corresponding to the sensor signal change over the remaining length (the difference in possible clearances and mass tolerances). The third case also includes a double "tip-tip" state with an uncertainly low size, in which the gear is engaged. In addition it is also possible to engage the various gears and / or to engage the gear more often than once.

A possible shift procedure for checking all the gears can be carried out as an example as follows.

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

Each gear is then engaged at least twice. The change can be similarly performed through gates.

In addition, combinations of gear trains are possible such that each gear is engaged at least twice.

The possibility of rotating gearwheels and / or shifting tooth elements between multi-channel combinations of gears for checking the stationary position, when the engine is rotating, engages the neutral gear between the two shifting processes and the clutch The sliding motion is possible or at least partially adjacent. Through engine rotation, the gear shaft or gear wheels are rotated.

Equally convenient is to move the gear output shaft, for example by rotation of the drive wheels. This can be done mechanically, such as manually or automatically.

Similarly sensitive sensors are available and are applied when operation takes place.

The process is based on the premise that tip-tip engagement or contact made only at the front of the flank may occur relatively less. If the positioning of the gearbox components is repeated more often and the coupling conditions change, then the situation is very unlikely to be repeated. Therefore, it can be assumed that after the predetermined number of shift processes are performed, possible end positions are reached. From the estimated end positions it is possible to determine the positions at which the clutch can be closed upon reaching. The default number is preferably at least two.

By the fourth embodiment, the torque transmitted into the gear box is controlled.

For this it is possible to use an engine mounted in the vehicle when the gearbox is mounted in the vehicle at this time. The engine is operated in an idling state, ie the clutch is open and the synchronizer sleeve is in a neutral position. The shifting rod 21 is operated next, and the gear is engaged. At the moment the gear is engaged, the clutch is closed. Preferably the action is path-controlled, ie the clutch is not only movable between a fully open and fully closed position, but also an intermediate position can be achieved. Clutch controls of this type are for example configured in an automatic clutch system.

Torque is transmitted to the drive wheels when the gear is engaged and the clutch overcomes the so-called engagement position. The torque rise is sensed in a suitable way and thus determines that the gear is correctly engaged. If the gear is not engaged, there is no torque increase.

Torque rise is detectable through engine control or via a suitable transmission element in the engine output shaft or clutch region. The restraint of the clutch is released again to prevent damage to the drive action at the moment the torque rise is detected.

The output signal of the sensor device sensed at the moment of torque rise is stored as a reference position value in the memory device, and when the operation is made, the sensor position values actually measured are then compared with the reference position values.

The fifth embodiment works the same as the fourth embodiment. However, while the torque rise is determined with the fifth embodiment, the speed drop is determined as the evaluation criteria. Also here a drive motor configured in the vehicle is preferably used to drive the gearwheels through the input shaft of the clutch 3 and the gearbox. The synchronizer sleeve is actuated by the selection shaft and creates a coupling between the toothed element and the shifting toothed element of the synchronizer sleeve. The clutch is preferably closed in a path control manner and occurs when the motor speed drops as a result of the clutch closing.

According to the fourth and fifth embodiments, it is dangerous for the shaking motion to occur due to insufficient engagement of the gears. To stop the phenomenon as quickly as possible, to detect sound waves controlled by the gearbox or directly in the gearbox and by returning the selection axis to the neutral position and by the vibration or the vibration caused by the vibration. The vibration transmitting element or position sensor is preferably configurable adjacent to or on the gearbox for the first position sensing process to stop the effort by opening the clutch at the moment. The position sensor is equally capable of detecting a vibration which can be processed as a signal from the control unit.

Modifications of the previously described embodiments are based on the fourth and fifth embodiments described above, whereby the gearbox is installed in the vehicle and operated by a drive motor installed in the vehicle. This is possible in the case of the embodiments from the first embodiment to the third embodiment of a suitable process.

Designs with gearboxes installed in a vehicle are not directly related to the gearbox, and sensor devices are available which fix the position of the operating element in relation to the vehicle. The sensor device can be mounted directly on, for example, a shift lever operated by a user.

However, it is equally possible to use this embodiment prior to installation of the gearbox in the vehicle. In this case, the sensor device must sense the position of the actuating element and, for example, the position of the shift rod in relation to the gearbox housing. The process here preferably consists of a memory chip for the gearbox which is installed in the gearbox housing, for example, which memory chip is integrated in the corresponding reading device and then configured in the vehicle or in the memory chip. Data is transferred into a memory device configured in the vehicle and the corresponding position reference value is stored in the memory chip. After the manufacture of the gearbox or prior to the installation of the gearbox in the vehicle, it is possible to carry out the learning procedure of the above embodiment on the test subject, and then it is possible to install the gearbox in the vehicle. The above process has the advantage of cost reduction when assembling the vehicle. In addition, the above modification allows the gearbox to be replaced in the factory without having to perform the learning process again. Particularly in the case of the fourth and fifth embodiments, the deformation is carried out with a gearbox in which the learning process is installed by means of further deformation, but the rotational movement of the drive wheel is left. By this embodiment, the vehicle is then placed, for example, on a rolling test stand. Thus, the learning process can be made passive and active implementation.

By active implementation of the learning process, an engine mounted in the vehicle is operated to drive the gearbox. By means of an engaged clutch, the drive wheels are actuated through the gearbox. The speed of the drive wheel is detected in a suitable way. In the case of a vehicle equipped with an anti-slip control device, a wheel speed sensor mounted in the vehicle required in any case may be replaced by the active implementation. When the vehicle is installed on a roller, the speed is directly detectable by the roller.

Roller braking is also possible, in particular in the case of the final vibration in the position where the vehicle rests on the rollers, so that torque is applied to the rollers via the drive wheels and sensed in a suitable way.

By this modification, the operation can be made during the shifting process in which torque and speed are applied by the engine. If at the same time the speed of the drive motor is also detected, the associated translational motion ratio can be determined to determine whether the variable position gearbox component is in the default position as well as whether the translational motion has been reached at the position from the measurement result.

In addition to the active method, a passive method is available when the vehicle engine is stationary or available. In this case, the rotational motion is applied to the gearbox via the drive wheels and is configured in the same manner as in the fourth and fifth embodiments, where a speed drop or a torque increase transmitted by an external drive device occurs.

Both the above embodiments and variants have been described in connection with use in a transmission.

This use case is also possible in a constantly variable transmission.

8 shows a portion of an infinite shift as used in a vehicle. The gearbox shown is a loop contact gearbox and only some are shown for clarity of understanding. The loop contact gearbox is mounted concentrically with each other and consists of a first pair of disks consisting of two disks 101, 102 and a second pair of disks consisting of disks 111, 112.

The two pairs of disks are connected to each other by a loop contact device 105 capable of a belt of plastic or similar material, a metal strip, a corresponding chain or a similar device.

The contact loop arrangement has a rather trapezoidal cross section and the side ends 106, 107 operate on the edges 115, 116 of the lower pair of disks and the inclined edges 108, 109 of the upper pair of disks.

If the distance of the pair of disks 101, 102 and the distance of the pair of edges 108, 109 are changed, the position of the loop contact device 105 and the position of the active radius are changed for torque transmission.

The change in distance, for example, fixes the disk 101 and moves the disk 102 through a suitable mechanical or hydraulic device in the direction of the arrow 120.

By this embodiment, the disk 102 is a variable position gearbox component. The variable position gearbox component is in engagement with the actuating element which is then connected to the sensor device, the sensor device sensing the position of the actuating element.

The first and second embodiments previously used in transmissions are used to fix the position of the variable position gearbox component 102.

By the first embodiment, the actuation element is moved to one predetermined neutral position or another position, from which two extreme positions can be initiated, the position 1 defines the position by means of minimal translational movement, Position (2) defines the position by maximum translation. The locations are stored in memory as location reference values. The intermediate values are then detectable by moving the disc by the corresponding value from the neutral position, and the difference in distance between the neutral position and each associated extreme position acts as a reference value.

Alternatively, the second embodiment is available such that the variable position gearbox component is first moved to position 1, then to position 2, and the sensor values are then stored as reference values. One of the two positions is used as the starting position, and the required displacement path is formed in relation to the total distance between the two positions and accumulates at the position reference value selected as the reference point.

In addition, the design permits intermediate position detection in place of or in addition to the extreme position, in which case the drive motor of the vehicle is equally preferred to drive the gearbox. The output speed of the gearbox is then detected via a suitable speed transmitter, ie via a speed measuring device in relation to the ABS sensor or the wheel driven by the gear output shaft or gearbox. The measured translational motion values are stored in the memory device in relation to the value of the sensor device being detected simultaneously each time so that the relationship between the translational motion and the sensor device can be fixed for the gearbox actually configured.

Instead of the infinuite transmission with contact loop gearing shown here, another form of continuous translating transmission is for example a cone rolling gearing toroidal gear combination. toroidal gearing) and so on. In addition, the gearbox is coupled with a gearwheel gear combination and coupled with parallel axes or planetary wheel sets.

The present invention has already been described with regard to transmissions and continuously translating transmissions according to the prior art. The invention is also applicable in automatic, semi-automatic or manual transmissions that work with planetary wheel sets. In general, two planetary wheel sets are constituted by a typical automatic gearbox inserted in a vehicle, and an inner central wheel, a sun wheel, which is generally designed as a pinion. It consists of a planetary support with two or three planet wheels and an outer center wheel, usually with internal gears. The change in translation ratio is performed by constraining or unconstraining the rotation of the various components.

The function of braking and de- restraining respective components may be applied to a corresponding braking device, for example, in which components are moved from a first position where the components do not interfere with the movement of the component to a second position where the components interfere with the movement of the component. Is performed by. In order to actuate the braking system the actuating device is configured to be actuated, for example by hydraulic pressure.

Also in accordance with the teachings of the present invention, the sensor device is configured to detect the movement of the associated operating element. In principle, therefore, variations of all of the above embodiments are available in the variants in which the movement from the neutral position, the movement from the extreme position to another extreme position, the statistical process and the torque or speed change are made. The last two variants are particularly important, however, exclusively if the planetary wheel sets have such gearboxes but do not constitute a hydraulic converter with a mechanical clutch and with a single-plate dry clutch, preferably with an automatic clutch.

The sensor devices according to the invention can be designed differently depending on the shape of the transmission.

As already explained, all types of known path transmitters are more specifically sensor devices, which can be used inductive, capacitive, step impulse and optical transmitters. . In general, because the vehicle transmission mainly uses six drive gears or a larger number of gears including a plurality of gears, reverse electric gears, the sensor device must sense motion in various directions.

The sensor device is preferably mounted with a manual transmission in the region of the shift lever or shift rod, ie in the engagement position between the shift lever and the gearbox. 9A shows a shift rod configured in some types of transmissions according to the prior art and the shift rod 200 performs the translational movement of the bidirectional arrow 201 and the rotational movement in the direction of the bidirectional arrow 202. In order to detect the reference position of the shift rod, it is necessary to configure a path sensor for detecting the movement in the direction of the arrow 201 and a rotation angle sensor for detecting the movement in the direction of the arrow 202. Path sensors and rotation angle sensors of this type are known in the art. It does not need to be described in more detail individually.

If the gear shift requires two or three planar motions of the shift rod, then two or three sensors are configured to detect motion in the associated direction. For the sake of simplicity, if the structural design is not disturbed, the moving parts are detected in a carthesian coordinate system, and the displacement in plane or space is detected from the measurements.

FIG. 9B is a side view and FIG. 9C shows a function of sensing a movement of a shift lever according to the prior art in a two-dimensional plane in a plane.

The shift lever 210 is guided through the opening of the sensor device 211.

The sensor device consists of a rectangular frame 212 composed of two longitudinal arms 213 and 214 in parallel and two short arms 215 and 216 mounted perpendicular thereto. The displacement element 220 is constructed parallel to the longitudinal arms 213 and 214 and always moves. The displacement element 221 is designed to be positioned and aligned at right angles to the displacement element so that it is always moved in parallel with the short arms 215, 216.

For example, a length measuring device, such as a step detection unit or similar device, is configured on one of the arms 213 and 214 and one of the arms 215 and 216 to the arm 213. The positioning of the displacement element 221 is made with respect. The position sensing device for the displacement element 220 is fitted to the arms 215, 216 by a consistent method.

If the shift lever 210 is moved into the sensor device 211, the displacement elements 220 and 221 are moved accordingly. The change of position of the displacement element can be determined from the positions of the two displacement elements by the position of the shift lever at each position. With this type of sensor device, it is possible to accurately sense the displacement of the actuating element or part of the actuating element in one plane. It is convenient for a load such as a maximum load to be sensed with the gear shifting process, such as when operating an electronic clutch management system such as an automatic clutch, from which the threshold is formed and fixed, It is used as a separation threshold during vehicle operation, and the clutch is separated by the shift lever operation. If the shift lever is operated too fast when the engine is started, the maximum load falls within a time range in which the sensor value is not detected due to a fixed beat rate for detecting the sensors. In order to avoid the state, the length of the shifting process may be sensed, a signal may be generated so that the shifting process is performed again at the moment when the shifting process understeps the predetermined time length, and the maximum load value is changed during the shifting process. It is made slower to detect again.

It is equally advantageous that the specific value of the maximum load, which is evaluated too small, is increased by a fixed value because the shifting process is so fast. The value to be modified next can be adapted to the next operation by adapting the operating load during the shift to the actual value.

Figure 9d shows a further embodiment of a sensor device suitable for positioning of the actuating element. By the illustrated embodiment, the position of the shift lever 241 is sensed and moved to the inside of the sliding guide 241. The illustrated sliding guide is a sliding guide for a reverse electric gear in the transmission adjacent to the H-shaped plane according to the prior art and adjacent to the H-shaped plane forming 1, 2, 3, and 4 gears on the left side of the H-shaped plane of FIG. 9D. There is an opening and within the reverse gear the shift lever is preferentially movable after overcoming some resistive force, and there is also an associated sliding guide opening which defines the positions of the shift lever for the fifth gear on the right side.

There is a measurement recorder 245 configured on both sides of the individual sliding guide openings in the illustrated embodiment along FIG. 9 along the motion lever of the shift lever. If the shift lever is now moved in the sliding guide, the movement is recorded by the measuring recorder 245, from which the actual position of the shift lever can be determined. The measurement recorder can be regarded as a step recorder, for example, in which the position of the shift lever is determined with respect to the predetermined zero position.

The transmitter shown in FIG. 9D here has the important advantage of performing the translational and rotational movements required here to detect that the two-dimensional transmitter is actually the same, although one-dimensional details are sufficient for positioning the shift lever.

A series of embodiments and variations available for locating variable position components in a gearbox are described above. Further details of the sensor devices are discussed, whereby the corresponding motion of the variable position gearbox component is detected.

Different possibilities for actuating the actuating element or for restraining the movement of the actuating element are now described.

According to the first variant, the operation is performed manually. This variant is particularly suitable when the gearbox is already installed in the vehicle.

The working load then occupies the driver's position and changes the gearbox to associated gears according to the proposed variant. By means of the first and second variants, the working load generally changes the gears in a predetermined continuous process. The working load is preferably recognized through an acoustic or optical display or through an alpha-numeric or symbol display, and the associated location required.

If the vehicle has a display device for display_, commands can be transmitted by the display device to the operating device, for example a learning process for the gearbox position is added in detail. It is preferred that the entire operation is controlled interactively, where each next step is performed and configured in the display device.

The glycolysis is also configurable with the third, fourth and fifth variants. Also here the command is transferred to the working load, for example via a work sheet or display device.

When the embodiment is selected, while the embodiment controls only the learning process or is controlled with a computer unit mounted in the vehicle, the acoustic signals are transmitted through a loudspeaker, for example. In this case, the corresponding digitally coded audio signals are preferably input into an external computer, run analog through a speaker, and generate the corresponding command.

According to a second variant, the whole learning process is performed automatically. This variant is sufficient to carry out the learning process in a gearbox not installed in the vehicle. The gearbox is then mounted on a test bench connected to the drive and / or output device, ie the brake, according to the design variant chosen. The actuation element is actuated by an adjustment device controlled by the corresponding computer and stops at different positions sensed according to the form of the embodiment. As described above, relevant reference values are sensed and stored to be useful after installation of the gearbox in the vehicle.

Automatic implementation of the learning process can also take place when the gearbox is already installed in the vehicle concerned.

In this case, with the gearbox actuated by the shifting lever, the shifting lever is moved to the relevant required position via the corresponding adjusting device. All the above modifications are possible even by the design.

With reference to the illustrated embodiments and variants, it is assumed that the transmission is shifted by the shift lever by the normal vehicle use of the driver.

The invention can also be used with the embodiments and variants shown in the case of a transmission, wherein the gear shift is carried out electrically, by hydraulic pressure or by a similar method. The gear shift command is made by the gearbox of the above type, for example, by operating a corresponding button configured near the steering wheel on the steering wheel or the instrument panel, but the actual shifting process is performed by the auxiliary device. Made by the box component.

Also in this case all the above embodiments according to the invention can be used. Since the shift lever is not configured, the sensor device cannot detect the position of the shift lever. In this case, the sensor device is configured to sense the position of one of the components involved in the change of position of the variable position gearbox component. For example, this may be a piston in an actuator cylinder and may be the position of a piston rod configured in the cylinder, and may be affected by or involved in the transmission of motion or the position of a shift rod. May be the location of another component.

In addition, the present invention can be used without the need for deformation in a transmission in which a fully automatic shift is made. The transmission of this type is not only performed by an actuating device in which the change of position of each variable position gearbox component is controlled, but also the gearbox in which the shift command itself is derived from a given operating state and operating data. 10, a preferred embodiment of the present invention is now described and constitutes one of numerous combinations of individual embodiments of the present invention which are apparent from the foregoing description.

10 shows the major components of the vehicle within the block diagram.

The vehicle is preferably driven by an internal combustion engine of an autocycle or diesel cycle engine 300. The output speed of the engine is transmitted to the clutch device 302 via the shaft 301. The clutch device is integrally constructed within the flywheel of the engine 300 and includes a single plate dry thread clutch (not shown).

The clutch is engaged and separated through the release lever 305, and the release lever 305 is operated by the clutch actuator 306. The clutch actuator first consists of a first hydraulic cylinder which acts as a master cylinder and forms a predetermined engagement position of the clutch and constitutes a driven cylinder which receives hydraulic pressure from the first hydraulic cylinder, while The corresponding movement of the piston and the corresponding movement of the separation lever are made in the direction of the arrow 308. The clutch actuator 306 is precisely controlled so that the clutch can transmit the predetermined torque value without slipping and the sliding movement is made when the clutch torque value is exceeded.

The output shaft 310 of the clutch is connected to the gearbox. The gearbox is a transmission according to the prior art and consisting of five forward gears, a neutral position gear and a reverse electric gear. The transmission consists of toothed elements and is composed of parallel gearbox shafts, similar to that of Figure 1, which are decoupled or constrained relative to the associated gearbox shaft via a synchronizer sleeve (not shown) and engaged with each other. This is done.

The gearbox is shifted by a shift rod 314 which is manually operated by a user by the shift lever 316. The shift lever may be displaced in a direction parallel to the drawing as shown by the double arrow 318, and may be displaced in a direction perpendicular to the drawing as shown by the double arrow 319. .

Movement of the shift rod is sensed through the sensor device 320. The sensor device 320 is also mounted directly on the shift lever. The shift lever, the shift rod and the gearbox itself correspond to the type currently commonly used in vehicles, and therefore do not require further explanation.

The gearbox 311 consists of an output shaft 312 which is connected to the drive shaft or drive shaft of the vehicle by one or more differentials in a suitable manner.

The engine 300 is controlled by an engine management system that detects operating values of the vehicle and engine, and according to the program provided, the amount of fuel supplied per unit time and the respective injection process (autocycle engine in this case), optimum Determine the ignition timing and the current optimal valve setting timing.

The engine management system 330 is controlled by a program stored in the memory 331 where other data is also stored.

In order to detect the operating values of the vehicle, in particular, a number of sensors, such as lambda probes, air temperature, coolant temperature, oil temperature and exhaust gas temperature, temperature sensor for intake air temperature determination and pressure in the inlet channel, Pressure sensors for measuring oil pressure, pressure in brakes and other hydraulic systems, as well as sensors that detect engine speed, gear output speed and wheel speed, as well as loads acting in the vehicle's lateral acceleration, longitudinal acceleration or wheel suspension Sensors capable of recording load and / or acceleration, such as sensors for the purpose of use, are used.

Clutch actuating device 306 is connected to a program controlled clutch control device 335 where control is effected through a program stored in memory 336 or data is also stored in the memory.

The clutch control device is connected to a shift command generation device 340 controlled by a program that is input into a memory in which required data is also stored.

The shift request detecting apparatus is further configured and controlled by a program stored in a memory in which data is stored, and the computer device 350 is configured, and the memory 351 in which position information is also stored while processing the data more specifically. It is controlled by a program inputted in the.

All control and computer devices are connected by data lines (not shown).

The sensor device 320 is connected to the shift request detecting device 345 and the computer unit 350.

The function of this embodiment is as follows:

After assembling the vehicle or mounting the drive unit in the vehicle, the computer unit 350 is first switched to the learning mode. Commands on the vehicle's display are given working loads to allow shifting, ie engage with the individual gears in some continuous process provided by the alpha-numeric display. By each gear, the computer unit 350 checks whether the gears are correctly connected on the basis of the signal generated by the sensor device using the evaluation criteria stored in the memory 351 for the gears. In this case, the detected position is stored in the memory 351 as a position reference value. Instead of the positional reference value, any threshold value calculated from the value may be stored to indicate the engagement of the gear at the position at which the clutch can be engaged when the value is exceeded.

When the learning mode is determined, the computer unit 350 is switched to the normal operation mode. The normal operation mode operates as follows.

At the moment the driver wants to shift, the driver operates the gear shift lever 316. The lever movement changes the output signal of the sensor 320. The shift request reference unit 345 controls the output signal, and confirms that there is a shift request from the modification. Next, the command generating device 340 transmits the command to the clutch control device by the control signal.

The clutch controller generates a control signal to the clutch actuator 306 which causes the clutch to disengage.

On the other hand, through the additional movement of the shift lever 316 which occurs in the variable position gearbox component, ie the synchronizer sleeve for the new gear is moved to the shifting element of the associated gearwheel. The position change is checked by the computer unit 350 using the output signal of the sensor device 320.

At the moment an evaluation criterion is applied, which is now applied and depends on the position reference value for the gear stage sensed in the learning mode, the computer unit sends a signal to the clutch controller which generates a control signal to reengage the clutch. send. Preferably the clutch control device takes into account the operating data of the engine management system and more specifically moves the clutch in the engagement direction so far as the torque is actually transmitted and in which the torque can be reliably transmitted. According to the data of the engine management system 330, if torque of 75 Nm is to be transmitted, for example, the clutch is close to the value at which torque of 85 Nm is transmitted. Alternatively, the clutch is also fully closed. Only partial closure has the advantage that the path for further separation is shorter on the next shift.

The command generating device 340 additionally checks the position of the brake pedal, which is checked from other operating values of the vehicle and engine data, and more specifically detected by the braking pressure or by the braking pedal position sensor (not shown). Checking, clutch device 302 must be separated. This is the case when the engine speed falls below the predetermined threshold next time. Also in this case, the command generating device transmits a control signal to the clutch control device so that the clutch is opened.

In order to facilitate drive disconnection and avoidance during parking, shifting is such that a slip is generated between the engine and the gearbox so that low torque is transmitted, resulting in a reduction in vehicle speed.

The embodiment according to FIG. 10 can be modified such that the gearbox control device 360 is configured such that the required data is also controlled by a program stored in the memory 361 where it is stored. The gear control device 360 is connected to the gear operating device 370.

By this embodiment, the shift lever 316 is omitted or the shift lever 316 is merely used as an additional selection lever. The sensor 320 is in this case mounted between the gear operator 370 and the gearbox 311.

The gear controller 360 detects the need to change the translation of the gearbox 311 from the data being processed within the engine controller 330 and from other values detected and processed by the sensors. At the moment when the gear shift is to be made, the command is transmitted to the gear operating device 370. At the same time, a control signal is transmitted to the command generating device 340 or directly to the clutch control device 335 which makes the clutch open by the clutch operating device 306. At the moment when the computer unit 350 is recognized from the output signal of the sensor device 320 where the shifting process is sufficiently closed, a new control command is transmitted to the command generating device 341 or the clutch closing device 306 closes the clutch. Transfer to the clutch control device 335 that results in. Also here the clutch is preferably closed until the transmission of any torque which depends on the operating value is ensured.

Instead of the gear controller 360 or by further modification of the embodiment according to FIG. 10, the gear actuator can be connected to the transmission 372.

For example, the transmission can be a button that makes the associated gear shift up or down. The shifting process itself is carried out in the same manner as described above when using the gear control device. The transmission 372 can be fixed, for example, on the steering wheel of the vehicle, and then the gear 311 is shifted by automatic operation of the clutch.

As a key advantage of the embodiment mentioned in connection with Fig. 10, a gearbox according to the prior art is actually used for shifting, and does not constitute a hydraulic converter. Power loss and inertia of the hydraulic converter are avoided and vehicle losses are clearly reduced.

Regardless of this, the present invention can be used with various embodiments in a vehicle consisting of a gearbox having a hydraulic converter connected to the input side as a clutch or in addition to the clutch.

The engine control unit, clutch control unit, command generating unit, shift request detecting unit and computer unit and, where applicable, the gear control unit can be combined into one or more control units. The functions of the data memory can also be combined in the same way in one or more memories.

It may further be advantageous if the clearance in the inner shift can be adapted during the service life, ie by means of the components in the area of the gearbox which is activated or used during the shifting process and, where applicable, is adapted. For example, if the play is increased with the occurrence of wear, the inner shift and / or outer shift can be moved with the gear engaged on the gearbox and / or the shift lever. The outer shift is thus the area of the transmission mechanism located outside of the gearbox. For example, this is a rod linkage and may be a Bowden cable connection, a pressurized medium connection or similar device and / or a shift lever.

The stop position of the outer shift can be adapted to the gear shifted on the gearbox and the shift lever in operation by adapting to the measured positions.

It may be advantageous if the adaptation process is performed when at least one of the following conditions is met:

The gear is recognized as connected; The vehicle is in operation; -The shift lever speed is less than the preset threshold; The load on the shift lever, for example the load detected by the differential path with elasticity of the default, is below the threshold of the default; The gear shifts within the set time; The engine moment signal is changed at least once; The temperature of the engine, coolant and / or engine oil is above the predetermined threshold; The displacement-ent strategy is not active.

The control unit, for example, initiates an adaptation if one of the above conditions is fulfilled. The stop position on the shift lever can be carried out separately or by an adaptation procedure on a gearbox-side setting m-eans such as an internal shift. The adaptation process carried out at the same time can be effected by means of translation of an external shift, for example a lever translation.

It is shown as a flowchart 400 in FIG. 11 and the adaptation process can be performed as follows. The control unit is operated by an actual value of the stop position stored in the control unit, which is adapted to the measured value once or several times for the transmission gear. All or part of the values of the stop position are sensed within a predetermined time range, and from these values a calculated value, such as an average value, is determined for the stop position. The calculated value can then be compared with the actual value and a difference is formed at position 401 to determine the increase or decrease in the play. The theoretical increase in the control unit is limited to the default value. The time dependency of the change is then approximated through the filter of block 402.

In this embodiment, the PT1 component is configured as a filter, while other filters are available. At block 403 the new value is checked to observe the maximum and minimum thresholds, and if the value 404 falls within the tolerance of the threshold, the value is stored and used for the next control.

In addition, the method or the apparatus may also be used to perform gate positioning. The shift gates of the gearbox then become gates for shifting elements, such as shift levers, to move and connect the gears. Generally, there are at least two shift gates, often three, four or more gates, in a vehicle gearbox.

The geometrical positions of the gates are provided by the configuration of the selection fork or shift rod in the shift slide or gearbox. By the operation of determining the gate position, it is advantageous for at least one gear to be engaged and the combined gear position and / or gate position to be sensed and stored in the control unit. The absolute position of the shift gate can then be fixed, for example other positions of the remaining gate can be calculated or determined in relation to the sensed gate position or sensed gates. Considering the manufacturing tolerances of the gearbox, it is possible to determine the relative distance from the connection of the fault gate, the next gate position to the known gate position of the first gate, since the gate positions of the individual shift gates should not be divided. Do.

When operation is made, the user is shifted to a gate / gear position not previously described by the information about the absolute position of the gate position or gear position and the relative relative position of the other gates or gear positions and the user is an indicator. It can be appreciated whether the change to the correct gate / gear position is required. The user may be asked to correct his operation. The request action occurs until the sensor data knows the correct gate or gear position.

With the knowledge of the geometry of the gearbox and from the absolute position of the gate, it is possible to calculate the residual gate position, for example by linear equations. If the coupling is unclear using the two gate positions measured, it is possible to determine the remaining gate positions by, for example, a linear equation. Therefore, the linear connection of gate positions and signal is essential. If the connection between gate positions and linear data is nonlinear, a nonlinear function may also be employed to calculate the gate position. It is therefore advantageous for maximally separated gates to be initiated and their positions determined to yield intermediate gate positions from the data.

Gate positions can also be used to adjust sensors, such as incremental path sensors, where the selected gate positions are set to absolute values, and if deviations occur between these values, the corresponding sensor values are corrected to these absolute values.

In addition it is possible to recognize the gate by connecting all the gears.

For example, operations via the display are performed by commands. While the user is guided through the display and performing the preliminary steps of the operating process, the individual steps can be pre-marked by the display or the steps are fixed and the users gain processing time through the display. In addition the display also displays sensor data of the gearbox sensors and / or the shift lever sensors and whether the sensed and stored data is located within the preset range or whether the data is outside the preset range and the operation is again at least partially. Indicates to the user whether it should be performed.

The claims set forth in the original are suggested explanations for achieving broader patent protection without prejudice. Applicant reserves the right to request additional features disclosed to date only within the description and / or drawings.

References used in the subclaims refer to additional designs which constitute the subject matter of the main clause through the features of each subclaim; They should not be understood as being carried out to obtain independent protection for the features of the dependent claims referred to.

However, each of the dependent claims also forms an independent invention having a shape which is independent of the subject matter of the preceding dependent claims.

It is not limited to the embodiment of the drawings of the present invention. Some number of modifications and variations are possible within the scope of the present invention, and more particularly, the components and combinations and / or materials of the variants are for example continuous method steps or new method steps or new methods. It is novelty through the combination or modification of the method steps or components or the individual features which are guided through the combinable features to the subject matter and which are described and included in the drawings in connection with the features shown in the claims and the embodiments. They are involved in manufacturing testing and workflows.

Claims (103)

At least one variable position gearbox component causing a change in gearbox translational movement through the use of a sensor device having at least one sensor for generating a signal for converting at least one variable position gearbox component, At least one memory chip for storing data comprising information related to at least one position of a variable position gearbox component, the program controlled computer unit having at least one processor for processing signals of the sensor device; Adjusting and controlling the function of the vehicle transmission including the memory device and sensing the output signal of the sensor device through the computer unit at the first starting position, for the first position in the memory device, derived from the output signal. , Storing the position data value, possible for the preset target position Operating an operating part connected to the variable position gearbox component to position the variable position gearbox component as close as possible, inferring the output signal of the sensor device at the changed position through the computer unit, and calculating the position data value representing the position. Determining, storing the position data value in the storage device, determining the position data value according to a predetermined criterion determined through a computer unit, and repeating each process step until the set criterion is met. How it was done. The method of claim 1, wherein the position change comprises translation of the variable position gearbox component along a predetermined displacement path. The method of claim 2, wherein the displacement path is nearly straight. The method of claim 2 wherein the direction of displacement changes while the position is changed. The criterion according to claim 2, 3 or 4, wherein the criterion comprises a comparison of the moving displacement path with a predetermined boundary and the determination criterion for the displacement path when the measured displacement extension is greater than the predetermined boundary. Characterized in that the adjustment. 6. A method according to any one of claims 2 to 5, wherein the criterion comprises a comparison of the moving displacement path with a preset boundary value and the criterion is adjusted for the displacement path when the measured displacement extension is less than the predetermined boundary value. Characterized in that the method. 7. A method according to any one of the preceding claims, wherein said position change comprises rotation of a variable position gearbox component. 8. The method of claim 7, wherein the criterion includes comparing a rotation angle that is changed during the rotational movement with a preset threshold and the criterion is adjusted for the rotation angle when the rotation angle is greater than the preset threshold. . The method according to claim 7 or 8, wherein the criterion includes a comparison of the rotating angle of rotational movement with a preset boundary value, and the criterion is adjusted for the rotation angle when the rotation angle is smaller than the preset boundary value. How to. The method of claim 1, wherein the computer unit receives data from a second sensor that senses an operating value associated with the gearbox, and wherein adjustment of the criterion is in accordance with the operating data of the second sensor device. The method of claim 10, wherein the criterion is adjusted for at least one operating value when the operating value determined according to the output signal of the second sensor is larger than the predetermined value. 12. The method of claim 10 or 11, wherein the criterion is adjusted for at least one operating value when the operating value determined according to the output signal of the second sensor is smaller than the preset value. 12. The method of claim 10, wherein the criterion is adjusted for at least one operating value when a change in the operating value is greater or less than a predetermined threshold within a predetermined time interval. 14. A method according to any one of claims 10 to 13, characterized in that the at least one operating value is derived from operating data of an engine control device which controls a drive motor connected to the gearbox. 15. The method according to any one of claims 10 to 14, wherein the operating value is a torque transmitted to the gearbox. Method according to one of the claims 10 to 15, characterized in that the operating value is the torque output by the gearbox. Method according to one of the claims 10 to 16, characterized in that the operating value is the input speed of the gearbox. 18. A method according to any one of claims 10 to 17, wherein the operating value is the output speed of the gearbox. 19. A method according to any one of claims 10 to 18, wherein the operating value is a gearbox shift ratio. 20. The method of any one of claims 1 to 19, wherein the first sensor is at least one sensor selected from a series of sensors provided for measuring path elongation, rotation angle, force, pressure and time. 21. The method of claim 20, wherein the sensor converts a physical value into an analog electronic signal. 21. The method of claim 20, wherein the sensor senses a certain situation and generates an impulse when the situation occurs. The method of claim 22, wherein the counter is connected behind a sensor that senses the situation. 24. The method of any one of claims 1 to 23, wherein the criterion corresponding to each target position can be changed in the storage device. 25. The position data value of claim 24, wherein the steps of the method according to claim 1 are repeated for each target position until the first judgment criterion in the memory is adjusted and after adjusting the first judgment criterion. Is stored as a positional reference value in memory and then changed to and reached each next position, wherein the target position is contrasted with a second judging criterion comparing with the stored positional reference value. 27. The method of claim 25, wherein the second determination criterion is stored in a memory device as an invariant determination criterion. 25. The method of any one of the preceding claims, wherein the criterion is derived by a statistical method. 29. The variable position gearbox component as recited in claim 27, wherein the variable position gearbox component is repeatedly moved adjacent to the associated target position and the positional reference value from the statistical analysis is determined for the target position stored in the memory as a basis for the new judgment criteria. How to. 29. The method according to any one of claims 24 to 28, wherein the gearbox first follows a learning mode in which the position reference value is determined and stored in the storage device, after which the gearbox is operated in the normal operating mode. The adjustment of whether or not to reach the target position is detected and the position reference value serves as a determination criterion. 29. The method of claim 28, wherein the computer unit can be controlled to allow for conversion across the learning mode in normal operation mode. 31. A method according to any one of claims 24 to 30, wherein the learning mode is executed when the gearbox is installed in a motor vehicle. 32. The method of claim 31 wherein at least one processor of the computer unit is installed in a motor vehicle. 33. The method of claim 31 or 32, wherein at least one processor of the computer unit is not installed in a motor vehicle. 34. The apparatus of any one of claims 31 to 33, wherein the computer unit comprises at least one output device consisting of a terminal, an alphanumeric display, a graphic display, a mixed display, a printer, and a loudspeaker, the output unit being selected from a variety of output devices to issue commands to the operating force. Connected to the method. 35. A method according to any one of claims 24 to 34, wherein the drive motor of the motor vehicle is used during the learning mode to transfer the torque to the gearbox. 36. A method according to claims 10 to 34 and 35, wherein the motor and gearbox are connected by a clutch device and at least one operating value is detected during the closing of the clutch and taken into account when adjusting the criteria. 37. The method of claim 36, wherein the gearbox is fixedly coupled while engaging the vehicle drive wheels and the vehicle is maintained such that the drive wheels can perform rotational motion. 38. A method according to claim 37, wherein the gearbox is fixedly connected to the vehicle drive wheels when the clutch is engaged and is prevented from rotating the drive wheels. 38. A method according to any one of claims 10 to 23 and 24 to 37, wherein the wheels are fixedly coupled to the gearbox to be rotatable and the wheels are driven by an external drive device. 36. The method of claim 35, wherein the drive motor and the gearbox form a unitary structure and a learning mode takes place before the structure is installed in a motor vehicle. 36. The method of claim 35, wherein the learning mode is performed when the gearbox is not installed in the vehicle. 42. The method of claim 1, wherein at least one portion of the storage device is mounted in the storage box. 43. The method of claim 42, wherein when the gearbox is installed, the memory device is connected to a vehicle mounted device for exchanging data. 42. A method according to any one of claims 38 to 41, wherein the storage device is used only when the learning mode is carried out and the data stored when the gearbox is installed is transferred to the storage device mounted on the vehicle. 45. A method according to any one of claims 30 to 44, wherein the operation of the operating part is performed by a control program processing unit. 24. The method of any one of claims 1 to 23, wherein the criterion applied to each target position is almost invariant. 47. The method of claim 46, wherein said criterion is an invariant criterion and is not affected by a learning mode. 48. The method of any one of claims 1 to 47, wherein the gearbox comprises a transmission and the displacement of the variable position component is generated by operating the transmission. 49. A method according to claim 47 or 48, wherein the transmission comprises at least one energy conversion device and the electrical energy supplied from the energy conversion device is converted into kinetic energy. 49. A method according to claim 47 or 48, wherein the transmission comprises at least one energy conversion device in which the fluid supplied energy under pressure is converted into kinetic energy. 49. A device according to claim 48, wherein the device can be operated manually by a gearbox transmission. 52. A device according to claim 48, wherein the actuation of the actuating part is effected by a shift lever and the sensor device senses movement of the shift lever. The clutch device of claim 46, wherein the clutch device has at least two operating states, a first operating state in which the connection between the motor and the gearbox is interrupted and a second operating state in which torque is transmitted from the motor to the gearbox. Disposed between the gearbox and the drive motor, a clutch actuation device is provided through which the clutch can be moved from the first actuation state to the second actuation state and when the criterion is adjusted the clutch actuation device is in the second actuation state only. And the computer unit controls the clutch operating device to move. 54. A method according to any one of claims 48 to 50, 52 or 53, characterized in that the computer unit senses the operating value of the motor vehicle and issues an operating command to the gearbox shifting mechanism when the prescribed shifting criteria are met. . 55. The gearbox of claim 1, wherein the gearbox comprises at least four gearwheels and wherein the variable position gearbox component comprises at least one gear wheel in a first position with respect to the gearbox axis. And the gearwheel is moved by the actuating part to a second position that is detachable with respect to the gearbox axis and rotatable about the axis. 56. The variable position gearbox component of claim 55, wherein the variable position gearbox component is a synchronizer sleeve, the synchronizer sleeve being securely rotatable to the gearbox shaft but in motion and connection with the gearwheel in sliding engagement or pressure locking engagement. Method characterized in that connected to. 54. The gearbox of claim 53, wherein the gearbox has at least two parallel gearbox shafts and the synchronizer sleeve is configured to move the second gearwheel relative to the gearbox shaft in a first position where it secures the first gearwheel to the gearbox shaft. And movable to the second position to be fixed. 59. The method of claim 57, wherein the first position corresponds to the implementation position, the second position corresponds to the target position, and the criterion for considering the movement path between the first position and the second position. 59. The method of any one of claims 54 to 58, wherein the actuating part is a shift rod coupled to a synchronizer sleeve and the sensor senses movement of the shift rod. 56. The gearbox of claim 55, wherein the gearbox comprises at least one set of planetary wheels and the variable gearbox component comprises at least one of the gearwheel sets in a first position in which at least one gearwheel of the gearwheel sets does not rotate. Wherein one gearwheel is movable to a second position in rotational motion. 61. The method of any one of claims 1 to 60, wherein the ratio of output speed to input speed of the gearbox is an infinitely variable ratio and the variable position gearbox component is a component that causes a translational change of the gearbox. A drive motor, comprising at least one variable position gearbox component, wherein the position change of the component handles a signal from a transmission, a clutch device mounted between the gearbox and the drive motor, a sensor causing a change in gear translational motion. In a motor vehicle comprising a sensor comprising at least one sensor of a control program computer unit having at least one processor, and a storage device having at least one memory chip for storing data, the sensor comprises at least one according to the position of the component. Generating a signal to change the variable position gearbox component of the variable position, the data storage device stores the position data value for a predetermined target position of the variable position gearbox component, and the computer unit determines the criterion for each target position. Location data stored in the data storage device Bath car, characterized in that for checking whether the to the variable position gearbox components fully meet the above criteria. The computer unit of claim 62, wherein the computer unit checks whether a target position has been reached after each position change of the gearbox component, and when the position reached by the variable position gearbox component does not satisfy the criterion. A vehicle characterized by generating a control signal which causes the above operation process to be repeated. 64. A motor vehicle according to claim 62 or 63, wherein the vehicle can be switched to a learning mode in which the position data value is stored as a position reference value for each target position when the position reached every time meets the criterion. 65. The method of claim 64, wherein for each target position a first judgment criterion is used in a normal operating mode used in a learning mode in conjunction with a second judgment criterion wherein the second judgment criterion is reached with a sensed reference position in the learning mode. A motor comprising a comparison of the locations of the locations. 66. The gearbox of claim 62, wherein the gearbox has at least two interlocking gearwheels, and wherein the variable position gearbox component is such that the rotational movement of the at least one gearwheel is fixed relative to the gearbox component. Wherein the gearwheel is provided to be moved to a second position that is free to rotate relative to the gearbox component in a first position. 67. The motor vehicle of claim 66, wherein the component is a gearbox shaft. 68. The gearbox of claim 66 or 67, wherein the gearbox has a plurality of tooth elements and at least two parallel gearbox shafts mounted to the shafts engaged with each other and is provided with a transmission. The position gearbox component can be moved to a preset target position in which the rotational movement of the at least one gearwheel is fixed relative to the gearbox axis on which the gearwheel is mounted and at the same time the rotational movement of the other gearwheel is: Three different translational movements of the gearbox in the first direction, through the change in the fixation of the gearwheel with respect to the gearbox shaft with which the gearwheel is mounted, and through the change in the fixation of the gearwheel with respect to the associated gearbox axis, To reach the neutral position and the gearbox to reach the transition position to transmit the rotational motion in the second direction of rotation. Car. 69. The vehicle according to any one of claims 64 to 68, wherein the criterion based on the learning mode takes into account the displacement path of the variable position gearbox component from the neutral position to the position associated with each particular translational movement. 69. The variable position gearbox component according to any of claims 64 to 68, wherein the variable position gearbox component is a synchronizer sleeve fixedly rotatable about a gearbox axis and the synchronizer sleeve is in a first position corresponding to a first translational motion. Wherein the criterion based on the learning mode can be moved to a second position corresponding to the second translational movement in consideration of the displacement path between the first position and the second position. 69. The method of any one of claims 65 to 68, wherein the first judging criterion considers a statistical analysis of the sensed position data values for each predetermined target position. 72. The clutch device according to any one of claims 62 to 71, wherein the clutch device has at least two operating states: a first operating state in which the engine and the gearbox are separated from each other and a second operating state in which the engine and the gearbox are connected together to transmit torque. Car characterized in that having a. 73. The vehicle of claim 72, wherein the clutch has an operating state in which the engine and the gearbox are fixedly rotatable. 74. The clutch device of claim 72 or 73, wherein the clutch device has a plurality of operating states, one of which causes the engine and the gearbox to separate from each other and only one torque is transmitted and the other operating state is via the clutch. Characterized in that torque is transmitted at a predetermined level. 75. The apparatus of claim 74, wherein the clutch device includes a second torque supply and outlet device and a first torque supply and outlet device, and together the first torque supply and outlet device and the second torque supply and outlet device to transfer torque. A medium for connecting is provided. 76. The motor vehicle of claim 75, wherein the torque transmission medium is a fluid. 76. A motor vehicle according to any one of claims 62 to 76, wherein a clutch actuating device is provided which causes a change in the operating state. 76. A motor vehicle according to any one of claims 62 to 77, wherein said clutch device comprises a single disc dry clutch. 79. The motor vehicle according to claim 77 and 78, wherein the clutch operating device operates the separating device of the single disc dry clutch. 80. The vehicle according to any one of claims 77 to 79, wherein the clutch actuator includes at least one hydraulic cylinder and at least one piston is mounted to move in the hydraulic cylinder. 81. The clutch actuating device of claim 80, wherein the clutch actuating device comprises two hydraulic cylinders, wherein the first hydraulic cylinder is a main cylinder for generating hydraulic pressure and the second hydraulic cylinder is a longitudinal cylinder, wherein the piston of the longitudinal cylinder moves hydraulically and the piston An automobile, which is in active connection with a clutch device. 81. The motor vehicle according to any one of claims 79 to 81, wherein said displacement piston operates a separation device. 83. A motor vehicle as claimed in any of claims 62 to 82, wherein the program controlled clutch control device generates a control signal for controlling the clutch device. 84. The motor vehicle according to claim 83, wherein the program controlled computer unit and the clutch control device form a common computer unit. 85. The vehicle according to claim 83 or 84, wherein the clutch control device is connected to a command generating unit through which the clutch control device receives a control signal that affects the control of the clutch device. 86. The motor vehicle according to claim 85, wherein said command generating unit is integrated in a computer unit. 85. The apparatus of claim 85 or 86, wherein the command generation device sends a first control signal to the clutch control device when the position of the variable position gearbox component is changed and the first control signal reduces or decreases the torque transmission between the engine and the gearbox. The command generating device generates a second control signal and the second control signal is generated when the position of the variable position gearbox component is changed or when the detected position data value satisfies the determination criteria. An automobile characterized by causing the clutch to adopt a preset operating state. 88. A motor vehicle according to any one of claims 85 to 87, wherein said command generating device is connected to a shift detection unit that detects a change in position of a variable position gearbox component. 89. The vehicle according to claim 88, wherein the shift intention recognizing unit detects this when the user operates the gear operating lever. 90. The vehicle according to any one of claims 62 to 89, wherein said gearbox is a manual transmission gearbox. 91. A vehicle according to claim 89 and 90, wherein the shift intention recognizing unit receives a signal from the sensor and causes the command generating device to generate a first control command when the sensor signal changes. 90. The vehicle according to any one of claims 62 to 89, wherein said gearbox is an automatic transmission. 93. The vehicle according to claim 92, wherein the gearbox control unit issues a control command for causing a shifting process of the automatic transmission. 93. A motor vehicle according to any one of claims 62 to 93, wherein at least one second sensor device is provided for sensing an operating value of the motor vehicle. 95. The method of claim 94, wherein the second sensor comprises: a brake pedal position sensor; a sensor for sensing brake pressure applied to one or more portions of the brake unit, an intake velocity sensor, a throttle valve position sensor, during or during an injection process; Sensor to determine the amount of fuel supplied per hour, engine speed sensor, gearbox speed sensor, wheel speed sensor, acceleration sensor in the longitudinal direction of the car, acceleration sensor in the transverse direction of the car, preset in the hydraulic system At least one sensor selected from a power sensing sensor emitted from the current device, such as a pressure sensing sensor in position, an oil temperature sensor, a cooling temperature sensor, an external pressure sensor, an atmospheric pressure sensor, climate control, a back wind heater, etc. Car comprising a. 95. A vehicle according to claim 93, 94 or 95, wherein the gearbox control device detects a position from a preset program and at which position the actual position of the variable position gearbox component is changed. 93. A vehicle according to claim 92, wherein a selection device operated by a user is provided through which the shift of the automatic transmission is induced. 98. The motor vehicle according to claim 97, wherein said transmission comprises a step shifting device for shifting the gearbox to the next shifting step. 99. The motor vehicle according to any one of claims 62 to 98, wherein the shift intention recognition unit is integrated in the computer unit. 99. The motor vehicle according to one of claims 62 to 98, wherein the gearbox control unit is integrated in the computer unit. The gearbox of claim 62, wherein the gearbox comprises at least one gearbox section allowing an infinite conversion of the transmission ratio of two related gearbox components and at least one variable position gearbox component. An automobile characterized by changing the transmission ratio of the box section. 102. The motor vehicle according to claim 101, wherein the criterion for checking determines a predetermined speed ratio of the gearbox. 102. The method of claim 101 or 102, wherein each position reference value corresponds to a predetermined speed ratio. ※ Note: The disclosure is based on the initial application.