DE4422554C1 - Rev synchronisation device for automobile with hybrid drive - Google Patents

Abstract

The synchronisation device uses the electric drive motor (2) of the hybrid drive for rev synchronisation during gear changing, with sensors detecting the beginning of gear changing and the selected gear ratio and calculation of the required revs of the input shaft (4) of the transmission from the selected gear ratio and the revs of the transmission output shaft (7). The control device (13) for the electric motor provides a predicted gear ratio before the gear changing lever reaches the gear slot, using a pre-control logic, to allow an initial calculation for the input shaft revs to be made. The predicted gear ratio and the selected ratio are compared upon the gear lever reaching the gear slot, with the calculated input shaft revs corrected when they differ.

Description

The invention relates to a device for speed synchronization for a motor vehicle with hybrid drive according to the preamble of claim 1.

DE 42 02 083 A1 describes a motor vehicle with a hybrid drive known in which an internal combustion engine via a clutch and ver an electric motor directly with a transmission input shaft are bound. The electric motor is also used as a synchronizer sationshilfe used by the during a switching operation Gearbox input shaft brought to a predetermined target speed becomes. The target speed is determined with the help of gear selection sensors that detect the movement of the gear lever in the desired Detect shift gate.

In addition, AT-PS 310 572 is a manual transmission for power vehicles known, with the help of an additional electric motors the speeds of the transmission input and transmission out gear shafts synchronized depending on the desired gear become.

Further synchronization aids are from DE 40 12 595 A1, at the speed before engaging again after changing gear is automatically adjusted, and from US 4 991 454, in the a device for gear selection during a delay time space is provided in a semi-automatic circuit, known.  

These synchronization aids have the disadvantage that they are too are slow because they only recognize the desired gear when the manual shift lever is inserted into the corresponding shift gate leads. This can be disruptive if the Driver wants to force the manual shift lever into the switch position, before the synchronization is finished. In this case the Termination of the switching process temporarily refused or acknowledged wisely with hooks.

The object of the invention is such a device to improve such that the speed synchronization in shorter Time can be accomplished.  

The object is achieved by the characterizing Features of claim 1 solved.

By dividing the speed synchronization into at least a preliminary and a subsequent synchronization operation it is possible to set the target speed on the gearbox adjust input shaft faster. In the preliminary Pre-control logic makes synchronization the earliest possible time determines whether it is the initiated Switching process by a switching process in a higher or a lower gear. The determined is then correspondingly Target speed set. Are in the course of the switching process further information accessible, based on which a more precise Identification of the desired gear becomes possible, then a further preliminary speed synchronization carried out. Becomes the manual shift lever is finally inserted into a shift gate and so that the desired gear is identified exactly, so on on this basis, a target speed is determined with the last one provisional target speed compared and adjusted if necessary.

Further advantages and configurations can be found in the lower sub sayings and the description. The invention is after standing described with reference to a drawing, wherein

Fig. 1 is a schematic principle illustration of a motor vehicle with hybrid drive,

Fig. 2 shows the switching gate of a motor vehicle with five-speed gearbox,

Fig. 3 is a schematic representation of a five speed transmission with three-pole circuit,

Fig. 4 is a schematic representation of the pivoting range of the shift lever for the third and fourth gear of FIG. 3,

Fig. 5 is a flow chart of speed synchronization

Fig. 6 shows a division of the shift gate areas in ent speaking value ranges of the potentiometers P _1-4 and

Fig. 7-12 membership functions of the input and output variables for the implementation of a fuzzy controller show.

The hybrid drive system of the motor vehicle not shown in detail in Fig. 1 comprises a combustion engine 1, an electric motor 2 and a manual transmission. 3 The internal combustion engine 1 and the electric motor 2 are arranged on a transmission input shaft 4 of the manual transmission 3 , a separating clutch 5 being provided between the internal combustion engine 1 and the electric motor 2 . The transmission output shaft 7 of the manual transmission 3 is connected to a drive shaft 8 of the motor vehicle; if necessary, the electric motor 2 can be decoupled from the transmission input shaft 4 via a further clutch 6 .

The motor vehicle can be driven either by the internal combustion engine 1 alone, by the electric motor 2 alone or simultaneously by the internal combustion engine 1 and electric motor 2 . When driving with the aid of the internal combustion engine 1 , the disconnect clutch 5 is closed, and in this case the electric motor 2 can be operated as a generator for charging a battery 9 . Between the electric motor 2 and the battery 9 , a changer 55 is provided. In mixed operation, the clutch 5 remains closed, the electric motor 2 being used as an additional vehicle drive. In this operating state, the vehicle drive can bring the maximum power, since the torques emitted by the internal combustion engine 1 and by the electric motor 2 add up at the transmission input shaft 4 . In the eventual operation with the help of the electric motor 2 , the clutch 5 is opened. By opening the second separating clutch 6 , the electric motor 2 can also be uncoupled from the drive train 8 of the vehicle. This is only necessary if the moment of inertia of the electric motor 2 leads to such lengthy synchronizations that the switching process would be hindered.

The manual transmission 3 is operated with the aid of a manual shift lever 10 . On the manual transmission 3 , gear detection and gear selection sensors 11 are arranged, with the aid of which the engaged gear i or the current position of the manual shift lever 10 can be detected during a gear shift. On the hand lever 10 sensors 12 are also for detecting the transverse movement of the manual shift lever 10 is provided. The signals from these sensors 11 , 12 are evaluated and processed in a control unit 13 , in which the method for speed synchronization described below runs. In addition, by means of speed sensors 28, 29, the rotational speeds _n, n _from the transmission input and output shafts 4, 7 determined as an input value for the control device. 13 The control unit 13 also sends the control commands necessary for the speed synchronization to the inverter 55 of the electric motor 2 and, if appropriate, to further vehicle units. However, the method according to the invention can be applied not only to the arrangement described here, but also to any other hybrid drives, for example also those without a clutch 6 between the electric motor 2 and the manual transmission 3 . Furthermore, the internal combustion engine 1 can also be controlled for synchronization in an automated circuit sequence. In the exemplary embodiment, a conventional manual transmission 3 with mechanical synchronization is used. During the switching process, the mechanical synchronizing device is to be relieved by the active help of the electric motor 2 .

The circuit will now be described with reference to FIGS. 2-4. The manual shift lever 10 is guided in a shift link 14 .

In the five-speed circuit described in this embodiment, the shift gate 14 has a total of six shift lanes 15-20 . Perpendicular to a neutral alley 21 , the shift alleys 15-18 for the 1st or 3rd and the 2nd or 4th forward gear each extend in the opposite direction. In addition, a further shift gate 20 for the 5th gear is provided on the side of the shift gate 17 for the third gear. On the opposite side of the shift gate 14 in the direction of the neutral alley 21 , a further shift gate 20 for the reverse gear is also arranged parallel to the second gear.

With the gear detection and gear selection sensors 11 and the sensor 12 , the position of the manual shift lever 10 in the shifting gate 14 is continuously monitored. The type and the exact arrangement of the sensors 11 , 12 is not the subject of the invention and is therefore not described in more detail. Only the points within the shift gate 14 that are important for the pilot control logic or the final speed synchronization are shown schematically in FIG. 2. With A _i the positions are marked at which the gear selection sensors 11 detect an engagement of the manual shift lever 10 in the corresponding shift gate 15-19 . The gear recognition sensors 11 recognize at points B _i whether the corresponding gear i is engaged or is currently being disengaged. At points C _ij it is finally recognized whether the manual shift lever 10 is moved along the neutral alley 21 between two shift alleys 15-20 . For sensing, potentiometers or sliding contacts, which are provided on the manual shift lever 10 or on the shift levers 25-27 on the manual transmission 3 , can be used.

The movement of the manual shift lever 10 within the shifting link 14 is transmitted with the aid of a shift linkage 22-24 to shift lever 25-27 on the manual transmission 3 . If the manual shift lever 10 is moved within the neutral alley 21 , then all the shift levers 25-27 are also in the neutral position, so that no power transmission from the input shaft 4 to the output shaft 7 of the manual transmission 3 takes place. If the manual shift lever 10 is now engaged in one of the shift gates 15-20 , the associated shift lever 25-27 is pivoted via the corresponding rod 22-24 and thus a predetermined transmission ratio f _{i is set} on the manual transmission 3 . It should be noted that the reverse gear and 5th gear is transmitted to the manual transmission 3 via a common rod 22 .

The sequence of speed synchronization is now explained in more detail with reference to FIG. 5. The following statements relate exclusively to switching operations between forward gears, that is, in this embodiment of the 1st to 5th gear. The problems that occur during switching operations in and out of reverse gear are dealt with below. The pilot control logic is activated in block 30 whenever one of the gear detection sensors 11 when the hand shift lever 10 is disengaged from its rest position in i. Gear the beginning of a switching process is recognized. In the first stage of the method, blocks 31 and 32 are then used to check whether the lowest or highest gear i was engaged. If it is recognized in block 31 that the manual shift lever 10 has been disengaged from the first gear, the process jumps to block 32 , where the expected value is set to z = 2. In this case, the gear request recognized by the pilot control logic is designated as the expected value z. If the first gear was not engaged, the system branches from block 31 to block 33 and then checks whether the fifth gear was engaged. If this is the case, the process branches to block 34 and the expected value is set to z = 4. In the other case, that is if i i 5, the method continues in block 35 . This first part of the pilot control logic is based on the knowledge that the lowest gear, again without taking into account the reverse gear, can only be shifted into a higher gear, or from the highest gear only into a lower gear. In these two cases, a preliminary speed synchronization can be carried out at this very early stage. If it later turns out that the next higher or lower gear is skipped during the current shifting process, then at the latest when meshing into the desired shift gate 15-19, a further speed synchronization to the then valid target speed n _{should be} carried out (z). The speed difference to be overcome is reduced by the preliminary speed correction and thus the duration of the synchronization process is shortened.

If no expected value z has been defined in the first part of the pilot control logic, the second part of the pilot control logic is started immediately in block 35 . The second part concerns all gears from which both upshifting and downshifting are possible. In this exemplary embodiment, this relates to gears two to four. Here, in block 35 relationship example 37, starting from the current rotational speed n _of the gearbox output shaft 7 on the basis of the corresponding translation ratio f _{i + 1,} f _{i-1 to} n, a target rotational speed (i + 1) for the next higher gear ratio i + 1, _to n or a target rotational speed (i-1) for the next lower gear i-1 determined. In block 35 it is then checked whether the target speed n _should (i + 1) one for i + 1. Gear falls below the specified minimum speed n _min (i + 1). If this is the case, the expected value is set to z = i-1 in block 36 . In the other case, it is checked in block 37 whether the target speed n _should (i-1) one for the i-1. Gear exceeds the maximum speed n _max (i-1) and, if necessary, the expected value is set to z = i + 1 in block 38 .

In the second part of the pilot control logic, the current speed information is used to determine a value for the expected value z. This second part can also be carried out immediately after the manual control lever 10 has been removed from the respective latching position B _i . It is based on the knowledge that if the drive was already operating at a low speed before the shift, a shift to a higher gear is unlikely. Accordingly, it can be concluded from a high instantaneous speed that a shifting process to a lower gear is unlikely. In these cases, the next lower or higher gear is specified as the expected value z.

If none of the conditions in blocks 31 , 33 , 35 and 37 were met, no statement about the expected value z can be made at this early point in time. In this case, the currently selected gear i is specified in block 39 as the expected value z. The method is then continued in block 49 where from the currently valid expected value z and the instantaneous output speed n _from the gearbox 3, the synchronous speed n _should (z) is calculated and continuously adjusted. The exact procedure for speed synchronization is described below.

The synchronization is then continued in the third part of the pilot control logic, which comprises blocks 40-48 . It is checked in blocks 40 and 44 whether the manual shift lever 10 is moved along the neutral alley 21 from a shift gate 15-20 into a shift gate 15-20 adjacent in the direction of the neutral alley 21 . The transverse movement is monitored with the aid of the sensors 12 , which optionally generate the signals C _4-5 , C _2-3 or C _R-1 . If it is now recognized in block 40 that a signal C _{4-5 has been} generated by sensor 12, a branch is made to block 41 . There it is checked which gear i was previously engaged. If 5th gear was previously engaged, the system jumps to block 42 , where the next lower gear is specified as the expected value z = 4. If fifth gear was not previously engaged, the process jumps from block 41 to block 43 , where the fifth gear is then specified as the expected value z = 5.

The procedure is similar if a signal C _{2-3 is} detected in block 44 . In this case, it is checked in block 45 on which side of the sensor 12 the manual shift lever 10 was previously. If it is recognized that the previous gear is greater than 2, the next lower gear, ie z = 2, is specified in block 46 as the new expected value. If, on the other hand, it is recognized that the previous gear was less than or equal to two, the process branches to block 47 , where the next higher gear, ie z = 3, is specified as the new expected value. From the blocks 42 , 43 , 46 and 47, after recognizing a transverse movement of the manual shift lever 10 , a jump is made to block 48 , where the expected value z is specified as the current gear i, although the manual shift lever 10 is still in the neutral alley 21 at this time located. Then _to turn, n is the synchronous speed in block 49 value on the basis of the current expectation z (z) is then determined.

This third part of the pilot control logic, which is located downstream of the first and second parts, is also carried out at a point in time at which the manual shift lever 10 has not yet been engaged in the desired shift gate 15-20 . Again, the desired gear can generally not be finally predicted. However, the speed synchronization also tends to point in the right direction here, so that the speed difference to be overcome in the final speed synchronization is at least reduced.

The fourth part of the speed synchronization, which comprises the blocks 50-51 , is activated by engaging the manual shift lever 10 in a shift gate 15-20 . This process is recognized by one of the gear selection sensors 11 , which then generates a corresponding signal A _j . For the reverse gear, it is also possible to detect the engagement of the manual shift lever 10 in the shift gate 20 by the sensor C _R-1 , in which case the sensor A _R can be dispensed with. If such a signal A _j is now registered in block 50, a branch is made to block 51 , where the expected value z and then in block 48 also the current gear i is set to this value j. The method then continues in block 49 , where the synchronous speed n _should (z) is determined on the basis of the old or possibly on the basis of the new expected value z.

The fourth part therefore serves to correct, if necessary, a preliminary speed synchronization, previously carried out on the basis of the expected value z, when engaging in a shift gate 15-20 . The provisional speed synchronization serves to reduce the speed difference to be overcome and thus the time required for speed synchronization on the basis of the expected value z. In case of doubt, however, the final speed synchronization has absolute priority.

If no signal from a gear selection sensor 11 was registered in blocks 40 , 44 and 50 , then a check is made in block 52 as to whether the manual shift lever 10 has reached its detent position B _i . As long as this detent position B _{i is} not reached, the process jumps back to block 49 , where the synchronous speed n _should (z) is updated in each case. When the rest position B _i is reached, a branch is made from block 53 to block 54 , where the method is ended.

The preliminary and the final speed synchronization run as follows: starting from the output speed n _from the gearbox 3 and the desired gear z, the synchronous speed n _Soll (z) is calculated on the basis of the respective transmission ratio f _z (z) at which the gears to be brought into engagement Rotate gearbox 3 at the same speed. Since the speed n out of the transmission output shaft 7 can change during the switching process, the calculation of the synchronous speed n _should (z) be carried out continuously. The transmission input shaft 4 is then _to number n at this synchronous speed (z) is accelerated or retarded by means of the electric motor. 2 This also applies to a change in the transmission input speed no due to friction.

The preliminary speed synchronization is only carried out if the target speed n _should (z) does not exceed or fall below a predetermined maximum speed n _max (z) or minimum speed n _min (z). In this case, the speed synchronization is only performed when the manual shift lever is meshed into a shift gate 15-20 10th

In addition, a critical speed n _crit (i) can also be specified for the final speed synchronization, above which the final speed synchronization is also suppressed.

For a correct shifting process, however, it is not sufficient that the gears to be engaged move at the same speed. As long as a torque is transmitted to the transmission input shaft 4 by the electric motor 2 , there is a synchronizer ring (not shown) of the manual transmission 3 in the locked position. In order to provide the synchronizer ring with the necessary clearance, the electric motor 2 must be switched torque-free. In order can be corrected to ensure that the speed _is no over again n the synchronous speed (z), it is proposed that the electric motor 2 _to n after first reaching the synchronous speed (z) is switched only intermittently torque.

Another problem with speed synchronization _is that due to finite measuring intervals, computing times, drive train vibrations, etc., it is not possible to set the synchronous speed n _should (z) exactly. Running through the synchronous speed n _should (z) be avoided, however, since otherwise the synchronizing ring would change the locking position from one stop to the opposite. During this time, the synchronizer ring would open the way for the shifting claws to snap into place. This could damage the shift claws. For this reason, the control unit 13 preferably does not _specify the exact synchronous speed n _ar as the speed _setpoint n _should (z), but rather leaves a speed safety margin ± Δη that is slightly larger than the speed tolerance deviation. In the speed synchronization is to a distance ± Δη approached by the electric motor 2 and then switched torque-free therefore _to n the synchronous speed (z). The remaining speed adjustment then takes place through the synchronizer ring itself. In an arrangement in which a separating clutch 6 is provided between the electric motor 2 and the manual transmission 3 , the speed safety distance ± Δη can be dispensed with. The sign of the speed safety margin ± Δη only takes into account that it can be an upshift or downshift. However, this in no way means that the exact synchronous _speed n _rech - coming from higher or lower output _speed - may be overrun. Many manual transmissions 3 will survive a neglect of this aspect in practice without damage, provided that the disconnect clutch 5 is not closed too early.

Sensors 11 , 12 can also be provided for the reverse gear, which detect the movement of the manual shift lever 10 through the points A _r , B _r and C _R-1 . However, since reverse gear can only be engaged at maneuvering speed, special technical measures are generally not necessary for this case. Because even _to when the speed n when disengaging the clutch in first gear immediately (2) of the second speed is synchronized before, this shall not affect (z) continuously adapts the switching capability of reverse gear because the ECU _{is to} n the synchronous speed to the current driving speed. However, since the vehicle is at least approximately at a standstill when reverse gear is engaged, this means that the synchronous speed n _should (2) of the second gear is also approximately zero. Thus, the switching process is possible without any problems. In order to prevent that, when the vehicle is at a standstill, tooth by tooth does not accidentally stand on gear, the transmission input shaft 4 is slowly set in motion by the electric motor 2 with weak pulse pulses. The torque-free phases between the individual pulse pulses are necessary to give the synchronizer rings the opportunity to move the shifting claws of the manual transmission 3 into the correct position. This would not be possible if the electric motor 2 were to continue rotating. After the signal point A _{i has been} exceeded, the pulse pulses are switched off.

In a further exemplary embodiment, the position of the manual shift lever 10 is determined with the aid of four potentiometers P _1-4 . Three of these potentiometers P _1-3 are arranged directly on the manual transmission 3 to detect the position of the shift levers 25-27 . The fourth potentiometer P₄ for detecting the transverse movement is located on the manual shift lever 10 . Thus, the potentiometers P _1-4 each record the movement of the manual shift lever 10 in the shift lanes 15-16 , 17-18 , 19-20 or in the neutral lane 21 . The possible range of values of the potentiometers P₁-P₄ is each divided into five different areas g _g1 , n₁, which correspond to the positions G _g1 , N₁ shown in FIG. 6 within the switching link 14 . Here, the index g denotes the respective gear and 1 the position in the respective shift gate 15-20 .

The ranges g _g1 , n₁ of the individual potentiometers P _1-4 are correlated to one another due to the mechanical structure of the switching link 14 . Therefore, the position of one of the potentiometers P _1-4 within a switching gate 15-21 with correct functioning of the potentiometers P _1-4 automatically results in a range g _g1 , n 1 in which the other potentiometers are located. The possible combinations of these potentiometer ranges g _g1 , n 1 can be stored in a table, the associated position G _g1 , N 1 of the manual shift lever 10 being stored in each line of this table. In addition, the information is stored in each line as to whether the speed synchronization is activated in the respective area G _g1 , N 1. The areas in which the active synchronization is carried out are hatched in FIG. 6. If an invalid combination is detected, a defect in the potentiometer or an error in the mechanics can be concluded. In this case, the electric motor 2 is switched off.

By using the potentiometers P _1-4 , it is also possible to determine the direction of the shift lever movement at any time. For this purpose, only the respective current potentiometer value is compared with the last value, both potentiometer values can also be in the same potentiometer range g _g1 , n 1. If the direction of the shift lever movement is reversed, a new expected value z can thus be given more quickly. A so-called toggle filter can also be implemented with the potentiometers P _1-4 . Toggling is a term used to refer to the multiple back and forth movement of the manual control lever 10 in the areas N12, Nm, N34 within the neutral alley 21 without a gear being engaged. In this case, the active synchronization is switched off in order to prevent unnecessary noise and energy consumption by the electric motor 2 .

Analogously to the first embodiment, also in this an arrangement, the rotational speed information n _by comparison with pre-given minimum speed n _min (i + 1) and pay maximum speed n _max (i-1) are used to determine the expected value z. N _to the actual calculation of the target rotational speed (z) is then carried out according to the formula

n _should (z) = {n _from * f _z + corr [determined] [z]} * σ (x)

where corr [beschl] [z] is a two-dimensional array with correction factors that can be used to specify a speed safety margin ± Δη, and σ (x) represents the unit jump. The variable [acceler] has the value one or zero if the synchronous speed n _should (z) be started by a motor or a generator. The unit jump σ (x) has the value one if x is in the synchronization range and otherwise zero.

As an alternative to the standard jump, ramps can also be used or implement other functions within a fuzzy controller be animals. Fuzzy controllers have the advantage that they are suitable for the shift gate movement no hard decision thresholds gives. This has the consequence that the sensitive sensors of the Shifting gate and the associated parameters less quickly cause the active synchronization to malfunction. Smaller ones Drifts in sensor technology can even be neglected and the behavior of the controller as a whole becomes more stable. Another advantage is the fact that the rules are verbal  are described. This makes the controller easier to modify and may even change the behavior of each Be adjusted driver. Because the synchronous speed for each Desired gear z has no jumps, but is constantly on will drive, will also be the over or under vibration behavior when the speed of the electric motor changes dampens. Finally, based on the course of the synchronous rotation also an implicit trend analysis for the shift levers movement. Thus, a static can indirectly or dynamic analysis of the switching process who determined the. The constant changes in synchronous speed also have an effect a noise reduction since the electric motor no longer jumps approaching its newly set speed.

With fuzzy controllers, a membership function is assigned to the input and output variables. In Fig. 7 membership functions for the movement of the shift lever 25-27 are shown. The membership functions each describe the probability with which a given statement applies depending on a measured value. The relative path of the manual shift lever 10 in the respective shift gate 15-20 is used as the measured value in FIG. 7. The relative path is adjusted for all switching gates by a linear normalization of the potentiometer voltages to a predetermined bandwidth of 0-100%. The membership functions X _e , Y _e correspond to the statement "Gear X, Y is engaged". Accordingly, X _a , Y _{a is assigned to} the statement "gear X, Y is almost engaged". In this context, almost inserted means that the manual shift lever is in the corresponding shift gate 15-20 , but is not engaged. The membership function N _xy finally corresponds to the statement "shift lever XY in neutral position". The variable X can assume the values 1, 3 or 5, Y the values 2, 4 or R for reverse gear.

FIGS. 8-10 show corresponding membership functions for the shift lever movement into the neutral Gasse 21, number n for the rotational _mot of the electric motor 2 and the inserted for the last

Table 1

Decision table for fuzzy controllers

Gear i _old . The membership functions for the output variables are finally shown in FIGS. 11-12. The output variables include the expected value z to which synchronization is to take place and the statement as to whether a gear is engaged. The value for the last gear i _alt is determined by linking the two output variables. As soon as the output value "gear" engaged "has the size" yes ", the output value expected value z can be used to determine which gear i has been engaged. An update takes place depending on the membership function" yes "of the output variable" gear engaged ". The speed n _{mot of} the electric motor 2 is calculated from the gear i _alt last engaged and the output speed n _from the gearbox 3. The value is continuously updated by the output speed n _out .

As a result, _to the fuzzy controller provides a value for the target speed n (z). N _{is to} this target rotational speed (z) is table on the basis of membership functions and a decision, as it is in part shown in Tab. 1, based on determined one of the known fuzzy control algorithms.

Claims (13)

1.Device for speed synchronization for a motor vehicle with hybrid drive, consisting of an internal combustion engine which is connected via a clutch and a manual transmission to a drive shaft of the motor vehicle, an electric motor which is at least temporarily non-positively connectable to a transmission input shaft of the manual transmission, gear detection sensors for Detection of whether a gear is engaged, gear selection sensors for recognizing in which alley of the shifting gate the manual shift lever is moved, and a control unit in which, when the clutch is open, the start of a shifting process based on the signals of the gear detection sensors and the desired one based on the signals of the gear selection sensors Gear is detected and in which, depending on the desired gear and the speed of the transmission output shaft, a target speed for the transmission input shaft is continuously determined and set with the aid of the electric motor, characterized in that in the control unit t ( 13 ) at least one expected value (z for the desired gear) is determined before the desired shift gate ( 15-20 ) is reached, based on the expected value (z) a provisional target speed (n _soll (z)) for the transmission input shaft ( 4 ) determined and continuously adjusted with the help of the electric motor ( 2 ), that when the manual shift lever ( 10 ) is inserted into a shift gate ( 15-20 ) the desired gear (i) is recognized and compared with the expected value (z), and that when the desired gear (i) deviates from the expected value (z), based on the desired gear (i), a final target speed (n _Soll (i)) is determined and adjusted with the aid of the electric motor ( 2 ). 2. Device according to claim 1, characterized in that when the manual shift lever ( 10 ) is disengaged from the lowest or highest gear (i), the next higher (i + 1) or lower gear (i-1) is specified as the expected value (z) . 3. Apparatus according to claim 1, characterized in that when the determined provisional target speed (n _should (z)) a predetermined for the desired gear (z) maximum (n _max (z)) or minimum speed (n _min (z )) exceeds or falls below, the preliminary speed synchronization is suppressed. 4. Device according to claim 1, characterized in that preliminary already during disengagement of the manual shift lever (10) from the current transition (i) target revolution speeds _(to n (i + 1)) for the transmission input shaft (4) on the basis of the next higher gear is determined (i + 1) and that, _(to n (i + 1)), if this provisional target speed, the minimum speed (n _min (i + 1)) falls below the next higher gear (i + 1), the next lower Gear (i-1) is specified as the expected value (z). 5. Device according to claim 1, characterized in that preliminary already during disengagement of the manual shift lever (10) from the current transition (i) target revolution speeds _(to n (i-1)) for the transmission input shaft (4) on the basis of the next lower gear (i-1) is determined and that if this provisional target speed (n _soll (i-1)) exceeds the maximum speed (n _max (i-1)) for the next lower gear (i-1), the next higher Gear (i + 1) is specified as the expected value (z). 6. The device according to claim 1, characterized in that when it is recognized that the manual shift lever ( 10 ) is moved along the neutral alley ( 21 ) between two shift alleys ( 15-20 ), the next higher (i + 1) or lower gear (i-1) of the adjacent shift gates ( 15-20 ) is specified as the expected value (z). 7. The device according to claim 1, characterized in that when the determined tentative target rotational speed _(target n (z)) has a higher than that corresponding to the desired gear (z) predetermined critical maximum rotational speed (n _crit (z)), Maximum speed (n _max (z)) is exceeded, the speed synchronization is suppressed. 8. Apparatus according to claim 1, characterized in that _(to n (z)) that the target rotational speed as the sum of the calculated value (n _{computationally)} for the transmission input shaft (4) from the measured output speed (n _out) of the gearbox (3 ) is determined on the basis of the transmission ratio (f _z ), and a speed safety distance (± Δη) is specified, the speed safety distance (± Δη) taking a negative value when shifting up and a positive value when shifting down. 9. The device according to claim 1, characterized in that when the vehicle is at a standstill and with the clutch ( 5 ) the transmission input shaft ( 4 ) is moved step by step with the aid of the electric motor ( 2 ). 10. The device according to claim 1, characterized in that the electric motor (2) _(to n (z)) with the clutch (5) and after reaching the target rotation speed is switched intermittently torque. 11. The device according to claim 1, characterized in that the determination of the expected value (z) for the desired gear as a function of the direction of movement of the manual shift lever ( 10 ), which is determined with the aid of the gear detection and gear selection sensors ( 11 ) . 12. The apparatus according to claim 1, characterized in that when the direction of movement of the manual shift lever ( 10 ) within the neutral alley ( 21 ) changes several times without the manual shift lever ( 10 ) being interspersed in a shift gate ( 15-20 ) , the synchronization is canceled. 13. The apparatus of claim 1, characterized, that the expected value (z) for the desired gear based on a Fuzzy logic is determined.