RU2180716C2 - Method of monitoring operation of automobile gear-box and automobile for realization of this method - Google Patents

Abstract

FIELD: mechanical engineering. SUBSTANCE: method consists in change of position of transmission member which causes change in gear ratio of gear-box. Provision is made for sensitive unit for change of position of transmission member and computer for check of final position of transmission member on basis pf preset criterion of estimation. According to one version, estimation criterion is determined in the course of training. EFFECT: enhanced reliability; simplified construction; extended functional capabilities. 102 cl, 11 dwg

Description

 The invention relates to a method for monitoring the operation of a gearbox provided in a vehicle driven by a drive engine, preferably an internal combustion engine, for changing a gear ratio between an output shaft of this drive engine and drive wheels of this vehicle. Such gears include, for example, gears, the gear ratio of which is changed so that different pairs of gears mesh with each other, respectively, with a drive or driven shaft, the so-called automatic gears, which usually contain one or more sets of planetary gears and, as a rule, are connected to a hydrodynamic converter, and the change in gear ratio occurs due to braking or releasing various elements of this automatic transmission, and continuously variable transmissions, such as flexible couplings, in which a change in the number of revolutions occurs due to a change in the position of the cone wheel with respect to the other cone wheel. As a continuously variable transmission, a conical friction gear may be provided. In such transmissions, a female means is located between two sets of conical disks, the radius of action or the working radius of the female means being changed with respect to the set of disk wheels. All these gears have in common that it is necessary to change the position of at least one element located in the gear to change the gear ratio. The invention also relates to a car intended for the application of the method.

 The correct operation of the transmission depends on the fact that the transmission element with a variable position when changing the gear ratio is brought into the correct position. If the correct position is not reached, then the gear will malfunction, which can lead to an unexpected and possibly difficult for the driver traffic situation or damage to the gearbox.

 Such a malfunction of a transmission becomes especially critical when automatic or largely automatic control processes are provided for in a car, to which such a malfunction triggers a negative effect, since the driver’s ability to respond to such a malfunction is significantly limited.

 The present invention is based on the task of creating a method for controlling a gearbox, as well as an automobile suitable for implementing a method that, while simple in design and functioning, provides reliable control of a gearbox with at least one position-changing transmission element. Such control can, for example, be carried out after the start of operation or after being in the workshop on the occasion of the repair of the transmission part, and the transmission parameters are stored in the microprocessor memory. During gearbox operation, these parameters then serve to determine the gear engaged or the current position of the gearbox.

 The invention is further based on the task of creating a method by which reference values are determined which can later be applied to a gearbox or a car.

 Further, in a simple and cheap way, a gearbox should be created, as well as a method that would improve the level of technology.

This problem is solved according to the invention using the subject of claim 1 of the claims. It is preferable that at least some of the following process steps are performed:
measuring the output signal of the sensitive device by the computing device in the first initial position,
storing the position information value determined from this output signal for the first position in the storage device,
actuating the actuating element associated with the position-changing transmission element in order to bring the position-changing transmission element as close as possible to at least one predetermined end position,
measuring the output signal of the sensitive device by the computing device in the changed position, determining the information value corresponding to this position,
storing the information value of the position in the storage device,
evaluation of the information value of the position according to a given evaluation criterion by a computing device,
the repetition of the process or at least the individual stages of the method until the specified evaluation criteria are met.

 The repetition can be carried out, for example, in such a way that a gear is activated which corresponds to the initial position or which is not the initial position. You can then include a gear that matches the end position, or another gear.

 An automobile according to the invention is the subject of claim 62.

 It relates to a car with a drive engine, a gearbox having at least one position-changing transmission element, the change of position of which leads to a change in the gear ratio located between the gearbox and the drive engine with a clutch device with a sensitive device, which has at least at least one sensitive element with a program-controlled computing device with at least one processor that processes the signals of this sensitive device, a memory device with at least one memory unit for storing data, moreover, this sensitive device is provided in order to create a signal that changes depending on the position of this at least one position-changing transmission element, data memory is provided for in order to remember the position information values for a given end position of this position-changing transmission element that this computing device is provided in order to check the position information values stored in the memory according to the evaluation criterion specified for each end position and determine whether the position of this transmission element that changes the position corresponds to this assessment criterion. This creates a signal that corresponds to the position of the transmission element, and the transmission element can be controlled manually using a control device, such as a shift lever, or automatically using a drive device. By controlling the position parameters, it is possible to determine the current transmission position of the transmission element and, essentially, continuously monitor the current position of the gearbox.

 The method according to the invention allows to control the position of the position-changing transmission element and thereby the operation of the gearbox.

 In a serial gearbox, the position that the position-changing transmission element occupies and which corresponds to a specific predetermined function is not known exactly. This is due to the fact that the tolerances of the individual elements of such a gearbox can be folded in different ways, so that the determination of a certain position on the basis of structural data may be associated with an error. If you agree with this error, there is a danger that when the position-changing transmission element is activated, the desired position will not be reached, which will lead to incorrect operation.

 The position-changing transmission element is preferably a transmission element that participates in the transmission of torque by the gearbox. If the transmission element is not in the correct and desired position, then the transmission of torque can be generally interrupted. Because of this, dangerous traffic situations can arise, since such a situation catches the driver, as a rule, by surprise. The problem is also created by the fact that in this position the gearbox does not receive either torque from the drive side or torque from the driven side, so that unwanted movements, for example, vibration of the shift clutch, can damage or destroy the position-changing transmission element or other gearbox parts.

 If the transmission of torque as a result of improper operation of the transmission element is not interrupted, which takes place, for example, in a continuously variable gearbox, then due to the incorrect position, the wrong speed will be activated, which will lead to at least strong jerking in the drive, which, on the one hand, is perceived unpleasantly by the driver, and on the other hand, can lead to an undesirable traffic situation and an accident. Thanks to the idea of the invention, it is ensured that the transmission of torque occurs only when the position-changing transmission element is in the correct position or when it is determined that the transmission element is in the correct position. Otherwise, it is detected and signaled, in which case the control device does not allow the clutch to transmit torque.

 Due to this, the above risks are completely and reliably prevented. The risk arising when the position-changing transmission element is not in the intended position or is not translated into it, such as, for example, a gear wheel which is not completely engaged, can occur in a breakdown or lead to it. In the case of incomplete engagement of gears or gears, the total moment is transmitted only by a partial area of gears. This may cause damage.

 In accordance with the invention, there is provided a sensitive device that produces a signal that varies depending on the position of this at least one position-changing transmission element.

 As a sensitive device, electrical sensitive elements can be used that measure the change in electrical resistance, inductance or capacitance, and a change in these electrical quantities is in conjunction with a change in the position of the transmission element. Thus, a sensor is used, which consists of at least two parts, while one part of the sensor is in direct connection with the position-changing transmission element, and the second part of the sensor is connected with the part in relation to which it is necessary to set the position. This part is usually a gearbox housing or the like, however it can also be a second part, the position of which inside the housing is also variable, however, it is necessary to establish the position of the position-changing transmission element relative to this part.

 Along with the indicated inductive, capacitive, resistive sensors, in which, in principle, the change in stroke is converted into a change in the electric field or electrical resistance, it is also possible to use sensitive devices in which the change in position is measured through a physical quantity depending on the displacement. This can be, for example, an elastic element, which, when the position of the transmission element changes, changes its shape and in which the change in shape is measured by measuring force or tension. Such a sensitive device may contain, for example, a spring that changes its shape as a result of the movement of the position-changing transmission element, thereby creating a reactive spring force, which can be measured using, for example, a piezoelectric sensor or other force measuring device.

 It is also possible to use optical sensors in which the distance of movement is measured by the method of interference or the like.

 Another possibility of measuring a change in position is to use a sensitive device that captures digital events, which means that depending on the amount of movement, a number of pulses depending on the length of the movement are created, which are considered to be the corresponding counting device. Pulses can be generated by optical, electrical or electro-optical devices and fixed.

 The change in the position of the transmission element can consist not only in moving along a given section of the path, which means a one-dimensional change in the path, but can be two- and three-dimensional. In a two-dimensional change of position, i.e., a change in one plane, two sensing elements of the type indicated above are used, respectively, while sensing elements are combined accordingly to measure the change in movement in the accepted x and y directions, if they come from a rectangular coordinate system. With a spatial change in position, respectively, three signals of the sensing elements are necessary, which can be created independently from each other or by combined sensors.

 Along with a one-, two- and three-dimensional change of position, the position-changing transmission element or the element which is in direct connection with this transmission element can be designed so that rotation occurs around the axis of rotation which is stationary or also changes its position. In this case, the sensitive device is selected so that the angular change of the transmission element or its associated element is measured. In this case, all of the above methods can be applied, i.e., in particular, inductive, capacitive or resistive sensors, as well as methods for counting pulses using electric and electro-optical means. However, the rotational movement around the axis of rotation can be considered as a one-dimensional movement. Accordingly, rotation around the axis and axial movement along the axis can be considered as two-dimensional movement.

 Regardless of the implementation of the sensitive device, it is necessary to process or transform the sensitive device or the received signal in such a way as to obtain, in particular, an electrical signal that changes in some way depending on the position of the position-changing transmission element. If this signal is an analog signal, then it should preferably be converted in a device for converting analog values to digital into a digital signal.

 At least one computing device is also provided in accordance with the invention. This computing device may be a computing device installed in a vehicle in which this gearbox is also provided. However, this computing device may be a device that performs only the function according to the invention. The computing device may also be part of the central computing device of the respective vehicle, which also performs other functions. Particularly preferred is the combination of a computing device with a computing device of a vehicle that performs the tasks of controlling a drive of a vehicle. This may be a computing device that performs engine control, a computing device that performs gearbox control, or a computing device that controls automatic clutch. The computing device can also perform in combination all or several of the above functions.

 In accordance with an alternative embodiment of the invention, a computing device is provided that is located outside the vehicle. This computing device may be a computing device at the place of manufacture of the vehicle, or it may be the computing device provided in the workshop for repairing the respective vehicle or gearbox. An external computing device can be combined with the computing device installed on the vehicle mentioned above, respectively, to monitor its operation or maintain it.

 According to the invention, an actuator connected to the transmission element is actuated in order to bring the transmission element as far or completely as possible into at least one predetermined position into the final position. The actuating element may be, for example, a shifting fork, shifting rods, a shifting handle connected to the shifting rods or also a fluid pressure-actuated element that is connected to a position-changing transmission element.

 The desired position is, preferably, but not exclusively, a position that is distinguished by certain properties. In a conventional gearbox, this may be the position at which a particular gear is engaged. In an automatic transmission, this may be a position that corresponds to the inclusion of a specific element in which a specific element of the automatic transmission is either completely locked or completely released. In a continuously variable gearbox, this may be the position that corresponds to the largest or smallest gear ratio or a specific intermediate gear ratio.

 After the actuation process is completed, the output signal of the sensing device is measured and fed to at least one computing device, which creates from it an information value of the position, which determines the position in a one-, two- or three-dimensional reference system, which , if necessary, takes into account the angle of rotation.

 The computing device evaluates this information value of the position according to a given evaluation criterion.

 The evaluation criterion may comprise a comparison with comparative values contained in the memory device. In addition, the evaluation criterion can be a calculation method that is performed in a computing device according to a given program and with the help of which position information is processed and evaluated in a given way. It is also possible that the evaluation criterion is developed using a method that is launched only after the completion of the actuation process.

 The solution according to the invention has a number of significant advantages.

 Using the method according to the invention, it is possible to reliably determine the position of the transmission element, regardless of all manufacturing tolerances. This eliminates incorrect operation of the gearbox caused by an incorrect or insufficiently accurate change in the position of the transmission element.

 A particular advantage of the idea of the invention lies in the fact that there are ample opportunities for implementing a sensitive device. Since the influence of manufacturing tolerances is eliminated by the invention, a sensitive device can be installed away from the position-changing transmission element. Indeed, a sensitive device can be provided on all elements which, without a deadlock or possibly without a deadlock, or taking into account a deadlock, are connected to a position-changing transmission element so that they participate in the movement of the position-changing transmission element, or directed so that in a certain position, it essentially does not affect the position of the position-changing transmission element. Consideration of the backlash within certain limits is quite possible.

 In particular, the invention makes it possible to place the sensitive device also outside the gearbox housing itself, provided that an actuating element is provided that externally drives a position-changing transmission element located inside the gearbox housing.

 In a conventional shifting gearbox, a sensitive device can be mounted, for example, on shift rods or on a shift lever. Thus, the sensitive device can be completely moved outside the gearbox and not be affected by the conditions in it with respect to the oil atmosphere, temperature, etc. In addition, there is no need for special measures to output the electrical signals of the sensitive device from the gearbox housing.

 According to a first embodiment of the method according to the invention, the evaluation criterion is essentially unchanged in the memory of the computing device. The evaluation criterion is derived, for example, from the design parameters of the gearbox and for the completed gearbox is not changed.

 However, in accordance with a preferred embodiment of the invention, the evaluation criterion is variable. With this implementation, a training cycle can be performed first, during which one or all position-changing transmission elements are translated into at least one or all of the end positions and each time the fulfillment of the evaluation criterion is checked. The informational position values corresponding to this criterion are recorded in the memory as reference position values. The method is then continued in the normal mode, in which the evaluation criterion includes a comparison of the current position information values and the reference position values stored in the memory. Using this method, you can quickly and reliably control the achievement of the corresponding end position when the car is running.

 An automobile according to the invention is equipped with a gearbox in which the control method according to the invention is applied.

 According to a preferred development of the invention, the vehicle is equipped with an automatically controlled clutch device. By controlling the position, the clutch can be closed as soon as the position-changing transmission element reaches a predetermined position. This predetermined position, which in this case is the end position, does not have to be a position that corresponds, for example, to a position in which the gears have reached full engagement. Thus, it is possible to close the clutch until the moment when the actual process of changing the position is completed, i.e. in this example, shifting from one gear to another. This not only enhances vehicle safety by eliminating incorrect operation of the gearbox, possibly the existing gearbox control device and possibly the existing clutch control device, but also increases safety by automatically clutching, minimizing the time required for opening or to reduce the transmitted torque of the clutch while changing the position of the position-changing transmission element. Therefore, for example, when overtaking after the switching process, the drive power is again available much earlier than in the absence of appropriate control.

Further advantages, features and possibilities of application follow from the following description of examples of execution using the drawings, which show:
FIG. 1 is a schematic illustration of a gearbox for explaining various embodiments of the invention;
FIG. 2 is a schematic plan view of a shift clutch and a gear shift gear of the gearbox of FIG. 1;
Figure 3 - image of figure 2 with a fully engaged gear gearing;
Figure 4 - image of figure 2 in a special position;
Figure 5 is an image of figure 2 with a special position of the switching gear;
FIG. 6 is a view similar to FIG. 2 for characterizing lengths;
Fig. 6a is an explanatory drawing for characterizing a singular point during a switching process;
7 is a view similar to FIG. 2 for explaining another embodiment;
Fig. 8 is a schematic illustration of a continuously variable transmission;
FIG. 9a, b, c, d are schematic projections for explaining various embodiments of a sensitive device;
Figure 10 is a schematic block diagram of an exemplary embodiment of a vehicle according to the invention;
11 is a process diagram.

 The invention is described below in separate examples. To limit the scope of the description, the possibility of combining features of exemplary embodiments is not separately explained. However, it should be pointed out that the features of various exemplary embodiments can be combined with each other. The combination possibilities follow, in particular, also from the wording and references in the subordinate claims. The invention is first described for one group of exemplary embodiments in which a conventional shift gearbox is used.

 The concept of a gearbox should be understood as gears in which the input speed through gears in gears is transferred from the gears to the output speed. In this case, the ratio between the input speed and the output speed changes stepwise. Such shifting gearboxes include gearboxes with a shifting clutch with the same axis or with different axles, gears with sliding gear wheels, gears with an end tooth of a cam clutch, gears with a dowel, etc. For a simpler presentation, the following description relates to a gear with a clutch, which, however, should not be understood as limiting the use of the invention in gearboxes.

 In FIG. 1 is a schematic illustration of a gearbox. An engine not shown, such as a gasoline or diesel engine, drives a shaft 1 connected to a flywheel 2. Inside the flywheel 2 there is a dry clutch 3 with one disc. Rotational motion of a single-disk dry clutch 3 is transmitted through the input shaft 4 of the transmission to the gearbox housing 5. The input shaft 4 of the transmission is fixed in the housing 5 of the gearbox using conventional rolling bearings 6, 7. The torque transmission system can be made in the form of a single-disk dry clutch, as well as in the form of a friction clutch. The torque transmission system can also be made in the form of a multi-plate friction clutch, in the form of a powder electromagnetic clutch or in the form of a hydrodynamic torque converter that overlaps the clutch converter.

 The first helical gear 11 and the second helical gear 12 are fixedly mounted on a gear input shaft 4 for rotation.

 The output shaft 15 of the transmission is also installed in the gearbox housing 8 using two conventional rolling bearings 16, 17 and has a first gear wheel 18 and a second gear wheel 19, while these two gears are in constant engagement with the corresponding gears 11 and 12.

 Gears 18 and 19 are mounted on the output shaft 15 of the transmission with the possibility of free rotation.

 Between the two gears there is a switching clutch 20, which is driven by the switching rods 21. The switching clutch has a fine-spaced profile directed towards the shaft 15, which is engaged with the corresponding fine-spaced profile 24 on the shaft 15. Thus, the coupling 20 is always firmly connected rotatably with the shaft 15, however, can move on the shaft in the longitudinal direction. Thus, in this transmission design, the shift clutch 20 is a position-changing transmission element. On both gears 18, 19 are located switching gear profiles 22, 23, with which a rotational connection is established between the switching clutch 20 and the corresponding gear wheel.

 The switching clutch consists of a substantially cylindrical ring 30, which is not shown in full view in the plan view of FIGS. teeth 31, 32, moreover, in the exemplary embodiment, they are located symmetrically. Instead of this symmetrical arrangement, an asymmetric arrangement may be provided.

 The switching teeth 31, 32 in a plan view are substantially diamond-shaped and have, starting from the cylindrical ring 30, two diverging trailing edges 33, 34, i.e. the distance between them increases with increasing distance from the ring 30.

 Two leading edges 37, 38 adjoin these trailing edges 33, 34, which converge to the common line of symmetry of the opposite edges and converge at apex 39.

 The teeth 42 of the switching gears 18, 19 are respectively diamond-shaped from above and have diverging edges 43 and 44, as well as front converging edges 47, 48 converging at the apex 49.

The purpose of the shift in such a transmission is, as shown in FIG. 3, to engage the shift clutch 20 with the gear gear profile 22 or with the gear gear profile 23 of the running wheels 18, 19. FIG. Figure 3 shows what a fully completed switching process looks like. The changeover clutch 20 has moved from the neutral position (FIG. 2) by a distance l ₁ and the teeth of the changeover clutch are fully engaged with the teeth 43 of the change gear profile on the running gear. As soon as the torque starts to be transmitted, the edges of the gear teeth are adjacent to each other and the running gear, the gear clutch and the shaft rotate at the same speed and transmit torque.

 However, when switching, the state shown in Fig. 4 may occur, when when moving the vertex 39 of the teeth 31 fall exactly on the vertex 49 of the teeth 43. If the clutch is closed in this position, then from the drive motor through the shaft 4, the gearing 11 and 24 will be transmitted rotational motion. The shaft 15 and the shift clutch are connected to the wheels of the vehicle. Since the torque cannot be transmitted as a result of the failed gear engagement, the drive motor remains without load and accelerates. Due to this, the tops of the teeth 31, 43 are beaten against each other, which can lead to breakage of the switching clutch and the switching gearing. If such a switching process occurs, for example, during overtaking, then the driver does not have drive power during overtaking, as a result of which an extremely dangerous situation may arise.

 Another situation is shown in FIG. Here, the shift clutch is pushed a short distance into the shift gear. However, due to a slight processing inaccuracy or due to a change in the surface of one of the teeth during operation, the leading edges of the teeth of the shifting clutch cannot slide along the leading edges of the teeth of the shifting gear. The switching clutch remains in the position shown in FIG. 5. In this case, also, as soon as the clutch 3 is closed, a vibrational movement of the switching clutch and the switching gearing is created, and the switching clutch will be squeezed into the neutral position due to the inclination of the leading edges. In this case, not only damage to the gearbox may occur, but also dangerous traffic situations, since in this case the transmission of torque cannot take place.

 The following are descriptions of several embodiments of the invention by which such situations can be prevented.

 In general, it is necessary to distinguish between two variants of the method, which are possible in all the following examples.

 In the first group of options, the position of the position-changing transmission element is determined, that is, in this example of the switching clutch 20, and if the correct position is reached, the memory device stores the corresponding position reference value. In subsequent switching processes, the current measured position value is compared with the position reference value stored in the memory.

 If the difference between the current position value and the reference position value is within the specified limits, it is concluded that the transmission is engaged correctly and an appropriate signal is issued. If the difference is greater than the limit value, then it is concluded that the situation shown in FIG. 4 or 5 case and that is why the switching process is unsuccessful. Thus, this group of embodiments applies the learning process. Before starting the operation of the car, the corresponding reference position values are determined and stored in the memory of the storage device. These values are then used as reference values in order to be able to establish during operation of the vehicle whether the position-changing transmission element is in the correct position. The repeated training process is carried out only when it is necessary in connection with the performance of work in the gearbox. In addition, it may be provided that, as part of regular routine maintenance, for example, a new training cycle is conducted in the workshop every 50,000 km.

 The learning process or the process of comparing the values stored in the memory and real values can also be carried out, for example, during the start of operation. In this regard, the real values that can be determined can be determined for the corresponding gear positions of the gearbox, and the system determines whether the gear is engaged or not. This determination can be made using an assessment of tolerances.

 In this group of embodiments of the invention, a computing device is used in the car in order to compare the reference position with the current positions. However, the position recognition process can be controlled using a computing device installed outside the vehicle. This, in particular, then matters when the entire process, as will be described, is automated, i.e. carried out without manual control.

 In the second group of embodiments of the invention, which may also be contained in most of the following examples of execution as options, the evaluation criterion is checked each time. Thus, in this case, the reference position is not entered into the memory, but it is checked during each switching process whether the corresponding evaluation criterion is satisfied.

 In the first embodiment, it is assumed that at the beginning of the method, the switching clutch is in the neutral position. This neutral position can be determined, for example, by fixing the transmission elements. The switch clutch may also be in any position within the switch path. This starting position is identified by the core method. This means that it can be determined what was at the beginning of the method as a starting position: transmission or neutral position.

 The neutral position can be determined, for example, before another process, and a certain value of the neutral position is stored. Moreover, it is particularly preferable that in the learning process a neutral position is fixed. This can be achieved in that, for example, the shift lever in the neutral position is locked with a locking device. It is also possible that another gear is engaged in the gearbox and the shift lever is locked before being put into operation. As a latch, for example, a pin is used, which provides a fixed position of the shift lever or other part of the gear relative to the fixed part, for example, the chassis.

In the first stage of the method, using the sensing element, the value corresponding to this position is determined as the initial value of the position and stored in memory. With appropriate execution of the computing device, this may be, for example, the zero position. Then, the switching clutch 20 is transferred using the switching shaft 21 to the position corresponding to the image in figure 3. In this case, the switching clutch must from the neutral position, indicated in FIG. 3 by the dash-dot line and the line art of the cylindrical ring of the switching clutch 20, go the path l _x .

This value of length l _x corresponds in the design to the nominal stroke l _{nenn of} the gearbox. Due to manufacturing and installation tolerances, this theoretically calculated value of l _nenn , which is formed from the design of the switching clutch and the switching gearing, is achieved only in a small number of cases.

 The definition of the evaluation criterion is explained below with reference to Fig.6.

In order for the teeth of the shifting clutch and the shifting gearing to mesh so that the corresponding transition region of the trailing edge 33 to the leading edge 37 or the trailing edge 43 to the leading edge 47 lies on each other, it is necessary, as shown in FIG. the coupling at a distance l ₁ .

 In a particular gearbox, it is necessary, when determining the minimum path, to take into account all the tolerances of an individually designed gearbox related to the movement of the shift clutch using the shift rod.

где l_1,min - необходимый в реальной коробке передач минимальный расчетный путь перемещения для перехода из нейтрального положения в положение 1 при всех допустимых погрешностях деталей;
l_1,nenn - расчетный путь перемещения в соответствии с конструктивным выполнением с учетом номинальных размеров;
i - текущая постоянная для обозначения влияющих на путь перемещения деталей;
n - число элементов коробки передач с погрешностями, принимающих участие в перемещении или влияющих на величину перемещения;
Δt_i - разница между номинальным размером детали i, заложенным в основу конструктивного выполнения, и самым малым допустимым размером этой детали в направлении длины l перемещения с учетом знака.The minimum travel path is calculated without taking into account the backlash using the formula

where l _{1, min} is the minimum calculated travel path required in a real gearbox to go from a neutral position to position 1 for all permissible part errors;
l _{1, nenn} is the calculated displacement path in accordance with the structural design, taking into account the nominal dimensions;
i is the current constant to indicate the details affecting the path of movement;
n is the number of gearbox elements with errors taking part in the movement or affecting the amount of movement;
Δt _i is the difference between the nominal size of the part i laid in the basis of the design, and the smallest allowable size of this part in the direction of the length l of movement, taking into account the sign.

In view of the back stroke, equation (1) is accordingly complicated. In order to move the switching clutch to position 2 of full engagement, it is necessary to make a travel path l ₂ . Thus, position 2 is a state in which either the top 39 of the shift clutch abuts against the ring of the gearing gear 18, or the top 49 of one of the teeth 43 of the gear gears abuts against the ring 30 of the switch clutch 20 or another stop.

где l_2,max - максимально возможный в реальной коробке передач расчетный путь перемещения для перехода из нейтрального положения в положение 2;
l_2,nenn - расчетный путь перемещения в соответствии с конструктивным выполнением с учетом номинальных размеров;
i - текущая постоянная для обозначения влияющих на путь перемещения деталей;
n - число элементов коробки передач с погрешностями, принимающих участие в перемещении или влияющих на величину перемещения;
Δt_i - разница между номинальным размером детали i, заложенным в основу конструктивного выполнения, и самым малым допустимым размером этой детали в направлении длины l перемещения с учетом знака.In a particular gearbox, the maximum value of l ₂ can be calculated using the following formula:

where l _{2, max} is the maximum possible calculated travel path in a real gearbox for moving from a neutral position to position 2;
l _{2, nenn} is the calculated displacement path in accordance with the structural design, taking into account the nominal dimensions;
i is the current constant to indicate the details affecting the path of movement;
n is the number of gearbox elements with errors taking part in the movement or affecting the amount of movement;
Δt _i is the difference between the nominal size of the part i laid in the basis of the design, and the smallest allowable size of this part in the direction of the length l of movement, taking into account the sign.

где l_2,min - минимально возможный в реальной коробке передач расчетный путь перемещения для перехода из нейтрального положения в положение 2;
l_2,nenn - расчетный путь перемещения в соответствии с конструктивным выполнением с учетом номинальных размеров;
i - текущая постоянная для обозначения влияющих на путь перемещения деталей;
n - число элементов коробки передач с погрешностями, принимающих участие в перемещении или влияющих на величину перемещения;
Δt_i - разница между номинальным размером детали i, заложенным в основу конструктивного выполнения, и самым большим допустимым размером этой детали в направлении длины l перемещения с учетом знака.Similarly, it is possible to calculate what the minimum travel path should be in order to ensure the contact of the vertex and the ring, if all the tolerances are added accordingly. In this case, the valid formula

where l _{2, min} - the smallest possible in a real gearbox calculated travel path for moving from a neutral position to position 2;
l _{2, nenn} is the calculated displacement path in accordance with the structural design, taking into account the nominal dimensions;
i is the current constant to indicate the details affecting the path of movement;
n is the number of gearbox elements with errors taking part in the movement or affecting the amount of movement;
Δt _i is the difference between the nominal size of the part i laid in the basis of the design, and the largest allowable size of this part in the direction of the length l of movement, taking into account the sign.

From this we can conclude that the switching clutch will reach the final position if the travel path is greater than or equal to l _{2, min} or less than or equal to l _{2, max} .

где Δl - разница между положением 2 и положением 1 в реальной коробке передач;
Δl_nenn - расчетный путь перемещения между положением 2 и положением 1 в соответствии с конструктивным выполнением с учетом номинальных размеров;
i - текущая постоянная для обозначения влияющих на путь перемещения деталей;
n - число элементов коробки передач с погрешностями, принимающих участие в перемещении или влияющих на величину перемещения;
Δt_i - разница между номинальным размером детали i, заложенным в основу конструктивного выполнения, и самым меньшим допустимым размером этой детали в направлении длины l перемещения с учетом знака.Thus, when performing the method of determining the position, the computing device first measures the value of the output signal of the sensing element in one position, for example, in the neutral position (position 0). You can also proceed from any other situation. Then, in a conventional manner, the switching rod is actuated and the resulting output signal of the sensor element is measured (position 2). From the difference in both positions, the computing device calculates the measured travel path l _mess . If the measured travel distance l _{mess is} greater than l _{2, min} , then it can be assumed that the final position has been reached and that the position-changing transmission element is in the final position. This point is stored in the memory as a reference value for position 2, and then using the computing device to determine the length Δl:

where Δl is the difference between position 2 and position 1 in a real gearbox;
Δl _nenn is the calculated travel path between position 2 and position 1 in accordance with the structural design, taking into account the nominal dimensions;
i is the current constant to indicate the details affecting the path of movement;
n is the number of gearbox elements with errors taking part in the movement or affecting the amount of movement;
Δt _i is the difference between the nominal size of the part i laid in the basis of the design, and the smallest permissible size of this part in the direction of the length l of movement, taking into account the sign.

 The corresponding Δl value of the sensing element is recorded as a reference value in the memory.

During operation, there is no need to wait for the switching gear to reach the end position defined by l ₂ . In order to accelerate the shifting process, the clutch can be closed already when the shifting gearing reaches the position shown in FIG. 6a or this position moves to a predetermined length. Once this point is reached, the clutch can be closed.

Since according to the idea of the invention it can be assumed that the point l _{max has been} precisely reached under these conditions, the length Δl can be set very precisely, since it also depends only on the tolerances of the length of the switching teeth. In this way, a precisely defined point is reached at which it can be assumed that the switching process is completed, so that the clutch can be closed at an earlier point in time.

 If, when determining the value of the sensitive element for position 1, only the calculation is taken into account, then it is necessary to take into account the tolerances on all the parts involved and determine the clutch closure point, which will lie much closer to the maximum travel path than it will be in the solution according to the invention.

 In the first embodiment, it was assumed that the movement was from a known neutral position.

 In the second embodiment, it was assumed that the neutral position is unknown, however, that adjacent gear gears are provided nearby, as is also shown in FIG.

 In this embodiment, the shift clutch is first engaged with the gear shift gear 22 of the gear 18 and then the gear gear 23 of the gear 19.

где l_2,min - путь перемещения между положением 1 и положением 2 в реальной коробке передач;
l_2,nenn - путь перемещения между положением 1 и положением 2 в соответствии с конструктивным выполнением с учетом номинальных размеров;
i - текущая постоянная для обозначения влияющих на путь перемещения деталей;
n - число элементов коробки передач с погрешностями, принимающих участие в перемещении;
Δt_i - разница между номинальным размером детали i, заложенным в основу конструктивного выполнения, и самым большим допустимым размером этой детали в направлении длины l перемещения с учетом знака.In this case, the output signals of the sensor are measured in two positions, namely, in the gearing position with the gear shifting gear 22 (position 1) and in gearing with the gear gearing 23 (position 2). From the difference of both positions, the path of movement l ₂ is determined, as shown in Fig.7. Then this travel path l is evaluated whether it is greater than the minimum value, and the formula is applicable for this case

where l _{2, min} is the travel path between position 1 and position 2 in a real gearbox;
l _{2, nenn} is the path of movement between position 1 and position 2 in accordance with the design, taking into account the nominal dimensions;
i is the current constant to indicate the details affecting the path of movement;
n is the number of gearbox elements with errors involved in the movement;
Δt _i is the difference between the nominal size of the part i laid in the basis of the design, and the largest allowable size of this part in the direction of the length l of movement, taking into account the sign.

If the travel path l is greater than or equal to this calculated minimum travel path, then it is assumed that the first and second positions were corresponding end positions. If the travel path is less, then proceed from that. that the contact of the peaks or the contact of the leading edges with each other took place. In this case, the measurement is repeated, while making sure that the gear wheels can rotate in relation to each other. The measurement is repeated until an appropriate value of l ₂ is reached.

 Using this method, the end points of the displacement of the switching clutch with respect to the switching gears are determined as the reference position values. Based on these end points, it is determined in the same manner as in the first embodiment that the corresponding engagement point is located at a distance Δl from the corresponding end point and which determines the position from which the engagement can be closed. This position, respectively, the corresponding values of the sensing element are recorded, preferably, in the memory as reference values of the position.

 In the third embodiment, the travel path during the learning process is not compared with the calculated value. Instead, many switching processes are carried out, while making sure that the gears between the switching operations can be rotated independently of each other. The end positions measured by the sensitive device during single switching processes are recorded. From the individual measuring values for the final positions, the maximum values are determined. If a sufficient number of switching processes are performed, then it can be assumed that at least one switching process has reached the maximum position, i.e. fully engaged gearshift clutch. Therefore, the maximum values can be considered as the provisions of the full engagement and accordingly enter them into memory.

 In this method, an assumption is made that a continuous measurement is made of the path or angle of the part, which is kinematically connected with the gearshift clutch or with the movable gear. First turn on the transmission and remember the value of the sensing element. Then shift or shift another gear. In this case, the gears, with which the gears should be engaged, should be kinematically connected to each other, for example, by the fact that both running wheels act on the gears of the input shaft of the gearbox. Due to the different division of the gears, it is very likely that when shifting, the gearbox and / or the movable wheel and the opposing gears rotate slightly with respect to each other. This rotation ensures that the possibly unfavorable position of the gears of the running gear (for example, the position of the apex to the apex) is eliminated. Then, the first gear is engaged and the available sensor value is compared with the first sensor value. If large values are interpreted as “gear saved again”, the following possibilities and corresponding estimates are available.

 1) The first value of the sensitive device is greater than the second value of the sensitive device plus ε (value of the sensitive device 1> (value of the sensitive device 2 + ε)).

 Such a ratio of the values of the sensitive device may mean that during the first switching process or switching on the speeds, the transmission was switched on, and during the second switching process, for example, there was a vertex to a vertex position. In this case, the first value of the sensitive device indicates the gear engaged.

 2) The first value of the sensitive device is less than the second value of the sensitive device minus ε (value of the sensitive device 1 <(value of the sensitive device 2-ε)).

 This combination of values of the sensitive device can be interpreted so that in the second shift process the gear was engaged, and in the first shift process the gear was not engaged and there was a vertex to a vertex position. In this case, the second value of the sensitive device is used as the actual value for the engaged gear.

 3) In other cases, the gear was engaged both times and both values of the sensitive device indicate the gear engaged.

 In the above cases, ε means the difference to be determined, which corresponds to the change in the signal of the sensing element along the length of the engagement (minus the possible dead travel and dimensional tolerances). The third case may very unlikely relate to a vertex to a vertex state in which the transmission is not engaged both times. Further, it is also possible that one gear is engaged more than twice and / or in between includes different gears.

 A possible switching sequence for checking all transmissions may look, for 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.

 In this case, each gear is engaged at least two times. Change can also be made via switching paths.

 Any combination of transmission sequences is also possible in which each transmission is engaged at least two times.

 Another possibility of turning the gear wheels and / or shifting gears between repeatedly engaging the gear to check the rest position is to engage the neutral gear between the two gear shifting processes while the engine is running and at least partially engage the clutch or slip the clutch. It may also be advisable to rotate the output shaft of the gearbox, for example, by rotating the drive wheels. This can happen manually or mechanically, or automatically.

 Separate sensing elements can also be used, which they adapt once at the start of operation.

 The basis of this method is the consideration that the position of the vertex to the vertex or contact only at the front of the edges is a relatively unbelievable event. If the position of the transmission element is often repeated and the gearing conditions are changed, it is very unlikely that these events are repeated. Therefore, after the completion of a given number of switching processes, it can be assumed that the possible end positions have been reached. From the measured end positions, you can again determine the position at which the clutch can be closed. The predetermined amount is preferably at least 2.

 In a fourth embodiment, the torque input to the gearbox is controlled.

 For this, a motor installed in the car is preferably used if the gearbox is installed in the car at this point. The engine is idling, i.e. with clutch open and with the clutch in neutral. Then the shift rods 21 are actuated and the gear is engaged. As soon as the gear is engaged, close the clutch. This occurs, preferably, with control along the travel path, i.e. the clutch may not only be between the fully open and fully closed positions, but intermediate positions are also possible. Such clutch control is possible, for example, in automatic clutch systems.

 If the gear is engaged and the clutch has overcome the so-called grip point, then torque is transmitted to the drive wheels. This increase in torque is appropriately measured and thereby determines that the gear is engaged correctly. If the speed is not included, then there will be no increase in torque.

 Torque build-up can be measured through engine controls or using a suitable sensor on the engine output shaft or in the clutch area. In order to prevent damage to the gearbox, the clutch is opened again as soon as the increase in torque is detected.

 The output signals of the sensing device measured at the moment of increasing torque are recorded as position reference values, and the current values of the position of the sensing element measured during operation are compared with these reference values.

 The fifth embodiment works similarly to the fourth embodiment. However, if the increase in torque is determined there, then in the fifth embodiment, the decrease in the number of revolutions is determined as the evaluation criterion. In this case, the engine provided in the vehicle is also preferably used in order to drive the gears of the gearbox into rotation through the clutch 3 and the input shaft of the gearbox. The shift clutch is actuated through the shift shaft and the gear teeth of the switch clutch and the shift gear are engaged. The clutch is preferably closed with control along the travel path, and the reduction in the engine speed after the clutch closes is determined.

 In the fourth and fifth embodiments, there is a danger that vibrations occur when the gear is not engaged properly. In order to be able to remove them as soon as possible, it may be provided, preferably only for the initial position determination process, that a vibration sensor that detects vibrations directly in the gearbox or with the help of sound waves emanating from it and issues a command to terminate the experiment by translating the switching shaft in neutral position or by opening the clutch as soon as the presence of vibration or vibration noise is established. The position sensor can also measure vibrations that are processed as signals by a computing device.

 Modifications of the above embodiments in the fourth and fifth embodiments described above were based on the fact that the gearbox is installed in the vehicle and is driven by a drive motor integrated in the vehicle. A corresponding method is also possible in embodiments 1-3.

 The embodiment with the gearbox installed in the car has the advantage that a sensitive device can be used that determines the position of the actuators in relation to the car, and not directly in relation to the gearbox. In this way, the sensitive device can be mounted, for example, directly on the gear shift lever actuated by the driver.

 However, it is also possible to apply the above embodiments before installing the gearbox in a vehicle. In this case, the sensitive device must determine the position of the actuator, for example the switching shaft, with respect to the gearbox housing itself. In this case, it is preferable that it is provided that a memory unit is provided specifically for the gearboxes, which is provided, for example, in the gearbox housing or integrated in a reader provided in the vehicle, or whose data are transferred to a memory device installed in the vehicle, and in which corresponding position reference values. Then it becomes possible to carry out the learning processes of the above described embodiments on the test bench after manufacturing the gearbox and before installing the gearbox in the car, and only then install the gearbox in the car. This has the advantage that the cost of installing a car can be reduced. In addition, with this modification of the option, it is possible to replace the gearbox in the workshop without conducting a second training process. With another modification, which has advantages, in particular for the fourth and fifth embodiments, the learning process is carried out with the gearbox installed, but rotation of the drive wheels is allowed. Therefore, in this embodiment, the vehicle is, for example, on a roller test bench. In this case, you can perform the learning process both actively and passively.

 With the active implementation of the learning process include a car engine to drive the gearbox. When the clutch is closed, the drive wheels are driven through the gearbox. The number of revolutions of the drive wheels is measured in an appropriate way. This can happen, for example, by using sensors installed in the car to measure the number of wheel revolutions, which are already necessary in a car equipped with a control device to prevent slippage. If the car is mounted on rollers, then the speed can be measured directly on the rollers.

 In particular, in the latter embodiment, when the vehicle is mounted on rollers, it is also possible to brake the rollers, so that torque is transmitted through the drive wheels to the rollers, which are then measured accordingly.

 With this modification, it is possible to establish during the switching process which speed and, if necessary, what torque the engine develops. If you also measure the number of revolutions of the drive motor, then you can determine the gear ratio, so that the results of the measurements can not only determine whether the position-changing transmission element is in a predetermined position, but also determine which gear ratio is reached in this position.

 In addition to the active method, a passive method can also be used in which the car engine is stopped. In this case, the rotational movement through the drive wheels is transmitted to the gearbox in the same manner as in the fourth and fifth embodiments, it is determined when there is a decrease in the number of revolutions or an increase in the torque transmitted from the foreign drive.

 All of the above embodiments and embodiments are described with respect to use in shifting gearboxes.

 Appropriate use is also possible in continuously variable gearboxes.

 Fig. 8 shows a part of a continuously variable transmission also used in automobiles. The illustrated transmission is a flexible communication transmission, which, for reasons of better understanding, is only partially shown. A flexible link transmission has a first pair of discs with two discs 101, 102 arranged coaxially with each other, as well as a second pair of discs with discs 111 and 112. Both disc pairs are connected to each other by a covering means 105, which may be a plastic belt or from other similar material, with a metal tape, a suitable chain, or the like.

 The female means has an approximately trapezoidal cross section, with the side edges 106, 107 gliding along the correspondingly beveled edges 108, 109 of the upper disk pair or along the edges 115, 116 of the lower disk pair.

 As the distance between the disk pairs 101, 102, 108, and 109 changes, the position of the female means 105 changes, and thus the effective torque transmission radius.

 The change in distance is caused by holding, for example, the disk 101, and the disk 102 is moved using a suitable mechanical or hydraulic device in the direction of the arrow 120.

 In this embodiment, the disk 102 is a position-changing transmission element. This position-changing transmission element is connected to an actuating element, which in turn is connected to a sensing device that determines the position of the actuating element.

 To determine the position of the position-changing transmission element 102, the first and second embodiments are preferably used for the gearbox.

 In the first embodiment, the actuator can be installed in a predetermined neutral position or in another position, and from this position can be transferred, preferably to both extreme positions, with position 1 being the position with the lowest gear ratio and position 2 the position with the highest gear ratio. These positions as reference values of the position are recorded.

 Intermediate positions can be determined by the fact that the disk is moved to the appropriate distance from the neutral position, and the distance difference between the neutral position and the corresponding extreme position is a reference value.

 Alternatively, a second embodiment can also be applied to this, according to which the position-changing transmission element is first transferred to position 1 and then to position 2, and the sensing element values are stored, respectively, as reference values. One of the two positions is taken as the starting position and the desired travel path is determined with respect to the total distance between the two positions and added to the reference position value selected as the reference point.

 In this embodiment, it is also possible, instead of the extreme positions, or in addition to them, to determine the intermediate positions, in which case, it is preferable to use a drive motor of the car in order to drive the gearbox. The output speed of the transmission is measured using a suitable speed sensor, such as sensitive anti-lock braking system, or a speed measuring device that is mounted on the output shaft of the gearbox or on a wheel driven through rotation of the gearbox. The measured gear ratios are stored in conjunction with the corresponding simultaneously measured values of the sensitive device, so that the ratio between the gear ratio and the sensitive device for a particular gearbox can be established.

 Instead of the continuously variable transmission with a flexible transmission presented here, it is possible to use other types of continuously variable transmissions, such as toroidal gears, bevel gears, etc. It is also possible that the gear is combined with a gear, with parallel shafts or with planetary sets of wheels. The invention has been described above with respect to a conventional shifting gearbox and with respect to a continuously variable transmission. The invention can also be applied in automatic, semi-automatic or shifting gearboxes that work with planetary wheel sets. In a typical automatic transmission used in automobiles, as a rule, two sets of planetary wheels are provided, in which an inner central wheel is provided, i.e. a sun wheel, usually made in the form of a gear, a planetary support with two or three planets, and also an external central wheel, usually made in the form of internal gearing. The gear ratio is changed by blocking or freeing the rotation of various elements.

 The braking and releasing of individual elements occurs, for example, by means of appropriate braking devices, which are moved from the first position in which they do not interfere with the movement of the element to the second position in which they block the movement of the element. Actuators, actuated, for example, hydraulically, are provided for actuating the brake devices.

 According to the idea of the invention, there is also provided a sensitive device that measures the movement of the corresponding actuator. In this case, it is possible to use, in principle, all the embodiments described above, i.e., moving from a neutral position, moving from one extreme position to another extreme position, a statistical method, and also a variant in which a change in torque or a change in the number of revolutions is set .

 The last two options are, in particular, but not exclusively important when the planetary sets of wheels are equipped not with a hydromechanical converter, as is usual in such modern gearboxes, but with a mechanical clutch, preferably a single-plate dry clutch, preferably using automatic clutch.

 The sensitive device used according to the invention can be made differently depending on the type of transmission.

 As already indicated, all kinds of known displacement sensors, i.e. in particular, inductive, capacitive, step-by-step sensors and optical sensors. Since a car’s gearbox usually uses an increased number of gears, most often 6 gears, including reverse gear, or more, the sensitive device must measure movement in several directions.

 A sensitive device with a manually shifted gearbox is preferably installed in the area of the shift lever or shift rods. Fig. 9a shows traction of a certain type of conventional shifting gearbox in which the shifting rod translates in the direction of the double arrow 201 and rotational movement in the direction of the double arrow 202. To determine the reference positions of such a shifting rod, it is necessary to provide a displacement sensing element that measures the displacement in the direction of arrow 201, and a rotation angle sensor that measures movement in the direction of arrow 202. Such sensors The width and rotation angle are known from the prior art and do not require special explanation.

 If shifting the gearbox requires shifting the shift rods in two or three planes, then two or three sensing elements are respectively provided for measuring displacement in the corresponding direction. At the same time, for simplicity, if the design does not interfere with this, the components of displacement are measured in the Cartesian coordinate system and the displacement in the plane or in space is determined from the measured values.

 In FIG. 9b is a side view and FIG. 9c is a plan view of a measurement of the displacement of a conventional shift lever in a two-dimensional plane.

 The shift lever 210 passes through the opening of the sensitive device 211.

 This sensitive device has a rectangular frame 212 with two parallel longitudinal arms 213 and 214, as well as two short arms 215 and 21 located perpendicular to them. A movable element 220 is located parallel to the long arms 213, 214, which is designed to always move in parallel shoulders 213 and 214. At right angles to it, a movable element 221. is provided, which is accordingly configured so that it always moves parallel to the short arms 215, 216.

 In one of the arms 213, 214 and in one of the arms 215, 216, a length measuring device is provided, for example, a step measuring device or the like, which measures the position of the moving member 221 with respect to the shoulder 213. Accordingly, the shoulder 215, 216 is provided with a device to determine the position for the movable element 220.

 If the shift lever 210 is mixed inside this sensitive device 211, then the moveable elements 220 and 221 are moved accordingly. The change in the position of the moveable elements is measured, so that at any time from the position of these two moveable elements, the position of the switch lever can be determined. With such a sensitive device, it is possible to accurately measure the movement of the actuator or part of the actuator in the plane. For example, when commissioning an electronic clutch control system, such as automatic clutch, it may be advisable if a force is determined, for example, a maximum force during gear shifting, and based on this force, threshold values are determined and set, which are used as thresholds in the operation of the vehicle clutch release, in which the clutch disengages when the shift lever is actuated. If the shift lever is actuated too quickly during commissioning, then with a set number of clock cycles for reading sensitive elements, a state can arise that the maximum force falls on the period of time in which not a single value of the sensitive elements is measured. To prevent this, the duration of the switching process can be determined, and if the duration of the switching process is shorter than a predetermined period of time, a signal can be supplied so that the switching process will be repeated more slowly in order to again determine the magnitude of the maximum force during the switching process.

 It may also be advantageous if a certain maximum force value is estimated to be too small, since the switching process was very fast, increase it by a certain value. In this way, the corrected value can be matched with the actual value during subsequent operation by adapting the driving force during the switching process.

 In FIG. 9d shows another exemplary embodiment of a sensitive device that is suitable for measuring the position of an actuator. In the shown embodiment, the position of the shift lever 240 is measured, which moves inside the link 241. The shown link corresponds to the usual H-scheme for shifting gearboxes, while next to H, which defines the gears 1, 2, 3, 4, to the left of FIG. 9d a hole is provided in the wings for the reverse gear into which the shift lever can be transferred, preferably only after overcoming a certain resistance, and also on the right is a corresponding hole in the wings, which determines the position of the shift lever for I'm in fifth gear.

 Along the path of movement of the shift lever, a measuring element 245 is provided, which in the exemplary embodiment of FIG. 9d is provided on both sides of the individual holes in the wings. If the shift lever moves inside the wings, then this movement is measured by the measuring element 245, based on which you can determine the current position of the shift lever. As a measuring element, for example, a stepping element can be used, with which the position of the shift lever relative to a predetermined zero position is set.

 Shown in FIG. The 9d sensor has the significant advantage that it has a one-dimensional value sufficient to determine the position of the shift lever, although the shift rods themselves here perform linear and rotational movement, for the measurement of which it would be necessary to use a two-dimensional sensor.

 The above are a number of types of execution and embodiments that can be used to recognize the position of the position-changing transmission element in the gearbox. The details of sensitive devices with which to measure the corresponding movements of the position-changing transmission element can also be discussed.

 The following is a description of the various possibilities for actuating the actuator, respectively initiating movement of the actuator.

 According to a first alternative solution, actuation is done manually. This alternative is especially suitable when the gearbox is already installed in the car. In this case, the operator takes the position of the driver and shifts the gearbox according to a given embodiment to the appropriate gears. In the first and second embodiments, the operator typically includes transmissions in a predetermined sequence. Preferably, the operator is informed by acoustic or optical signals or an alphanumeric display whether the corresponding desired position is recognized.

 If the car has a display designed to indicate the text, then with the help of this display the operator can be instructed how to conduct the training process for the gearbox positions. It is preferable that the whole process has the character of a dialogue in which the next stage for execution is indicated on the display.

 A corresponding embodiment is also possible in the third, fourth and fifth embodiments. Here you can also transmit relevant instructions to the operator, for example, by written instructions or by means of a display.

 If you select a form of execution in which an external computing device is used that independently or together with the computing device installed in the car controls the learning process, then acoustic signals can also be transmitted to the operator, for example, through a loudspeaker. In this case, digital encoded acoustic signals are provided in the external computing device, which, when transmitted in analog form through a loudspeaker, transmit corresponding instructions.

 According to the second alternative solution, the entire learning process is carried out automatically. This alternative is suitable for completing the training process for a gearbox that is not installed in the vehicle. In this case, the gearbox is preferably mounted on a test bench, which, depending on the selected embodiment, is connected to a drive device and / or a tap device, i.e. with braking device. The actuating element is driven by a manipulator controlled by a computing device and, depending on the embodiment, is transferred to various positions to be recognized. The corresponding reference values are measured as already described above and stored in the memory so that they can be used after installing the gearbox in the car.

 The automatic training process can also be performed when the gearbox is already installed in the corresponding vehicle.

 In this case, the shift lever shifted by the gear shift lever is moved using the corresponding manipulator to the corresponding desired position. Such a design is also possible for all embodiments.

 In the indicated forms and embodiments, when explaining the shifting gearbox, it was assumed that during normal use of the car, the driver shifts the gearbox using the gear lever.

 However, the invention with the indicated forms and embodiments can be applied in a gearbox in which a gear change is performed using an electric, hydraulic or similar auxiliary device. In such a gearbox, the driver gives the gear change command, for example, by pressing the keys on the steering wheel or near the steering wheel on the instrument panel, however, the switching process itself is such that the position-changing transmission element changes its position using an auxiliary device.

 In this case, you can also use all examples of the invention. Since the shift lever is not provided, the sensitive device cannot determine the position of the shift lever. In this case, the sensitive device is set so that it measures the position of the element that is involved in changing the position of the position-changing transmission element. This can be, for example, the piston of the drive cylinder, the position of the piston rod of the cylinder, the position of the shift rods or the position of others involved in the transmission of movement or under its influence.

 The invention can also be applied without change in shifting gearboxes, which switch automatically. Such shifting gearboxes are gearboxes in which not only the position of one or more position-changing transmission elements is changed using a suitably controlled actuator, but the switching command itself is derived from the current traffic situation and operating mode parameters.

 Figure 10 shows a preferred embodiment of the invention in which one of the many possible combinations of individual embodiments of the invention arising from the foregoing description is implemented.

 Figure 10 shows a block diagram of the essential elements of the car.

 An automobile drives an internal combustion engine 300, such as a gasoline or diesel engine. The output number of engine revolutions through the shaft 301 is transmitted to the clutch device 302.

 This clutch is integrated into the flywheel of the engine 300 and contains a single-plate dry clutch not shown.

 The clutch using the release lever 305 closes and opens, while the release lever 305 is actuated by the clutch actuator 306. The clutch actuator has a (not shown) first hydraulic cylinder, which serves as the master cylinder and which determines the set clutch closing position, as well as a slave cylinder, which senses the fluid pressure of the first hydraulic cylinder, due to which the piston moves in the direction of the double arrow 308 and most also clutch lever. The clutch actuator can be controlled with such precision that the clutch can transmit the specified torque values without slipping, and if this torque value is exceeded, it causes slippage.

 The output shaft 310 of the clutch is connected to the gearbox 311. This gearbox is a conventional gearbox, which has 5 forward gears, one neutral position and one reverse gear. The shifting gearbox has transmission shafts parallel to each other, on which gears are arranged similarly to FIG. 1, which are mutually engaged and which can be released or blocked with the help of a shift clutch (not shown) with respect to the corresponding transmission shaft.

 The gearbox is shifted using shift rods 314, which are manually actuated by the driver using gear shift lever 316. The shift lever can be moved in a direction parallel to the image plane, as shown by the double arrow 318, as well as in a direction perpendicular to the image plane, as shown by the double arrow 319.

 The movement of the shift rods is measured using a sensitive device 320. This sensitive device 320 can also be located directly on the gear lever itself. The gear lever and shift rods, as well as the gearbox itself, are in accordance with the currently conventional designs and therefore do not need a detailed description.

 The gearbox 311 has a gear output shaft 312, which is connected through one or more differentials to the drive wheel or drive wheels of the vehicle in an appropriate manner. The engine is controlled by an engine control device 330, which measures engine and vehicle operation parameters and, according to a predetermined program, determines the amount of fuel supplied per unit time or at each injection, and (for gasoline engines) the optimum ignition timing, as well as, if available, the optimum installation of valves, etc.

 The engine control device 330 is controlled by a program that is stored in the memory 331, which also receives other data.

 To measure the operating parameters of the car, you can use many sensitive elements, in particular a lambda sensor, sensitive elements for measuring the temperature of the intake air, ambient temperature, coolant temperature, oil and exhaust gas temperature, pressure sensors for measuring pressure in the suction channel, pressure oil, pressure in the brake device and other hydraulic devices of the car, sensors for measuring speed, for example This includes engine revolutions, gearbox output revolutions, wheel revolutions, etc., as well as sensitive elements that can absorb forces and accelerations, for example, sensitive elements for measuring lateral acceleration of a car, longitudinal acceleration, or acting in the wheel suspension strength.

 The clutch actuator 306 is connected to a program-controlled clutch control device 335, which is controlled by a program stored in the memory 336, and the measurement data is also stored in this memory.

 The clutch control device is connected to a switching command issuing device 340, which operates according to the program embedded in the indent 341, in which the necessary data are also entered. A device is also provided for determining the need for switching, which operates according to a program stored in memory 346, in which measurement data are also stored, and a computing device 350 is provided, which operates according to a program stored in memory 351, which also includes operating parameters, in particular informational position values.

 All control and computing devices are interconnected by data lines (not shown).

 Sensitive device 320 is connected to device 345 to determine if switching is necessary and to computing device 350.

 This example execution works as follows.

 After assembling the vehicle or after installing the gearbox in the vehicle, computing device 350 is first switched to training mode. On the car display, the operator is instructed to shift the gearbox, i.e. in the sequence specified on the alphanumeric display, include individual gears. In each transmission, computing device 350 checks based on the signals emitted by the sensitive device using the evaluation criteria stored in memory 351 for that transmission, whether the transmission is correctly engaged. If the transmission is engaged correctly, then the measured position is stored in the memory 351 as a reference position value. Instead of a reference position value, a certain limit value can be entered into the memory, a certain limit value, the excess of which indicates the introduction of the transmission to the point at which the clutch can be closed.

 At the end of the training mode, computing device 350 is switched to normal operation. Normal operation is as follows.

 As soon as the driver wants to change the gear, he activates the gearshift lever 316. Moving the lever changes the output signal of the sensing element 320. The device 345 for determining the need for switching monitors this output signal and, based on its change, determines that it is necessary to perform a shift. Using the appropriate control signal, it issues a command to the switching command issuing device 340; issue a corresponding command to the clutch control device.

 The clutch control device provides a control signal to the clutch actuator 306, which opens the clutch.

Due to the further movement of the shift lever 316 at the same time, the position-changing transmission element, namely, defining a new transmission
the shift clutch has moved to the gearing of the corresponding gear wheel. This change of position is checked by the computing device 350 based on the output of the sensitive device 320.

 As soon as the valid evaluation criterion is fulfilled, which depends on the position reference value determined in the training mode for this stage of transmission, the computing device gives a signal to the clutch control device, which then gives a control signal with which the clutch closes again. The clutch control device preferably takes into account the operating data of the engine control device and, in particular, the torque to be transmitted and moves the clutch in the closing direction so that this torque can be transmitted reliably. If, for example, according to the data of the engine control device 330, it is necessary to transmit a torque of 75 Nm, then the clutch closes to a value at which 85 Nm can be transmitted. Alternatively, the clutch may be fully engaged. However, partial closure has the advantage that the path for opening at the next switching will be shorter.

 The command issuing device 340 checks, based on engine parameters and other vehicle operating parameters, in particular the position of the brake pedal, which is measured (not shown) by the sensing element for determining the brake pressure or the position of the brake pedal, whether the clutch device 302 needs to be opened. This may occur, for example, if the engine speed drops below a predetermined limit value. In this case, the command issuing device generates a control signal to the clutch control device to open the clutch.

 To facilitate pulling away and when maneuvering during parking, the shift can take place so that slight torque continues to be transmitted, so that slippage occurs between the engine and gearbox, which causes the car to move at a very low speed.

 The exemplary embodiment of FIG. 10 can be modified in such a way that a gearbox control device 360 is provided that operates according to a program stored in the memory 361, in which the necessary data are also entered. A gearbox control device 360 is connected to a gearbox actuator 370.

 In this exemplary embodiment, there is no need for a shift lever 316 or it is used only as a gear selection lever. A sensing element 320 is mounted in this case between the gearbox actuator 370 and the gearbox 311.

 The gearbox control device 360, on the basis of the data available in the engine control device 330 and other operating parameters measured by the indicated sensitive elements, determines the need to change the gear ratio of the gearbox 311. As soon as it becomes necessary to shift the gearbox, a corresponding command is issued to the gearbox actuator 370. At the same time, a control signal is issued to the command issuing device 340 or directly to the clutch control device 335, which provides clutch opening by means of the clutch actuator 306. Once the computing device 350, based on the outputs of the sensing device 320, determines that the switching process is sufficiently completed, the control signal is again output to the command issuing device 341 or to the clutch control device 335, which provides a clutch closure by the clutch actuator 306. In this case, the clutch is preferably closed only enough to ensure the transmission of a certain torque, depending on the operating parameters.

 Instead of or alternatively to the gearbox control device 360, upon further modification of the exemplary embodiment of FIG. 10, the gearbox actuator can be connected to a switching device 372.

 This switching device may have, for example, keys for shifting up or for shifting down gears. The shift process itself occurs in the same way as when using only the gearbox control device. The switching device 372 can be mounted, for example, on the steering wheel of a car and allows the gearbox 311 to be switched automatically engaging the clutch.

 A significant advantage of all the examples of execution mentioned in connection with FIG. 10 is that essentially a conventional gearbox that does not contain a hydrodynamic converter is used for shifting. Due to this, power losses in the hydrodynamic converter and its inertia are avoided and obviously reduce the fuel consumption of the car.

 Despite this, the invention, with its various exemplary embodiments, can also be used in a car that has a gearbox with a hydrodynamic converter in front of it as a clutch or in addition to the clutch.

 The functions of the engine control device, the clutch control device, the command issuing device, the device for determining the need for switching, as well as the computing device and, if necessary, the gearbox actuator, can be combined in one or more control devices. Accordingly, it is also possible to combine the functions of the storage devices in one or more storage devices.

 Further, it may be appropriate if all the dead moves are in internal switching, i.e. all parts of the gearbox that are driven or used are adapted for their service life or, if necessary, adapted. If, for example, the deadlifts increase due to wear, they can shift the rest position of the internal shift and / or external shift on the gearbox and / or on the shift lever when the gear is engaged. External shift means that part of the switching mechanical elements that is located outside the gearbox. This may be, for example, rods, cable connections, connections to a pressure transmission means, or the like. and / or shift lever.

 The idle position of the external gears when the gear is engaged can be coordinated with the measured positions in operation on the gearbox and on the gear lever by means of adaptation.

Such adaptation is preferably carried out in cases where at least one of the following conditions is fulfilled:
- the transmission is recognized as being engaged,
- the car is in a state of motion,
- the speed of movement of the shift lever is less than a specified limit value,
- the force exerted on the shift lever, determined, for example, using the stroke difference at a given elasticity, less than a specified limit value,
- the transmission is engaged for a specified period of time,
- the direction of the engine moment has changed at least once,
- the temperature of the engine, coolant and / or engine oil is higher than the set limit value,
- None of the substitute strategies leads to a result. The control device initiates adaptation if, for example, one of the above conditions is met. The resting position on the shift lever can be determined separately or with adaptation on the actuating elements of the gearbox, for example, on internal switching. This adaptation can be done using an external gear ratio, for example a gear ratio of levers.

 Adaptation may be made according to scheme 400 of FIG. 11. The current value of the rest position, which is located in the memory of the control unit and with which the control unit operates, is coordinated one or more times with the measured value for the engaged gear. All or some values of the resting position are measured in a given period of time and the calculated, for example, the average value for the resting position is derived from these values. Then, the calculated value can be compared with the current value and at point 401, the difference can be determined to establish an increase or decrease in the backlash. The theoretical rise, which is introduced into the control unit, is limited by a set limit value. Then, the dependence of the change on time is smoothed out by the filter at 402. In this embodiment, the element PT1 is provided as a filter, and another filter can also be used. Then, at point 403, the new value is checked to maintain the maximum and minimum threshold values, and if the value 404 is in the tolerance field of the threshold value, it is entered into the memory and used for subsequent control.

 The method described above or the device described above can also be used to recognize the positions of the switching paths. Shift paths are paths along which a shift member, such as a shift lever, moves to engage gears. Typically, in a car’s gearboxes there are at least two shift paths and often even three, four or five paths.

 The geometric positions of the paths are determined by the geometry of the gear shifting gear or the location of the shifting forks or shifting rods inside the gearbox. During commissioning, the positioning of the paths can preferably be effected in such a way that at least one gear is engaged, the corresponding gear position and / or position of the switching path is determined and stored in the control unit. Due to this, it is possible to establish the absolute position of one switching path and the positions of other positions, for example, the remaining paths, can be calculated or determined in relation to the measured position of the path or the measured positions of the paths. Given the manufacturing errors of the gearbox, if you know one position of the path and the relative distance of the other paths with respect to the known position of the first path, the inclusion of the wrong path can be recognized, since the positions of the individual switching paths should not intersect.

 During commissioning, knowing the absolute position of one track position or transmission position and a certain relative position of other transmission paths or positions, it is possible to recognize when the operator has included a transmission path / position in an undefined position, and then he may be instructed to switch on the correct path / correct gear position. Thus, you can instruct the operator to correct their actions. This indication can be issued for as long as the correct path or the correct transmission position is recognized according to the sensing element.

 From the absolute position of one path with the known geometry of the gearbox, for example, using the straight line equation, you can calculate the position of the remaining paths. If the binding is not straightforward, then using the two measured positions of the paths, using, for example, the straight line equation, you can determine the positions of the remaining paths. In this case, they proceed from a linear relationship between the geometric positions of the paths and the signal. If the relationship between the position of the path and the data of the sensing element is not linear, then you can also take a nonlinear function to calculate the position of the paths. In this case, it is preferable to turn on the gears most distant from each other and determine their position and calculate from these data the positions of the paths located in the gap.

 The positions of the paths can also be used for calibration of sensitive elements, while the selected position of the path is taken as an absolute value and the corresponding value of the sensitive element is brought to this absolute value if there are differences between these values.

 Further, it is possible to find out ways by turning on all gears.

 For example, commissioning is carried out using the instructions on the display. The operator follows the instructions and carries out the specified stages of the commissioning method, while the individual stages can be set on the display or scheduled in advance and the operator receives instructions on the display at what points in time they must be performed. In addition, the data of the sensitive elements of the gearbox and / or shift lever can be displayed and inform the operator that the measured values and values stored in the memory are in the same set range of values or outside the set range of values, and that the input process commissioning, at least partially, must be repeated.

 The claims contained in the application constitute a proposal for the formulation without prejudice to a possibly comprehensive patent protection. The applicant reserves the right to apply for other signs disclosed only in the description and / or drawings. The references used in the dependent claims indicate the development of the subject of the independent claim by the features of the corresponding dependent claims, they should not be construed as a refusal to achieve independent, substantive protection for the features of the dependent claims.

 The subjects of these dependent claims also form independent inventions that have a performance independent of the objects of the preceding dependent claims.

 The invention is also not limited only to exemplary embodiments in the description. On the contrary, in the framework of the invention, numerous modifications and modifications are possible, in particular, which are the invention by, for example, combining or modifying the features or elements or process steps described in connection with the description of the general forms of execution and contained in the drawings, and due to their combined characteristics lead to a new subject or to new sequences of process steps, even if they relate to manufacturing, testing or working methods.

Claims (103)

 1. A method of monitoring the operation of a car gearbox, comprising at least one position-changing transmission element, the change of position of which causes a change in the gear ratio of the gearbox, using a sensing device that contains at least one sensing element that creates a signal that changes depending on the position of this position-changing transmission element controlled by a program of a computing device with at least one processor an eye that processes the signals of this sensitive device, and a storage device with at least one memory unit for storing data that contains information related to at least one position of the position-changing transmission element, with the following steps: measuring the output the signal of the sensitive device by the computing device in the first initial position, storing the position information value determined for this output signal for the first position in blasting device; actuating the actuating element associated with the position-changing transmission element in order to bring the position-changing transmission element as close as possible to at least one predetermined end position; measuring the output signal of the sensitive device by the computing device in the changed position, and determining an information quantity corresponding to this position, storing the information value of the position in the storage device; assessment of the information value of the position according to a given evaluation criterion by a computing device; repeating the process or at least the individual steps of the method until this predetermined evaluation criterion is met.  2. The method according to p. 1, characterized in that the change of position consists essentially of the translational movement of the position-changing transmission element along a predetermined movement path.  3. The method according to p. 2, characterized in that the movement is essentially linear.  4. The method according to p. 2, characterized in that the direction of movement during the movement changes.  5. The method according to one of paragraphs. 2, 3 or 4, characterized in that this evaluation criterion contains a comparison of the distance traveled during the movement with a predetermined limit value, and that this evaluation criterion with respect to the movement path is fulfilled if the measured movement segment is greater than this predetermined limit value.  6. The method according to one of paragraphs. 2-5, characterized in that this evaluation criterion contains a comparison of the distance traveled during the movement with a predetermined limit value, and that this evaluation criterion with respect to the movement path is fulfilled if the measured movement segment is less than this predetermined limit value.  7. The method according to one of paragraphs. 1-6, characterized in that this change in position contains the rotation of the position-changing transmission element.  8. The method according to 7, characterized in that this evaluation criterion contains a comparison of a rotation angle changed with a predetermined limit value, and that this evaluation criterion with respect to a rotation angle is fulfilled if the rotation angle is greater than this predetermined limit value.  9. The method according to p. 7 or 8, characterized in that this evaluation criterion contains a comparison of the angle of rotation changed with rotational movement with a predetermined limit value, and that this evaluation criterion with respect to the angle of rotation is fulfilled if the rotation angle is less than this predetermined limit value.  10. The method of at least one of the preceding paragraphs, characterized in that the computing device receives data of a second sensitive device that measures the operating parameters that are relevant to this gearbox, and that the fulfillment of this evaluation criterion depends on the operating parameters of this second sensitive device.  11. The method according to p. 10, characterized in that the evaluation criterion for at least one operating parameter is fulfilled if the operating parameter determined based on the output of the second sensitive device is greater than a predetermined limit value.  12. The method according to p. 10 or 11, characterized in that the evaluation criterion for at least one operating parameter is fulfilled if the operating parameter determined based on the output of the second sensitive device is less than a predetermined limit value.  13. The method according to p. 10, characterized in that the evaluation criterion with respect to at least one operating parameter is fulfilled if the change in this operating parameter during a given time interval is greater than or less than a predetermined limit value.  14. The method of at least one of claims. 10-13, characterized in that at least one operating parameter is derived from the operating parameters of the engine control device, which controls the drive motor associated with the gearbox.  15. The method of at least one of claims. 10-14, characterized in that this operating parameter is the torque introduced into the gearbox.  16. The method of at least one of claims. 10-15, characterized in that this operating parameter is the torque given by the gearbox.  17. The method of at least one of claims. 10-16, characterized in that this operating parameter is the number of revolutions at the input of the gearbox.  18. The method of at least one of claims. 10-17, characterized in that this operating parameter is at least the number of revolutions at the output of the gearbox.  19. The method of at least one of claims. 10-18, characterized in that this operating parameter is the gear ratio of the gearbox.  20. The method of at least one of claims. 1-19, characterized in that this first sensing device has at least one sensing element, which is selected from the group of sensing elements intended for measuring a path segment, an angle of rotation, force, pressure, time.  21. The method of claim 20, characterized in that this sensitive element converts this physical quantity into an analog electrical signal.  22. The method of claim. 20, characterized in that this sensitive element registers a specific event and gives an impulse if this event has occurred.  23. The method of claim 22, characterized in that a sensing device is included behind this sensing element recording the event.  24. The method of at least one of claims. 1-23, characterized in that corresponding to each end position, the evaluation criterion in this storage device can be changed.  25. The method according to p. 24, characterized in that the stages of the method according to p. 1 are repeated for each end position until the first evaluation criterion specified in the storage device is fulfilled, and that after this first evaluation criterion is fulfilled, specific for this end position informational values of the position are entered into this storage device as reference values of the position, and then, with each subsequent change in position, the achievement of this final position is checked using the second evaluation criterion, which It holds the comparison with these memorized reference values position.  26. The method according to p. 25, characterized in that this second evaluation criterion is entered into this storage device as a substantially unchanged evaluation criterion.  27. The method of at least one of claims. 1-24, characterized in that this evaluation criterion is derived in a statistical way.  28. The method according to p. 27, characterized in that this position-changing transmission element is repeatedly brought closer to the corresponding end position and that, using statistical analysis, the reference position values for this end position are determined, which are entered into the storage device as the basis for the new evaluation criterion .  29. The method of at least one of claims. 24-28, characterized in that for this gearbox initially carry out a training mode in which these reference position values are measured, and that then the gearbox operates in normal operating mode, in which the achievement of the final position is controlled and in which these reference position values serve basis of this assessment criterion.  30. The method according to p. 28, characterized in that this computing device is controlled so that there is a switch from this normal operation mode to this learning mode.  31. The method of at least one of claims. 24-30, characterized in that this mode of training is carried out after installing the gearbox in the car.  32. The method according to p. 31, characterized in that at least one processor unit of this computing device is installed in the car.  33. The method according to p. 31 or 32, characterized in that at least one processor unit of this computing device is not installed in the car.  34. The method of at least one of claims. 31-33, characterized in that the computing device is connected to at least one output device selected from the group of output devices including a terminal device, an alphanumeric display, a graphic display, a mixed display, a printing device and a speaker, and which gives instructions to the operator.  35. The method of at least one of claims. 24-34, characterized in that during the training mode, the vehicle’s drive motor is used to enter torque into the gearbox.  36. The method according to PP. 10-34 and 35, characterized in that this engine and this gearbox are connected using the clutch device, and that at least one of these operating parameters is measured during the clutch closing process and taken into account in relation to the fulfillment of the evaluation criterion.  37. The method according to p. 36, characterized in that during the closure of the clutch the gearbox is in solid connection with the drive wheels of the car, while the car is installed so that these drive wheels can rotate.  38. The method according to p. 36, characterized in that during the closure of the clutch the gearbox is in firm connection with the drive wheels of the car, and that these drive wheels are braked when they make a rotational movement.  39. The method of at least one of claims. 10-23 and 24-37, characterized in that the drive wheels are firmly connected to this gearbox, and that the wheels are driven by an external drive device.  40. The method according to p. 35, characterized in that this drive motor and this gearbox form a single mounting block and that this training mode is performed before installing this mounting block in a car.  41. The method according to p. 35, characterized in that this learning mode is performed when this gearbox is not installed in the car.  42. The method of at least one of claims. 1-41, characterized in that at least one part of this storage device is installed in the gearbox or on it.  43. The method according to p. 42, characterized in that this storage device with the gearbox installed is connected to a data exchange device installed in the vehicle.  44. The method of at least one of claims. 38-41, characterized in that this storage device is used only in the learning mode and that the data stored in the memory when installing the gearbox is transferred to the storage device installed in the car.  45. The method of at least one of claims. 30-44, characterized in that the actuation of this actuator occurs using a program-controlled actuator.  46. The method of at least one of claims. 1-23, characterized in that the evaluation criterion extending to the corresponding final position is essentially unchanged.  47. The method according to p. 46, characterized in that this evaluation criterion is essentially unchanged and is not affected by the learning regime.  48. The method of at least one of claims. 1-47, characterized in that the gearbox has a switching device and that a change in the position of the position-changing transmission element is made by actuating this switching device.  49. The method according to p. 47 or 48, characterized in that the switching device comprises at least one energy conversion device, in which the supplied electrical energy is converted into kinetic energy.  50. The method according to p. 47 or 48, characterized in that the switching device comprises at least one energy conversion device, in which the energy supplied by the pressurized liquid is converted into kinetic energy.  51. The method according to p. 48, characterized in that the switching device of the gearbox, the operator can manually operate.  52. The method according to PP. 48-51, characterized in that the actuation of this actuator is performed using a shift lever, and that this sensitive device measures the movement of this shift lever.  53. The method of at least one of claims. 46-50, characterized in that between the drive engine and the gearbox there is a clutch device that can take at least two operating states, namely the first operating state in which the connection between the engine and the gearbox is interrupted, and the second operating state in which a torque is transmitted from this engine to this gearbox, which provides an actuating clutch with which this clutch can be transferred from this first to this second working condition, and that the computing device controls so that the clutch actuating device, which actuating device only when the clutch is translated into the second operating state when executed this criterion.  54. The method of at least one of claims. 48-50 and 52 or 53, characterized in that this computing device measures the operating parameters of the vehicle and issues a command to actuate this gear shifting device when a predetermined shift criterion is fulfilled.  55. The method of at least one of claims. 1-54, characterized in that this gearbox has at least four gears and that this position-changing transmission element is moved by means of an actuating element from a first position in which at least one of these gears is firmly connected with the gearbox shaft, to a second position in which this gear is detached from the gearbox shaft and can rotate with respect to it.  56. The method according to p. 55, characterized in that this position-changing transmission element is a shift clutch, which is rotationally firmly connected to the gearbox shaft, but can be moved along it, and which is retracted connected by a geometrical and power closure to this gear the wheel.  57. The method according to p. 53, characterized in that the gearbox has at least two transmission shafts parallel to each other and that this clutch is movable from a first position in which it secures the first gear to the shaft gearbox, in a second position in which it secures the second gear in relation to this gearbox shaft.  58. The method according to p. 57, characterized in that the first position corresponds to this first execution position and the second position corresponds to this final position, and that this evaluation criterion takes into account the travel path between this first position and this second position.  59. The method, according to at least one of p. 54 or 58, characterized in that the actuating element is a shift rod that is connected to a switch sleeve, and that a sensitive device measures the movement of these switch rod.  60. The method according to p. 55, characterized in that the gearbox has at least one set of planetary gears, and that this position-changing transmission element is movable from a first position in which at least one the gear of this set of gears cannot rotate, to a second position in which at least one gear of this set of gears can rotate.  61. The method of at least one of claims. 1-60, characterized in that the ratio between the input speed and the output speed of this gearbox can be changed steplessly, and that this position-changing transmission element is an element that causes a change in the gear ratio of this gearbox.  62. A car with a drive engine, gearbox, which contains at least one position-changing transmission element, the change of position of which causes a change in the gear ratio, with a clutch device installed between the drive engine and gearbox, with a sensitive device that contains at least one sensing element, with a program-controlled computing device with at least one processor unit that processes the signals of this sensor the device, and with a storage device with at least one memory unit for storing data, characterized in that this sensitive device is provided to create a signal that changes depending on the position of this at least one position-changing transmission element, that a data memory is provided for storing position information information for predetermined end positions of this position-changing transmission element, that this computing device is provided for o, in order to check the positional information values stored in this data memory for compliance with the evaluation criterion set for each end position and determine whether the position of this position-changing transmission element meets this evaluation criterion.  63. The car according to p. 62, characterized in that this computing device is provided so that after each change in the position of this transmission element to check the reached end position and to issue a control signal that causes the process to repeat if the reached position of this position-changing transmission element does not meet this evaluation criterion.  64. The car according to p. 62 or 63, characterized in that this computing device is configured to switch to a training mode in which informational position values are stored for each end position as reference position values if the corresponding achieved positions correspond to this evaluation criterion.  65. The car according to p. 64, characterized in that for each final position provides a first assessment criterion, which is used in normal operation, as well as a second assessment criterion, which is used in training mode, while this second assessment criterion contains a comparison of the achieved position with support positions defined in the training mode.  66. Car, at least one of paragraphs. 62-65, characterized in that the gearbox has at least two engaged gears, and that this position-changing gear is provided for shifting from a first position in which the rotational movement of the at least one gear is installed in relation to one of the parts of the gearbox, in the second position in which this gear wheel can rotate freely with respect to this part of the gearbox.  67. The car according to p. 66, characterized in that this part is the gearbox shaft.  68. The car according to p. 66 or 67, characterized in that the gearbox has at least two parallel gear shafts, as well as many gears located on these gear shafts that are engaged with each other, and that is also provided a switching device with which it is possible to translate at least one position-changing transmission element to a predetermined end position in which at least one of these gears can rotate with respect to the transmission shaft, n which has this gear installed, and at the same time rotation of at least one other gear is blocked with respect to the gear shaft on which the gear is mounted, and that by changing the fixation of these gears with respect to the corresponding gear shaft, at least three different gear ratios in the first direction, achieving a neutral gear position in which the gearbox does not transmit torque, and achieving gear in which the gearbox transmits the rotation motion in the second direction of rotation.  69. The method of at least one of claims. 64-68, characterized in that the assessment criterion underlying the training mode takes into account the path of the position-changing transmission element from the neutral position to the position relating to a particular gear ratio.  70. Car, at least one of paragraphs. 64-68, characterized in that this position-changing transmission element is a shift clutch that rotates together with the transmission shaft and which is configured to move from a first position corresponding to a first gear ratio to a second position corresponding to a second gear ratio, this lying at the heart of the training regime, the assessment criterion takes into account the path of movement between this first and this second position.  71. A car, at least in one of the paragraphs. 65-68, characterized in that this first evaluation criterion takes into account a statistical analysis of a given number of position information values that are defined for each given end position.  72. The car, at least one of paragraphs. 62-71, characterized in that this clutch device can take at least two operating states, namely a first operating state in which the engine and gearbox are disconnected from each other, and a second operating state in which the engine and gearbox interconnected to transmit torque.  73. The car according to p. 72, characterized in that this clutch device can take an operating state in which the engine and gearbox are connected to each other with the possibility of transmitting rotational motion.  74. The car according to p. 72 or 73, characterized in that this clutch device can take many operating conditions, and one working condition leads to the fact that the engine and gearbox are essentially disconnected, or that only a small torque is transmitted, and moreover, these other operating conditions lead to the fact that this clutch transmits torque of a certain level.  75. The vehicle according to claim 74, wherein the clutch device comprises a first torque input and output device, as well as a second torque input and output device, and that a working medium is provided that interconnects this first voltage input and output a torque device and a second torque input and output device for transmitting torque.  76. The car according to p. 75, characterized in that this torque-transmitting working medium is liquid.  77. A car, at least in one of the paragraphs. 62-76, characterized in that the clutch actuator is provided, which leads to a change in operating conditions.  78. Car, at least one of paragraphs. 62-77, characterized in that this clutch device contains a single-plate dry clutch.  79. The car according to p. 77 and 78, characterized in that this clutch actuator actuates the tripping device of this single-plate dry clutch.  80. Car, at least one of paragraphs. 77-79, characterized in that the clutch actuator has at least one hydraulic cylinder, and at least one piston is mounted in this cylinder to move.  81. The car according to p. 80, characterized in that the clutch actuator has two hydraulic cylinders, this first hydraulic cylinder being a master cylinder that creates fluid pressure, and this second hydraulic cylinder is a driven cylinder whose piston as a result of this pressure fluid moves, and this piston is connected to the clutch device.  82. Car, at least one of paragraphs. 79-81, characterized in that this movable piston actuates the tripping device.  83. Vehicle, at least one of paragraphs. 62-82, characterized in that a program-controlled clutch control device is provided that provides control signals for controlling this clutch device.  84. The car according to p. 83, characterized in that the program-controlled computing device and this clutch control device form a common computing device.  85. The car according to p. 83 or 84, characterized in that the clutch actuator is connected to the command issuing device through which this clutch control device receives control signals that affect the control of this clutch device.  86. The car according to p. 85, characterized in that this command issuing device is integrated into this computing device.  87. The vehicle according to claim 85 or 86, characterized in that this command issuing device gives the first control signal to the clutch control device when it is necessary to change the position of the position-changing transmission element, and this first control signal causes the transmission of torque between the engine and gearbox is shortened or interrupted, and that this command issuing device generates a second control signal if detected during or after changing the position of this position-changing element Transferring position information value corresponds to this evaluation criterion, wherein the second control signal leads to the fact that the clutch device takes the predetermined operating state.  88. Car, at least one of paragraphs. 85-87, characterized in that this command issuing device is connected to a device for determining the need for switching, which determines when it is necessary to change the position of the position-changing transmission element.  89. The car according to p. 88, characterized in that this device for determining the need for shifting recognizes when the operator actuates the gearshift lever.  90. The car, at least one of paragraphs. 62-89, characterized in that this gearbox is a manual gearbox.  91. The car according to paragraphs. 89 and 90, characterized in that this command issuing device receives a signal of this sensitive device and, upon changing this signal of the sensitive device, provides a signal to the command issuing device for issuing this first control command.  92. Car, at least one of paragraphs. 62-89, characterized in that this gearbox is an automatic gearbox.  93. The car according to p. 92, characterized in that a gearbox control device is provided that gives control commands that lead to the switching process of this automatically switched gearbox.  94. A car, at least in one of the paragraphs. 62-93, characterized in that at least a second sensitive device for determining the operating parameters of this vehicle is provided.  95. The car according to p. 94, characterized in that this second sensitive device has at least one sensing element, which is selected from the group of sensing elements, which contains sensing elements for measuring the position of the brake pedal, sensing elements for measuring brake pressure in one or more places of the brake device; Sensors for measuring intake air velocity Sensors for measuring throttle position Sensors for measuring the position of the gas pedal, a sensing element for determining the amount of fuel supplied per unit time or during one injection process; Sensors for measuring the engine speed, Sensors for measuring the speed of the gearbox; Sensors for measuring wheel speed, sensors for measuring accelerations in the longitudinal direction of the car; Sensors for measuring accelerations in the transverse direction of the car; Sensors for measuring pressure at specified locations in the hydraulic system Sensors for measuring oil temperature, Sensors for measuring cooling temperature, Sensors for measuring external temperature, Sensors for measuring ambient pressure; Sensitive elements for measuring the electrical power consumed by current consumers, such as air conditioning, rear window heating, etc.  96. The car according to paragraphs. 93, 94 or 95, characterized in that this transmission control device determines, at a given time, at what point in time and at what position it is necessary to change the current position of the position-changing transmission element.  97. The car according to claim 92, characterized in that an operator-driven selection device is provided by which the switching of this automatic transmission is initiated.  98. The car according to p. 97, characterized in that this switching device comprises a step switching device, which enables the gearbox to shift to the next gear ratio.  99. Car, at least one of paragraphs. 62-98, characterized in that this device for determining the need for switching is integrated into the computing device.  100. A car, at least in one of the paragraphs. 62-98, characterized in that this gearbox control device is integrated into the computing device.  101. A car, at least in one of the paragraphs. 62-100, characterized in that the gearbox has at least one transmission section, which provides a stepless change in the gear ratio of two interconnected parts of the gearbox, and this at least one position-changing transmission element changes the gear ratio of this section transmission.  102. The car according to p. 101, characterized in that this evaluation criterion includes checking a given gear ratio.  103. The car according to p. 101 or 102, characterized in that each of these reference position values corresponds to a predetermined speed ratio.

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