DE10327438A1 - Method of control of a gearbox and strategy for changing ratios, uses voice control to change ratios up or down in conjunction with automatic control that adapts to driving conditions. Controls clutch to limit torque transmission - Google Patents

Abstract

The gearbox is controlled by voice commands. The voice command is converted to a signal which is transmitted to a control device. The automatic gear changing is determined by a characteristic curve. The torque transmitted by the clutch is controlled by a device associated with the gearbox as a function of the driving conditions. Engine braking torque is halved if locking of a wheel is detected.

Description

The present invention relates to methods for controlling and / or regulating a transmission, in particular an automated gearbox, or a clutch of the transmission as well as shifting strategies for transmissions.

From vehicle technology are transmissions in particular automated transmissions and corresponding methods for controlling and / or regulating such gears or clutches known. Furthermore are for such automated manual transmission switching strategies known one by the driver desired Gear to engage.

The present invention is The task is based on methods of controlling and / or regulating a transmission or a clutch and switching strategies of the beginning genus to propose, which are further improved.

The invention of the underlying Task can be solved by a method of controlling and / or regulating a Getriebes, in particular an automated manual transmission can be solved in which the transmission preferably by voice input or the like is controlled. In this way, there is the possibility that z. B. an automatic transmission or the like, for example, by an appropriate voice input is served.

In the automated manual transmissions can a circuit can be triggered in various ways. For example, can in an automatic mode, a corresponding switching program for the right one Gear selection can be used. In a so-called tip mode, the Switching, such. As up and downshifts, by the operation of a Shift lever or a switch z. B. on the steering wheel of the vehicle respectively.

These solutions are always switch or operated like, their signals are read in and evaluated by a control unit Need to become. According to the invention may be preferred a microphone or the like at least a part of the operation transmit a transmission required data to the control unit. In this way, the driver through an intelligent evaluation process by voice input z. B. over the gear selection or the like decide.

This does not only apply to high and downshifts, but this approach could also to all other modes, which are adjusted by selector lever, such as Eg switching between automatic and tip mode, parking, Neutral, winter program, sports tuning or the like, applied become. The solution according to the invention can in all Automatic transmissions and automated transmissions are used.

Below is another possible embodiment of the present invention, in which a switching strategy for a Transmission, in particular an automated transmission, proposed becomes. The switching strategy according to the invention can provide that the selection of a gear to be switched to a activated function is adjusted. Preferably, therefore, a suitable gear selection method to a so-called sailing function (Freewheel) can be adjusted.

In a vehicle, the sailing function is used in predetermined driving conditions in particular to reduce the fuel consumption of the vehicle. According to one advantageous development of the invention, the sail function preferably be attached to one of the following entry conditions: For example, to the choice of a driving program, to an activated Idle switch, to an actuated Brake and / or to a selected gear.

The aforementioned entry conditions can also be supplemented by other suitable conditions and they are arbitrary Combinations of entry conditions possible.

Since during the sailing function the Increase vehicle speed can it be, according to one Training conceivable that an upshift prevention in the operating state "sailing function active" preferred over a special application constant or the like can be deactivated. For example, if there is information regarding an active sailing function, all existing upshift preventions are disabled. To this Way are safety-critical situations by a z. B. active Upshift prevention avoided during engagement.

Preferably z. B. over a Application constant can be set, that after quitting the sailing function are branched into a specific switching characteristic should. For example, a so-called XE switching characteristic or the like selected become. It is also possible, that the current program will continue to be used thereafter. According to the invention can be provided be that the signal interface is extended to the information "sail function active".

The proposed adaptation of the Gear selection method may be preferably used in the ASG control become. It is also conceivable that the invention in other transmission systems is used.

The invention of the underlying Task may also be through a method of controlling and / or regulating a clutch in a transmission, in particular an automated Manual transmission, solved be where the transmitted from the clutch clutch torque dependent on driven by a predetermined driving situation of a transmission control unit becomes.

As part of a next embodiment of the invention can be provided that a ge suitable reduction in particular of the clutch torque by the transmission control unit at z. B. unilateral wheel block in overrun or the like is provided.

It is possible that z. B. in one-sided smooth road surface an ABS engagement to open the clutch and thus first leads to unwanted reduction of the braking effect. In a one-sided wheel blockade or in one-sided ABS system, it is advantageous if the clutch torque is not reduced to the value zero, but for example halved. In this case, the clutch, the engine drag torque modulate such that the engine drag torque transmitted to the road the sticky wheel remains constant. This will be part of the engine drag torque get without the risk of slipping the still sticking Drive wheel increases becomes. The expected reduction in engine speed should be due to of the differential become.

For one-sided working ABS without full Radblockade can be applied the strategy of the invention similarly become. A reduction in the engine speed then does not find instead of. An increase of the engine drag torque transmitted to the road surface The sticky wheel can be tolerated more in this case. Therefore can the clutch z. B. initially transferred the entire drag torque of the engine. Nevertheless, a reduction of the clutch torque at least until be provided for slippage of the clutch. This is because of the decoupling of the drivetrain from the ABS vibrations advantageous.

In the strategy of the invention It is particularly advantageous that the engine braking effect at least is partially maintained. Furthermore, a possible blocking of the second Vehicle side avoided. Even if the wheel of the second vehicle side blocked, the clutch plate should start again to the To open the clutch completely. About that In addition, it can be provided that a special recognition of the one-sided Blockade is used. This can be done for example by the ABS control unit or by the transmission control unit be enabled. There are also other recognition possibilities conceivable.

This embodiment of the invention can in every vehicle with a clutch actuator, as well as one electronic clutch management (EKM), an automated Manual transmission (ASG), the uninterruptible gearbox (USG), the dual-clutch transmission (DKG) or the like, and also at Automatic vehicles, which change to neutral during ABS braking be used.

Below is another embodiment of the present invention, by which a method for controlling and / or regulating a transmission, in particular an automated manual transmission, is proposed, in which, depending on at least one Driver action a switching operation is performed.

For example, when the turn signal is activated At least in the vast majority make an earlier switchback especially useful in the lower speed and load lever area his. This allows both a lane change and a turn for the Be relieved driver and the subsequent course for a renewed Acceleration early be inserted. This approach may be preferred in all Vehicles with automatic or automated transmission are used.

In the context of a next embodiment, the The object underlying the invention by a method for Controlling and / or regulating a clutch in a transmission, in particular an automated transmission, in which after a Time interval a circuit is stopped by a drag function is activated in the clutch, according to the invention, the time interval, after which the closing function is activated, depending on at least one condition extended becomes.

Especially with diesel vehicles It can happen that a push circuit in the small speed range takes a long time. This can be z. B. at a relatively small clutch torque lie, which is created when reunification, as far as possible to achieve comfortable engagement. In the clutch control is there any detection of whether to engage after a gear change. This detection is common referred to as active circuit. Because it can happen that wrongly too long slipping phases, z. B. by a too high SW coefficient of friction, arise, there is a function in the clutch control, the an engagement after circuits after a period of about 500 ms ends when the transmission speed gradient is very small. Thereby a closing function is started by means of which the clutch is closed, so that the slip is safely dissipated. It is possible, that this emergency measure in the above thrust circuits leads to the thrust circuits early be terminated, and that thereby engagement becomes uncomfortable.

According to the invention, it is therefore provided that the time until the Zuziehfunktion is realized in thrust circuits is extended under certain conditions. The extension the time is preferred to shortcuts bound for the emergency measure not falsely is deactivated. Preferably while considering different variants become.

For example, with push circuit can be a prolonged one Schaltzeit be accepted, since this situation described above preferably occurs in thrust circuits.

As part of a development of the invention can be provided that the time or the time interval preferably according to the following equation can be calculated: T_Schaltung_Aktiv = offset component + variable component; wherein the offset portion contains the previously existing time, so that the existing emergency measure is not changed, and the variable time proportion is only zero in the above situation with boost circuits.

Since the emergency measure is preferably only provided if the synchronization point can not be reached shortly before reaching synchronization due to a too low physical clutch torque, the slip speed will be relatively small here, eg. B. in the range of 50 to 300 min ^-1 . Therefore, it can be provided that the length of the period from which the emergency measure intervenes, z. B. is determined depending on the slip or the like. For example, the following relationships can be taken into account:
Variable time component = fixed offset component if slip>300; and / or variable time fraction = f (slip) when slip is>300; and / or variable time component = non-linear function (slip), without further condition;

The functions used can preferably be chosen such that the offset component for the slip speeds up to 300 min ^{-1 is} very small.

It is also conceivable that the variable time component is represented by a function [f (| slip gradient |)] dependent on the amount of the slip gradient, in particular when the magnitude of the slip gradient is very small and the slip is large, e.g. B.> 300 min ^-1 . Here, the variable time proportion should be small when the amount of the gradient is large and large when the amount of the gradient is small.

Another way, the above situation to improve, can provide that, after the situation is accurate was detected, for example, the clutch torque initially built faster so that the amount of the slip gradient increases again. If this case is present, for example, on the previous Strategy switched and the clutch of the current clutch torque from being treated like a normal push circuit.

For the way in which the clutch torque is built up faster can, different variants are conceivable.

For example, the offset component be taken into account at the existing clutch torque, wherein the Offset z. As a function f (| slip gradient |) can. Furthermore, it can be provided that a factor in the existing Coupling torque curve taken into account is, wherein the factor z. B. depending on the amount of the slip gradient (f (| slip gradient |)) changed can be, so preferably from a predetermined amount of the slip gradient of Factor again assumes the value 1. However, it is also possible that any other function is used.

The options mentioned or variants can also supplemented by others and be combined with each other. For example, can for all options instead of the slip, the engine speed or at least partially Also, the transmission speed or the like can be used.

The applications of this featured Embodiment is preferably in vehicles with an ASG, a EKM, a USG, a PSG transmission system or similar.

The basis of the present invention lying task can by a method of controlling and / or rules for a Transmission, especially for an automated transmission, be solved in the z. B. route information through the transmission control unit in the shift strategy or Gangvorwahlstrategie or Rekuperationsstrategie considered become.

An automated manual transmission offers due to optimal switching strategies as well as through integration an electric machine opposite Manual gearboxes considerable fuel saving potentials. Available Route information can further savings, especially when optimizing the strategy start-stop recuperation and the gear selector or the like allow.

Especially with parallel gearboxes (PSG) and electric transmissions (ESG) can be new switching strategies in particular with regard to the course code and regarding the Integration of the e-machine in the recuperation strategy through extensive and accurate information about the expected driving conditions be improved.

As part of a further education of Invention may be provided that in the proposed method such driving conditions learned by the system and processed appropriately. For example can this information for automated manual transmissions, including ESG, for shifting strategy / Zielgangermittlung or gear preselection, start-stop and / or Rekuperationsstrategie used which are essentially based on the evaluation of actual information or immediately past Information, the acceleration course or the like based can.

According to the invention it can be provided that z. B. by a logical connection of the transmission automation with the vehicle navigation system GPS frequently recurring routes or driving profiles can be detected and learned. As an example, the daily return from home to work and back can be mentioned. If the system is one of the learned driving pro recognizes the above strategies optimally and their accuracy can be significantly improved.

With the method according to the invention the fuel consumption can be reduced. This can be z. B. be achieved by the recuperation strategy the driving profile optimally adjusted because the system z. B. has learned when a downhill slope and thus cheap Rekuperationsmöglichkeiten are to be expected. About that In addition, the battery management can be optimized.

Further, fuel economy can be achieved by the start-stop strategy is changed so that the engine only at the "learned" waypoints is switched off, at those with a given probability the consumption-optimized minimum shutdown time is reached.

In a stop-and-go operation can the consumption can be reduced by U. waived start-stop procedures is, since the minimum shutdown i.d.R. not achieved and thus otherwise the wear and tear the consumption is increased. Overall, the number of circuits can be anticipatory Switching minimized.

Furthermore, by the inventive method the ride comfort improves, since the probability that the learned default gear actually requested will, is considerably larger, than with conventional preselect modes. This also results in a shorter switching time reached.

The procedure of the invention can by numerous applications are extended. The application of a learned Strategy can preferably be continuously monitored by the ASG software become. As soon as deviations can be detected, anytime to resort to conventional strategies.

As applications for the inventive method can all Vehicles with an ASG, a PSG and ESG system provided become. The logical connection between switch automation and vehicle navigation system as well as the learning of driving profiles allows consumption savings and comfort improvements. Other applications are conceivable.

In the following, that of the invention underlying task by a shift strategy for a transmission, In particular, an automated manual transmission, solved, at a shift request of the driver is implemented, the driver's request dependent on is performed delayed by at least one condition.

According to the invention can thus in the switching strategy be provided that z. B. a Schaltablsichts- or a driver request signal for a defined Duration and / or when the permissible parameters for the corresponding driving situation are reached for one automatic execution the shift intent / driver command signal is cached. For example, in a very sporty driving style with high speeds the driver may be a shift intent signal when entering a bend and decelerate the vehicle before the turn. Due to one out the downshift the resulting too high target speed, the downshift can not be performed. The driver should now again give a shift intention to the downshift perform. Maybe the target speed is still too high and the driver can repeat the procedure until the switching intent in a switching operation is implemented.

• – Sportmodus aktiv
• – betätigte Bremse
• – Kurvenerkennung aktiv

Wenn während des aktiven Schaltabsichtssignals die Fahrzeuggeschwindigkeit soweit abgesunken ist, dass bei dem Wunschgang die Motordrehzahl nicht unzulässig hohe Werte erreicht, kann in vorteilhafter Weise das Schaltabsichtssignal bzw. die Rückschaltung automatisiert ausgeführt werden. Der Fahrer braucht nur einmal den Wählhebel betätigen. Ein weiterer Vorteil liegt darin, dass die Rückschaltung so früh wie möglich durchgeführt wird.According to a next development of the invention, the switching intent signal can be kept active, for example, for a period of 1 s. As a condition for this, it can be provided that the following boundary conditions are preferably fulfilled simultaneously:

• - Sport mode active
• - operated brake
• - Curve detection active

If, during the active shift intention signal, the vehicle speed has fallen so far that the engine speed does not reach inadmissibly high values in the desired gear, the shift intent signal or the downshift can be carried out automatically in an advantageous manner. The driver only needs to operate the selector lever once. Another advantage is that the downshift is done as early as possible.

This application may be preferred Vehicles with an automated manual transmission (ASG), in particular with a sports mode.

Furthermore, that of the invention underlying task by a shift strategy in a transmission, in particular an automated manual transmission in which a spin or blocking at least one wheel of a vehicle avoided will be solved, wherein at slipping clutch with an engine speed which is above the transmission input speed is located at a starting the engine and / or the clutch torque is reduced. In this way, an altered shift strategy becomes particular proposed on a slippery road.

On slippery roads is the Danger that the wheels of the vehicle spin or block. Causes for the spin or blocking or for the crossing the static friction torque at one or more wheels can by the pressing at least one braking device, since a loss of traction can occur on at least one wheel by the deceleration moment. In this case, z. B. the anti-lock braking system (ABS) intervene and the traction restore.

The above situation can also with the clutch closed by transmitting a positive torque across the drive train to the Wheels are made because the adhesion is lost to at least one wheel due to the acceleration torque. In this case, so-called traction control (ASR) and / or electronic engine power control (EMS) may intervene. Alternatively, the clutch torque can be reduced, so that the transmitted from the engine to the wheels torque is reduced.

The loss of traction on at least one Rad can also by a deceleration moment occur, which with the clutch closed by the transfer a drag torque of the engine via the drive train the wheels he follows. In this case, an engine drag torque control (MSR) engage, whereby the engine torque is increased during slippage. Alternatively, according to the invention also in In this case, the clutch torque can be reduced.

The traction can also be slippery Coupling be done with an engine speed, which above the Transmission input shaft speed is because an acceleration torque on the wheels acts. Also in this case, the traction control (ASR) intervention. Alternatively, the clutch torque can be reduced or a strategy in which this case of Is excluded at the beginning.

Slipping clutch with a Engine speed, which is below the transmission input shaft speed, It may be due to a wheel acting on the wheels retarding torque come to the loss of traction. In this case, the clutch torque be reduced or a strategy be used in which this case is excluded from the beginning.

In the last two mentioned make addressed switching strategy according to the invention a suitable situation detection can be performed, which z. B. based the situation on a slippery road and / or by z. B. a mechanical switch, such as a winter button or the like, switches to the inventive strategy.

Slipping clutch with a Engine speed, which over is the transmission input shaft speed, it is according to a Development of the invention possible, that reduces both the engine and the clutch torque during a starting process and thus the starting process slower with a lower Acceleration force performed becomes.

In a switching situation with slipping clutch with an engine speed which over and below the transmission input shaft speed, it is according to a Another embodiment conceivable that is first engaged when Speed equality between the engine and the transmission input shaft is present. This can be z. B. allows Wait until the engine is at the correct speed has reached. The engine speed can with slipping clutch with an engine speed above the Transmission input shaft speed with the specification of a drag torque be reduced. With slipping clutch with one engine speed under the transmission input shaft speed this can be done with the default of an engine torque over the driver request torque (intermediate gas) done. Preferably the default directed to the engine control.

Preferably, the inventive strategy in vehicles with an ASG, a USG, a PSG, a ESG transmission system or the like can be used.

Furthermore, the invention relates to a method, a device and its use for operation a motor vehicle with a drive motor and a transmission in the drive train, in particular for improving the switching process.

According to 1 indicates a vehicle 1 a drive unit 2 such as a motor or an internal combustion engine. Furthermore, in the drive train of the vehicle 1 a torque transmission system 3 and a gearbox 4 arranged. In this embodiment, the torque transmission system 3 arranged in the power flow between the engine and transmission, wherein a drive torque of the engine via the torque transmission system 3 to the gearbox 4 and from the transmission 4 on the output side to an output shaft 5 and to a downstream axis 6 as well as to the wheels 6a is transmitted.

The torque transmission system 3 is as a clutch, such as. Example, as a friction clutch, multi-plate clutch, magnetic powder clutch or torque converter lock-up clutch, configured, wherein the clutch may be a self-adjusting or a wear-compensating coupling. The gear 4 is an uninterruptible gearbox (USG). According to the inventive concept, the transmission can also be an automated transmission (ASG), which can be switched automatically by means of at least one actuator. As an automated manual transmission is further to be understood an automated transmission, which is connected to a traction interruption and in which the switching operation of the transmission ratio is controlled by at least one actuator.

Furthermore, as a USG also an automatic transmission Use, wherein an automatic transmission, a transmission substantially without interruption of traction in the switching operations is and usually is constructed by planetary gear stages.

Furthermore, a continuously variable transmission, such as conical-pulley transmission can be used. The automatic transmission can also be equipped with a driven side ordered torque transmission system 3 , be designed as a clutch or a friction clutch. The torque transmission system 3 can continue to be designed as a starting clutch and / or reversible clutch for reversing the direction of rotation and / or safety clutch with a selectively controllable transmissible torque. The torque transmission system 3 may be a dry friction clutch or a wet friction clutch, for example, running in a fluid. It can also be a torque converter.

The torque transmission system 3 has a drive side 7 and an output side 8th on, with a torque from the drive side 7 on the output side 8th is transferred by z. B. the clutch disc 3a by means of the pressure plate 3b , the plate spring 3c and the release bearing 3e as well as the flywheel 3d is charged with force. To this admission, the release lever 20 by means of an actuating device, such as an actuator operated.

The activation of the torque transmission system 3 takes place by means of a control unit 13 , such as B. a control unit, which the control electronics 13a and the actor 13b may include. In another advantageous embodiment, the actuator 13b and the control electronics 13a be arranged in two different units, such as housings.

The control unit 13 can the control and power electronics for controlling the drive motor 12 of the actor 13b contain. This can be advantageously achieved, for example, that the system as a single space, the space for the actuator 13b needed with electronics. The actor 13b consists of the drive motor 12 , such as an electric motor, wherein the electric motor 12 via a gear, such as a worm gear, a spur gear, a crank gear or a threaded spindle gear, to a master cylinder 11 acts. This effect on the master cylinder 11 can be done directly or via a linkage.

Movement of the initial part of the actuator 13b , such as B. the master cylinder piston 11a , comes with a clutch travel sensor 14 detected, which detects the position or position or the speed or the acceleration of a quantity which is proportional to the position or engagement position or the speed or acceleration of the clutch. The master cylinder 11 is via a pressure medium line 9 , such as a hydraulic line, with the slave cylinder 10 connected. The starting element 10a the slave cylinder is with the release means 20 , Eg a release lever, operatively connected, allowing a movement of the output part 10a the slave cylinder 10 causes the release means 20 also moved or tilted to that of the clutch 3 to control transmissible torque.

The actor 13b for controlling the transmittable torque of the torque transmission system 3 can be druckmittelbetätigbar, ie, it may have a Druckmittelgeber- and slave cylinder. The pressure medium may be, for example, a hydraulic fluid or a pneumatic medium. The actuation of the Druckmittelgeberzylinders can be done by an electric motor, wherein the drive element as 12 provided electric motor can be controlled electronically. The drive element 12 of the actor 13b may be in addition to an electric motor drive element and another, for example, pressure-medium-actuated drive element. Furthermore, magnetic actuators can be used to adjust a position of an element.

In a friction clutch, the control of the transmittable torque takes place in that the contact pressure of the friction linings of the clutch disc between the flywheel 3d and the printing plate 3b targeted. About the position of the release 20 , such as a release fork or a Zentralausrückers, the application of force to the pressure plate 3b respectively the friction linings are selectively controlled, the pressure plate 3b can be moved between two end positions and set and fixed as desired. The one end position corresponds to a fully engaged clutch position and the other end position of a fully disengaged clutch position. To control a transmittable torque, which is, for example, less than the momentarily applied engine torque, for example, a position of the pressure plate 3b be driven, which lies in an intermediate region between the two end positions. The coupling can by means of targeted activation of the release 20 be fixed in this position. However, it is also possible to control transmittable clutch torques which are defined above the currently pending engine torques. In such a case, the currently pending engine torques can be transmitted, wherein the torque irregularities in the drive train are damped and / or isolated in the form of, for example, torque peaks.

For controlling the torque transmission system 3 Furthermore, sensors are used which at least temporarily monitor the relevant quantities of the entire system and supply the control variables necessary for the state variables, signals and measured values which are processed by the control unit, wherein a signal connection to other electronic units, such as to an engine electronics or electronics of a Antilock braking system (ABS) or traction control (ASR) can be provided and can exist. The sensors detect, for example, speeds such as wheel speeds, engine speeds, the position of the load lever, the throttle position, the gear position of the transmission, a shift intent and further vehicle-specific characteristics.

The 1 shows that a throttle sensor 15 , an engine speed sensor 16 and a tachometer sensor 17 Can be used and readings or information to the control unit 13 hand off. The electronics unit, such as

a computer unit, the control electronics 13a processes the system inputs and gives control signals to the actuator 13b further.

The transmission is configured as a step-variable transmission, for example, wherein the gear ratios by means of a shift lever 18 be changed or the gearbox by means of this lever 18 is operated or operated. Furthermore, on the shift lever 18 of the manual transmission at least one sensor 19b arranged, which detects the shift intention and / or the gear position and to the control unit 13 forwards. The sensor 19a is hinged to the transmission and detects the current gear position and / or a shift intention. The shift intent detection using at least one of the two sensors 19a . 19b can be done by the sensor is a force sensor, which on the shift lever 18 acting force detected. Furthermore, however, the sensor can also be configured as a displacement or position sensor, wherein the control unit recognizes a switching intent from the time change of the position signal.

The control unit 13 is at least temporarily in signal communication with all sensors and evaluates the sensor signals and system input variables in such a way that depending on the current operating point, the control unit control or regulation commands to the at least one actuator 13b outputs. The drive motor 12 of the actor 13b , For example, an electric motor, receives from the control unit, which controls the clutch actuation, a manipulated variable as a function of measured values and / or system input variables and / or signals of the connected sensors. This is in the control unit 13 a control program implemented as hardware and / or software that evaluates the incoming signals and calculates or determines the output variables based on comparisons and / or functions and / or maps.

The control unit 13 Advantageously, it has implemented or is in signal communication with at least one of these units, a torque determination unit, a gear position determination unit, a slip determination unit, and / or an operating condition determination unit. These units can be implemented by control programs as hardware and / or as software, so that by means of the incoming sensor signals the torque of the drive unit 2 of the vehicle 1 , the gear position of the gearbox 4 as well as the slip, which in the area of the torque transmission system 3 prevails and the current operating state of the vehicle 1 can be determined. The gear position determination unit determines based on the signals of the sensors 19a and 19b the currently engaged gear. Here are the sensors 19a . 19b on the shift lever and / or on internal transmission actuating means, such as a central shift shaft or shift rod, hinged and detect them; For example, the location and / or the speed of these components. Furthermore, a load lever sensor 31 at the load lever 30 , such as on an accelerator pedal, which detects the load lever position. Another sensor 32 can act as an idle switch, ie when the load lever is actuated 30 or accelerator pedal is this idle switch 32 switched on and with the load lever not actuated 30 it is off, so that can be detected by this digital information, whether the load lever 30 is pressed. The load lever sensor 31 detects the degree of operation of the load lever 30 ,

The 1 shows next to the load lever 30 and the associated sensors, a brake actuator 40 for actuating the service brake or the parking brake, such as a brake pedal, a handbrake lever or a hand or foot operated actuator of the parking brake. At least one sensor 41 is on the actuator 40 arranged and monitors its operation. The sensor 41 is for example as a digital sensor, such. B. as a switch, designed, which detects that the brake actuator 40 is pressed or not operated. With the sensor 41 a signaling device, such as a brake light, can be in signal connection, which signals that the brake is actuated. This can be done both for the service brake and for the parking brake. The sensor 41 However, it can also be designed as an analog sensor, wherein such a sensor, such as a potentiometer, the degree of actuation of the brake actuator 41 determined. This sensor can also be in signal connection with a signaling device.

The following is a possible embodiment described the invention presented here, in which an operation an automatic transmission or an automated transmission, for example by an appropriate voice input is enabled.

In the automated manual transmissions can a circuit can be triggered in various ways. For example, can in an automatic mode, a corresponding switching program for the right one Gear selection can be used. In a so-called tip mode, the Switching operation, e.g. Up and down, by the operation of a Shift lever or a switch z. B. on the steering wheel of the vehicle respectively.

These solutions are always switch or operated like, their signals are read in and evaluated by a control unit Need to become.

With this configuration, more Suggested options for circuit initiation.

Accordingly, preferably a microphone or the like at least part of the operation of a transmission transmit required data to the controller. In this way The driver can use an intelligent evaluation method via voice input z. B. over the gear selection or the like decide.

This does not only apply to high and downshifts, but this approach could also to all other modes, which are adjusted by selector lever, such as. Switching between automatic and tip mode, parking, neutral, winter program, Sport vote or the like, to be applied. The solution according to the invention can in all Automatic transmissions and automated transmissions are used.

Below is another possible embodiment of the present invention, in which a suitable gear selection method a so-called sailing function (freewheel) is adjusted.

• a) Fahrprogramm;
• b) Leerlaufschalter aktiv;
• c) Bremse nicht betätigt;
• d) Aktueller Gang.

In a vehicle, the sailing function is used in particular to reduce the fuel consumption of the vehicle in predetermined driving conditions. According to an advantageous development of the invention, the sail function can preferably be linked to the following entry conditions:

• a) driving program;
• b) idle switch active;
• c) brake not actuated;
• d) Current gear.

The aforementioned entry conditions can also be supplemented by other suitable conditions and they are arbitrary Combinations of entry conditions possible.

Since during the sailing function the Increase vehicle speed can it be, according to one Training conceivable that an upshift prevention in the operating state "sailing function active" preferred over a special application constant or the like can be deactivated. For example, if there is information regarding an active sailing function, all existing upshift preventions are disabled. To this Way are safety-critical situations by a z. B. active Upshift prevention avoided during engagement.

Preferably z. B. over a Application constant can be set, that after quitting the sailing function are branched into a specific switching characteristic should. For example, a so-called XE switching characteristic or the like selected become. It is also possible, that the current program will continue to be used thereafter. According to the invention can be provided be that the signal interface is extended to the information "sail function active".

The proposed adaptation of the Gear selection method may be preferably used in the ASG control become. It is also conceivable that the invention in other transmission systems is used.

The following is a next embodiment of the invention, in which a suitable reduction in particular the clutch torque by the transmission control unit at z. B. unilateral wheel block is provided in overrun mode.

It is possible that z. B. in one-sided smooth road surface an ABS engagement to open the clutch and thus first leads to unwanted reduction of the braking effect. In a one-sided wheel blockade or in one-sided ABS system, it is advantageous if the clutch torque is not reduced to the value zero. It can the clutch modulate the engine drag torque such that the transferred to the street Motor drag torque of the adhering wheel remains constant. This will a part of the engine drag torque obtained without the danger a slipping of the still adhering drive wheel is increased. there should be the expected reduction in engine speed due of the differential.

For one-sided working ABS without full Radblockade can be applied the strategy of the invention similarly become. A reduction in the engine speed then does not find instead of. An increase of the engine drag torque transmitted to the road surface The sticky wheel can be tolerated more in this case. Therefore can the clutch z. B. initially transferred the entire drag torque of the engine. Nevertheless, a reduction of the clutch torque at least until be provided for slippage of the clutch. This is because of the decoupling of the drivetrain from the ABS vibrations advantageous.

In the strategy of the invention It is particularly advantageous that the engine braking effect at least is partially maintained. Furthermore, a possible blocking of the second Vehicle side avoided. Even if the wheel of the second vehicle side blocked, the clutch plate should start again to the To open the clutch completely. About that In addition, it can be provided that a special recognition of the one-sided Blockade is used. This can be done for example by the ABS control unit or by the transmission control unit be enabled. There are also other recognition possibilities conceivable.

This embodiment of the invention can be in any vehicle with a clutch actuator, such as an electronic clutch management (EKM), the automated transmission (ASG), the uninterruptible transmission (USG), the dual clutch transmission (DKG) or the like, and also in automatic vehicles, which in ABS -Brakes switch to neutral be set.

The following is an embodiment of the present invention, wherein in particular earlier downshifts due to predetermined signals, such. B. a turn signal operation or the like, are provided.

For example, when the turn signal is activated At least in the vast majority make an earlier switchback especially useful in the lower speed and load lever area his. This allows both a lane change and a turn for the Be relieved driver and the subsequent course for a renewed Acceleration early be inserted. This approach may be preferred in all Vehicles with automatic or automated transmission are used.

In the context of a next embodiment of the invention it is suggested the time for to extend a detection in particular of the state Circuit Active.

Especially with diesel vehicles It can happen that a push circuit in the small speed range takes a long time. reason for this is the relatively small clutch torque when re-engaging is created to a possible to achieve comfortable engagement. In the clutch control is there any detection of whether to engage after a gear change. This detection is referred to as active circuit. As it happens can that wrongly too long slip phases, e.g. due to much too high SW coefficient of friction, arise, there is a function in the clutch control that is engaging after switching off after a period of about 500 ms when the transmission speed gradient is very small. This will be a closing function started, with the help of which the clutch is closed, so that the slip is safely dissipated. It is possible that this emergency measure at the above thrust circuits leads to the thrust circuits early be terminated, and that thereby engagement becomes uncomfortable.

• – Schubschaltung erkennen und als Bedingung für die verlängerte Zeit hinzunehmen, da diese Situation bevorzugt bei Schubschaltungen auftritt;
• – Die Zeit kann vorzugsweise nach folgender Gleichung berechnet werden: T_Schaltung_Aktiv = Offset + variable_Zeit wobei der Offset die bisher bestehende Zeit enthält, damit die bestehende Notmaßnahme nicht verändert wird, und die variable Zeit nur in der oben genannten Situation bei Schubschaltungen größer Null ist.
• – Da die Notmaßnahme bevorzugt nur dann vorgesehen ist, wenn kurz vor Erreichen der Synchronisierung aufgrund eines zu niedrigen physikalischen Kupplungsmomentes der Synchronpunkt nicht erreicht werden kann, wird die Schlupfdrehzahl hier relativ klein sein, z. B. im Bereich von 50 bis 300 min^–1. Deshalb kann vorgesehen sein, dass die Länge des Zeitraumes, ab der die Notmaßnahme greift, z. B. in Abhängigkeit vom Schlupf bestimmt wird. Dazu folgende Beziehungen: – variable_Zeit = fester Offset, wenn Schlupf >300 – variable_Zeit = f(Schlupf), wenn Schlupf >300 ist – variable_Zeit = nichtlineare Funktion (Schlupf), ohne weitere Bedingung, wobei die Funktion derart gewählt werden kann, dass der Zeitoffset für die Schlupfdrehzahlen bis 300min^–1 sehr klein ist.
• – Variable Zeit = f(|Schlupfgradien|), und zwar nur dann, wenn der |Schlupfgradient| sehr klein ist und der Schlupf groß ist, z. B. >300 min^–1. Dabei sollte die variable Zeit klein sein, wenn der |Gradient| groß ist und groß, wenn der |Gradient| klein ist.
• – Eine weitere Möglichkeit, die oben genannte Situation zu verbessern, kann vorgesehen sein, nachdem die Situation genau erkannt wurde. Dazu können u. a. auch die oben genannten Bedingungen verwendet werden. Bevorzugt kann das Kupplungsmoment zunächst schneller aufgebaut werden, so dass der Betrag des |Schlupfgradienten| wieder größer wird. Wenn dieser Fall vorliegt, kann beispielsweise auf die vorherige Strategie umgeschaltet und die Kupplung von dem aktuellen Kupplungsmoment aus wie eine normale Schubschaltung behandelt werden. Die Art und Weise, wie das Kupplungsmoment schneller aufgebaut wird, kann z. B. dadurch erfolgen,
• – dass ein Offset bei dem bestehenden Kupplungsmoment berücksichtigt wird, wobei der Offset z. B. als Funktion f(|Schlupfgradient|) darstellt werden kann;
• – dass ein Faktor bei dem bestehenden Kupplungsmoment berücksichtigt wird, wobei der Faktor z. B. in Abhängigkeit des Betrages des Schlupfgradienten (f(|Schlupfgradient|)) verändert werden kann, sodass bevorzugt ab einem vorbestimmten |Schlupfgradienten| der Faktor wieder 1 ist; und/oder
• – dass eine beliebige andere Funktion verwendet wird.

According to the invention, it can be provided that the time until the closing function is realized is extended under certain conditions in push-shifts. The extension of time is preferably tied to links so that the emergency measure is not mistakenly disabled. Preferably, the following variants can be used:

• Detect thrust circuit and accept it as a condition for the extended time, since this situation occurs preferentially with thrust circuits;
• The time can preferably be calculated according to the following equation: T_circuit_active = offset + variable_time where the offset contains the previously existing time, so that the existing emergency measure is not changed, and the variable time is greater than zero only in the abovementioned situation with thrust circuits.
• - Since the emergency measure is preferably provided only when shortly before reaching synchronization due to a low physical clutch torque of the synchronization point can not be achieved, the slip speed will be relatively small here, z. B. in the range of 50 to 300 min ^-1 . Therefore, it can be provided that the length of the period from which the emergency measure intervenes, z. B. is determined depending on the slip. For this purpose the following relationships: - variable_time = fixed offset, if slip> 300 - variable_time = f (slip), if slip> 300 - variable_time = non-linear function (slip), without further condition, where the function can be chosen such that the Time offset for the slip speeds up to 300min ^{-1 is} very small.
• - Variable Time = f (| Slip Grades |), and only if the | Slip Gradient | is very small and the slip is large, z. B.> 300 min ^-1 . The variable time should be small when the | gradient | is big and big when the | gradient | is small.
• - Another way to improve the situation mentioned above can be provided after the situation has been accurately identified. Among other things, the above conditions can be used. Preferably, the clutch torque can first be built up faster, so that the amount of | Slip gradient | gets bigger again. If this is the case, for example, you can switch to the previous strategy and treat the clutch from the current clutch torque as a normal push shift. The way in which the clutch torque is built up faster, z. B. be done by
• - That an offset in the existing clutch torque is taken into account, wherein the offset z. B. as a function f (| slip gradient |) can be represented;
• - That a factor in the existing clutch torque is taken into account, wherein the factor z. B. depending on the amount of the slip gradient (f (| Slip gradient |)) can be changed, so preferably from a predetermined | slip gradient | the factor is 1 again; and or
• - that any other function is used.

The possibilities mentioned can also be supplemented by others and combined with each other as desired. For example, for all possibilities instead of the slip, the engine speed or at least partially the transmission speed or the like can be used.

The applications of this featured Embodiment is preferably in vehicles with an ASG, a EKM, a USG, a PSG transmission system or similar.

Furthermore, according to another embodiment proposed by the present invention, by a logical connection the transmission automation and the car navigation system, in particular the GPS, e.g. Train or take into account route information.

An automated manual transmission offers due to optimal switching strategies as well as through integration an electric machine opposite Manual gearboxes considerable fuel saving potentials. Available Route information can New opportunities especially when optimizing the strategy to start-stop, recuperation and Gangvorwahl or the like allow.

Especially with parallel gearboxes (PSG) and electric transmissions (ESG) can be new switching strategies in particular with regard to the course code and regarding the Integration of the electric motor (ESG) in addition to start-stop and recuperation strategy allows become. It can the new strategies through as possible extensive and accurate information about the expected driving conditions improved become.

In particular, a method is proposed which such driving conditions learned from the system and processed appropriately.

For example, methods for the automated Manual transmission, including ESG, for shift strategy / target gear determination or gear preselection, start-stop and / or Rekuperationsstrategie be used which substantially on the evaluation of actual information or immediately past Information, the acceleration course or the like based.

According to the invention it can be provided that z. B. by a logical connection of the transmission automation with the vehicle navigation system GPS frequently recurring routes or driving profiles can be detected and learned. As an example, the daily return from home to work and back can be mentioned. If the system recognizes one of the learned driving profiles, the above strategies can be optimally adapted and their accuracy significantly improved. This procedure is exemplified by a flow chart in FIG 2 shown.

With the method according to the invention the fuel consumption can be reduced. This can be z. B. be achieved by the recuperation strategy the driving profile is optimally adjusted because the system e.g. has learned when z. B. a downgrade and thus cheap Rekuperationsmöglichkeiten are to be expected. About that In addition, the battery management can be optimized.

Further, fuel economy can be achieved by the start-stop strategy is changed so that the engine only at the "learned" waypoints is switched off, at those with a given probability the consumption-optimized minimum shutdown time is reached.

In a stop-and-go operation can the consumption can be reduced by u.U. waived start-stop procedures is, since the minimum shutdown i.d.R. not achieved and thus otherwise wear and tear Consumption increased become. Overall, the number of circuits can be anticipatory Switching minimized.

Furthermore, by the inventive method the ride comfort improves, since the probability that the learned default gear actually is requested, is considerably larger, than with conventional preselect modules. This is also a shorter Switching time reached.

The procedure of the invention can by numerous applications are extended. The application of a learned Strategy can preferably be continuously monitored by the ASG software become. As soon as deviations can be detected, anytime to resort to conventional strategies.

As applications for the invention can all Vehicles with an ASG, a PSG and ESG system provided become. The logical connection between switch automation and vehicle navigation system as well as the learning of driving profiles allows consumption savings and comfort improvements. Other applications are conceivable.

The following is an embodiment described in the z. B. a switching intent or a specific Driver request is carried out under predetermined conditions with a time delay.

According to the invention, it can be provided that z. Z. a Schaltablsichts- or a driver request signal for a defined Time duration and when the permissible parameters for the corresponding Driving situation for an automatic version of the shift intention / driver request signal is temporarily stored.

For example, in a very sporty driving style At high speeds, the driver may enter a bend give a shift intent signal and decelerate the vehicle before the turn. by virtue of one from the downshift the resulting too high target speed, the downshift can not be performed. The driver should now again give a shift intention to perform the downshift. Perhaps the target speed is still too high and the driver can follow the procedure Repeat until the intent to shift into a shift becomes.

• – Sportmodus aktiv
• – betätigte Bremse
• – Kurvenerkennung aktiv

The switching intent signal can be kept active for about a period of about 1 s. As a condition for this, it can be provided that the following boundary conditions are met simultaneously:

• - Sport mode active
• - operated brake
• - Curve detection active

If during the active shift intent signal the vehicle speed has fallen so far that in the Desired engine speed does not reach unacceptably high levels, can Advantageously, the switching intention signal or the downshift automated become. The driver only needs to operate the selector lever once. Another advantage lies in the fact that the downshift so for as possible carried out becomes.

This application may be preferred Vehicles with an automated manual transmission (ASG), in particular with a sports mode.

The following is an altered switching strategy proposed on a slippery road.

On slippery roads is the Danger that the wheels of the vehicle spin or block. Causes for the spin or blocking or for the crossing the static friction torque at one or more wheels can by the pressing at least one braking device, since a loss of traction occurs on at least one wheel by the deceleration moment. In In this case, z. B. the anti-lock braking system (ABS) intervene and restore traction.

The above situation can even with the clutch closed by transmitting a positive torque over the Powertrain on the wheels done because of the acceleration torque, the traction lost on at least one bike. In this case, a so-called Drive slip control (ASR) and / or an electronic engine power control (EMS) intervene. Alternatively, the clutch torque can be reduced so that that transmitted from the engine to the wheels Moment is reduced.

The loss of traction on at least one Rad can also by a deceleration moment occur, which with the clutch closed by the transfer a drag torque of the engine via the drive train the wheels he follows. In this case, an engine drag torque control (MSR) engage, whereby the engine torque is increased during slippage. Alternatively, the clutch torque can also be reduced in this case become.

The traction can also be slippery Coupling be done with an engine speed, which above the Transmission input shaft speed is because an acceleration torque on the wheels acts. Also in this case, the traction control (ASR) intervention. Alternatively, the clutch torque can be reduced or a strategy in which this case of Is excluded at the beginning.

Slipping clutch with a Engine speed, which is below the transmission input shaft speed, It may be due to a wheel acting on the wheels retarding torque come to the loss of traction. In this case, the clutch torque be reduced or a strategy be used in which this case is excluded from the beginning.

In the last two mentioned make addressed strategy may be an appropriate situation detection carried out be, which z. B. based on the situation on a slippery road conclude can and / or by z. B. a mechanical switch, such as a winter button or the like, switches to the inventive strategy.

Slipping clutch with a Engine speed, which over is the transmission input shaft speed, it is possible that during a starting process, both the engine and the clutch torque is reduced and thus the starting slower with a lower acceleration force is performed.

In a switching situation with slipping clutch with an engine speed which over and below the transmission input shaft speed, it is conceivable that first is engaged when speed equality between the engine and the Transmission input shaft is present. This can be z. B. be enabled by waiting until the engine reaches the correct speed Has. The engine speed can slip on the clutch with an engine speed above the Reduced transmission input shaft speed with the specification of a drag torque become. Slipping clutch with an engine speed below the transmission input shaft speed can do so with the specification of a Motor torque over the driver request torque (intermediate gas) done. Preferably the default directed to the engine control.

Preferably, the inventive strategy in vehicles with an ASG, a USG, a PSG, a ESG transmission system or the like can be used.

Further advantages and advantageous Embodiments emerge from the subclaims and those described below Drawing. The single figure shows a possible embodiment of a method according to the invention for controlling and / or rules for a gear, especially for a automated manual transmission, based on a flow chart. The Proposed method may provide that route information by the transmission control unit in the shift strategy or Gangvorwahlstrategie or Rekuperationsstrategie considered become.

According to the invention it can be provided that z. B. by a logical connection of the transmission automation or the transmission control unit with the car navigation system GPS for data reception. Thus, you can often again Recognizing routes or driving profiles are detected and learned. Due to this exchanged data, a known route plan can be recognized. As an example, the daily return from home to work and back can be mentioned.

If the system is one of the learned Can recognize driving profiles the switching strategy or other implemented strategies accordingly the recognized route are optimized. Should not be a stretch of road can be recognized the conventional strategies are done.

After learning the route can again receive new data or the process of the invention are terminated.

The submitted with the application claims are formulation suggestions without prejudice for the Achieving further patent protection. The applicant reserves before, even more, so far only in the description and / or drawings claimed to claim combinations of features.

Relationships used in subclaims point to the further development of the subject of the main claim by the features of the respective subclaim; you are not as a renunciation of the achievement of an independent, representational Protection for the feature combinations of the referenced ones under claims to understand.

Since the subject matters of the dependent claims in terms on the state of the art on the priority date own and independent inventions The applicant retains the right to form they are the subject of independent claims or Divisional statements too do. You can furthermore also independent inventions contain, which is independent of the subjects of the preceding subclaims design respectively.

The embodiments are not as a restriction to understand the invention. Rather, in the context of the present Revelation numerous modifications and modifications possible, in particular such variants, elements and combinations and / or materials, which, for example, by combination or modification of individual in Compound with those in the general description and embodiments and the claims described and in the drawings contained features or elements or Process steps for the person skilled in the art with regard to the solution of the task are and by combinable features to a new object or lead to new process steps or process steps, too as far as manufacturing, testing and and work procedures.

Claims (40)

Method for controlling and / or regulating a transmission, in particular an automated manual transmission, characterized in that the transmission is controlled by voice input. A method according to claim 1, characterized in that the Voice input is converted into signals and the signals to a Control unit transmitted become. A method according to claim 1 or 2, characterized in that an up or downshift is performed by the voice input. Shank strategy for a transmission, in particular an automated transmission, characterized in that the selection of a gear to be switched to an activated function is adjusted. Switching strategy according to claim 4, characterized in that the gear selection is adapted to a sailing function. Switching strategy according to claim 5, characterized in that the activation of the sailing function to at least one entry condition linked becomes. Switching strategy according to Claim 5 or 6, characterized that with activated sail function "sailing function active" at least one upshift prevention is deactivated. Switching strategy according to one of Claims 5 to 7, characterized that over An application constant is set that after exiting the sailing function a predetermined switching characteristic is used. Switching strategy according to one of Claims 5 to 8, characterized that a signal interface to the information "sailing function active" is extended. Method for controlling and / or regulating a clutch in a Transmission, in particular in an automated manual transmission, characterized in that transmitted from the coupling Clutch torque dependent driven by a predetermined driving situation of a transmission control unit becomes. A method according to claim 10, characterized in that the Clutch torque is reduced when at least one wheel of Vehicle a blocking detected by the transmission control unit becomes. Method according to claim 10 or 11, characterized that the value of the clutch torque is halved when a one-sided wheel blockage is detected in overrun mode. Method according to one of claims 10 to 12, characterized that for the time being transferred by the clutch, the entire drag torque of the engine is, with the clutch torque at least up to the slip limit is reduced. Method for controlling and / or regulating a transmission, in particular an automated gearbox, characterized in that dependent on a switching operation is performed by at least one driver action. A method according to claim 14, characterized in that at a turn signal operation early a switching operation performed becomes. A method according to claim 15, characterized in that at the switching process a downshift carried out becomes. Method for controlling and / or regulating a clutch in a Transmission, in particular an automated transmission, in the after a time interval, a circuit is terminated by a Zuziehfunktion is activated in the clutch, characterized in that the Time interval after which the closing function is activated depending on at least a condition extended becomes. A method according to claim 17, characterized in that the Time interval is extended in push circuits. Method according to claim 17 or 18, characterized that the time interval consists of an offset component and a variable component Time proportion is determined. Method according to one of Claims 19, characterized that the time interval is dependent is determined by the clutch slip. A method according to claim 19 or 20, characterized in that for determining the time interval a relationship is used in which the variable time component corresponds to the offset component; if the slip is> 300 min ^-1 . Method according to one of claims 19 to 21, characterized in that a slip-dependent function is used as the variable time portion, if for slip> 300 min ^-1 applies. Method according to one of claims 19 to 22, characterized in that a non-linear function is used as the variable component. Method according to one of claims 19 to 23, characterized that as a variable proportion one of the amount of the slip gradient dependent Function is used when the amount of slip gradient is very high small and the slip is big. Method according to one of claims 19 to 24, characterized that after the end of the time interval, the clutch torque initially faster is built. A method according to claim 25, characterized in that the Course of the clutch torque is supplemented by an offset, as an offset dependent on the amount of slip function is used. Method according to claim 25 or 26, characterized that the course of the clutch torque is supplemented by a factor, as factor, a function dependent on the amount of slip is used. Method for controlling and / or regulating a transmission, in particular an automated transmission, characterized in that route information through the transmission control unit in the shift strategy or Gangvorwahlstrategie or Rekuperationsstrategie considered become. A method according to claim 28, characterized in that the Route information through a logical connection between the transmission control unit and the vehicle navigation system are recorded and taught. Method according to claim 28 or 29, characterized that the switching strategy and / or the Rekuperationsstrategie on a trained by the route information track be adjusted. Switching strategy for a gearbox, especially for an automated manual transmission in which a shift request of Driver is implemented, characterized in that the driver's request dependent on is performed delayed by at least one condition. Switching strategy according to claim 31, characterized in that a driver request signal for one defined time duration and / or when the permissible parameters are reached for the appropriate driving situation for an automatic version of the shift intention / driver request signal is temporarily stored. Switching strategy according to Claim 31 or 32, characterized that the shift request signal for about a period of about 1 s is kept active. Switching strategy according to claim 33, characterized in that as a condition an activated sports mode and / or an actuated brake and / or an activated curve recognition is used. Switching strategy according to one of Claims 31 to 34, characterized that the shift request signal is carried out automatically, if during of the active shift request signal, the vehicle speed so far has dropped, that in the desire gear, the engine speed is not unacceptable Values reached. Switching strategy for a gearbox, especially for an automated manual gearbox where a spin or Blocking at least one wheel of the vehicle is avoided characterized in that in slipping clutch with a Engine speed, which over the transmission input shaft speed is, at a starting the Engine and / or the clutch torque is reduced. Switching strategy according to claim 36, characterized in that with slipping clutch with an engine speed, which over or below the transmission input shaft speed, initially engaged is when equal speed between the engine and the transmission input shaft is present. Switching strategy according to claim 37, characterized in that the speed equality between the engine and the transmission input shaft through Waiting is achieved until the engine reaches the correct speed Has. Switching strategy according to Claim 37 or 38, characterized that the engine speed at slipping clutch with an engine speed over the Transmission input shaft speed with the specification of a drag torque with slipping clutch and the engine speed below the transmission input shaft speed with the specification of an engine torque on the driver's desired torque (Intergas) is realized. Switching strategy according to claim 39, characterized in that the specification of the drag torque and the specification of the motor torque directed to the engine control.