초록 ▼

A method for determining the output speed (N_AB) of a manual transmission of a motor vehicle. The output speed (N_AB) is calculated during a period of a shifting operation in which the current gear is disengaged and the new gear has yet to be engaged. The calculated output speed (N_AB) is used for c

A method for determining the output speed (N_AB) of a manual transmission of a motor vehicle. The output speed (N_AB) is calculated during a period of a shifting operation in which the current gear is disengaged and the new gear has yet to be engaged. The calculated output speed (N_AB) is used for controlling adjustment of the speed of the transmission input shaft (N_EG) to the speed of the transmission output shaft, or the calculated output speed (N_AB), is used for checking the plausibility of a value of the output speed (N_AB) as determined by the sensors.

대표청구항 ▼

1. A method of determining an output speed (N_AB) of a manual transmission of a motor vehicle for controlling a gear ratio shifting operation in the manual transmission, the output speed (N_AB) being calculated during a period of the shifting operation in which a current gear is disengaged and a new

1. A method of determining an output speed (N_AB) of a manual transmission of a motor vehicle for controlling a gear ratio shifting operation in the manual transmission, the output speed (N_AB) being calculated during a period of the shifting operation in which a current gear is disengaged and a new gear has not been engaged, and the calculated output speed (N_AB) is utilized for controlling adjustment of either a speed of a transmission input shaft (N_EG) or another transmission shaft that is drivingly coupled to the transmission input shaft (N_EG) before a transmission output, to the speed of the transmission output shaft, the output speed (N_AB) of the manual transmission is determined during the shifting operation by the method comprising the method steps of: measuring a speed value that at least indirectly indicates a vehicle speed that is too inaccurate to be used directly for controlling the shifting operation;determining a correction value (FKal); andcorrecting the speed value that at least indirectly indicates the vehicle speed by the previously determined correction value (FKal) for determining the transmission output speed (N_AB). 2. The method according to claim 1, further comprising the step of determining the correction value (F, FKal), which is used for determining the transmission output speed (N_AB) during shifting, before starting the shifting operation. 3. The method according to claim 2, further comprising the step of the ascertaining, from the correction value (F), if and to what extent a current driving situation affects a temporal change of the transmission output speed (N_AB) during the shifting operation. 4. The method according to claim 2, further comprising the step of accounting, with the correction value (F), for at least one of an actual output speed (N_AB) and a temporal speed course before starting the shifting operation. 5. The method according to claim 4, further comprising the step of defining the correction value (F, FKal) as either a speed difference or a ratio. 6. The method according to claim 5, further comprising the steps of: determining the transmission input speed (N_EG) directly before shifting;determining a last engaged gear ratio (Ü_G); andone of: calculating the transmission output speed (N_AB) with an equation of N_AB=[N_EG/Ü_G]*F, after starting the shifting operation, if the correction value (F) is a ratio, andcalculating the transmission output speed (N_AB) with an equation of N_AB=[N_EG/Ü_G]+F, after starting the shifting operation, if the correction value (F) is a speed difference. 7. The method according to claim 6, further comprising the step of concluding that the correction value (F) is 1 as a ratio, if it is deduced from the determined driving situation data that the vehicle speed is expected to remain constant during the shifting operation. 8. The method according to claim 6, further comprising the step of concluding that the correction value (F) is >1 as a ratio, if it is deduced from the determined driving situation data that the vehicle speed is expected to increase during the shifting operation. 9. The method according to claim 6, further comprising the step of concluding that the correction value (F) is <1 as a ratio, if it is deduced from the determined driving situations that the vehicle speed is expected to decrease during the shifting operation. 10. The method according to claim 1, further comprising the step of a value of the correction value (F) is determined from the dynamic driving resistance of the vehicle. 11. The method according to claim 10, further comprising the step of determining a value of the correction value (F) from a current drive surface gradient of the vehicle in a direction of travel. 12. The method according to claim 10, further comprising the step of determining a value of the correction value (F) from a current mass of the vehicle. 13. The method according to claim 10, further comprising the step of determining a value of the correction value (F) from an actual vehicle speed in a direction of travel before shifting. 14. The method according to claim 10, further comprising the step of determining a value of the correction value (F) from an actual vehicle acceleration perpendicular to a direction of travel before shifting. 15. The method according to claim 1, further comprising the steps of: determining an actual transmission input speed (N_EG) for determining the correction value (FKal) with a gear engaged prior to gear shiftingsubsequently dividing the measured transmission input speed (N_EG) by a last used gear ratio (Ü_G);determining the actual transmission output speed (N_AB), by multiplying the speed value at least indirectly indicating the vehicle speed by a gear ratio value, which indicates either a gear ratio (gear ratio value=smaller or greater than zero) or no gear ratio (gear ratio value=1) between the transmission output shaft and a rotary component of the vehicle at which the speed value at least indirectly indicating the vehicle speed is measured; and either setting the actual output speed (N_AB) in relation to the gear ratio-corrected speed value at least indirectly indicating the vehicle speed; orcalculating a differential value between both of these speed values for determining the correction value (FKal). 16. The method according to claim 1, further comprising the step of defining the speed value at least indirectly indicating the vehicle speed as the speed of either at least one vehicle wheel or a tachometer speed signal, which is read from a vehicle data bus system (CAN bus). 17. The method according to claim 1, further comprising the step of using the method to control an automated manual transmission.