Adaptive control of servo activating hydraulic fluid pressure for a shift in an automatic transmission

The invention relates to a method and an on activating device for controlling the servo devices Pressure medium pressure for a vehicular automatic transmission.

An automatic transmission with the type designation is RE4R03A known. This known automatic transmission is in the United publication "NISSAN FULL-RANGE AUTOMATIC TRANSMISSION RE4R03A TYPE, SERVICE MANUAL, (A261C10) described " this by NISSAN MOTOR COMPANY LIMITED ago in March 1988 was issued. According to this publication, it is be known by the servo devices activated Druckmit medium pressure dependent on the throttle opening degree to determine. A plurality of line pressure tables are in a small computer based on the automation systems can triebe- (AT) stored -Steuereinheit. Each of the line pressure tables containing line pressure values ​​under assignment at different throttle opening degrees. At this Control the throttle opening degree is used to specify the load on the internal combustion engine. For the 1- 2 upshift, for example, a table look-up operation of a line pressure table for the 1-2 upshift switch th using the throttle opening degree performed to the activating the servomechanisms to determine pressure medium pressure, which is supplied to a to be acted upon friction-engaged to bring. In this case, the throttle opening is degree to represent a driving force or a rotary moments spent before 1-2 upshift. Thus, the the servomechanisms activating fluid pressure on one value set of the through the front determined switching detected throttle opening is.

This known device for controlling the Servoein directions activating pressure fluid pressure is to the effect not satisfactory, that in one and the same Dros selklappenöffnungsgrad the aktivie the servomechanisms Rende fluid pressure itself remains invariable when a change in the driving force occurs.

The invention aims at an adaptive correction of the servomechanisms activating pressure means pressure provide during a switching operation to a too to Errei order to changing environmental conditions chen.

According to a preferred embodiment of the invention is for this purpose a device for controlling the Servoein directions activating pressure means pressure of automation tikgetriebes a motor vehicle provided that a Internal combustion engine, wherein the automatic transmission has an output shaft and between a plurality of Gear positions can be switched, and wherein the device comprising:means for detecting a Luftstromgeschwin speed of intake air supplied to the internal combustion engine passes is, and for generating a the Luftstromgeschwin speed reproducing signal that the detected Airflow velocity reproduces,means for detecting a predetermined Vari variables, which the connection to within a predetermined Speed ​​of the output shaft protrudes, and for generating a the predetermined variable reproducing signal that the reproduces predetermined detected variable,a means responsive to the the air flow rate reproducing signal and the predetermined variable reproducing signal for determining a first parameter depending on the air flow speed and the predetermined variables, and for determining a second Parameter in dependence on the predetermined variable responsive, and for determining the servomechanisms activating pressure fluid pressure as a function of the first and second parameters.

According to a further preferred embodiment according to the Invention, a method for controlling the Servoein directions activating pressure means pressure of the automatic gearbox of a motor vehicle provided that a Internal combustion engine, wherein the automatic transmission has an output shaft and between a plurality of Gear positions can be switched, and the method being characterized by the steps of:Detecting an air flow rate of one of the Internal combustion engine intake air supplied,Detecting a predetermined variables that a vorbe agreed assignment to the speed of the output shaft has,Determining a first parameter in dependence on the Air flow rate and the predetermined variables,Determining a second parameter in dependence on the predetermined variables, andDetermining the servomechanisms activating pressure medium pressure as a function of the first and second Parameters.

Further details, features and advantages of the invention result from the following description of prior ferred embodiments with reference to the accompanying drawings. In which:

<b>Fig.</b> 1 is a block diagram of a power transmission path of a driving force tool,

<b>Fig.</b> 2 is a flowchart of a main program mablaufes to determine the Servos activating Pressure medium pressure in the form of a Line pressure,

<b>Fig.</b> 3 is a graphical representation of a Basic part of the Servoeinrichtun gen activating pressure means pressure according to a torque over tragungsteil, a Druckta belle is shown at the Ta bell lookup process in <b>Fig.</b> 2 is being used,

<b>Fig.</b> 4 a duty / Leistungsver ratio conversion table with the table lookup operation in <b>Fig.</b> 2 is used,

<b>Fig.</b> 5 a duty / power ratio output,

<b>Fig.</b> 6 is a flowchart of a program mablaufs for determining a first Parameters TgSEN,

<b>Fig.</b> 7 is a flowchart of an analog / Digi tal (A / D) conversion program is running, wherein an analog output signal a mass air flow meter in a digital signal is converted, to spei to the result at Qa_AD Chern,

<b>Fig.</b> 8 a linear Qa-Qa_AD characteristic the air mass flow meter,

<b>Fig.</b> 9 and 10 is a flowchart for determining the Speed ​​(No) of the output gear wave,

<b>Fig.</b> 11 experimental data (Qa / No), which drive over the force are applied,

<b>Fig.</b> 12 is a graphical representation of a for additional part of the Servoein directions activating Druckmit teldruckes according to a Träg unit part,

<b>Fig.</b> 13 a representative torque curve during an upshift to Ver deutlichung the inertial member (Is) which as a hatched area is shown

<b>Fig.</b> 14A, 14B and 14C of the torque curves during 1-2- Upshift at different Ambient temperatures and at a same Drosselklappenöff opening degree when too beaufschla ing friction-by the aktivie the servomechanisms -generating fluid pressure in engagement is brought, in dependence of the throttle opening degree is determined,

<b>Fig.</b> 15A, 15B and 15C of the torque curves during 1-2- Upshift at different Ambient temperatures and at a same Drosselklappenöff opening degree when an assigned Friction-by the Servos activating Fluid pressure is in engagement, the present according to the invention is determined,

<b>Fig.</b> 16A and 16B torque curves during the 1-2- Upshift at different Altitudes and at one and demsel ben throttle opening degree when an associated Reibschlußeinrich tion by the Servoeinrichtun gen activating fluid pressure is engaged in dependence of the throttle opening degree is determined,

<b>Fig.</b> 17A and 17B torque curves during the 1-2- Upshift at different Altitudes and at one and demsel ben throttle opening ent Speaking of the preceding Ausfüh ment of when an assigned Friction-by the Servos activating Fluid pressure is indented, loading in accordance with the invention is true and

<b>Fig.</b> 18 is a flowchart of an alternative Subroutine process for determining the first parameter TgSEN.

<b>Fig.</b> 1 shows a power transmission of a motor vehicle, which automatic transmission a <b>12</b> and a Internal combustion engine <b>14</b> contains.

The automatic transmission <b>12</b> comprises a torque converter, a transmission device and different frictional engagement producing or a torque-transmitting ESTABLISHMENT gene, such as clutches and brakes. The torque converter to summarizes a pump impeller, which in driving connection with the Output shaft of the internal combustion engine, a turbine runner and a stator. The pump impeller is in On driving connection with a pump. The turbine runner is connected to an input shaft of the transmission device. The transmission device has an output shaft<b>34</b>,

The automatic transmission <b>12</b> has a control valve assembly <b>13</b>, With a line pressure magnet <b>37</b>, A first switching magnet <b>38</b> and a second switching magnet <b>39</b> ver is seen. These magnets<b>37</b>. <b>38</b> and <b>39</b> be using a small computer based on the Automatikgetrie be (A / T) control unit <b>10</b> controlled, which has a central Processing unit (CPU), a read only memory (ROM) and a random access memory or RAM (RAM) and a Input / output interface circuit (I / O) includes.

An engine speed sensor <b>15</b> detects the Engine speed (1 / min) of the internal combustion engine and generates pulses which the detected Brennkraftma chine speed play. In an intake<b>16</b> is a throttle valve and a throttle valve <b>18</b> arranged, which opens by degrees. A throttle position sensor<b>20</b> de tektiert the opening degree of the throttle valve (Drosselklap penstellung) <b>18</b> and generates an analog signal which the de tektierten throttle opening degree reproduces. The Ana logsignal the throttle position sensor <b>20</b> is a Ana log / digital converter (A / D) <b>21</b> fed. Upstream of the Dros selklappe <b>18</b> is an air mass flow meter <b>24</b> angeord net, the air mass flow rate of the Intake air detected that the internal combustion engine <b>14</b> Trains passes is, and generates an analog signal indicative of the Air mass flow rate reproduces. This Ana logsignal is an analog / digital converter (A / D) <b>25</b> Trains passes. The air mass flow meter<b>24</b> is of itself be known per type and may, for example of the hot-wire his film maximum design. An engine coolant Tempe ture sensor <b>28</b> detects the temperature of Brennkraftma chine cool means and generates an analog signal that the detected engine coolant temperature as is playing back. This analog signal is an analog / digital Converter (A / D) <b>29</b> fed.

An output shaft speed or speed sensor <b>36</b> detects the speed of the output shaft <b>34</b> and produces the detected output shaft speed reproducing Pulses. The output shaft speed sensor<b>36</b> serves as a an intended gear on Fahrzeuggeschwindigkeitssen sor. Another vehicle speed sensor is a installed in the vehicle speed sensor, which located in a passenger compartment of the vehicle. an automation tikgetriebefluid (ATF) temperature sensor in <b>40</b> detects the Temperature of the automatic transmission fluid and produces a Analog signal representative of the detected (ATF) temperature again gives. This analog signal is an analog / digital (AD) - converter <b>41</b> fed. In<b>Fig.</b> 1, the AD converter <b>21</b>. <b>25</b>. <b>29</b> and <b>41</b> as illustrated as separate from the control unit <b>10</b> are provided. This serves to Erleich sion represented by the following description. In action sensitivity are the features of this analogue / digital converter in an I / O interface circuit of the control unit <b>10</b> integrated.

Apart from the mass air flow meter <b>24</b> agrees with the Power transmission path of the motor vehicle, in which <b>Fig.</b> 1 is illustrated, essentially identical with that, the in the above-mentioned publication "NISSAN FULL-RANGE AUTOMATIC TRANSMISSION RE4R03A TYPE, SERVICE MANUAL (A261C10) "is specified, the NISSAN MOTOR COM PANY LIMITED was issued in March 1988th to further Description is by this reference, this document fully incorporated with the object of the present open agreement expected.

Referring to <b>Fig.</b> 2 and 6 shows <b>Fig.</b> 2 a Main program flow to determine the Servoeinrich tions activating pressure fluid pressure, and <b>Fig.</b> 6 shows a subroutine flow for determining a first Pa rameters TqSEN, of the in the main program flow provi tion of the servos activating pressure means pressure is used during the 1-2 upshift.

With reference to <b>Fig.</b> 7, the execution of this Program sequence with an interval of 5 ms repeated. In a step <b>86</b> the analog output of the Air mass flow meter <b>24</b> in a digital signal means of the A / D converter <b>25</b> converted, and the result is stored at Qa_AD in the RAM. The using of Air mass flow meter <b>24</b> detected actual Air mass flow rate is in a vorbe voted connection with the output thereof. This predetermined relationship is with a characteristic Hllfe line curve shows that in <b>Fig.</b> is shown eighth In<b>Fig.</b> 8, the vertical axis refers to the tatsächli che air mass flow rate, while the horizontal axis on the digital signal relates, the after the analog / digital conversion of the output signal of the Air mass flow meter <b>24</b> is produced. The<b>Fig.</b> 9 and 10 show program sequences for determining the speed a transmission output shaft <b>34</b>, The execution of the in<b>Fig.</b> 9 illustrated program flow is turned by the pulse passes, by the output shaft speed sensor <b>36</b> he is produced. In step<b>88</b> carried out an increment ei nes up counter C. The execution of the program flow, the in <b>Fig.</b> 10 is shown, with an interval of 100 ms repeated. In step<b>90</b> the contents of Tough coupler C are counted, and the result is used to the Output shaft speed and output shaft speed to determine. The result of this determination is at No stored in the RAM as the output shaft speed. In step<b>92</b> the counter C is cleared.

Referring again to <b>Fig.</b> 6 is executing the ses program run repeatedly to the first parameter to determine TqSEN who in the execution of Programmab overflow is used, in <b>Fig.</b> 2 is shown. in the step <b>70</b> the digital data Qa_AD be retrieved. in the step <b>72</b> an error check of the data Qa_AD. in the step <b>74</b> it is determined whether a malfunction or an error is present or not. If the inquiry in step<b>74</b> leads to a result negating which is Programmab running with the step <b>76</b> continued in which a failure Ermer ker FAIL is set, and the parameters TqSEN not ba is determined densing on the data Qa_AD that in step <b>70</b> were retrieved. The TqSEN parameter is equal to the Maximum value MAX is set. If the inquiry in step<b>74</b> to an affirmative result leads and therefore the Qa_AD, in step <b>70</b> retrieved, are zverlässig, is the program flow to step <b>78</b> continued. in the step <b>78</b> is a table lookup of Kennli nienkurve that in <b>Fig.</b> 8 is shown, using Qa_AD performed to the result in the RAM as Qa to store air mass flow rate. in the step <b>80</b> No data retrieved. In step<b>82</b> is determined a ratio Qa / No. In step<b>84</b> will the latest data of Qa / No, and in particular (Qa / No) for new Update an average value, namely (Qa / No) av ver turns. In this preferred embodiment, the Average is a weighted average, which is characterized by fol be represented lowing equation.

(Qa / No) av = (1/4) × (Q / No) new + (3/4) × (Q / No) av.

The TgSEN parameter is then obtained by the following Expression.

TqSEN = Kc × (Qa / No) av,where Kc: a predetermined constant.

Referring again to <b>Fig.</b> 1 is an analog signal the automatic transmission fluid (ATF) temperature sensor (<b>40</b>) in a digital signal by the A / D converter <b>41</b> umgewan delt and the result is stored in RAM in ATF.

With reference to <b>Fig.</b> 2, in step <b>50</b> the data ATF accessed. In step<b>52</b> it is determined whether ATF niedri ger than a predetermined temperature value L of Example , 60 ° C or not. If this query be a jahenden earnings results, the program flow with the will step <b>54</b> continued, in which a Tabellennachschlagvor transition line pressure table for the low temperature Runaway using the throttle opening degree leads is to the duty / performance ratio D (P1) to determine. In step<b>64</b> is the turn-off time per ON / OFF cycle of the line pressure magnet <b>37</b> (please refer <b>Fig.</b> 1) in dependence on the duty cycle D (P1) modulated by said Leitungsdrucksteuerungsstra strategy in accordance with step <b>54</b> is predetermined. If the query in step <b>52</b> leads to a negating result is the program flow to step <b>56</b> continued in the it is determined whether the automatic transmission <b>12</b> in a stabilized len state or not after a desired gear compared with setting an actual gear position has been. If the desired gear position is equal to the tat outlying gear position is a gear shift is not required, and thus the transmission is <b>12</b> in a stable condition and the inquiry in step <b>56</b> leads reach an affirmative result. Under these circumstances, the program flow proceeding from step <b>56</b> and the step <b>54</b> continued. In step<b>54</b> carried out part lookup operation of the line pressure table for the usual Temperature using the throttle opening degree to a duty cycle to determine D (P1). Then in step <b>64</b> the line pressure solenoid <b>37</b> after this Duty ratio D (P1) controlled, in the step <b>54</b> he was holding to a line pressure with stable condition or a corresponding Drosselklappenöffnungsgradcharak teristik obtain. If the inquiry in step<b>56</b> to a negating result leads, in a step <b>58</b> Switching the check which is required. in the step <b>58</b> it is determined whether the 1-2 upshift neces is sary or not. If the required Switching the 1-2 upshift is carried out a table lookup operation of the conventional line pressure table using the throttle opening degree to a duty ratio D to obtain (P1) and the program is the step <b>64</b> continued. The line pressure control, which in step <b>54</b> is performed, is essentially the sliding surface as the line pressure control, on pages I- 29 to I-30 the publication "NISSAN FULL-RANGE AUTO MATIC TRANSHISSION RE4R03A TYPE, SERVICE MANUAL (A261C10) "is described.

If the inquiry in step <b>58</b> reach an affirmative resulting nis leads and thus the 1-2 upshift is required, is the program flow to step <b>60</b> continued in which a base portion of the servo devices acti four pressure medium pressure corresponding to the torque transmission part based on the first parameter TqSEN is determined. In step<b>60</b> is a table lookup operation of in <b>Fig.</b> 3 table shown using the parameter TqSEN performed to the result at PI store in RAM. The content of PI are thus the Ba sisteil of the servomechanisms activating Druckmit teldrucks again. Then, the program flow with the will step <b>200</b> and then the step <b>202</b> continued. in the step <b>200</b> are from the output shaft speed data No called. This data is No as a second parameter used. The output shaft rotational speed No is as a second parameter used. In step<b>202</b> is this second parameter for determining an additional part of the servo devices activating pressure means pressure intended to balance the inertial energy. This too additional part is in the form of a product of k and No expressed, wherein k is a constant. Alternatively, this additional part by a Tabellennachschlagvor transition of a table using the second parameter No be determined. In step<b>202</b> the data to PI k × No greater. In step<b>62</b> carried a Tabellennach impact process of Tastverhältniskonversionstabelle that in <b>Fig.</b> 4 is shown by using the data PI, to obtain a duty ratio D (P1). Then, in step <b>64</b> the line pressure solenoid <b>37</b> in dependence of the duty ratio D (P1) controlled, in the step <b>62</b> be true was. In<b>Fig.</b> 3 applies to the numeral P<b>10</b>FS on an offset, the return to a predetermined holfeder the fluid operated servo device of zugeord Neten friction-back and taken into this account. As in<b>Fig.</b> 5 is shown, the ON / OFF-Zy is cycle of the line pressure magnet <b>37</b> 50 times per second repeated. Thus, a cycle of 20 ms amounts, and the frequency is 50 Hz. The turn-off time in a Cycle is determined by the duty ratio D (P1). Of the Relationship between activate the servo the fluid pressure (line pressure) and the Tastverhält nis D (P1) is such that the fluid pressure per a has-proportional behavior to the duty cycle D (P1).

Referring again to <b>Fig.</b> 6, in step <b>84</b> on weighted average of Qa / No detected. These proceedings rensweise, which is often referred to as a "filter" is used preferably for elemination deviations from Qa / No as a result of changes in the Luftmassenströmungsge rate (Qa) and for errors in determining the Output shaft speed (No), so that the influence thereof to the servo devices activating pressure means pressure is made as low as possible. Alternatively, to point the weighted average, a running means used value. The running average is in accordance following information provides:

(Qa / No) av = (1 / N) × {(Qa / No) old_n + (Qa / No) old_N-1 , , , + (Qa / No) old₁}where N: a number of tapped data.

(Qa / No) old_N; (Qa / No) old_N-1;(Qa / No) old_N-2; , , , (Qa / No) old₁: data the progress in the previous cycles were obtained.

Referring to <b>Fig.</b> 3 and 12 shows <b>Fig.</b> 3 a Change of the base part of the servomechanisms ak tivierenden pressure fluid pressure in accordance with the Torque ment transfer member relative to the first parameter TQ SEN while <b>Fig.</b> 12, the change in the additional Part of the servo devices activating pressure means pressure corresponding to the inertial member relative to the No second parameter, in particular the output shaft number shows. The second parameter may take the form of a driving generating speed present.

With reference to <b>Fig.</b> 11 are experimental data aufgetra gen (numeral x). As from<b>Fig.</b> As can be seen 11 there is a predetermined relationship, that is, the United ratio Qa / No has a proportional behavior to the On driving force.

As explained above, the reason is part of the the servomechanisms activating pressure means pressure in a 1-2 upshift in response to the first Pa parameters TqSEN determines which the ratio Qa / No is variable. This means that the base part of the Servos activating pressure means pressure with the Torque before the switching is variable, since the rotation moment before upshifting a proportional behavior has the driving force of the internal combustion engine.

<b>Fig.</b> 13 is a representative torque curve model during a 1-2 upshift. In<b>Fig.</b> 13 denotes the Numeral Tqt a base portion of the torque to Transmitting the torque during shifting, and shaded area which is provided with reference numeral Is is, represents an amount of inertia energy with the output shaft speed of the transmission (or the driving is generating speed) during shifting variable. In practice, not this basic part of the torque clearly from the remaining part of the torque on the catch the inertial energy due to the Drehmomentände tion are separated, the ver through the torque converter is caused.

For the same output shaft speed No is the Size to be collected during the shift inertia the same energy, and the range of hatched Zone is equal. Thus, if in the common switching point the vertical width of the hatched area in <b>Fig.</b> 13 becomes larger, the horizontal width, ie, Timeline, the hatched area from. Thus, the Zei is tintervall t, which is required for switching short when the vertical width of the hatched area becomes larger.

After <b>Fig.</b> 13 takes at the same Eingangsdrehmo ment and the servo devices activated pressure medium pressure, the size of the male inertial energy during shifting with the increase of the output shafts speed at this switching point. Therefore, when the switching point toward the high vehicle speed relocated page, the shaded area expands Is in Direction from a zone which is provided with a point, broken line is illustrated. Thus, taking the Zeitin interval t with the increase in the vehicle speed. If the time interval T is extended, the Subject Author Fende and-making during shifting engaged to be friction-heavy demands puts. Therefore, preferably, the threshold for the Zei tintervall t specified. Preferably, as the time Inter interval t, for example, 500 ms or 600 ms specified.

As is clear from the foregoing description, is activating the base part of the servos Pressure medium pressure as a function of the first parameter TqSEN determined and the additional part is in Dependent ability of the second parameter determines No. The base part leaves off <b>Fig.</b> found 3, while the additional Part off <b>Fig.</b> lets take 12th

In other words, this means that the Servos activating fluid pressure with the Ratio Qa / No is variable, which closely the change in the Input torque and the inertia part (k × No) follows that or the change in the output shaft speed the vehicle speed follows. An increase in the the servomechanisms activating fluid pressure in Depending on the output shaft speed or the driving generating speed suppresses an increase in Zeitin interval has t, which has the tendency that it is in Due to an increase of the inertial energy increased when of the servo devices activating fluid pressure with the output shaft speed or the Fahrzeuggeschwin velocity remains invariable. Thus, the time interval is t adjusted to a suitable size, when the additional Part of the servo devices activating pressure means pressure with the output shaft speed or the Fahrzeugge speed is variable.

From the foregoing it follows that the Servomechanisms activating pressure fluid pressure required to Intervention of the relevant friction-while upshifting is used in the base portion a proportional action for the first parameter has TqSEN, and the additional part divided, the proportio a nalverhalten for the second parameter in the form of output shaft speed No or vehicle speed has. The first parameter TqSEN are the driving force or the Output torque of the engine again (see <b>Fig.</b> 11). The second parameter No has a relationship with the size to be collected during the upshift Inertial energy.

Referring to <b>Fig.</b> 14A, 14B and 14C is the Influence on a gear shift ratio due to a modifier ation of the ambient temperature described. Referring to measure the <b>Fig.</b> 15A, 15B and 15C is this influence activating in accordance with the servo devices Pressure medium pressure released, the dependence of the in first parameter and the second parameter TqSEN No be is true.

To determine the servo devices activated Pressure medium pressure for a gear shift ratio, Example as the 1-2 upshift, it is common practice, a use pressure table showing the optimum, the Servoein directions activating fluid pressure values ​​for the 1-2- Upshift in relation to the throttle valve opening degrees contains. The pressure values ​​in the table are for an optimal Performance of an associated Reibschlußeinrich device during the upshift under conventional conditions determines where the upshift at a pre-admit NEN vehicle speed and a given throttle Fold opening degree according to a Schaltpunktaufli rial for a driving range at low altitude and average ambient temperature selected.

The air density increases when the ambient temperature in Winter decreases, whereas it decreases when the ambient temperature rises in the summer. The Brennkraftmaschinenab reproduction power increases in response to an increase of the Air density, and it assumes a function of an Ab measure from the air density. The<b>Fig.</b> show 14A, 14B and 14C Torque curves during the 1-2 upshift, which at one and same switching point with the same Drosselklap penöffnungsgrad but at different ambient Tempe occurring temperatures. These denote torque curves the numeral TQB and TqM torque before Switching and a torque during shifting, respectively. The torque TqM mainly by the servo facilities activating fluid pressure determines the is applied to the associated friction-engaging device, and thus it remains in the change of the torque TQB a result of the change in air density invariable because of the servo devices activating fluid pressure, the BE for the same throttle opening degree is true, always is the same.

The shift quality can be determined from a ratio TQB / TqM to derive. This ratio is in<b>Fig.</b> 14B optimal because of the servo devices activating fluid pressure is set such that a reasonable Schaltvor gear receives at medium temperature. If the Vice ambient temperature changes, the air density changes, where by changing the engine power output is effected.

As from <b>Fig.</b> 14A in comparison with <b>Fig.</b> refer 14B allows the torque TQb increases at low temperature , while from in a confrontation <b>Fig.</b> 14C and 14B shows that the torque TQb at high tempera ture decreases. Since the torque TqM invariably remains, deviates the ratio TQB / TqM from the optimum value in the <b>Fig.</b> 14A and 14B from. As from<b>Fig.</b> 14A, it is seen is the time interval t in <b>Fig.</b> 14A is greater than in <b>Fig.</b> 14B, since, among other things, the size of the energy and the rotation torque transmission part thereof increases, although the residual inertia part remains invariable. The time Inter interval t in <b>Fig.</b> 14C becomes shorter than in <b>Fig.</b> 14B, since the Torque-transmitting portion becomes smaller, although the remains invariable inertia member.

The adaptive correction for changing shift quality is used in conjunction with the <b>Fig.</b> 15A, 15B and 15C described ben. In this control, a change in the Zei tintervalls t with the change of ambient temperature suppressed.

<b>Fig.</b> 15 shows a torque curve during the 1-2-High switching under the same conditions as in <b>Fig.</b> 14B. In Similarly, show the <b>Fig.</b> 15A and 15C Drehmomentkur ven during the upshift under the same conditions as in <b>Fig.</b> 14A and 14C. These will torque curves by the reference numerals TQT a base portion of the torque during shifting TqM for the torque-transmitting part designated as reference numeral a addi Che Part Tqt torque TqM for the inertia member designated. Since the sum of TQT and TQI through which the determined servos activating fluid pressure is composed of two parts which in depen dependence of the first and second parameters TqSEN and No are each determined, it can be assumed that TGT a proportional response to the first parameter TqSEN and TQI a proportional response to the second parameter No has. As with reference to the<b>Fig.</b> 15A and 15C of first parameter TqSEN a proportional response to a Ratio of the torque TQb relative to the standard torque TQb has, as shown in <b>Fig.</b> 15B, än is changed, the base part Tqt accordance with the changes air density, although the additional part TQI invaria bel remains, since the vehicle speed is equal. So remains with the time interval T in each case at the <b>Fig.</b> 15A and 15C are substantially the same as the time interval t in <b>Fig.</b> 15B.

Referring to <b>Fig.</b> 16A and 16B, the influence at a duty ratio in consequence of the change in the At mosphärendrucks described and with reference to the <b>Fig.</b> 17A and 17B, the influence resulted in the correction of the servo devices activating pressure means pressure canceled in accordance with the invention.

As mentioned above, it is common practice, a use pressure table showing the optimum, the Servoein directions activating fluid pressure values ​​for the 1- 2 upshift in relation to different Drosselklap penöffnungsgraden contains.

The <b>Fig.</b> 16A and 16B show torque curves during the Upshift that and at the same switching point at one and the same throttle opening degree but at different altitudes occur. Since a and the same throttle opening degree is the same, the Ser voeinrichtungen activating fluid pressure to engage applied the appropriate friction-engaging is, the torque TqM in Variants of rotation remains moments TQB invaria a result of the change in air density bel. With a large sea level atmosphere, a low rend jerk decreases the air density, thereby causing that the engine power output drops.

As from <b>Fig.</b> 16B in comparison with <b>Fig.</b> 16A, it is seen falls from the torque TQB at a high altitude, when the air density is low. However, the only torque remains ment TqM invariable, although the torque-transmitting Part decreases. Thus, the time interval t at a high Elevation briefly, and the ratio TQB / TqM differs from the optimum value.

The adaptive correction Variants in Hochschaltqua quality as a result of the changing sea level is in Conjunction with the <b>Fig.</b> 17A and 17B are explained.

<b>Fig.</b> 17A shows a torque curve during the 1-2-High switching under the same conditions as in <b>Fig.</b> 16A. In Similarly, Figure <b>Fig.</b> 17B is a torque curve currency rend the upshift under the same conditions as in <b>Fig.</b> 16B. As with reference to<b>Fig.</b> 17B of the first Para meter TqSEN in response to a decrease in the air density is small, the base part takes Tqt of Torque TqM element from when the torque TQb is smaller. Thus remains the ratio TQB / TqM optimally, and the time Inter vall t remains substantially the same as the time interval t in <b>Fig.</b> 17A.

Referring again to the <b>Fig.</b> 15A, 15B and 15C is to seen that the leading edge of the torque curves a have rounded course, as with the numerals r is designated. This is caused by the fact Qa that depending on a reduction of the intake air current in the vicinity of the end of the shift drops, and that of the servo devices activating Druckmit medium pressure also drops. The same charac properties can be the <b>Fig.</b> 17A and 17B ent to take. These characteristics lead to an improvement in shift quality.

If an internal combustion engine used with turbocharger is a load delay is unavoidable. Therefore give at at one and the same degree of throttle opening a switching operation with an operation with charging and one and the same shift in not working on charge different switching qualities when the Servos activating fluid pressure in depen dependence is determined from the throttle opening degree. This is due to the fact that a difference towards exists visibly torque TQB. These modifiers ation of the shift quality is determined by the effective publishers tion of the servos activating pressure means pressure corrections, determined according to the invention. With reference to <b>Fig.</b> 18 is a second preferred Embodiment shown according to the invention. In this be preferred embodiment is the interpretation in wesentli Chen coincident as in the first preferred management form apart made that instead of Qa / No, Qa / Nt in the determination of a first parameter TqSEN is used in a subroutine flow as this in <b>Fig.</b> is shown 18th Nt is the turbine case shaft speed. The turbine shaft speed Nt is a product of No and a duty ratio of q Shift determined. The duty cycle q during Shifting operation is not in the determination of Nt ver turns, and therefore, the turbine speed Nt is not currencies Updated rend the switching process. Nt at Beendi tion of the shift updated.

The in <b>Fig.</b> 18 subroutine flow shown in true we sentlichen according to the subroutine execution <b>Fig.</b> 6 over on. One difference, however, is to be seen in that the new steps <b>100</b>. <b>102</b> and <b>104</b> instead of the steps <b>82</b> and <b>84</b> are additionally provided. With reference to<b>Fig.</b> 18, in step <b>100</b> the output shaft speed No, in step <b>80</b> has been stored, and a switching ratio g represented by the control unit <b>10</b> is determined, used in determining the turbine rotation speed Nt, the is determined by the following equation: Nt = g × No. in the step <b>102</b> is determined the ratio Qa / Nt. in the step <b>104</b> is similar to step <b>84</b> in <b>Fig.</b> 6 a weighted average value of (QA / Nt) av employed to the express parameters TqSEN to obtain the as follows can:

TqSEN = Kc × (Qa / Nt) av.

The use of Qa / Nt in TqSEN is below from the reasons stated advantageous over the relationship Qa / No. If you respect the areas of speed on the considered gearshift position of the automatic transmission, can say that is substantially the same area of ​​Turbi nendrehzahl Nt for different gear position ge is exploited, while the areas in the output shafts No speed un for different gear shifting positions ferent, although they have common areas. For example, according to a switching point list a maximum vehicle speed 50 km / h for the 1-2 kick Down upshift with full throttle and a maximum vehicle speed of 150 km / h for the 3-4 upshift with kickdown in complete charge öffneter throttle. Thus, the region is at nutz ble Qa / No for the 3-4 upshift very narrow in comparison equal to the portion, if Qa / No for the 1-2 high turn used because the range of Qa differed over Liche gear positions overlooked is common. If TqSEN begins using Qa / No, is a post impact process in the line pressure according Table <b>Fig.</b> 3 to Determination of the servo devices activated pressure medium pressure for the 3-4 upshift executed, and the Error probability is compared to a Tabel lennachschlagvorgang large, in the determination of the Servo activating pressure means pressure during 1-2- Upshift is performed. However, when Qa / Nt at TQ SEN is used, the common Leitungsdruckta belle aktivie for determination of the servomechanisms pressure-generating means for the respective pressure switch behaves nis be used as substantially the same Be reaching the turbine speed Nt at different gear switching positions is used.