DE102009000710A1 - Method for performing shift control of automatic auxiliary transmission in drive train of commercial motor vehicle, involves controlling brake mechanism and electric machine by regulating speed of transmission - Google Patents

Abstract

The method involves connecting a cascade group (GV) with a driving motor designed as a combustion engine by a separation clutch (3). A main group (HG) is connected with a secondary group (GP) by a transmission main shaft (10). The secondary group is connected with a transmission output shaft (12). The speed of a transmission is regulated for synchronizing the secondary group to provide a range of selection for the secondary group. A brake mechanism (18) and an electric machine are controlled by regulating the speed of the transmission. An independent claim is also included for an automatic auxiliary transmission comprising a cascade group.

Description

The The invention relates to a method for switching control of an automated Group transmission of a motor vehicle according to the Preamble of claim 1 and an automated group transmission of a motor vehicle according to the preamble of Patent claim 8.

Groups- or multi-group transmissions have been known for a long time. Prefers they find application in commercial vehicles because they have a high number of gears, For example, 12 or 16 gears, with a fine gear range provide. The group construction allows compared to a single transmission with a comparable Number of gears significantly more compact dimensions and a lower weight. Mostly two or three partial transmissions are in the Power flow arranged one behind the other. There, depending on the gear change, both simple switching in a transmission group as well as relative complicated combinations of gear ratio changes occur in several partial transmissions, the circuit takes place in the Fully or partially automatic. As an automated manual transmission on the one hand offer such group transmissions over manual ones Manual transmissions for greater ease of use and avoid Operator error. On the other hand, they are compared to pure load-switching machines, except that they have a finer grading and have a particularly high efficiency, also cheaper in the manufacturing and operating costs.

at an already proven group transmission concept, as it for example, known from the applicant's AS-Tronic series is a three- or four-speed main gearbox in Vorgelegebauweise a mostly two-stage split or splinter group with a corresponding number of switchable input constants with a rather low gear in countershaft design upstream, and a two-stage range group in planetary construction, the between a direct connection and a rather high translation switchable, downstream, so that a total number theoretically possible gears from the product of the number of stages the sub-transmission results. The resulting transmission spread includes either a direct gear or overdrive as highest gear.

Usually are the split group as well as the range group with synchronous couplings, and the main gearbox equipped with unsynchronized jaw clutches. Because synchronous clutches due to their relatively complicated structure are costly, require a relatively large amount of space, and their wear is decisive for the life of the Whole group gear can be, there are aspirations, in addition the main gear at least also clutches the range group perform.

From the WO 2008/107 318 A1 Such a group transmission is known, in which the synchronized clutches of two input constants of a ballast group and the unsynchronized jaw clutches of two gear ratios of a main group are combined to form a common switching device. The synchronous switching device of the ballast group is non-positively connected via a separating clutch with a drive motor. A downstream two-stage range group is formed with a simple planetary gear, wherein a sun gear with a prolonged at the output of the main group transmission main shaft is rotatably connected and a planet carrier that carries a plurality of planets, is rotatably connected to a transmission output shaft. A ring gear is coupled via an associated claw switching device alternately with a fixed housing part or with the planet carrier, so that the range group between a slow speed, ie a lower gear range corresponding to a planetary gear ratio, and a high speed gear, ie an upper gear range corresponding to a direct coupling between the transmission main shaft and the Transmission output shaft, is switchable.

One Schematic for this known group transmission provides that at a gear change during a range shift a change between two switching positions or two switching devices the main group and optionally a constant switching of Split group takes place, the switching directions, d. H. a translation upgrade or a translation downgrade in the area group and the main group may be opposite.

A timing of the known shift control is in 1 shown. In the known shift control method, the disconnect clutch is opened in a step S1 and the drive motor is controlled to idle in a step S2. Thereafter, in a step S3, the area group GP is switched to neutral. Consequently, the entire group transmission both the drive motor and the output side drive train, so the vehicle wheels, separated and thus completely load-free.

Subsequently, in a step S4, the main group HG and the Vorschaltgruppe GV are braked by means of a gear brake at least almost to a standstill. At the same time in a step S5, the adjustment of the engine speed to the synchronous speed of the controlled target gear starts. in a sixth step, the changeover occurs Substituting in the main gear HG, wherein the switching of the main transmission in neutral in an intermediate step S6a, a change of the switching device or the shift gate in the main group HG in an intermediate step S6b and the insertion of the new gear ratio in the new shift gate of the main group HG in an intermediate step S6c is provided. If necessary, the change of the gear ratios in the ballast group GV takes place in parallel in a step S7.

In a step S8 are then followed by an at least Partial closing of the separating clutch the front group GV and the main transmission HG speeds up and the range group GP synchronized via the transmission mainshaft. In a following Step S9 becomes the new translation stage of the range group GP switched on. As a result, in a step S10, the load build-up of the Drive motor, wherein in parallel in a step S11, the separating clutch is completely closed and the gear change with it is completed.

Therefore in the known method, circuits with range switching are performed, by setting the range group to neutral after load reduction is the rotating free masses of the main group and the split group to a switchable speed permissible for disengagement slowed down and then switched, and the clutch partially closed to the speed of the free masses on the parallel in the direction of synchronous speed of the target gear running engine speed to speed up, then the range group in the turn on the new area again.

An advantage of the known method is that the ballast does not have to be switched to neutral, since the drive train is previously switched load-free, and further that the stage changes in the ballast and in the main group can be done in parallel, resulting in, especially compared to one of the DE 101 52 857 A1 known earlier method, the overall switching sequence shortened. In addition, a synchronous switching device, which is less expensive without neutral position and which is subject to a relatively low wear, can be used for the upstream group.

adversely it is because of the dependence of the switching time from the high and return gradients of the speed of the drive motor in the group transmission, the circuit in a range switching requires a synchronization of the downstream group and optionally a opposite switching direction of main group and range group contains, valuable switching time can be lost unused. In such a switching operation are already switched before Main group and, if necessary, switched ballast group with Applied separation clutch first, the rotating gear masses introduced to the engine speed, but then can further braking may be required to increase the speed at the Claw switching device of the range group to its correct switch-on speed bring to. Therefore, it comes in particular at upshifts on the Rear group to an uncomfortable switch-on delay due to the comparatively slow retrace gradient of the Motors, which extends the entire switching time unnecessarily.

Farther has the speed control of the transmission mainshaft or compliance the permissible switching speeds at the transmission main shaft as sensitive, especially in terms of coordination the interim neutral positions of main group and range group. A faulty speed overshoot of the transmission mainshaft may occur, for example, when the claw switching device the area group opens late and the main group Switched to neutral, reducing the switchability of the transmission is impaired.

In front In this background, the invention is based on the object Method for switching control of an automated group transmission and an automated group transmission with an unsynchronized Subgroup to imagine what a shortening of Allow switching time and yet a high switching safety guarantee.

The Solving these tasks results from the characteristics of independent claims, while advantageous Embodiments and developments of the invention the associated Subclaims are removable.

Of the Invention is based on the finding that a loss of time, the at a gear change of an automated group transmission at Switching an unsynchronized downstream group due to necessary control of a switch-on speed arises by an active speed intervention on the the Nachschaltgruppe driving Shaft with suitable drive or brake means can be largely reduced.

Accordingly, the invention is based on a method for switching control of an automated group transmission of a motor vehicle, consisting of a at least two input constants having Vorschaltgruppe and a plurality of translation stages unsynchronized main group, which are designed as countershaft transmission with at least one common countershaft, and an unsynchronized to Switching group, which is designed as a planetary gear with at least two gear ranges, wherein the upstream group is connected via a separating clutch with a trained as an internal combustion engine drive motor, the main group via a transmission main shaft with the rear-group is in communication, and the rear-group is in communication with a transmission output shaft. To solve the task is carried out at a ratio change, in which a range switching the Nachschaltgruppe is provided for synchronizing the Nachschaltgruppe a speed control, in which the transmission main shaft associated acceleration-effective means are controlled.

Farther The invention is based on an automated group transmission a motor vehicle, consisting of at least two input constants having a leading group and one of several translation stages having unsynchronized main group, which serves as a countershaft transmission are formed with at least one common countershaft, as well as an unsynchronized rear group acting as a planetary gear is formed with at least two gear ranges, the ballast on a separating clutch with a trained as an internal combustion engine Drive motor is connectable, the main group via a Transmission main shaft is in communication with the rear group and the rear group is in communication with a transmission output shaft. The invention provides for the solution of the task with respect of the automated group transmission that the transmission mainshaft are assigned to controllable acceleration-effective means, over in the case of a gear change with a range changeover the rear-group a speed control for synchronization the rear group can be activated.

at The invention provides a switching time reduction of an automated Group gearbox with an unsynchronized rearrangement group in the Difference to the known shift control method by a Fine adjustment of the rotating gear masses to be synchronized with the help of the transmission main shaft acting acceleration-effective Means achieved. Acceleration effective according to the invention Means can be both propulsion means to achieve positive Accelerations and braking means to achieve negative accelerations be. In the following, the upstream group can also be called split group and the rearrangement group may be referred to as a range group.

By the invention will be geared compared to the known group with claw-switched range group faster circuits with Range switching achieved. At the same time there is always a high switching safety guaranteed despite the claw-switched area group. Thus, compared to a synchronous switched range group particularly low-wear and inexpensive to produce claw-switched range group on many vehicles makes sense and be used comfortably. This is for example at a Vehicle moving in heavy terrain, especially advantageous because it on the one hand, if necessary, although rather rare occurring but then sufficiently fast upshifts, On the other hand, however, the savings potential of the jaw-connected Can very effectively exploit the area group.

The Invention can be particularly advantageous in an automated group transmission where a synchronized two-stage ballast, a claw-connected three- or four-speed main group and a claw-connected two-stage Nachschaltgruppe are arranged, wherein the switching elements of the input constants of the Vorschaltgruppe as a common synchronizer clutch device with two switch positions and an optional neutral position, and the switching elements of two translation levels of the main group as common Claw coupling devices with two switching positions and a Neutral position are summarized.

at Such a transmission is according to a preferred Embodiment of the invention between the transmission main shaft and a planet carrier of the rear group a braking device as arranged an acceleration-effective means. This shaft brake can basically, depending on design and cost, pneumatic, mechanical, hydraulic, electrical or electromagnetic be formed operable.

• – Öffnen der Trennkupplung und Lastabbau,
• – Schalten der Nachschaltgruppe in Neutral,
• – Abbremsen der Hauptgruppe über eine Getriebebremse,
• – Starten der Drehzahlsynchronisierung des Verbrennungsmotors,
• – Stufenumschaltung der Hauptgruppe,
• – Beschleunigen der Getriebehauptwelle über die Vorschaltgruppe und die Hauptgruppe durch teilweises Schließen der Trennkupplung,
• – Drehzahlregulierung zwischen der Getriebehauptwelle und einem mit der Getriebeabtriebswelle verbundenen Planetenträger der Nachschaltgruppe durch Ansteuern beschleunigungswirksamer Mittel mit einer Bremswirkung zur Einstellung einer synchronisierten Einschaltdrehzahl der Nachschaltgruppe,
• – Schalten des neuen Gangbereichs der Nachschaltgruppe bei Erreichen der Einschaltdrehzahl,
• – vollständiges Schließen der Trennkupplung und Lastaufbau.

A gear ratio change in this gearbox, with a range switchover of the downstream group, can take place in the following steps:

• - opening the separating clutch and load reduction,
• - switching the rear group in neutral,
• - braking the main group via a transmission brake,
• Starting the speed synchronization of the internal combustion engine,
• - level switching of the main group,
• Acceleration of the transmission main shaft via the upstream group and the main group by partial closing of the separating clutch,
• Speed regulation between the transmission main shaft and a planetary carrier of the rear-mounted group connected to the transmission output shaft by driving acceleration-effective means with a braking action for setting a synchronized closing speed of the rear-mounted group,
• Switching of the new gear range of the rear group upon reaching the switch-on speed,
• - Complete closing of the clutch and load structure.

Therefore the switching time is minimized in an upshift, that the rotating gear masses of the rear group to be shifted by applying the separating clutch quickly in the vicinity of a to be set target speed while the Fine adjustment by operating the shaft brake for it Ensures that the target speed is accurately set without a Return of the engine would have to wait.

The Level switching of the skin group involves switching the main group in neutral, a change from the output switching device of the laid out Main group level to the target switching device of the main group level to be introduced and the engagement of the switching device in the new main group stage. Depending on the translation, in addition to Stage switching of the main group, preferably simultaneously, one Constant switching of the Vorschaltgruppe done. in principle it is advantageous to the sequence of adjacent process steps as far as possible, simultaneous or interfering, to further shorten the shift sequence. For example The free gear masses of the main group and the front group can be braked while simultaneously synchronizing the engine speed starts. Furthermore, the main group and Vorschaltgruppe can simultaneously be switched. A sequential switching would be but also possible.

at a further preferred embodiment of the invention is an acceleration-effective means as an electric machine educated. The electric machine can via a switchable coupling device be coupled with the transmission main shaft, wherein the coupling device advantageous as a first sitting on the transmission main shaft Gear, which directly or via a toothed chain with a second gear is engaged, which has a Zuschaltkupplung can be brought into operative connection with the electric machine, is formed. This arrangement can further shorten the overall switching time, since the electric machine speed control of the transmission main shaft allows the almost completely independent from the internal combustion engine and thus from its high and return gradients is.

• – Öffnen der Trennkupplung und Lastabbau,
• – Schalten der Nachschaltgruppe in Neutral,
• – Abbremsen der Hauptgruppe über eine Getriebebremse,
• – Starten der Drehzahlsynchronisierung des Verbrennungsmotors,
• – Stufenumschaltung der Hauptgruppe,
• – Beschleunigen der Vorschaltgruppe und der Hauptgruppe und Drehzahlregulierung der Getriebehauptwelle durch Ansteuern beschleunigungswirksamer Mittel mit einer Antriebswirkung zur Einstellung einer synchronisierten Einschaltdrehzahl der Nachschaltgruppe,
• – Schalten des neuen Gangbereichs der Nachschaltgruppe bei Erreichen der Einschaltdrehzahl,
• – Schließen der Trennkupplung und Lastaufbau.

In particular, the following sequence can be provided in this arrangement:

• - opening the separating clutch and load reduction,
• - switching the rear group in neutral,
• - braking the main group via a transmission brake,
• Starting the speed synchronization of the internal combustion engine,
• - level switching of the main group,
• Accelerating the front group and the main group and regulating the transmission of the transmission main shaft by driving acceleration-effective means with a driving action for setting a synchronized closing speed of the rear group,
• Switching of the new gear range of the rear group upon reaching the switch-on speed,
• - Close the separating clutch and load structure.

Therefore the speed regulation takes place via a drive by means of Electric motor acting on the main shaft. This one can do this be used, the free gear masses to be adjusted To bring target speed. Compared to the already explained Embodiment with a braking device can on the Applying the separating clutch to accelerate the gear masses be completely dispensed with.

in principle It is of course also possible, the electric machine merely as aiding auxiliary drive or auxiliary speed control means to use the transmission mainshaft and switch it on as needed, so that the electric drive the internal combustion engine drive over the closed or partially connected separating clutch superimposed. Therefore Such an electric machine is also a synchronization drive to support the internal combustion engine or replace the Internal combustion engine controlled at a ratio change.

Furthermore It may be provided that the accelerating means in an error-related exceeding of a maximum switchable speed the transmission main shaft are controlled. This allows the speed the transmission main shaft in the event of a fault, in particular in the event of late opening the rear group while the main group is already load-free is to be attributed to a speed range, where they are about the engine speed and the selected Gear ratio is correctly adjustable. Overall is the invention as a so-called add-on solution with a relative low cost and design effort in existing group transmissions implementable.

to Clarification of the invention, the description is a drawing attached with two embodiments. In this shows

1 a switching sequence of a group transmission according to the prior art,

2 a diagram of a group transmission according to the invention,

3 a switching sequence of the group transmission according to the invention,

4 a second embodiment of a group transmission according to the invention, and

5 a switching sequence for the second embodiment of the group transmission.

Accordingly, in 2 a transmission scheme 1 an automated group transmission shown in countershaft design, as may be provided for example in the drive train of a commercial vehicle. The structure of such a transmission is known per se, for example from the AS-Tronic series of the applicant.

The transmission scheme 1 has two parallel, rotatably mounted countershafts 5 . 6 and three successively arranged transmission groups GV, HG, GP. In it drives a drive shaft 2 an internal combustion engine, not shown, via a separating clutch 3 a transmission input shaft 4 at.

The Vorschaltgruppe GV is designed as a two-stage split group whose input constants form a slow-speed gear GVL and a high-speed gear GVS, wherein the idler gear of the slow gear GVL on the transmission input shaft 4 and the idler gear of the GVS high-speed gearbox on a transmission mainshaft 10 is arranged. The associated fixed wheels sit on the countershafts 5 and 6 , The clutches of the two input constants GVL and GVS are in a synchronized switching device 7 summarized, via the either the respective idler gear rotatably connected to the transmission input shaft 4 is connectable.

There such gear ratios, with a loose wheel and two fixed wheels and associated clutches the expert in itself is here for simplicity on an explicit emphasis the individual gears and switching elements with reference numerals dispensed in favor of a better clarity.

The main group HG is formed in three stages, ie with three forward gears 1.G, 2.G, 3.G and one reverse gear RG. The idler gears of 1st gear, 2nd gear and reverse gear are on the transmission main shaft 10 arranged and stand with the associated fixed wheels on the countershafts 5 . 6 engaged. The 2nd gear and the 3rd gear are with a Klauenschaltein direction 8th switched, with the 3rd gear shared the wheelset of the GVS high speed. The 1st gear and the reverse gear are with a second claw switching device 9 connected.

The drive torque of the internal combustion engine branches from the transmission input shaft 4 over the countershafts 5 . 6 with the respectively switched input ratio and main group ratio to the output side transmission mainshaft 10 , Furthermore, a PTO (Power Take Off), which can not be further explained, can be used to connect ancillary components to the countershaft 6 arranged.

The at the transmission main shaft 10 The resulting resulting speed can be varied by means of the downstream range group GP. The downstream range group GP is designed as a two-stage planetary gear. Therein is a planetary gear set 16 from a planet carrier 15 guided. The only indicated planet gears mesh on the one hand with a central sun gear 13 and on the other hand with a radially outer ring gear 14 , The sun wheel 13 is with the extended transmission main shaft 10 connected. The planet carrier 15 is with a transmission output shaft 12 connected.

For switching the area group GP is a third claw switching device 11 available. This switching device 11 connects in a first shift position as a slow driving gear GPL the ring gear 14 with a fixed housing part 17 , so that the planetary gears between ring gear 14 and sun gear 13 revolve, causing the transmission output shaft 12 , according to the translation of the planetary gear set 16 , over the planet carrier 13 in the same direction as the transmission main shaft 10 is driven. In a second switching position as a high speed GPS is the ring gear 14 with the planet carrier 15 connected so that the planetary gear set 16 is locked and the transmission output shaft 12 directly with the speed of the transmission main shaft 10 rotates.

According to the invention is between the transmission main shaft 10 and the planet carrier 15 the area group GP a braking device 18 arranged as an acceleration-effective means. The braking device 18 includes a first, non-rotatably displaceable on the transmission main shaft 10 arranged switching element 24 , which is hydraulically actuated, for example, and a corresponding with this second switching element 25 , which with the extended to the main group HG planet carrier 15 is firmly connected. As a return means may be a spring 26 between the transmission main shaft 10 and the movable switching element 24 support.

The transmission scheme 1 thus allows a total of 2 × 3 × 2 = 12 forward gears and maximum of four reverse gears. The sequence starts with the slow speed step GVL of the split group GV, the 1st gear of the main group HG and the slow one gear stage GPL of the area group GP. Alternately, the split group GV and the main group HG are then switched through to the sixth gear. When the 6th gear has been reached, the GP range changes from the low gear to the high gear GPS, ie to the upper gear, and the main group HG and the GV split are alternated through to the 12th gear, which is a direct or overdrive gear can be designed. Gear jumps over two or more gears are possible. Gear changes with a range shift can thus in addition to the simple gear jump "6. Gear ↔ 7th gear "also the gears" 5. Gear ↔ 7th gear "," 6. Gear ↔ 8th gear "and so on.

3 shows a switching sequence of a gear change with a range shift for this group transmission. The process largely corresponds to the known shift control method already explained in the introduction 1 , Deviating from this, the braking device is in a new step S8b 18 operated, allowing the acceleration of the transmission main shaft 10 over the partially closed separating clutch 3 and the countershaft groups GV and HG, to achieve a turn-on speed of the range group GP a braking effect in cooperation with the planet carrier 15 is superimposed. This is not as before the speed gradient of the drive motor but the result in the faster fine adjustment on the braking device 18 for the switch-on time of the claw-switched area group GP.

The 4 shows a second embodiment of a transmission scheme 1' with an electric machine 19 as an acceleration-effective means for speed regulation in the transmission during a gear change. If necessary, the electric drive is connected via a coupling device arranged between the transmission main group HG and the range group GP 20 connectable to the drive train. The coupling device 20 includes one on the transmission mainshaft 10 arranged first gear 22 , which engages with a coaxial with the electric machine 19 mounted second gear 21 is, that's about a Zuschaltkupplung 23 with the rotor of the electric machine 19 is positively connected.

5 shows a switching sequence of a gear change with a range shift for this group transmission. Notwithstanding the known Schaltsteuerungsverfahren according to 1 a new step S8c is provided. After the split group GV and the main group HG are switched over, the disconnect clutch remains 3 initially opened. Instead, the electric drive 19 the transmission main shaft 10 switched over to the transmission main shaft 10 To accelerate the split group GV and the main group HG and bring the range group GP directly to a switch-on speed. After synchronization, the range group GP can be switched on as usual, the disconnect clutch 3 closed and the load structure to be initiated in the new gear.

1, 1'

Group transmission scheme

2

drive shaft

3

separating clutch

4

Transmission input shaft

5

Countershaft

6

Countershaft

7

switching device

8th

switching device

9

switching device

10

Transmission main shaft

11

switching device

12

Gearbox output shaft

13

sun

14

ring gear

15

planet carrier

16

planetary gear

17

housing part

18

Effective acceleration Means, braking device

19

Effective acceleration Medium, electric machine

20

coupling device

21

gear

22

gear

23

in clutch

24

switching element

25

switching element

26

feather

1.G

first Main section

2.G

second Main section

3.G

third Main section

GP

rear-mounted, area group

GPL

lower Gang area, slow speed

GPS

Oberer Gang area, high speed

GV

upstream group, Split group

GVL

Input constant, Slow drive

GVS

Input constant, Fast gear

HG

main group

PTO

PTO

RG

reverse gear

S1

step

S2

step

S3

step

S4

step

S5

step

S6a

step

s6b

step

S6c

step

S7

step

S8

step

S8a

step

S8b

step

S8c

step

S9

step

S10

step

S11

step

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - WO 2008/107318 A1 [0005]
• - DE 10152857 A1 [0011]

Claims (14)

Method for switching control of an automated group transmission of a motor vehicle, consisting of a front group (GV) having at least two input constants (GVL, GVS) and an unsynchronized main group (HG) having several transmission stages (1.G, 2.G, 3.G, RG) , which as a countershaft transmission with at least one common countershaft ( 5 . 6 ) and an unsynchronized rear-group (GP), which is designed as a planetary gear with at least two gear ranges (GPL, GPS), wherein the upstream group (GV) via a separating clutch ( 3 ) is connectable to a drive motor designed as an internal combustion engine, the main group (HG) via a transmission main shaft ( 10 ) is in communication with the rear-group (GP), and the rear-group (GP) with a transmission output shaft ( 12 ) is connected, characterized in that in a ratio change in which a range switching the Nachschaltgruppe (GP) is provided for synchronizing the Nachschaltgruppe (GP) is a speed regulation, in which the transmission main shaft ( 10 ) ( 18 . 19 ). Method according to Claim 1, characterized in that the following steps are carried out during a gear change in which at least one stage changeover of the main group (HG) is provided during a range changeover of the rear-end group (GP): - opening of the separating clutch ( 3 ) and load reduction, - switching of the rear group (GP) in neutral, - braking of the main group (HG) via a transmission brake, - starting the engine speed synchronization, - step switching of the main group (HG), - accelerating the transmission main shaft ( 10 ) via the upstream group (GV) and the main group (HG) by partially closing the separating clutch ( 3 ), - speed regulation between the transmission main shaft ( 10 ) and one with the transmission output shaft ( 12 ) connected planet carrier ( 15 ) of the downstream group (GP) by controlling acceleration-effective means ( 18 ) with a braking action for setting a synchronized switch-on speed of the rear-group (GP), - shifting the new gear range (GPL, GPS) of the rear-mounted group (GP) when reaching the switch-on speed, - fully closing the clutch ( 3 ) and load building. Method according to Claim 1, characterized in that the following steps are carried out during a gear change in which at least one stage changeover of the main group (HG) is provided during a range changeover of the rear-end group (GP): - opening of the separating clutch ( 3 ) and load reduction, - switching of the rear group (GP) in neutral, - deceleration of the main group (HG) via a transmission brake, - starting the engine speed synchronization, - level switching of the main group (HG), - accelerating the Vorschaltgruppe (GV) and the main group (HG) and speed regulation of the transmission main shaft ( 10 ) by triggering accelerating funds ( 19 ) with a drive effect for setting a synchronized switch-on speed of the rear-mounted group (GP), - shifting the new gear range (GPL, GPS) of the rear-mounted group (GP) when reaching the switch-on speed, - closing the clutch ( 3 ) and load building. Method according to one of claims 1 to 3, characterized in that depending on the ratio change in addition to the level switching of the main group (HG) one Constant switching of the ballast group (GV) takes place. Method according to one of claims 1 to 4, characterized in that selected, functional adjacent method steps (S1-S11) sequential, interfering or be controlled simultaneously. Method according to one of claims 1 to 5, characterized in that the acceleration-effective means ( 18 . 19 ) in the event of an error-related exceeding of a maximum switchable speed of the transmission main shaft ( 10 ) for returning the transmission main shaft ( 10 ) are controlled to a switchable speed. Method according to one of claims 1 to 6, characterized in that a driving acceleration-effective means ( 19 ) as a synchronization drive to support the internal combustion engine or as a replacement of the internal combustion engine in a ratio change driven. becomes. Automated group transmission of a motor vehicle, consisting of a at least two input constants (GVL, GVS) having Vorschaltgruppe (GV) and a plurality of gear ratios (1.G, 2.G, 3.G, RG) unsynchronized main group (HG), as a countershaft transmission with at least one common counter-wave ( 5 . 6 ), as well as an unsynchronized Nachschaltgruppe (GP), which is designed as a planetary gear with at least two gear ranges (GPL, GPS), the Vor switching group (GV) via a separating clutch ( 3 ) is connectable to a drive motor designed as an internal combustion engine, the main group (HG) via a transmission main shaft ( 10 ) is in communication with the rear-group (GP), and the rear-group (GP) with a transmission output shaft ( 12 ), characterized in that the transmission main shaft ( 10 ) taxable funds ( 18 . 19 ) are assigned, via which in a ratio change with a range of the Nachschaltgruppe (GP) a speed control for synchronizing the rear-group (GP) can be activated. Automated group transmission according to claim 8, characterized in that a synchronized two-stage Vorschaltgruppe (GV), a claw-connected three- or viergängige main group (HG) and a claw-connected two-stage Nachschaltgruppe (GP) are provided, wherein the switching elements of the input constants (GVL, GVS) of Vorschaltgruppe (GV) as a common synchronous coupling device ( 7 ) with at least two switching positions, and the switching elements of two gear ratios (1.G / RG, 2.G / 3G.) of the main group (HG) each as a common jaw clutch device ( 8th . 9 ) are summarized with two switch positions and a neutral position, and that the acceleration-effective means ( 18 . 19 ) are arranged between the main group (HG) and the rearrangement group (GP). Automated group transmission according to claim 8 or 9, characterized in that an acceleration-effective means ( 18 ) as one between the transmission main shaft ( 10 ) and a planet carrier ( 15 ) the Nachschaltgruppe (GP) arranged braking device is formed. Automated group transmission according to claim 10, characterized in that the braking device ( 18 ) is pneumatically, mechanically, hydraulically, electrically or electromagnetically actuated. Automated group transmission according to claim 8 or 9, characterized in that an acceleration-effective means ( 19 ) is formed as an electric machine. Automated group transmission according to claim 12, characterized in that the electric machine ( 19 ) via a switchable coupling device ( 20 ) with the transmission main shaft ( 10 ) can be coupled. Automated group transmission according to claim 13, characterized in that the coupling device ( 20 ) is formed as a first on the transmission main shaft ( 10 ) seated gear ( 22 ), which directly or via a toothed chain with a second gear ( 21 ) is engaged, which via a connection coupling ( 23 ) with the electric machine ( 19 ) can be brought into operative connection.