0001 The invention concerns a process for determining a coefficient of friction according to the preamble to claim 1. 0002 A process for controlling an automatic transmission driven by an internal combustion engine is known from EP 0 770 195 B1 where one shifting takes place from a first into a second gear ratio in that a first clutch opens and a second clutch closes. A brake through which the torque of the drive element can be supported on the transmission housing can also replace a clutch. An electronic control device controls the pressure distribution of the first and second clutch during the shifting process through electromagnetic valves. It determines a first and a second type of shifting on the basis of input magnitudes whereby the first type of shifting is a traction up shift or a reverse thrust and the second type of shifting is a reverse in up shift or an up shift in traction. The shifting procedures are conducted in the two types of shifting such that a filling compensation phase is joined with a rapid filling phase of the hydraulic actuation elements and a load assumption and is then followed by a closing phase. In the first type of shifting, a gradient assumption phase with a slipping phase follows the load assumption phase, and a gradient reduction phase precedes the closing phase. In the second type of shifting, a gradient adjusting phase follows the filling compensation phase and a gradient degradation phase occurs before the load assumption phase. 0003 For a fast, jolt-free shifting, it is important that the point, at which the clutch or brake are just still or just already are transmitting a load moment, can be rapidly triggered. This point is dependent upon the coefficient of friction and the coefficient of friction course of the clutch. It is therefore important for shift quality to know the current coefficient of friction of the clutch or brake as accurately as possible and to use it as a basis for control or regulation. Especially with a torque-based, analytic load shifting process, the torque-pressure connection must be known for the entire gear shifting. 0004 For multiple transmissions, especially construction machine transmissions, a great number of oils is available. Since the coefficient of friction of the clutch or brake changes as a function of the type of oil, new oil types must be determined for each transmission. If the manufacturer of construction machines or a workshop pours in different oil than has been prescribed, the shifting quality worsens. The coefficient of friction can also alter in the course of time through wear and tear and aging. If the moment-pressure relation no longer fits, a racing of the turbine of a hydrodynamic converter connected upstream in series or distortion of a transmission is possible 0005 A calibration procedure for couplings in a transmission is known from EP 0 709 602 B1. The couplings serve for selective connection of an input shaft, an output shaft and a large number of gears with one another in order to bring about a change in the gear step through a selective engagement of the couplings. 0006 The process includes the following steps: Restraining the output shaft against rotation, determining a reference rotational speed for the input shaft, application of a hydraulic pressure enlargement step value to a selected coupling, measuring the rotational speed of the input shaft at the time following the application step, comparison of the input rotational speed at the time with the reference rotational speed after the measurement step, repeating the steps of application, measurement and comparison until the rotational speed of the input shaft at the time is smaller than the reference rotational speed, through which it is shown that the input shaft is subjected to stress, storage of a value which corresponds to the hydraulic pressure which is necessary at the beginning of the stressing of the input shaft in the electric control system. The point of load assumption is indeed determined through the known procedure in that the allocated activation pressure is defined. But no coefficient of friction is determined, which is important for the entire sequence, especially for the gradient adjustment phase of a torque-based analytic load shifting. 0007 Underlying the invention is the objective of again detecting the coefficient of friction of couplings or brakes in a load-shifting transmission under altered operating conditions with as little expenditure as possible. In accordance with this invention, it is accomplished by the features noted in claim 1 and/or 2. Further configurations emerge from the dependent claims. 0008 According to the invention, a drive shaft of the transmission is driven at a given torque while an driving shaft of the transmission is blocked in the event of a closed coupling or when the brake is blocked during a calibration run. Moreover, the activation pressure of the coupling or brake is reduced in accordance with a specified course of time. At the same time, the differential rotation speed between input and output of the coupling or brake is recorded, for example in that the differential rotational speed of the drive shaft to the output shaft is measured. At the time at which the differential rotational speed is greater than zero, the activation pressure is recorded, and a separation coefficient of friction is calculated on the basis of the associated torque, the activation pressure and a construction-conditioned coupling constant. 0009 The coefficient of friction of the coupling lining which is a function of the differential rotational speed, results from the following relationship:

Coefficient of friction activation pressure p*torque T/coupling constant

0010 where the coupling constant is the product of the coupling friction area, the friction area figure and the friction radius of the coupling. It arises through the construction of the respective coupling or brake and does not change during the lifetime or on the basis of different transmission oils. 0011 In addition to the separation coefficient of friction which is characteristic for the opening coupling or brake, it is appropriate to determine the dynamic coefficient of friction as well, which is characteristic for the closing coupling or brake. For this, an output shaft of the transmission is blocked with an opened coupling or brake during a calibration run. The coupling or brake is acted upon with a constant activation pressure following a rapid filling. Moreover, the progress of the differential rotational speed between the input and the output of the coupling or brake, and furthermore the course of torque over time, are recorded on a drive shaft of the transmission. This time though, a dynamic coefficient of friction is once again calculated on the basis of construction-conditioned coupling constants, the activation pressure and the allocated torque which applies for sliding friction as long as the differential rotational speed is not equal to zero. 0012 With the aid of the coefficients of friction ascertained, which are appropriately deposited in a memory module of a transmission control unit, the shift quality of the load-shifting transmission can be held constant under various operating conditions and with different transmission oils over its lifetime. 0013 In order that the process of the invention is constantly available, it is provided in accordance with a configuration of the invention that it is deposited as software in a memory module of a transmission control unit and runs automatically following fetching. This can take place, for example, in a parked vehicle with parking brakes applied. Instead of the transmission control unit, obviously any suitable control unit of a vehicle or processing machine can be used. Furthermore, it is appropriate for the ascertained coefficients of friction to be assumed by the transmission control unit automatically.

0014 Further advantages emerge from the following description of the drawings. Invention design examples are represented in the drawings. The description and the claims contain numerous features in combination. The expert will also appropriately consider the features individually and combine them into meaningful additional combinations. Depicted are: 0015 FIG. 1 is a transmission plan of a multiple gear, load-shifting transmission with an electronic control unit, 0016 FIG. 2 is a diagram for ascertaining a separation coefficient of friction and 0017 FIG. 3 is a diagram for ascertaining a dynamic coefficient of friction.

0018 The represented load-shifting transmission 1 is an automatic transmission with a hydrodynamic converter 2 which is driven by a driving pinion 13 and a drive shaft 14 and which drives the change-speed gear connected in series downstream in planetary manner through a hollow shaft 21. The converter 2 can be bridged over with a bypass transmission 3 which is arranged between the drive shaft 14 and hollow shaft 21. 0019 The change-speed gear includes three planetary sets 10, 11, 12, the gears and planetary supports of which can be connected with the hollow shaft 21 and an output shaft 15 or with a transmission housing 31 through three couplings 4, 5, 6 and three brakes 7, 8, 9, that result in several forward and reverse gears. 0020 The transmission 1 has a transmission control unit 16 through which the individual shifts are conducted as a function of operating and driving parameters corresponding to shift programs deposited in the memory modules. 0021 The transmission control unit at the same time serves to ascertain a coefficient of friction: separation, :dynamic. For this purpose, it has an input 17 for recording the progress of a differential rotational speed n of one of the couplings 4, 5, 6 or the brakes 7, 8, 9, an input 18 for recording an activation pressure p of the switching elements mentioned, an input 19 for recording a torque T, for example, on a drive shaft 14 and an output 20, on which a coefficient of friction p runs through the time t corresponding to is issued which is calculated on the basis of the input signals in connection with a coupling constant which is deposited with the program of invention in a memory module of the transmission control unit 16. 0022 In order to ascertain the separation coefficient of friction :separation of a coupling 4, 5, 6 or brake 7, 8, 9, the power train in which the coupling 4, 5, 6 or brake 7, 8, 9 in question lies connected and the drive shaft 14 is driven with a specified torque T while the output shaft 15, for example, is blocked by a parking brake, which is not represented. The activation pressure p of coupling 4, 5, 6 or brake 7, 8, 9 is thereupon reduced according to a specified course over time. 0023 At the same time, the differential rotational speed n between the input and the output of coupling 4, 5, 6 or brake 7, 8, 9 is recorded. At that time, the separation point, when the differential rotational speed n>zero, the activation pressure p is ascertained, and the separation coefficient of friction: separation is calculated from it with torque T and a construction-conditioned coupling constant. 0024 FIG. 2 shows a characteristic curve 22 over time t, which marks the course of activation pressure p which drops incrementally up to the separation point 25. 0025 At the separation point 25, the differential rotational speed n, which is represented by characteristic curve 24, is greater than zero. The coefficient of friction computed by the transmission control unit runs over time t in accordance with characteristic curve 23. Its value at the separation point 25 is recorded as the separation coefficient of friction :separation and deposited in a memory module of the transmission control unit 16. 0026 In order to ascertain the dynamic coefficient of friction of a coupling 4, 5, 6 or a brake 7, 8, 9, the coupling 4, 5, 6 or brake 7, 8, 9 is first of all opened in the power train of the transmission 1. In FIG. 3, the course of the activation pressure p of the coupling 4, 5, 6 or brake 7, 8, 9 to be examined is represented by a characteristic curve 27. First a filling pressure 30 is applied that goes in operation during a rapid filling phase. It is then followed by a filling compensation phase after which the coupling 4, 5, 6 or brake 7, 8, 9 is subjected to a constant activation pressure p. At the same time, the differential rotational speed n between the input and the output of the coupling 4, 5, 6 or brake 7, 8, 9 or the drive shaft 14 and the blocked output shaft 15 to be examined is monitored. As soon as the differential rotational speed n falls, the coefficient of friction p is calculated on the basis of the activation pressure p and the current torque T on the drive shaft 14 of the transmission control unit 16 and deposited in a memory module of the transmission control unit. 0027 FIG. 3 depicts the temporal course of the dynamic coefficient of friction dynamic as a characteristic curve 28. The corresponding characteristic curves 28 and 29 are represented in dotted and dash-dot lines, which result when the activation pressure p is elevated during its constant phase corresponding to the specified amounts corresponding to the likewise dotted or dash-dot lines.

REFERENCE NUMBERS 0028 1 Transmission power train0029 2 Hydrodynamic converter 0030 3 Bypass transmission 0031 4 Coupling 0032 5 Coupling 0033 6 Coupling 0034 7 Brake 0035 8 Brake 0036 9 Brake 0037 10 Planetary set 0038 11 Planetary set 0039 12 Planetary set 0040 13 Driving pinion 0041 14 Axle drive shaft 0042 15 Output drive shaft 0043 16 Transmission control unit 0044 17 Input 0045 18 Input 0046 19 Input 0047 20 Output 0048 21 Hollow shaft 0049 22 Characteristic curve 0050 23 Characteristic curve 0051 24 Characteristic curve 0052 25 Separation point 0053 26 Initial pressure 0054 27 Characteristic curve 0055 28 Characteristic curve 0056 29 Characteristic curve 0057 30 Filling pressure 0058 31 Transmission housing 0059 separation Coefficient of friction 0060 dynamic Coefficient of friction 0061 n Differential rotational speed 0062 p Activation pressure 0063 T Torque 0064 t Time