Method for shifting electrically shiftable transmission of vehicle, computer program and / or computer-readable medium, control unit, electrically shiftable transmission, axle arrangement and vehicle

Abstract

The invention relates to a method, a computer program and / or a computer readable medium for shifting an electrically shiftable transmission of a vehicle, a control device, an electrically shiftable transmission, an axle installation and a vehicle, the method (100) comprising: detecting (110) a state (237) of a shifting element (235) of the transmission (230), said state being dependent on a jamming position (231) of the shifting element (235); determining (120) an adjustment signal (255) for adjusting the movement of the shift element (235) taking into account the state (237) and / or the jamming position (231), the adjustment signal (255) defining a target variable (Z) of the movement of the shift element (235) and an oscillation (O) about the target variable (Z); and outputting (130) the control signal (255) in order to move the shift element (235) in accordance with the control signal (255).

Description

Technical Field

[0001] The invention relates to a method for shifting an electrically shiftable transmission of a vehicle, in particular a commercial vehicle. The invention also relates to a computer program and / or a computer-readable medium, a control unit for a vehicle, in particular a commercial vehicle, having an electrically shiftable transmission, an electrically shiftable transmission having a shifting element, an axle arrangement for a vehicle, in particular a commercial vehicle, and a vehicle, in particular a commercial vehicle. Background Art

[0002] So-called dog clutches are known for shifting transmissions, in particular for commercial vehicles. To achieve a shifting process, an actuator moves a shifting element of the transmission in order to bring it into an operative connection with another shifting element and / or to release this operative connection. In particular in pneumatically shiftable transmissions, a typical and constantly recurring state is known, in which the two shifting elements are, for example, in a tooth-to-tooth position, thus preventing the engagement movement. Furthermore, in particular under load, the disengagement of two shifting elements meshing with each other may become difficult and / or practically impossible due to the torque acting between the shifting elements (so-called "sticking"), and a stuck position thus occurs.

[0003] To release a jammed position, in pneumatically shiftable transmissions, the force for moving the shifting element is typically increased in order to release the jammed position, and if the jammed position is not successfully released, the force is reduced and the shifting process is attempted again.

[0004] A stuck position leads to a delay in the shifting time, since the increase in force, the removal of the stuck position and a possible new shifting process all require time. In addition, such a stuck position leads to a shortened service life of the transmission components. Due to the forces generated during the shifting, high mechanical stresses occur, so that the transmission typically has to be designed in a complex and expensive manner in order to withstand the forces.

[0005] Electrically shiftable transmissions are known from the prior art. Here, the target position and / or movement of the electric shift actuator is regulated similarly to the target position of a pneumatic shift actuator. The target position is predetermined and the shift actuator adjusts the movement of the shift element of the transmission as required while applying force.

[0006] DE 694 02 779 T2 discloses a method for controlling the forces applied to a shift mechanism of a mechanical automatic transmission during a shifting process, wherein the transmission has at least one shift lever, the shift mechanism includes a shift finger driven by a motor, the shift finger cooperating with the shift lever to cause a shifting of the transmission, wherein the method comprises exciting the motor with a pulse width modulated control signal with a variable duty cycle in order to generate a target current, applying the target current to the motor, and wherein the current drawn by the motor is detected, wherein the duty cycle of the control signal during the shifting process is continuously adjusted as a function of the sum of the errors between the detected current and the target current plus the rate of change of the error in order to reduce the error to zero. The motor is connected to a DC voltage source, such as a vehicle battery.

[0007] The control electronics implement all relevant calculation operations and ensure communication with other electronic components of the vehicle. These control electronics control the motor according to the method and convert the direct current, for example from the vehicle battery, into suitable phase currents for the motor. Summary of the invention

[0008] The object of the present invention is to improve the prior art and to provide an improved method for enabling an electrically shiftable transmission shift. In particular, the present invention can achieve the object of effectively releasing and / or avoiding a stuck position.

[0009] This object is achieved by a method according to claim 1 and by the subject matter according to the further independent claims. The dependent claims describe optional developments of the invention.

[0010] According to the invention, a method for shifting an electrically shiftable transmission of a vehicle, in particular a commercial vehicle, is provided. The method comprises: detecting a state of a shift element of the transmission that is related to a blocking position of the shift element; determining a control signal for regulating a movement of the shift element taking into account the state and / or the blocking position, wherein the control signal defines a target variable of the movement of the shift element and an oscillation about the target variable; and outputting the control signal so that the shift element moves according to the control signal.

[0011] It can be seen here that in an electrically shiftable transmission it is possible to detect and regulate the movement of the shift element in a much different manner than in, for example, a pneumatically shiftable transmission. Thus, a state of the shift element can be detected in which a jammed position can be detected and / or predicted. For this purpose, the state can, for example, characterize a movement of the shift element caused by a shift actuator for moving the shift element.

[0012] In order to release and / or avoid a stuck position, the movement of the shifting element is regulated in such a way that an actuating signal is determined in such a way that one of the target variables characterizing the movement is superimposed with an oscillation or a pulse. In other words, the movement of the shifting element is regulated in accordance with the target variable. In addition to the target variable, an oscillation is superimposed on the actuating signal. In this case, the oscillation can be any temporal variation of the target variable, which variation in particular alternately increases and decreases the target variable. In other words, the oscillation can include harmonic oscillations, consist of a plurality of harmonic oscillations and / or include non-harmonic oscillations.

[0013] The invention has been found that dynamic forces can thus be generated between a shift element and a further shift element, which leads to a higher probability of releasing a jammed position. Micromovements can be generated by oscillations, which release and / or avoid a jammed position. The shifting performance is thus improved or the time for executing a shifting process is reduced. High mechanical loads on the transmission due to excessive forces are thus avoided. The components of the transmission can thus be designed in a more targeted and efficient manner, which can reduce costs.

[0014] Optionally, the state of the shift element reflects a stuck position. Thus, a stuck position can be effectively characterized. The state can be defined, for example, by a position that can be detected by a position sensor and optionally does not change within a predetermined time interval. Alternatively or additionally, the state describes a stuck position caused by a movement of the shift element. It can be seen that a stuck position can be avoided if a stuck position is predicted by means of the movement of the shift element. The movement of the shift element can be detected in order to determine, by means of the prediction of the position of the shift element, whether a stuck position is potentially possible when the shift element moves further.

[0015] Optionally, the target variable includes force, speed and / or position. Thus, the target variable can be adjusted depending on the application. Speed ​​and / or position can be effectively adjusted by the electric shiftability of the transmission.

[0016] Optionally, the oscillation defines the frequency of the movement of the shift element. The oscillation can be a harmonic oscillation or a sinusoidal oscillation. The frequency of the movement can be a characteristic minimum and / or maximum frequency. Optionally, the oscillation can define multiple frequencies of the movement of the shift element in order to achieve more complex oscillations with different time scales to achieve different micro-movements.

[0017] Optionally, the oscillation depends on the speed difference between the shift element and a further shift element that can be brought into operative connection with the shift element. Thus, the oscillation of the movement of the shift element can depend on the speed difference of the two shift elements. Thus, two kinematic variables that characterize the shifting process can be coordinated with each other. In this case, the frequency and / or amplitude of the oscillation can in particular depend on the speed difference.

[0018] Optionally, the control signal is determined such that the force acting on the shift element is below a force threshold. As a result, oscillations can be limited. Due to the fact that the force threshold is below, it can be achieved that no excessive forces act on the components of the transmission, which can have a positive influence on the structure and design of the transmission. Thus, the force threshold can be selected by the structure of the transmission and / or the structure of the transmission can be coordinated with the force threshold to be achieved.

[0019] Optionally, the method includes: detecting the exit from the jammed position; determining an adjusted control signal for adjusting the movement of the shift element after the jammed position is exited, wherein the adjusted control signal defines a target variable of the movement of the shift element without oscillation; and outputting the adjusted control signal so that the shift element moves according to the adjusted control signal. It can be seen that after the jammed position is released, the shift element can be controlled without oscillation to enable efficient gear shifting.

[0020] According to another aspect of the present invention, a computer program and / or a computer-readable medium is provided. The computer program and / or the computer-readable medium includes instructions that cause the computer to perform the method described herein and / or the steps of the method described herein when the program or instructions are run by the computer. The computer program and / or the computer-readable medium may include instructions to perform the optionally described steps of the method, thereby achieving the corresponding technical effects.

[0021] According to another aspect of the present invention, a control unit for a vehicle, in particular a commercial vehicle, having an electrically shiftable transmission is provided. The control unit is configured to execute the optionally described steps of the method, thereby achieving the corresponding technical effects.

[0022] According to another aspect of the present invention, an electrically shiftable transmission is provided. The electrically shiftable transmission has a shift element and the above-mentioned controller. Optionally, the electrically shiftable transmission is an automated manual transmission ("automatic manual transmission" in English, AMT).

[0023] According to one aspect of the present invention, an axle arrangement for a vehicle, in particular a commercial vehicle, is provided. The axle arrangement has an electrically shiftable transmission as described above. A controller of the axle arrangement and / or the electrically shiftable transmission can be configured to perform the optionally and / or advantageously described steps of the method, thereby achieving the corresponding technical effects.

[0024] According to another aspect of the present invention, a vehicle, in particular a commercial vehicle, is provided. The vehicle has an electrically shiftable transmission and / or the above-mentioned axle arrangement equipped with a controller described herein. The vehicle and / or the controller can be configured to perform the optionally and / or advantageously described steps of the method, thereby achieving the corresponding technical effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Further advantages and features of the present invention and its technical effects are derived from the drawings and the description of the preferred embodiments shown in the drawings. Among them:

[0026] Figure 1 A schematic diagram of a vehicle, in particular a commercial vehicle, is shown according to one embodiment of the present invention;

[0027] Figure 2 A schematic diagram showing a motion curve for moving a shift element of an electrically shiftable transmission according to one embodiment of the present invention; and

[0028] Figure 3 A schematic diagram showing the flow of a method according to one embodiment of the present invention. DETAILED DESCRIPTION

[0029] Figure 1 A schematic diagram of a vehicle 200a, in particular a commercial vehicle 200b, according to one embodiment of the present invention is shown. The vehicle 200a, in particular a commercial vehicle 200b, is referred to as vehicle 200a, 200b in the following. The vehicle 200a, 200b is a land vehicle. The vehicle 200a, 200b is, for example, a truck, a bus and / or a tractor of a multi-section vehicle.

[0030] The vehicles 200a, 200b are configured to perform a reference Figure 3 The method 100 described. For this purpose, the vehicle 200a, 200b comprises an electrically shiftable transmission 230. The electrically shiftable transmission 230 has a shifting element 235 and a further shifting element 236. The shifting process is carried out in such a way that, for example, the shifting element 235 starts from a neutral position 233 and is in engagement with the further shifting element 236 in the final position 234 (see Figure 2 ). In this case, the distance between the shift element 235 and the other shift element 236 changes. The variable describing the distance between the shift element 235 and the other shift element 236 is referred to below as position P. Each of the shift elements 235, 236 can rotate at a speed. In this case, a speed difference DH between the shift element 235 and the second shift element 226 may occur.

[0031] To set and / or adjust the position P, the transmission 230 includes a control unit 250 and an adjustable electric shift actuator 232 for actuating a shift element 235. The adjustable electric shift actuator 232 includes, for example, an electronically commutated synchronous motor or a brushless DC motor as actuating motor.

[0032] The controller 250 is also configured to perform a reference Figure 3 Method 100 is described for performing a gear shift of an electrically shiftable transmission 230 .

[0033] For this purpose, the transmission 230 has a position sensor 237 connected to the controller 250. The position sensor 237 is configured to detect the position P of the shift element 235. The controller 250 is configured to receive the position P from the position sensor 237. The controller 250 can detect the movement of the shift element 235 and the blocking position 231 (see FIG. 231 ) of the shift element 235 by means of the position P. Figure 2 ) The state 237 associated with the shift element 235 can indicate the position P of the shift element 235 in the blocking position 231 and / or the blocking position 231 caused by the movement of the shift element 235. In addition, the detected position P can be used to detect that the blocking position 231 has been left. The controller 250 is configured to detect and / or detect the speed difference DH.

[0034] The control unit 250 is configured to determine a control signal 255 and an adjusted control signal 255'. The control signal 255 for adjusting the movement of the shifting element 235 is determined taking into account the state 237 and / or the blocking position 231, wherein the control signal 255 defines a target variable Z of the movement of the shifting element 235 and an oscillation O about the target variable Z (see Figure 2 When leaving the blocking position 231 is detected, a set control signal 255 ′ for regulating the movement of the shift element 235 after leaving the blocking position 231 can be determined, wherein the set control signal 255 ′ defines a target variable Z of the movement of the shift element 235 without oscillation O (see Figure 2 ). The adjustment signal 255 and the adjusted adjustment signal 255' are referenced Figure 2 The motion curve 300 is illustrated.

[0035] As in Figure 1 As shown in , the controller 250 and the shift actuator 232 are connected to each other by means of communication technology, so that the controller 250 can transmit or output the control signal 255 and the adjusted control signal 255 ′ to the shift actuator 232 for moving the shift element 235 .

[0036] Figure 2A motion curve 300 is shown for moving a shifting element 235 of a transmission 230 that enables electric shifting according to one embodiment of the present invention. Figure 1 In reference Figure 1 and Figure 1 In the case of the description Figure 2 Provide explanation.

[0037] according to Figure 2 The motion curve 300 defines the relationship between the position P and the force F over the time t in each case in an arbitrary measure. In this case, the time t is plotted as the abscissa (value on the x-axis) and the position P and the force F are plotted as the ordinate (value on the y-axis). Here, the neutral position 233, the blocking position 231 and the final position 234 are shown as the positions P.

[0038] Without being blocked in the blocking position 231 , the shifting element 235 can be brought from the neutral position 233 into the final position 234 by a relatively rapid movement, see the dashed line which shows the position P of the shifting element 235 .

[0039] The dot-dash line shows the position P of the shift element 235 during the movement, during which the shift element 235 enters the blocking position 231. Here, the force F for moving the shift element 235 is adjusted as the target variable Z. In another embodiment, the target variable Z can also include the speed and / or the position P of the shift element 235.

[0040] When the shift element 235 reaches Figure 2 Before the blocking position 231 in FIG. 2 , the shifting element 235 is moved in a force-controlled manner, as indicated by the curvature of the position P. Here, the force F as the target variable Z is the control variable 255 for the movement of the shifting element 235 and is shown as a darkened (thick) solid line. Before the shifting element 235 and the further shifting element 236 can be engaged, the force F is reduced in order to achieve a smooth and therefore gentle and soft engagement and shifting.

[0041] However, the shifting element 235 reaches the blocking position 231. The shifting element 235 briefly stays in the blocking position 231. The position P is detected in the blocking position 231 for a period of time and the position therefore corresponds to the state Z, i.e. the shifting element 235 is in the blocking position 231. In order to release and leave the blocking position 231 as quickly as possible, the oscillation O of the force F that moves the shifting element 235 is added to the movement of the shifting element 235. The force F with the oscillation O forms the control variable 255 for the movement of the shifting element 235 and is shown as a light (thin) solid line. The oscillation O is a periodic variation of the force around the target variable Z. The force F therefore varies alternately and is alternately smaller and greater than the target variable Z.

[0042] The oscillation O has an amplitude and a frequency H. The oscillation O and in particular its frequency H depend on the speed difference DH between the shifting element 235 and the further shifting element 236. Figure 2 In the case of a force control, the control signal 255 is determined so that the maximum force F, i.e. the sum of the amplitude of the target variable Z and the amplitude of the oscillation O, is below the force threshold FT. Alternatively, the position P of the shifting element 235 can also be controlled by speed and / or position control. The amplitude and / or frequency are then determined so that the force caused by the oscillation remains below the force threshold FT.

[0043] After the shifting element 235 leaves the blocking position 231, the shifting element 235 is moved in a force-controlled manner, as indicated by the curvature of the position P and the solid line as the adjusted control variable 255'. The leaving of the blocking position 231 can be confirmed by means of the position P and / or by means of the speed of the shifting element 235. The shifting element 235 now moves into the final position 234. In this case, the force F as the target variable Z no longer has an oscillation O. The oscillation O ceases with the leaving of the blocking position 231.

[0044] Figure 3 1 shows a schematic diagram of the sequence of a method 100 according to one specific embodiment of the present invention. The method 100 is a method 100 for shifting an electrically shiftable transmission 230 of a vehicle 200a, in particular a commercial vehicle 200b. Figure 1 The following describes such vehicles 200a and 200b. Figure 2 A motion profile 300 for shifting a transmission 230 that enables electric shifting is described. Figure 1 and Figure 2 illustrate Figure 3 .

[0045] according to Figure 3 Method 100 includes: detecting 110 a state 237 of a shifting element 235 of a transmission 230 that is related to a blocking position 231 of the shifting element 235 . In this case, the state 237 reflects the blocking position 231 and / or the state 237 describes the blocking position 231 caused by a movement of the shifting element 235 .

[0046] Taking into account the state 237 and / or the blocking position, a control signal 255 for regulating the movement of the shifting element 235 is determined 120, wherein the control signal 255 defines a target variable Z of the movement of the shifting element 235 and an oscillation O about the target variable Z. The control signal 255 is determined 120 such that the force F acting on the shifting element 235 is below a force threshold value FT. The target variable Z comprises the force F, the speed and / or the position P. The oscillation O defines a frequency H of the movement of the shifting element 235. The oscillation O depends on a speed difference DH between the shifting element 235 and a further shifting element 236 which can be brought into operative connection with the shifting element 235.

[0047] Output 130 outputs a control signal 255 , so that the shifting element 235 moves according to the control signal 255 .

[0048] The method 100 includes detecting 140 or confirming the exit from the stuck position 231 .

[0049] A set actuating signal 255 ′ for regulating the movement of the shifting element 235 after leaving the blocking position 231 is determined 150 , wherein the set actuating signal 255 ′ defines a target variable Z without oscillations O of the movement of the shifting element 235 .

[0050] The adjusted actuating signal 255 ′ is output 160 , so that the shifting element 235 is moved according to the adjusted actuating signal 255 ′.

[0051] Reference numerals list

[0052] 100 Methods

[0053] 110 Detection

[0054] 120 OK

[0055] 130 Output

[0056] 140 Detection

[0057] 150 OK

[0058] 160 Output

[0059] 200a Vehicle

[0060] 200b Commercial vehicles

[0061] 205 Axle facilities

[0062] 230 Transmission capable of electric shifting

[0063] 231 Stuck position

[0064] 232 Shift Actuator

[0065] 233 Neutral Position

[0066] 234 Final Positioning

[0067] 235 Shifting elements

[0068] 236 Additional shifting elements

[0069] 237 Status

[0070] 238 Positioning Sensor

[0071] 250 Controller

[0072] 255 Adjustment signal

[0073] 255´ Regulated Conditioning Signal

[0074] 300 Motion curves

[0075] DH Speed ​​Difference

[0076] H Frequency

[0077] F-Force

[0078] FT force threshold

[0079] O Oscillation

[0080] P Positioning

[0081] t time

[0082] Z target parameter

Claims

1. A method (100) for shifting an electrically shiftable transmission (230) of a vehicle (200a), in particular a commercial vehicle (200b), wherein: The method (100) comprises: - detecting (110) a state (237) of a shift element (235) of the transmission (230) in relation to a blocked position (231) of the shift element (235); - determining (120) a control signal (255) for regulating the movement of the shift element (235) taking into account the state (237) and / or the blocking position (231), wherein the control signal (255) defines a target variable (Z) of the movement of the shift element (235) and an oscillation (O) about the target variable (Z); and - outputting (130) the control signal (255) so that the shifting element (235) moves according to the control signal (255).

2. The method (100) according to claim 1, wherein: The state (237) reflects the blocking position (231) and / or the state (237) describes the blocking position (231) caused by a movement of the shifting element (235).

3. The method (100) according to claim 1 or 2, wherein: The target variable (Z) includes force (F), speed and / or position (P).

4. The method (100) according to any one of the preceding claims, wherein: The oscillation (O) defines the frequency (H) of the movement of the shifting element (235).

5. The method (100) according to any one of the preceding claims, wherein: The oscillation (O) is dependent on a rotational speed difference (DH) between the shifting element (235) and a further shifting element (236) which can be brought into operative connection with the shifting element (235).

6. The method (100) according to any one of the preceding claims, wherein: The control signal (255) is determined (120) such that a force (F) acting on the shifting element (235) is below a force threshold value (FT).

7. The method (100) according to any one of the preceding claims, wherein: The method (100) comprises: - detecting (140) a departure from the blocking position (231); - determining (150) an adjusted control signal (255´) for adjusting the movement of the shift element (235) after leaving the blocking position (231), wherein the adjusted control signal (255´) defines a target variable (Z) of the movement of the shift element (235) without the oscillation (O); and - outputting (160) the adjusted actuating signal (255´) so that the shifting element (235) moves according to the adjusted actuating signal (255´).

8. A computer program and / or a computer-readable medium comprising instructions which, when the program or instructions are run by a computer, cause the computer to execute the method (100) and / or the steps of the method (100) according to any one of the preceding claims.

9. A control unit (250) for a vehicle (200a), in particular a commercial vehicle (200b), having an electrically shiftable transmission (230), wherein: The controller (250) is configured to carry out the method (100) according to any one of claims 1 to 7.

10. An electrically shiftable transmission (230) having a shifting element (235) and a control unit (250) according to claim 9.

11. An axle arrangement (205) for a vehicle (200a), in particular a commercial vehicle (200b), wherein: The axle arrangement (205) has an electrically shiftable transmission (230) according to claim 10.

12. A vehicle (200a), in particular a commercial vehicle (200b), comprising an electrically shiftable transmission (230) according to claim 10 and / or an axle arrangement (205) according to claim 11.

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