Method for shifting electrically shiftable transmission of vehicle, computer program and / or computer-readable medium, controller, electrically shiftable transmission, axle assembly and vehicle
By detecting the positioning of the shifting element of the electric shift transmission and dividing the motion sections, determining the adjustment mode and signal, the problem of difficulty in motion control during shifting is solved, and more efficient shifting performance and lower cost are achieved.
Patent Information
- Application Number
- CN202411677110.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2023-11-23
- Filing Date
- 2024-11-22
- Publication Date
- 2025-05-23
AI Technical Summary
In the process of realizing shifting of an electric shift transmission, it is difficult to effectively control the movement of the shifting element, resulting in extended shifting time, excessive mechanical stress, increased wear and high costs.
By detecting the positioning of the shift element, it is divided into a plurality of motion segments, and the adjustment mode and adjustment signal are determined based on the current positioning to adjust the movement of the shift element in a targeted manner.
Improved gear shifting performance of electric gear shifting transmissions, reduce wear and mechanical stress, reduce costs and improve shifting efficiency.
Smart Images
Figure CN120027199A_ABST
Abstract
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 assembly for a vehicle, in particular a commercial vehicle, and a vehicle, in particular a commercial vehicle. Background Art
[0002] In order to realize the shifting process, the shifting element of the transmission is moved by the actuator in order to be brought into an operative connection with another shifting element and / or in order to release this operative connection. Here, different actuators are known.
[0003] Especially in pneumatically shiftable transmissions with pneumatic actuation, the forces acting on the shifting elements during the movement of the actuator are hardly controllable. Due to the relatively high forces, strong mechanical stresses on the components of the transmission occur. During the movement, pressure drops may occur, which may lead to a reduction in force. This may result in long shifting times.
[0004] Electrically shiftable transmissions are known from the prior art. In this case, the actuator is controlled in an electronically controlled manner in order to control the movement of the shifting element. In this case, the target position and / or movement of the electric shift actuator is set similarly to the target position of a pneumatic shift actuator. The target position is preset and the shift actuator sets the shifting element of the transmission as required by the application of force.
[0005] DE 694 02 779 T2 discloses a method for controlling the forces applied to a shift mechanism of an automatic mechanical transmission during a gearshift process, wherein the transmission has at least one shift lever, the shift mechanism comprises a shift finger driven by a motor, the shift finger cooperating with the shift lever to achieve a gearshift of the transmission, wherein the method comprises exciting the motor with a pulse width modulated control signal with a variable duty cycle to generate a target current applied to the motor, and wherein the current received by the motor is detected, wherein the duty cycle of the control signal is continuously adjusted during the gearshift process as a function of the sum of the errors between the detected current and the target current plus the speed of change of the error to reduce the error to zero. The motor is connected to a DC voltage source, such as a vehicle battery.
[0006] The control electronics performs all relevant computational operations and ensures communication with other electronic components of the vehicle. The control electronics controls the motor according to the described method and converts a DC voltage, for example from a vehicle battery, into suitable phase currents for the motor.
[0007] In order to control the actuator and thus ultimately the transmission, a predetermined parameter set can be used. The parameter set is used to control the movement by means of an electronically adjustable actuator, for example by means of the position of a shifting element as a controlled variable. However, the parameter set does not necessarily fully represent the movement of the shifting element in critical positions, for example tooth-to-tooth positions, i.e. positions of the shifting element in which a random first contact with another shifting element that can be brought into operative connection with the shifting element is made, thereby hindering the meshing movement and slowing down the shifting process.
[0008] In particular, the shifting time or the shifting performance can be further improved compared to pneumatically shiftable transmissions and compared to only position-controlled electrically shiftable transmissions. In addition, in pneumatically shiftable transmissions and / or only position-controlled electrically shiftable transmissions, blocking positions, such as tooth-to-tooth positions, can lead to high mechanical stresses due to the forces generated during the shifting. As a result, the transmission is usually expensive and has a complex design to withstand the forces, and / or the service life of the transmission elements can be shortened due to the high loads. Summary of the invention
[0009] The object of the present invention is to enrich the prior art and to provide an improved method for shifting an electrically shiftable transmission. In particular, the present invention can achieve the object of shifting an electrically shiftable transmission more efficiently, which can lead to an improvement in shifting performance, a reduction in wear and / or an increase in cost-effectiveness.
[0010] 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 alternative embodiments of the invention.
[0011] According to the present invention, a method for shifting an electrically shiftable transmission of a vehicle, in particular a commercial vehicle, is provided. The method comprises the following steps: detecting the position of a shifting element of the transmission; determining a plurality of movement segments associated with a shifting process based on the position; determining a control mode based on the movement segments corresponding to the current position; determining a control signal when applying the control mode; and outputting a control signal to control the movement of the shifting element based on the control mode.
[0012] By detecting the positioning of the shift element, the control of the shift element can be made to directly depend on the positioning of the shift element during the shifting process. It is recognized here that the control of the transmission that can be electrically shifted can be improved by segmenting the movement of the shift element by means of the positioning of the shift element, that is, dividing the movement into different movement segments. In this movement, the shift element can, for example, move from a neutral position to a final positioning, in which the shift element is fully engaged with another shift element. Here, the movement segment can be defined as a part of the movement and / or a part of the positioning achieved in the movement. Then, the movement segment and the positioning can be used to determine the movement segment in which the shift element is currently arranged, that is, the current movement segment, according to the current positioning of the shift element. The current movement segment can be used to determine the adjustment mode for adjustment and based on this, determine the adjustment signal for controlling the movement of the shift element by the actuator. Here, the adjustment can be performed in different movement segments using different adjustment modes. In this case, the regulating mode defines the type of regulation of the movement of the shifting element, for example, the regulating mode can be defined by specifying controlled variables and / or parameters for regulating the movement of the shifting element. In other words, different regulating modes can be defined for different movement segments, so that the movement in the movement segments can be regulated differently. Therefore, the regulating signal for each of the movement segments can include the regulating mode, so that an advantageous regulation of the shifting element can be achieved in each case in the respective movement segment. The regulating signal can be a signal output by a controller, to which the actuator is acted in order to regulate the movement of the shifting element, and the regulating signal can, for example, include a current sequence generated by pulse width modulation.
[0013] The potential of an electrically shiftable transmission can thus be further fully utilized. By regulating the movement of the shifting elements differently, the performance can be improved and the shifting times can be reduced. Furthermore, it is possible to avoid excessive forces by targeted regulation, which can extend the service life of the transmission and enable a more cost-effective provision of the transmission due to a more targeted design and construction.
[0014] Optionally, different control modes define different controlled variables. It is thus possible to define different controlled variables for a shifting process, i.e. a movement of a shifting element. For example, a first control mode with a first controlled variable can be defined in a first movement section, and a second control mode with a second controlled variable different from the first controlled variable can be defined in a second movement section. A controlled variable is a variable that is to be kept constant or changed in a targeted manner by the control. In this case, the first controlled variable and / or the second controlled variable can be, for example, the position of the shifting element, the speed of the shifting element or the force of the shifting element, respectively.
[0015] Optionally, the first regulating mode provides force as the controlled variable and the second regulating mode provides positioning as the controlled variable. Here, the first regulating mode provides force regulation and the second regulating mode provides positioning regulation. In other words, the movement of the shift element is realized in a first movement section by force regulation by the first regulating mode and in a second movement section by positioning regulation by the second regulating mode. For example, the shift element can be regulated by positioning in the first movement section before the tooth-to-tooth position and by force in the second movement section including the tooth-to-tooth position.
[0016] Optionally, the movement of the shift element is divided into two or more movement sections, and adjustment is performed in the two or more movement sections by two or more different adjustment modes. Here, the controlled variables may be the same in two non-adjacent movement sections. By defining different controlled variables, the most appropriate adjustment can be achieved in the respective movement sections.
[0017] Optionally, the regulation mode is determined so that different regulation modes differ from each other due to different parameters. It is therefore possible to define different parameters or parameter sets for the shifting process. For example, a first regulation mode with a first parameter and / or a first parameter set can be defined in a first motion section, and a second regulation mode with a second parameter and / or a parameter set different from the first parameter and / or parameter set can be defined in a second motion section. If, for example, PID regulation is performed, the proportional coefficient, the integral coefficient and / or the differential coefficient can be defined as a parameter set respectively. In addition, the regulation can be limited by the maximum current effective for the section, which is used to load the electric actuator with electrical energy. The movement speed of the actuator can also be limited by the maximum speed allowed in the section. The parameters can be a proportional coefficient, an integral coefficient, a differential coefficient, a maximum current and / or a maximum speed. The parameter set is a plurality of parameters. Therefore, the parameter set can be composed of a proportional coefficient, an integral coefficient, a differential coefficient, a maximum current and / or a maximum speed.
[0018] Optionally, the method comprises the step of detecting a selection parameter, wherein the determination of the regulating mode depends on the selection parameter. Thus, the selection parameter can be defined as a variable and / or information which can define the regulating mode, in particular a controlled variable and / or one or more parameters. It is thus possible that the gear shift depends on suitable parameters which can represent the vehicle operation or the vehicle condition. Here, the selection parameter can influence the controlled variables and / or parameters or parameter sets of the regulating mode within one or more movement sections. Thus, depending on the selection parameter, different shift characteristics can be achieved, such as comfortable or quiet and smooth shifts, fast shifts and / or emergency shifts. In addition to the above-described exemplary shift characteristics, further possible predefined parameters / regulatory procedures are possible.
[0019] Optionally, the selection parameters depend on the driving situation, the automated driving function and / or the user input. Thus, the adjustment of the transmission can depend on variables that are potentially relevant for the gear shift. For example, the driving situation can be a potentially dangerous situation, so the transmission should be operated with the highest possible gear shift performance. For example, the driving function and / or the user input can require that the transmission be operated as smoothly and / or quietly as possible, which is advantageous especially at low vehicle speeds in city traffic. The selection parameters can, for example, influence the adjustment mode depending on the driving situation and thus directly influence the controlled variables and / or adjustment parameters.
[0020] Optionally, the selection parameter defines the controlled variable and / or parameter. Thus, the selection parameter determines or defines the corresponding controlled variable and / or parameter, and / or limits the value range of the controlled variable and / or parameter, for example with respect to the above-mentioned driving conditions, driving functions and / or user inputs. Thus, the regulation mode can depend on the selection parameter as a suitable parameter representing the vehicle state.
[0021] Optionally, the control signal is determined taking into account a switching routine for switching between mutually different control modes. Thus, a movement of the shift element that is as smooth as possible can be ensured. For this purpose, the switching routine can, for example, include boundary conditions that define the movement of the shift element at a point between two movement segments. Thus, by defining the boundary conditions, the movement at the transition between two movement segments can be determined. The switching routine between the control modes can be triggered between the movement segments and / or by selecting parameters.
[0022] Optionally, the control signal is determined taking into account a pre-control signal, wherein the pre-control signal depends on the positioning within one of the movement segments and / or a movement segment adjacent to the movement segment. In this case, the adjacent movement segment can be, in particular, a movement segment that follows or closely follows the current movement segment according to the movement of the shift element. Feedforward control can be achieved by means of the pre-control signal. For this purpose, the pre-control signal can be determined by means of the positioning and / or the adjacent movement segment and thus, for example, by means of the force required for the future movement of the shift element. The force can be included in the control signal as a pre-control variable. Therefore, the positioning error or deviation between the target positioning to be adjusted and the actual positioning can be reduced, and the control of the shift element can therefore be improved.
[0023] According to another aspect of the present invention, a computer program and / or computer readable medium is provided. The computer program and / or computer readable medium includes instructions that, when executed by a computer, cause the computer to perform the method described herein and / or the steps of the method described herein. The computer program and / or computer readable medium may include instructions to perform the steps described as optional for the method to achieve the corresponding technical effects.
[0024] According to another aspect of the present invention, a controller for a vehicle, in particular a commercial vehicle, is provided, the vehicle having an electrically shiftable transmission. The controller is configured to perform the above method. The controller can be configured to perform the steps described as optional in the method in order to achieve the corresponding technical effects.
[0025] 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 automatic manual transmission (English: automatic manual transmission, AMT).
[0026] According to one aspect of the present invention, an axle assembly for a vehicle, in particular a commercial vehicle, is provided. Here, the axle assembly has the above-mentioned electrically shiftable transmission. A controller of the axle assembly and / or the electrically shiftable transmission can be configured to perform the steps of the method described as optional and / or advantageous, in order to achieve corresponding technical effects.
[0027] According to another aspect of the present invention, a vehicle, in particular a commercial vehicle, is provided. The vehicle has an electrically shiftable transmission with a controller described herein and / or the above-mentioned axle assembly. The vehicle and / or the controller can be configured to perform the steps described as optional and / or advantageous in the method in order to achieve the corresponding technical effects. BRIEF DESCRIPTION OF THE DRAWINGS
[0028] Further advantages and features of the present invention and their technical effects are obtained from the drawings and the description of the preferred embodiments shown in the drawings.
[0029] Figure 1 A schematic diagram of a vehicle, in particular a commercial vehicle, according to an embodiment of the present invention is shown;
[0030] Figure 2 A schematic diagram showing a shifting process of a shifting element of an electrically shiftable transmission and corresponding control signals according to an embodiment of the present invention is shown; and
[0031] Figure 3 A schematic diagram showing the flow of a method according to an embodiment of the present invention. DETAILED DESCRIPTION
[0032] Figure 1A schematic diagram of a vehicle 200a, in particular a commercial vehicle 200b, according to an embodiment of the present invention is shown. The vehicle 200a, in particular the commercial vehicle 200b, is hereinafter referred to as vehicle 200a, 200b. The vehicle 200a, 200b is a land vehicle. The vehicle 200a, 200b is, for example, a tractor of a truck, a bus and / or a multi-section vehicle.
[0033] The vehicles 200a, 200b are configured to perform a reference Figure 3 The method 100 described herein is described. For this purpose, the vehicle 200a, 200b comprises an axle assembly 205 having 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 realized in such a way that, for example, the shifting element 235 is brought out of the neutral position 233 into 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 further shift element 236 changes. The variable describing the distance between the shift element 235 and the further shift element 236 is subsequently referred to as the position P. The shift element 235 performs a movement that changes the position P (see schematically Figure 2 the upper part of the ).
[0034] For setting and / or regulating the position P, the transmission 230 comprises a control unit 250 and an adjustable electric shift actuator 232 for actuating a shift element 235. The adjustable electric shift actuator 232 comprises, for example, an electronically commutated synchronous motor or a brushless DC motor as a regulating motor.
[0035] The controller 250 is configured to perform a reference Figure 3 Method 100 is described for performing a gear shift of an electrically shiftable transmission 230 .
[0036] For this purpose, the transmission 230 has a position sensor 237 connected to the controller 250. The position sensor 237 is configured to detect a position P of the shift element 235. The controller 250 is configured to receive the position P from the position sensor 237. With the help of the position P, the controller 250 can detect the movement of the shift element 235.
[0037] The controller 250 is configured to segment the shifting process 300, that is, to divide the shifting process into a plurality of movement segments 301a, 301b, 301c (see Figure 2Here, the current motion segment 301a, 301b, 301c can be determined with the help of the detected position P and the motion segments 301a, 301b, 301c, that is, the motion segment 301a, 301b, 301c in which the position P is located at the present time or the current time t (see schematically Figure 2 the upper part of the ).
[0038] The controller 250 is configured to detect a selection parameter 259. Here, the selection parameter 259 may depend on a driving condition 259a, an automated driving function 259b and / or a user input 259c. To this end, the vehicles 200a, 200b may be configured to detect information related to the driving condition 259a by an environmental sensor system. For example, a dangerous situation may be identified with the aid of image data and / or distance data. For example, the automated driving function 259b may involve an automated shifting process 300 caused by the speed regulation of the vehicles 200a, 200b. The user input 259c may be detected by an input device (not shown) on the vehicle side. In order to enable the controller 250 to detect the selection parameter 259, the controller 250 may be connected to another controller (not shown) for obtaining the driving condition 259a and for executing the automated driving function 259b of the vehicles 200a, 200b and / or connected to the input device, for example, via a vehicle bus (not shown) with a communication technology.
[0039] The control unit 250 is configured to determine the control pattern 256a, 256b, 256c using the movement segments 301a, 301b, 301c corresponding to the current position P. The control unit 250 is further configured to determine the control signal 255 for regulating the movement of the shifting element 235 using the control pattern 256a, 256b, 256c.
[0040] In this case, the control modes 256a, 256b, 256c are determined such that the different movement segments 301a, 301b, 301c differ from one another due to the different control modes 256a, 256b, 256c having different controlled variables 257a, 257b, 257c and / or having different parameters 258a, 258b, 258c (see Figure 2 ). The control mode 256a, 256b, 256c depends on the selection parameter 259. The controller 250 can determine the control signal 255 taking into account the precontrol signal 261, wherein the precontrol signal 261 depends on the positioning P within one of the movement segments 301a, 301b, 301c and / or the movement segment 301a, 301b, 301c following the movement segment 301a, 301b, 301c.
[0041] like Figure 1As shown, the controller 250 and the shift actuator 232 are connected to each other by communication technology, so that the controller 250 can transmit or output an actuating signal 255 to the shift actuator 232 to move the shift element 235. Here, the actuating signal 255 is determined under consideration of a switching routine 260 for switching between different control modes 256a, 256b, 256c.
[0042] refer to Figure 2 A shifting process 300 and such an actuating signal 255 are described.
[0043] Figure 2 1 shows a schematic diagram of a shifting process 300 for enabling a movement of a shifting element 235 of an electrically shiftable transmission 230 according to an embodiment of the present invention as a function of a control signal 255 . Figure 1 Such a transmission 230 is described. Figure 2 refer to Figure 1 and its description for description.
[0044] according to Figure 2 , shifting process 300 ( Figure 2 ) defines the relationship between the position P (dash-dotted line) or the force F (solid line) and the time t, respectively, with which the shifting element 235 is moved to any desired extent. In this case, the time t is plotted as the abscissa (values on the x-axis), and the position P and the force F are plotted as the ordinate (values on the y-axis). In this case, the neutral position 233, the blocking position 231, for example a tooth-to-tooth position, and the final position 234 are shown as the positions P.
[0045] Without being blocked in the blocking position 231 , the shifting element 235 can be moved by a relatively fast movement from the neutral position 233 to the final position 234 , see the dashed line showing the position P of the shifting element 235 .
[0046] The dot-dash line shows the position P of the shifting element 235 during the movement, wherein the shifting element 235 enters the blocking position 231. Here, the shifting process 300 or the movement of the shifting element 230 is segmented into, for example, three separate movement sections 301a, 301b, 301c, as schematically shown by vertical dotted lines.
[0047] The control signal 255, which is only schematically shown below the shifting process 300, is defined in sections according to the movement segments 301a, 301b, 301c, and a control mode 256a, 256b, 256c defined in sections is shown. Here, for each of the movement segments 301a, 301b, 301c, a control mode 256a, 256b, 256c coordinated with the respective movement segment 301a, 301b, 301c is defined, which has a controlled variable 257a, 257b, 257c and a parameter set 258a, 258b, 258c.
[0048] The movement segments 301a, 301b, 301c are characteristic for the transmission 230 . Accordingly, the movement segments 301a, 301b, 301c and the corresponding control modes 256a, 256b, 256c can be adapted specifically for each transmission 230 .
[0049] exist Figure 2 In the example shown, the position P of the shift element 235 in the neutral position 233 is assumed to be the initial position. The position P is detected. It is thus determined that the shift element 235 moves from the neutral position 233 via the blocking position 231 to the final position 234. With the help of the position P in the neutral position 233, the shifting process 300 is divided into three movement sections 301a, 301b, 301c. The first movement section 301a includes the movement of the shift element 235 starting from the neutral position 233 and before the shift element 235 reaches the blocking position 231. The second movement section 301b includes the blocking position 231 and thus reflects, for example, the random first contact between the shift element 235 and the other shift element 236 and the start of the meshing movement. The third movement section 301c includes the movement of the shift element 235 after the shift element 235 leaves the blocking position 231 and thus reflects a capture event.
[0050] In the first movement section 301a, the movement of the shifting element 235 is regulated in a first regulating mode 256a. In this case, regulation is performed with the aid of the position P as a first controlled variable 257a. For this purpose, a first parameter 258a or parameter set is predefined, which defines the position regulation, for example a proportional coefficient, an integral coefficient, a differential coefficient, a maximum current and / or a maximum speed.
[0051] In order that the shifting element 235 does not strike the other shifting element 236 at an excessively high speed in the blocking position 236, the positioning P is adjusted such that the force F is reduced in the blocking position 236. Thus, smooth shifting and reduced wear can be achieved.
[0052] In the second movement section 301b, the movement of the shifting element 235 is regulated in a second regulation mode 256a. In this case, regulation is performed using force F as a second controlled variable 257b. For this purpose, second parameters 258b or parameter sets are predefined, which define the force regulation, such as a proportionality factor, an integral factor, a differential factor, a maximum current and / or a maximum speed.
[0053] In the blocking position 231 , a positioning adjustment is almost not conceivable. Therefore, in the blocking position 231 , the force F is adjusted and increased or reduced until the blocking position 231 can be left.
[0054] In the third movement section 301c, the movement of the shifting element 235 is regulated in a third regulation mode 256c. In this case, regulation is performed with the aid of the position P as the third controlled variable 257c. For this purpose, a third parameter 258c or parameter set is predefined, which defines the position regulation, such as a proportional coefficient, an integral coefficient, a differential coefficient, a maximum current and / or a maximum speed. In this case, the third parameter set 258c can be the same as the first parameter set 258a or different therefrom.
[0055] Figure 3 1 is a schematic diagram showing the flow of a method 100 according to an 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 Such vehicles 200a, 200b are described. Figure 2 A shifting process 300 for shifting electrically shiftable transmission 230 is described. Figure 3 refer to Figure 1 and Figure 2 Give a description.
[0056] according to Figure 3 Method 100 includes detecting 105 a position P of a shifting element 235 of a transmission 230 .
[0057] With the aid of positioning P, a plurality of movement segments 301 a , 301 b , 301 c associated with the shifting process 300 are determined 110 .
[0058] The method 100 has the following steps: detecting 115 a selection parameter 259. The selection parameter 259 depends on a driving situation 259a, an automated driving function 259b and / or a user input 259c. The selection parameter 259 defines controlled variables 257a, 257b, 257c and / or parameters 258a, 258b, 258c.
[0059] The control modes 256a, 256b, 256c are determined 120 with the aid of the movement segments 301a, 301b, 301c corresponding to the current position P. The different control modes 256a, 256b, 256c define different controlled variables 257a, 257b, 257c. In particular, the first control mode 256a sets the force as the controlled variable 257a, 257b, 257c and the second control mode 256b sets the position P as the controlled variable 257a, 257b, 257c. The control modes 256a, 256b, 256c are determined in such a way that the different control modes 256a, 256b, 256c differ from each other due to different parameters 258a, 258b, 258c. The control signal 255 is determined 120 as a function of the selection parameter 259. The control signal 255 is determined taking into account the pilot control signal 261 , wherein the pilot control signal 261 is dependent on the positioning P within one of the movement segments 301a , 301b , 301c and / or on the movement segments 301a , 301b , 301c adjacent to the movement segments 301a , 301b , 301c .
[0060] Using the control patterns 256a, 256b, 256c, the control signal 255 is determined 125. The control signal 255 is determined by a pulse width modulation sequence of the current. The control signal 255 is determined in this case so that when the control signal 255 is applied, the shift actuator 232 adjusts the movement of the shift element 235 according to the control patterns 256a, 256b, 256c in the current movement section 301a, 301b, 301c.
[0061] An actuating signal 255 is output 130 for moving the shifting element 235 by means of the actuating signal 255. The actuating signal 255 is determined taking into account a switching routine 260 for switching between mutually different control modes 256a, 256b, 256c.
[0062] List of reference numerals (part of the description)
[0063] 100 Methods
[0064] 105 Detection and positioning
[0065] 110 Determine multiple motion segments
[0066] 115 Detection selection parameters
[0067] 120 Confirm the adjustment mode
[0068] 125 Determine the adjustment signal
[0069] 130 Output adjustment signal
[0070] 200a Vehicle
[0071] 200b Commercial Vehicle
[0072] 205 Axle Assembly
[0073] 230 Transmission capable of electric shifting
[0074] 231 Stuck position
[0075] 232 Shift Actuator
[0076] 233 Neutral Position
[0077] 234 Final Positioning
[0078] 235 Shifting elements
[0079] 236 Additional shifting elements
[0080] 238 Positioning Sensor
[0081] 250 Controller
[0082] 255 Adjustment signal
[0083] 256a, 256b, 256c adjustment mode
[0084] 257a, 257b, 257c controlled parameters
[0085] 258a, 258b, 258c parameters
[0086] 259 Select Parameters
[0087] 259a Driving conditions
[0088] 259b Automated driving functions
[0089] 259c User input
[0090] 260 Switching routine
[0091] 261 Pre-control signal
[0092] 300 Gear Shifting Process
[0093] 301a, 301b, 301c Movement segments
[0094] P Positioning
[0095] t time.
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 the following steps: - detecting (105) a position (P) of a shift element (235) of the transmission (230); - determining (110) a plurality of movement segments (301a, 301b, 301c) associated with the shifting process (300) by means of the positioning (P); - determining (120) a control mode (256a, 256b, 256c) with the aid of a movement segment (301a, 301b, 301c) corresponding to the current positioning (P); - determining (125) a regulation signal (255) while applying the regulation mode (256a, 256b, 256c); and - outputting (130) the control signal (255) for regulating the movement of the shifting element (235) by means of the control mode (256a, 256b, 256c).
2. The method (100) according to claim 1, wherein: The different adjustment modes (256a, 256b, 256c) define different controlled variables (257a, 257b, 257c).
3. The method (100) according to claim 2, wherein: The first adjustment mode (256a) sets the force as the controlled variable (257a, 257b, 257c), and the second adjustment mode (256b) sets the positioning (P) as the controlled variable (257a, 257b, 257c).
4. The method (100) according to any one of the preceding claims, wherein: The control modes (256a, 256b, 256c) are determined in such a way that the control modes (256a, 256b, 256c) that are different from one another differ due to different parameters (258a, 258b, 258c) that are different from one another.
5. The method (100) according to any one of the preceding claims, wherein: The method (100) comprises the following steps: - detecting (115) selecting parameters (259), and wherein, - determining (120) the regulation mode (256a, 256b, 256c) in dependence on the selection parameter (259).
6. The method (100) according to claim 5, wherein: The selection parameter (259) depends on the driving situation (259a), an automated driving function (259b) and / or a user input (259c).
7. The method (100) according to claim 5 or 6, wherein: The selection parameters (259) define controlled quantities (257a, 257b, 257c) and / or parameters (258a, 258b, 258c).
8. The method (100) according to any one of the preceding claims, wherein: The control signal (255) is determined taking into account a switching routine (260) for switching between mutually different control modes (256a, 256b, 256c).
9. The method (100) according to any one of the preceding claims, wherein: The control signal (255) is determined taking into account a pilot control signal (261), wherein the pilot control signal (261) is dependent on a positioning (P) within one of the movement segments (301a, 301b, 301c) and / or a movement segment (301a, 301b, 301c) adjacent to the movement segment (301a, 301b, 301c).
10. Computer program and / or computer-readable medium, comprising instructions which, when the program or instructions are executed by a computer, cause the computer to perform the method (100) and / or the steps of the method (100) according to any one of claims 1 to 9.
11. 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 9.
12. An electrically shiftable transmission (230) having a shifting element (235) and a control unit (250) according to claim 11.
13. An axle assembly (205) for a vehicle (200a), in particular a commercial vehicle (200b), wherein: The axle assembly (205) has an electrically shiftable transmission (230) according to claim 12.
14. A vehicle (200a), in particular a commercial vehicle (200b), comprising an electrically shiftable transmission (230) according to claim 12 and / or an axle assembly (205) according to claim 13.