METHOD AND CONTROL UNIT FOR RESOLVING A TOOTH-ON-TOOTH POSITION OF A POSITIVE-LOCKING SHIFTING ELEMENT OF AN AUTOMATED MANUAL TRANSMISSION

Abstract

The present invention relates to a method for resolving a tooth-on-tooth position of a positive-locking shifting element of an automated manual transmission, in which gear steps of the automated manual transmission are changed by means of a pressure-medium-actuated shift actuator. If, during a change of a gear step of the automated manual transmission, a tooth-on-tooth position occurs at the interlocking shifting element, then the control of the pressure-medium-actuated shift actuator is varied in such manner as to resolve the tooth-on-tooth position. A control unit for carrying out the method is also disclosed.

Claims

1-13. (canceled)

14. A method for resolving a tooth-on-tooth position of an interlocking shifting element of an automated manual transmission, the method comprising: changing a gear of the automated manual transmission by means of a shift actuator (10, 11, 12) that can be actuated by a pressure medium; detecting a tooth-on-tooth position at the interlocking shifting element during changing the gear; and varying control of the pressure-medium-actuated shift actuator (10, 11, 12) to reduce a pressure force acting on the tooth-on-tooth position.

15. The method according to claim 14, comprising reducing pressure in a pressure chamber (36) of the shift actuator (11) acted upon by the pressure medium in order to change the gear.

16. The method according to claim 15, comprising reducing the pressure in the pressure chamber (36) to an ambient pressure.

17. The method according to claim 14, comprising: providing a counter-pressure chamber (38) of the shift actuator (11); and increasing a pressure in the counter-pressure chamber (38).

18. The method according to claim 14, comprising: increasing a pressure in a pressure chamber (36) of the shift actuator (11) acted upon by a pressure medium in order to change the gear; and increasing a pressure in a counter-pressure chamber (38) of the shift actuator (11).

19. The method according to claim 17, comprising: determining, by a condition observer, a pressure in the counter-pressure chamber (38) to avoid shifting in a shifting direction opposite to the desired shifting direction.

20. The method according to claim 18, comprising determining, by a condition observer, a pressure in the counter-pressure chamber (38) to avoid shifting in a shifting direction opposite to a desired shifting direction.

21. The method according to claim 14, wherein varying control of the pressure-medium-actuated shift actuator includes taking into account a dead time of shifting valves (23, 27).

22. The method according to claim 14, comprising applying an external torque to the interlocking shifting element.

23. A control unit programmed to carry out the method according to claim 14.

24. The control unit of claim 23, comprising computer-executable code, that when executed by the control unit, carries out the method of claim 14.

25. An automated manual transmission comprising the control unit according to claim 23.

26. An automated manual transmission according to claim 25, wherein the automated manual transmission is in the form of a group transmission of a motor vehicle.

27. A motor vehicle comprising the automated manual transmission according to claim 26.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0024] FIG. 1: A schematic representation of an automated group transmission;

[0025] FIG. 2: A schematic representation of a shifting mechanism of the automated group transmission;

[0026] FIG. 3: A schematic representation of a pneumatic shifting cylinder;

[0027] FIG. 4: A schematic representation of a pneumatic switching valve;

[0028] FIG. 5: A structure of a condition observer;

[0029] FIG. 6: A block diagram of a possible approach for resolving a tooth-on-tooth position;

[0030] FIG. 7: A first characteristic curve shape for resolving a tooth-on-tooth position;

[0031] FIG. 8: A second characteristic curve shape for resolving a tooth-on-tooth position; and

[0032] FIG. 9: A third characteristic curve shape for resolving a tooth-on-tooth position.

[0033] FIG. 1 shows in a very schematic manner a block circuit diagram of a pneumatic shifting system of an automated manual transmission of a motor vehicle, the transmission being in the form of a group transmission.

DETAILED DESCRIPTION

[0034] FIG. 1 shows a number of pressure medium cylinders 10, 11, 12, namely a pressure medium cylinder 11 for a so-termed main group of the group transmission, a pressure cylinder 10 for a so-termed upstream group of the group transmission, and a pressure medium cylinder 12 for a so-termed downstream group of the group transmission. The upstream group is also known as the splitter and the downstream group is also known as the range group.

[0035] Each pressure medium cylinder 10, IL 12 has a respective piston 13, 14 or 15 arranged in a cylinder housing, which in the cylinder housing of the pressure medium cylinder concerned can be displaced longitudinally in order to carry out shifts in the respective group of the group transmission. Starting from a pressure adjustment space 16 of the transmission, the pressure medium cylinder 10, 11, 12 concerned can be supplied with compressed air, so for that purpose, from the said pressure adjustment space 16 compressed-air lines 17, 18 or 19, 20 or 21, 22, respectively, lead to the pressure medium cylinder 10, 11, 12 concerned. The pressure adjustment space 16 is also known as the transmission adjustment space.

[0036] In the example embodiment shown, in each case two compressed-air lines 17, 18 or 19, 20 or 21, 22 lead to each respective pressure medium cylinder 10, 11, 12 in order to supply pressure chambers of the respective pressure medium cylinder 10, 11, 12 with compressed air. In each of the compressed-air lines 17 to 22 there is arranged a respective valve 23.

[0037] The pressure adjustment space 16 can be supplied with compressed air from a reservoir container 24, also called an air pressure tank. From the storage reservoir 24 compressed-air lines 25, 26 lead toward the pressure adjustment space 16 in order to convey compressed air from the storage reservoir 24 to the pressure adjustment space, as a function of the position of valves 27 arranged in the said compressed-air lines 25, 26. The switching valves 27 connected between the storage reservoir 24 and the pressure adjustment space 16 are also called main switching valves.

[0038] A pressure sensor 28 is built into the pressure adjustment space 16, with the help of which the pressure in the pressure adjustment space 16 can be determined by measurement technology means. The pressure in the pressure adjustment space 16 is called the switching pressure. A pressure present in the air pressure tank 24 is referred to as the system pressure.

[0039] An actual switching pressure in the pressure adjustment space 16 determined by measurement technology with the help of the pressure sensor 28, can be compared with a desired target switching pressure in order, as a function of a deviation between the actual and the target switching pressures, to actuate the valve 27 so as to regulate the pressure in the pressure adjustment space 16. Besides the measurement-technological determination of the pressure in the pressure adjustment space 16, the switching pressure in the pressure adjustment space 16 can also be calculated during an on-going shifting process.

[0040] FIG. 2 shows part of a shifting mechanism 30 of the automated group transmission. The shifting mechanism 30 depicted serves to displace the shifting clutches of the main group of the group transmission. The main group is of three-stage design, with three gears G1, G2, G3 for forward driving and one gear R for reversing.

[0041] The main group of the group transmission is of countershaft design and comprises a main shaft W and two countershafts (not shown here), wherein one of the countershafts can be provided with a controllable transmission brake. Loose wheels of the gears G1, G2, G3 and R are in each case mounted to rotate on the main shaft W and can be shifted by means of associated shifting clutches. The associated fixed wheels are arranged rotationally fixed on the countershafts (not shown here).

[0042] The shifting clutches of the gears G3 and G2 and the shifting clutches of the gears G1 and R are, respectively in each case, combined in a common shifting packet S3/2 or S1/R. The main transmission is designed to be shifted without synchronization.

[0043] In this case the shifting clutches are actuated or controlled so as to engage a desired target gear G3, G2, G1, R by a control unit. The control unit can preferably be in the form of a transmission control unit. The shifting clutches can be actuated by means of the pressure medium cylinder 11. In the present case the pressure medium cylinder 11 is in the form of a pneumatic trailing cylinder. For this, the shifting mechanism 30 comprises at least two shifting forks SG1, SG2, which can be actuated by way of a shifting rail by actuating the pressure medium cylinder 11 in the axial direction in order to engage a target gear of the main group. In each case the shifting forks SG1, SG2 engage in a shifting sleeve of the shifting mechanism 30. The shifting sleeves are arranged to move axially on the main shaft W. In this case the shifting sleeves have outer teeth. When a gearshift process is carried out, the shifting sleeve concerned is brought into functional connection with a clutch body of a gearwheel or separated therefrom. The target gear can be selected by means of a selection actuator WA of the shifting mechanism. When a target gear is being engaged, a tooth-on-tooth position can occur, which prevents the engagement of the target gear. In a tooth-on-tooth position the shifting claws of the shifting sleeve and the shifting claws of the clutch body of the gearwheel are jammed against one another and rotate at the same rotation speed. Due to the jammed condition of the shifting claws of the interlocking shifting element it is then not possible to engage the target gear.

[0044] A schematic representation of the pressure medium cylinder 11 in the form of a pneumatic trailing cylinder is shown in FIG. 3. The pressure medium cylinder 11 comprises a piston rod 34 by which the pressure medium cylinder 11 is connected to the shifting rail of the shifting mechanism 30. The piston rod 34 is guided to move axially in a cylinder housing 35. A trailing piston 33 is attached to the piston rod 34. Between the trailing piston 33 and the cylinder housing 35, drag rings 31, 32 are also arranged. The drag rings 31, 32 are fitted so as to slide on the trailing piston 33. Sealing elements are arranged both between the drag rings 31, 32 and the trailing piston 33 and also between the drag rings 31, 32 and the cylinder housing 35. Thanks to this arrangement the pneumatic pressure medium cylinder 11 has a plurality of pressure chambers 36, 37, 38.

[0045] Depending on the direction of movement (+/−), the following active volumes are formed in the individual pressure chambers 36, 37, 38 of the pressure medium cylinder 11:

V.sup.±=V.sup.±.sub.0+V.sup.±.sub.s,  (1)

V.sup.+.sub.s=(s.sub.0−s)*A.sup.+,  (2)

V.sub.s.sup.−=(s.sub.0−s)*A.sup.−,  (3)

in which V.sup.± is the active volume during a gearshift, V.sup.±.sub.0 is the active volume in a central position (neutral position) of the pressure medium cylinder, V.sup.±.sub.s is the position-dependent active volume, A.sup.± is the effective piston area of the pressure chamber 36, 37, 38 concerned, s is the current shifting position and so is the shifting position that corresponds to the neutral position. The piston areas A.sup.± and the volumes in the individual pressure chambers 36, 37, 38 are design parameters and are therefore known. The piston position s is measured by a path sensor during a gearshift operation and is therefore also known. The path sensor system can be in the form of a path sensor or a position sensor, which can be arranged on the shifting mechanism 30 of the group transmission or on the pressure medium cylinder 11.

[0046] From the pneumatic gas equation the pressure variation rates {dot over (p)} in the individual pressure chambers 36, 37, 38 of the pressure medium cylinder 11, assuming a polytropic pressure build-up, are calculated as follows:

[00001]$\begin{array}{cc}{p}^{\pm }*V^{\pm }=m^{\pm }*R*T,& \left(4\right)\end{array}$$\begin{array}{cc}{\stackrel{.}{p}}^{\pm }=\frac{R.T.n}{V^{\pm }}*{\stackrel{.}{m}}^{\pm }-\frac{{\stackrel{.}{V}}^{\pm }}{V^{\pm }}*p^{\pm },& \left(5\right)\end{array}$$\begin{array}{cc}{\stackrel{.}{m}}^{\pm }=\frac{V^{\pm }}{R.T.n}*{\stackrel{.}{p}}^{\pm }+\frac{{\stackrel{.}{V}}^{\pm }}{R.T.n}*p^{\pm },& \left(6\right)\end{array}$

in which m.sup.± is the mass of the air in the respective pressure chamber, R is the specific gas constant for air, T is the absolute temperature, n is the polytropic exponent, {dot over (p)} is the pressure variation rate, p.sup.± is the pressure in the respective pressure chamber and {dot over (m)}.sup.± is the mass flow into the respective pressure chamber. The air mass flow {dot over (m)}.sup.± into the respective pressure chamber of the pressure medium cylinder 1I is controlled by the pneumatic valve 23. The valves 23 can for example be in the form of switching valves or proportional valves. In FIG. 3 the pressure medium cylinder 11 is in one of its end positions, i.e. in the automated manual transmission a gear is engaged. For this, the pressure chamber 36 is pressurized with a pressure medium and the piston rod 34 of the pressure medium cylinder 11 is pushed in the (−) movement direction. In the pressure chamber 36 there is then a position-dependent active volume V.sup.±.sub.s.

[0047] A schematic representation of a pneumatic switching valve 23 is shown in FIG. 4. The switching valve 23 is actuated electromagnetically. In the part of FIG. 4 on the left the switching valve 23 is actuated so as to fill the pressure chambers of the pressure medium cylinder 1I with pressure medium in order to shift the transmission. In this case, starting from the pressure adjustment space 16, in which there is a shifting pressure p.sub.vor, an air mass flow {dot over (m)} flows into the respective pressure chamber of the pressure medium cylinder 11, in which a corresponding pressure p.sup.± is produced. In the central part of FIG. 4 the switching valve 23 is actuated so as to vent the pressure chambers of the pressure medium cylinder 11. During this, starting from the pressure chamber of the pressure medium cylinder 11 an air mass flow {dot over (m)} is discharged to the atmosphere. The part of FIG. 4 on the right shows a throttle function of the switching valve 23. The throttle is formed by a constriction of the flow cross-section and thus acts as a local flow resistance. Since the air mass flow {dot over (m)} accumulates ahead of the cross-section restriction, a pressure difference p.sub.vor/p.sup.± is produced.

[0048] The air mass flow m− through a switching valve can be modeled as follows:

[00002]$\begin{array}{cc}\begin{array}{c}\stackrel{.}{m}=C*p_{\mathrm{vor}}*{\rho }_0*\sqrt{\frac{T_1}{T_0}}*\psi \left(p_{\mathrm{vor}},p^{\pm }\right)\mathrm{mit}\psi \left(p_{\mathrm{vor}},p^{\pm }\right)\\ =\sqrt{{\left(\frac{\frac{p^{\pm }}{p_{\mathrm{out}}}-b}{1-b}\right)}^2}\end{array}.& \left(7\right)\end{array}$

in which C is the conductance of the valve, ρ.sub.0 is the air density, T.sub.0 is the absolute temperature of the air in the normal condition, ψ(p.sub.vor, p.sup.±) is the outflow function, b is the critical pressure ratio of the valve, p.sub.vor, is the air pressure ahead of the throttle and p.sup.± is the air pressure after the throttle.

[0049] With the help of equations (6) and (7) the valve parameters C and b can be determined. To determine the valve parameters the pressures p.sup.± and p.sub.1 must be measurable. These valve parameters are necessary for the model-based detection and resolution of tooth-on-tooth positions. A movement of the piston of the pressure medium cylinder 11 can be modeled, preferably according to the following formulae:

m*{umlaut over (s)}=(p.sup.±−p.sub.0)*A.sup.−−(p.sub.vor−p.sub.0)*A.sup.+−F.sub.ext,  (8)

m*{umlaut over (s)}=F−F.sub.ext  (9)

in which m is the mass of the piston, ŝ is the acceleration of the piston, p.sub.0 is the atmospheric air pressure, F.sub.ext is the sum of all the external forces acting on the piston, such as friction forces, and F is the force applied by the piston.

[0050] In model-based approaches to the recognition of tooth-on-tooth positions, information about the behavior of the model can be used to good advantage. In this, the movement of the piston of the pressure medium cylinder 11, described by the mathematical equations derived above, is simulated in real time. At the same time the simulated values are compared with the actually measured values. If there are deviations between the simulated values and the measured values, then the model behavior is corrected in such manner that the error converges. A simulation model corrected in real time with measured values is also called an observer. A general structure of such as observer is shown in FIG. 5, in which the observer is pictured as a linear condition observer. In this the transmission as a reference system is indexed 39, while the observer is indexed 40.

[0051] In the observer design a quality function can be minimized by virtue of an infinite time horizon, preferably in accordance with the following formula:

J(t)=½∫′.sub.t=0(x.sup.T(t)*Q*x(t)+r*e.sup.2(t))  (10)

in which Q is a symmetrical, positive definite weighting matrix and r is a positive scalar magnitude.

[0052] The optimization problem formulated in equation (10) requires the solution of the following algebraic Riccati equation, from which the optimal observer reinforcement can be calculated:

P*A.sup.T+A*P−P*c.sup.T*r.sup.−1*c*P+Q=0  (11)

l=−r.sup.−1*P*c.sup.T  (12)

[0053] The advantage of a linear condition observer is in particular that in addition to the system outlet it can also estimate further condition magnitudes. Since in the present method for detecting a tooth-on-tooth position only the position of the piston of the pressure medium cylinder 11 is measured, other conditions such as the speed of the piston or the piston force can be estimated by the observer.

[0054] In a tooth-on-tooth position shifting claws of the shifting element of interlocking design are jammed against one another and are therefore frictionally connected with one another. The maximum torque that can be transmitted by the frictional connection can be determined approximately from the following equation:

M.sub.max=F*μ.sub.R*r

in which F is the pressure force, μ.sub.R is the coefficient of friction, r is the mean friction radius and M.sub.max is the maximum torque that can be transmitted.

[0055] The tooth-on-tooth position can be resolved if the torque that can be transmitted falls below the maximum, when a static friction between the shifting claws of the interlocking shifting element is overcome. Thereby a relative rotation between the shifting claws of the interlocking shifting element allows the shifting claws to slip, which can ultimately result in meshing of the shifting claws.

[0056] FIG. 6 shows a block diagram with possible approaches for resolving a tooth-on-tooth position. If in a block S1 a tooth-on-tooth position is detected while changing a gear of the automated manual transmission, in a block S2 the shifting process can be re-initiated. For this a pressure in the pressurized pressure chamber 36 of the pressure medium cylinder 11 is reduced, whereby the torque that can be transmitted by the tooth-on-tooth position becomes zero and a static friction between the shifting claws of the interlocking shifting element can be overcome in a block S3. Thereafter, the pressure in the pressure chamber 36 of the pressure medium cylinder 11 is increased again in order to engage the gear of the automated manual transmission.

[0057] Starting from the block S1, to resolve the tooth-on-tooth position it can be provided in a block S4 that the maximum transmissible torque M.sub.max at the tooth-on-tooth position is overcome. For this, starting from the block S4 the system progresses to a block S8 in which an external torque is applied to the interlocking shifting element, by which the tooth-on-tooth position is resolved. Starting from the block S4, in a block S5 the tooth-on-tooth position can be resolved by reducing the pressure force existing at the tooth-on-tooth position. For this, in a block S6 a pressure in the pressurized pressure chamber 36 of the pressure medium cylinder 11 can be reduced or in a block S7 a pressure in a counter-pressure chamber 38 can be increased. In addition to the pressure adaptation in block S6 or block S7, the tooth-on-tooth position can be resolved by applying an external torque to the interlocking shifting element.

[0058] FIG. 7 shows a first characteristic curve shape for resolving a tooth-on-tooth position. At time t0 it is detected that a gear should be engaged in the automated manual transmission. For this a switching valve 23 is actuated in order to fill a pressure chamber 36 of the pressure medium cylinder 11 with compressed air so as to shift the transmission. Starting from a neutral position s.sub.0 of the pressure medium cylinder 11, after the end of a dead time t.sub.t of the switching valve, at time t1 the pressure chamber 36 of the pressure medium cylinder 11 is pressurized with compressed air in order to engage a target gear. At time t2 a tooth-on-tooth position occurs at the interlocking shifting element. After the lapse of a detection time t.sub.D, for example of 40 ms, the tooth-on-tooth position is recognized. After the lapse of an optional waiting time t.sub.W during which the system waits to see whether the tooth-on-tooth position resolves itself, at time t3 the switching valve 23 is deactivated, whereby after the lapse of a dead time t, the pressure chamber 36 of the pressure medium cylinder 11 is vented at time t4. The optional waiting time t.sub.W can for example be 50 ms. During a time period t.sub.A the pressure in the pressure chamber 36 is reduced in order to resolve the tooth-on-tooth position until at time t5 it has fallen to the level of the ambient pressure. After the tooth-on-tooth position has been resolved, the pressure chamber 36 of the pressure medium cylinder 11 is re-pressurized with compressed air in order to complete the shifting process. When the gear has been engaged, the pressure medium cylinder 11 is in its end position s.sup.−. The shifting pressure p.sub.vor in the pressure adjustment space 16 is constant during the shifting process, and in this case is around 8 bar.

[0059] FIG. 8 shows a second characteristic curve shape for resolving a tooth-on-tooth position. At time t0 it is detected that a gear should be engaged in the automated manual transmission. For this a switching valve 23 is activated in order to fill a pressure chamber 36 of the pressure medium cylinder 11 with pressure medium so as to shift the transmission. Starting from a neutral position s.sub.0 of the pressure medium cylinder 11, after a dead time t.sub.t of the switching valve 23, at time t1 the pressure chamber 36 of the pressure medium cylinder 11 is pressurized with compressed air in order to engage a target gear. At time t2 a tooth-on-tooth position occurs at the interlocking shifting element. The tooth-on-tooth position is recognized after the lapse of a detection time t.sub.D for example of 35 ms. After the lapse of an optional waiting time t.sub.W during which the system waits to see whether the tooth-on-tooth position resolves itself, at time t3 a switching valve 23 is activated, whereby after the lapse of a dead time t.sub.t the counter-pressure chamber 38 of the pressure medium cylinder 11 is filled with compressed air at time t4. The optional waiting time t.sub.W can for example be 50 ms. During a time period t.sub.A the pressure in the counter-pressure chamber 38 is increased to resolve the tooth-on-tooth position, whereby the pressure force at the tooth-on-tooth position decreases. At time t5 the tooth-on-tooth position at the interlocking shifting element is resolved and the pressure in the counter-pressure chamber 38 is reduced again. When the gear has been engaged the pressure medium cylinder 11 is at its end position s.sup.−. The shifting pressure p.sub.vor in the pressure adjustment space 16 is constant during the shifting process and is around 8 bar.

[0060] FIG. 9 shows a further characteristic curve shape for resolving a tooth-on-tooth position. This characteristic curve shape differs from the characteristic curve shapes shown in FIGS. 7 and 8, among other things in that the shifting pressure p.sub.vor in the pressure adjustment space 16 is not kept constant during the course of the gearshift. Rather, in this shifting sequence only the compressed air which is present in the pressure adjustment space 16 is available for engaging the new gear.

[0061] At time t0 it is detected that a gear should be engaged in the automated manual transmission. For this, a switching valve 23 is activated in order to fill a pressure chamber 36 of the pressure medium cylinder 11 with pressure medium so as to shift the transmission. Starting from a neutral position s.sub.0 of the pressure medium cylinder 11, after a dead time t.sub.t of the switching valve, at time t1 the pressure chamber 36 of the pressure medium cylinder 11 is pressurized with compressed air in order to engage a target gear. Since in this case only the compressed air present in the pressure adjustment space 16 is available for engaging the new gear, the shifting pressure p.sub.vor in the pressure adjustment space 16 decreases, while the pressure chamber 36 of the pressure medium cylinder 11 is filled with compressed air. Then, the shifting pressure p.sub.vor in the pressure adjustment space 16 is, for example, at a pressure level of approximately 6 bar. At time t2, a tooth-on-tooth position occurs at the interlocking shifting element. After the lapse of a detection time t.sub.D for example of 35 ms, the tooth-on-tooth position is recognized. After the lapse of an optional waiting time t.sub.W to see whether the tooth-on-tooth position resolves itself, at time t3 a switching valve 23 is activated by which, after a dead time t.sub.t, the counter-pressure chamber 38 of the pressure medium cylinder 11 is filled with compressed air. At time t3 a switching valve 27 is also activated to regulate the shifting pressure p.sub.vor in the pressure adjustment space 16. Then, compressed air flows from the pressure tank 24 into the pressure adjustment space 16 until the shifting pressure p.sub.vor in the pressure adjustment space 16 is restored to 8 bar again. If a tooth-on-tooth position is recognized, then during a time period t.sub.A for example of 20 ms both the pressure chamber 36 and the counter-pressure chamber 38 are filled with compressed air, in order to resolve the tooth-on-tooth position. Owing to the different active areas of the piston of the pressure medium cylinder, the resulting force of the piston and thus the pressure force on the tooth-on-tooth position decreases. At time t5 the tooth-on-tooth position at the interlocking shifting element is resolved and the pressure in the counter-pressure chamber 38 is reduced again. When the gear is engaged the pressure medium cylinder 11 is at its end position s.sup.−. The optional waiting time t.sub.W can for example be 50 ms.

[0062] The proposed methods for resolving tooth-on-tooth positions in an automated manual transmission are very effective and require both little memory space and little computation effort, since no complex characteristics are needed.

INDEXES

[0063] 10 Pressure medium cylinder/Shift actuator [0064] 11 Pressure medium cylinder/Shift actuator [0065] 12 Pressure medium cylinder/Shift actuator [0066] 13 Piston [0067] 14 Piston [0068] 15 Piston [0069] 16 Pressure adjustment space [0070] 17 Pressure medium line [0071] 18 Pressure medium line [0072] 19 Pressure medium line [0073] 20 Pressure medium line [0074] 21 Pressure medium line [0075] 22 Pressure medium line [0076] 23 Valve [0077] 24 Storage container [0078] 25 Pressure medium line [0079] 26 Pressure medium line [0080] 27 Valve [0081] 28 Pressure sensor [0082] 30 Shifting mechanism [0083] 31 Drag ring [0084] 32 Drag ring [0085] 33 Trailing piston [0086] 34 Piston rod [0087] 35 Cylinder housing [0088] 36 Pressure chamber [0089] 37 Pressure chamber [0090] 38 Pressure chamber [0091] 39 Transmission as a reference system [0092] 40 Observer [0093] SG1 First shifting fork [0094] SG2 Second shifting fork [0095] WA Selection actuator [0096] G1 (First) gear step (HG) [0097] G2 Second gear step (HG) [0098] G3 Third gear step (HG) [0099] R Reversing gear (HG) [0100] S1/R Shifting packet (HG) [0101] S3/2 Shifting packet (HG) [0102] W Main shaft (HG)