METHOD AND CONTROL APPARATUS FOR OPERATING A POSITIVE SHIFT ELEMENT OF A TRANSMISSION OF A VEHICLE, TRANSMISSION AND VEHICLE

Abstract

Disclosed is a method for operating an interlocking shifting element of a transmission of a vehicle, the interlocking shifting element having shifting element halves which can be moved relative to one another when opening and closing the interlocking shifting element. An electric actuator is arranged to about the relative movement between the shifting element halves when the interlocking shifting element is opened and/or closed. After recognizing a tooth-on-tooth position in the interlocking shifting element, a target torque to be applied at the transmission input is determined as a function of an electric current strength through the electric actuator of the interlocking shifting element, where the target torque is sufficient to resolve the tooth-on-tooth position in the interlocking shifting element.

Claims

1-9. (canceled)

10. A method for operating an interlocking shifting element (5) of a transmission (3) of a vehicle, wherein the interlocking shifting element (5) comprises shifting element halves (5a, 5b) configured to be moved relative to one another when opening and closing the interlocking shifting element (5), and wherein an electric actuator (6) is configured and arranged to bring about the relative movement between the shifting element halves (5a, 5b) when opening or closing the interlocking shifting element (5), the method comprising: recognizing a tooth-on-tooth position in the interlocking shifting element (5); and determining, as a function of an electric current strength through the electric actuator (6), a target torque to be applied at a transmission input of the transmission (3) sufficient to resolve the tooth-on-tooth position in the interlocking shifting element (5).

11. The method according to claim 10, wherein the vehicle comprises a drive unit, the method further comprising: controlling the drive unit to deliver the target torque at the transmission input to resolve the tooth-on-tooth position in the interlocking shifting element (5).

12. The method according to claim 11, wherein the drive unit comprises an electric machine.

13. The method according to claim 10, wherein determining the target torque is performed according to the following equation: $M_{\mathrm{SOLL}}=\frac{K_M*I_A}{r_S}*{?}_Z*r_Z+M_0$ wherein M.sub.SOLL is the target torque, I.sub.A is the electric current strength of the electric actuator, K.sub.M is a proportionality constant, r.sub.S is a radius of a spindle of the electric actuator, ?.sub.Z is a coefficient of friction valid for the transmission, r.sub.Z is a friction radius of the transmission valid for the interlocking shifting element, M.sub.0 is a torque to be transmitted by the interlocking shifting element.

14. The method according to claim 10, wherein recognizing the tooth-on-tooth position is performed as a function of the electric current strength through the electric actuator (6).

15. The method according to claim 14, wherein recognizing the tooth-on-tooth position comprises: activating, by the electric actuator (6), the interlocking shifting element; recognizing, before a lapse of a pre-defined time interval since a beginning of activating the interlocking shifting element (5) by the electric actuator (6), that the electric current strength in the electric actuator (6) is greater than a limit value; and determining a shifting position of the interlocking shifting element (5) to be the tooth-on-tooth position of the interlocking shifting element (5) based at least in part on the electric current strength being greater than the limit value.

16. A control unit (7) of a vehicle transmission, wherein the control unit is configured to (i) bring about opening and/or closing of an interlocking shifting element (5) by activating an electric actuator (6) to produce a relative movement between shifting element halves (5a, 5b) of the interlocking shifting element (5); (ii) recognize a tooth-on-tooth position in the interlocking shifting element (5); and (iii) determine, as a function of an electric current strength in the electric actuator (6), a target torque to be provided at a transmission input of the transmission (3) sufficient to resolve the tooth-on-tooth position in the interlocking shifting element (5).

17. The control unit according to claim 16, wherein the control unit (8) is configured to automatically carry out the method of claim 1.

18. A transmission (3) of a vehicle, comprising the control unit of claim 16.

19. A vehicle comprising a transmission the control unit of claim 16.

20. The vehicle of claim 19, wherein the vehicle is an electric vehicle.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Preferred further developments will be apparent in light of the disclosure, including the figures. Example embodiments of the invention, to which it is not limited, are explained in greater detail with reference to the drawing, which shows:

[0020] FIG. 1: A block diagram of a drivetrain scheme of a vehicle in the form of an electric vehicle: and

[0021] FIG. 2: A more detailed example of a drivetrain scheme of a vehicle in the form of an electric vehicle.

DETAILED DESCRIPTION

[0022] FIG. 1 shows, very schematically, a drivetrain 1 of an electric vehicle. The drivetrain 1 comprises an electric machine 2 and a transmission 3 connected between the electric machine 2 and a drive output 4.

[0023] The transmission 3 transforms rotation speeds and torques and transmits the traction force generated by the electric machine 2 to the drive output 4.

[0024] The transmission 3 comprises as a shifting element an interlocking shifting element 5. Of the interlocking shifting element 5, two shifting element halves 5a, 5b are shown, which are moved relative to one another when the interlocking shifting element 5 is opened and closed. This relative movement between the shifting element halves 5a, 5b of the interlocking shifting element 5 when the interlocking shifting element 5 is opened and/or closed, is brought about by an electric actuator 6.

[0025] FIG. 1 also shows a transmission control unit 7 and a motor control unit 8.

[0026] The transmission control unit 7 controls and/or regulates the operation of the transmission 3, and for that purpose exchanges data with the transmission 3. The motor control unit 8 controls and/or regulates the operation of the electric machine 2 and for that purpose exchanges data with the electric machine 2. Furthermore, the motor control unit 8 and the transmission control unit 7 exchange data with one another.

[0027] FIG. 2 visualizes an example embodiment of the transmission 3 of a motor vehicle in the form of an electric vehicle, which is connected between the electric machine 2 that serves as the drive unit and the drive output 4. Of the drive output 4, two driven wheels 4a, 4b of a driven axle of the drive output 4 are shown.

[0028] The transmission 3 of FIG. 2 comprises three planetary gearsets 9, 10, and 11. Of the planetary gearsets 9, 10, and 11, respective sun gears 9a, 10a, 11a, ring gears 9b, 10b, 11b, planetary gearwheels 9c, 10c, 11c and webs 9d, 10d, 11d are shown. In FIG. 2 the electric machine 2, serving as the drive unit, engages with the ring gear 9b of the planetary gearset 9. The drive output 4 is coupled to the web 11d of the planetary gearset 11.

[0029] The transmission 3 can be shifted so as to provide various gears and thus various gear ratios. The interlocking shifting element 5 serves for the shifting.

[0030] In the shifting position shown in FIG. 2, the interlocking shifting element 5 of the transmission 3 couples the ring gear 10b of the planetary gearset 10 to the sun gear 11a of the planetary gearset 11.

[0031] In a shifting position different from the above, the interlocking shifting element 5 of the transmission 3 couples the sun gear 10a of the planetary gearset 10 to the web 11d of the planetary gearset 11.

[0032] In the interlocking shifting element 5, a so-termed tooth-on-tooth position can occur, the result of which is that the interlocking shifting element 5 cannot be properly closed. The invention now relates to such details as will serve to resolve, and in an advantageous further development also to recognize a tooth-on-tooth position in the interlocking shifting element 5.

[0033] When a tooth-on-tooth position occurs in the interlocking shifting element 5, then as a function of an electric current strength in the electric actuator 6 of the interlocking shifting element 5, a target torque is determined, which is required at the transmission input of the transmission 3 in order to resolve the tooth-on-tooth position in the interlocking shifting element 5, i.e., which, in order to resolve the tooth-on-tooth position, should be provided at the transmission input of the transmission 3 by the electric machine 2.

[0034] The electric machine 2 of the motor vehicle is then activated to provide the said target torque, in order to deliver the previously determined target torque at the transmission input of the transmission 3 and so to resolve the tooth-on-tooth position in the interlocking shifting element 5.

[0035] Preferably the target torque required for resolving the tooth-on-tooth position in the interlocking shifting element 5 is determined by computation, as follows:

[00002]$M_{\mathrm{SOLL}}=\frac{K_M*I_A}{r_S}*{?}_Z*r_Z+M_0$ [0036] in which [0037] M.sub.SOLL is the target torque, [0038] I.sub.A is the electric current strength of the electric actuator, [0039] K.sub.M is a proportionality constant, [0040] r.sub.S is a radius of a spindle of the electric actuator, [0041] ?.sub.Z is a coefficient of friction valid for the transmission, [0042] r.sub.Z is a friction radius of the transmission valid for the interlocking shifting element, [0043] and M.sub.0 is a torque to be transmitted by the interlocking shifting element.

[0044] The frictional coefficient ?.sub.Z of the transmission 3 valid for the interlocking shifting element 5, the friction radius r.sub.Z of the transmission valid for the interlocking shifting element, the radius r.sub.S of the spindle of the electric actuator 6 and the proportionality constant K.sub.M are in each case constant parameters predetermined by the control system. The torque M.sub.0 to be transmitted by the interlocking shifting element is known by the control system.

[00003]$\frac{K_M*I_A}{r_S}$

in the above equation corresponds to the contact pressure exerted by the electric actuator 6 on a sliding sleeve of the interlocking shifting element 5 as a result of the electric current strength in the electric actuator.

[0045] Accordingly, if an interlocking shifting element 5 is acted upon by a torque M.sub.0 applied by the electric actuator 6 to the interlocking shifting element 5, and if thereby a tooth-on-tooth position is formed in the latter, then as a function of the electric current strength in the electric actuator a torque offset can be determined, which the electric machine 2 must provide at the input to the transmission 3 in addition to the torque M.sub.0 in any case applied to the interlocking shifting element 5. Depending on whether the transmission 3, which comprises the interlocking shifting element 5, is being operated in the traction mode or in the overdrive mode of the vehicle, this torque offset that depends on the electric current strength in the electric actuator 6 can be positive or negative.

[0046] Preferably, as a function of the electric current strength in the actuator 6, it is possible to determine not only the target torque required at the transmission input for resolving a tooth-on-tooth position, but rather, as a function of the electric current strength in the actuator 6, it is also determined whether there is a tooth-on-tooth position in the interlocking shifting element 5.

[0047] This can be done in that when the electric actuator 6 begins activating a shifting element 5, a timer is started and the time that has passed since the activation of the interlocking shifting element 5 by the electric actuator 6 begins is determined. In addition, the electric current strength through the electric actuator 6 is determined. If it is recognized that the electric current strength through the electric actuator 6 is or will be larger than a limit value predetermined by the control system before the lapse of a defined time interval predetermined by the control system since the beginning of the activation of the interlocking shifting element 5 by the electric actuator 6, then it is concluded that a tooth-on-tooth position in the interlocking shifting element 5 has occurred.

[0048] So, depending on the electric current strength in the electric actuator 6, on the one hand, it can be concluded that there is a tooth-on-tooth position in the interlocking shifting element 5 and, in addition, as a function of the electric current strength, that target torque can be reliably determined which must be applied at the transmission input in order to resolve the tooth-on-tooth position in the interlocking shifting element 5.

[0049] The invention further relates to a control unit designed to carry out the method according to the invention automatically by control means. The control unit is, in particular, the transmission control unit 7. The control unit is an electronic control unit comprising hardware means and software means for implementing the method according to the invention.

[0050] The hardware means include data interfaces for exchanging data with the assemblies involved in carrying out the method according to the invention, such as the electric actuator 6 and the motor control unit 8. In addition, the hardware means include a processor for data processing and a memory for data storage. The software means include program modules implemented in the control unit for carrying out the method according to the invention.

[0051] As already mentioned, the control unit according to the invention is designed to carry out the method according to the invention. Thus, the control unit is designed, if a tooth-on-tooth position is recognized at the interlocking shifting element 5, to determine as a function of the electric current strength in the electric actuator 6 the target torque that must be applied at the transmission input of the transmission 3 in order to resolve the tooth-on-tooth position. Furthermore, the control unit is designed, depending on the said target torque, to control the electric machine 2 either directly or indirectly by way of the control unit 8.

[0052] Moreover, the invention relates to a transmission 3 of a vehicle comprising such a control unit, and to a vehicle having such a transmission 3. the said vehicle being in particular an electric vehicle.

INDEXES

[0053] 1 Drivetrain [0054] 2 Electric machine [0055] 3 Transmission [0056] 4 Drive output [0057] 4a Wheel [0058] 4b Wheel [0059] 5 Interlocking shifting element [0060] 5a Shifting element half [0061] 5b Shifting element half [0062] 6 Electric actuator [0063] 7 Transmission control unit [0064] 8 Motor control unit [0065] 9 Planetary gearset [0066] 9a Sun gear [0067] 9b Ring gear [0068] 9c Planetary gearwheel [0069] 9d Web [0070] 10 Planetary gearset [0071] 10a Sun gear [0072] 10b Ring gear [0073] 10c Planetary gearwheel [0074] 10d Web [0075] 11 Planetary gearset [0076] 11a Sun gear [0077] 11b Ring gear [0078] 11c Planetary gearwheel [0079] 11d Web