• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    SUMMARY Method (300) and control unit (115) for controlling a gearbox (113) in a vehicle (100). The gearbox (113) is of the Automated Manual Transmission (AMT) type gearbox and comprises a split gearbox (210) and a main gearbox (220). The method (300) comprises detecting a swapping request. Furthermore, the method (300) comprises loading the split shaft (210) and the main shaft (220) in neutral. The method (300) also includes determining a first milling speed for an input shaft (112) to the gearbox (113) and determining a second milling speed for a side shaft (230) for the gearbox (113). The method (300) also includes synchronizing the input shaft (112) with the first milling speed and synchronizing the side shaft (230) with the second milling speed in parallel. The method (300) further comprises taxiing to the requested gear, when the input shaft (112) is synchronized with the first milling speed and the side shaft (230) is synchronized with the second milling speed.
    公开号:SE1351332A1
    申请号:SE1351332
    申请日:2013-11-12
    公开日:2015-05-13
    发明作者:Anders Kjell；Jonas Udd
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD This document describes a procedure for shifting in a vehicle and a control unit in the vehicle. More specifically, the shifting of an Automated Manual Transmission (AMT) gearbox in a vehicle where synchronization is made of a main gear and a split gear which is included in the gearbox is described.
    BACKGROUND 1 When changing gear in a vehicle, the vehicle's driveline is in a torque-free state during shifting. The vehicle is thus not driven forward by the engine during the period of time that the shift is completed, but rolls further in the direction of travel as a result of moments of inertia.
    In this context, vehicles refer to, for example, lorries, lorries, flatbed trucks, transport vehicles, wheel loaders, buses, SUVs, tracked vehicles, tanks, quad bikes, passenger cars or other similar motorized or unmanned means of transport, adapted for land-based geographical movement.
    The shifting in such a vehicle is often caused by a control system-controlled shifting of "manual", stepped gearboxes, also called AMT (Automated Manual Transmission), e.g. due to the fact that these are significantly cheaper to produce, but also due to their higher efficiency, compared to traditional automatic gearboxes. They also have lower weight. When it comes to heavy vehicles that are mostly used for road / motor vehicle use, therefore, automatically shifted AMT gearboxes are usually used. Such gearboxes often include three parts: split gearbox, main gearbox and range gearbox, which cooperate with each other. When shifting, the main lacia is loaded in neutral, then split and / or range gears are shifted from hog to lag or vice versa. Then the new gear in the main barn can be put in. This means that the gearing process takes time and the vehicle's speed therefore decreases during the gearing process.
    The vehicle's torque loss during shifting can be responsible for the vehicle and its driver, perhaps especially when shifting under slightly heavier conditions, such as when transporting in a bumpy uphill slope at low speed and with a heavy load. As the engine during the shifting process lacks traction in the correction, the vehicle therefore loses speed quickly due to the combination of uphill and heavy loads.
    This can be a particular problem when corning in a mine, where heavy loads and uphill slopes often occur in combination with substandard roofs that limit speed. If the wax 2 ordaan tries to wax up, the new, higher wax can get a reduced speed after the waxing, as a result of the slow vehicle speed, which in turn causes the engine to generate such a slow moment that the vehicle does not have the strength and clams the engine to stop. Alternatively, to counteract this, the gearbox may soon wax down, which, however, leads to a further momentous state and thus a slow vehicle speed. As a result, the vehicle increases speed, which leads to delayed transport out of the mine. By getting out of step with other vehicles, a cow formation can be created, which further slows down the transport speed, not only for one's own vehicle but also for other vehicles behind. 10 Also in other cross situations, the lack of driving during shifting can be problematic for the vehicle and its driver, as in Miming with a loaded timber truck on a muddy, bumpy and / or slippery road. Another example is at Miming by bus, where the shifting due to the fact that passengers may get up in the vehicle must be done extra carefully to avoid sudden jerks during the shifting, which can cause passengers to lose their balance or get hit. Through such extra careful taxiing, the waxing time is further increased, which leads to a slow speed of the vehicle.
    It can be stated that much remains to be done to improve the shifting of a vehicle with AMT gearboxes, especially for vehicles such as Icor during response and / or unpredictable cross conditions.
    SUMMARY It is therefore an object of this invention to be able to solve at least some of the above problems and improve the procedure of taxiing in a vehicle with AMT gearbox and thereby achieve an improvement of the vehicle.
    According to a first aspect of the invention, this charging is achieved by a method in a control unit for controlling a gearbox in a vehicle. The gearbox is of the Automated Manual Transmission (AMT) type gearbox and includes a split gearbox and a main gearbox. The procedure involves detecting a waxing request. Furthermore, the method comprises loading split wax and main wax into neutralidge. The method also includes determining a first milling speed for an input shaft to the gearbox and determining a second milling speed for a side shaft of the gearbox. The method also includes synchronizing the input shaft with the first milling speed and synchronizing the side shaft with the second milling speed. Furthermore, the method comprises also taxiing to the requested gear, when the input shaft is synchronized with the first milling speed and the side shaft is synchronized with the second milling speed. According to a second aspect of the invention, this grinding is achieved by a control unit arranged to control the shifting of an AMT gearbox in a vehicle. This gearbox includes a split gear and a main gear. The control unit comprises a processor circuit, arranged to detect a shifting gear and also arranged to load the split shaft and main shaft in neutral. Furthermore, the processor circuit is also arranged to determine a first milling speed for an input shaft of the gearbox and arranged to determine a second milling speed for a side shaft of the gearbox. The processor circuit is further arranged to synchronize the input shaft with the first milling speed and to synchronize the side shaft with the second milling speed. In addition, the processor circuit is arranged to shift to the requested gear, as the input shaft is synchronized with the first milling speed and the side shaft is synchronized with the second milling speed. Furthermore, the processor circuit is also arranged to generate a control signal for performing shifting to the requested shift.
    By placing both split shaft and main shaft in neutral and synchronizing their speeds simultaneously with each other, for example by braking the rotational speed of the input shaft with an input shaft brake and / or braking the rotational speed of the side shaft with a side shaft brake, or a sync, you can synchronize on the main shaft and the split shaft simultaneously, or in parallel. Thus, the switching time can be shortened compared to the sequential synchronization that Ors according to prior art. This improves the shifting performance of the gearbox and the vehicle.
    Other advantages and additional features will become apparent from the following detailed description.
    LIST OF FIGURES Embodiments of the invention will now be described in further detail with reference to the accompanying figures, which illustrate various exemplary embodiments: Figure 1 Illustrates a scenario with a vehicle according to an embodiment.
    Figure 1 Illustrates an example of a vehicle according to an embodiment.
    Figure 2 Illustrates a gearbox according to an embodiment.
    Figure 2 Illustrates an axle brake according to an embodiment.
    Figure 2Cillustrates an axle brake according to an embodiment. Figure illustrates a gearbox according to an embodiment.
    Figure 3 is a flow chart illustrating an embodiment of the invention.
    Figure 4 is an illustration of a control unit according to an embodiment of the invention.
    DETAILED DESCRIPTION Embodiments of the invention comprise a method and a control unit, which can be realized according to any of the examples described below. However, this invention can be practiced in many different forms and should not be construed as limited by the embodiments described herein, which are instead intended to illustrate and obscure various aspects.
    Additional aspects and features of the invention may become apparent from the following detailed description which are taken into consideration in connection with the accompanying figures. However, the figures are to be considered only as examples of different embodiments of the invention and should not be construed as limiting the invention, which is limited only by the appended claims. Furthermore, the figures are not necessarily to scale, and unless otherwise specifically indicated, are intended to illustrate conceptually aspects of the invention.
    Figure 1A shows a vehicle 100, adapted for taxiing and motorized driving in, inter alia, a first direction of travel 105. For example, but not necessarily, the vehicle 100 may be an accelerating truck, a bus like Icor on a hill or a timber truck on a forest road. , to name just a few arbitrary examples.
    Figure 1B schematically shows a driveline in the vehicle 100 according to an embodiment of the present invention. The driveline comprises an internal combustion engine 110, which is connected via an axle emanating on the internal combustion engine 110, for example via a flywheel, to an input shaft 112 of a gearbox 113 via a clutch 114. A sensor 111 may be specially arranged to read the speed of the internal combustion engine. on the output shaft. Such a sensor 111 can also be called a speed feeder. The gearbox 113 consists of an automated manual gearbox, commonly referred to as the AMT gearbox. All references in this description to "geared", or "vehicle gear", refer to such an AMT gearbox.
    The coupling 114 may, for example, be an automatically controlled coupling which may be, for example, of the dry lamella type. The engagement of the friction element (lamella) with the flywheel on the output shaft of the motor can be controlled by means of a pressure plate, which can be displaceable laterally by means of, for example, a sea arm, the function of which can be controlled by a clutch actuator. The action of the clutch actuator on the offshore arm is in turn controlled by the vehicle's clutch control system via a control unit 115. The control unit 115 also controls the gearbox 113 and the gear selection in this by a control algorithm. The control algorithm that controls the vehicle's gearbox 113 is affected by one or more parameters, which may be driver-dependent, indirect driver-dependent or driver-independent, such as vehicle inclination, vehicle weight, vehicle type, ride comfort, accelerator pedal position, accelerator pedal change or engine speed, engine speed and performance selection; to now only name a few, according to different embodiments. One or more such parameters thus control the gear selection in the AMT gearbox 113. For example, when the control unit 115 reads the current speed via the sensor 111 and finds that the unloaded speed exceeds a fixed gearing point for a higher gear, a gearing request 10 can be generated by the control unit 115 and sent to AMT gearbox 113 to load the right gearbox.
    The vehicle 100 also comprises drive shafts 116, 117, which are connected to the drive wheels 118, 119 of the vehicle, and which are driven by a shaft 1 emanating from the gearbox 113 via a shaft shaft 121, such as, for example, a differential shaft. The vehicle 100 schematically shown in Figure 1B comprises only two drive wheels 118, 119, but embodiments of the invention are also applicable to vehicles with a plurality of drive axles provided with one or a plurality of drive wheels.
    The vehicle 100 may further have a service braking system, which may comprise, for example, brake discs 122-1 with associated brake pads (not shown) arranged next to the wheels 118, 119. The abutment pressure of the brake pads against the brake discs 122-125 is generated by the vehicle control system, e.g. with the aid of the control unit 115, which may be arranged to send signals to the regulator (s) which regulate braking force in the service braking system, when the driver depresses a braking pedal, when for example an emergency braking system sends a braking request or when other salt indicates the vehicle 100 is wanted.
    The vehicle 100 also comprises a driver's cab in which, in the usual manner, a driver's environment is arranged with instruments, control controls, etc. This driver's environment may also comprise a screen 1 for presenting information to the driver of the vehicle. For example, information related to the vehicle's shifting can be presented there according to certain embodiments, such as a shifting schedule, or a text / image that informs the loaded gear and / or shifting interval for loaded gear.
    The control system in the vehicle 100 may be a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers / controllers, and various components located on the vehicle 100. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit. Likewise, a control unit can be arranged to be responsible for several functions.
    The control unit 115 is in its fur arranged to communicate partly with other units, in order to receive signals and the food value and possibly also trigger a supply, for instance at a certain time interval. Furthermore, the control unit 115 is arranged to communicate, for example, via the communication bus of the vehicle, which can be constituted by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or flag other bus configuration.
    The control unit 115 can 5x / en, or alternatively, be arranged for wireless communication over a wireless interface according to certain embodiments. The wireless interface can be based on radio transmitters based on wireless communication technology such as 3rd Generation Partnership Project (3GPP) Long Term Evolution (LTE), LTE-Advanced, Evolved Universal Terrestrial Radio Access Network (E-UTRAN), Universal Mobile Telecommunications System (UMTS) ), Global System for Mobile Communications / Enhanced Data rate for GSM Evolution (GSM / EDGE), Wideband Code Division Multiple Access (WCDMA), World-Wide Interoperability for Microwave Access (WiMax), Wireless Local Area Network (WLAN) Ultra Mobile Broadband (UMB), Bluetooth (BT), Near Field Communication (NFC) or infrared sanders to name just a few conceivable examples of wireless communication.
    For the sake of simplicity, as shown above in Figure 1B, only one control unit 115 is shown, where functions for a plurality of different control functions have been collected, such as control of the AMT gearbox 113, but the vehicle 100 may in other embodiments include a plurality of control units on which different control functions may be distributed. .
    Figure 2A schematically shows an AMT gearbox 113 in the vehicle 100. The AMT gearbox 113 comprises a split shaft 2 and a main gearbox 220. Furthermore, the AMT gearbox 113 comprises a range gear (not shown) which can be constituted by a planetary gear. Adjacent to the split shaft 210 is a side shaft 230. On the input shaft 112 coming from the motor 110, in some embodiments an input shaft brake 2 may be located. Examples of such a shaft brake 240 are shown in more detail in Figure 2B and Figure 2C. The axle brake 240 is arranged to synchronize, ie. brake the input shaft 112 towards a first milling speed, which is lower than the existing speed. The first milling speed may, for example, be associated with the habit requested by the control unit 115 together with the shifting cup. The shifting to a requested split shaft 210 can then be done when the input shaft 112 is synchronized with the first milling speed, according to certain embodiments.
    Yes. the control unit 115 requests shifting of the AMT gearbox 113, the main gearbox 2 and the split gear 210 are engaged in neutral. Thereafter, the input shaft 112 can be synchronized by means of the input shaft brake 240 to the first milling speed. At the same time, the side shaft 230 can be synchronized by means of sync to a second milling speed. When the desired first milling speed has been reached, the main gear shaft 220 can be engaged. Since the side shaft 230 has been clammed in parallel with the second milling speed, the split shaft 210 can be loaded da. synchronous speed has been reached, according to certain embodiments.
    By equipping the gearbox 113 with an input shaft brake 240, the gearing performance can be increased. Instead of, as according to previous known solutions, first laying the gear in the main barn 220 to neutral and then turning the split 210, to then synchronize the main barn 220 with the sink to complete the shift, one can calculate and control in taxiing. the switching process said that main charge 220 and split 210 reach sift neutral at the same time. Since you now have two neutral layers, you can immediately start neutralizing the desired main charge shaft at night without this affecting the split 210. The split gears can be synchronized to the second milling speed via the side shaft 230 and this can be done while the main charging shaft is loaded 112. can be synchronized to the split gear speed. This can be done with an input shaft brake 240. In this way one can perform these synchronizations of main load 220 and split 210 substantially simultaneously, instead of sequentially according to prior art. Thus, the wobbling time can be shortened.
    Figure 2B shows an example of a shaft brake 240 in unbraked position. The axle brake 240 can be constituted, for example, by a friction brake such as a disc brake. Such a disc brake may comprise at least after co-rotating brake element 241 with one or two respective friction surfaces 242, the valley brake element 241 is connected to the input shaft 112 so that it can rotate with and / or be displaced axially on the input shaft 112. This co-rotating brake element 241 is arranged to cooperate with a non-rotating brake element 243, which comprises one or two respective friction surfaces 244 and has a shape corresponding to the co-rotating brake element 241. The non-rotating brake element 243 may be displaceable in axial direction, but fixed in e.g. surrounding brake housing 245, so that it is prevented from rotating with the input shaft 112. By compressing the respective friction surface 242, 244 on the co-rotating brake element 241 and the non-rotating brake element 243, a brake friction arises which reduces the speed of the input shaft 112. For example. the axle brake 240 may comprise co-rotating brake elements 241 in the form of slats, which alternate with non-rotating brake elements 243, also in the form of slats.
    Figure 2C shows an example of the axle brake 240 in braked position. The friction surfaces 242, 244 of the co-rotating brake element 241 and the non-rotating brake element 243, respectively, are pressed against each other, whereby the braking action arises and the rotational speed of the input shaft 112 is reduced.
    Figure 2D schematically shows an AMT gearbox 113 in the vehicle 100, similar to that previously shown in Figure 2A. In this alternative embodiment, however, a side axle brake 2 is placed on the side axle 230 and arranged to act on it after control from the control unit 115.
    When the control unit 115 failed. taxiing of the AMT gear shaft 113, the main gear shaft 220 and the split gear 210 are engaged in neutral, as in the previously described embodiment of Figure 2A. Thereafter, the input shaft 112 can be synchronized by means of the input shaft brake 240 to the first milling speed. At the same time, the side axle 230 can be synchronized with the help of the side axle brake 250 against the second grinding speed. When the first milling speed has been reached by the input shaft 112, the main shaft gear shaft 220 can be engaged. Since the side axis 230 in parallel has thus been synchronized with the second milling speed, the split wax 210 can be added when the synchronous speed has been reached, according to certain embodiments.
    By equipping the gearbox 113 with an input shaft brake 240 and a side shaft brake 250, the waxing performance can be increased. In order to, as according to previous known solutions, first lay out the wax in the main diaphragm 220 to neutral and then wax the split 210, and then synchronize the main diaphragm 220 with the sink to complete the waxing, one can calculate and control the waxing process by taxiing. that hovediada 220 and split 210 reach their neutral layer simultaneously, or at least almost simultaneously. Since you now have two neutral layers, you can immediately start the neutral layer at night synchronizing the desired main shaft without this affecting the split 210 by means of the side shaft brake 250. The split gears can be synchronized to the second milling speed via the side shaft 230 and this can be done in the main shaft. i. The input axle 112 can be synchronized to the speed of the split gear. This can be done with an input shaft brake 240. In this way, these synchronizations of main head 220 and split 210 can be made substantially simultaneously, parallel to each other instead of sequential according to prior art. Thus, the wobbling time can be shortened. Figure 3 illustrates an example of an embodiment of the invention. The flow chart in Figure 3 illustrates a method 300 in a control unit 115 for controlling an AMT gearbox 113 in a vehicle 100. The AMT gearbox 113 comprises a split shaft 210 and a main shaft 220. Optionally, a range shaft may also be included.
    The purpose of the method 300 is to place both the main gearbox 220 and the split shaft 210 in neutral when a taxi is to be made, and to synchronize the input shaft 112 in the gearbox 113 with a first milling speed by braking the rotational speed with an input shaft brake 240, parallel to the side shaft 230. synchronized with the second template speed. This makes it possible to shorten the total shifting time, which leads to the vehicle 100 having a shorter time in torque-free condition in the driveline. This results in improved shifting performance when the vehicle 100 does not lose as much speed during shifting as in previous known procedures.
    In order to be able to control the gearbox 113 in the vehicle 100 on a correct salt, the method 300 may comprise a number of steps 301-307.
    However, it should be noted that some of the steps described include alternative embodiments. Furthermore, the described steps 301-307 can be performed in a slightly different chronological order than what the number order suggests and that some of them can be performed in parallel with each other. The method 300 comprises the following steps: Step 301 A change request is detected.
    Such a shift gearing can be detected, for example, when the vehicle's speed, or other shifting control parameter exceeds a certain shifting point for a new higher gear; alternatively, certain wobble point for a new bearing wobble falls below. Different switching points may be associated with different switching stations. Furthermore, in some embodiments, gears can be skipped, such as one gear, two gears, three gears, etc., depending on which switching point has been reached.
    For example, such a shift control parameter can be determined by feeding with a sensor 111 in certain embodiments. Such feeding can be performed continuously, or with a certain time interval according to different embodiments. Furthermore, according to certain embodiments, the shift control parameter may comprise a number of parameters, including, for example, some or some of the previously listed parameters speed, speed, rolling resistance, wagon slope, crew weight, speed, outdoor temperature, forecast speed on alternative gear, forecast effect on alternative power, comfort level and / or vehicle speed.
    The determination of parameter values may in this case include the collection of the relevant parameters and the calculation according to a weighted algorithm of the value of the growth-controlling parameter, according to certain embodiments.
    Step 302 Split wax 210 and main wax 220 are applied in neutral.
    In various embodiments, the split wax 210 and the main wax 220 can be fired in neutralidge simultaneously; about the same time; overlapping in time or sequentially one after the other in any order. In order to shorten the waxing time, it may be advantageous to load the split wax 210 and the main wax 220 in neutral layers at the same time and strive for as synchronized loading of the split shaft 210 and the main wax 220 in the neutral edge as possible.
    Step 303 A first grinding speed for an input shaft 112 to the gearbox 113 is determined.
    This first milling speed may be associated with the gear required 301. For example, a table of milling speeds for the input shaft 112 may be stored in a memory associated with a respective gear in the gearbox 113.
    When taxiing to a higher gear, the first milling speed is lower than the existing speed, and vice versa, that is, when moving to a lower gear, the first milling speed is higher than the existing speed.
    Step 304 A second milling speed is determined for a side shaft 230 of the gearbox 113.
    This second milling speed may be associated with the gear required 301. For example, a table of average speeds for the side shaft 230 may be stored in a memory associated with a respective gear.
    When taxiing to a higher gear, the second grinding speed is lower than the existing speed, and vice versa, that is, when taxiing to a lower gear, the second grinding speed is higher than the existing speed. 11 Step 30 The input shaft 112 is synchronized with the first template speed.
    The synchronization of the input shaft 112 with the first milling speed may in certain embodiments comprise a reduction of the speed of the input shaft 112 by braking said input shaft 112 with a shaft brake 240 arranged in connection with the input shaft 112. In some embodiments the synchronization may of the input shaft 112 at the first grinding speed include an increase in the speed of the input shaft 112 by a speed increase with the vehicle's engine 110 connected to the input shaft 112.
    Step 306 The side shaft 230 is synchronized with the second grinding speed.
    In some embodiments, the side shaft 230 is synchronized with the second milling speed simultaneously or in parallel with the synchronization 305 of the input shaft 112 with the first milling speed.
    The synchronization of the side shaft 230 with the second milling speed may in certain embodiments comprise a reduction of the speed of the side shaft 230 by braking said side shaft 230 with a side shaft brake 250, arranged in connection with the side shaft 230.
    In other embodiments, the synchronization of the side shaft 230 with the second milling speed may include an increase in the speed of the side shaft 230 with a sync to the second milling speed.
    Step 307 When the input shaft 112 is synchronized 305 with the first milling speed and the side shaft 230 is synchronized 306 with the second milling speed Ors en taxiing to the requested gear.
    According to some embodiments, the wax 307 is made into a higher gear. The first grinding speed is then lower than the speed of the input shaft 112 and the second grinding speed is lower than the speed of the side shaft 230. 12 The shift can alternatively be made into a lower gear. The first grinding speed is then higher than the speed of the input shaft 112 and the second grinding speed is higher than the speed of the side shaft 230.
    Figure 4 illustrates an embodiment of a control unit 115 arranged to control the shifting of an AMT gearbox 113 in a vehicle 100. The gearbox 113 comprises a split gear 210 and a main gear 220.
    This control unit 115 is configured to perform at least some of the previously described method steps 301-307, included in the description of the method 300 for controlling the gearbox 113 in the vehicle 100.
    In order to be able to control the shifting of the gearbox 113 on a correct salt, the control unit 115 contains a number of components, which are described in more detail in the following text. Some of the described sub-components occur in some, but not necessarily all, embodiments. There may also be additional electronics in the control unit 115, which is not completely necessary to understand the function of the control unit 115 according to various embodiments of the invention.
    The control unit 115 comprises a processor circuit 420, arranged to detect a shifting request and also arranged to load the split shaft 210 and the main shaft 220 in neutral. The processor circuit 420 is also arranged to determine a first milling speed for an input shaft 112 of the gearbox 113. Furthermore, the processor circuit 420 is arranged to determine a second milling speed for a side shaft 230 of the gearbox 113. In addition, the processor circuit 420 is also arranged to synchronize with the input shaft 112. the first milling speed and synchronize the side shaft 230 with the second milling speed. The processor circuit 420 is also arranged to shift to the requested gear, as the input shaft 112 is synchronized with the first milling speed and the side shaft 230 is synchronized with the second milling speed. Furthermore, the processor circuit 420 is also arranged to generate a control signal for performing shifting to the requested shift.
    The processor circuit 420 may be, for example, one or more Central Processing Unit (CPU), microprocessor or other logic designed to interpret and execute instructions and / or to read and write data. The processor circuit 420 may handle data for inflow, outflow or data processing of data including also buffering data, control functions and the like. In some embodiments, the processor circuit 420 may be arranged to synchronize the input shaft 112 with the first milling speed and synchronize the side shaft 230 with the second milling speed parallel to each other simultaneously, completely or partially overlapping in time.
    The processor circuit 420 may further be arranged to synchronize the input shaft 112 with the first milling speed by reducing the speed of the input shaft 112 by generating a control signal for braking said input shaft 112 with a shaft brake 240, arranged in connection with the input shaft 112. , when the gear is shifted to a higher gear, the first milling speed being lower than the speed of the input shaft 112 and the second milling speed being lower than the speed of the side shaft 230. The processor circuit 420 may also according to certain embodiments be arranged to synchronize the side shaft 230 with the second grinding speed by reducing the speed on the side shaft 230 by a sync towards said grinding speed. The processor circuit 420 may also be arranged to synchronize the side shaft 230 with the second milling speed by generating a control signal for braking said side shaft 230 with a side shaft brake 250 arranged in connection with the side shaft 230.
    Furthermore, the processor circuit 420 may also be arranged to synchronize the input shaft 112 with the first milling speed by increasing the speed of the input shaft 112 by generating a control signal to increase the speed of the input shaft 112 by a variable search with the motor 110 of the vehicle. connected to the input shaft 112, da. Taxiing Ors to a lower gear, the first grinding speed being higher than the speed of the input shaft 112 and the second grinding speed being higher than the speed of the side shaft 230. The processor circuit 420 may also be arranged to synchronize the side shaft 230 with the second grinding speed through & fling the speed on the side shaft 230 with a sync towards the second grinding speed.
    The processor circuit 420 may also be arranged to determine the shift control parameter, based on one or more of: speed, vehicle speed, rolling resistance, slope, crew weight, speed, outdoor temperature, forecast alternative speed, alternative power on alternate gear, accelerating power, comfort levels.
    The control unit 115 may also comprise a sanding circuit 430, arranged to send a control signal for performing shifting to the requested gear. The sanding circuit 430, may be arranged to send a control signal to perform shifting to requested gear to the gearbox 113.
    The control unit 115 may also comprise a receiving circuit 410 in certain embodiments, arranged to obtain a parameter value for a shift control parameter. For example, obtaining such a parameter value may include unloading a sensor 111 of instantaneous speed level on the vehicle's engine 110. The sensor 111 in this particular case is often referred to as a speed sensor.
    In some embodiments, the controller 115 may include a memory unit 425, which is a data storage medium. Such memory 425 may be arranged to store information regarding gears, shift points, speed intervals for loading a certain gear, template speeds associated with a certain gear and similar information which may facilitate loading of a new gear.
    The memory unit 425 can be, for example, a memory card, flash memory, USB memory, hard disk or other similar data storage device, for example flags from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), etc. in various embodiments.
    Furthermore, according to certain embodiments, the invention comprises a computer program for shifting an AMT gearbox 113 in a vehicle 100. The computer program is arranged to perform the method 300 according to at least some of the previously described steps 301-307, when the computer program is executed in a processor circuit 420 in the control unit 115 , together with computer program code for performing flag, some or all of the steps 301-307 described above. Thereby, a computer program including instructions for performing steps 301-307 can switch gear in the gearbox 113 when the computer program is loaded in the processor circuit 420.
    Certain embodiments of the invention also include an AMT gearbox 113 in a vehicle 100, which gearbox 113 comprises a split shaft 210 and a main shaft 220, the gearbox 113 being controlled by a control unit 115. The gearbox 113 comprises a shaft brake 240 arranged in connection with the input shaft 112 on the gearbox 113. The gearbox 113 may also comprise a side shaft brake 250 arranged in connection with a side shaft 230 in the gearbox 113 according to certain alternative embodiments.
    Some embodiments of the invention also include a system 400 for controlling an AMT gearbox 113 in a vehicle 100. Such a system 400 may include a control unit 115 described above; a sensor 111, arranged to read a shift control parameter and an AMT gearbox 113 in the vehicle 100. Some embodiments of the invention also include a vehicle 100, which comprises the AMT gearbox 113 described above.
    权利要求:
    Claims (18)
    [1]
    A method (300) in a control unit (115) for controlling an Automated Manual Transmission, AMT, gearbox (113) in a vehicle (100), which gearbox (113) comprises a split gearbox (210) and a main gearbox (210). 220), the method (300) being characterized by: detecting (301) a change request; loading (302) the split shaft (210) and the main shaft (220) in neutral; determining (303) a first milling speed for an input shaft (112) to the gearbox (113); fixing (304) a second milling speed for a side shaft (230) to the gearbox (113); synchronizing (305) the input shaft (112) with the first template speed; synchronizing (306) the side shaft (230) with the second milling speed; and taxiing (307) to the requested gear, when the input shaft (112) is synchronized (305) with the first milling speed and the side shaft (230) is synchronized (306) with the second milling speed.
    [2]
    The method (300) of claim 1, wherein synchronizing (305) the input shaft (112) with the first milling speed and synchronizing (306) the side shaft (230) with the second milling speed are done simultaneously.
    [3]
    The method (300) of any of claims 1-2, wherein the gear (307) is made to a higher gear, wherein the first milling speed is lower than the speed of the input shaft (112) and the second milling speed is lower than the speed of the side shaft. (230), and wherein the synchronization (305) of the input shaft (112) with the first milling speed comprises a reduction of the speed of the input shaft (112) by braking said input shaft (112) with a shaft brake (240) arranged in connection to the input shaft (112).
    [4]
    The method (300) of claim 3, wherein the synchronizing (306) of the side shaft (230) with the second milling speed comprises a reduction of the speed of the side shaft (230) by a sync to said milling speed.
    [5]
    The method (300) of claim 3, wherein the synchronizing (306) of the side shaft (230) with the second milling speed comprises a reduction of the speed of the side shaft (230) by braking said side shaft (230) with a side shaft brake (250), provided in connection with the side axle (230). 16
    [6]
    The method (300) of any of claims 1-2, wherein the gear (307) is formed into a bearing, wherein the first grinding speed is higher than the speed of the input shaft (112) and the second grinding speed is higher than the speed of the input shaft. the side axle (230), and the valley synchronization (305) of the input shaft (112) with the first milling speed includes an increase in the speed of the input shaft (112) by a speed increase with the vehicle engine (110) connected to the input shaft (112).
    [7]
    The method (300) of claim 6, the valley synchronization (306) of the side shaft (230) with the second milling speed comprises a fling of the speed of the side shaft (230) with a sync to said milling speed.
    [8]
    A control unit (115) arranged to control a taxiing of an Automated Manual Transmission, AMT, gearbox (113) in a vehicle (100), which gearbox (113) comprises a split gear (210) and a main gear (220), the control unit (115) may be characterized by: a processor circuit (420), arranged to detect a waxing request and also arranged to load the split shaft (210) and main shaft (220) in neutral and arranged to determine a first milling speed for an input shaft (112) to the gearbox (113) and arranged to determine a second milling speed for a side shaft (230) of the gearbox (113), and arranged to synchronize the input shaft (112) with the first milling speed and to synchronize the side shaft (230) with the second milling speed and in addition arranged to wax to the requested gear, when the input shaft (112) is synchronized with the first milling speed and the side shaft (230) is synchronized with the second milling speed; and also to generate a control signal for performing taxiing to the requested gear.
    [9]
    The control unit (115) according to claim 8, wherein: the processor circuit (420) is arranged to synchronize the input shaft (112) with the first milling speed and synchronize the side shaft (230) with the second milling speed simultaneously.
    [10]
    The control unit (115) according to any one of claims 8-9, wherein the shifting is to a higher gear, wherein the first grinding speed is lower than the speed of the input shaft (112) and the second grinding speed is lower than the speed of the side shaft (230) , the processor circuit (420) being arranged to synchronize the input shaft (112) with the first milling speed by reducing the speed of the input shaft (112) by generating a control signal for braking said input shaft (112) with a shaft brake (240). ) arranged in connection with the input shaft (112). 17
    [11]
    The control unit (115) according to claim 10, wherein the processor circuit (420) is arranged to synchronize the side shaft (230) with the second milling speed by reducing the speed of the side shaft (230) by a sync to said milling speed.
    [12]
    The control unit (115) according to claim 10, wherein the processor circuit (420) is arranged to synchronize the side shaft (230) with the second milling speed by generating a control signal for braking said side shaft (230) with a side shaft brake (250) arranged in connection to the side shaft (230).
    [13]
    The control unit (115) according to any one of claims 8-9, wherein the gearing Ors to a lower gear, wherein the first milling speed is higher than the speed of the input shaft (112) and the second milling speed is higher than the speed of the side shaft (230) , the processor circuit (420) being arranged to synchronize the input shaft (112) with the first milling speed by increasing the speed of the input shaft (112) by generating a control signal to increase the speed of the input shaft (112) by a speed search. with the vehicle's engine (110), connected to the input shaft (112).
    [14]
    The control unit (115) according to claim 13, wherein the processor circuit (420) is arranged to synchronize the side shaft (230) with the second milling speed by increasing the speed of the side shaft (230) by a sync with said milling speed.
    [15]
    A computer program for controlling an AMT gearbox (113) in a vehicle (100), comprising performing the method (300) according to any one of claims 1-7 when the computer program is executed in a processor circuit (420) in a control unit (115). ) according to any one of claims 8-14.
    [16]
    AMT gearbox (113) in a vehicle (100), wherein the gearbox (113) comprises a split gearbox (210) and a main gearbox (220), the gearbox (113) being controlled by a control unit (115) according to any of the claims 8-14, wherein the gearbox (113) comprises a shaft brake (240) arranged in connection with the input shaft (112) on the gearbox (113).
    [17]
    The gearbox (113) of claim 16, further comprising a side shaft brake (250) disposed adjacent to a side shaft (230) of the gearbox (113).
    [18]
    A vehicle (100) comprising an AMT gearbox (113) according to any of claims 16-17. 1 / F371 - ---- 117
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1351332A|SE539007C2|2013-11-12|2013-11-12|Method and control unit for shifting in a gearbox comprising a split gear and a main gear|SE1351332A| SE539007C2|2013-11-12|2013-11-12|Method and control unit for shifting in a gearbox comprising a split gear and a main gear|
    DE201410016440| DE102014016440A1|2013-11-12|2014-11-06|Method for shifting gears in a vehicle|
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