• 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 (400) and control unit (115) for controlling an Automated Manual Transmission, AMT, gearbox (113) in a vehicle (100). The gearbox (113) comprises a split gear (210) and a main gear (220) and is specially arranged for gearing with zero-shift technology. The method (400) comprises detecting (401) a change request; placement (402) of the split shaft (210) in neutral bearing; loading (403) of begard main gear (220) with zero-shift technology; and shifting (406) to the requested split shaft (210).
    公开号:SE1351333A1
    申请号:SE1351333
    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:

    1 PROCEDURE AND CONTROL UNIT IN A VEHICLE TECHNICAL FIELD This document describes a procedure and a control unit in a vehicle. More specifically, a method is provided for controlling an AMT gearbox in a vehicle where the gearbox comprises a split gearbox and a main gearbox and is specially arranged for gearing with zero-shift technology.
    BACKGROUND When changing gears 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. At night, heavy vehicles that are largely used for road / motor vehicle use are therefore usually used for automatically shifted AMT gearboxes. Such gearboxes often comprise three parts: split gearbox, main gearbox and range gearbox, which interact with each other. When shifting, the main barn is loaded in neutral, then the split and / or range gear is 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 cornering in a mine, where heavy loads and uphill slopes often occur in combination with substandard vague that limits the speed. If the gearbox tries to shift up, the new, higher gear can get a set speed after the shift, 2 as a result of the slowed vehicle speed, which in turn causes the engine to generate such a set torque that the vehicle does not have the strength and thus stops the engine; alternatively that vaxellacian just darpa waxiar down, leading to another momentous state and clamed further 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 mining 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.
    A method that was developed to speed up the shifting in vehicles is called zero-shift. Zero-shift technology meant that the following gear was engaged while the current gear was still engaged. Although this shortens the shifting time and thus the time that the vehicle spends in momentary condition during the shifting, but unfortunately the result is a strong comfort increase in the form of small and bumps in the vehicle during the shifting. This is due to the large energies that are propagated through the driveline during zero-shift taxiing due to speed errors when a gear is loaded with this technology. This is unpleasant and annoying for the driver of the vehicle and any passengers in, for example, a bus, as the shifting due to passengers possibly getting 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 changeover time is further increased, which leads to an additional slow speed on the vehicle.
    It can be stated that much remains to be done to improve the switching of a vehicle with AMT gearbox.
    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 clamed to achieve a kit batting of the vehicle.
    According to a first aspect of the invention, this charging is achieved by a method in a control unit for controlling an AMT gearbox in a vehicle. Sacian AMT gearbox includes a split gear and a main gear and is specially designed for taxiing with zero-shift technology. The method comprises detecting a waxing request. Furthermore, the process also comprises placing split wax in neutral layers. The process also includes loading the beveled main shaft with zero-shift technology. The process also includes taxiing to the requested split shaft. According to a second aspect of the invention, this actuation is achieved by a control unit, arranged to control the taxiing of an AMT gearbox in a vehicle, the gearbox comprising a split gearbox and a main gearbox. The AMT gearbox is also specially arranged for taxiing with zero-shift technology. The control unit comprises a processor circuit, arranged to detect a switching request and also arranged to generate a control signal for placing the split wax in neutral. Such a processor circuit is also arranged to generate a control signal for loading the main wax with zero-shift technology. In addition, the processor circuit is also arranged to generate a control signal for waxing to the requested split gear. By placing the split wax in neutral, taxiing with so-called zero-shift technology can be done in the main gearbox without the comfort disturbance which according to prior art has been associated with zero-shift gearing occurring. As a result, a fast taxiing can be done, which gives a shortened time in momentary condition of the vehicle, without neck defects in the form of patagg comfort comfort occurring. By placing the split wax in neutral layer, the inertia of the coupling is disconnected. This reduces the comfort size that the waxing entails. Furthermore, according to some embodiments, the split wax can be synced with either sync alternatively with an input shaft brake. This improves the shifting performance of the gearbox and the vehicle.
    Other advantages and additional features will become apparent from the following detailed description.
    FIGURE OF EMBODIMENTs Embodiments of the invention will now be further described in detail with reference to the accompanying figures, which illustrate various exemplary embodiments: Figure 1A illustrates a vehicle according to one embodiment.
    Figure 1 Illustrates a vehicle according to an embodiment.
    Figure 2 Illustrates an example of 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 3 illustrates the principle of zero-shift taxiing.
    Figure 4 is a flow chart illustrating an embodiment of the invention.
    Figure 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 when considered in conjunction 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 are, unless otherwise specifically indicated, intended to conceptually illustrate aspects of the invention.
    Figure 1A shows a vehicle 100, adapted for shifting and motorized driving in, inter alia, a first direction of travel 105. For example, but not necessarily, the vehicle 100 may be a truck traveling out of a mine. In other embodiments, the vehicle 100 may be, for example, a bus loaded with tourists on an icy alpine road, to name just one example; or simply flakes of the previously listed types of vehicles.
    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 to an input shaft via an axis outgoing on the internal combustion engine 110, for example via a flywheel. 112 of an automated manual gearbox (AMT) 113 via a coupling 114. A sensor 111 may be specially arranged to read the speed of the internal combustion engine on the output shaft.
    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 influence of the clutch actuator on the sea arm is controlled in its furrow by the vehicle's clutch control system via a control unit 115. The control unit 115 also controls the AMT gearbox 113. Such a control unit can sometimes also be called, for example, the Transmission Control Unit (TCU). For the sake of simplicity, as shown above in Figure 1B only a control unit 115 is shown, where functions for a plurality of different control functions have been collected, such as control of the internal combustion engine 110, but the vehicle 100 may in other embodiments comprise a plurality of control units. .
    The control algorithm that controls the vehicle's AMT 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 and engine speed, engine speed or engine speed. to now only name a few, according to different embodiments.
    The vehicle 100 also includes 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 AMT gearbox 113 via a shaft gear 121, such as, for example, a differential gear. 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 100 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. 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 brake pedal, when for example an emergency braking system sends a braking request or when it is otherwise indicated that braking of the vehicle 100 is desired.
    The vehicle 100 also comprises a driver's cab in which, in the usual manner, a driver's environment is provided with instruments, control controls, etc. This driver's environment may also comprise a screen for presenting information to the driver of the vehicle. For example, information related to the vehicle's taxiing can be presented there according to certain embodiments, such as a shift schedule, or a text / image that informs about loaded gear and / or shift intervals for loaded gear.
    The control system of 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 can in turn be arranged to communicate 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 may also be arranged to communicate, for example, via the communication bus of the vehicle, which may 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 any other bus configuration.
    The control unit 115 may also, or alternatively, be arranged for wireless communication over a wireless interface according to certain embodiments. The wireless interface can consist of 10 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 lnte- roperability 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.
    As a result, the control unit 115 can also receive a relieved parameter value, for example from the sensor / speed feeder 111, such as the engine speed.
    For the sake of simplicity, as shown above in Figure 1B only a control unit 115 is shown, where functions for a plurality of different control functions have been collected, such as control of the internal combustion engine 110, but the vehicle 100 may in other embodiments comprise a plurality of control units. .
    When selecting gear for the AMT gearbox 113, one or more parameters are used, such as rolling resistance, slope, crew weight, speed, outdoor temperature, forecast speed on alternative gear, forecast power on alternative gear, accelerating power, comfort level and / or vehicle speed, to name just a few. some examples.
    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 engine 1, in some embodiments an input shaft brake 2 may be placed. The axle brake 240 is arranged to synchronize, ie. brake the input shaft 112 against a milling speed, which is 7 lower than the existing speed. The shifting of a requested split shaft 210 can then be done when the input shaft 112 is synchronized with the milling speed, according to certain embodiments.
    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 one co-rotating brake element 241 with one or two respective friction surfaces 242, the brake element 241 being 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, for example, a 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 comprise co-rotating brake elements 241 in the form of slats, which rotate s with non-rotating brake elements 243, also in the form of slats.
    Figure 2C shows an example of the axle brake 240 in braking gear. 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, the braking action occurring and the rotational speed of the input shaft 112 being reduced.
    Figure 3 schematically shows the principle of the zero-shift technique, which is known per se, in a main gearbox 220 in an AMT gearbox 113. In a first corrugation, a first main gear gear 3 is driven by a sleeve 330, which in turn is fixed to the main shaft, for example with splines, via a first drive ring 340. This first drive ring 340 is designed to transmit torque from the main shaft via the sleeve 330 to the first main gear gear 310, by cooperating projections and sockets on the input parts, respectively. Furthermore, the main gearbox 220 comprises a second drive ring 350 which is designed to transmit torque from the main shaft via the sleeve 330 to the second main gear gear 320, by cooperating projections and sockets on the constituent parts, respectively. The drive rings 340, 350 are arranged to be maneuverable into engagement and out of engagement, respectively, by axially moving the respective drive ring 340, 350 via shift forks 360, 370. These shift forks 360, 370 can be maneuvered, for example, by hydraulic or pneumatic engagement. By, when shifting to another gear, disengaging the power transmission via the first drive ring 340 by moving the shifting fork 360, while the second drive ring 350 is maneuvered into engagement via its shifting fork 370, a very fast shifting can be performed when subsequent gear while the existing gear is still engaged.
    By moving the split gear 210 in the neutral position when the zero-shift gear Ors is in the main gear 220, the viii saga from the first main gear gear 310 to the second main gear gear 320, the inertia of the clutch is disengaged. As a result, the comfort size of the vehicle's driver becomes small, as the clutch plates with their inertia are disconnected, whereby reduced oscillation in the driveline occurs during shifting, while the shifting can be carried out quickly with reduced time when the vehicle's driveline is in torqueless condition. When the main gearbox 220 is then engaged, the split gear 210 can be clearly shifted. The split shaft 210 can then in some embodiments be synchronized, either with sinks or with an input shaft brake 140, to increase the shifting performance in the gearbox 113.
    According to traditional zero-shift technology, the main charge 220 is not synchronized at all, you just load the new gear. This is not so comfortable for the driver of the vehicle due to speed errors. By applying the split gear 210 in neutral, the narrowing is not transferred to the engine 110 and the shifting becomes significantly less unpleasant for the driver. Since the input shaft 112, and the heavy clutch plate, are synchronized at the same time as the main barn 220 is shifted, it does not become so large when the split shaft 210 is engaged.
    It is advantageous to have a brake 140 on the input shaft 112 because the braking torque can be reduced when the speed difference approaches zero. It becomes more comfortable then. A sync brakes with the same torque all the time and it can be a little inconvenient when the speed difference is zero and the split shaft has to be engaged. In some embodiments the input shaft 112 is synchronized with the input shaft brake 140, in other embodiments the input shaft 112 is synchronized with a sync.
    Figure 4 illustrates an example of an embodiment of the invention. The flow chart in Figure 4 shows a method 400 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 and is specially arranged for gearing with zero-shift technology. The purpose of the procedure 400 is to enable shifting of the main gear 220 with zero-shift technology, while at the same time limiting the comfort size of the vehicle's driver. In gear selection for the gearbox 113, one or more parameters can be used, such as, for example, speed, vehicle speed, crew weight, accelerating power and / or comfort level, to name just a few examples.
    In order to be able to correctly control the AMT gearbox 113 in the vehicle 100, the method 400 may comprise a number of steps 401-406. It is noted, however, that some of the steps described are included only in certain alternative embodiments of the invention, such as steps 404 and 405. Furthermore, the steps 401-406 described may be performed in a slightly different chronological order from what the numbering order suggests and they can be performed in parallel with each other. The method 400 comprises the following steps: Step 401 A change request for requested gear, such as main gear 220, is detected. Such a changeover request can, for example, be triggered by the fact that a changeover point on a speed curve has been reached.
    Step 402 The split shaft 210 is placed in neutral.
    Step 403 The requested main shaft 220 is engaged with zero-shift technology.
    Step 404 This process step may be performed in some, but not necessarily all, embodiments of the procedure 400.
    After grinding speed is determined for an input shaft 112 to the gearbox 113.
    Step 40 This process step may be performed in some, but not necessarily all, embodiments of the procedure 400.
    The input shaft 112 is synchronized with the fixed 404 milling speed.
    Such synchronization of the input shaft 112 with the milling speed can be done simultaneously, in parallel with the loading 403 of the main shaft 220 with zero-shift technique, completely or partially overlapping in time7 according to certain embodiments.
    The synchronization of the input shaft 112 with the milling speed may in certain embodiments, when the milling speed is lower than the speed of the input shaft 112, comprise a reduction of the speed of the input shaft 112 by braking said input shaft 112 with a shaft brake 240 arranged adjacent to it. input shaft 112. However, the synchronization of the input shaft 112 with the grinding speed may include 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 according to certain embodiments.
    Step 406 Shifting Ors to the requested split shaft 210.
    In some embodiments, the shifting to the requested split shaft 210 may be done when the input shaft 112 is synchronized 405 with the fixed 404 milling speed.
    The gearing can in certain embodiments be made to a higher gear, the milling speed being Idgre the speed of the input shaft 112. The gearing can alternatively be made into a lower gear according to certain embodiments, the milling speed being higher than the speed of the input shaft 112.
    Figure illustrates an embodiment of a system 500, comprising a control unit 115 arranged to control a taxiing of an AMT gearbox 113 in a vehicle 100. The gearbox 113 comprises a split shaft 210 and a main shaft 220, and is specially arranged for taxiing with zero. shift technique. The gearbox 113 may also comprise a range gear, which can be housed in a Mgt gear bearing and a laid gear bearing.
    This control unit 115 is configured to perform at least some of the previously described method steps 401-406, included in the description of the method 400 for controlling the AMT gearbox 113 in the vehicle 100.
    In order to be able to control the shifting of the AMT 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 absolutely necessary to understand the function of the control unit 115 according to the invention and is therefore omitted in Figure 5, as in this description. The control unit 115 comprises a processor circuit 520, arranged to detect a shift request. Furthermore, the control unit 115 is also arranged to generate a control signal for placing the split shaft 210 in neutral position. The control unit 115 is also arranged to generate a control signal for loading the main shaft 220 with zero-shift technology. In addition, the control unit 115 is also arranged to generate a control signal for shifting to the requested split shaft 210.
    Furthermore, according to certain embodiments, the processor circuit 520 may be arranged to determine a milling speed for an input shaft 112 of the gearbox 113. The processor circuit 520 may also be arranged to synchronize the input shaft 112 with the established milling speed 10 according to certain embodiments. Furthermore, the processor circuit 520 may also be arranged to generate a control signal for shifting to the requested split shaft 210 when the input shaft 112 is synchronized with the determined milling speed.
    The processor circuit 520 may further be arranged to synchronize the input shaft 112 with the milling speed simultaneously with the loading of the main shaft 220 with zero-shift technique according to certain embodiments.
    In some embodiments, shifting can be made to a higher gear, the milling speed being lower than the speed of the input shaft 112, the processor circuit 520, being arranged to synchronize the input shaft 112 with the 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.
    In some embodiments, shifting can be done to a lower gear, the grinding speed being higher than the speed of the input shaft 112, the processor circuit 520 being arranged to synchronize the input shaft 112 with the grinding speed by increasing the speed of the input shaft 112 by generating a control signal for increasing the speed of said input shaft 112 by a speed increase with the engine 110 of the vehicle, connected to the input shaft 112.
    The processor circuit 520 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 520 may handle data for inflow, outflow or data processing of data including also buffering data, control functions and the like. Furthermore, the control unit 115 may also comprise a sanding circuit 530, arranged to send a control signal for placing the split shaft 210 in neutral position. The sanding circuit 530 may also be arranged to send a control signal to load the main gear 220 with zero-shift technology, and may also be arranged to send a control signal to shift to the requested split gear 210.
    The sanding circuit 530 may in some embodiments be arranged to send a control signal to the axle brake 240 to brake the input shaft 112. In some embodiments, the sanding circuit 530 may be arranged to send a control signal to the vehicle engine 110, 10 to increase the speed of the input shaft 112.
    Furthermore, the control unit 115 may also comprise a receiving circuit 510, arranged to receive signals over a wired or wireless interface. For example, a parameter value for a shift control parameter can be obtained according to certain embodiments. For example, obtaining such a parameter value may include unloading a sensor (speed sensor) 111 of the instantaneous speed level of the vehicle engine 110.
    In some embodiments, the controller 115 includes a memory unit 525, which is a data storage medium. Such memory 525 may be arranged to store information, for example regarding gear points, for loading this gear.
    The memory unit 525 can be, for example, a memory card, flash memory, USB memory, hard disk or other similar data storage device, for example one of 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, the invention comprises a computer program for controlling an AMT gearbox 113 in a vehicle 100. The AMT gearbox 113 comprises a split shaft 210 and a main shaft 220 and is specially arranged for gearing with zero-shift technology according to at least some of the previously described steps 401 -406, when the computer program is executed in a processor circuit 520 in the control unit 115.
    The method 400 according to steps 401-406 for controlling the AMT gearbox 113 in the vehicle 100 may be implemented by one or more processor circuits 520 in the control unit 115, together with computer program code for performing flags, some, some or all of the steps 401-406. as described above. Thereby, a computer program may include instructions for performing steps 401-406, as the computer program is loaded in the processor circuit 520. Furthermore, certain embodiments also include an AMT gearbox 113 in a vehicle 100. The gearbox 113 comprises a split gear 210 and a main gear 220 and is separate. arranged for taxiing with zero-shift technology, wherein the gearbox 113 is controlled by a control unit 115 according to the flag of the embodiments described above. The gearbox 113 may in certain embodiments comprise a shaft brake 240 arranged in connection with the input shaft 112 on the gearbox 113.
    Some embodiments of the invention include a vehicle 100, which includes the above-described AMT gearbox 113. 14
    权利要求:
    Claims (12)
    [1]
    A method (400) in a control unit (115) for controlling an Automated Manual Transmission, AMT, gearbox (113) in a vehicle (100), the valley gearbox (113) comprising a split gear (210) and a main gear (220). ) and is specially adapted for zero-shift technique waxing, the method (400) being characterized by: detecting (401) a waxing request; placement (402) of the split shaft (210) in neutral bearing; loading (403) of begard main gear (220) with zero-shift technology; and shifting (406) to the requested split shaft (210).
    [2]
    The method (400) of claim 1, further comprising: determining (404) a milling speed for an input shaft (112) to the gearbox (113); and synchronizing (405) the input shaft (112) with the fixed (404) maize speed; wherein the shift (406) of the requested split shaft (210) is obtained when the input shaft (112) is synchronized (405) with the fixed (404) milling speed.
    [3]
    The method (400) of claim 2, wherein synchronizing (405) the input shaft (112) with the milling speed Ors simultaneously with the loading (403) of the main shaft (220) with zero-shift technique.
    [4]
    The method (400) of any of claims 2-3, wherein the shift (406) is converted to a higher gear, the grinding speed being lower than the speed of the input shaft (112), and the valley synchronization (405) of the input shaft. (112) with the grinding 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 with the input shaft (112).
    [5]
    The method (400) of any of claims 2-3, wherein the gearing (406) is converted to a lower gear, wherein the grinding speed is higher than the speed of the input shaft (112), and wherein the synchronization (405) of the input shaft ( 112) with the grinding 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).
    [6]
    Control unit (115) arranged to control shifting of an Automated Manual Transmission, AMT, gearbox (113) in a vehicle (100), wherein the gearbox (113) comprises a split gear (210) and a main gear (220), and is separate arranged for taxiing with zero-shift technology, the control unit (115) being characterized by: a processor circuit (520), arranged to detect a waxing request and also arranged to generate a control signal for placing the split wax (210) in neutral and also arranged to generate a control signal for loading the main wax (220) with zero-shift technology, and in addition it is also arranged to generate a control signal for waxing to the requested split shaft (210).
    [7]
    The control unit (115) according to claim 6, wherein: the processor circuit (520), is further arranged to determine according to the milling speed of an input shaft (112) of the gearbox (113); and is also arranged to synchronize the input shaft (112) with the fixed milling speed; and also arranged to generate a control signal for waxing to the requested split wax (210) when the input shaft (112) is synchronized with the fixed milling speed.
    [8]
    The control unit (115) according to claim 7, wherein: the processor circuit (520) is further arranged to synchronize the input shaft (112) with the milling speed simultaneously with the loading of the main wax (220) with zero-shift technology.
    [9]
    The control unit (115) according to any one of claims 7-8, wherein the taxiing gear to a higher gear, wherein the grinding speed is lower than the speed of the input shaft (112), and where the processor circuit (520), is further arranged to synchronize it the input shaft (112) with the grinding 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).
    [10]
    The control unit (115) according to any one of claims 7-8, wherein the taxiing gear to a lower gear, wherein the grinding speed is higher than the speed of the input shaft (112), and where the processor circuit (520), is further arranged to synchronize it input shaft (112) with the grinding speed by increasing the speed of the input shaft (112) by generating a control signal to increase the speed of said input shaft (112) by increasing the speed of the vehicle engine (110) connected to the input shaft ( 112).
    [11]
    A computer program for controlling an AMT gearbox (113) in a vehicle (100), wherein gear & Ian (113) comprises a split gear (210) and a main gear (220) and is specially arranged for zero-shift technology taxiing, comprising performing the method (400) according to any of claims 1-5 when the computer program is executed in a processor circuit (520) in a controller (115) according to any of claims 6-10.
    [12]
    AMT gearbox (113) in a vehicle (100), the valley gearcian (113) comprises a split gearbox (210) and a main gearbox (220) and is specially arranged for zero-shift technology taxiing, the gearbox (113) is controlled by a control unit (115) according to any one of claims 6-10, wherein the gear shaft (113) comprises a shaft brake (240) arranged in connection with the input shaft (112) on the gear box (113). Vehicle (100) comprising AMT gear shaft (113) according to claim 12. 1/6 F371 - ---- 117
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    同族专利:
    公开号 | 公开日
    SE537938C2|2015-12-01|
    EP2871389A2|2015-05-13|
    EP2871389A3|2015-09-02|
    引用文献:
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    DE4305762A1|1993-02-25|1994-09-01|Zahnradfabrik Friedrichshafen|Method and device for changing gear in a mechanical step transmission with a main transmission and at least one countershaft|
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    KR101336433B1|2012-01-17|2013-12-04|현대위아 주식회사|Automatic manual transmission|
    DE102012005676A1|2012-03-21|2013-09-26|Daimler Ag|Automotive powertrain device with a multi-group transmission|
    法律状态:
    2021-06-29| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1351333A|SE537938C2|2013-11-12|2013-11-12|Procedure and controller for rapid changeover in a vehicle|SE1351333A| SE537938C2|2013-11-12|2013-11-12|Procedure and controller for rapid changeover in a vehicle|
    EP14192443.1A| EP2871389A3|2013-11-12|2014-11-10|Method and control device in a vehicle|
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