• 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:
    Method (300) and control unit (115) for controlling a shift servo (126), arranged to attach a gear in a gearbox (113) in a vehicle (100). The method (400) includes estimating (401) a gear to which the driver of the vehicle intends to select and determining (402) a first speed on a first side of a synchronizing unit (250) and a main shaft speed on another side of the synchronizing unit (250), when the estimated (401) gear is engaged. Furthermore, calculation (403) of a parameter related to power development in the synchronizing unit (250) is included, when the estimated (401) gear is engaged, based on the determined (402) first speed and determined (402) main shaft speed and shutdown (404 ) of the changeover servo (126), when the calculated (403) parameter exceeds a limit value. (Pub. Fig. 2)
    公开号:SE1450976A1
    申请号:SE1450976
    申请日:2014-08-22
    公开日:2016-02-23
    发明作者:Jonas Udd；Anders Kjell；Maciej Nowakowski
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    PROCEDURE v | D gÄxLiNc. | A VEHICLE TECHNICAL FIELD This document describes a procedure for shifting in a vehicle and a control unit in the vehicle. More specifically, shifting of a gearbox in a vehicle where the gearbox includes a shifting servo is described.
    BACKGROUND When changing gears in a vehicle, the vehicle's driveline is in a torque-free condition during shifting. The vehicle is thus not driven forward by the engine during the period of time that the shift is completed, but continues to roll in the direction of travel due to the moment of inertia of the vehicle.
    In this context, vehicles refer to, for example, lorries, lorries, flatbed trucks, transport vehicles, wheel loaders, buses, off-road vehicles, tracked vehicles, tanks, quad bikes, passenger cars or other similar motor-driven manned or unmanned means of transport, adapted for land-based geographical transport.
    In order to shorten the shift time in a manual gearbox, and thus the time period the vehicle lacks propulsion, and also facilitate ergonomically for the driver, a shift servo can be mechanically connected to the vehicle's gear lever and to the vehicle's gearbox. As a result, the driver can use less force to perform a shift, compared to when shifting is performed in a gearbox without shift servo. The changeover time can also be shortened.
    However, the feel of the gear lever during shifting is important for the driver, to determine how much force is required to go from one gear to neutral and then to a new gear, and also to determine if shifting to the intended gear is possible / appropriate to perform. This driver usually (suitably) looks through the windshield during the shifting process and directs his main attention to the surrounding traffic situation. For the change, the man must therefore essentially rely on his fingertip feeling. Shift servo means that the driver does not get feedback as with classic linkage. This increases the risk that the driver by mistake puts in the wrong gear, ie a gear where the speed difference between a main shaft and a side shaft in the gearbox becomes so large that a synchronizing unit or other component of the gearbox can be damaged due to the high power developed. , which can lead to a breakdown in the gearbox. There is also an increased risk that the driver accidentally bumps into the gear lever by mistake and in this case involuntarily causes the shift servo to engage in an unsuitable gear.
    A known solution to this problem is a mechanical locking system sometimes referred to as a "gate interlock". This solution involves making a calculation of a speed error that would occur if the 1st gear were to be engaged. This calculated speed error is then compared with a certain limit value. If this limit value is exceeded, the gear lever is prevented from being moved sideways to the 1st gear street by activating a mechanical lock that prevents the gear lever from moving.
    A problem with such a solution is that it is expensive to implement as it requires the assembly of a number of additional components. Another problem is that it is only adapted to prevent harmful gears to 1st gear, but does not offer a solution to the problem of harmful gears to other gears, such as gear 2, 3 or reverse gear. It is also susceptible to mechanical damage, which can deactivate the shift lock or, in the worst case, completely prevent shifting.
    It can be stated that much still remains to be done to improve the control of shifting in a vehicle with shifting servo.
    SUMMARY It is therefore an object of this invention to be able to solve at least some of the above problems and to improve the method of shifting with shifting servo in a vehicle.
    According to a first aspect of the invention, this object is achieved by a method in a single control unit for controlling a shift servo arranged to load a gear in a gearbox in a vehicle. The method involves estimating a gear that the driver of the vehicle intends to select. Furthermore, the method also comprises determining a first speed on a first side of a synchronizing unit and a main shaft speed on a second side of the synchronizing unit, which occurs when the estimated gear is engaged. The method also includes calculating a parameter related to power development in the synchronizing unit, when the estimated gear is loaded, based on the determined first speed and the determined main shaft speed. Furthermore, the method also includes switching off the switching servo, when the calculated parameter exceeds a limit value.
    According to a second aspect of the invention, this object is achieved by a control unit arranged to control a shift servo, wherein the shift servo is arranged to load a gear in a gearbox in a vehicle. The control unit comprises a processor circuit, arranged to estimate a gear which the driver intends to select. The processor circuit is also arranged to determine a first speed on a first side of a synchronizing unit and a main axis speed on a second side of the synchronizing unit, which occurs when the estimated gear is engaged. In addition, the processor circuit is arranged to calculate a parameter related to power development in the synchronizing unit, when the estimated gear is engaged, based on the determined first speed and the determined main axis speed. The processor circuit is also arranged to generate a control signal for switching off the changeover servo, when the calculated parameter exceeds a limit value.
    By switching off the shift servo when a completed shift to a certain gear would cause the power development in a synchronizing unit to be so great that a damage to the synchronizing unit or other component in the gearbox is risked. This is because a larger muscle force is required to shift when the shift servo is not activated and the driver is thereby alerted to the inappropriateness of loading this incorrect gear. In this way, the advantages that servo-assisted shifting entails can be retained in shifting that entails only a moderate power development in the synchronization unit, such as shorter shifting time and thus improved shifting performance, as well as ergonomic advantages for the driver, compared to shifting without servo. or involuntary loading of the wrong gear is obtained, which is cheaper and more reliable than existing mechanical systems with mechanical locks that are intended to prevent the gear lever from moving. In addition, some of the aspects described here can be applied, not only to a single gear, such as the 1st gear, but to several gears in the gearbox. This improves the gearing performance of the gearbox and the vehicle.
    Other advantages and additional new features will become apparent from the following detailed description.
    FIGURES OF FIGURES Embodiments of the invention will now be described in further detail with reference to the accompanying figures, in which: Figure 1A illustrates a scenario with a vehicle according to an embodiment; Figure 1B illustrates an example of a vehicle according to an embodiment; Figure 2 illustrates a gearbox according to an embodiment; Figure 3A illustrates a vehicle interior according to an embodiment; Figure 3B illustrates a gear lever and gear positions according to an embodiment; Figure 4 is a flow chart illustrating an embodiment of the invention; and Figure 5 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 may be practiced in many different forms and should not be construed as limited by the embodiments described herein, which are intended to illustrate and illustrate 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, a bus or a truck, or any of the previously listed types of vehicles, to now just mention 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 via a shaft outgoing on the internal combustion engine 110, for example via a flywheel, is connected to an input shaft 112 of a gearbox 113 via a clutch 114. A sensor 111 may be specially arranged to read the input shaft speed. Such a sensor 111 can also be called a speedometer. This can be placed at any position adjacent to the shaft 112 between the engine 110 and the gearbox 113. The gearbox 113 consists of a manual gearbox with at least two gears. However, the number of gears can often be significantly higher, and can include gears both for operation in the main direction of travel 105, as well as the opposite direction, i.e. the reverse direction of the vehicle.
    The coupling 114 may, for example, consist of 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 lever, the function of which can be controlled by a clutch actuator. The action of the clutch actuator on the lever is in turn controlled by the vehicle's clutch control system via a control unit 115. The control unit 115 also controls a shift servo 126, which is actuated by the driver via a shift lever in the vehicle 100, for example by regulating a solenoid valve.
    The shift servo 126 amplifies the driver's shifting movement in the gearbox 113 and therefore means that the shift can be carried out with a much less muscular effort from the driver's side. This makes the shifting process faster and safer. The time period during which the vehicle 100 is in the idle state is thereby shortened.
    Shift servo 126 also provides ergonomic benefits to the driver, which can thereby avoid strain injuries such as carpal tunnel syndrome, ulnar tunnel syndrome, repetitive strain injury (RS1) / mouse arm, tendinitis or the like. Furthermore, the shift servo 126 is an important aid for persons with reduced muscle strength, such as the disabled, who can thereby drive the vehicle 100 without reduced function or safety.
    The vehicle 100 also includes drive shafts 116, 117, which are connected to the vehicle's drive wheels 118, 119, and which are driven by a shaft 120 emanating from the 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, which may be provided with one or a plurality of drive wheels.
    The vehicle 100 also comprises a driver's cab in which, in the usual manner, a driver's environment is provided with instruments, operating controls, etc. (see Figure 3A-B). This driver environment may also include an information interface 130 for presenting information to the driver of the vehicle. The information interface 130 may include, for example, a monitor, a lamp / diode, a loudspeaker, a tactile vibration generator or the like. For example, information related to the gearing of the vehicle can be presented there according to certain embodiments, such as entext / image / sound which informs about the gear engaged and / or warns that gearing can not / should not be done to a certain gear, or to certain gears.
    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 turn arranged to communicate partly with other units, in order to receive signals and measured values and possibly also trigger a measurement, for example at certain time intervals. Furthermore, the control unit 115 is 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 be radio transmitters based on wireless communication technology such as 3rd Generation Partner-ship 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) UltraMobile Broadband (UMB), Bluetooth (BT), Near Field Communication (NFC) or infrared transmitter to name just a few possible examples of wireless communication.
    For the sake of simplicity, as shown in Figure 1B, only one control unit 115 is shown, where functions for a plurality of different control functions have been gathered, such as control of the gear servo 126, but in other embodiments the vehicle 100 may comprise a plurality of control units on which different control functions may be distributed.
    Figure 2 schematically shows a gearbox 113 in the vehicle 100. The gearbox 113 may, for example, comprise a split gearbox 210 and a main gearbox 220 in certain embodiments. Furthermore, the gearbox 113 may sometimes comprise a range gear (not shown) which may be a planetary gear. Adjacent to the split gear 210 is a side shaft 230. Adjacent to the gearbox 113 is the gear servo 126 connected. When a movement in a gear lever is detected, the shift servo 126 is activated and amplifies this movement in the normal case. In the gearbox 113 there are also synchronizing units 250, one for each gear, which synchronize the speeds between the gearbox side shaft 230 and the gearbox main shaft 240, or output shaft, when a gear request is detected. The speed on the side axle 230 of the gearbox can be measured with a first speed sensor 260, or speedometer as it can also be called.
    The speed of the side shaft 230 can be determined in a number of alternative ways, for example by measuring the speed of the input shaft 112 with a speed meter 111. Thereafter, this speed can be converted to side shaft speed based on knowledge of the gearbox gear ratio 113. Then the obtained side shaft speed can be obtained. once more to the speed of the gear to be loaded. This gear is associated with the gear it is deemed to be engaged.
    The speed of the main shaft 240 can be obtained by measuring the speed of the main shaft 240 or of the output shaft with a second speed sensor 270. If the gearbox 113 has a range gear, you may need to know its gear ratio and position if measuring on the output shaft .
    When a gear is to be engaged, it may turn out that a speed difference An arises in a synchronizing unit 250, i.e. different speeds on each side of the synchronization unit 250, when the gearbox is loaded. The task of the synchronizing unit is to synchronize these different speeds so that they match, and then carry out the shift to the requested gear.
    According to one embodiment, the invention comprises a protection function to enable the control unit 115 to turn off the gear servo 126 when a predicted speed error or speed difference An in the synchronizing unit 250 for a gear would exceed a certain limit value G if this gear were to be engaged. This is because this speed difference An gives rise to a power development in the synchronizing unit 250 which can damage it, since this power is proportional to the speed difference An. When the forecast speed error An in the synchronizing unit 250 has dropped and no longer exceeds said limit value G, the control unit 115 can reactivate the shift servo 126.
    This solution, to turn off the shift servo 126 when the speed error An, or the power development in the synchronizing unit 250 becomes too large, is significantly cheaper than existing mechanical systems with mechanical locks which are to prevent the movement of the shift lever. Furthermore, certain embodiments presuppose that only one sensor is present in the vehicle 100, arranged to detect the position of the gear lever in the vehicle 100, as for example if the gear lever is in the 1st gear street. Such a sensor can sometimes also be called a side impact sensor, in certain embodiments ”.
    Furthermore, the protection is not limited to only the synchronizing unit for the 1st gear, but also other synchronizing units, associated with the other respective gears in the gearbox 113 can be protected according to certain embodiments.
    In some embodiments you can have a sensor, or side impact sensor, which can detect which gear lever the gear lever is in. On some gearboxes 113, the sensor can detect that the gear lever is in, for example, the right street where gear 2-3 is on a Scania (trademark) GRS905 gearbox 113. You can then calculate in the control unit 115 what the uppercase speed error An could be if the gear is loaded that would cause the largest speed error An. Should the limit value G, which indicates the maximum permissible speed error in the current street in which the gear lever is located is exceeded (An> G), the control unit 115 can control gear servo 126, for example by sending a control signal to a solenoid valve which sincerely acts on gear switch 126 In this way, damage to a synchronization unit 250 associated with gear 2 and / or gear 3 can be avoided. Switching servo 126 is regulated in other ways than via said solenoid valve, for example electrically or pneumatically in different embodiments.
    By studying the side shaft speed derivative, i.e. the acceleration on the side shaft 230 as well as what speed error one has, one can feedback this to how the shift servo 126 should be controlled so that the force is reduced so that the synchronizing unit 250 is not damaged.
    Figures 3A and 3B show an example of a vehicle interior according to an embodiment. The control unit 115 may be located at any position in the vehicle 100, and is in communication with the shift servo 126 and may control this by, for example, switching it off completely or partially and / or activating it, under certain conditions.
    The control unit 115 may in certain alternative embodiments be connected to a sensing means 130, such as a monitor, a loudspeaker, a tactile vibration generator or the like. In this way, the driver can be informed which gear is engaged and / or if any gear should not be loaded, due to a detected excessive speed difference An or power development in the synchronizing unit 250, for example.
    Figure 3B shows how the sensor 310 can detect the position of the shift lever 320.
    The sensor 310 may, for example, according to certain embodiments comprise an inductive sensor which can detect the position of the gear lever without contact. Inductive sensors are insensitive to vibrations, dirt and moisture and operate without wear. In some embodiments, the sensor 310 may include a magnetic sensor, which may also detect the position of the gear lever touch-free and wear-free. Furthermore, the sensor 310 may comprise a capacitive sensor which also offers non-contact detection of the position of the gear lever. In contrast to inductive sensors, which only detect metallic objects, capacitive sensors can also detect non-metallic materials, thus enabling a gear lever in non-metallic material. A capacitive sensor contains an electrical coil and a capacitance-sensitive oscillator. When an object with a dielectric other than air passes by, the capacitance changes. The coil and the oscillator change the sensor capacitance change and the oscillator changes its oscillation frequency. Furthermore, the sensor 310 may include a light sensor, or photocell as it is sometimes called. The position of the gear lever can then be detected when a light beam is refracted; or at least if the shift lever 320 is located to the left or right of the position of the light beam. The sensor 310 may also include a position sensor, such as a resistive potentiometer. The gear lever 320 can in this case move along a resistive slide along the gear path. When the carriage changes position, the total resistance also changes the voltage across the sensor and since this relationship is often linear, the gear lever position and / or direction of movement can be determined. The sensor 310 may also include a camera which images the position of the shift lever, where an image analysis program can detect the position of the shift lever.
    Figure 4 illustrates an example embodiment of the invention. The flow chart in Figure 4 illustrates a method 400 in a control unit 115 for controlling a shift servo 126, arranged to load a gear in a gearbox 113 in a vehicle 100. The gearbox 113 is a manual gearbox, comprising a plurality of gears.
    The purpose of the method 400 is to prevent the shift servo 126 from shifting into a gear which would cause a parameter related to a power development in the synchronizing unit 250, such as the speed error An or the resulting power in the synchronizing unit 250, to become so great that a damage to a synchronizing unit 250, or other component gearbox 113 is at risk. This is done by turning off the changeover servo 126 when this calculated parameter is found to exceed a limit value G.
    This makes it possible to retain the advantages that servo-assisted shifting entails, such as shorter shifting time and thus improved shifting performance when the vehicle 100 does not lose as much speed during shifting as according to previously known methods, and ergonomic advantages for the driver when less muscle power needs to be used. entails moderate power development. At the same time, the crucial disadvantage of the shift servo 126 can be avoided; that the driver may accidentally engage a gear which causes such a large power development in the synchronization unit 250 that damage is risked. When the shift servo 126 is switched off, a significantly increased muscular effort is required of the driver to load this gear, which gives a direct tactile / muscular feedback to the driver who warns him that a less successful or dangerous change is about to be made. It can be assumed that the driver therefore refrains from such a change. Furthermore, the procedure can be avoided or the risk of an involuntary shift being carried out when the driver happens to access the shift lever through a careless movement or the like.
    In order to be able to control the gearbox 113 in the vehicle 100 in a satisfactory manner, the method 400 may comprise a number of steps 401-405. It should be noted, however, that some of the steps 401-405 described herein include a number of alternative embodiments. Some of the described steps 401-405 are performed only in certain alternative embodiments, such as step 405. Some embodiments may include an iteration of at least one method step 401-404 of the method 400. The method 400 includes the following steps: Step 401 An estimation is made of which gear the driver of the vehicle intends to select.
    This estimation is made before the gear is engaged, and can be based on a sensor detection of the gear lever position and / or direction of movement.
    This estimation can be initiated or triggered by the driver placing his hand on the shift lever, or initiating a movement of the shift lever, based on a received sensor value from a sensor 310.
    Step 402 A first speed n1 on a first side of a synchronizing unit 250 and a major axis speed n2 on a second side of the synchronizing unit 250, which are predicted to occur when the estimated 401 gear is engaged, are determined.
    The first speed n1 can be determined in a number of alternative ways, for example by measuring or calculating the speed on the side axle 230 and then, with knowledge of the gearbox gear ratio, calculating the speed of the gear to be engaged. This gear is associated with the gear it is deemed to be engaged.
    The side shaft speed can be measured on the side shaft 230 in the gearbox 113 with a first speed sensor 260. Alternatively, the side shaft speed can be calculated by measuring the speed on the input shaft 112 with a speed sensor 111 and the side shaft speed is determined based on the shaft 113.
    The main shaft speed n2 can be obtained by measuring the speed on the main shaft 240 or on the output shaft with a second speed sensor 270. If the gearbox 113 has a range gear, it may be necessary to know its gear ratio and position if measuring on the output shaft. The determination of the first speed n1 may comprise that the side shaft speed is measured on one side shaft 230 in the gearbox 113 with the first speed sensor 260. Alternatively, the side shaft speed may be calculated by measuring the speed of the input shaft 112 with a speed sensor based on speed sensor 111 the gear ratio between the pair of teeth connecting the input shaft 112 to the side shaft 230, according to certain embodiments.
    The determination of the main shaft speed n2 may comprise measuring the speed of a main shaft 240 in the gearbox 113 with the second speed sensor 270.
    Such measurement, or determination of the first speed n1 and the second speed n2, respectively, and / or the speed difference An can be performed continuously, or with a certain time interval according to different embodiments.
    In some embodiments, the sensor 310 can only determine if the gear lever 320 is about to be moved toward one gear gate, and the gear gate associated with gear two and gear three, respectively. The determination of said parameter as for example the speed difference An, the act is detected 401 that the gear lever 320 is on its way to either of gear two or gear three can be made based on the gear which gives the largest speed difference An.
    Step 403A parameter related to power development in the synchronizing unit 250, when the estimated 401 gear is loaded is calculated, based on the determined 402 first speed n1 and the determined 402 main shaft speed n2.
    In some embodiments, this parameter may include or be a speed difference nn, which may be determined so that =n = n1 - n2. This is because the power development that can be predicted occurs in the synchronizing unit 250 when the estimated 401 gear is loaded can be proportional to this speed difference An between the first speed n1 and the main shaft speed n2.
    The determination of said parameter, such as the speed difference An, can be made based on the gear which gives the largest speed difference An, since the estimation 401 of the driver's intended gear selection comprises a plurality of gears in certain embodiments.
    In some embodiments, this parameter may include or be a power development P predicted to occur in the synchronizing unit 250 associated with the estimated 12 401 gear, based on the determined 402 first speed n1 and the main shaft speed n2 and / or the speed difference An between them.
    The power development P can be calculated by: P = An - M; where An is the speed error in the synchronizing unit 250, or the difference between the main shaft speed and the side shaft speed converted with knowledge of the gear ratio to the gear intended to be loaded; and M is the torque developed in the synchronizing unit 250. This torque M can in some embodiments be assumed to be constant during the time period it takes for the shift to be performed.
    Step 404Shift servo 126 is turned off when the calculated 403 parameter exceeds a limit valueG.
    This limit value G may be associated with the estimated 401 gear, so that different estimated 401 gears are associated with different limit values G, according to certain embodiments. In other embodiments, some or all of the gears may share a common limit value G. For example, a table with different, or alternatively a common, limit value G for differently estimated 401 gears may be stored in a memory associated with the respective gear in the gearbox 113.
    In certain embodiments where the parameter includes the speed difference An, the limit value G may include a maximum permissible speed difference Gp.
    In other embodiments where the parameter includes the power P, the limit value G may include the maximum allowable developed power Gp in the synchronization unit 250. In some embodiments, the switching servo 126 is turned off when the calculated 403 power development P in the synchronization unit 250 exceeds a limit value Gp; P> Gp.
    The limit value Gp, alternatively Gp, can be determined in advance to a limit value where damage is risked to the synchronization unit 250 in the gearbox 113, based on strength calculation or experience-based assessment. For example, Gp can be set to 0.5 - n1. In certain embodiments, Gp can be set to k - n1, where k is selected from the range 0.3 - 2. In some embodiments, the limit value Gp / Gp can be set to different limit values, depending on the speed n1 or estimated 401 gears.
    Step 405 This method step is performed only in certain alternative embodiments where an iteration of at least some method steps 401-404 in the method 400 has been made.
    Switching servo 126 is activated, or reactivated, when the calculated 403 parameter does not exceed said limit value G.
    Thereafter, the shifting process can be completed, by synchronizing the speeds n1 and n2 with each other of the synchronizing unit 250 and loading the detected / requested gear when the speeds n1 and n2 have been synchronized.
    Figure 5 illustrates an embodiment of a control unit 115 arranged to control a gear servo 126 in connection with a gearbox 113. The gear servo 126 is in turn arranged to load a single gear in a gearbox 113 in a vehicle 100, when the driver of the vehicle via the gear lever 320 indicates that a certain gear must be engaged.
    This controller 115 is configured to perform at least some of the previously described method steps 401-405, included in the description of the method 400 for controlling the shift servo 126.
    The control unit 115 comprises a number of sub-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 various embodiments of the invention.
    The control unit 115 comprises a processor circuit 520, arranged to estimate a gear which the driver intends to select. Furthermore, the processor circuit 520 is also arranged to determine a first speed n1 on a first side of a synchronizing unit 250 and also to determine a major axis speed n2 on a second side of the synchronizing unit 250 when the estimated 401 gear is engaged. The processor circuit 520 is also arranged to calculate a parameter related to power development in the synchronizing unit 250, when the estimated gear is loaded, based on the determined first speed n1 and the determined main shaft speed n2. Furthermore, the processor circuit 520 is also arranged to generate a control signal for shutting down the changeover servo 126, when the calculated parameter exceeds a limit value G.
    In some embodiments, the parameter may comprise or be a speed difference An, which may be determined so that An = n1 - n2. The parameter may also include or consist of a 14 power development P which is forecast to occur in the synchronizing unit 250 associated with the estimated gear, based on the determined first speed n1 and the main shaft speed n2 and / or the speed difference An between them.
    To obtain the speed difference An in the synchronizing unit 250, one can measure or calculate the input shaft speed or the side shaft speed in different embodiments. What distinguishes them is the gear ratio between the pair of teeth that connects the input shaft 112 to the side shaft 230, which makes it possible to calculate the side shaft speed. In one embodiment the cantilever shaft speed is measured directly on the side shaft 230, for example with the first speed sensor 260, which means that input shaft speeds do not have to be measured for this purpose according to certain embodiments. With the help of the side shaft speed and knowledge of the gearbox gear ratio to the target gear for the current gear, the first speed n1 can be calculated, i.e. the first speed n1 on the first side of the synchronizing unit 250. To obtain the second speed n2 or the main shaft speed, this can be measured , for example with the second speed sensor 270. Thereafter, the speed difference An in the synchronizing unit 250 can be predicted by calculating the difference between n1 and n2.
    Furthermore, the processor circuit 520 may also be arranged to determine the side shaft speed n1 by a speed measurement on a side shaft 230 in the gearbox 113 with a first speed sensor 260; or that the side shaft speed n1 is calculated by measuring the speed of the input shaft 112 and determining the side shaft speed n1 based on the gear ratio between the pair of teeth connecting the input shaft 112 to the side shaft 230, according to certain embodiments.
    The processor circuit 520 may also be arranged to determine the main shaft speed n2 by speed measurement on a main shaft 240 in the gearbox 113 with a second speed sensor270.
    Furthermore, the processor circuit 520 may also be arranged to receive a measurement of speed on the input shaft 112 of the gearbox 113. The processor circuit 520 may also be arranged to calculate the resulting speed of a side shaft 230 of the gearbox 113 when the estimated gear is engaged.
    Furthermore, the processor circuit 520 may also be arranged to iterate at least some process step 401-404 in the method 400. In some embodiments, the processor circuit 520 may also be arranged to generate a control signal to (reactivate) the changeover servo 126, when the calculated parameter does not exceed said limit value G.
    In some embodiments, the processor circuit 520 may further be arranged to select the intended gear selection of the estimator driver by detecting the position of the gear lever. Such detection of the position of the gear lever may include receiving a sensor value, regarding the position of the gear lever, from a sensor 310.
    Furthermore, the processor circuit 520 may further be arranged to calculate said parameter based on the gear which gives the largest speed ski An, since the estimation 401 of the driver's intended gear selection comprises a plurality of gears, according to certain embodiments.
    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 including buffering of data, control functions and the like.
    The control unit 115 may also comprise a receiving circuit 510 in certain embodiments, arranged to obtain a parameter value, such as a measured value or a sensor detection. For example, obtaining such a measured value may include reading a sensor 111, 260,270, 310 of instantaneous speed, and a sensor detection indicating a gear which the driver of the vehicle intends to select.
    The control unit 115 may also comprise a transmitting circuit 530, arranged to send a control signal for switching off and activating the changeover servo 126, respectively, when the calculated parameter exceeds a limit value G. The transmitting circuit 530 may also be arranged to send a control signal to perform shifting to the requested gear.
    In some embodiments, the controller 115 may also include a memory unit 525, which is a data storage medium. Such a memory unit 525 may be arranged to store information regarding gears, gear ratio in the gearbox 113, limit value / n G, speed range and / or power development associated with a certain limit value G, and similar information which may facilitate the control of the gear servo 126.
    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 (ErasablePROM), Flash memory, EEPROM (Electrically Erasable PROM), etc. in various embodiments. Furthermore, according to certain embodiments, the invention comprises a computer program for controlling a shift servo 126, arranged to load a gear in a gearbox 113 in a vehicle 100, including performing the method 400 according to any of method steps 401-405 when the computer program is executed in a processor circuit 520 in a controller 115.
    Certain embodiments of the invention also include a system 500 for controlling a single gear servo 126, wherein the gear servo 126 is arranged to load a gear in a gearbox 113 in a vehicle 100. Such a system 500 includes a sensor 310 arranged to detect the position of the detector gear lever in the vehicle 100. a first speed sensor 260, arranged to measure speed on the side shaft 230 in the gearbox 113. The system 500 also comprises a second speed sensor 270, arranged to measure speed on the main shaft 240 in the gearbox 113. In addition, a control unit 115 is included. Some embodiments of the invention are also included. a vehicle 100, which includes the system 500 for controlling a shift servo 126 described above.
    权利要求:
    Claims (13)
    [1]
    A method (400) in a control unit (115) for controlling a shift servo (126), arranged to load a gear in a gearbox (113) in a vehicle (100), wherein the method (400) is characterized by: estimation (401) of a gear which the driver of the vehicle intends to select; determining (402) a first speed on a first side of a synchronizing unit (250) and a main shaft speed on a second side of the synchronizing unit (250), the estimated (401) gear being engaged; calculating (403) a parameter related to power development in the synchronizing unit (250), when the estimated (401) gear is engaged, based on the determined (402) first speed and determined (402) main shaft speeds; and shutting down (404) the changeover servo (126) when the calculated (403) parameter exceeds a limit value.
    [2]
    The method (400) of claim 1, wherein determining (402) the first speed comprises measuring the side shaft speed on a side shaft (230) of the gearbox (113) with a speed sensor (260); or that the side shaft speed is calculated by measuring the speed of the input shaft (112) and determining the side shaft speed based on the gear ratio between the pair of teeth connecting the input shaft (112) to the side shaft (230).
    [3]
    The method (400) according to any one of claims 1-2, wherein the determination (402) of the main shaft speed is measured on a main shaft (240) in the gearbox (113) with a speed sensor (270).
    [4]
    The method (400) of any of claims 1-3, wherein said calculated (403) parameters comprise a speed difference between the determined (402) first speed on the first side of the synchronizing unit (250) and the determined (402) main axis speed of the other side of the synchronizing unit (250), when the estimated (401) gear is engaged.
    [5]
    The method (400) of any of claims 1-3, wherein said calculated (403) parameters include the power development in the synchronizing unit (250).
    [6]
    The method (400) of any of claims 1-5, further comprising iterating at least one method step (401-404) in the method (400); and activating (405) the changeover servo (126), when the calculated (403) parameter does not exceed said limit value. 18
    [7]
    The method (400) of any of claims 1-6, wherein the estimating (401) of the driver's intended gear selection comprises detecting the position of the gear lever.
    [8]
    The method (400) of any of claims 1-7, wherein the calculation (403) of parameters is performed based on the gear giving the largest speed difference, the estimation (401) of the driver's intended gear selection comprising a plurality of gears.
    [9]
    The method (400) of any of claims 1-8, wherein said limit value is associated with the estimated (401) gear, so that different estimated (401) gears are associated with different limit values.
    [10]
    Gear in a gearbox (113) in a vehicle (100), wherein the control unit (115) is characterized by: Control unit (115) for controlling a shift servo (126), arranged to load a processor circuit (520) arranged to estimate a gear which the driver of the vehicle intends to choose; and is also arranged to determine a first speed on a first side of a synchronizing unit (250) and a main shaft speed on a second side of the synchronizing unit (250), when the estimated gear is engaged; and further is arranged to calculate a parameter related to power development in the synchronizing unit (250), when the estimated gear is loaded, based on the determined first speed and determined main shaft speed, and is also arranged to generate a control signal for switching off the switching servo (126), when the calculated parameter exceeds a limit value.
    [11]
    In a gearbox (113) in a vehicle (100), comprising performing the method (400) according to the computer program for controlling a shift servo (126), arranged to load a gear according to any one of claims 1-9 when the computer program is executed in a processor circuit (520) in a control unit (115) according to claim 10.
    [12]
    A gearbox (113) in a vehicle (100), comprising: System (500) for controlling a shift servo (126), arranged to load a gear in a sensor (310), arranged to detect the position of the gear lever in the vehicle (100). ); a first speed sensor (260), arranged to measure speed on the side shaft (230) of the gearbox (113); a second speed sensor (270), arranged to measure speed on the main shaft (240) of the gearbox (113); and a control unit (115) according to claim 10. 19
    [13]
    A vehicle (100) comprising a system (500) for controlling a shift servo (126), according to claim 12.
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    同族专利:
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    SE539256C2|2017-05-30|
    DE102015010760A1|2016-02-25|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102017213008B4|2017-07-27|2019-05-09|Continental Automotive Gmbh|Method for operating a motor vehicle and motor vehicle formed with a manual transmission and an automatic clutch|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450976A|SE539256C2|2014-08-22|2014-08-22|Procedure for shifting in a vehicle|SE1450976A| SE539256C2|2014-08-22|2014-08-22|Procedure for shifting in a vehicle|
    DE102015010760.7A| DE102015010760A1|2014-08-22|2015-08-18|Method for gear shifting in a vehicle|
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