• 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:
    The present invention relates to a device and a method for loading a gearbox (6) into a motor vehicle (1). The device comprises a control unit (9) which is adapted to receive information when at least the last activation of a safety system (Sa, Sb) occurred, to estimate a risk period (RABs, RESP) after the most recent activation within which the risk is judged to be high for a further activation of the safety system. (Sa, Sb), to control an adjustable component (5, 6e1), which in a first position connects the drive motor (2) to the gearbox (3) and in a second position the switch connection between the internal combustion engine (2), so that it is set in the second the position when a new gear is engaged in the gearbox (6) within the said risk period (RABS, RESP). (Fig. 1)
    公开号:SE1450986A1
    申请号:SE1450986
    申请日:2014-08-25
    公开日:2016-02-26
    发明作者:Daniel Häggström；Tomas Selling
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    BACKGROUND OF THE INVENTION AND PRIOR ART The present invention relates to a device and a method for loading a gear into a gearbox.
    AMT gearboxes (Automated manual gearboxes) are designed as manual gearboxes. They may include a main axle and a side axle which support a pair of gears which alternately can transmit the drive torque in the gearbox. AMT gearboxes differ from manual gearboxes in that the shifting process is controlled by an electric control unit. The shifting process is sometimes performed with the clutch in a closed position. AMT gearboxes can be synchronized or unsynchronized. Synchronized AMT gearboxes include synchronizing units arranged on the main shaft of the gearbox. The synchronizing units synchronize the gear speed of the gear to be entered in the gearbox with the main shaft speed before the gear provides a main shaft lock. If synchronizers are used, the coupling must generally be kept open. A gearbox equipped with synchronization units can also be switched as an unsynchronized gearbox. Hososynchronized gearboxes provide the synchronization of the gear and main axle speeds by means of the vehicle's drive motor or a braking device which accelerates or decelerates the side axle depending on whether a lower or higher gear is scaled into the gearbox. If the drive motor is used for synchronizing the gearbox, the clutch must be closed during the synchronization process. The actual transmission can be done with open or closed clutch in both synchronized and unsynchronized gearboxes. If the clutch has been closed during the synchronization process, the changeover time can be shortened if the gear installation can be carried out with the clutch closed, as this avoids the step of opening and, after the gear has been engaged, closing the clutch.
    A vehicle usually includes an ABS (Anti-lock Braking System) system that prevents the wheels from locking when braking. An ABS system consists of an electric control unit that essentially continuously receives information from a speed sensor for each wheel. If one or more of the vehicle's wheels begins to rotate more slowly than other wheels during a braking process, the braking effect is reduced intermittently on the affected wheels. Vehicles may also include an ESP (Electronic Stability Program) system which ensures the vehicle's stability and road holding in curves. In ESP systems, there are sensors that register the direction of the wheels in relation to the steering wheel angle and a gyro that monitors the car's movements laterally. The system is activated when the sensors send information indicating that the vehicle has started to skid. When this happens, the spare wheels required to lift the cord are braked. Here, too, there is an intermittent braking effect. When a drive wheel is braked intermittently by an ABS system or an ESP system, there is a risk of torsional oscillations in the vehicle's driveline.
    If an ABS system or an ESP system is activated during a gear process, the transmission may include torsional oscillations when the new gear is to be engaged in the gearbox. In such circumstances it is difficult to create a synchronous speed in the gearbox and there is an obvious risk of the new gear SUMMARY OF THE INVENTION The object of the present invention is to reduce the risk of damage occurring in a gearbox in connection with the loading of a gearbox.
    This object is achieved with the device of the kind mentioned in the introduction, which is characterized by the features stated in the characterizing part of claim 1. A vehicle has a driveline extending from a drive motor to the vehicle's drive wheel. The vehicle gearbox comprises a number of gears with which a first portion of the driveline extending from the internal combustion engine to the gearbox may be connected to a second portion of the driveline extending from the gearbox to the vehicle's drive wheel. If a safety system is activated and provides a safety-controlled intermittent braking of one or more of the vehicle's drive wheels, high-frequency oscillations can occur in the driveline. If an activation of the safety system is obtained at the same time during a shifting process, such possible high-frequency torsional oscillations in the driveline can make it difficult to detect and create a synchronous speed in the gearbox when a new gear is loaded in the gearbox. The risk that the new gear is engaged with a speed error is great and thus the risk of damage occurring in the gearbox. The risk of injury increases with the size of the speed error. The damage effect that is obtained is related to the moment of inertia of the respective parts of the driveline when they are to be connected to each other in the gearbox.
    The device comprises a control unit which receives and stores information when at least the last activation of the security system occurred. The activation of the safety system takes place mainly when the surface has a low friction caused by ice formation. It can thus be assumed that the road has a low friction when the safety system is activated. It is then also probable that the nearest horizontal road also has low friction. It is thus highly probable that further activations of the security system will take place in connection with the most recent activation. The control system estimates a risk period after the last activation within which it is judged that there is an increased risk of a new activation of the security system. During the said risk period, the control unit sets the controllable component in the second position when a new gear is entered in the gearbox within the said risk period. If the risk period has passed without activation of the safety system, it is unacceptable that the vehicle has entered a road section with a higher friction. Thus the taranan logic over and decides whether the gear should be engaged with the adjustable component in the first or the second position.
    When the adjustable component is in the second position, it disconnects the intermediate drive motor and the gearbox. The moment of inertia of the drive motor usually constitutes the main part of the moment of inertia of the first part of the driveline which extends between the internal combustion engine and the gearbox. The moment of inertia from the internal combustion engine is also enhanced with the gearbox gear ratio. When a new gear is engaged with the adjustable component in the second position, the first part of the driveline has a relatively small moment of inertia because it is not connected to the internal combustion engine. Thus, the load on the components in the gearbox in connection with them engaging each other is considerably lower than then the adjustable component is in that initial position. As a result, damage to the gearbox can in most cases be avoided or minimized in cases where the transmission of a gear unit takes place with a speed error and the adjustable component is in the second position.
    According to an embodiment of the present invention, said adjustable component is a coupling mechanism. Most vehicles have an existing clutch mechanism which is thus placed in an open position as there is an increased risk of torsional oscillations occurring in the gearbox during a shifting process. In cases where the gearbox comprises a split gear, said adjustable component may alternatively or in combination be a locking unit of the split gear with which an input shaft of the gearbox is connectable to a side shaft of the gearbox via two different gear options. When such a locking unit is set in a neutral position, the connection between the input shaft of the gearbox and the side shaft of the gearbox is broken. In this case, the locking unit can be set in the neutral position as there is an increased risk of torsional oscillations in the gearbox in connection with the loading of an ordinary gearbox. Thus, both the internal combustion engine and the input shaft of the gearbox are disengaged from the components in the gearbox that engage with each other in connection with a new ordinary gear being loaded into the gearbox. The moment of inertia which acts on the above-mentioned components is thus further reduced and with it also the risk of injury in cases where a gear is engaged with a speed error. After the gearbox has been engaged in the gearbox, the split gearbox can be set in a desired split position with the clutch mechanism in an open position to avoid damage to the gearbox when the split gearbox is engaged.
    According to an embodiment of the present invention, said risk period is a one-time period. As long as a vehicle is driven on a surface with a low friction, such as an icy surface, the risk of further activation of the safety system is high. An activation of the safety system is usually followed by several such on an icy road section with low friction. An indication that the vehicle has arrived at a road section with higher friction is the lack of activation of the safety system. If the security system has been deactivated within a period of time which, for example, can be of the order of 15 minutes from the last activation, it is estimated that the risk of activating the security system is no longer high. The time period corresponding to the risk period may be a constant stored time value or a time value that varies with different parameter values which may indicate an increased probability of activating the security system. The risk period can also refer to a mileage.
    According to an embodiment of the present invention, the safety system is an ABS system. An ABS system provides an intermittent reduction of the braking force acting on a wheel so that it does not lock during a braking process. In cases where the wheel is a drive wheel, such an intermittent braking process can result in high frequency torsional oscillations in the driveline. In this case, the control unit can detect at what time an ABS activation takes place and to define a risk period in direct connection with the ABS activation. For assessment of future risk, ABS intervention for drive wheels and impellers provides the same information. Alternatively, the risk period can be defined as a number of decelerations without activation of the ABS system. Each time an ABS activation occurs, a new risk period can be estimated based on the most recent ABS activation.
    According to an embodiment of the present invention, the security system is an ESP system. An ESP system provides an intermittent brake activation with a relatively high frequency of one or more wheels of a vehicle as the vehicle slides in a curve. In cases where a drive wheel is braked, activation of the ESP system can result in high frequency oscillations in the driveline. In this case, the control unit can detect when the vehicle is being driven in curves and that said risk period consists of a predetermined number of curves in the radutal activation of the ESP system. The number of curves without activation of the ESP system can be a constant number or a number that varies with different parameters.
    According to an embodiment of the invention, the control unit comprises a software with which said risk period is estimated. The software may include a mathematical model or the like with which received parameter values are used to estimate the risk period. The control unit can alternatively have access to stored fixed values that define the risk period. The control unit can be adapted to receive information from a single sensor that senses the ambient temperature. As the ambient temperature is around 0 ° C, there is a great risk of ice formation on the road surface and an increased risk of activating the safety system. The ambient temperature can thus be a parameter that affects the length of the risk period.
    According to an embodiment of the invention, the gearbox comprises a main shaft, one-side shaft and a plurality of gears pair defining different gears in the gearbox, each of the gear pairs comprising a primary gear which is rotatably mounted on the side shaft and a secondary main gear shaft mounted on the main shaft. Such a gearbox which can be referred to as an AMT gearbox is designed as a manual gearbox which is shifted by means of a control unit. The gearbox may include locking units which are only adapted to rotationally lock the secondary gears on the main shaft. In this case, the gearbox can be described as an unsynchronized gearbox. A synchronous speed in the gearbox can in this case be created with the help of the internal combustion engine 1oy which accelerates the side axle when a new lower gear is to be entered in the gearbox or with a brake which brakes the side axle when a new higher gear is to be entered in the gearbox.
    According to an embodiment of the invention, said locking units may also comprise synchronizing components which are adapted to synchronize the speed of the secondary gears with the main shaft before they provide a rotational locking of one secondary gear on the main shaft. In this case, the gearbox can be referred to as a synchronized gearbox. Said components may comprise conical friction surfaces which are pressed against each other for the purpose of synchronizing the speed of the secondary gear with the main shaft before the secondary gear provides a rotational locking on the main shaft. In this case, a mechanically controlled and more robust synchronization of the secondary gear speed and the main shaft speed is provided. However, the introduction of new gears with a speed error can also occur in this type of gearbox in connection with high-frequency torsional oscillations in the driveline.
    The initially stated object is also achieved with the method according to claims 14-18.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, by way of example, preferred embodiments of the invention are described with reference to the accompanying drawings, in which: Fig. 1 shows a vehicle with a device according to the present invention, Fig. 2 shows a fate diagram showing a method according to a first embodiment of the invention and Fig. 3 shows a flow chart showing a method according to a second embodiment of the invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Fig. 1 schematically shows a vehicle 1 which is advantageously a heavy vehicle. The vehicle 1 is driven by an internal combustion engine 2. The internal combustion engine 2 may be a diesel engine. The vehicle comprises a driveline 3 which transmits the driving torque of the internal combustion engine 2 to the vehicle's driving wheel 4. The driveline 3 comprises i.a. a clutch mechanism 5, a gearbox 6 and a cardan shaft 7. The clutch mechanism 5 is arranged between the internal combustion engine 2 and the gearbox 6. The clutch mechanism 5 is adjustable in a closed position as it connects an output shaft 2a of the internal combustion engine 2 to an input shaft 6a of the gearbox 6 and position when it disengages the internal combustion engine 2 from the gearbox 6. The vehicle includes safety systems in the form of an ABS system Saoch an ESP system 8b. A control unit 9 is adapted to control the clutch mechanism 5 by means of a schematically shown actuator 10.
    Gearbox 6 is an automated manual AMT gearbox. The gearbox 6 includes a main shaft 6b and a side shaft 6c. The gearbox contains an fl ertalk gear pair 6d which are in constant engagement with each other. Each gear pair 6d includes a primary gear 6d1 which is rotatably mounted on the side shaft 6c and a secondary gear 6d2 which is rotatably mounted on the main shaft 6b. Locking units 6e are arranged on the main shaft 6b in connection with the secondary gears 6d2. The locking units 6e are rotatably fixed on the main shaft 6b so that they rotate at the same speeds as the main shaft 6b. Each of the locking units 6e comprises a slidably arranged coupling sleeve with a jaw coupling or the like which is displaceable in an axial direction on the main shaft 6b between a neutral position and a locking position in which the jaw coupling provides a rotational locking of a secondary gear 6d2 on the main shaft 6b. One of the locking units 6e1 is included in a split gear. The locking unit 6e1 has the task of establishing a first split position and a second split position in the gearbox 6. In the first split position the locking unit 6e1 is moved to a first locking position in which it provides single-rotation locking of the secondary gear 6d2a arranged on the far left in the shaft 6d2a. . In this split position, the input shaft 6a is connected to the side shaft 6c via the leftmost pair of gears 6d. In the second split position, the locking unit 6e1 is moved to a second locking position in which it provides single-rotation locking of the second farthest secondary gear 6d2 arranged on Fig. 1 on the input shaft 6a. In this case, the input shaft 6a is connected to the side shaft 6c via the second farthest pair of gears 6d. The locking unit 6e1 is also adjustable in a neutral position between said locking positions in which the side shaft 6c is disengaged from the input shaft 6a.
    The gearbox 6 comprises a brake 6f with which the side shaft 6c can be braked during a single-gear process. The gearbox 6 also comprises a range gear 6g which is arranged between the main shaft 6b and an output shaft 6h of the gearbox 6. By means of a gear gear 6g all gears in a gearbox 6 can be respectively a low gear ratio. Thus, the gearbox 6 can receive twice as many gears. Control unit 9 has access to stored information 9a regarding suitable gear in the gearbox in different operating conditions defined by a number of operating parameters l1 such as vehicle speed, internal combustion engine speed etc. The control unit 9 is adapted to receive current care information on said operating parameters 11 using this information. The control unit 9 controls the gear shifting processes in the gearbox by activating a schematic display gear mechanism 12. The gear mechanism 12 may comprise an actuator and a single-movement transmitting mechanism for each of the locking units 6e. However, by means of such a shift mechanism 12, the locking units 6e can be moved from a locked position to a neutral position during a disassembly process of a gear in the gearbox and from the neutral position to the locking position during a loading process of a gear in the gearbox. The downshift processes are mainly performed with the clutch mechanism 5 in the closed position. The downshift processes can be performed somewhat faster in this case since the clutch mechanism 5 does not need to be opened and then closed. The gearbox 6 is in this embodiment an unsynchronized AMT gearbox. An asynchronized AMT gearbox has locking units 6e which provide a rotational locking of secondary gears 6d2 on the main shaft 6b without synchronizing components.
    Before an existing gear in the gearbox 6 can be disengaged, a torque-free state must be created between the rotationally locked secondary gear 6dz and the main shaft 6b. The control unit 9 creates the torque-free state by controlling the internal combustion engine 2. When a torque-free state has been created, the locking mechanism 6 to a neutral position. When the locking unit 6e reaches the neutral position, the rotational locking of the secondary gear 6d2 on the main shaft 6b ceases. When shifting up an unsynchronized gearbox, the control unit 9 advantageously activates the side axle brake 6f to speed up the shifting process. The brake 6f requires that the clutch 5 be kept open when it is activated as it otherwise risks being damaged when it is not made so that even the brake motor 2. When a synchronous speed is reached, the control unit 9 activates the shift mechanism 12 so that it displaces the current locking unit 6e from the neutral position to the locked position. in which the secondary gear 6d2 representing the new gear obtains a rotational lock on the main shaft 6b. If instead a bearing gear is to be inserted in the gearbox 6, the control unit 9 activates the internal combustion engine 2 so that it accelerates the side shaft 6c until the secondary gear 6d2 representing the new gear obtains a synchronous speed with the main shaft 6b. In this case, the clutch 5 is in the closed position. When a synchronous speed is reached, the control unit 9 activates the shift mechanism 12 so that it displaces the current locking unit 6e from the neutral position to the locking position at which the secondary gear 6d2 obtains a rotational lock on the main shaft 6b.
    The ABS system Sa includes speed sensors for each wheel and an electrical control unit that substantially continuously receives information from the speed sensors. If any wheels start to rotate more slowly than other wheels during a braking process, the ABS system is activated, which intermittently loosens and brakes the affected wheel or wheels so that they continue to roll on the ground during the braking process. The ESP system8b contributes to the vehicle's stability and road holding while driving in curves. The ESP system S includes sensors that register the direction of the wheels in relation to the steering angle and a single sensor 14 in the form of a gyro that monitors the lateral movements of the vehicle. The system is activated when the sensors send information indicating that one or more of the vehicle's wheels are starting to skid. When this happens, the wheels required to lift the cord are braked. Here, too, the affected wheel or wheels provide an intermittent braking effect.
    Drive lines 3 in vehicle 1 have elastic properties. When a drive wheel 4 provides an intermittent braking process initiated by an ABS system or an ESP system, there is a risk that high-frequency torsional oscillations occur in the vehicle's driveline 3. The deer driveline 3 in a vehicle 1 performs torsional oscillations and it is difficult to measure driveline speed a synchronous speed during a loading process of a gear in the gearbox 6. Torsional oscillations occur mainly in the rear longer part of the drive line 3 which extends from the main shaft 6b in the gearbox 6 to the drive wheels 4 and thus includes the propeller shaft 7. Torsional oscillations in the drive line 3 may also occur briefly. the part of the driveline extending from the internal combustion engine 2 to the side shaft 6c of the gearbox 6.
    As high-frequency torsional oscillations occur in the driveline 3 during a single-gear process, there is an obvious risk that the new gear is engaged with a single-speed error. There is thus a risk that damage will occur in the gearbox in connection with the installation of the new gear. The vehicle 1 comprises a device comprising the ABS system 8a and / or the ESP system 8b and the control unit 9. The control unit 9 comprises a software 9b with which it is possible to receive and store information documenting when the ABS system Sa and the ESP system 8b are activated. With the help of such stored values, the software can estimate a risk periods RABS, REsP during which it is judged to be an increased risk that the ABS system 8a or the ESP system 8 is activated. During such periods RABS, RESP with an increased risk of activation of the ABS system 8a or the ESP system 8b, there is thus also an increased risk of high-frequency torsional oscillations in the driveline and that new gears are loaded with a speed error in the gearbox 6.
    The function of a device comprising the ABS system 8a is shown in the drainage diagram in Fig. 2. At step 20, the process starts in connection with the combustion engine 2 starting. Control unit 9 receives substantially continuously information regarding current values of said operating parameters 11 during operation of the vehicle 1 and from the sensor 13 regarding the ambient temperature. At step 21, the control unit 9 receives information from the ABS system 8a that it has been activated. The control unit 9 registers the time when the ABS system 8a was activated. The control unit 9 can also register parameter values such as the ambient temperature and prevailing operating parameters when the ABS system Sa was activated. The control unit's software 9b then estimates, at step 22, a risk period RABS within which it is judged that there is an increased risk of new activations of the ABS system 8a. The ABS system Sa is activated when the wheels' grip against the ground shows a low friction, which is usually due to the ice formation on the road. In addition to the fact that ice has formed on the road surface in one place, the road surface in front many times comprises ice. Thus, a risk period RABS can be defined during the continued journey after an ABS activation of, for example, the order of 15 minutes. Alternatively, the risk period RABS is defined by a number of decelerations without activation of the ABS system. Each time an ABS activation occurs, a new risk period can be estimated based on the most recent ABS activation.
    At step 23, the control unit 9 receives information regarding said operating parameters 11 which indicates that a shifting process is to be performed in the gearbox 6. An existing gear is thus discharged and a new gear is engaged. At step 24, the control unit 9 activates and controls the internal combustion engine 2. condition in the gearbox 6. When the control unit 9 estimates that a torqueless condition has been created in the gearbox 6, it activates the shifting mechanism 12. The shifting mechanism 12 provides a displacement of the current locking unit 6e from the locking position to a neutral position. The rotationally locked secondary gear 6d2 is thus disengaged on the main shaft 6b and the gear is disengaged. At step 25, the control unit 9 assesses whether the switching process is performed within the risk period RABS or not. If the shifting process is performed outside the risk period 11 RABs, the control unit includes other logic which, at step 26, determines whether the new gearbox 6 should be engaged with the clutch mechanism in the closed or open position. The step 27 activates the control unit 9 the shift mechanism 12 so that it displaces the current locking unit 6e from the neutral position to the locking position at which the secondary gear 6d2 representing the new gear obtains a rotational lock on the main shaft 6b as soon as a synchronous speed 6 is reached between the main shaft and the secondary shaft.
    If it is instead established, at 25, that the shifting process is carried out within the risk period RABS, it is found that it is not suitable to load the new gear in the gearbox 6 with the clutch mechanism 5 in the closed position due to the risk of injury. In this case, the control unit 9 activates the actuator 10 which opens the clutch mechanism 5 at step 28. After the clutch mechanism 5 has been opened, the control unit 9, at step 27, activates the shift mechanism 12 so that it displaces the current locking unit 6e from the neutral position to the locking position at which the secondary gear 6 the representative new gear obtains a rotational lock on the main shaft 6b. In this case, there is thus an increased risk of ABS activation if the vehicle were to be braked during the shifting process. If this happens, high-frequency torsional oscillations can occur in the driveline 3 so that the locking unit 6e provides a rotational locking of the secondary gear 6d2 on the main shaft 6b at a time when they do not have completely synchronous speeds.Because the clutch mechanism 5 is open, the relatively large inertia mass the secondary gear 6d2.This significantly reduces the magnitude of the moment of inertia acting on the secondary gear 6d2 in connection with it obtaining a rotational lock on the main shaft 6b. In addition, the components which establish the rotational locking of the secondary gear 6d2 on the main shaft 6b are subjected to a considerably less load if they engage with each other when there is a speed error. The risk of damage is thus clearly reduced when the coupling mechanism 5 is open compared to when it is closed.
    Admittedly, this shifting process takes a little longer as the clutch mechanism 5 must be opened before the new gear can be engaged, but this is offset by the fact that damage to the gearbox 6 can be avoided.
    In this case, the gearbox 6 comprises a split gear. An alternative possibility to break the connection in the first part of the driveline between the internal combustion engine 2 and the gearbox 6 is to set the first locking unit 6e1 in the neutral position in connection with loading a new gear in the gearbox 6. When the first locking unit 6e1 is set in the neutral position, the side shaft 6c is disengaged from the gearbox 6a. In this alternative, the moment of inertia acting on the secondary gear 6dg is further reduced in connection with the loading of the new gear. The risk of damage is thus further reduced when a new gear is engaged with the split gear in the neutral position. In the subsequent disassembly of the split gear, when the first locking unit 6e1 provides single rotation locking of one of the two possible secondary gears 6d2 on the input shaft 6a, the clutch mechanism is suitably in the open position if the ABS system is activated.
    The operation of a device comprising the ESP system 8b is shown in the fate diagram in Fig. 3. At step 30, the process starts in connection with the combustion engine 2 starting. Control unit 9 receives substantially continuously information regarding current values of said operating parameters 11 during operation of the vehicle 1 and from the sensor 13 regarding the ambient temperature. At step 31, the control unit 9 receives information from the ESP system Sb that it has been activated. The control unit 9 registers the time when the ESP system 8b was activated. The control unit 9 can also register parameter values from the sensor 13 regarding the ambient temperature and curve curvature from the sensor 14 and prevailing operating parameters 11 when the ESP system 8 was activated. The control unit's software 9b then estimates, at step 32, a one-risk period RESP within which it is judged that there is an increased risk of new activations of the ESP system 8b. The ESP system 8b is activated if the vehicle starts to skid in a curve. The friction of the roadway may be reduced on the roadway in the curve where the ESP system was activated and thus also in the curves in front along the roadway. Thus, the risk period REgp in the form of a time period can be defined during the continued journey after an ESP activation of, for example, the order of 15 minutes. Alternatively, the risk period REsp is defined by a number of curves without activation of the ESP system. The risk period RESP ends in this case after the vehicle 1 has traveled through a predetermined number of curves without activation of the ESP system. Each time an ESP activation occurs, a new risk period REsP can be estimated. .
    At step 33, the control unit 9 receives information regarding said operating parameters 11 which indicates that a shifting process is to be performed in the gearbox 6. An existing gear is thus discharged and a new gear is engaged. At step 34, the control unit 9 activates and controls the internal combustion engine 2. condition in the gearbox 6. When the control unit 9 estimates that a torqueless state has been created in the gearbox 6, it activates the shifting mechanism 12. The shifting mechanism 12 provides a displacement of the current locking unit 6e from the locking position to a neutral position. The rotationally locked secondary gear 6d2 is then disengaged on the main shaft 6b. Wide step 35, the control unit 9 assesses whether the switching process is performed within the risk period RESPeller does not. If the shifting process is carried out outside the risk period RESP, it is established that it is possible to load the new gearbox in the gearbox 6 with the clutch mechanism in the closed position. At step 36, other logic determines whether the new gear in the gearbox 6 is scaled in with the clutch mechanism 5 in the open or closed position. At step 37, the control unit 9 activates the shift mechanism 12 so that it displaces the current locking unit 6 from the neutral position to the locking position at which the secondary gear 6d2 representing the new gear obtains a rotational lock on the main shaft 6b as soon as a synchronous speed 6 is reached between the main shaft and the secondary shaft.
    If it is instead established, at 35, that the shifting process is carried out within the risk period REsP, it is found that it is not appropriate to load the new gear in the gearbox 6 with the clutch mechanism 5 in the closed position due to the risk of injury. In this case, the control unit 9 activates the actuator 10 which opens the clutch mechanism 5 at step 38. After the clutch mechanism 5 has been opened, the control unit 9, at step 37, activates the shift mechanism 12 so that it displaces the current locking unit 6e from the neutral position to the locking position at which the secondary gear on the main shaft 6b. In this case, there is thus an increased risk of ESP activation if the vehicle were to be driven in a curve during the shifting process. If this happens, high-frequency torsional oscillations can occur in the driveline 3 so that the locking unit 6e provides a rotational locking of the secondary gear 6d2 on the main shaft 6b at a time when they do not have completely synchronous speeds. Since the clutch mechanism 5 is open, the relatively large mass of inertia represented by the internal combustion engine 2 is disconnected from the secondary gear 6d2. This significantly reduces the magnitude of the moment of inertia acting on the secondary gear6d2. As a result, the components which establish the rotational locking of the secondary gear 6d2 on the main shaft 6b are subjected to a considerably less load if the dough engages with each other with a speed error. The risk of damage is thus clearly reduced when the coupling mechanism 5 is open. Also in this case, the split gear can be set in a neutral position as an alternative or a complement to an uncoupling mechanism 5 for breaking the connection in the driveline between the internal combustion engine 2 and the gearbox 6. The invention is in no way limited to the embodiment described in the drawings. frames. In the embodiment shown above, the gearbox is an unsynchronized AMT gearbox 6. Although the risk of damage is not as great in a synchronized AMT gearbox, the device and method according to the present invention can also be applied to such a gearbox. In addition to the locking units 6e, a single-synchronized AMT gearbox also comprises components which synchronize the speed of the secondary gears 6d2 with the speed of the main shaft 6b before the secondary gear 6d2 provides a rotational locking of the main shaft 6b.
    权利要求:
    Claims (17)
    [1]
    Device for loading a gearbox into a gearbox (6) in a motor vehicle (1), the vehicle (1) comprising a drive motor (2), a gearbox (6), a driveline (3) which transmits the drive motor (2) drive torque to the vehicle's drive wheel (4), an adjustable component (5, 6e1) in the driveline (3) which in a first position connects the drive motor (2) to the gearbox (3) and in a second position breaks the connection between the internal combustion engine (2) ) and the gearbox (3), the device comprising a safety system (Sa, Sb) adapted to automatically activate the vehicle's brakes (15) when specific operating situations arise, characterized in that the device comprises a control unit (9) adapted to receive information which at least indicates when the last activation of the safety system (Sa, Sb) occurred, to estimate a risk period (RABs, REsP) after the last activation within which the risk is judged to be high for further activation of the safety system, to set the adjustable component (5, 6 61) in the second position when a new gear is engaged in the gearbox (6) within the said risk period (RABs, RESP).
    [2]
    Device according to claim 1, characterized in that said adjustable component is a coupling mechanism (5).
    [3]
    Device according to claim 1, characterized in that the gearbox (6) comprises a split gear and that said adjustable component is a locking unit (6e1) of the split gear.
    [4]
    Device according to any one of the preceding claims, characterized in that said risk period (RABS, RESP) is CI) tldSpöflOd.
    [5]
    Device according to one of the preceding claims, characterized in that the safety system is an ABS system (Sa).
    [6]
    Device according to claim 5, characterized in that the control unit (9) is adapted to detect performed activations of the ABS system (Sa) and that said risk period (RABS, RESP) consists of a predetermined number of performed braking processes without the ABS system having been activated. 16
    [7]
    Device according to one of the preceding claims, characterized in that the security system is an ESP system (8b).
    [8]
    Device according to claim 7, characterized in that the control unit (9) is adapted to receive information from a sensor (14) which senses when the vehicle is driven in a curve and said risk period (REgp) consists of a predetermined number of curves which the vehicle (1 ) traveled through without activating the ESP system.
    [9]
    Device according to one of the preceding claims, characterized in that the control unit (9) comprises a software (9b) with which said risk period (RABS, RESP) is estimated.
    [10]
    Device according to one of the preceding claims, characterized in that the control unit (9) is adapted to obtain information from a sensor (13) which senses ambient temperature and to estimate said risk period (RABs, RESP) by means of the ambient temperature.
    [11]
    Device according to one of the preceding claims, characterized in that the gearbox (6) comprises a main shaft (6b), a side shaft (6c) and a plurality of gear pairs, each of which comprises a primary gear (6d1) which is rotatably mounted on the side shaft (6b). 6c) and secondary gears (6d2) rotatably mounted on the main shaft (6b).
    [12]
    Device according to one of the preceding claims, characterized in that the gearbox comprises locking units (6e) which are adapted to rotationally lock the secondary gears (6d2) on the main shaft (6b).
    [13]
    Device according to any one of the preceding claims 12, characterized in that said locking units (6e) also comprise synchronizing components which are adapted to synchronize the speed of the secondary gears (6d2) with the main shaft (6b) before providing a rotational locking of a secondary gear (6daxle) on the main shaft (6d2). 6b).
    [14]
    A method for inserting a gear into a gearbox (6) in a motor-driven vehicle (1), wherein the vehicle (1) comprises a drive motor (2), a gearbox (6), a driveline (3) which transmits the drive motor (2) ) drive torque to the vehicle's drive wheel (4), an adjustable component (5, 6e1) in the driveline (3) which in a first position connects the drive motor (2) to the gearbox (3) and in a second position breaks the connection between the internal combustion engine (2) and the gearbox (3), and a safety system (Sa, Sh) adapted to automatically activate the vehicle's brakes (15) when specific operating situations arise, characterized by the steps of receiving information when at least the last activation of the safety system (Sa, Sb) occurred, that estimate a risk period (RABS, RESP) after the last activation within which the risk is judged to be high for further activation of the safety system (Sa, Sh), to set the adjustable component (5, 6e1) in the second position when a new gear is entered in the gearbox (6) within said riskp eriod (RABS, Rggp).
    [15]
    Method according to claim 14, characterized by the step of estimating said risk period (RABS, REgp) as a time period.
    [16]
    Method according to claim 14, characterized by the step of sensing the ambient temperature and estimating said risk period (RABS, RESP) by means of this information.
    [17]
    The method according to any one of the preceding claims 14, wherein the safety system is an ABS system (Sa), characterized by the step of defining the risk period (RABs) as a predetermined number of braking processes performed by the vehicle (1) without the ABS system (Sa) having been activated. lS. The method according to any one of the preceding claims 14, wherein the safety system is an ESP system (Sb), characterized by the step of sensing when the vehicle is driven in a curve and defining the risk period (RESP) as a predetermined number of curves through which the vehicle (1) travels without ESP system (Sb) has been activated.
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    同族专利:
    公开号 | 公开日
    SE539142C2|2017-04-18|
    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
    SE1450986A|SE539142C2|2014-08-25|2014-08-25|Device and method for inserting a gear into a gearbox|SE1450986A| SE539142C2|2014-08-25|2014-08-25|Device and method for inserting a gear into a gearbox|
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