DE4006653A1 - Gearshift control with automatic control of clutch - Google Patents

Abstract

The gearshift device comprises a clutch (2) which is arranged -between the driving engine (1) and the change-speed gear m transmission (3). The gear ratio which is favourable for the actual running condition is determined in connection with the engine performance characteristics in an electronic control mechanism (4) in a manner which is known per se, e.g. according to engine speed, load and acceleration, and indicated -presented to the driver in a gearshift indicator (5). The gear (52) presented in the gearshift indicator (5) is automatically engaged in the change-speed gear transmission (3) by just one operation in the gear selector and driving range setting device (6,7) and the vehicle is started in the reverse and forward direction of travel (R,D,A) solely by a displacement of the gear selector and driving range setting device and by operating the accelerator pedal (42), the clutch is controlled in a fully automatic manner both when changing gear and starting. It is also possible to change down from the gear which has just been engaged just by operating the accelerator pedal (42) in conjunction with the kickdown switch (43). @(23pp Dwg.No.2/3)@

Description

The invention relates to a switching device for semi-automatic switching of multi-stage, in particular multi-stage gear change transmissions of motor vehicles with one between the drive motor and the transmission arranged clutch and an electronic control unit to determine permissible switching recommendations as well a gear indicator, at least for the one just inserted Gear, and a gear selector and driving range setting device, with the driver's gears and driving areas Neutral position, reverse and forward direction can be selected, the gears via solenoid valves and shift cylinder in the gear change transmission and the switching recommendations are at least the permissible Consider engine speed and clutch actuation at least for circuits within the forward gears done automatically.

For the driver's convenience and for improvement the economy when driving with commercial vehicles, especially those with multi-speed transmissions equipped, many have already become semi-automatic Switching devices proposed and also developed with who pursue a wide variety of tasks and strategies were.

So in the well-known electronic-pneumatic Circuit EPS from Daimler-Benz the switching work of the Driver in terms of strength and distance for a 16-speed Gearbox reduced, because of the gear lever the shift commands electrically via the electronics to the solenoid valves is transmitted and the changeover in the transmission of pneumatic shift cylinders is executed. The  Shift lever is only moved in an alley (after front upshifts, rear downshifts), and the Gear engaged is shown on a display and not more felt or recognized on the gear lever. The Clutch pedal is from the driver when starting and shifting to operate in a known manner.

The developed by the gear factory Friedrichshafen and offered automated pre-selection circuit AVS already an electronic control unit, about which not only in relation to the engine speed of the drive motor permitted circuits selected and via a display are displayed next to the gear engaged. This electronic control unit rather chooses the optimal gear and shows it on a display. The Driver now has the option of the recommended gear to accept and change gear by pressing the Clutch pedal to perform in a known manner. But he has also the possibility of pressing a button continue to switch manually.

And finally, the SAMT transmission developed by Eaton (EP-01 70 465 A ₁ ) is known, in which the shifting device for the semi-automatic shifting of multi-stage, in particular multi-stage gear change transmissions of motor vehicles with a clutch arranged between the drive motor and the transmission and an electronic control unit is equipped. A gear indicator shows the gear currently engaged as well as other possible upshifts and downshifts that are permitted in relation to the engine speed. The clutch actuation is only necessary for starting, while the shifting within the forward gears is done automatically.

Starting from the latter switching device it is an object of the invention to provide such a device Direction towards a fully automatic driving style, like that of powershift automatic transmissions in planetary gear arrangement in use at e.g. City buses is known, to develop further. However, the limitation is Drivers can determine the timing of the shift themselves.

This task comes with the distinctive features of claims 1 and 2 fulfilled.

While at Eaton only the gear and Forward and downshifts permitted via symbols are displayed according to the invention next to the gear engaged still that of the electronic Control unit determined optimal gear displayed. With only actuation by the driver, e.g. with a Tip switch on the steering wheel, then this circuit triggered. Electronics is not only the cheapest Gear selected, but it is also still admissibility this circuit in relation to the engine speed in Checked in connection with the respective driving condition, see above that the suggestion in the gear display also with respect to Vehicle safety is optimal. The driver remains only the decision whether to accept this gear want. From the switching work and the difficulties with Starting, e.g. with a heavy vehicle on the mountain he totally exempted because the clutch for both that Shifting as well as for starting fully automatic is controlled. Normal, selected by electronics Gears are now only with one Actuation, e.g. a toggle switch and actuation of the accelerator pedal. With the combination of the features in the characterizing part of claim 1 and also 2 is a known power shift automatic transmissions very close upcoming driving style achieved because of the electronic  Gear finding, gear shift and clutch control so short Response times arise that the traction interruptions are hardly noticeable when shifting. The remains Decision on the time of a placement at Driver, especially when driving heavy Commercial vehicles this can be useful.

The invention is set out in the dependent claims in advantageously further developed. So the gear and travel range switching device in one device, e.g. at the console.

It is particularly advantageous to use the gear switch on the steering wheel to attach because it is the driver during normal gear changes doesn't even have to take a hand off the steering wheel during the Driving switch, which is not as common as the gear switch is needed, e.g. on the dashboard as a button switch can be arranged.

In order to be prepared for all cases, it is also possible to shift completely manually, because when actuated, e.g. shift key M , starting from the gear currently engaged, any upshift and downshift permitted with respect to the engine speed is possible, whereby actuation of the gear lever or pressing a button is necessary for each gear. In such a special case, a shift over three gears must also take place over three actuations.

There is not just one for the driver consumption-optimized driving style thanks to computer-controlled Shift recommendations, but also a performance-oriented Driving style through individual switching options. The Security is both computer-controlled Switching recommendation as well as for manual switching given because only circuits recommended or approved be that of electronics on over or under tours were checked.  

The invention is not based on the combinations of features of claims limited. For the person skilled in the art further sensible combinations of requirements and individual claim characteristics from the task.

Further details of the invention are based on Drawings and exemplary embodiments explained. Show it:

Fig. 1 is a block diagram of a drive train;

FIG. 2 shows a switching device in a schematic representation;

Fig. 3 is a travel switch;

In the block diagram according to FIG. 1, the drive motor is arranged with 1 , the automatic clutch with 2 and the gear change transmission with 3 , which is designed, for example, with synchronized shift clutches, in a drive train 1 , 2 , 3 of a motor vehicle. Speed sensors 11, 21, 31 determine the engine speed n _M, the transmission input speed n _Ge and the transmission output speed _n, and the transmission input shaft 38 and the transmission output shaft 39 are arranged on the motor output shaft 12th The electronic control unit 4 , which in an unillustrated manner consists of an input unit of an output unit, one or more memories and microprocessors, receives information from a gear selection and driving range setting device 6 , 7 or also from a key switch 72 with the positions R = reverse, N = neutral , D = forward, M = manual, - = manual downshift, + = manual upshift. The electronic control unit 4 receives further information via the load sensor 42 (accelerator pedal, accelerator pedal) in connection with the kick-down switch 43 as well as the brake 8 and the engine brake actuation via the line 81 . The throttle valve or injection pump 13 is also arranged on the engine 1 and is acted upon by the load transmitter (accelerator pedal, accelerator pedal) 42 via the electronic control unit 4 or directly via the electronic gas actuation (E-gas) 44 . The clutch 2 is connected to the electronic control unit 4 via its actuating device, clutch actuation 22 , and the displacement measuring device 23 . The shift cylinders 32 , 33 and the solenoid valves 41 , which are primarily housed in a common valve block, are also arranged schematically on the transmission 3 . Line 45 leads from the gear switches to the electronic control unit and line 46 from the electronic control unit to the solenoid valves. The gear indicator 5 is also connected to the electronic control unit 4 . The schematic representation according to FIG. 2 shows the switching device with the operating and display devices in the driver's cab of the motor vehicle as well as their connection with the electronic control unit 4 and the gear change transmission 3 , to which the clutch 2 is mounted. The gear switch 71 is arranged on the steering column 9 in the vicinity of the steering wheel 91 and, in conjunction with the key switch (drive switch) 72 which is arranged on the dashboard, forms the gear selector and driving range setting device. The latter button switch has the driving range positions reverse drive R , neutral position N , forward drive D (or also A) as well as the button for a manual shift M with the forward = + and reverse adjustment options = -. Alternatively, a gear selection and driving range setting device 6 can also be attached to the console, the gear selection device 61 and the driving switch 62 (rotary switch), see also FIG. 3, being combined in one device. The gear indicator 5 shows, for example, the gear 51 engaged on the left and the optimal gear 52 determined by the electronic control unit 4 on the right. In this example it is gears 5 for the engaged gear and 8 for the optimal, suggested gear. The accelerator pedal / accelerator pedal 42 is also referred to as a load sensor, is also arranged near the steering column 9 with the kick-down switch 43 and, like all the aforementioned operating and display devices, is connected to the electronic control unit 4 via electrical lines. 82 is the vehicle electrical system connection, and 11 and 21 are the speed sensors for the engine speed n _M and the transmission input speed n _Ge , which are located in the middle of the clutch 2 and the transmission 3 in the vicinity of the engine output shaft 12 and the transmission input shaft 38 (see FIG. 1) are arranged. With 32 the shift cylinders for the gear shift clutches and with 33 the gear switches, which are actuated when a gear is engaged. 31 is the speed sensor on the transmission output shaft n _from , which is also referred to as an electronic speedometer, because the driving speed of the vehicle is determined from this speed. With 34 the switching valve for the split and 36 this for the range group is designated. In addition to the speed sensors 11 , 21 , 31 , the gear switches 33 and the display switch for the neutral position 37 , the valve block for the solenoid valves 41 and the main switching valve 84 and the shift cylinder for the reverse gear 32 are also connected to the electronic control unit 4 via line 49 . The pressure medium for actuating the switching valves 34 , 36 and the switching cylinder 32 is conducted from the pressure vessel 83 via the main switching valve 84 to the solenoid valves 41 (lines 85 ). In FIG. 3, the driving or driving range switch 62 is shown somewhat more clearly than in FIG. 2. N is the neutral position in which the vehicle can be started. R denotes the reverse drive range, A the automatic forward drive range and M the manual forward drive range. The automatic forward driving range is often referred to as D. With this driving switch - driving range switch - can be connected to X ₁ X _2, when the electronic control unit is formed respectively in a simple manner even driving programs. The gear switch 71 according to FIG. 2 with the tip lever 720 is arranged similar to a generally known flasher unit and is used to switch the optimal gear 52 indicated by the electronic control unit 4 in the gear indicator 5 upwards in the direction S , that is to say in the direction of the steering wheel 91 , emotional. With this tap, a shift is initiated by the driver whenever there is a difference on the gear indicator 5 between the gear 51 just engaged and the optimal proposed gear 52 . With this gear switch 71 , manual gearshifts can also be triggered, tapping in the same plane in the plus direction (direction of travel) causes an upshift, and tapping in the minus direction (opposite direction) causes a downshift. Since the tip lever 720 is spring-loaded in all directions, it returns to its drawn starting position after actuation. For safety reasons, a previous actuation downward can also be provided before the manual shift takes effect, so that the adjustment in the opposite direction in the plane only leads to a manual gear shift if the actuation in the M direction has been carried out beforehand. In parallel to the switch 71 , as already described, a preselection for the manual area can also be fitted in the travel switch 72 (key switch), so that the up key and the minus key bring about a downward shift. . The switching device of Figures 1 to 4 operates as follows: The starting of the vehicle can only be in the position N, Neutral, take place. By moving the travel switch 62 or the button switch 72 in the driving range R , reverse travel, or D or A, forward travel, the actuator 42 is started in the preselected direction solely by actuating the load sensor 42 (accelerator pedal) because the clutch 2 is inserted fully automatically via the electronic control unit 4 takes place. For shifting in the automatic forward driving range A or D, it is only necessary to tap the gear switch 71 - tipping lever 720 - in the S direction. If a gear selection and driving range setting device 6 is attached to the console, the gear selection device 61 must be tapped in the direction of travel S. With these actuations, the gear is always selected, which is selected in the electronic control unit 4 in connection with the engine map and is shown in the gear display 5 as the optimal gear 52 . The driver may differ from the automatic gear selection and the operation of the accelerator switch 62 and select the key switch 72 or the gear switch 71 and the gear selector 61 of the manual range M. In this case, each time the gear selector 61 is actuated away from the driver or the gear switch 71 - tip lever 720 - only an upshift is effected in the direction of travel and only a downshift in the opposite direction. Multiple upshifts or downshifts must therefore be achieved by multiple operations. In the manual area, the electronic control unit 4 can be designed such that a gear indicator 5 of the optimal gear does not appear at all or only flashes, while the actual gear 51 , which is just engaged, is always displayed.

The switching devices by tapping the gear selector 61 or the tip lever 720 can, of course, be replaced if appropriate. For example, by tapping the gear selector 61 toward the driver, the gear 52 recommended in the gear indicator 5 can be shifted, while the manual gearshift M takes place in the plane of the direction of travel, it being expedient to shift up in the direction of travel and in the opposite direction of travel to provide a downshift.

With suitable programming in the electronic control unit 4 , it is also conceivable to immediately trigger a desired downshift with the accelerator pedal 42 in conjunction with the kick-down switch 43 without additional actuation on the tip lever 720 or on the gear selector 61 being necessary . The downshift intended in this way expediently starts from the currently engaged gear 51 , which is displayed in the gear indicator 5 , and is only carried out by the electronic control unit 4 if such a downshift is permissible in connection with the engine speed n _M. It is conceivable to provide such a downshift over more than one gear in connection with the kick-down switch 43 .

Reference numerals

1 drive motor
11 engine speed sensor n _M
12 motor output shaft
13 Throttle valve / injection pump
2 clutch
21 speed sensor n _Ge
22 clutch actuation
23 position measuring device
3 gear change gears
31 Speed sensor n _down
32 shift cylinders
33 gear switch
34 Switch valve for split group
35 -
36 switching valve for range group
37 Display switch for neutral position
38 transmission input shaft
39 transmission output shaft
4 Electronic control unit
41 solenoid valve
42 load sensor (accelerator pedal / accelerator pedal)
43 Kick-down switch
44 Electronic gas actuation (E-gas)
45 line (gear position)
46 Line to solenoid valves
47 Electrical cables
48 -
49 Electrical cables
5 gear indicator
51 Gear engaged
52 Optimal gear
6 gear selection and driving range setting device
61 gear selector
62 Travel switch / travel range switch
7 gear selector and range selector 71 gear switch
72 key switches / travel switches
720 lever
8 brake
81 Engine brake application
82 Vehicle electrical system
83 compressed air tank
84 main switching valve
85 lines
9 steering column
91 steering wheel
N Neutral
R Reverse range
D / A Automatic forward driving range
M Manual driving range
X ₁- X ₂ driving programs
S Switching direction of the recommended gear
n _M engine speed
n _from gearbox output speed
n _GE transmission _input speed

Claims (7)

1.Switching device for semi-automatic switching of multi-stage, in particular multi-stage gear change transmissions ( 3 ) of motor vehicles with a clutch ( 2 ) arranged between the drive motor ( 1 ) and the gear change transmission ( 3 ) and an electronic control unit ( 4 ) for determining permissible shift recommendations and one Gear indicator ( 5 ), at least for the gear currently engaged ( 51 ), as well as a gear selection and driving range setting device ( 6 , 7 ) with which the driver can change the gears (gear selection device 61, 71) as well as the neutral position ( N ), the reverse ( R ) and the forward direction ( D , A ) can be selected, the gears being switched via solenoid valves ( 41 ) and the shift cylinders ( 32 ) in the gear change transmission ( 3 ), characterized in that the electronic control unit ( 4 ) is known per se Way, eg according to speed - load and acceleration - in connection with the engine map the determination of the fu r the respective driving condition of favorable gear takes place and is displayed - offered - to the driver in the gear display ( 5 ) - and ( 52 ), and that only one actuation ( S ) in the gear selector and driving range setting device ( 6 , 7 ) means that gear also in the gear change transmission ( 3 ) is switched, and that the starting in the reverse and forward direction ( R , D , A ) takes place exclusively via an adjustment in the gear selection and driving range device ( 6 , 7 ) in connection with the actuation of the accelerator pedal ( 42 ), the clutch is controlled fully automatically both when shifting and when starting. 2. Switching device according to the preamble of claim 1, characterized in that regardless of the gear recommendation ( 52 ) in the gear indicator ( 5 ) via the electronic control unit ( 4 ) in a known manner, for example according to speed, load and acceleration, in connection is determined with the engine map, downshifting of at least one gear is achieved by simply actuating the accelerator pedal ( 42 ) in connection with the triggering of the kick-down switch ( 43 ), the downshifting taking place from the currently engaged and indicated gear and must be permissible in connection with the engine speed ( n _M ). 3. Switching device according to claim 1, characterized in that the gear selection and driving range switching device is designed as a combined ( 6 ) gear ( 61 ) and driving switch ( 62 ). 4. Switching device according to claim 1, characterized in that the gear selection and driving range switching device ( 7 ) is designed as a gear switch on the steering wheel ( 71 ) and driving switch as a key switch ( 72 ) on the dashboard. 5. Switching device according to claim 4, characterized in that the driving switch ( 62 , 72 ) has at least the position N for neutral, D for the forward driving direction, R for the reverse driving direction and M for the manual driving style. 6. Switching device according to claim 5, characterized in that the driving switch ( 62 , 72 ) still has positions for driving programs ( X ₁ - X ₂ ). 7. Switching device according to claim 4, characterized in that the gear switch ( 71 ) on the steering column ( 9 ) in the vicinity of the steering wheel ( 91 ) causes the gear shifting of the optimal gear selected by the electronic control unit ( 4 ), as well as a manual up- or downshift via one gear each.