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SE515652C2 - Steering Controls - Google Patents

Steering Controls

Info

Publication number
SE515652C2
SE515652C2 SE0002870A SE0002870A SE515652C2 SE 515652 C2 SE515652 C2 SE 515652C2 SE 0002870 A SE0002870 A SE 0002870A SE 0002870 A SE0002870 A SE 0002870A SE 515652 C2 SE515652 C2 SE 515652C2
Authority
SE
Sweden
Prior art keywords
gearbox
control knob
neutral position
detector
operating
Prior art date
Application number
SE0002870A
Other languages
Swedish (sv)
Other versions
SE0002870L (en
SE0002870D0 (en
Inventor
Anders Hedman
Original Assignee
Volvo Lastvagnar Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volvo Lastvagnar Ab filed Critical Volvo Lastvagnar Ab
Priority to SE0002870A priority Critical patent/SE515652C2/en
Publication of SE0002870D0 publication Critical patent/SE0002870D0/en
Priority to PCT/SE2001/001713 priority patent/WO2002014099A1/en
Priority to AU2001280367A priority patent/AU2001280367A1/en
Priority to BR0112377-7A priority patent/BR0112377A/en
Priority to EP01958746A priority patent/EP1309465A1/en
Publication of SE0002870L publication Critical patent/SE0002870L/en
Publication of SE515652C2 publication Critical patent/SE515652C2/en
Priority to US10/248,708 priority patent/US20030097892A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/068—Control by electric or electronic means, e.g. of fluid pressure using signals from a manually actuated gearshift linkage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/0217—Selector apparatus with electric switches or sensors not for gear or range selection, e.g. for controlling auxiliary devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/46—Signals to a clutch outside the gearbox
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1081—Actuation type
    • F16D2500/1083—Automated manual transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30806—Engaged transmission ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/3146—Signal inputs from the user input from levers
    • F16D2500/31466—Gear lever
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452—Engine parameters
    • F16D2500/70454—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70464—Transmission parameters
    • F16D2500/70488—Selection of the gear ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/08—Range selector apparatus
    • F16H59/10—Range selector apparatus comprising levers
    • F16H59/105—Range selector apparatus comprising levers consisting of electrical switches or sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed, e.g. the vehicle speed

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

The invention relates to a gear shift (22) for operating an automated transmission (11, 12) for a motor vehicle which comprises a disengagement arrangement (12) positioned in the drive line between the engine (10) and the gearbox (11) of the vehicle. The gearbox can be operated between a neutral position and at least one drive position by operating the gear shift between a corresponding neutral position (N) and at least one corresponding drive position (D). In order to make possible rapid operation of the gearbox, a detector is arranged so as to detect an actuation of the gear shift (22), which detector is connected to operating means (17, 18) for activating the disengagement arrangement (12).

Description

515 652 ' 12 varandra innan dessa löphjul kan föras samman. I manuella växellådor åstadkommes denna hastighets- anpassning i regel med synkroniseringar, som tjänstgör som broms mellan kopplingshylsa och löphjul. Av bland annat kostnadsskäl, tas ofta synkroniseringarna bort i automatiserade växellådor. Hastighetsanpassning erhålles hastighet, därvid genom att vilket styra motorns rotations- innebär att kopplingen ej behöver frikopplas vid växling när fordonet är i rörelse. 515 652 '12 each other before these impellers can be brought together. In manual gearboxes, this speed adjustment is usually achieved with synchronizations, which serve as a brake between the clutch sleeve and the impeller. For cost reasons, among other things, the synchronizations are often removed in automated gearboxes. Speed adjustment is obtained speed, thereby controlling the rotation of the engine means that the clutch does not need to be disengaged when shifting when the vehicle is in motion.

För att snabba på hastighetsanpassningen vid uppväxling, när inaxelsystemet skall bromsas ned, utrustas ofta osynkroniserade automatiska växellådor med en så kallad växellådsbroms. Växellådsbromsen kan även användas vid start av ett stillastående fordon.To speed up the speed adjustment when shifting up, when the axle system is to be decelerated, asynchronous automatic gearboxes are often equipped with a so-called gearbox brake. The gearbox brake can also be used when starting a stationary vehicle.

Härvid är nmtorn igång, kopplingen ej frikopplad och växelväljaren i. neutralläge, t.ex. efter kraftuttags- körning. I detta användningsfall roterar växellådans still. (fram eller back), inaxelsystem medan utaxelsystemet står När växelväljaren förs till ett drivläge kan iläggning av växel för att köra iväg (dvs. startväxel) påbörjas. Därvid kan anpassningen av rotationshastigheten på startväxelns löphjul inte ske genom styrning av motorhastigheten (detta skulle i så fall kräva att motorn stängdes av). I stället måste följande förfarandesteg utföras: 1. frikoppling av växellådan från motorns utgående axel, 2. minskning av rotationshastigheten på inaxel- systemet, t.ex. med en växellådsbroms, 3. iläggning av startväxel när rotationshastigheten på aktuellt löphjul är tillräckligt låg. 10 15 20 25 30 515 652 Växellådsbromsen ökar komplexitet och kostnad. Att ta bort den innebär dock att inaxelsystemets hastigheter kan Ininskas enbart soul en följd av växellådans inre friktionsmotstånd. Normalt åtgår en tidsperiod av cirka 2 sekunder för att på detta sätt nå ned till önskad rotationshastighet för att möjliggöra iläggning av startväxel. Eftersom denna tidsfördröjning äger rum efter att föraren fört växelväljaren till det nya läget, upplevs fördröjningen som mycket negativ.In this case, the motor is running, the clutch is not disengaged and the gear selector is in the neutral position, e.g. after PTO driving. In this case, the gearbox rotates still. (forward or reverse), in-axle system while the out-axle system is in When the gear selector is moved to a drive position, loading of gear to drive away (ie starting gear) can begin. In this case, the adjustment of the rotational speed on the impeller of the starting gear cannot take place by controlling the motor speed (this would in that case require the motor to be switched off). Instead, the following procedure steps must be performed: 1. disengaging the gearbox from the output shaft of the engine, 2. reducing the rotational speed of the in-shaft system, e.g. with a gearbox brake, 3. loading the starting gear when the rotational speed of the current impeller is sufficiently low. 10 15 20 25 30 515 652 The gearbox brake increases complexity and cost. Removing it, however, means that the speeds of the axle system can only be trapped in a soul as a result of the gearbox's internal frictional resistance. Normally, a time period of about 2 seconds is required to reach the desired rotational speed in this way to enable the starting gear to be engaged. Since this time delay takes place after the driver has moved the gear selector to the new position, the delay is perceived as very negative.

REDOGÖRELSE FÖR UPPFINNINGEN: Ett ändamål med uppfinningen är därför att åstadkomma ett styrorgan som möjliggör användning av en automatiserad växellåda utan växellådsbroms, vilken ej uppvisar de ovan beskrivna nackdelarna.DISCLOSURE OF THE INVENTION: An object of the invention is therefore to provide a control means which enables the use of an automated gearbox without a gearbox brake, which does not have the disadvantages described above.

För detta ändamål kännetecknas styrorganet enligt uppfinningen av att en detektor är anordnad för detektering av en påverkan av till frikopplingsanordningen. styrreglaget, vilken detektor är ansluten manövreringsorgan för aktivering av Genom. denna utformning av styrorganet kan frikopplingsanordningen aktiveras snabbare för reducering av tidåtgången för ett växlingsförlopp.For this purpose, the control means according to the invention is characterized in that a detector is arranged for detecting an influence of the disengagement device. the control knob, which detector is connected to actuators for activating the Genom. this design of the control means, the disengagement device can be activated more quickly to reduce the time consumption for a changeover process.

Förfarandet enligt uppfinningen kännetecknas av stegen att detektera en påverkan av styrreglaget, och att aktivera frikopplingsanordningen. vid fall av en sådan detektering.The method according to the invention is characterized by the steps of detecting an influence of the control knob, and of activating the disengagement device. in case of such detection.

Ytterligare varianter av fördelaktiga uppfinningen framgår av underkraven. 10 15 20 25 30 515 652 KORT BESKRIVNING AV FIGUR Uppfinningen skall beskrivas närmare i. det följande, med hänvisning till utföringsexempel som visas på den bifogade ritningen, som i ett schematiskt blockschema visar en förbränningsmotor med en automatiserad transmission och ett styrreglage enligt uppfinningen.Further variants of the advantageous invention appear from the subclaims. BRIEF DESCRIPTION OF THE DRAWINGS The invention will be described in more detail below, with reference to exemplary embodiments shown in the accompanying drawing, which in a schematic block diagram shows an internal combustion engine with an automated transmission and a control knob according to the invention.

BESKRIVNING AV UTFÖRINGSEXEMPEL: Figuren visar schematiskt en till ett fordon hörande drivlina omfattande en motor 10 och en växellåda 11 samt en mellan nwtorn och växellådan placerad koppling 12.DESCRIPTION OF EMBODIMENTS: The figure schematically shows a driveline belonging to a vehicle comprising an engine 10 and a gearbox 11 and a coupling 12 placed between the tower and the gearbox.

Växellàdan 11 kan exempelvis vara försedd med en så kallad splitenhet som ger två möjliga utväxlingar från inaxeln till mellanaxlarna. Växellådans basenhet kan vara försedd med fyra växlar framåt samt backväxel.The gearbox 11 can, for example, be provided with a so-called split unit which provides two possible gears from the in-axle to the intermediate axles. The gearbox base unit can be equipped with four forward gears and reverse gear.

Dessutom kan växellådan omfatta en så kallad range-enhet från det då 16 som ger ytterligare två möjliga utväxlingar huvudaxeln till utaxeln. Sammanlagt finns växlar framåt samt fyra backväxlar.In addition, the gearbox can comprise a so-called range unit from the then 16 which gives two further possible gears the main shaft to the output shaft. In total, there are forward gears and four reverse gears.

Kopplingen 12 är mekanisk och försedd med en med motorn 10 förbunden sida 13 samt en utgående, frikopplingsbar sida 14 som är förbunden med växellådan 11 via en ingående axel 15. En från växellådan utgående axel 16 är på känt sätt förbunden med fordonets drivhjul.The clutch 12 is mechanical and provided with a side 13 connected to the engine 10 and an output, releasable side 14 which is connected to the gearbox 11 via an input shaft 15. A shaft 16 emanating from the gearbox is connected to the drive wheels of the vehicle in a known manner.

Manövreringen av kopplingen 12 sker medelst ett styrdon 17, vilket manövreras av en mikrodatorbaserad styrenhet 18 via en utgång 19.The coupling 12 is operated by means of a control device 17, which is operated by a microcomputer-based control unit 18 via an output 19.

Indata till styrenheten 18 erhålles exempelvis via en anslutning 20 till motorn 10, vilken ger information om aktuellt motorvarvtal. Dessutom erhåller styrenheten 18 information om aktuellt växelläge via en anslutning 21.Input data to the control unit 18 is obtained, for example, via a connection 20 to the motor 10, which provides information on the current motor speed. In addition, the control unit 18 receives information about the current gear position via a connection 21.

Anslutningarna 20 och 21 är tvåvägsanslutningar, vilket 10 15 20 25 30 515 652 5 exempelvis gör det möjligt för styrenheten 18, dels att påverka motorvarvtalet genom aktivering av lämplig anordning, t.ex. en avgasbroms, och dels att även styra växellådans växelläge. Styrenheten 18 erhåller även indata från en växelväljare 22 via en anslutning 23.The connections 20 and 21 are two-way connections, which, for example, makes it possible for the control unit 18, on the one hand, to influence the motor speed by activating a suitable device, e.g. an exhaust brake, and partly to also control the gearbox's gear position. The control unit 18 also receives input data from a gear selector 22 via a connection 23.

Växelväljaren 22 är försedd med en spak 24 med en neutrallägesspärr 25 och har tre möjliga, i figuren illustrerade användningslägen: N för neutralläge, D för läge Drive framåt och R för Reverse, dvs. backning. Fler lägen på väljaren är möjliga, liksom fler knappar.The gear selector 22 is provided with a lever 24 with a neutral position lock 25 and has three possible operating modes illustrated in the figure: N for neutral position, D for Drive forward position and R for Reverse, ie. reversing. More modes on the selector are possible, as well as more buttons.

Växelväljaren 22 är försedd med en icke visad detektor, vilken är anordnad att avkänna om spaken 24 påverkas, t.ex. genom att spaken flyttas från läge N. Alternativt är detektorn anordnad att avkänna om neutrallägesspärren 25 trycks in, vilket sker innan växelväljaren kan lämna läge N. Signalen från detektorn aktiverar styrdonet 17 via anslutningarna 19, 23 samt styrenheten 18, varvid kopplingen 12 frikopplas. Nu kan anpassningen av rotationshastigheten hos växellådans löphjul ske utan dröjesmål, antingen genom verkan av växellådans inre rotationsmotstånd, eller genom användning av en växellådsbroms. Vid detektering av att önskad rotations- erhållits för hastighet iläggning av växel, sker växelmanövreringen automatiskt via styrenheten 18.The gear selector 22 is provided with a detector (not shown), which is arranged to sense if the lever 24 is actuated, e.g. by moving the lever from position N. Alternatively, the detector is arranged to sense if the neutral position lock 25 is depressed, which takes place before the gear selector can leave position N. The signal from the detector activates the controller 17 via the connections 19, 23 and the control unit 18, disengaging the clutch 12. Now the adjustment of the rotational speed of the gearbox impeller can take place without delay, either by the action of the gearbox's internal rotational resistance, or by the use of a gearbox brake. When it is detected that the desired rotation has been obtained for gearing, the gear operation takes place automatically via the control unit 18.

Den ovan beskrivna växelväljaren möjliggör således en snabb utan behov av en iläggning av en startväxel, växellådsbroms för anpassning av rotationshastigheten på startväxelns löphjul.The gear selector described above thus enables a quick, without the need for a loading of a starting gear, a gearbox brake for adjusting the rotational speed of the starting gear of the starting gear.

Uppfinningen skall inte anses vara begränsad till de ovan, beskrivna utföringsexemplen, utan en rad ytter- ligare varianter och nwdifikationer är tänkbara inom ramen för efterföljande patentkrav.The invention is not to be considered limited to the embodiments described above, but a number of further variants and modifications are conceivable within the scope of the appended claims.

Claims (5)

10 15 20 25 30 515 652 PATENTKRAV10 15 20 25 30 515 652 PATENT REQUIREMENTS 1. Styrreglage (22) (11, en i drivlinan mellan fordonets motor (ll) växellåda är manövrerbar mellan för manövrering av en automatiserad transmission 12) för ett motorfordon som omfattar (10) frikopplingsanordning och växellåda placerad (12), vilken ett neutralläge och minst ett drivläge genom manövrering av styrreglaget mellan ett motsvarande neutralläge (N) och minst ett motsvarande drivläge (D), k ä n n e t e c k n a t därav, att en detektor är anordnad för detektering av en påverkan av styrreglaget (22), vilken detektor är ansluten till manövreringsorgan (17, 18) för aktivering av frikopplingsanordningen (12).Steering control (22) (11, a gearbox in the driveline between the vehicle's engine (II) is operable between for operating an automated transmission 12) for a motor vehicle comprising (10) disengagement device and gearbox located (12), which a neutral position and at least one drive position by operating the control knob between a corresponding neutral position (N) and at least one corresponding drive position (D), characterized in that a detector is arranged for detecting an influence of the control knob (22), which detector is connected to operating means (17, 18) for activating the release device (12). 2. Styrreglage enligt kravet 1, k ä n n e t e c k n a t därav att detektorn är inrättad (22) att detektera en förflyttning av styrreglaget från neutralläget (N).Control knob according to claim 1, characterized in that the detector is arranged (22) to detect a movement of the control knob from the neutral position (N). 3. Styrreglage enligt kravet 1, k ä n n e t e c k n a t därav, att detektorn är inrättad att detektera en påverkan av en vid styrreglaget (22) anordnad neutrallägesspärr (25).Control knob according to claim 1, characterized in that the detector is arranged to detect an influence of a neutral position lock (25) arranged at the control knob (22). 4. Förfarande för manövrering av en automatiserad (11, 12) en i drivlinan mellan fordonets motor och växellåda (ll) (12), växellåda är' manövrerbar' mellan ett neutralläge för ett motorfordon som omfattar (10) frikopplingsanordning transmission placerad vilken och minst ett drivläge genom manövrering av ett styrreglage 10 515 652 (22) ett motsvarande drivläge mellan ett nwtsvarande neutralläge (D), av stegen (N) och minst k ä n n e t e c k n a t att detektera en påverkan av styrreglaget och att (12) (22), aktivera frikopplingsanordningen vid fall av en sådan detektering.Method for operating an automated (11, 12) one in the driveline between the vehicle's engine and gearbox (II) (12), gearbox is 'manoeuvrable' between a neutral position of a motor vehicle comprising (10) disengagement device transmission located which and at least a drive position by operating a control knob 10 515 652 (22) a corresponding drive position between a corresponding neutral position (D), of the steps (N) and at least characterized by detecting an influence of the control knob and (12) (22), activating the release device in case of such detection. 5. Förfarande enligt kravet 4, k ä n n e t e c k n a t (ll) rotationshastigheten på därav, att växellådan nanövreras till ett drivläge, när tillhörande löphjul är tillräckligt låg.5. A method according to claim 4, characterized by the rotational speed of the gearbox being moved to a drive position when the associated impeller is sufficiently low.
SE0002870A 2000-08-11 2000-08-11 Steering Controls SE515652C2 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
SE0002870A SE515652C2 (en) 2000-08-11 2000-08-11 Steering Controls
PCT/SE2001/001713 WO2002014099A1 (en) 2000-08-11 2001-08-06 Shift lever and method for manoeuvring an automatic transmission
AU2001280367A AU2001280367A1 (en) 2000-08-11 2001-08-06 Shift lever and method for manoeuvring an automatic transmission
BR0112377-7A BR0112377A (en) 2000-08-11 2001-08-06 Gear lever and method for handling an automatic transmission
EP01958746A EP1309465A1 (en) 2000-08-11 2001-08-06 Shift lever and method for manoeuvring an automatic transmission
US10/248,708 US20030097892A1 (en) 2000-08-11 2003-02-11 Shift lever and method for maneuvering an automatic transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SE0002870A SE515652C2 (en) 2000-08-11 2000-08-11 Steering Controls

Publications (3)

Publication Number Publication Date
SE0002870D0 SE0002870D0 (en) 2000-08-11
SE0002870L SE0002870L (en) 2001-09-17
SE515652C2 true SE515652C2 (en) 2001-09-17

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ID=20280663

Family Applications (1)

Application Number Title Priority Date Filing Date
SE0002870A SE515652C2 (en) 2000-08-11 2000-08-11 Steering Controls

Country Status (5)

Country Link
EP (1) EP1309465A1 (en)
AU (1) AU2001280367A1 (en)
BR (1) BR0112377A (en)
SE (1) SE515652C2 (en)
WO (1) WO2002014099A1 (en)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60161223A (en) * 1984-01-31 1985-08-22 Fuji Heavy Ind Ltd Electromagnetic clutch controller for car
US4653352A (en) * 1984-02-20 1987-03-31 Aisin Seiki Kabushiki Kaisha Automatic transmission system for automobiles having hydraulic and electronic control systems
GB8716973D0 (en) * 1987-07-17 1987-08-26 Automotive Prod Plc Transmission
GB2270143A (en) * 1992-08-28 1994-03-02 Automotive Products Plc Force sensitive lever.
GB9507462D0 (en) * 1995-04-11 1995-05-31 Automotive Products Plc Vehicle transmisions
SE505092C2 (en) * 1995-10-03 1997-06-23 Scandmec Ab Joystick

Also Published As

Publication number Publication date
SE0002870L (en) 2001-09-17
AU2001280367A1 (en) 2002-02-25
WO2002014099A1 (en) 2002-02-21
SE0002870D0 (en) 2000-08-11
EP1309465A1 (en) 2003-05-14
BR0112377A (en) 2003-06-24

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