EP1309465A1 - Shift lever and method for manoeuvring an automatic transmission - Google Patents

Shift lever and method for manoeuvring an automatic transmission

Info

Publication number
EP1309465A1
EP1309465A1 EP01958746A EP01958746A EP1309465A1 EP 1309465 A1 EP1309465 A1 EP 1309465A1 EP 01958746 A EP01958746 A EP 01958746A EP 01958746 A EP01958746 A EP 01958746A EP 1309465 A1 EP1309465 A1 EP 1309465A1
Authority
EP
European Patent Office
Prior art keywords
gearbox
gear shift
gear
neutral position
operating
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP01958746A
Other languages
German (de)
French (fr)
Inventor
Anders Hedman
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volvo Truck Corp
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
Publication of EP1309465A1 publication Critical patent/EP1309465A1/en
Withdrawn legal-status Critical Current

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 of the machine, e.g. the vehicle

Definitions

  • the present invention relates to a gear shift for operating an automated transmission for a motor vehicle which comprises a disengagement arrangement positioned in the drive line between the engine and the transmission of the vehicle, which transmission can be operated between a neutral position and at least one drive position by operating the gear shift between a corresponding neutral position and at least one corresponding drive position.
  • the invention also relates to a method for operating an automated transmission.
  • gearboxes have recently become increasingly common in trucks.
  • Such gearboxes are in principle manual gearboxes in which the gear lever has been replaced by an automation means. This includes both electronics for selection of a new gear and actuators for engaging and disengaging the gears.
  • gearbox brake In order to speed up the speed adaptation on upshifting, when the input shaft system is to be slowed down, unsynchronized automatic gearboxes are . often equipped with what is known as a gearbox brake.
  • the gearbox brake can also be used on starting a stationary vehicle. In this connection, the engine is running, the clutch is not disengaged, and the gear selector is in neutral position, for example after power take-off operation. In this case of application, the input shaft system of the gearbox rotates while the output shaft system is stationary. When the gear selector is moved into a drive position (forward or reverse) , engagement of a gear in order to drive off (that is to say the starting gear) can begin.
  • the gearbox brake increases complexity and cost. Removing it, however, means that the speeds of the input shaft system can be reduced only as a consequence of the inner frictional resistance of the gearbox. A period of time of roughly 2 seconds is normally needed in order to bring the speed of rotation down to the desired level in this way in order to make it possible to engage the starting gear. As this time delay takes place after the driver has moved the gear selector into the new position, the delay is experienced as a very negative effect.
  • One object of the invention is therefore to produce a control means which makes it possible to use an automated gearbox without a gearbox brake, which does not have the disadvantages described above.
  • the .control means is characterized in that a detector is arranged so as to detect an actuation of the gear shift, which detector is connected to operating means for activating the disengagement arrangement.
  • the method according to the invention is characterized by the steps of detecting an actuation of the gear shift, and of activating the disengagement arrangement in the event of such a detection.
  • the figure shows schematically a drive line belonging to a vehicle and comprising an engine 10, a gearbox 11 and a clutch 12 positioned between the engine and the gearbox.
  • the gearbox 11 can, for example, be provided with what is known as a split unit which provides two possible gearings from the input shaft to the intermediate shafts.
  • the basic unit of the gearbox can be provided with four forward gears and a reverse gear.
  • the gearbox can also comprise what is known as a range unit which provides another two possible gearings from the main shaft to the output shaft. In total, there are then 16 forward gears, and four reverse gears.
  • the clutch 12 is mechanical and provided with a side 13 connected to the engine 10 and also a disengageable, output side 14 which is connected to the gearbox 11 via an input shaft 15.
  • An output shaft 16 from the gearbox is connected in a known manner to the driving wheels of. the vehicle. Operation of the clutch 12 is effected by means of a control device 17 which is operated by a microcomputer-based control unit 18 via an output 19.
  • Input data to the control unit 18 is received, for example, via a connection 20 to the engine 10, which' provides information about the current engine speed.
  • the control unit 18 also receives information about the current gear position via a connection 21.
  • the connections 20 and 21 are two-way connections, which makes it possible, for example, for the control unit 18 on the one hand to influence the engine speed by activating a suitable arrangement, for example an exhaust brake, and on the other hand to control the gear position of the gearbox as well.
  • the control unit 18 also receives input data from a gear selector 22 via a connection 23.
  • the gear selector 22 is provided with a lever 24 with a neutral position lock 25 and has three possible use positions illustrated in the figure: N for neutral position, D for drive (forward) position and R for reverse. More positions on the selector are possible, as are more knobs.
  • the gear selector 22 is provided with a detector (not shown) which is arranged so as to sense whether the lever 24 is actuated, for example by the lever being moved from the N position. Alternatively, the detector is arranged so as to sense whether the neutral position lock 25 has been pressed in, which takes place before the gear selector can leave the N position.
  • the signal from the detector activates the control device 17 via the connections 19, 23 and also the control unit 18, the clutch 12 being disengaged.
  • the adaptation of the speed of rotation of the running wheels of the gearbox can then take place without delay, either through the effect of the inner rotational resistance of the gearbox, or by using a gearbox brake. On detection of the desired speed of rotation for • engaging a gear having been obtained, the shifting operation takes place automatically via the control unit 18.
  • the gear selector described above therefore makes possible rapid engagement of a starting gear, without the need for a gearbox brake for adapting the speed of rotation of the running wheels of the starting gear.

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

TITLE
Shift Lever and Method for Manoeuvring an Automatic Trans- mission.
TECHNICAL FIELD
The present invention relates to a gear shift for operating an automated transmission for a motor vehicle which comprises a disengagement arrangement positioned in the drive line between the engine and the transmission of the vehicle, which transmission can be operated between a neutral position and at least one drive position by operating the gear shift between a corresponding neutral position and at least one corresponding drive position. The invention also relates to a method for operating an automated transmission.
BACKGROUND Automated gearboxes have recently become increasingly common in trucks. Such gearboxes are in principle manual gearboxes in which the gear lever has been replaced by an automation means. This includes both electronics for selection of a new gear and actuators for engaging and disengaging the gears.
In a vehicle with an automated gearbox, there is no conventional gear lever in the driver's compartment; instead there is a gear selector with electric change- over switches for detecting the gear position selected.
When a gearbox is operated from one gear position to another, the old gear position must first be disengaged from the engagement position. The speed of rotation of the running wheels of the new gear position must then be speed-adapted to one another before these running wheels can be brought together. In manual gearboxes, this speed adaptation is as a rule brought about by synchronizing devices which serve as a brake between clutch sleeve and running wheels. For inter alia reasons of cost, the synchronizing devices are often removed in automated gearboxes. Speed adaptation is then achieved by controlling the speed of rotation of the engine, which means that the clutch does not have to be disengaged on shifting gear when the vehicle is in motion.
In order to speed up the speed adaptation on upshifting, when the input shaft system is to be slowed down, unsynchronized automatic gearboxes are . often equipped with what is known as a gearbox brake. The gearbox brake can also be used on starting a stationary vehicle. In this connection, the engine is running, the clutch is not disengaged, and the gear selector is in neutral position, for example after power take-off operation. In this case of application, the input shaft system of the gearbox rotates while the output shaft system is stationary. When the gear selector is moved into a drive position (forward or reverse) , engagement of a gear in order to drive off (that is to say the starting gear) can begin. In this connection, the adaptation of the speed of rotation of the running wheels of the starting gear cannot take place by controlling the engine speed (this would in that case require the engine to be switched off) . Instead, the following procedural steps must be performed: 1. disengagement of the gearbox from the output shaft of the engine, 2. reduction of the speed of rotation of the input shaft system, for example by a gearbox brake, 3. engagement of starting gear when the speed of rotation of the running wheel concerned is sufficiently low.
The gearbox brake increases complexity and cost. Removing it, however, means that the speeds of the input shaft system can be reduced only as a consequence of the inner frictional resistance of the gearbox. A period of time of roughly 2 seconds is normally needed in order to bring the speed of rotation down to the desired level in this way in order to make it possible to engage the starting gear. As this time delay takes place after the driver has moved the gear selector into the new position, the delay is experienced as a very negative effect.
DISCLOSURE OF THE INVENTION One object of the invention is therefore to produce a control means which makes it possible to use an automated gearbox without a gearbox brake, which does not have the disadvantages described above.
To this end, the .control means according to the invention is characterized in that a detector is arranged so as to detect an actuation of the gear shift, which detector is connected to operating means for activating the disengagement arrangement. By virtue of this design of the control means, the disengagement arrangement can be activated more rapidly for reducing the time required for a gear- shifting operation.
The method according to the invention is characterized by the steps of detecting an actuation of the gear shift, and of activating the disengagement arrangement in the event of such a detection.
Further advantageous variants of the invention emerge from the subclaims.
BRIEF DESCRIPTION OF FIGURE
The invention will be described in greater detail below with reference to an illustrative embodiment which is shown in the accompanying drawing which shows a schematic block diagram of an internal combustion engine with an automated transmission and a gear shift according to the invention. DESCRIPTION OF ILLUSTRATIVE EMBODIMENT
The figure shows schematically a drive line belonging to a vehicle and comprising an engine 10, a gearbox 11 and a clutch 12 positioned between the engine and the gearbox. The gearbox 11 can, for example, be provided with what is known as a split unit which provides two possible gearings from the input shaft to the intermediate shafts. The basic unit of the gearbox can be provided with four forward gears and a reverse gear. The gearbox can also comprise what is known as a range unit which provides another two possible gearings from the main shaft to the output shaft. In total, there are then 16 forward gears, and four reverse gears.
The clutch 12 is mechanical and provided with a side 13 connected to the engine 10 and also a disengageable, output side 14 which is connected to the gearbox 11 via an input shaft 15. An output shaft 16 from the gearbox is connected in a known manner to the driving wheels of. the vehicle. Operation of the clutch 12 is effected by means of a control device 17 which is operated by a microcomputer-based control unit 18 via an output 19.
Input data to the control unit 18 is received, for example, via a connection 20 to the engine 10, which' provides information about the current engine speed. The control unit 18 also receives information about the current gear position via a connection 21. The connections 20 and 21 are two-way connections, which makes it possible, for example, for the control unit 18 on the one hand to influence the engine speed by activating a suitable arrangement, for example an exhaust brake, and on the other hand to control the gear position of the gearbox as well. The control unit 18 also receives input data from a gear selector 22 via a connection 23. The gear selector 22 is provided with a lever 24 with a neutral position lock 25 and has three possible use positions illustrated in the figure: N for neutral position, D for drive (forward) position and R for reverse. More positions on the selector are possible, as are more knobs.
The gear selector 22 is provided with a detector (not shown) which is arranged so as to sense whether the lever 24 is actuated, for example by the lever being moved from the N position. Alternatively, the detector is arranged so as to sense whether the neutral position lock 25 has been pressed in, which takes place before the gear selector can leave the N position. The signal from the detector activates the control device 17 via the connections 19, 23 and also the control unit 18, the clutch 12 being disengaged. The adaptation of the speed of rotation of the running wheels of the gearbox can then take place without delay, either through the effect of the inner rotational resistance of the gearbox, or by using a gearbox brake. On detection of the desired speed of rotation for • engaging a gear having been obtained, the shifting operation takes place automatically via the control unit 18.
The gear selector described above therefore makes possible rapid engagement of a starting gear, without the need for a gearbox brake for adapting the speed of rotation of the running wheels of the starting gear.
The invention is not to be considered as being limited to^ the illustrative embodiments described above, but a number of further variants and modifications are possible within the scope of the patent claims below.

Claims

PATENT CLAIMS
1. A gear shift (22) for operating an automated transmission (11, 12) for a motor vehicle whic comprises a disengagement arrangement (12) positioned in the drive line between the engine (10) and the gearbox (11) of the vehicle, which 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) , characterized in that 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) .
2. The gear shift as claimed in claim 1, characterized in that the detector is adapted to detect a movement of the gear shift (22) from the neutral position (N) .
3. The gear shift as claimed in claim 1, characterized in that the detector is adapted to detect an actuation of a neutral position lock (25) arranged at the gear shift (22) .
4. A method 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, which gearbox can be operated between a neutral position and at least one drive position by operating a gear shift (22) between a corresponding neutral position (N) and at least one corresponding drive position (D) , characterized by the steps of detecting an actuation of the gear shift (22) , and of activating the disengagement arrangement (12) in the event of such a detection.
5. The method as claimed in claim 4, characterized in that the gearbox (11) is operated so as to go into a drive position when the speed of rotation of associated running wheels is sufficiently low.
EP01958746A 2000-08-11 2001-08-06 Shift lever and method for manoeuvring an automatic transmission Withdrawn EP1309465A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE0002870A SE0002870L (en) 2000-08-11 2000-08-11 Steering Controls
SE0002870 2000-08-11
PCT/SE2001/001713 WO2002014099A1 (en) 2000-08-11 2001-08-06 Shift lever and method for manoeuvring an automatic transmission

Publications (1)

Publication Number Publication Date
EP1309465A1 true EP1309465A1 (en) 2003-05-14

Family

ID=20280663

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01958746A Withdrawn EP1309465A1 (en) 2000-08-11 2001-08-06 Shift lever and method for manoeuvring an automatic transmission

Country Status (5)

Country Link
EP (1) EP1309465A1 (en)
AU (1) AU2001280367A1 (en)
BR (1) BR0112377A (en)
SE (1) SE0002870L (en)
WO (1) WO2002014099A1 (en)

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BR0112377A (en) 2003-06-24
AU2001280367A1 (en) 2002-02-25
SE515652C2 (en) 2001-09-17
WO2002014099A1 (en) 2002-02-21
SE0002870L (en) 2001-09-17
SE0002870D0 (en) 2000-08-11

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