EP1390224A1 - Moyen d'entrainement pour vehicules a moteur - Google Patents

Moyen d'entrainement pour vehicules a moteur

Info

Publication number
EP1390224A1
EP1390224A1 EP02766712A EP02766712A EP1390224A1 EP 1390224 A1 EP1390224 A1 EP 1390224A1 EP 02766712 A EP02766712 A EP 02766712A EP 02766712 A EP02766712 A EP 02766712A EP 1390224 A1 EP1390224 A1 EP 1390224A1
Authority
EP
European Patent Office
Prior art keywords
clutch
gear
engine
shaft
control unit
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Withdrawn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
EP02766712A
Other languages
German (de)
English (en)
Inventor
Erik Lauri
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 EP1390224A1 publication Critical patent/EP1390224A1/fr
Withdrawn legal-status Critical Current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
    • B60W10/04—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
    • B60W10/02—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
    • B60W10/10—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
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/111—Stepped gearings with separate change-speed gear trains arranged in series
    • 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
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • 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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B60W2510/0225—Clutch actuator position
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine 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
    • 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
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/022—Clutch actuator position
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/023—Clutch engagement rate
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B60W2710/065—Idle condition
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1011—Input shaft speed, e.g. turbine speed
    • B60W2710/1016—Input speed change rate
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0411—Synchronisation before shifting by control of shaft brakes
    • 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
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/48—Synchronising of new gear
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/682—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • 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

Definitions

  • the present invention relates to a drive unit for motor vehicles, comprising an internal combustion engine and an auto-shift gearbox input shaft connected via an automated disc clutch to the engine crankshaft, said auto-shift gearbox having at least one intermediate shaft mounted in a housing, said intermediate shaft having at least one gear in engagement with a gear on the input shaft, and brake means, by means of which the rotation of the intermediate shaft can be rapidly braked to zero upon release of the clutch, a main shaft which is mounted in the housing and has gears engaging gears on the intermediate shaft, at least one gear in each pair of interengaging gears on the intermediate shaft and the main shaft being rotatably mounted on its shaft and lockable by engaging means of which at least the engaging means of some forward gears lack a synchronization function and operating means which cooperate with the engaging means and are controlled by a control unit connected to a gear selector, signals being fed to said a control unit representing the selected gear and various engine and vehicle data, at least including engine speed, input shaft rotational speed, vehicle speed, clutch position and accelerator pedal position.
  • the advantage of an auto-shift transmission over a traditional automatic transmission, made up of a planet gear stage with a hydrodynamic torque converter on the input side, is, on the one hand, particularly when used in heavy vehicles, that it is simpler and more reliable and can be manufactured at a substantially lower cost than traditional automatic transmission, and, on the other hand, that it has a higher efficiency, making lower fuel consumption possible.
  • a gearbox made up of a non- synchronized auto-shift main group and a range group the absence of synchronizations reduces costs even further.
  • the absence of synchronization means makes it possible to make the gearbox shorter or, alternatively, with a set length, to make the gears wider than in a synchronized gearbox of the same length, to thereby make it possible to transmit higher torque.
  • the clutch When the vehicle is standing still and the gear selector is in the neutral position, the clutch is normally engaged, so that torque is transmitted from the engine via the clutch to the input shaft of the gearbox and thereby also to its intermediate shaft.
  • This arrangement is often used to drive the gearbox lubricant pump, the gearbox bearings thus being lubricated in this manner even when the gearbox is in neutral when the clutch is engaged.
  • the clutch When the vehicle is to start moving, the clutch must first be disengaged before a starting gear can be engaged. If the gear to be engaged is a non-synchronized gear, the interengaging gearwheels on the main shaft and the intermediate shaft must be braked down to almost a standstill before the gear can be engaged.
  • Gearboxes of this type often have very small losses, which means that it would take too long from disengagement of the clutch until the rotating components of the gearbox came to a stop, if the rotating components were not actively braked in some manner.
  • a known method is to use an intermediate shaft brake which rapidly brakes the intermediate shaft down to a standstill when the clutch is disengaged.
  • the problem arises of how to comfortably engage an unsynchronised gear speed at low vehicle speed without producing a scraping sound in the gearbox. If the vehicle speed is so low that it would require a lower engine rpm than its idle rpm to use the engine to synchronise the input shaft rpm with the rpm of the selected gear speed, and is so high that the intermediate shaft brake cannot be used to brake the intermediate shaft, the gear can be engaged without scraping only by delaying a number of seconds after clutch release until the input shaft rpm has dropped to a suitable rpm. Depending on the moments of inertia of the rotating masses and the temperature of the oil in the gearbox, the delay required before permitting scraping-free shifting should amount to between five and ten seconds.
  • the purpose of the present invention is to achieve a drive unit of the type described by way of introduction, which obviates the above mentioned problem by making possible rapid and comfortable gear engagement without scraping, when the vehicle speed is so low as to make impossible synchronisation using the engine, but so high that shifting directly after stopping the intermediate shaft by means of its brake cannot be effected without scraping.
  • control unit is arranged - when the gear selector is in the neutral position, the clutch is engaged and the vehicle speed is so low that synchronisation for the selected gear with the aid of the engine requires a lower engine speed than the engine idle speed - upon moving the gear selector to the selected gear selection position to effect in sequence: releasing the clutch, activating said brake means to rapidly brake the rotation of the intermediate shaft at least to near standstill, engaging the clutch so that the input shaft is accelerated slowly, and activating said engaging means to engage said gear when the input shaft has reached a suitable rotational speed range for engagement of the selected gear.
  • control unit is arranged under said preconditions to first put the clutch in initial engagement position and then slowly increase the clutch engagement, to accelerate the input shaft up to a suitable rpm range.
  • a control unit of the type which is shown and described in WO 01/17815
  • Fig. 1 shows a schematic representation of a drive unit according to the invention
  • Fig. 2 shows the clutch and the gearbox of Fig. 1 on a larger scale
  • Fig. 3 is a diagram showing input shaft rotational speed as a function of the clutch disengagement and engagement sequence.
  • Fig. 1, 1 designates a six-cylinder internal combustion engine, e.g. a diesel engine, the crankshaft 2 of which is coupled to a single-disc dry-disc clutch, generally designated 3, which is enclosed in a clutch bell 4.
  • a single-disc clutch a dual-disc clutch can be used.
  • the crankshaft 2 is solidly joined to the clutch housing 5, while its disc 6 is solidly joined to an input shaft 7, which is rotatably mounted in the housing 8 of a gearbox, generally designated 9.
  • a main shaft 10 and an intermediate shaft 11 are rotatably mounted in the housing 8.
  • a gear 12 is rotatably mounted on the input shaft 7 and can be locked to said shaft with the aid of an engaging sleeve 13 provided with synchronizing means.
  • Said engaging sleeve 13 is non-rotatably but axially displaceably mounted on a hub 14 non-rotatably connected to the input shaft.
  • a gear 15, rotatably mounted on the main shaft 10 is lockable relative to the input shaft 7.
  • Additional gears 18, 19 and 20, respectively, are non-rotatably joined to the intermediate shaft 11 and engage gears 21, 22 and 23, respectively, on the main shaft 10 and lockable to the main shaft with the aid of engaging sleeves 24 and 25, respectively, which in the example shown do not have synchronizing means.
  • an additional gear 28 is rotatably mounted and engages an intermediate gear 30 rotatably mounted on a separate shaft 29.
  • the intermediate gear 30 engages in turn an intermediate shaft gear 20.
  • the gear 28 is lockable to its shaft with the aid of an engaging sleeve 26.
  • the gear pairs 12, 16 and 15, 17 and the engaging sleeve 13 form a splitter group with a low stage LS and a high stage HS.
  • the gear pair 15, 17 together with the gear pairs 21, 18, 22, 19, 23, 20 and 28, 30 form a main group with four speeds forward and one reverse.
  • a gear 31 is non-rotatably mounted to form the sun gear in a two-range group of planetary type, generally designated 32, the planet carrier 33 of which is non-rotatably mounted to a shaft 34, forming the output shaft of the gearbox.
  • the planet gears 35 of the range group 32 engage a ring gear 36 which, with the aid of an engaging sleeve 37, can be locked relative to the gearbox housing 8 for low range LR and relative to the planet carrier 33 for high range HR.
  • the engaging sleeve 37 also has a neutral position NR lying between low range LR and high range HR, in which neutral position the output shaft 34 is released from the main shaft 10.
  • the engaging sleeves 13, 24, 25, 26 and 37 are displaceable as indicated by the arrows in Fig. 2, providing the gear positions indicated above the arrows. Displacement is achieved by servo means 40, 41, 42, 43 and 44, schematically indicated in Fig. 2, which can be pneumatically operated piston-cylinder devices of the type used in a gearbox of the above described type, which is marketed under the name Geartronic ® .
  • the servo means are controlled by an electronic control unit 45 (Fig. 1), comprising a microcomputer depending on signals fed into the control unit representing various engine and vehicle data, including at least engine speed, vehicle speed, clutch and accelerator pedal position and, where applicable, engine brake on-off, when an electronic gear selector 46 coupled to the control unit 45 is in its automatic position.
  • the control unit 45 also controls the fuel injection, i.e. the engine speed, depending on the accelerator pedal position and the air supply to a pneumatic piston-cylinder device 47, by means of which the clutch 3 is engaged and disengaged.
  • the control unit 45 is programmed in a known manner so that the clutch 3 is engaged when the vehicle is standing still and the gear selector 46 is in the neutral position. This means that the engine is driving the input shaft 7 and thus also the intermediate shaft 11, while the output shaft 34 is disengaged.
  • Supplementary apparatus driven by the intermediate shaft e.g. an oil pump for lubricating the gearbox, is driven in this position.
  • the control unit 45 is also programmed, when the gear selector is moved from the neutral position to a gear select position, either to a position for automatic shifting or to a position with a starting-off gear selected by the driver, to first disengage the clutch 3 and brake the intermediate shaft 11 to a standstill with the aid of the intermediate shaft brake 50 shown in Fig. 2, which can be a brake means known per se and controlled by the control unit 45. With the intermediate shaft 11 braked to a standstill or nearly so, the control unit 45 now initiates shifting in the main group to a gear selected automatically or by the driver selecting a total gear speed. When the driver after gear engagement, now depresses the accelerator, the accelerator pedal will now function as a reverse clutch pedal, as the control unit gradually increases the clutch engagement as the throttle is opened.
  • the control unit then activates the intermediate brake 50, which rapidly brakes the intermediate shaft 11 to a standstill, as illustrated by the line “d".
  • the control unit then initiates the engagement of the clutch 3 by first switching to pulling position and then gradually increasing the engagement until the rpm of the input shaft 7 reaches the desired m range between the lines "b" and “c", as illustrated by the line “e”. With the input shaft ⁇ m within the given range, the control unit initiates the engagement of the selected gear.
  • the control unit can, for example, be programmed to control the engagement so that the clutch 3 transfers so low torque that the acceleration of the input shaft 7 from standstill to 350-450 m takes 0.3-0.6 s.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Structure Of Transmissions (AREA)

Abstract

La présente invention concerne une unité d'entraînement pour véhicules à moteur, comprenant un moteur à combustion interne (1) et une boîte de vitesses automatique non synchronisée (9), qui présente un arbre intermédiaire (50) et est reliée au moteur par l'intermédiaire d'un embrayage automatisé (3). L'embrayage et la boîte de vitesses sont commandés par une unité de commande électronique (45), dans laquelle sont introduits des signaux représentant la vitesse sélectionnée par un sélecteur de vitesse (46) et des signaux représentant diverses données de moteur et de véhicule. L'unité de commande est disposée, lorsque le sélecteur de vitesse est en position neutre, l'embrayage est engagé et la vitesse du véhicule est si faible que la synchronisation au moyen du moteur nécessite un régime de moteur inférieur au régime de ralenti moteur, pour tout d'abord désengager l'embrayage, puis freiner l'arbre intermédiaire jusqu'à l'arrêt, engager ensuite lentement l'embrayage et enfin engager la vitesse sélectionnée, lorsque l'arbre d'entrée a atteint un régime de vitesse de rotation convenable pour engager la vitesse sélectionnée.
EP02766712A 2001-04-27 2002-04-25 Moyen d'entrainement pour vehicules a moteur Withdrawn EP1390224A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE0101497 2001-04-27
SE0101497A SE518960C2 (sv) 2001-04-27 2001-04-27 Drivaggregat för motorfordon
PCT/SE2002/000812 WO2002087916A1 (fr) 2001-04-27 2002-04-25 Moyen d'entrainement pour vehicules a moteur

Publications (1)

Publication Number Publication Date
EP1390224A1 true EP1390224A1 (fr) 2004-02-25

Family

ID=20283927

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02766712A Withdrawn EP1390224A1 (fr) 2001-04-27 2002-04-25 Moyen d'entrainement pour vehicules a moteur

Country Status (3)

Country Link
EP (1) EP1390224A1 (fr)
SE (1) SE518960C2 (fr)
WO (1) WO2002087916A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3582521B2 (ja) 2002-08-13 2004-10-27 日産自動車株式会社 ４輪駆動車両の駆動力制御装置
DE102004027597A1 (de) 2004-06-05 2005-12-22 Zf Friedrichshafen Ag Verfahren zur Steuerung eines automatisierten Schaltgetriebes
ES2321752T3 (es) * 2006-02-24 2009-06-10 Yamaha Hatsudoki Kabushiki Kaisha Dispositivo y metodo para controlar el cambio automatico de un vehiculo.
GB2521221A (en) * 2013-12-16 2015-06-17 Daimler Ag Transmission for a vehicle, in particular a commercial vehicle
DE102015013160A1 (de) 2014-10-10 2016-04-14 Scania Cv Ab Verfahren zum Verhindern einer Zahn-auf-Zahn-Position in einem Getriebe sowie ein Getriebe und ein Fahrzeug
SE539831C2 (en) 2016-04-12 2017-12-12 Scania Cv Ab Control of a powertrain backlash
US9856973B1 (en) * 2016-07-07 2018-01-02 Deere & Company System and method for transmission with creeper mode selection

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2875872A (en) * 1957-01-22 1959-03-03 Fuller Mfg Co Automotive device
US3309934A (en) * 1964-06-10 1967-03-21 Mack Trucks Gear transmission oil pump and countershaft brake mechanism
US4211313A (en) * 1977-12-22 1980-07-08 Allis-Chalmers Corporation Transmission brake with lubricating and cooling means
US4294338A (en) * 1979-11-09 1981-10-13 Borg-Warner Corporation Transmission shift control apparatus with countershaft brake
US4727472A (en) * 1986-03-31 1988-02-23 Motorola, Inc. Servo control system for transmission shaft speed control

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO02087916A1 *

Also Published As

Publication number Publication date
SE0101497D0 (sv) 2001-04-27
WO2002087916A1 (fr) 2002-11-07
SE0101497L (sv) 2002-10-28
SE518960C2 (sv) 2002-12-10

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