BRPI0714851B1 - a method for shifting a cable into a vehicle, a vehicle equipped with a clutch, a computer program adapted for shifting into a cable in a vehicle, and an electronic control unit - Google Patents

Abstract

a method for shifting a cable into a vehicle, a vehicle equipped with a clutch, a computer program adapted for shifting into a cable in a vehicle, and an electronic control unit . a method for shifting in a cable-car in-vehicle system (1), comprising the steps of: determining whether a reliable gear signal is obtainable from the shifting means (7); change from a first gear change mode, in which a gear change is initiated by manual actuation of the clutch control means (21), and indicate a desired gear change gear mode, to a second gear change mode. if a suitable walking signal cannot be obtained; get a proper gait in the second mode; and switch to proper gear if the clutch control means (21) in the second mode is manually influenced and the proper gear is different from a gear currently engaged. a computer program (19), a vehicle and an electronic control unit to conduct the process are also described.

Description

“A METHOD FOR SWITCHING IN A SHIFT SYSTEM BY

CABLE IN A VEHICLE, A VEHICLE EQUIPPED WITH A CLUTCH, A

COMPUTER PROGRAM ADAPTED FOR SHIFTING IN A

CABLE GEAR SYSTEM IN A VEHICLE, AND A CONTROL UNIT

ELECTRONIC"

TECHNICAL FIELD OF THE INVENTION

The invention relates to a method for changing gears in a cable running system, in the case of an absent or abnormal signal from a manually-influenced means of shifting. The invention also relates to a computer program, a computer program product, a vehicle and an electronic control unit (ECU) to conduct the method.

BACKGROUND OF THE INVENTION

Several different types of gearboxes and gear shifting systems currently exist on the market. One of them is a system that allows a driver to manually shift gears with a cable-driven system, that is, gear shifts initiated manually, but the shifts themselves being controlled electrohydraulically, electropneumatically or electromechanically by a control unit. > · Electronic trolley and not by manual force on a shift lever. Some cable travel systems comprise a clutch pedal, in addition to the brake pedal and the accelerator pedal, to, for example, provide the driver with the sensation of shifting substantially in the same way as if the vehicle had a gear system manual transmission. Since the shift lever arrangement in a cable travel system does not transmit a mechanical shift force to the gearbox, the shift lever may not be as large and heavy as, for example, on buses and heavy trucks equipped with a conventional manual gear shift system, but it is usually small to save weight and space. A problem with the cable travel system is that normal transmission operation is impossible in the event of a gear shift lever signal failure. This failure can result, for example, from a broken shift lever / lever, a faulty position sensor to sense the position of the shift lever, and a cable fault or connector fault between the position and the ECU receiving the signal from the position sensor.

If the driver is unable to shift gears or put the gearbox in neutral, the vehicle is immediately in an unsuitable condition for steering, not even in a workshop, and especially if the timing gear is high and unsuitable for speeds the lowest vehicle. Dangerous traffic situations can also arise from the driver's inability to start shifting.

Modern trucks and buses usually have an emergency mode, often called a pure original mode, which is intended to allow the driver to drive the vehicle with limited handling capacity to a workshop, when certain predefined faults in the exchange system gait have been detected. Patent application US-5251733-A describes this weak original method for a tractor. In this original pure mode, which is manually activated by the driver, a gear is engaged by first moving the gear shift lever to its neutral position and then shifting the gear by shifting the gear, while lowering and releasing the clutch pedal. Therefore, in order to change gears in the original pure mode, the shift lever must remain intact and the clutch pedal is used to modulate the engagement between the engine and the gearbox in a conventional way for changing the manual gear. Patent application EP-161521-A1 describes a semi-automatic transmission system with asynchronous coupling mechanics, in which the gearbox is placed in the neutral position, if any of the position sensors for the gearshift actuators in the gearbox is found to be abnormal. Thus, this document does not provide any pure original mode, when, for example, a gear lever position signal is missing.

SUMMARY OF THE INVENTION

It is an object of the invention to allow a driver of a vehicle, equipped with a cable travel system and a clutch pedal, to be able to change gears, although a signal from a gearshift means, such as a gearshift lever is not available or is abnormal, to drive the vehicle safely and efficiently, for example, to a workshop or away from a position where it may cause hazardous traffic situations.

The invention relates to a method for changing gears in a cable-driven system in a vehicle, comprising a clutch, a gearbox, a clutch control means, for example, a clutch pedal, for engaging and disengaging manual clutch control, and a gear shift means, for example, a gear shift lever, providing a manual indication of a desired gear, comprising the steps of:

determine whether a reliable gear signal is obtainable from the gearshift means;

change from a first gear shift mode, in which a gear shift is initiated by manual actuation of the clutch control means, and indicate a desired gear by the gear shift means, that is, the usual way of manually changing gears gear, for a second gear shift mode, if a suitable gear signal cannot be obtained;

obtain an adequate gait in the second mode; and change to the appropriate gear, if the clutch control means, in the second mode, is influenced manually and the appropriate gear is different from a gear currently engaged. With this, it is concluded that, for example, in the case of the clutch control means is a clutch pedal, the driver can change gears just by lowering the clutch pedal and, thus, continue to drive the vehicle, without losing the possibility of changing gears in an appropriate way, although the usual gear signal, showing the gear desired by the driver, is unavailable or determined as unsafe. This gear shift mode is very easy, since the clutch must usually be disengaged, during gear shifting, in any way to avoid excessive wear to the gearbox.

The method may comprise the step of having a display half show a first indication to a driver of the vehicle, if the second mode is activated. With this, it is concluded that the driver is alerted that something is wrong with the gear signal and that he cannot select a gear by changing gear and changing gears in a normal mode, that is, as in the first mode . In the event of a visual fault in the gearshift medium, such as an obvious gearshift lever break, the driver is informed that the vehicle has reported the failure.

The method can comprise the step of making the display half show a second indication associated with the gear currently engaged, in the second mode. With this, it is concluded that the driver can verify which gear is engaged, although he cannot verify the gear engaged by means of gear change.

The method can comprise the step of making the display medium, in the second mode, show a third indication associated with the proper gear, if the proper gear is different from the gear currently engaged. With this, it is concluded that the driver is able to know which gear will be engaged if it influences / lowers / touches the clutch control means.

In one embodiment, proper gear is a gear in which an engine speed, for example, a diesel engine speed, is within a predetermined speed range, for example, a speed range within which fuel consumption it is considered as more efficient, while using a vehicle speed at the moment. Thus, it is concluded that the vehicle can be driven in an economical and ecological mode also in the second mode, as long as the predetermined engine speed range is adapted to a fuel efficient engine speed range, such as the so-called field green, which is normally displayed on tachometers on, for example, modern trucks, buses and cars.

The method may comprise the step of allowing reverse gear to engage in the second mode, if the vehicle is considered to be substantially stationary, for a specified first time, and the clutch control means is manually influenced after the first predetermined time. Thus, it is concluded that a reverse gear can be engaged in a safe way, without wear or unnecessary damage to the gearbox.

The method may comprise the step of considering the vehicle as being substantially stationary, by checking a sensor signal relative to a parking brake / parking brake or a vehicle speed signal. With that, it is concluded that the sensors usually present in a modern vehicle can be used for a safe reverse gear.

The method can comprise the step of allowing reverse gear to engage in the second mode, only if a brake pedal is also affected more than the first predetermined time and is still affected when the clutch control means is influenced manually. With this, an even safer way to engage a reverse gear is achieved.

The method can comprise the step of changing the gearbox to neutral in the second mode, if the clutch control means is influenced by a longer time than a predetermined second time. Thus, it is concluded that the gearbox, in a very easy way, can be placed in neutral position by the same means used to engage the moving gears, regardless of whether they are forward gears or reverse gears.

The invention also relates to a computer program, adapted for changing gears in a cable-driven system in a vehicle, comprising a clutch, a gearbox, a clutch control means for engaging and disengaging manual clutch control , and a gear shift means that provides a manual indication of a desired gear, in which the computer program comprises means of computer-readable codes, which, when executed in an electronic control unit in the vehicle, makes the unit electronic control conduct the method.

Furthermore, the invention relates to a computer program product, comprising a useful medium by computer and the computer program, the computer program being recorded on the useful medium by computer.

Furthermore, the invention relates to an electronic control unit comprising a storage medium, and the computer program is stored in the storage medium.

In addition, the invention relates to a vehicle equipped with a clutch, a clutch control means for engaging and disengaging manual clutch control, and a gear shifting means that provides a manual indication of a desired gear, comprising at least one electronic control unit adapted to: determine whether a safe gear signal is obtainable from the gearshift medium;

change from a first gear shift mode, in which a gear shift is initiated by manual actuation of the clutch control means and indicating a desired gear by the gear shift means, to a second gear shift mode, if a safe travel signal cannot be obtained;

obtain an adequate gait in the second mode; and change to the appropriate gear, if the clutch control means in the second mode is manually influenced and the appropriate gear is different from a gear currently engaged.

The vehicle may comprise a display means, adapted to show a first indication to a driver of the vehicle, if the second mode is activated. The display means can be adapted to show a second indication associated with the gear currently engaged in the second mode. The display half can be adapted, in the second mode, to show a third indication associated with the proper gear, if the appropriate gear is different from the gear currently engaged.

At least one electronic control unit can be adapted to determine the proper gear as a gear in which an engine speed is within a predetermined speed range, while using a vehicle speed at the moment.

At least one electronic control unit can be adapted to allow reverse gear to engage in the second mode, if the vehicle is considered to be substantially stationary, for a predetermined first time, and the clutch control means is influenced manually, after the first predetermined time. At least one electronic control unit can be adapted to check a sensor signal relative to a parking / parking brake or a vehicle speed signal, to consider whether the vehicle is substantially stationary. The at least one electronic control unit can be adapted to allow reverse gear to engage in the second mode, only if also a brake pedal is affected more than the first predetermined time and is still affected when the control means of clutch is influenced.

The at least one electronic control unit is adapted to initiate a gear shift in the gearbox to neutral in the second mode, if the clutch control means is manually influenced more than the predetermined second time.

BRIEF DESCRIPTION OF THE DRAWINGS

The objects, advantages and effects, as well as the aspects of the present invention will be more easily understood from the detailed description of the modalities presented below, when read together with the attached drawings, in which:

Figure 1 schematically shows a vehicle according to an embodiment of the invention;

Figure 2 schematically shows an ECU according to an embodiment of the invention;

Figure 3 is a flow chart of an embodiment according to the invention;

Figure 4 is a flow chart of an embodiment of a first circuit according to the invention;

Figure 5 is a flow chart of an embodiment of a second circuit according to the invention; and Figure 6 is a flow chart of an embodiment of a third circuit according to the invention.

DETAILED DESCRIPTION OF THE MODALITIES

Although the invention covers several modifications and alternative constructions, the modalities of the invention are presented in the drawings and will be described in detail below. However, it should be understood that the specific description and drawings are not intended to limit the invention to the specific forms described. On the contrary, it is intended that the scope of the claimed invention includes all modifications and alternative constructions thereof, which fit within the spirit and scope of the invention, as expressed in the appended claims.

Figure 1 schematically shows a vehicle 1, such as a truck, bus or car, comprising a drive line, with, among others, an engine, such as an internal combustion engine 2 or an electric motor, a clutch 3 between the motor 2 and a gearbox 4 and a drive shaft 5 connected to an output shaft of gearbox 4 in a conventional manner. A first ECU 6 (Electronic Control Unit) is programmed to at least control gearshift in gearbox 4, based on the gear signals of a gearshift medium 7, which can, of course, be any type of gear. means that can be used by the driver of vehicle 1, to indicate his selection of a certain gear. Gear shifting means 7 can be any type of hinge key or set of push buttons, for example, a push button for each gear. Another alternative to a gear shift may be a voice control system. However, in the embodiment shown, the gearshift means 7 is a gearshift lever. At least one position sensor 8, indicating the position of the gear shift lever, sends a gear signal associated with a second ECU 9, which forwards the gear signal or a gear signal corresponding to the first ECU 6 via a bus. vehicle 10 internal network, for example, a bus compatible with CAN (Controller Area Network), TTCAN (Controller Area Network triggered by Time), Byteflight and FlexRay. The signal received by the first ECU 6 will thus indicate which gear is desired by the driver. The first ECU 6 also receives position signals directly from a clutch control medium position sensor, in the form of a clutch pedal switch and / or a clutch pedal position sensor 11, and indirectly from a clutch pedal sensor. accelerator hair position 12, a brake pedal position sensor 13, a vehicle speed sensor 14 arranged on, for example, drive shaft 5, an engine crankshaft 2 or a flywheel, and a position sensor handbrake / parking brake lever 15 by the second ECU 9. All of these sensors are, as such, known to those skilled in the art and are therefore not described in more detail. The first ECU 6 can also communicate with a display medium 16, for example, in the form of an LCD screen (liquid crystal display) on an instrument panel (not shown) by the second ECU 9. If the vehicle is equipped with a cable clutch system, that is, a system in which there is no mechanical connection between a clutch pedal and the clutch, the first ECU 6 can also be adapted to control the performance of clutch 3. If the clutch system is a conventional manual clutch system, with a mechanical connection system between the clutch and the clutch pedal, with or without servomechanism, none of such actuation control is necessary.

An example of a clutch according to the invention, in this embodiment the first ECU 6, is described schematically in Figure 2. The first ECU 6 comprises a processing means 17, connected to a first port 181, to provide communication with other ECUs , like the second ECU 9, through the vehicle's internal network bus 10, a second port 182 for communication with possible actuating means (not shown) for clutch 3, in the case of a cable clutch system, a third port 183 for communication with actuator means (not shown) for gearbox 4, and a fourth port 184 for receiving signals from the clutch pedal position sensor. The processing medium 17 is also connected to at least one computer program product, in the form of a storage medium 19, such as a hard disk, an instant memory, a ROM (exclusive reading memory), an EPROM (ROM Programmable Erasable) or an EEPROM (Electrically Erasable Programmable ROM). The storage medium, in this modality, comprises, among others, a computer program 20 for gear shift control, whose computer program 20 comprises several program modules. A first program module for a first gear shift mode controls manual gear shifts, based on the gear signal received from the shift sensor position sensor by the second ECU 9. In other words, the first module program controls gear shifts during normal gearbox operation, in which a gear shift is done in a conventional manner, first by disengaging clutch 3 by compressing a clutch control means 21, in the form of a clutch pedal, and then moving the gear shift lever to a position corresponding to a geared or not position (the neutral position), and finally, engaging clutch 3 by releasing the clutch pedal. This program module is the basis of a manual cable exchange system and is known to those skilled in the art. Therefore, it is not described in more detail. A second program module of the computer program 20 is executed, to activate a second mode in the form of a pure original mode, in case the travel signal is not received by the first ECU 6 or is found to be erroneous by the first or second ECU . An absent or erroneous gear signal, in the mode shown, is caused, for example, by a broken gear shift lever, a gear shift lever position sensor 8, an error in the second ECU 9, and a failure cable failure or connector failure between the shift lever position sensor 8 and the second ECU 9, or between the first ECU 6 and the second ECU 9. A third program module of the computer program 20 causes the first ECU 6 control gear changes in the second mode.

Although the display half 16, the accelerator pedal position sensor 12, the brake pedal position sensor 13, the vehicle speed sensor 14, the shift lever position sensor 8 and the position sensor handbrake / parking brake lever 15 are all connected to the second ECU 9, some or all of them can, in an alternative mode, be directly connected to the first ECU 6 to any other ECU connected to the first ECU 6, by means of an internal vehicle network. Also, the clutch pedal position sensor 11 and / or a clutch pedal switch can be connected directly to the second ECU 9 or any other ECU connected to the internal vehicle network, instead of the first ECU 6, as long as the first ECU is adapted to receive a signal associated with a currently clutch pedal position. It should also be understood that, although a clutch pedal is an excellent choice as a means of clutch control, to manually influence clutch engagement and disengagement, other means, such as physical or virtual buttons on an instrument panel and display, respectively, voice control means and / or wireless remote controls, can be used as means of clutch control in a vehicle equipped with a cable clutch system.

The modalities of a system and a vehicle having been described, some modalities of a method according to the invention will then be described together with Figures 3 - 6. Figure 3 shows a schematic flow diagram of a circuit / routine, provided by the second program module. In a first step S1, it is checked whether a reliable gear signal, indicative of a driver's desire to drive with a specified gear, is present or not. A reliable travel signal should be understood as a signal that is not absent or that is abnormal / faulty. The determination of whether a shift lever position signal is abnormal or is not known to those skilled in the art and may comprise a check that the shift lever position sensors indicate that the shift lever is in two positions at the same time, which is, of course, impossible, a measured current level indicating that a circuit is shorted, and a switch bit setting for the shift lever position to be considered a fault. If the answer is yes, that is, a reliable gear signal is present, a second step S2 follows, in which it is checked whether the present gear shift mode is the second mode or not. If the answer is yes to this last question, that is, the second mode is activated, a third step S3 follows, in which the present mode is changed from the second mode to the first mode. After the third stage S3, the circuit returns to the first stage S1. If the answer is no in the second step S2, that is, the first mode is activated, the circuit returns to step S1.

If it is determined in the first stage S1 that there is no reliable travel signal, a fourth stage S4 follows, after the first stage S1. In the fourth step S4, check if the second mode is already activated. If the second mode is activated, the circuit returns to the first step S1. If the second mode is not already activated, the circuit continues with a fifth step S5, in which the second mode is activated, instead of the first mode, for example, by calling the routines of the third program module. In addition to activating the second mode, the fifth step S5 can cause the first ECU 6 to generate diagnostic difficulty codes. The circuit returns to the first stage S1, after the completion of the tasks of the fifth stage S5. A person skilled in the art will, of course, consider that the circuit, shown in Figure 3, is only exemplary and that alternative circuits for switching to the second mode, for an absent or erroneous running signal, will be in the spirit of the present invention. . For example, an alternative mode of the circuit may comprise steps that delay switching to the second mode, to verify that a valid travel signal can be obtained within a certain time.

Figure 3 also shows the first stage L1 of an exemplary routine in the second mode, in which stage a first indication 22, in the form of a light or a symbol, is displayed by the display means 16, to inform the driver that the second mode has been activated. Instead or in addition, the driver can be informed by a sound alarm or another audio message. Since the gear signal is missing or abnormal, the driver may not know which gear is currently engaged. Therefore, the engaged gear or neutral position can also be shown by a second indication 23 to the driver via the display half 16. After the first stage L1 of the second mode, three parallel circuits / subroutines A, B and C, according to with the invention, they are carried out and described separately below together with Figures 4-6, respectively.

Figure 4 shows a flow chart of a modality of circuit A in the second mode. In a first stage A1 of circuit A, it is checked whether the gear engaged at the moment is considered to be adequate or not from the point of view of economic and / or ecological direction, by checking whether the engine speed is currently within a predetermined engine speed range, within which the steering is considered especially economical and / or ecological. The speed range is conventionally marked with a green band on an engine speed indicator (not shown). If the engine speed at the moment is below the engine speed range, a suitable, lower gear within the engine speed range is calculated by the first ECU 6. If the engine speed at the moment is above the engine speed range , an adequate, higher gear within the engine speed range is calculated. Different methods for determining whether an engine speed is inadequate from an economic and ecological point of view and determining a better suitable gear are known to those skilled in the art and are therefore not described in more detail. It should be understood, however, that these methods may not only include the criterion of having the engine speed within a certain range, but also, for example, driving conditions and driving conditions at the moment, as well as future driving conditions. driving direction and conditions, calculated or retrieved from, for example, a forecasting system. If the moment march is considered adequate, a second stage A2 is conducted. If the moment march is considered to be inadequate, the circuit continues with a third stage A3, in which it is checked whether a first predetermined period of time, by a first synchronizer function, has ended. The first predetermined time period and the first synchronizer function will be explained in more detail below, together with Figure 6. If the first time period has ended, the method continues with a fourth step A4, in which the first ECU 6 starts a display of a third indication 24, in the form of a symbol, for example, the letter R in the middle display 16, the symbol of which is intended to show the driver that a reverse gear can be engaged by the driver by pressing the clutch pedal . This symbol replaces a possible symbol or figure for a possible suitable gear displayed, decided in the first step A1 (and not already engaged). This symbol can preferably be displayed next to the symbols, indicating that the second mode is activated and the gear is currently engaged. The proper gear, determined in step A1, is also replaced by a reverse gear, like the proper gear. If the first predetermined period of time has not ended, a fifth stage A5 is performed after the third stage A3. In the fifth stage A5, the first ECU 6 causes the display medium 16 to indicate the appropriate gear to the driver, which is different from the gear currently engaged and determined in the first stage A1. The indication is a symbol or a number, for example 3, for the third forward gear, representing the appropriate gear. This symbol is displayed instead of a symbol associated with a reverse gear and displayed so that it is displayed in a previous iteration of the fourth step A4. A sixth stage A6 follows, after both the fourth and fifth stages, A4 and A5.

When the driver is warned by the third indication 24, representing a reverse gear or a suitable forward gear, the driver can select to engage the displayed gear, and to do that, in this mode, has to disengage the clutch 3 substantially entirely by compression of the clutch pedal. By compression of the clutch pedal, at least a predetermined distance can be advantageously adjusted, to correspond to a position of the clutch pedal fully lowered or to a position relatively close to the complete lower position, the driver controls the clutch 3 in the same way as it does during a manual, conventional gear shift, with or without a cable shift system and with or without a cable clutch system. Therefore, in the sixth stage A6, the first ECU 6 checks whether the clutch pedal is compressed at a predetermined distance, by monitoring the pedal key signals and / or a clutch pedal position sensor 11. In addition, right after that, a clutch position sensor (not shown), to indicate whether a clutch is actually disengaged or at least to some degree disengaged, can be monitored. If the clutch pedal is compressed at a predetermined distance, a gear shift to the appropriate gear decided in the first stage A1, or, in the case of the fourth stage A4, was performed in the loop moment iteration, reverse gear, decided in the fourth stage A4, is started by the first ECU 6, in a seventh stage A7. Suitably, the seventh stage A7 is not completed, before the clutch pedal position signal indicates that the clutch pedal is released. After the seventh stage A7, the circuit returns to the first stage A1. If the clutch pedal is determined in the sixth stage A6 as not being compressed at least at the predetermined distance, the circuit returns to the first stage A1.

In the second step A2, it is determined whether the display medium 16 is showing a third indication 24 of a gear considered adequate in a previous iteration of circuit A and in which the previous iteration is not the same as that of the gear engaged at that moment. If this symbol is displayed, the circuit continues with an eighth stage A8, in which the symbol is displayed. If none of this third indication is displayed, the circuit returns to the first stage A1, after the second stage A2. The method also returns to the first stage A1, after the eighth stage A8.

Although the first circuit modalities, described above, provide a very suitable gear shift strategy, in the case of an unreliable gear signal, there are, of course, other modalities of the first circuit according to the invention, such as, instead to obtain an adequate gear from an economic and ecological point of view, automatically select a gear, which is a gear less than the gear currently engaged, to assist the vehicle to stop, since the lower gear provides a higher braking torque motor and, for example, represents a means of delaying the motor. In other words, the proper gear can be automatically adjusted as a lower gear than the gear currently engaged.

In other modalities of the first circuit, the first circuit is started with a stage corresponding to the third stage A3, and if the first predetermined period of time has not ended, a stage corresponding to the first stage A1 is conducted. If the first predetermined period of time has ended, a step corresponding to A4 is processed, without any calculation of a suitable gear, that is, a reverse gear is automatically selected as a suitable gear by the gearshift system.

Figure 5 shows a flowchart of a modality of the second circuit B, adapted to allow the driver to shift the gearbox into its neutral position, also in the second mode and regardless of whether the moment gear is forward or reverse. . In a first stage B1 of the second circuit B, it is checked whether the clutch pedal is compressed at least the predetermined distance or not. If the clutch pedal is not compressed at the predetermined distance, step B1 is performed again. A second step B2 follows, if the clutch pedal is compressed at least the predetermined distance, at which a second synchronizer is started. After the second stage B2, a third stage B3 follows, in which it is determined whether or not the clutch pedal is compressed at least the predetermined distance. If the clutch pedal is no longer compressed at least the predetermined distance, the circuit continues with a fourth stage B4, but if the clutch pedal is still compressed at least the predetermined distance, the circuit continues with the fifth stage B5. In the fourth stage B4, the second synchronizer is returned to its initial value and the circuit returns to the first stage B1, after the fourth stage B4 has been executed. In the fifth stage B5, it is determined whether a second predetermined period of time counted (regressively) by the synchronizer has passed. If the second predetermined time period has not passed, the circuit is returned to the third stage B3. If the second predetermined period of time has passed, it is determined in a sixth stage B6, whether or not the gearbox is already in its neutral position. If the gearbox is already in a neutral position, the circuit continues with the fourth stage B4, otherwise, the first ECU 6 initiates a gear shift to the neutral position, that is, without any gear engaged, in a seventh step B7. Once the neutral position has been reached, the circuit continues with the fourth stage B4.

In alternative modes, an additional criterion for changing to neutral position can be incorporated in the second circuit. This criterion can also be checked if an accelerator pedal 25 is in its released position. This can be particularly relevant when a reverse gear is engaged.

Figure 6 describes a schematic flowchart of a modality of the third circuit C, relative to the criteria for engaging a reverse gear in the second mode. In a first stage C1, the first ECU 6 determines whether the parking brake / parking brake is applied by checking the corresponding signal from the parking brake lever / parking brake position sensor 15 for the second ECU 9. In one mode Alternatively, the parking brake / parking brake coupling can be, alternatively or additionally below, checked by, for example, a hydraulic or pneumatic pressure check or the position of a wheel brake cylinder associated with the parking brake. . If the parking brake is not applied, the first step C1 is processed again. If the parking brake is applied, the circuit continues with a second stage C2, in which the first ECU 6 determines whether the service brakes (not shown) are applied or not. This is done, in this modality, by check whether or not a brake pedal 26 is in a forced position by the driver at least a certain distance from the released position of the brake pedal, that is, in the position in which the brake pedal 26 is not compressed, by checking the corresponding brake pedal position signal from the brake pedal position sensor 13 by the second ECU 9. If the brake pedal position signal shows that the brake pedal 26 has not been moved from your released position, the circuit returns to the first stage C1. If the brake pedal 26 is at least some distance from the released position, the circuit continues with a third stage C3, in which the first synchronizer is started and left to run, until at least the first predetermined period of time has passed , unless the first synchronizer is reset to its starting value. After step C3, a fourth step C4 follows, in which it is determined whether the parking brake is still applied. If the parking brake is not applied, the circuit continues with a fifth stage C5, in which the synchronizer is restored and the circuit then returns to the first stage C1. If the parking brake is determined to be still applied in the fourth stage C4, the circuit continues with a sixth stage C6, in which it is checked whether the service brakes are applied. If the service brakes are applied, the circuit returns to the fourth stage C4, but if the service brakes are not applied, the circuit continues with the fifth stage C5, after the sixth stage C6. Due to the first and third circuits, A and C, respectively, a reverse gear is only allowed to be engaged if the clutch pedal is compressed at least the predetermined distance, substantially at the same time that the vehicle is considered stationary and the brake pedal 26 is compressed.

In alternative modalities of the third circuit C, a stage corresponding to the second stage C2 can, of course, be processed, before a stage corresponding to the first stage C1, that is, as if the first stage C1 and the second stage C2 were exchanging places in a modality corresponding to Figure 6. In alternative modalities, a stage corresponding to the fourth stage C4 can also naturally change places with a stage corresponding to the sixth stage C6 of Figure 6, so that it is checked whether the service brakes are applied before check that the parking brake is applied. In simpler modes, one of the checks for applying the parking brake and service brakes can be omitted from the circuit, to, for example, save allocation of the CPU (Central Processing Unit) or memory space, or apply the invention on vehicles without a parking brake sensor or brake pedal position sensor. If, for example, the sixth stage C6 of the modality described together with Figure 6 is omitted, the fourth stage C4 would go back to itself, as long as the parking brake was applied. In addition to or instead of all or one of the check stages of the application of the parking brake or the service brake in steps C1, C2, C4 and C6, the first ECU 6 can, in alternative modes, check whether the vehicle is stopped or not, by monitoring the vehicle speed signal from the vehicle speed sensor 14, sent to the first ECU 6 by the second ECU 9.

A fourth circuit / subroutine (not shown) performed in parallel with the three circuits above A, B and C allows a driver to easily switch between neutral and forward gear, provided the vehicle is stationary. If it is determined in this circuit that the gearbox is in the neutral position and the vehicle is stationary, a predetermined low gear is engaged when the clutch pedal is released.

It should also be mentioned that a vehicle according to the invention can also be equipped with pure original modes. An example of such a pure original mode is an activated mode if the signals from the clutch pedal position sensor, for some reason, are absent in the second mode or the first mode and the vehicle is equipped with a cable clutch system. In this pure original mode, gear changes and clutch engagements / disengages can be controlled by another means, which, in the first and second modes, is used by the driver to select and control other items in the vehicle.

Claims (19)

1. A method of changing gears in a cable-driven system in a vehicle (1), comprising a clutch (3), a gearbox (4), a clutch control means (21), for example, a clutch pedal for manual entry control 5 gate and clutch disengagement (3), and a gear shifting means (7), for example, a gear shifting lever, providing a manual indication of a desired gear, CHARACTERIZED by the fact that it comprises the steps of: determine whether a reliable gear signal is obtainable from the gearshift means (7); 10 change from a first gear shift mode, in which a gear shift is initiated by manual actuation of the clutch control means (21), and indicate a desired gear by the gear shift means (7), for a second gear shift mode, if an adequate gear signal cannot be obtained; obtain an adequate gait in the second mode; and 15 change to the appropriate gear, if the clutch control means (21), in the second mode, is influenced manually and the appropriate gear is different from a gear currently engaged. 2. Method, according to claim 1, CHARACTERIZED by the fact that it comprises the step of making a display medium (16) show a first indication 20 (22) to a driver of the vehicle, if the second mode is activated. 3. Method, according to claim 2, CHARACTERIZED by the fact that it comprises the step of making a display medium (16) show a second indication (23), associated with the gear currently engaged, in the second mode. 4. Method, according to claim 3, CHARACTERIZED by the fact that 25 comprises the step of making the display half (16), in the second mode, show a third indication (24), associated with the proper gear, if the proper gear is different from the gear currently engaged. 5. Method, according to any one of the preceding claims, CHARACTERIZED by the fact that the proper gear is a gear in which a speed 30 engine speed is within a predetermined speed range, while using a vehicle speed at the moment. 6. Method, according to any of the preceding claims, CHARACTERIZED by the fact that it comprises the step of allowing reverse gear to engage in the second mode, if the vehicle (1) is considered to be substantially stationary, 35 during a first predetermined period of time and the clutch control means is manually influenced after the first predetermined period of time. 7. Method, according to claim 6, CHARACTERIZED by the fact that Petition 870180072307, of 08/17/2018, p. 12/14 comprises the step of considering the vehicle (1) as being substantially stationary, by checking a handbrake / parking sensor signal or a vehicle speed signal. 8. Method, according to claim 7, CHARACTERIZED by the fact that 5 comprises the step of allowing reverse gear to engage in the second mode, only if also a brake pedal (26) is affected more than for a first predetermined period of time and is still affected when the clutch control means (21) is influenced manually. 9. Method, according to any one of the preceding claims, 10 CHARACTERIZED by the fact that it comprises the step of engaging the gearbox (4) in neutral position, in the second mode, if the clutch control means (21) is influenced by a longer period of time than a second predetermined period of time. 10. Electronic control unit (19), FEATURED by the fact that com15 comprises a storage medium and a computer program (20) that comprises a computer-readable code medium, which, when executed in an electronic control unit in the vehicle (1), causes the electronic control unit to execute the method as defined in claim 1, the computer program (20) being recorded on the storage medium. 20 11. Vehicle (1), equipped with a clutch (3), a clutch control means (21) for manually controlling the clutch engagement and disengagement (3), and a cable travel system, comprising a gearbox gearbox (4) and a gearshift means (7) that provides a manual indication of a desired gear, CHARACTERIZED by the fact that it comprises at least one electronic control unit, adapted for: determine whether a reliable gear signal is obtainable from the gearshift means (7); change from a first mode to gearshift, in which the gearshift is initiated by manual actuation of the clutch control means (21) and indicating a desired gear 30 by the gearshift means (7), to a second mode for gear shifting, if a reliable gear signal cannot be obtained; obtain an adequate gait in the second mode; and switch to the appropriate gear, if the clutch control means (21), in the second mode, is influenced manually and the appropriate gear is different from a gear engaged at the moment. 12. Vehicle (1), according to claim 11, CHARACTERIZED by the fact that it comprises a display means (16), adapted to show a first indication (22) to Petition 870180072307, of 08/17/2018, p. 13/14 a driver of the vehicle (1), if the second mode is activated. 13. Vehicle (1), according to claim 12, CHARACTERIZED by the fact that the display means is adapted to show a second indication (23), associated with the gear currently engaged, in the second mode. 5 14. Vehicle (1), according to claim 13, CHARACTERIZED by the fact that the display half is adapted to, in the second mode, show a third indication (24), associated with the proper gear, if the proper gear is different of the gear currently engaged. 15. Vehicle (1) according to any one of claims 11 to 14, 10 CHARACTERIZED by the fact that at least one electronic control unit is adapted to determine the proper gear, such as a gear in which an engine speed is within a predetermined speed range, while using a vehicle speed at the moment . 16. Vehicle (1) according to any one of claims 11 to 15, 15 CHARACTERIZED by the fact that at least one electronic control unit is adapted to allow reverse gear engagement, in the second mode, if the vehicle (1) is considered to be substantially stationary during a first predetermined period of time and the means of clutch control (21) is influenced manually after the first predetermined period of time. 20 17. Vehicle (1), according to claim 16, CHARACTERIZED by the fact that at least one electronic control unit is adapted to check a sensor signal relating to parking / parking brake or a vehicle speed signal, to consider whether the vehicle is substantially stationary. 18. Vehicle (1), according to claim 15, CHARACTERIZED by the fact that 25 that at least one electronic control unit is adapted to engage reverse gear, in the second mode, only if also a brake pedal (26) is affected more than for the first predetermined period of time and is still affected when the clutch control means (21) is influenced. 19. Vehicle (1) according to any one of claims 11 to 18, 30 CHARACTERIZED by the fact that at least one electronic control unit is adapted to initiate a gear shift in the gearbox (3) to the neutral position, in the second mode, if the clutch control means (21) is influenced manually more than for the second predetermined period of time.