EP0202293A1 - Boite de vitesses - Google Patents

Boite de vitesses

Info

Publication number
EP0202293A1
EP0202293A1 EP85905867A EP85905867A EP0202293A1 EP 0202293 A1 EP0202293 A1 EP 0202293A1 EP 85905867 A EP85905867 A EP 85905867A EP 85905867 A EP85905867 A EP 85905867A EP 0202293 A1 EP0202293 A1 EP 0202293A1
Authority
EP
European Patent Office
Prior art keywords
shaft
gear
gearbox
input
gears
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Withdrawn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
EP85905867A
Other languages
German (de)
English (en)
Inventor
John Malcolm Everton
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP0202293A1 publication Critical patent/EP0202293A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F16H3/126—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 using an electric drive
    • 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
    • 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
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • 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
    • 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

Definitions

  • This invention relates to gearboxes for automotive and general vehicle transport applications.
  • a primary object of the invention is to provide an improved synchronizing system for computer controlled automatic gear-changing operations.
  • Another object of the invention is to provide
  • a further object of the invention is to provide a compact multi-speed automatic gearbox having a
  • a gearbox having a torque receiving input, a torque transmitting output, and including a plurality of
  • gear carrying shafts for transmitting torque through the gearbox, means to effect isolation of one of said shafts from loads applied, in use, to said input and said output, means to accelerate said one shaft and means to decelerate said one shaft,' o as required, in order to effect synchronization preparatory to a gear selection operation, and means for controlling said isolation means, said accelerating means and said decelerating means to effect a synchronized gear-changing operation, characterized 5 in that said acceleration means and said deceleration means are constituted by an electric synchronizing motor adapted to operate directly on said one shaft to accelerate or decelerate said shaft when the shaft is isolated from loads applied to said input 0 and said output, for synchronization during a gear- changing operation, and in that an electronic computer control system is provided to control the sequential operation of said isolation means, gear selector means and said synchronizing motor including 5 acceleration or deceleration of the motor, to change the overall gear ratio to a newly required gear ratio in response to a command signal of the required new overall gear ratio.
  • the force required to move these engagement hubs is small , and the time required to move them is relatively short.
  • automization of the gear changing operations is achieved by controlling the synchronizing motor, and the actuation of the engagement hubs by means of a gearbox control unit, which controls said isolating means, e.g. a clutch or decoupling device, as part of an overall gear selection operation.
  • a gearbox is a device which allows the selection of a coupling between a demanded load and the available power from an engine, utilizing a change in speed to match the demanded speed or torque of the load with the engine.
  • the gearbox ratio selected to couple the available power to the load should desirably 'be such that the engine supplying the power is able to operate at or ' close to its optimum point of minimum specific fuel consumption.
  • Automotive vehicles with very good aerodynamic characteristics require relatively small power levels to maintain high cruising speeds; this power is capable of being provided by an engine running at relatively low speed and hence, to achieve the speed matching of the vehicle to the engine, a high output ratio is required in the gearbox.
  • the total range of a gearbox from its lowest ratio to its highest ratio will be greater than found in conventional gearboxes of today.
  • Preferred features of the invention provide a gearbox having a large choice of ratios available wherein the choice of the correct gear ratio is made by a computer control .
  • a multi-speed automatic gearbox embodying this invention may have a number of forward gears ratios, this being dependent upon the number of gears chosen to be placed on the input and output shafts.
  • the total range o.f the gearbox from the lowest ratio to the highest ratio depends upon the size of the gears specified, as do the steps between the ratios available.
  • the overall size of the gearbox may be kept small , and the number of gear components reduced by placing all the forward gears on three parallel axes shafts.
  • the automatic selection of gears may be accomplished by moving the gear selector rods with actuators, and the overall size of the actuators and gear selection mechanisms may be kept small by utilizing a speed synchronizing motor independent of the vehicle engine.
  • Figure 2 is an end view in cross-section of a gearbox in accordance with the general layout represented in Figure 1 but illustrating the spatial location of the three gearbox shafts and the selector rods;
  • Figure 3 is a side view of the gearbox utilizing the spatial shaft arrangement shown in Figure 2;
  • Figure 4 is a diagrammatic representation of a control system for 'the gearbox of Figures 1 to 3 ; and ,
  • FIG. 5 is a flow diagram giving the sequence of operation of the control system of Figure 4.
  • Figure 1 shows the schematic layout of all the major components with the exception of the reverse idler gear and its associated shaft.
  • the input shaft (1) has four gears (16), (17), (18) and (19) located concentrically upon it and each able to freely rotate about the shaft.
  • Two sliding hubs (8) and (10) are located upon splines on the shaft (1) and are able to slide into meshing engagement with the four gears (16), (17), (18) and (19).
  • the sliding hubs are moved by actuator forks (9) and (11) which are fixed to control rods (4) and (5) respectively.
  • the four gears (16), (17), (18) and (19) are continuously in mesh with four of the seven gears that are integrally formed with the intermediate or layshaft (2) of the gearbox.
  • Three of the intermediate shaft gears are continuously in mesh with three gears (20), (21) and (22) which are located concentrically upon and each able to ' freely rotate about the output shaft (3).
  • Two sliding hubs (12) and (14) are located upon splines on the shaft (3) and are able to slide into meshing engagement with the four gears (20), (21 ), (22) and (23).
  • the sliding hubs are moved by actuator forks (13) and (15) which are fixed to control rods (6) and (7) respectively.
  • Gear (23) is in constant mesh with a reverse idler gear [(24) in Figure 3] which in turn is in constant mesh with its associated gear on the intermediate shaft (2).
  • one of the intermediate shaft gears is in constant mesh with gears situated upon both the input shaft (1) and the output shaft (3) which ' allows a more compact arrangement to be achieved by reducing the overall axial length of the gearbox and also allowing the use of four actuator hubs of similar axial length to be used.
  • This arrangement also obviates the need for intermediate shaft bearings thereby further reducing the overall length of the gearbox.
  • the particular gear chosen depends upon the gear ratios available for the required gearbox, and is influenced by the centre distances between shafts (1) and (2) ' and shafts (2) and (3) that are acceptable and the gear ratios and diametral pitch which the chosen gears dictate.
  • the output shaft (3) turns in the same direction as the input shaft (1) in the forward gear mode, and can be coupled to the rest of the drive train in either direction. It, therefore, is able to be used as a straight through gearbox principle or as a transaxle gearbox principle.
  • the synchronizing motor (25) ( Figure 3) can be fixed to any of the three shafts (1), (2) or (3), but its location depends upon the siting of a clutch or decoupling component which can isolate the shaft it is fixed to from any drive input. For example, when the clutch is associated with the input shaft (1 ) the synchronizing motor (25) is associated with that shaft. - Similarly if the clutch is associated with the output shaft (3) the motor (25) is associated with that shaft.
  • the synchronizing motor could be associate-d with the intermediate shaft (2).
  • clutches could be provided on both input and output shaft (1,3) or if only one clutch is used it would be necessary to de-couple one set of gears as well as releasing that clutch in order to isolate the intermediate shaft for synchronization, those gears being re-engaged after synchronization.
  • Figure 2 shows the spatial layout of the three main shafts (1), (2) and (3) and the control rods (4), (5), (6) and (7) which select the appropriate gear to be coupled to the input and output shafts. Each control rod is operated by an electrically operated three position actuator (28). Inhibition of gear selection can be achieved through software control in the gearbox operating computer.
  • Figure 3 shows a side view of a practical layout of the gearbox.
  • the reverse idler gear (24) is situated at the rear of the gearbox.
  • the highest and lowest ratio gear sets associated with the input shaft (1 ) are grouped together at the front of the gearbox to be operated upon by the sliding hub and its associated actuator fork (9). In this way, sufficient space is now available to accomodate a second fixing point for the shaft of the reverse idler gear (24).
  • the output shaft (3) is in constant engagement with the wheels of the vehicle.
  • the optimum position for the synchronizing motor (25) is with its rotor permanently attached to the input shaft (1 ).
  • the synchronizing motor is an electric motor of _ a relatively small size, is easily controlled and requires no additional equipment to enable it to function.
  • the * rotor of the motor (25) is permanently coupled to the input shaft (1 ) and in order to effect a synchronizing operation, an electric contact is made with the armature of the motor in order to speed up or slow down the motor shaft, and hence the input shaft ( 1 ) , as requi red .
  • the example of the gearbox shown in Figure 3 has four gear ratios created between the input shaft (1 ) and the intermediate shaft (2), and these ratios are:-
  • the ratio span of this gearbox is 7 to 1 and the change in gear ratios has a geometrical progression.
  • the variation in diametral pitch between the largest and smallest gear sets is 17.6%.
  • gear ratios can be created by adding or reducing the number of selectable gears respectively on the input and output shafts.
  • the use of two sliding hub assemblies per shaft as shown in the example requires no intermediate bearing support of either shaft. Consequently, the overall length of the gearbox is kept to a minimum and the construction of the gearbox can be kept si p! e .
  • gearbox control computer (36) which can be incorporated into the engine management or vehicle management system (34) already in existence on the vehicle.
  • a conventional vehicle management system is responsive to various vehicle operating parameters, such as engine operating conditions and vehicle road speed, which are sensed by respective sensors as well as driver demand requi ements, e.g. throttle pedal position, to control the engine fuel supply and ignition systems to provide optimum engine operating conditions.
  • the vehicle engine is decoupled from the input shaft of the gearbox by operating a conventional dry plate clutch or a similar device, e.g. a modified torque converter. If one of the output shaft gear ratios has to be changed, the existing gear coupled to the output shaft is disengaged. The synchronizing motor is switched on such that it accelerates (or decelerates) the input shaft and hence the intermediate shaft to a speed which creates synchronization between the next gear to be selected and the output shaft. If one of the input shaft gear ratios has to be changed, a similar sequence of events takes place except that in this case the synchronizing motor has to achieve synchronization between the input shaft and the next gear to be selected. Once all gear selections have taken place, the vehicle engine can be coupled again to the input shaft of the gearbox.
  • a conventional dry plate clutch or a similar device e.g. a modified torque converter.
  • the time taken to achieve speed synchronization for the next gear to be selected depends upon the power of the synchronizing motor and the mass moment of inertia of the shafts and gears to be operated upon.
  • the electric motor chosen in the gearbox example is only required to operate intermittently and for a 200 bhp rated gearbox would require an operational electrical rating of 1 KW .
  • the time taken to effect a gear change is calculated to vary between 200 • and 800 milliseconds depending upon the gearbox components to be operated upon.
  • Figure 4 shows a schematic layout of a control system for the gearbox in which the gearbox selector rods are operated by solenoid actuators (28) and an electric motor (25) is used as the gearbox synchronizer.
  • the gearbox selector rods are operated by solenoid actuators (28) and an electric motor (25) is used as the gearbox synchronizer.
  • Figure 4 only one gearbox selector rod ' together with its operating solenoid, is shown, whereas the gearbox shown in Figures 1 - 3 has a total of four such selector rods.
  • FIG. 5 is a flow diagram giving the sequence of operation of the control system of Figure 4.
  • the vehicle to which the automatic gearbox described is fitted will have a microprocessor computer control system (36) which can calculate the correct gear ratio to be selected on the basis of information fed thereto through an input/output interface (35) from a conventional engine management system (34) provided in the vehicle, this being done in order to obtain the optimum operating conditions necessary for the vehicle speed as requested by the driver.
  • This computer (36) acts through the interface (35) to receive information from a position sensor (29) associated with each selector rod (4,5,6,7); a speed sen'sor (27) associated with the gearbox output drive shaft (3); a speed sensor (26) associated with the synchronization motor (25); and a position sensor (33) associated with a clutch (32) between an engine drive shaft (31 ) and the gearbox input shaft (1).
  • the computer gives command signals through the interface (35) to three position electrically operated actuators (28); the synchronizing motor (25) and the engine management system (34).
  • an electric signal is sent to operate the actuator (28) associated with the selector rod (4,5,6,7) required to be moved.
  • the position of the selector rod is monitored, and the electric control circuit enables precise and fast positioning of the rod to be achieved.
  • the synchronizing motor (25) is employed to produce synchronization between the next pair of gears to be selected.
  • the computer programme extrapolates the acceleration or deceleration of the synchronizing motor at each time step in order to predict if a synchronizing speed will be reached within the known operating time of the gearbox selector rod circuits.
  • the synchronizing motor is switched off and the actuator rod associated with the next gear to be selected is activated.
  • Gear engagement is monitored by means of selector rod movement, and when this is accomplished, the gear change routine of one shaft is complete.
  • the engine management system is operated to reconnect the fuel supply to the engine, usually with an initial short period of fuel enrichment, and the clutch is re-engaged automatically.
  • the computer control system (36) may have programmed therein a number of different modes of operation based on respective different prescribed optimum operating conditions, for example for maximum fuel economy or for maximum performance or based on other such criteria.
  • Each mode could be selected by a driver operated manual control or one mode could operate automatically as a default mode with a manual control being provided to allow the driver to select another mode.
  • One such mode could be actuated by a throttle kick-down for example to demand a higher performance operation.

Landscapes

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

Abstract

La boîte de vitesses possède un certain nombre d'engrenages sélectionnables pouvant être couplés un à la fois à son arbre d'entrée (1). L'engrenage sélectionné est en prise avec un engrenage sur un arbre intermédiaire (2) possédant un engrenage supplémentaire en prise avec un engrenage parmi un certain nombre d'engrenages sélectionnables pouvant être couplés un à la fois à son arbre de sortie (3). Le nombre total d'engrenages est le produit des engrenages disponibles sur les arbres d'entrée et de sortie. La configuration à trois arbres permet d'obtenir une boîte de vitesse compacte avec un minimum de composants. Des forces minimales sont nécessaires pour engager ou libérer les engrenages, étant donné que la synchronisation des engrenages concernés est obtenue à l'aide d'un petit moteur électrique spécialisé (25). Une automation complète de la boîte de vitesses est obtenue en commandant l'embrayage du moteur, les tiges sélectrices de vitesses et le moteur de synchronisation à l'aide d'une unité de commande de boîte de vitesses.
EP85905867A 1984-11-30 1985-11-29 Boite de vitesses Withdrawn EP0202293A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8430235 1984-11-30
GB848430235A GB8430235D0 (en) 1984-11-30 1984-11-30 Gearbox

Publications (1)

Publication Number Publication Date
EP0202293A1 true EP0202293A1 (fr) 1986-11-26

Family

ID=10570486

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85905867A Withdrawn EP0202293A1 (fr) 1984-11-30 1985-11-29 Boite de vitesses

Country Status (3)

Country Link
EP (1) EP0202293A1 (fr)
GB (1) GB8430235D0 (fr)
WO (1) WO1986003269A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0625593B2 (ja) * 1987-09-29 1994-04-06 いすゞ自動車株式会社 変速機制御装置
EP0348622B1 (fr) * 1988-04-29 1993-06-23 Volkswagen Aktiengesellschaft Boîte de vitesses à plusieurs étages
GB9408923D0 (en) * 1994-05-05 1994-06-22 Eaton Corp Power synchronizer for a compound transmission
JP4401443B2 (ja) * 1998-03-27 2010-01-20 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 自動車用の駆動機列
GB2356903A (en) * 1999-12-01 2001-06-06 Rover Group Hybrid vehicle with drive motor that synchronises gear in transmission
EP1519084A3 (fr) * 2003-09-26 2012-05-02 NTN Corporation Boîte de vitesses de véhicule
SE538355C2 (sv) 2013-11-21 2016-05-24 Scania Cv Ab Förfarande för att styra en hybriddrivlina i ett fordon så att glapp elimineras medelst en elmaskin

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2710546A (en) * 1954-07-14 1955-06-14 Deere Mfg Co Change-speed transmission
AU433675B2 (en) * 1969-08-13 1973-03-12 ROBERT RALSTON SMYTH WILLIAM BLACKBURN SMYTH and JOHN ANTHONY LAHIFFE JR Automotive transmission
GB1369983A (en) * 1970-09-25 1974-10-09 Hawker Siddeley Dynamics Ltd Control means for gear boxes
GB1435517A (en) * 1972-09-23 1976-05-12 British Leyland Truck & Bus Gearbox
FR2417689A1 (fr) * 1978-02-15 1979-09-14 Berliet Automobiles Procede et dispositif pour la synchronisation electronique d'une boite de vitesses et la detection du rapport engage
CA1152357A (fr) * 1980-01-11 1983-08-23 Thomas W. Freiburger Transmission et son mecanisme de synchronisation de la marche arriere

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8603269A1 *

Also Published As

Publication number Publication date
WO1986003269A1 (fr) 1986-06-05
GB8430235D0 (en) 1985-01-09

Similar Documents

Publication Publication Date Title
KR100189712B1 (ko) Sae j1992 형 기관제어기를 이용한 구동토오크 제한 제어기
US6591705B1 (en) Transmission
EP0595496B1 (fr) Réalisation semi-automatique de changement de vitesse
KR100300297B1 (ko) 복합변속기용동력동기화기
CN1052532C (zh) 自动机械变速装置的控制系统/方法
KR100263146B1 (ko) 보조 변속기 색션
US6286381B1 (en) Gear preselect system for an electro-mechanical automatic transmission having dual input shafts
KR100189713B1 (ko) 부드러운 업시프트 제어방법/시스템
US6514173B2 (en) Method and apparatus of controlling transmission system
DE10228636A1 (de) Kraftübertragungsvorrichtung für ein Hybridfahrzeug und Verfahren zum Steuern der Vorrichtung
JPH08261250A (ja) 変速機のシフト制御方法及び装置と情報処理装置
KR0144556B1 (ko) 자동기계식 변속장치의 제어방법 및 그의 장치
CN102192320A (zh) 用于双离合变速器的档位预选择
CN100498012C (zh) 用于机动车辆的多级齿轮传动的变速箱
KR0143224B1 (ko) 드로틀 제어 고장 검출 및 허용도 방법/시스템
EP0300792B1 (fr) Dispositif de commande pour le changement de vitesse automatique
CN1974262A (zh) 电机驱动汽车无离合器变速系统
US5951436A (en) Transmission control system for an electric vehicle
EP0202293A1 (fr) Boite de vitesses
US7013746B2 (en) Control method and control apparatus of automatic transmission
US5780979A (en) Transmission control system for an electric vehicle
EP1167834A1 (fr) Transmission de puissance avec machine électromagnétique pour améliorer les passages de vitesses
EP1558457A1 (fr) Moyens d'entrainement pour vehicules a moteur
EP1508468B1 (fr) Procédé et appareil pour commander les changements de vitesse d'une transmission
EP1366311A1 (fr) Unite de commande de vehicule a moteur

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH DE FR GB IT LI LU NL SE

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19861104