FR2796116A1 - Ratio selection control for electrically operated automobile gearbox, has available gear lever displacements, and resisting forces, determined by electronic gear change controller - Google Patents

Abstract

The gear change controller (3) receives input from operational sensors (1) associated with functions such as vehicle and engine speeds, accelerator and brake pedal depression, ignition switch-on, and interacts with engine management unit (4) and associated memory (5). Bidirectional communication is provided with gearbox operating unit (6) and, through gear selection lever (2), with driver. Lever movement is not restricted by the usual H-type gate or (for automatic transmissions) linear slot. Instead, the lever is freely pivoted; gate or slot type restraints are imposed by two motor-driven linkages, orthogonally managed by the preprogrammed controller (3). Programs determine not only in what direction the lever may be moved, under any particular driving conditions, but the resistive force the driver must overcome during selection - sometimes amounting to absolute blocking. Typically, the controller will give access only to first or reverse gear when at rest and at low engine speed. In any gear the effort needed to engage an adjacent ratio will be minimal, more distant ratios requiring greater effort. Changing down at high speeds will be strongly resisted, to confirm the driver's real intentions; change to a totally unsuitable ratio will be blocked. Slowing to a halt in a high gear will move the vehicle out of gear to prevent stalling, the lever taking a direct path to neutral as the restricting gate is only notional. Application to automatic transmissions is very similar, but for the linear lever slot only one motorized linkage is needed.

Description

The invention relates to the field of gearbox control systems for motor vehicles. It relates in particular to a gear lever for electrically controlled gearbox.

In known manner, manual gearboxes (or automatic mechanical control) use a gear lever connected by a mechanical linkage to the actual gearbox. , and shifts of the shift lever are mechanically translated by a change of ratio of the gearbox. The shifter is subject <B> to </ B> a grid of possible movements, which is for example in the form of double "H", or other provision specific to car manufacturers.

This grid is materialized in the form of a sculpture carved in a metal plate, and in which is forced to move the gear lever.

In automatic gearboxes, the displacement grid usually takes the form of a longitudinal segment, in which are determined natural stop positions of the lever (often arranged in vertical T 'allowing a good grip), a pin pushed by a spring coming to lock in holes made within the metal plate, so as <B> to </ B> hold the gearbox in a determined position corresponding <B> to </ B> a gear engaged . The user must press a button to unlock the pin and move the gear lever.

<B> It </ B> also exists of so-called electric gearbox devices, for which the gearshift is determined by pressing a button, which can for example be located at the steering wheel in the car race.

In a recent <B> (ALFA </ B> M-System) gearshift device, introduced early <B> 1999) </ B> associated with an electric gearbox, the grid On the one side there is a "H" mechanical box type grid, and on the other a similar segment <B> to a "automatic box type" long segment grid. decide if he wants to drive his vehicle in automatic mode or in manual mode, in which he sees what speed is engaged at a given moment .. However, these devices have the main disadvantage that the gearboxes are manufactured specifically <B> to </ B> each manufacturer, which increases manufacturing costs for OEMs, and also restricts the ability <B> to <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> propose particularized designs of grids for different models of The present invention responds to the problem previously described, and proposes B> to </ B> this effect, with the corresponding method, a simple device <B> to </ B> manufacture and cheap allowing the control of gear shift according to a grid drawings that is modifiable according to the desires of the manufacturer for each type of vehicle, possibly even adaptable for each user.

The invention aims in a first aspect a control device for gearbox electrically controlled, comprising a control lever manipulated by a user, the lever being adapted <B> to </ B> move in at least two dimensions, the movements of the lever determining gear changes engaged, characterized in that it comprises means for controlling all possible movements of the lever <B> to </ B> a connected processor <B> to </ B> a memory device and <B> to </ B> actuators acting on the lever.

The following description and drawings will provide a better understanding of the aims and advantages of the invention. <B> It is clear that this description is given only by way of example, and does not limiting nature.

In drawings <B>: </ B> <B> - </ B> Figure <B> 1 </ B> represents a block diagram of a device according to the invention, <B> - </ B> FIGS. 2A and 2B show a perspective view from two different angles of a possible gearbox housing architecture according to the invention; <B> - </ B> Figure <B> 3 </ B> is a side view of a position control device for a gearbox; <B> - </ B> Figure 4 shows the same device in top view; <B> - </ B> Figure <B> 5 </ B> still shows this same device in bottom view, with the mechanical connection to the gear lever, <B> - </ B> the figures <B> 6A to 6F </ B> illustrate gear grids achievable with the device according to the invention. As shown in Figure 1, an electronic transmission control system mainly includes a set of sensors (instantaneous vehicle speed, engine speed, pressure on the brake pedal, pressure on the accelerator pedal, contact, etc.) a gearbox 2, and an electronic gearing unit <B> 3 </ B> possibly connected <B> to < / B> a CPU 4 CPU of the vehicle and <B> to </ B> a memory <B> 5. </ B> This system is naturally connected <B> to </ B> the gearbox <B> 6 </ B> proper.

The casing 2 for shifting is here devoid of a physical grid limiting movement of the lever, the limitation of these movements being here achieved by the action of controlled actuators acting on the lever in at least two non-parallel directions.

The link between the gearbox 2 and the electronic management unit 3 B allows exchange of information in both directions. The housing 2 sends in particular information on the position of the lever and force applied on this lever to the management unit <B> 3. </ B>

The management unit <B> 3 </ B> sends any commands to lock the lever in one or two directions, according to the instantaneous configuration of the vehicle and a predetermined choice of gear grid, stored in the memory 5.

Similarly, the link between the management unit <B> 3 </ B> and the gearbox <B> 6 </ B> allows information exchange in both directions.

The management unit <B> 3 </ B> sends engaged shift commands, while the gearbox sends back committed speed confirmation information, and other instantaneous operation parameters of said gearbox. Speeds <B> 6. </ B>

The architecture of the casing 2 gearshift is illustrated in Figure 2.

In general, the gearbox 2 is a substantially parallelepipedic device of approximately <B> 10 </ B> cm width (along an axis noted transverse Y in the figure) and length (along a longitudinal axis noted X) for <B> 16 </ B> centimeters in height (according to a vertical axis noted Z), in the example described here <B> to </ B> non-limiting title.

<B> It </ B> has a lever <B> 7 </ B> manipulated by the driver of the vehicle, for example of the mini-handle type, of about <B> 10 </ B> centimeters in length, making protruding from said housing 2. This lever <B> 7 </ B> is articulated in rotation about a joint <B> 8 </ B> of known type and therefore not detailed here. It is understood that the lever <B> 7 </ B> is adapted <B> to </ B> move in two dimensions so that its upper end can take any position in a surface limited by the mechanical limits of the articulation <B> 8. </ B>

The lever <B> 7 </ B> is secured according to its transverse and longitudinal directions <B> to </ B> two position control devices 9A, 9B controlled by the management unit <B> 3. </ B >

Each of these position control devices 9A, 9B comprises an electric motor <B> 10A, </ B> 10B, with an associated transmission 11A, 11B, a position sensor <B> 12A, </ B> 12B (connected) <B> to </ B> the management unit <B> 3), </ B> and a mechanical connection 13A, 13B to lever <B> 7. </ B>

As seen in Figures <B> 3 to 5, </ B> the electric motor <B> 10 </ B> is disposed on the transmission housing <B> 11 </ B> at one of its ends. In this example, this gearbox <B> 11 </ B> is <B> 100 </ B> mm in length, for <B> 60 </ B> mm in width, and <B> 15 </ B> mm high.

<B> It </ B> allows the transmission between the electric motor <B> 10 </ B> and a pin 14, protruding under the gearbox <B> 11, </ B> mobile in a circular arc <B> 15 </ B> subject to electric motor <B> 10. </ B>

The position sensor 12 is disposed on the transmission housing 2, close to said circular arc <B> 15. It </ B> is intended for feedback to the <B> 3 management unit. </ B>

The mechanical <B> 13 </ B> connection between the gearbox <B> 11 </ B> and the gear lever <B> 7 </ B> includes a cross rod <B> 16 </ B> attached by one end of its major axis <B> to the spur 14 and articulated <B> to </ B> the other end <B> to </ B> a bar <B> 17 </ B> It is secured to the chassis of the gearbox 2 at its end <B> 19, </ B> and guarantees a movement of the cross <B> 16 </ B> in a segment arranged substantially in a direction parallel <B> to </ B> its major axis (in the illustrated example, longitudinal direction noted X in Figure <B> 5), </ B> according to the displacement of the lug 14 in its circular arc <B> 15. </ B>

On its small axis, the cross <B> 16 </ B> has a recess <B> 18 </ B> of a few centimeters in length and a width just greater than the diameter of the lever <B> 7. </ B > It is understood that the lever <B> 7 </ B> is free to move in this recess <B> 18 </ B> in the transverse direction Y, and that the longitudinal movement (X axis) is subject to the displacement of the lug 14 in the circular arc <B> 15. </ B> When the two position control devices <B> 9A, </ B> 9B are arranged along perpendicular axes, the position of the lever <B > 7 </ B> is subject to two lugs 14A, 14B each controlled by a motor <B> 1 </ B> OA, <B> 1 </ B> OB.

<B> It </ B> is clear that if no effort is applied by a motor <B> 10 to </ B> at any given moment, and if the corresponding <B> 11 </ B> transmission is left free the corresponding lug 14 is free to move along its circular arc <B> 15, </ B> and the lever <B> 7 </ B> is free to move in a rectilinear segment.

<B> It is also obvious that the command sent, at a given instant, by the management unit to the engines can be determined by the lever position <B> 7 to </ B> this moment.

As a result, depending on the actions commanded by the <B> 1 </ B> OA, <B> 1 </ B> OB, and the <B> 11 A, 11 </ B> B transmissions, the lever <B> 7 </ B> can therefore be slaved to a virtual grid of related segments. These segments can also by simple programming of a processor of the control unit <B> 3 </ B> not be arranged in one of the transverse and longitudinal directions, but in any oblique direction.

Finally note that not only the position of the lever <B> 7 </ B> is slaved <B> to </ B> every moment <B> to </ B> the command applied to the motors <B> 10A, </ B> 10B, but also the force exerted on the lever <B> 7 </ B> by these motors <B> 10A, </ B> 10B (depending on the torque applied). In this way, it is therefore possible to accentuate a movement in progress or, on the contrary, to brake it, according to the instantaneous configuration of the gearbox 2, and the programming of the management unit <B> 3. </ B>

It is understood that thus the management unit <B> 3 </ B> is able to execute a set of authorized movement laws and forces applied on the lever <B> 7 </ B> by the devices position control <B> 9A, </ B> 9B according to the instantaneous configuration of the vehicle and a predetermined type of grid of possible movements of the lever <B> 7, </ B> these laws of displacement and effort being previously stored in the memory <B> 5, </ B> and optionally configured by the user or during a learning phase.

Figure <B> 6 </ B> illustrates different speed lever grids that can achieve the device according to the invention. In particular, a "H" <5> <5> </ b> velocity double grid is naturally achievable (Figure <B> 6A). </ B>

In this configuration, when the lever <B> 7 </ B> is in the initial central position 20, as soon as a movement of the lever is started by the user, the management unit <B> 3 </ B> forbidden the movements of the lever <B> 7 </ B> in the direction perpendicular <B> to </ B> this direction of movement, for example to a left lateral position 21 of the lever. In this position, the management unit authorizes either a rearward movement towards the initial point 20, or, if a vertical movement is started, prohibits any lateral movement of the lever and allows only a vertical movement of the lever, towards the first or second speed.

Depending on the speed of the vehicle, the lever <B> 7 </ B> may exert a greater or lesser resistance to the passage of certain speeds. Typically, examples of rules of conduct that are prestored in the memory <B> 5 </ B> of the management unit <B> 3 can be cited: at startup (speed of vehicle almost zero) only the speeds <B> 1 </ B> and reverse are allowed, <B> - </ B> the passage in reverse or first is possible only if the speed of the vehicle is almost zero and the engine speed low, <b> - </ b> from a gear engaged, the next higher and lower speeds are accessible with a very limited effort, while the other speeds are accessible only with a greater effort on the lever, <B> - </ B> the passage to the engaged speed best matching <B> to </ B> the speed of the vehicle is facilitated by a very low effort opposed to the movement of the lever, and a restoring force to the position of the corresponding lever in the vicinity of this position, <B> - </ B> the downshift <B> to </ B> high speed may impose a greater effort on the part of the driver, to confirm his willingness to perform this maneuver, <B> - </ B> in general, the passage to an engaged speed incompatible with the speed of the vehicle can be blocked, < B> - </ B> in the event of sudden acceleration detected on the accelerator pedal sensor, the management unit may cause a downshift of a speed (kick-dovm effect) to increase the available engine power, < B> - </ B> in case of sudden braking detected on the brake pedal sensor, an engine braking may first be imposed, regardless of the position of the <B> 8 </ B> gear lever, then at near zero speed, the management unit may instead order the return of the gearbox in the disengaged position, to prevent the vehicle stall. In this case, a diagonal path of the gear lever to its neutral point can be controlled. Likewise, a longitudinal grid of the automatic gearbox type (FIG. 6B) can be realized, with premaded positions on a rectilinear segment corresponding to the conventional positions "P" (Parking), "R" (Reverse), "N" ( Neutral), "D" (Drive), <B> 3, </ B> 2, <B> 1. </ B>

In this case, one of the motors and the corresponding transmission will be blocked, and only one movement of the lever on one axis will be allowed.

When moving the lever by the driver along this axis <B> to </ B> from an initial position, the force applied by the motor will first be opposed to the movement of the lever <B> 7, </ B > then, past an intermediate point, will help <B> to </ B> move the lever <B> 7 </ B> to the next corresponding position <B> to </ B> a new speed, giving <B> </ B> the user an impression close to that seen with the currently existing automatic boxes.

In such a type of virtual grid, specific displacement laws include -.

<B> - </ B> unable to move from "Drive" position to "Reverse" or "Parking" when the vehicle has a non-zero speed, An automatic grid variant, suitable <B> to </ B> the command of a continuously variable transmission (CVT) is shown in Figure <B> 6C. </ B> This grid has the three positions "F", "R" and <B> 'N' </ B> as well as a Position "D" framed by a zone of linear and continuous movement of the lever.Parameter of the device the passage from the position 'N' <B> to </ B> the position "D" is carried out by a discreet jump according to a similar force law <B> to </ B> as seen previously In the <B> "D" position, </ B> the transmission determines an optimum speed / speed ratio of the vehicle. / B> From position "D" a movement on either side of it is possible, <B> to </ B> constant effort, to allow the driver to vary this ratio within a certain range The return to position 'N' is carried out at when <B> to </ B> from the minimum position of this ratio, under near zero speed conditions, surpassing an elastic stop simulated by the device.

Finally, the figures <B> 6D to 6F </ B> illustrate grids of sequential type in which, on both sides of the position <B> "D", </ B> a pulse in the direction of the arrow marked "+" causes a passage to the higher speed and a pulse in the direction noted "-" causes a downshift of a gear engaged.

FIG. 6D represents an H-shaped grid in which a lateral displacement in the middle position allows the transition from the 'N' position to the 'D' position, the pulses being given in the longitudinal direction.

Figure <B> 6E </ B> represents a linear grid in which the position "D" is aligned with the positions "F ', 11R'f and <B>' N '</ B> and the pulses are given according to the direction perpendicular <B> to </ B> this alignment- Figure <B> 6F </ B> represents a totally linear grid in which the pulses are given on both sides of the positron "D" in the alignment axis positions "P", "R", "N", and "D". In this case, additional effort may be required to return from position "D" <B> to "N" position, except for example when the minimum ratio is engaged and <B> / </ B > or the vehicle speed is close to zero.

In such a configuration, it is possible to block the movement of the lever in one direction when no speed is no longer accessible (maximum or minimum speed engaged).

Furthermore, information can be provided back to the driver on the engaged speed, for example by causing, when the driver slightly moves the lever <B> 7 </ B> from its instantaneous position, a number of pulsations of the lever <B > 7 </ B> corresponding to the speed number engaged. This function is easily performed <B> using the <B> 10 </ B> lever position commands from the <B> 3 management unit. </ B>

In all these configurations, the interruption of the contact by the driver causes the transition to neutral speed (conventional box) or "Parking" position for a box type automatic.

It is understood that it is possible to automatically change the speeds by the management unit according to the speed of the vehicle and the engine speed, providing the driver feedback by an automatic movement of the lever <B> 7. It </ B> is sufficient for the driver to resume the lever <B> 7 </ B> in hand to then suspend the automatic shifting for a certain time (programmable).

Such a device combines the advantages of an automatic gearbox with a manual gearbox. Moreover, it makes it possible to personalize the type of box to the driver. <B> It is for example that several configurations of grid or type of box can be memorized for different drivers of the same vehicle, according to the type of driving and the tastes of each. <B> It </ B> is then enough to identify <B> to </ B> the start-up to cause the selection of a given type of configuration of behavior of the lever <B> 7. </ B>

In the description, shift gates formed of straight segments were used. More generally, any curved or straight course can be authorized or ordered by the control unit, according to a suitable schedule. <B> It </ B> is also clear that a moving surface (not limited <B> to < / B> a segment) can be left free <B> at </ B> at a given moment.

Likewise, in a specific operating mode, for example when the vehicle is turned on, the user can move the lever <B> 7 </ B> to determine a signature (for example). arabesque shape on the surface of the possible positions of the lever <B> 7) </ B> recognized by the management unit <B> 3 </ B> and determining acceptance of the starting of the vehicle.

In a particular variant, a physical grid on one axis can be combined with a position control motor on the other axis of the lever.

The scope of the present invention is not limited to the details of the above embodiments considered <B> to </ B> as an example, but extends instead to the modifications <B> to </ B> the scope of those skilled in the art.

Claims (1)

<B> CLAIMS </ B> <B> 1. </ B> Control device (2, <B> 3) </ B> for gearbox <B> (6 </ B>) electrically controlled gears, comprising a control lever <B> (7) </ B> manipulated by a user, this lever <B> (7) </ B> being adapted <B> to </ B> move in at least two dimensions, displacements lever <B> (7) </ B> determining engaged gear changes, characterized in that it comprises means to enslave all possible movements of the lever <B> (7) to </ B> a management unit <B> (3) </ B> connected <B> to </ B> a memory device <B> (5). </ B> 2. A device according to claim 1, <B> Characterized in that it comprises a gearbox (2) comprising the lever <B> (7) </ B> articulated around a point <B> (8), </ B> ce lever <B> (7) </ B> being adapted <B> to </ B> to move in two transverse and longitudinal dimensions, and secured in at least one of these directions <B> to </ B> a device < B> (9A, </ B> 9B) Order of position, controlled by <B> to </ B> a management unit <B> (3). </ B> 3. </ B> Device according to claim 2, characterized in that each device < B> (9A, </ B> 9B) position control comprises an electric motor <B> (10A, </ B> 10B), a transmission <B> (11A, </ B> 11B), a sensor position <B> (12A, </ B> 12B), and a mechanical connection <B> (Il 3A. </ B> 13B) to lever <B> (7). </ B> 4. Device according to claim <B> 3, </ B> characterized in that each electric motor <B> (Il 0) </ B> is disposed on a transmission housing <B> (11) </ B> allowing the transmission between the engine electric <B> (10) </ B> and a lug (14), movable in a circular arc <B> (15) </ B> subject to the electric motor <B> (10), </ B> and in that the mechanical connection <B> (13) </ B> between the gearbox <B> (11) </ B> and the gear lever <B> (7) </ B> comprises a rod < B> (16) </ B> attached <B> to </ B> the end of lever <B> (7), </ B> and movable moving in a salt direction one segment, according to the displacement of the pin <B> (Il </ B> 4) in the arc <B> (Il 5), </ B> the movement of the lever <B> (7) </ B> being free in the perpendicular direction. <B> 5. </ B> Device according to claim 4, characterized in that the housing comprises two position-holding devices <B> (9A, </ B> 9B) attached to the lever <B> (7) < / B> in substantially perpendicular directions. <B> 6. </ B> Device according to any one of claims <B> 1 to 5, </ B> characterized in that it comprises means for controlling the forces applied <B> to </ B> each moment at the lever <B> (7) </ B> by each position control device <B> (9A, </ B> 9B). <B> 7. </ B> Device according to any one of claims <B> 1 to 6, characterized in that it also comprises sensors <B> (1) </ B> configuration instantaneous vehicle. <B> 8. </ B> Device according to claim <B> 7, </ B>, characterized in that it comprises a set of prememorial laws of authorized movement and forces applied to the lever <B> (7 ) By the position control devices (9A, 9B) according to the instantaneous configuration of the vehicle and a predetermined type of grid of possible movements of the lever <B> (7). </ B> </ b> B> 9. </ B> Device according to claim <B> 8, </ B> characterized in that the laws of displacement include an impossibility to pass a speed incompatible with the configuration parameters of the vehicle.