SE1350044A1 - Selection of operation for a clutch - Google Patents

Abstract

A system and method for selecting the mode of operation for coupling in a vehicle (100) is described, wherein the coupling is arranged to be able to be operated both manually and automatically. from automatic operation to manual operation of the clutch shall take place. The system also includes a prompt unit (122) arranged to prompt the driver to confirm that the change to manual operation is to take place. The system also includes a confirmation unit (123) arranged to receive a confirmation exchange from the driver. An execution unit (124) comprising the ice system is arranged to execute the change if confirmation thereof has been received. Fig. 2

Description

l0 l5 20 25 30 vehicles, however, it is becoming increasingly common to drivel from the type below is used.

Automatic shifting in heavy vehicles often consists of one control system-controlled shifting of "manual" gearboxes, that is saga gearboxes consisting of one pair of gears per gear, dar the gear ratios are distributed in appropriate steps. Such gearboxes are significantly cheaper to manufacture and have also higher efficiency compared to conventional automatic transmissions. For control system-shifted manual gearboxes a coupling is used, which may be one of the vehicle's control system automatically controlled coupling, to interconnect the vehicle's engine with the gearbox. This clutch / gearbox can also for example be of double coupling type.

In principle, the coupling for such vehicles only needs to be used when starting the vehicle from a standstill, when other gear can performed by the vehicle's control system without opening the clutch. IN in cases where the clutch consists of one of the vehicle's control systems automatically controlled clutch, however, the clutch is often used for to open / close the driveline even when shifting.

Brief description of the invention When the clutch is completely controlled by the vehicle's control system, it is driven vehicles of the type shown normally with a two-pedal system, that is, with a system without a clutch pedal. Such systems have many advantages from, for example, comfort, but there are also situations where the absence of the clutch pedal can make it difficult for the vehicle's control system to understand exactly how the driver of the vehicle wishes the vehicle to be steered, i especially in situations where the driver of the vehicle wants to be able to control engine speed and driving force on the vehicle's drive wheels independent of each other. lO l5 20 25 30 For example, a driver may want to be able to increase the engine speed for to be able to drive other functions in the vehicle in order to provide propulsion for the operation of the vehicle. Pumps, cranes and power take-offs in the vehicle are examples of such others functions whose operation may depend on the engine speed.

The engine speed affects the flow and / or speed of hydraulic fluid in the hydraulic system of the vehicle, which makes a a certain speed may be required to drive, for example, a pump or a crane in the vehicle.

Some vehicles, such as trucks and tractors, have power outlets to which a user can basically connect any equipment, such as, for example, a crane, a cement mixers, or different types of power units. This equipment may require a specific engine speed to the power take-off must be able to drive the equipment. The speed that required to operate this equipment is typically unknown, as equipment of varying type can be connected to it power take-off. The vehicle can therefore not know or be prepared for all this unknown equipment of varying type.

Thus, in certain situations, the driver of the vehicle can expect to be able to control the engine speed independently of the drive torque to be applied to the vehicle's drive wheel. This independence control of the engine speed requires a manual operation of the clutch of the vehicle, that is, a tripod system used in the vehicle.

Thus, it is desirable to be able to utilize both automatically maneuverable clutch, ie a two-pedal system, and manually operated clutch, ie one three-pedal system, at different times in a vehicle. In a vehicle which can switch between automatic and manual clutch there is a risk that the driver does not know what type of clutch currently being used, which may result in a 10 15 20 25 30 safety hazard in that the driver when manually operating the the clutch does not push the clutch down when he should because he believes that automatic maneuvering of the clutch exploited.

It is an object of the present invention that provide a safe and reliable switching between two-pedal system and three-pedal system in the vehicle.

This object is achieved by the above-mentioned system according to it characterizing part of claim 1. The object is also achieved by the above-mentioned method according to the characterizing part of claim 9. The object is also achieved by the above computer programs and computer software products.

According to the present invention, a driver of the vehicle can perform a transition from automatic to manual operation of the coupling by first indicating that a transition to manually operated clutch is desired and then also confirm that the transition should take place, that is, confirm that the indication of transition was correct. Thanks to the driver must both first indicate and then confirm that he wants to change for manual operation of the coupling, the risk of unintentional transition significantly.

The present invention increases the safety of the vehicle, the driver, and / or fellow road users by the risk of the driver does not press down when operating the clutch manually the connection when he should do so is radically reduced. So can changes from two-pedal system to three-pedal system according to the present invention is practiced without safety risks occurs.

Thus, according to the present invention, the driver can through utilization of an input means, such as a switch or another actuator, first indicate to change to l0 l5 20 25 30 manually operated clutch is desirable. Then the driver can confirm that the change is to take place, for example, by using one actuators in the vehicle, such as a clutch pedal. After this indication and this confirmation then executes the system the exchange. Then the driver is forced to confirm that the change will take place the driver is made aware of and reminded of the change, which makes that the change is not forgotten. For example, confirmation is through activation of the clutch pedal is particularly advantageous then the clutch pedal will be used to control the clutch during the subsequent manual operation of the clutch.

In addition, according to one embodiment, the indication of the change be done some time before the confirmation is made, which may be practical if the change is to take place in a complicated driving situation, then the driver wants to be able to devote his full attention to driving and wants to minimize the number of snaps, twists or similar to input means at the actual switch.

Since the present invention provides a safe transition from two-pedal system to three-pedal system can also an optimal utilization of the two-pedal system is obtained through present invention. In previously known solutions, one has drivers who sometimes wish to use a three-pedal system have been had to use this three-pedal system all the time, since the vehicle would then only have been equipped with the three-pedal system.

The advantages of two-pedal systems, ie advantages in comfort, ergonomics, shift performance, fuel consumption with more, according to the present invention can be obtained simultaneously as the benefits of triple pedal systems, that is, opportunity to be able to regulate independently of the driving force on the drive wheels for example flow and speed in hydraulic systems by regulate the engine speed, obtained for one and the same vehicle. 10 l5 20 25 Thus, a vehicle comprising a system according to the present invention can get to a place in one fuel efficient and for the driver comfortable and ergonomic correctly set by using the two-pedal system. Choice ahead the tripod pedal system can be used to provide suitable engine speed for driving pumps, cranes, cement mixers or similar.

An example of a vehicle in which the present invention can be suitably implemented is a container truck. When one container for example to be loaded on the truck is often required a high engine speed to power that crane or other device that pulls up the container on the truck bed at the same time as the truck itself stands still or moves slowly. When Once the container is loaded on the vehicle, the vehicle becomes heavy and risks consuming a lot of fuel at the same time as the vehicle becomes strenuous for the driver to drive. With the present invention can the vehicle in a safe and reliable manner apply the tripod pedal system only at on and off the relief and can use the two-pedal system during the rest travel, ie during normal travel on roads. This makes that the control systems in the vehicle can ensure that the vehicle overall controlled in an ergonomic way for the driver, which also is as fuel efficient as possible.

The driver can thus, by utilizing the invention during a predominant part of the service life of the vehicle offered an ergonomically advantageous ride with two-pedal system, but can also make a safe and reliable transition to the triple pedal system when required. 10 15 20 25 Brief list of figures The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals used for equal parts, and in which: Figure 1 schematically shows an example vehicle, Figure 2 shows a flow chart of the present invention, and Figure 3 shows a control unit according to the present invention.

Description of preferred embodiments Figure 1 schematically shows a driveline in a vehicle 100.

The driveline includes a motor, in this example one internal combustion engine 101, which in a conventional manner, via a on the output shaft of the internal combustion engine 101, usually via a flywheel 102, is connected to a gearbox 103 via a coupling 106.

The vehicle 100 schematically shown in Figure 1 includes only one axle 104, 105 with drive wheels 113, 114, but the invention is also applicable to vehicles where more than one axle is equipped with drive wheels, as well as in vehicles with one or several additional axles, such as one or more support axles.

In the clutch 106, one having a first gearbox part, such as for example the input shaft 109 of the gearbox 103, connected friction elements (for example a slat) 110 engage selectively with the engine flywheel 102 for transmitting torque from the internal combustion engine 101 to the drive wheels 113, 114 via the gearbox 103. Alternatively, the friction element 110 instead of engaging the flywheel 102 engaging one other with a shaft rotated by the motor rotationally fixed 10 15 20 25 30 union friction element. The coupling can e.g. be of dry or wet lamella type, or of another applicable type, such as for example a double junction box with wet or dry coupling.

The present invention can be implemented in substantially all types of couplings, as will be shown below.

The friction element 110 engages with the motor output axle / flywheel 102 (and thus that of the clutch transferable the force) is controlled by a clutch actuator 115. For example, can the engagement is effected by one of the clutch actuators 115 controlled pressure plate 111, which is displaceable in axial direction, is pushed along the shaft until the friction element 110 grips with engine output shaft / flywheel 102.

The pressure plate can be displaced by means of a lever 112 whose function / movement is controlled by the clutch actuator 115.

The action of the clutch actuator 115 on the lever 112 can in turn controlled by the vehicle's control system via a control unit 116 and / or via a signal from one clutch pedal or another actuators for controlling the clutch. The clutch actuator 115 may, for example, consist of one or more pneumatically and / or hydraulically controlled and acting on the lever 112 pistons, the coupling being opened / closed by means of said pistons effect a lever movement. The clutch actuator 115 may also be of an electric or other suitable type. One Those skilled in the art will recognize that essentially all suitable ways in which the clutch actuator 115 can control the clutch 106 i- and disconnection, that is, all appropriate means of using the clutch actuator 115 controls the engagement of the friction element 110 with the engine output shaft / flywheel 102 can be used by present invention.

The clutch actuator 115 which is used according to the present invention is controlled by signals which may be provided by the control unit 116 and / or by a clutch pedal device 118 10 15 20 25 30 or similar (so-called "clutch by wire"). This differs from a traditional clutch actuator, which is controlled by a mechanical control, for example via wire, which is mechanical connected to a clutch pedal in the vehicle.

The clutch actuator 115 of the present invention can thus receiving and being controlled by signals, for example by electrical signals provided by the controller 116.

The control unit 116 can in turn be controlled by signals from one additional control unit 117 and / or of signals from a clutch pedal 118 or similar. In Figure 1 it is further control unit 117 a unit set up for controlling a shifting system in the vehicle, which is why it is also connected to and provides signals to the gearbox 103 for control of this. However, the additional control unit 117 may be constituted by essentially any suitable control unit in the vehicle, which is set up to control the shift system and / or the clutch 106 in the vehicle, for example a parent engine control unit. The clutch actuator 115 can also receive its signals, and thus controlled by, the additional control unit 117.

The clutch actuator 115 should be in accordance with the present invention be possible to control both automatically, ie based on signals created in a controller 116, and manually, that is say based on signals created by a clutch pedal 118 or similar. The automatic control of the clutch actuator 115 results in an automatic operation of the clutch 106. The manual control of the clutch actuator 115 results in a manual operation of clutch 106.

A shaft 107 emanating from the gearbox 103 then drives drive wheels 113, 114 via an end gear 108, such as, for example 10 15 20 25 30 10 a conventional differential, and drive shafts 104, 105 connected with said final gear 108.

About an unintentional transition from automatic to manual operation of the clutch 106 would take place there is a significant risk of damage to the vehicle, for example in the form of crashes, because the driver would then not know that he has to push down the clutch pedal 118, for example when braking to a standstill for the vehicle 100. It may also pose a safety risk to the driver, fellow road users and / or the surroundings of the vehicle the clutch 106 is manual without the driver knowing it, because driving force is transmitted to the driving wheels for as long as the clutch pedal 118 is not depressed. The control systems in the vehicles can thus not detect a possible safety critical situation that may arise due to the driver handling the vehicle as if the clutch were automatically operated when it is actually manually operated, which means one security risk.

Figure 2 shows a flow chart for a method according to present invention, which sets out how a system of choice of the mode of operation of the clutch 106 in the vehicle is performed on a safe way.

In a first step 201 of the method, one receives indication unit 121 an indication that a driver of the vehicle 100 desires a change from automatic operation for manual operation of the coupling must take place.

The display unit is arranged here to be able to receive such indications. The display unit uses according to different embodiments of the invention one or more input means 119, such as a button, a lever, a knob, a switch, a microphone, and a touch screen. The display unit 121 is thus arranged to receive an indication and / or input from a or more of a button, a lever, a knob, a switch, 10 15 20 25 30 11 a microphone, and a touch screen. One skilled in the art realizes that essentially all maneuvers and / or suitable for such an indication input means 119, via which the driver can convey a wish if the switch to the system, can be used by the display unit 121 according to the present invention. The input means 119 can be arranged in the cab of the vehicle, for example in connection to, or in, an instrument panel.

In a second step 202 of the method, one calls prompt unit 122 the driver to confirm the change from automatic to manual operation of the clutch 106 shall happen. The prompt unit 122 is here arranged so that it passes through utilization of one or more display means 120 may ask the driver to provide the confirmation, which means that essentially all appropriate types of communication of information to the driver can be used by the presentation means 120, such as both visual and acoustic communication. For example, the prompt unit 122 may be utilized one of at least one lamp, one monitor and / or one speakers, whereby the call itself may include, for example turning on or off a lamp, a color change for lamp, display a character or symbol on the monitor and / or a sound or voice transmitted by the speaker.

In a third step 203 of the method, one receives confirmation unit 123 a confirmation from the driver of the change from automatic to manual operation of the clutch 106 shall happen. The acknowledgment unit 123 is arranged here to receive one such confirmation, by identifying an entry of the driver of the vehicle and / or to identify a use of an actuator in the vehicle.

According to one embodiment of the invention utilizes the confirmation unit 123 the clutch pedal 118 as an actuator. 10 15 20 25 30 12 For this embodiment, the driver can thus confirm the transition from automatic to manual operation of the clutch 106 by depressing the clutch pedal 118. If otherwise controls than a pedal are used to manually steer the clutch in the vehicle can here this second actuator is used by the confirmation unit 123 and can be activated by the driver to confirm the changeover. About the driver after indicated that he wants to switch to manual operation of the clutch activates the clutch pedal, this is interpreted by the system as a confirmation that the change is to take place. Because it is precisely the function of the coupling that changes at the transition from automatic to manual operation of the clutch, and because the clutch pedal after the transition will be used by the driver, a confirmation is experienced by activating the clutch pedal 119 intuitive and logical for a driver of the vehicle.

According to one embodiment of the invention utilizes the confirmation unit 123 a control for communication of a gear selection for the gearbox 103. For this embodiment, the driver confirm the transition from automatic to manual actuating the clutch 106 by loading a predetermined gear position, for example neutral gear, which performed with by utilizing the slider. If the driver after that have indicated that when switching to manual operation of the clutch puts in a neutral gear with the slider interpreted this thus by the system as a confirmation that the change is to take place.

Often this manual operation of the clutch will used when the vehicle is stationary or almost stationary, why the confirmation by inserting a neutral gear position perceived as intuitive to the driver.

According to one embodiment of the invention utilizes the confirmation unit 123 an ignition lock in the vehicle. Here the driver can 10 15 20 25 30 13 confirm the transition from automatic to manual operation of the connection by performing a predetermined action with the ignition lock. For example, the driver can turn off the engine and then start the engine again, this restart of the engine 101 after an indication of the desired change to manual operation of the connection of the system is interpreted as a confirmation that the change to take place. Confirmation by restarting the engine makes it clear for the driver that a change in an important function of the vehicle has happened, making it easy for the driver to remember that the transition to manual operation of the coupling has taken place.

The acknowledgment unit 123 utilizes according to various embodiments of the invention one or more input means 119, such as one button, a lever, a knob, a switch, a microphone, and / or a touch screen for confirmation. One skilled in the art will recognize that essentially all suitable for such an indication input means, via which the driver can convey a confirmation that the transition to manual operation should take place system, can be used by the acknowledgment unit 123 according to present invention. The input means 119 may be arranged in connection with, or in, the instrument panel in the cab.

In a fourth step 204 of the process, one executes executive unit 124 change if said confirmation has received. The executive unit 124 is here arranged to be able to effect the change from automatic to manual actuation of the clutch 106, for example via the actuator 115.

The executive unit 124 is arranged to indicate for actuator 115 that it must be operated manually after the execution of the transition from automatic to manual operation of the clutch. The actuator 115 is in turn arranged to adjust for manual operation after 10 15 20 25 30 14 the enforcement unit has notified actuator 115 to transition to manual maneuvering of the coupling has taken place.

In Figure 1, the display unit 121, the prompt unit 122, the confirmation unit 123 and the execution unit 124 included in the control unit 116, which year is arranged to control the coupling 106 and the actuator 115. However, one or more of the indication unit 121, the prompt unit 122, the confirmation unit 123 and the execution unit 124 be included in the additional control unit 117, which is advised for controlling a gearing system in the vehicle. One or more of the display unit 121, the prompt unit 122, the confirmation unit 123 and the execution unit 124 can also be included in an additional superior control unit, for example, a control unit arranged for controlling the whole the engine system of the vehicle. Such a superior control unit year not drawn in Figure 1, but one skilled in the art will appreciate that one parent control unit is connected to one or more of the control unit 116 for the coupling 106 and the further one control unit 117 for the engine system.

Those skilled in the art will recognize that a procedure for selecting maneuvered for a coupling according to the present invention can also be implemented in a computer program, which when executed in a computer causes the computer performs the method. The computer program is usually part of one computer program product 303, wherein the computer program product includes an appropriate digital storage medium on which the computer program ar lagrat. Said computer-readable medium consists of a lamp memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc. 10 15 20 25 30 15 Figure 3 schematically shows the above-mentioned control unit 116. As described above, Figure 3 could also describe it additional controller 117, or another additional superior control unit. The control unit 116 comprises a calculation unit 301, which may be substantially any suitable type of processor or microcomputer, e.g. a circuit for digital signal processing (Digital Signal Processor, DSP), or a circuit with a predetermined specific function (Application Specific Integrated Circuit, ASIC).

The calculation unit 301 is connected to one, in the control unit 116 arranged, memory unit 302, which provides the calculation unit 301 e.g. the stored program code and / or the stored data computing unit 301 needs to be able to perform calculations. The calculation unit 301 is also arranged to store partial or final results of calculations in the memory device 302.

Furthermore, the control unit 116 is provided with devices 311, 312, 313, 314 for receiving and sending input and output, respectively output signals. These input and output signals can contain waveforms, pulses, or other attributes, which of the devices 311, 313 for receiving input signals can detected as information and can be converted into signals such as can be processed by the computing unit 301. These signals then provided by the computing unit 301. The devices 312, 314 for transmitting output signals are arranged to convert signals obtained from the computing unit 301 for creating output signals by e.g. modulate the signals, which can transferred to other parts of the system for selection of operating mode for a clutch.

Each of the connections to the receiving devices respective transmission of input and output signals can be constituted of one or more of a cable; a data bus, such as a CAN bus l0 l5 20 25 30 l6 (Controller Area Network bus), and MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection. Also one or more of the connections shown in figure 1 between the control unit ll6 and the actuator 115, between the control unit 111 and the input means ll9, between the control unit ll6 and the display means 120, between the control unit 116 and the clutch pedal 118, and between the control unit and the additional control unit ll7 may consist of one or more of these cables, buses, or wireless connections.

One skilled in the art will appreciate that the above-mentioned computer may be comprised of the calculation unit 301 and that the above-mentioned memory can consists of the memory unit 302.

In general, steering systems in modern vehicles consist of one communication bus system consisting of one or more communication buses to connect a number electronic controllers (ECUs), or controllers, and various components located on the vehicle. One such control systems can comprise a large number of control units, and the responsibility for a specific function can be divided into more than a control unit. Vehicles of the type shown thus include often significantly more control units than shown in Figure 1, which year is welcome for those skilled in the art.

The present invention is in the embodiment shown implemented in the control unit ll6. However, the invention can also implemented in whole or in part in one or more others at the vehicle already existing control units or in any for the present invention dedicated controller.

Those skilled in the art will also appreciate that the above system may be modified accordingly the various embodiments of the method according to the invention.

In addition, the invention relates to a motor vehicle 100, for example 17 a truck or a bus, comprising at least one system for selection of operating mode for the clutch according to the invention.

The present invention is not limited to the above described embodiments of the invention without reference to and includes all embodiments within the appended independent the scope of protection of the requirements.

Claims (11)

10 15 20 25 30 18 Patent claims A system for selecting the mode of operation of a clutch in a vehicle (100), wherein said clutch is arranged to be operable both manually and automatically, characterized by: - an indicating unit (121) arranged to receive an indication that a driver of said vehicles want a change from automatic operation to manual operation of said clutch; a prompt unit (122) arranged to prompt said driver to confirm that said change is to take place; (123) - a confirmation unit arranged to receive a confirmation of said change from said driver; and - an executing unit (124) arranged to execute said exchange if said confirmation has been received. The system of claim 1, wherein said indicating unit (121) utilizes an input means (119) in the group of: - a button; - a lever; - a knob; - a switch; - a microphone; and - a touch screen. The system of any of claims 1-2, wherein said prompt unit (122) utilizes a display means (120) the group of: at least one lamp; a monitor; and a speaker. A system according to any one of claims 1-3, wherein said acknowledgment unit (123) utilizes an actuator in the group of: - a clutch pedal (118); - a control for communication of gear selection; and - an ignition switch. A system according to any one of claims 1-3, wherein said acknowledgment unit (123) utilizes an input means (119) in the group of: - a button; - a lever; - a knob; - a switch; - a microphone; and - a touch screen. A system according to any one of claims 1-5, wherein each of said display unit (121), said prompt unit (122), said acknowledgment unit (123) and said execution unit (124) is included in any of: - a control unit (116 ) arranged to control said coupling; - a control unit (117) arranged to control a shifting system in said vehicle; a control unit arranged to control an engine system in said vehicle. A system according to any one of claims 1-6, wherein said coupling is arranged to be activated by an actuator (115), which is arranged to be controlled by an actuator signal. A system according to any one of claims 1-7, wherein said clutch (106) in said manual operation can be controlled by a clutch pedal (118) so that a desired force is provided to a gearbox (103) in said vehicle, where said desired force is created by an engine (101) in said vehicle and is limited by said clutch (106). 10 15 20 25 20 A method of selecting the mode of operation of a clutch in a vehicle (100), wherein said clutch is arranged to be maneuverable both manually and automatically, characterized by: - receiving an indication that a driver of said vehicle wishes to change from automatic maneuvering for manual maneuvering of said coupling shall take place; - requesting said driver to confirm that said change is to take place; - receiving a confirmation of said change from said driver; and - execution of said exchange if said confirmation has been received. Computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of claims 1-9. A computer program product comprising a computer readable medium and a computer program according to claim 10, wherein said computer program is included in said computer readable medium.