SE1550616A1 - A method for gear shifting in a gearbox, a gearbox and a vehicle - Google Patents

A method for gear shifting in a gearbox, a gearbox and a vehicle Download PDF

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Publication number
SE1550616A1
SE1550616A1 SE1550616A SE1550616A SE1550616A1 SE 1550616 A1 SE1550616 A1 SE 1550616A1 SE 1550616 A SE1550616 A SE 1550616A SE 1550616 A SE1550616 A SE 1550616A SE 1550616 A1 SE1550616 A1 SE 1550616A1
Authority
SE
Sweden
Prior art keywords
main
gearbox
shaft
cogwheel
lay
Prior art date
Application number
SE1550616A
Other languages
English (en)
Inventor
Daniel Häggström
Jonas Lundin
Daniel Jerneborg
Anders Kjell
Tomas Selling
Jonas Udd
Mikael Wågberg
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1550616A priority Critical patent/SE1550616A1/sv
Publication of SE1550616A1 publication Critical patent/SE1550616A1/sv

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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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • F16H2003/123—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 a brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0411—Synchronisation before shifting by control of shaft brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0418—Synchronisation before shifting by using different synchronisation devices simultaneously, e.g. for faster synchronisation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/48—Synchronising of new gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Structure Of Transmissions (AREA)

Description

15 20 25 30 ln gearboxes of this type, toothed operating sleeves, are displaced axially in order to engage with cogwheels placed on the main shaft. Each cogwheei placed on the main shaft is engaged with corresponding cogwheel elements, which are firmly attached to the Iay shaft. On shifting, the operating sleeve is displaced axially in order to engage with coupling teeth arranged on a selectable cogwheei, in order to connect the cogwheei to, and rotation lock it, on the main shaft. The split gearbox device also comprises toothed operating sleeves.
A gear shifting in a known gearbox comprising synchronization devices, having conical synchronization rings and coupling rings will now be discussed for illuminating but not in any way restricting the invention thereto. First the main gearbox is brought into neutral position with the gears thereof disengaged from said main shaft. Thereafter a gear shifting action involving a shifting of gear in the split gearbox is performed. The engine is then controlled to obtain a rotational speed of the output shaft of the engine corresponding to a rotational speed of the input shaft of said gearbox being synchronous with respect to the rotational speed of the output shaft of the transmission determined by the present rotational speed of the driven axel of the vehicle for the gear to be selected by said shifting action. The synchronization means of the main gearbox is then controlled to act upon the main shaft until the rotational speed of the main shaft is synchronous with respect to the rotational speed of the input shaft and the output shaft of the transmission, so that the gear shifting may be completed in the main gearbox without any substantial speed difference existing between the engaging parts in the moment of engagement.
A clutch arranged between the gearbox and the engine should be disengaged during the gear shifting. However, the period of time needed for said synchronization means of the main gearbox to act for obtaining synchronous rotational speed thereof may be comparatively long. Also, the gear shifting in sequence of the main and split gearboxes within the known gearboxes needs an essentially long period of time to perform. 10 15 20 25 30 When the gearbox is arranged in a heavy vehicle such as a heavy duty truck, and the vehicle is travelling uphill the gear shifting may be difficult to achieve due to speed reduction of the vehicle. When shifting gears no torque is transmitted through the gearbox and therefore the speed of the vehicle is reduced. During upshifting in the main gearbox the speed of the lay shaft must be reduced by means of the synchronization means in the main gearbox.
However, in order to achieve an upshifting in the main gearbox during uphill travelling of the vehicle the speed of the lay shaft must be reduced fast in order to obtain synchronous rotational speed between the main shaft and the cogwheel to be engaged with the main shaft by means of the synchronization means. Such a fast reduction of speed of the lay shaft and also of the input shaft connected to the lay shaft has a negative impact on the synchronization means in form of heat development and wear, which leads to a breakdown of the synchronization means and also high maintenance costs. lnstead, if an Al\/IT gearbox is used under such conditions, a problem will arise when the toothed operating sleeves are displaced axially in order to engage with the cogwheels placed on the main shaft. As mentioned above, the operating sleeve is displaced axially on shifting in order to engage with the coupling teeth arranged on the selectable cogwheel, in order to connect the cogwheel to, and rotation lock it, on the main shaft. However, when disengaging the clutch before shifting gears in the gearbox and when torque is transmitted the propeller shaft of the vehicle starts to oscillate. This happens because of the high torque transmitted through the propeller shaft and torsion effects in the propeller shaft before disengaging the clutch. When the propeller shaft oscillates also the main shaft connected to the propeller shaft starts to oscillate. This oscillating movement of the main shaft will make it very difficult to achieve a synchronous speed between the main shaft and the cogwheel before axially displacing the operating sleeve in order to engage with the coupling teeth arranged on the selectable cogwheel. 10 15 20 25 30 The document EP1400731 B1 relates to a synchronization device for a dual clutch gearbox provided with a braking device for a drive input shaft of each partial drive stage.
The document US2006019797 A1 relates to an input shaft brake for a transmission.
However, it is preferable to use a gearbox comprising an input shaft connected to an engine, a main shaft connected to the propeller shaft and a lay shaft connecting the input shaft and the main shaft, in which a synchronization means is used in the main gearbox instead of axially displaced operating sleeves due to the oscillating effects of the propeller shaft during shifting of gears.
SUMMARY OF THE INVENTION Despite prior art, there is a need to develop a method, which makes it possible to shorten the period of time needed for completing the gear shifting operation in a gearbox. Also, there is a need to develop a method, which increases the endurance of the synchronizing means in the gearbox. The object of the pre- sent invention is thus to provide a method for gear shifting in a gearbox of the type defined in the introduction, which makes it possible to shorten the period of time needed for completing the gear shifting operation. Another objective of the present invention is to provide a method, which increases the endurance of the synchronizing means in the gearbox. These objectives are achieved with a method, which is characterized by the features specified in patent claim 1.
These objectives are also achieved with a gearbox, which is characterized by the features specified in patent claim 8.
These objectives are also achieved with a vehicle, which is characterized by the features specified in patent claim 9. 10 15 20 25 30 According to the invention, an advantageously short delay time can be achieved for completing the gear shifting operation in the gearbox when the gear in the main gearbox device is shifted. Using both the synchronization means arranged on the main shaft and the controllable brake mechanism arranged on the Iay shaft a short delay time can be achieved for completing the gear shifting operation. Also, the endurance of the synchronizing means in the gearbox may be increased, when the brake mechanism assist the synchronizing means during synchronization.
According to an embodiment of the invention the brake mechanism is arranged to reduce the speed of the lay shaft. When the brake mechanism is arranged to reduce the speed of the lay shaft a short delay time can be achieved for completing the gear shifting operation and the wear of the synchronizing means is reduced.
According to a further embodiment of the invention the brake mechanism is a friction brake comprising at least one friction disc. Such brake mechanism has a high braking torque, is reliable and is accurate controllable.
The invention also relates to a computer program and a computer program product for performing the method according to the present invention.
BRIEF DESCRIPTION OF THE DRAWINGS Below is a description of, as examples, preferred embodiments of the invention with reference to the enclosed drawings, in which: Fig. 1 shows schematically a vehicle in a side view, with an engine and a gearbox controlled by the method according to the present invention, 10 15 20 25 30 Fig. 2 shows a sectional view of a gearbox which is controlled by the method according to the present invention, Fig. 3 shows a flow chart of the method for shifting a gearbox according to the present invention.
DETAILED DESCRIPTION OF PREFERRED E|\/|BOD||\/IENTS OF THE INVENTION Fig. 1 shows a side view of a vehicle 1, e.g. a truck, which comprises an engine 4 and a gearbox 6 controlled by the method according to the present invention. The engine 4, which may be an internal combustion engine, is connected to the gearbox 6 by means of a controllable clutch 3. The gearbox 6 is further connected to driving wheels 8 of the vehicle 1 via a propeller shaft 10.
Fig. 2 shows a sectional view of a gearbox which is controlled by the method according to the present invention. The gearbox 6 is provided with a main shaft 12 and a lay shaft 14 parallel thereto. The gearbox 6 is also provided with a range gearbox 16, which is integrated in the gearbox 6. The range gearbox 16 is connected to the propeller shaft 10. However, when the gearbox 6 is provided without a range gearbox 16 the main shaft 12 is connected to the propeller shaft 10. The main shaft 12 is connectible to an input shaft 18 in the gearbox 6 via the lay shaft 14, and to an output shaft 20 in the gearbox 6 via the range gearbox 16. One part of the controllable clutch 3 is arranged on the input shaft 18. The gearbox 6 is equipped with a split gearbox device 22, via which the lay shaft 14 is connectible via the input shaft 18. A brake mechanism 2 is connected with the lay shaft 14 and is arranged to retard the lay shaft 14 in connection with change of gears in the gearbox 6. The brake mechanism 2 is preferably a friction brake comprising at least one friction disc 5. The gearbox 6 is also equipped with a main gearbox device 7, via which the lay shaft 14 is connectible via the main shaft 12. 10 15 20 25 30 The main gearbox device 7 comprises main synchronizing means 24a- 24c.
Each main synchronizing means 24a- 24c is displaced axially through an operating fork 28 to be brought into engagement with main cogwheels 30a-30e placed on the main shaft 12. The main cogwheels 30a-30e are free to rotate in relation to the main shaft 12 by means of the bearings 27. The operating forks 28 are activated through the operating element 29, which may consist of pneumatic or hydraulic cylinders. Only one operating fork 28 and one operating element 29 are shown schematically in Fig. 2. Each main cogwheel 30a- 30e, placed on the main shaft 12, is engaged with corresponding cogwheel elements 32a-32e, which are anti-rotationally connected with the lay shaft 14. On shifting, the main synchronizing means 24a- 24c is displaced axially from a disengaged position to an engaged position in order to engage with a selectable main cogwheel 30a-30e in order to connect the cogwheel 30a-30e to, and rotation lock it, on the main shaft 12.
The split gear box device 22 comprises an operating split synchronizing means 25. The split synchronizing means 25 is displaced axially through an operating fork 31 to be brought into engagement with split cogwheels 30e-30f placed on the input shaft 18. The split cogwheels 30e, 30f are free to rotate in relation to the input shaft 18 by means of the bearings 36. The split cogwheel 30e may be arranged by means of bearings on the main shaft 12. The operating fork 31 is activated through an operating element 33, which may consist of pneumatic or hydraulic cylinders. Each split cogwheel 30e- 30f, placed on the input shaft 18, is engaged with corresponding cogwheel elements 32e-32f, which are anti- rotationally connected with the lay shaft 14. On shifting, the split synchronizing means 25 is displaced axially from a disengaged position to an engaged position in order to engage with a selectable split cogwheel 30e-30f in order to connect the split cogwheel 30e-30f to, and rotation lock it, on the input shaft 18, even if one of the split cogwheels 30e-30f are arranged rotatable on the main shaft 12 by means of bearings. 10 15 20 25 30 The shifting of gears and thus the main synchronizing means 24a- 24c and the split synchronizing means 25 are controlled by a control unit 44, which is con- nected to the operating elements 29, 33. The control unit 44 receives infor- mation from a memory 46 about shifting properties, whereby the control unit 44 uses the information for the shifting operation. The control unit 44 is preferably run by a computer 48 including a computer program P for carrying out the method according to the invention, in which a software algorithm provides cal- culations about the shifting of gears. Also, position detectors 50 arranged at the operating forks 28, 31 are connected to the control unit 44. The position detectors 50 provide the control unit 44 with information about the axial posi- tion of respective main synchronizing means 24a- 24c and the split synchronizing means 25. Also, detectors for providing speed of the lay shaft and the main shaft to the control unit 44 are arranged in or at the gearbox 6.
These detectors are however not disclosed in fig. 2.
Fig. 3 shows a flow chart of the method for gear shifting in the gearbox 6, which gearbox 6 is provided with a main gearbox device 7; the main gearbox device 7 comprises at least a first and a second main cogwheel 30a-30e and a main shaft 12; a lay shaft 14 comprising cogwheel elements 32a-32f, which are engaged with the main cogwheels 30a-30e; and at least one synchroniza- tion means 21 for synchronizing the speeds of the main shaft 12 and the lay shaft 14.
The method comprises the steps of: a) generate torque balance between the first main cogwheel 30a-30e in the main gearbox device 7 and a cogwheel element 32a-32e on the lay shaft 14, b) shift the main gearbox device 7 into neutral position, c) generate a synchronous rotational speed between the second main cog- wheel 30a-30e and the main shaft 12, by means of the synchronization means 21 and a controllable brake mechanism 2 arranged on the lay shaft, and d) shift gear in the main gearbox device 7, so that the lay shaft 14 will be driven by the main shaft 12. 10 15 20 25 30 When generating a torque balance betvveen the first main cogwheel 30a-30e in the main gearbox device 7 and a cogwheel element 32a-32e on the lay shaft 14 no resuiting torque is transmitted between the first main cogwheel 30a-30e and the cogwheel element 32a-32e.
Preferably, the brake mechanism 2 is arranged to reduce the speed of the lay shaft 14. When the brake mechanism 2 is arranged to reduce the speed of the lay shaft 14 a short delay time can be achieved for completing the gear shifting operation and the wear of the synchronizing means is reduced.
Preferably, the brake mechanism 2 is a friction brake comprising at least one friction disc. Such brake mechanism 2 has a high braking torque, is reliable and is accurate controllable.
A short delay time can be achieved for completing the gear shifting operation in the gearbox 6 when the gear in the main gearbox device 7 is shifted. Using both the synchronization means 21 arranged on the main shaft 12 and the controllable brake mechanism 2 arranged on the lay shaft 14 a short delay time can be achieved for completing the gear shifting operation. Also, the en- durance of the synchronizing means 21 in the gearbox 6 may be increased, when the brake mechanism 2 assist the synchronizing means 21 during synchronization.
The first and second main cogwheels 30b-30e are arranged to be engaged and disengaged on the main shaft 12 by means of the synchronization means 21; in step b) disengage the engaged first main cogwheel 30b-30e from the main shaft 18, so that the main gearbox device 7 is shifted into neutral posi- tion, and in step d) shift gear in the main gearbox device 7 by engaging the second main cogwheel 30b-30e on the main shaft 12, so that the Iay shaft 14 will be driven by the main shaft 12. 10 15 20 25 30 10 The gearbox 6 is connected to an internal combustion engine 4 by means of a controllable clutch 3, wherein the method further comprising the step of: e) before step a) disengage the clutch 3.
Preferably, the controllable clutch 3 is connected to an input shaft 18 of the gearbox 6. When disengaging the clutch 3 the load on the synchronization means 21 and the brake mechanism 2 will decrease.
The sp|it gearbox device 22 is arranged between the input shaft 18 and the lay shaft 14; the sp|it gearbox device 22 comprises at least a first and a second sp|it cogwheel 30e, 30f arranged on the input shaft 18; and cogwheel elements 32e-32f arranged on the lay shaft 14, which are engaged with the sp|it cog- wheels 30e, 30f.
The present invention also relates to a computer programme P and a com- puter programme product for performing the method steps. The computer pro- gram P controls the gear shifting in the gearbox 6, wherein said computer pro- gram P comprises program code for making an electronic control unit 44 or another computer 46 connected to the electronic control unit 44 to performing the method steps according to the present invention as mentioned herein, when said computer programme P is run on the electronic control unit 44 or another computer 46 connected to the electronic control unit 44.
The computer programme product comprises a program code stored on a, by an electronic control unit 44 or another computer 46 connected to the elec- tronic control unit 44 readable, media for performing the method steps accord- ing to the present invention as mentioned herein, when said computer pro- gramme P is run on the electronic control unit 44 or another computer 46 con- nected to the electronic control unit 44. Alternatively, the computer programme product is directly storable in an internal memory into the electronic control unit 44 or another computer 46 connected to the electronic control unit 44, com- prising a computer programme P for performing the method steps according to 11 the present invention, when said computer programme P is run on the elec- tronic control unit 44 or another computer 46 connected to the electronic con- trol unit 44.
The components and features specified above may within the framework of the invention be combined between the different embodiments specified.

Claims (11)

10 15 20 25 30 12 Claims
1. A method for gear shifting in a gearbox (6) provided with a main gearbox device (7); the main gearbox device (7) comprises at least a first and a second main cog- wheel (30b-30e) and a main shaft (12); a Iay shaft (14) comprising cogwheei elements (32a-32f), which are engaged with the main cogwheels (30a-30f); and at least one synchronization means (21) for synchronizing the speeds of the main shaft (12) and the Iay shaft (14); characterized in the following steps of: a) generate torque balance between the first main cogwheei (30a-30e) in the main gearbox device (7) and a cogwheei element (32a-32e) on the Iay shaft (14), b) shift the main gearbox device (7) into neutral position, c) generate a synchronous rotational speed between the second main cog- wheei (30a-30d) and the main shaft (12), by means of the synchronization means (21) and a controllable brake mechanism (2) arranged on the Iay shaft, and d) shift gear in the main gearbox device (7), so that the Iay shaft (14) will be connected to the main shaft (12).
2. The method according to claim 1, characterized in that the brake mechanism (2) is arranged to reduce the speed of the Iay shaft (14).
3. The method according to any of claims 1 and 2, characterized in that the brake mechanism (2) is a friction brake comprising at least one friction disc (5). 10 15 20 25 30 13
4. The method according to any of the preceding claims, characterized in that the first and second main cogwheels (30a-30e) are arranged to be engaged and disengaged on the main shaft (12) by means of the synchronization means (21) ; in step b) disengage the engaged first main cogwheei (30a-30e) from the main shaft (18), so that the main gearbox device (7) is shifted into neutral position, and in step d) shift gear in the main gearbox device (7) by engaging the second main cogwheei (30a-30e) on the main shaft (12), so that the lay shaft (14) will be driven by the main shaft (12).
5. The method according to any of the preceding claims, wherein the gearbox (6) is connected to an internal combustion engine (4) by means of a controlla- ble ciutch (3), characterized in the following step of: e) before step a) disengage the ciutch (3).
6. The method according to claim 5, characterized in that the controllable ciutch (3) is connected to an input shaft (18) of the gearbox (6).
7. The method according to claim 6, characterized in that a split gearbox de- vice (22) is arranged between the input shaft (18) and the lay shaft (14); the split gearbox device (22) comprises at least a first and a second split cog- wheei (30e, 30f) arranged on the input shaft (18); and cogwheei elements (32a-32f) arranged on the lay shaft (14), which are engaged with the split cogwheels (30e, 30f).
8. Gearbox (6) comprising an input shaft (18), a main shaft (12) and a lay shaft (14), characterized in that the gearbox (6) is controlled according to the method of claims 1 - 7.
9. Vehicle (1) comprising a gearbox (6) provided with an input shaft (18), a main shaft (12) and a lay shaft (14), and an electrical machine (5) arranged on 10 15 14 the input shaft (18), characterized in that the gearbox (6) is controlled accord- ing to the method of claims 1 - 7.
10. A computer program (P) for controlling the gear shifting in a gearbox (6), wherein said computer program (P) comprises program code for making an electronic control unit (44) or another computer (46) connected to the elec- tronic control unit (44) to performing the steps according to any of the claims 1 - 7.
11. A computer program product comprising a program code stored on a me- dia readably by a computer (44, 46) for performing the method steps according to any of the claims 1 - 7, when said program code runs on an electronic con- trol unit (44) or another computer (46) connected to the electronic control unit (44).
SE1550616A 2015-05-13 2015-05-13 A method for gear shifting in a gearbox, a gearbox and a vehicle SE1550616A1 (sv)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SE1550616A SE1550616A1 (sv) 2015-05-13 2015-05-13 A method for gear shifting in a gearbox, a gearbox and a vehicle

Applications Claiming Priority (1)

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SE1550616A SE1550616A1 (sv) 2015-05-13 2015-05-13 A method for gear shifting in a gearbox, a gearbox and a vehicle

Publications (1)

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SE1550616A1 true SE1550616A1 (sv) 2016-04-01

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