SE536856C2 - Selection of operation for a clutch - Google Patents

Abstract

A system and a method for selecting the actuator for clutch in a vehicle are described, where the clutch is arranged so that it can be operated both manually and automatically. According to the present invention, the system comprises a display unit arranged to receive an indication that a single driver of the vehicle wishes a change from automatic operation to manual operation of the clutch to take place. The system also comprises an actuation unit arranged to receive an acknowledgment of the change from the driver. An execution unit included in the system is arranged to execute the change if confirmation thereof has been received. Fig. 2

Description

lO l5 20 25 30 536 856 vehicles, however, it is becoming increasingly common for drivelines of the type below to be used.

Automatic shifting in heavy vehicles often consists of a steering system-controlled shifting of "manual" gearboxes, ie gearboxes consisting of one pair of gears per gear, where the gear ratios are distributed in suitable steps. Such gearboxes are significantly cheaper to manufacture and also have higher efficiency compared to conventional automatic gearboxes. In the case of steering system-shifted manual gearboxes, a clutch, which may be a clutch automatically controlled by the vehicle's steering system, is used to couple the vehicle's engine to the gearbox. This clutch / gearbox can also, for example, be of the double clutch type.

In principle, the clutch for such vehicles only needs to be used when starting the vehicle from a standstill, as other shifts can be performed by the vehicle's control system without the clutch being opened. However, in cases where the clutch consists of a clutch automatically controlled by the vehicle's control system, the clutch is often used 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, vehicles of the type shown are normally driven with a two-pedal system, i.e. with a system without a clutch pedal. Such systems have many advantages in terms of comfort, for example, but there are also situations where the absence of a clutch pedal can make it difficult for the vehicle's steering system to understand exactly how the vehicle's driver wants the vehicle to be steered, especially in situations where the vehicle's driver wants to control engine speed and drive. on the drive wheels of the vehicles independently of each other. l0 15 20 25 30 536 856 For example, a driver may want to be able to increase the engine speed in order to be able to drive other functions in the vehicle than to provide driving force for the vehicle's driving. Pumps, taps and power take-offs in the vehicle are examples of other 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 means that 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 connect virtually any equipment, such as a crane, a cement mixer, or various types of power units. This equipment may require a specific engine speed for the PTO to operate the equipment. The speed required to operate this equipment is typically unknown, as equipment of varying types can be connected to this power take-off. The vehicle can thus 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 driving torque to be applied to the vehicle's drive wheel. This independent control of the engine speed requires a manual operation of the clutch in the vehicle, ie a three-pedal system is used in the vehicle.

Thus, it is desirable to be able to use both automatically operated clutch, i.e. a two-pedal system, and manually operated clutch, i.e. a 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 is currently being used, which may result in a safety risk in that the driver does not operate the clutch manually. presses the clutch when he should do so because he thinks that automatic operation of the clutch is used.

It is an object of the present invention to provide a safe and reliable shift between two pedal systems and three pedal systems in the vehicle.

This object is achieved by the above-mentioned system according to the 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-mentioned computer program and computer program product.

According to the present invention, a driver of the vehicle can make a transition from automatic to manual operation of the clutch by first indicating that a transition to manually operated clutch is desired and then also confirming that the transition is to take place, i.e. confirming that the indication of transition was correct. Thanks to the fact that the driver must both first indicate and then confirm that he wants to switch to manual operation of the clutch, the risk of unintentional transition is significantly reduced.

The present invention increases the safety of the vehicle, the driver, and / or fellow road users by radically reducing the risk of the driver not manually depressing the clutch when he should operate it manually. Thus, changes from two-pedal systems to three-pedal systems according to the present invention can be performed without safety risks arising.

Thus, according to the present invention, by using an input means, such as a switch or another actuator, the driver can first indicate that switching to a manually operated clutch is desirable. Thereafter, the driver can confirm that the change is to take place, for example, by using an actuator in the vehicle, such as a clutch pedal. After this indication and this confirmation, the system then executes the change. When the driver is forced to confirm that the change is to take place, the driver is made aware of and reminded of the change, which means that the change is not forgotten. For example, confirmation by activating the clutch pedal is particularly advantageous as the clutch pedal will be used to control the clutch in the subsequent manual operation of the clutch.

In addition, according to one embodiment, the indication of the change can be made some time before the confirmation is made, which can be practical if the change is to take place in a complicated driving situation, as the driver wants to pay full attention to driving and minimize number of clicks, twists or similar the prey itself.

Since the present invention provides a safe transition from two-pedal system to three-pedal system, an optimal utilization of the two-pedal system can also be obtained by the present invention. In previously known solutions, a driver who sometimes wishes to use a three-pedal system has 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, i.e. advantages in comfort, ergonomics, shifting performance, fuel consumption and more, can be obtained according to the present invention while the advantages of three-pedal systems, i.e. the ability to independently control the flow and speed of hydraulic systems by regulate the engine speed, obtained for one and the same vehicle. Thus, a vehicle comprising a system according to the present invention will be able to get to a location in a fuel-efficient and for the driver comfortably and ergonomically correct manner by utilizing the two-pedal system. Once there, the three-pedal system can be used to provide a suitable engine speed for driving pumps, cranes, cement mixers or the like.

An example of a vehicle in which the present invention can be conveniently implemented is a container truck. When a container is to be loaded on the truck, for example, a high engine speed is often required to drive the crane or other device that pulls the container up on the truck bed at the same time as the truck itself stands still or moves slowly. 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, the vehicle can safely and reliably apply the three-pedal system only during loading and unloading and can use the two-pedal system during other journeys, i.e. during normal travel on roads. This means that the control systems in the vehicle can ensure that the vehicle is overall controlled in an ergonomic way for the driver, which is also as fuel-efficient as possible.

Thus, by utilizing the invention for a predominant part of the utilization time of the vehicle, the driver can thus be offered an ergonomically advantageous driving with the two-pedal system, but can also make a safe and reliable transition to the three-pedal system when required. Summary of the Figure The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in which: Figure 1 schematically shows an exemplary 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 comprises an engine, in this example an internal combustion engine 101, which in a conventional manner, via a shaft outgoing on the internal combustion engine 101, usually via a flywheel 102, is connected to a gearbox 103 via a clutch 106.

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

In the clutch 106, a friction element (for example a slat) 110 connected to a first gearbox part, such as the input shaft 109 of the gearbox 103, can selectively engage the engine flywheel 102 to transmit torque from the internal combustion engine 101 to the drive wheels 113, 114 via the gearbox 103. Alternatively For example, instead of engaging the flywheel 102, the friction member 110 can engage another friction member connected to a shaft rotated by the motor in a rotationally fixed manner. The coupling can e.g. be of the dry or wet lamella type, or of another applicable type, such as for example a double coupling box with wet or dry coupling.

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

The engagement of the friction element 110 with the output shaft / flywheel 102 of the motor (and thus the force transmitted by the clutch) is controlled by a clutch actuator 115. For example, the engagement can be effected by sliding a pressure plate 111 controlled by the clutch actuator 115, which is displaceable in axial direction until the friction element 110 engages the output shaft / pivot wheel 102 of the engine.

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 be controlled by the control system of the vehicle via a control unit 116 and / or via a signal from a clutch pedal or another actuator for controlling the clutch. The coupling actuator 115 may for instance consist of one or more pneumatically and / or hydraulically controlled pistons acting on the lever 112, the coupling being opened / closed by effecting a lever movement by means of said pistons. The switching actuator 115 may also be of electric or other suitable type. One skilled in the art will appreciate that substantially any suitable means by which the clutch actuator 115 can control the engagement and disengagement of the clutch 106, i.e., any suitable means of controlling the engagement of the friction element 110 with the output shaft / flywheel 102 of the motor by means of the clutch actuator 115 may be utilized by the 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 or 15 536 856 or the like (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 mechanically connected to a clutch pedal in the vehicle.

The switching actuator 115 according to the present invention can thus receive and be controlled by signals, for example by electrical signals, which are provided by the control unit 116.

The control unit 116 can in turn be controlled by signals from a further control unit 117 and / or by signals from a clutch pedal 118 or the like. In Figure 1, the further control unit 117 is a unit arranged for controlling a shifting system in the vehicle, so that it is also connected to and provides signals to the gearbox 103 for controlling it. However, the additional control unit 117 may be constituted by substantially any suitable control unit in the vehicle, which is arranged to control the shifting system and / or the clutch 106 in the vehicle, for example a superior engine control unit. The switching actuator 115 can also receive its signals, and thus be controlled by, the additional control unit 117.

According to the present invention, the clutch actuator 115 must be able to be controlled both automatically, i.e. based on signals created in a control unit 116, and manually, i.e. based on signals created by a clutch pedal 118 or the like. 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 the clutch 106.

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

Should an unintentional transition from automatic to manual operation of the clutch 106 occur, there is a significant risk of damage to the vehicle, for example in the form of crashes, as the driver would not know then that he must depress the clutch pedal 118, for example during braking to a standstill for the vehicle 100 It can also pose a safety risk to the driver, fellow road users and / or the surroundings of the vehicle that the clutch 106 is manual without the driver knowing it, as driving force is transmitted to the drive wheels 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 to be automatically operated when it is actually manually operated, which entails a safety risk.

Figure 2 shows a flow chart of a method according to the present invention, indicating how a system for selecting the mode of operation of the clutch 106 in the vehicle is performed in a safe manner.

In a first step 201 of the method, an indicating unit 121 receives an indication that a driver of the vehicle 100 wants a change from automatic operation to manual operation of the clutch to take place.

The indication unit is arranged here to be able to receive such indications. According to various embodiments of the invention, the display unit uses one or more input means 119, such as a button, a lever, a knob, a switch, a microphone, and a touch screen. The indicating unit 121 is thus arranged to receive an indication and / or input from one or more of a button, a lever, a knob, a switch, a microphone, and a touch screen. One skilled in the art will appreciate that substantially all of the actuating and / or input means 119 suitable for such an indication, via which the driver can convey a desire to switch to the system, can be utilized by the indicating unit 121 according to the present invention. The input means 119 may be arranged in the driver's cab of the vehicle, for example in connection with, or in, an instrument panel.

In a second step 202 of the method, a prompt unit 122 prompts the driver to confirm that the change from automatic to manual operation of the clutch 106 is to take place. The prompt unit 122 is here arranged so that by using one or more display means 120 it can prompt the driver to provide the acknowledgment, which means that substantially all suitable types of communication of information to the driver can be used by the display means 120, such as both visual and acoustic communication. For example, the prompt unit 122 may use one of at least one lamp, a monitor and / or a speaker, the prompt itself may include, for example, turning on or off a lamp, changing the color of the lamp, displaying a sign or symbol on the monitor, and / or a sound or a voice transmitted by the speaker.

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

According to one embodiment of the invention, the acknowledgment unit 123 uses the clutch pedal 118 as an actuator. 11 10 15 20 25 30 536 856 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 an actuator other than a pedal is used to manually control the clutch in the vehicle, this other actuator can is used by the confirmation unit 123 and can be activated by the driver to confirm the changeover. If the driver, after indicating that he wants to change to manual operation of the clutch, activates the clutch pedal, this is interpreted here by the system as a confirmation that the change is to take place. Since it is precisely the function of the clutch that changes during the transition from automatic to manual operation of the clutch, and since the clutch pedal after the transition will be used by the driver, a confirmation by activating the clutch pedal 119 is intuitive and logical for a driver of the vehicle.

According to an embodiment of the invention, the confirmation unit 123 uses a control for communicating a gear selection for the gearbox 103. For this embodiment, the driver can confirm the transition from automatic to manual operation of the clutch 106 by entering a predetermined gear position, for example neutral gear, which is performed by utilization of the slider. If the driver, after indicating that when switching to manual operation of the clutch, puts in a neutral gear with the control, this is interpreted by the system as a confirmation that the change is to take place.

Often this manual operation of the clutch will be used when the vehicle is stationary or almost stationary, so the confirmation by loading a neutral gear position is perceived as intuitive for the driver.

According to an embodiment of the invention, the confirmation unit 123 utilizes an ignition lock in the vehicle. Here, the driver 12 10 15 20 25 30 536 856 can confirm the transition from automatic to manual operation of the clutch 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 clutch of the system being interpreted as a confirmation that the change is to take place. Confirmation by restarting the engine makes it clear to the driver that a change in an important function in the vehicle has taken place, which makes it easy for the driver to remember that the transition to manual operation of the clutch has taken place.

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

In a fourth step 204 of the method, an executing unit 124 executes bytes if said acknowledgment has been received. The execution unit 124 is arranged here to be able to effect the change from automatic to manual operation of the coupling 106, for example via the actuator 115.

The executive unit 124 is arranged to indicate to the actuator 115 that it is to be operated manually after the execution of the transition from automatic to manual operation of the coupling. The actuator 115 is in turn arranged to adjust for manual operation after the operating unit has notified the actuator 115 that the transition to manual operation of the coupling has taken place.

In Figure 1, the display unit 121, the prompter unit 122, the confirmation unit 123 and the execution unit 124 are included in the control unit 116, which year is arranged to control the clutch 106 and the actuator 115. in the further control unit 117, which is arranged for controlling a shifting system in the vehicle. One or more of the display unit 121, the prompt unit 122, the acknowledgment unit 123 and the execution unit 124 may also be included in a further superior control unit, for example a control unit arranged for controlling the entire engine system in the vehicle. Such a parent control unit is not drawn in Figure 1, but one skilled in the art will appreciate that such a parent control unit is connected to one or more of the control unit 116 for the clutch 106 and the additional control unit 117 for the engine system.

Those skilled in the art will appreciate that a method of selecting the actuator for a clutch according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program usually forms part of a computer program product 303, wherein the computer program product comprises a suitable digital storage medium on which the computer program is stored. Said computer readable medium consists of a suitable memory, such as for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc Figure 3 schematically shows the above-mentioned control unit 116. As described above, Figure 3 could also describe the further control unit 117, or another further superior control unit. The control unit 116 comprises a calculation unit 301, which may be constituted by substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).

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

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

Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may consist of one or more of a cable; a data bus, such as a CAN bus (10 Controller Area Network bus), a Media Orientated Systems Transport bus (MOST) 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 116 and the actuator 115, between the control unit 116 and the input means 119, between the control unit 116 and the display means 120, between the control unit 116 and the clutch pedal 118, and between the control unit and the further control unit 117 may be a or more of these cables, buses, or wireless connections.

One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 301 and that the above-mentioned memory may be constituted by the memory unit 302.

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

In the embodiment shown, the present invention is implemented in the control unit 116. However, the invention can also be implemented in whole or in part in one or more other control units already existing with the vehicle or in a control unit dedicated to the present invention.

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

In addition, the invention relates to a motor vehicle 100, for example 16 536 856 a truck or a bus, comprising at least one system for selecting the operating mode of the clutch according to the invention.

The present invention is not limited to the above-described embodiments of the invention but relates to and encompasses all embodiments within the scope of the appended independent claims. 17

Claims (9)

10 15 20 25 30 536 856 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; a confirmation unit (123) 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. A system according to any one of claims 1-2, wherein said prompt unit (122) utilizes a display means (120) in 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 18 10 15 20 25 30 536 856 aVZ - 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). 19 l0 l5 20 25 536 856 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. lO. Computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to claim 9. ll. 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. 20