SE540495C2 - Procedure and controller in a vehicle - Google Patents

Abstract

Method (400) and control unit (115) for controlling an automatic transmission (113) in a vehicle (100). The method (400) comprises prioritizing (401) a gear, when an indication indicating that this gear is preferred by the driver of the vehicle is detected; extending (402) a parameter interval (220) for a shift control parameter, the parameter interval (220) being associated with the priority (401) gear, by adjusting at least one shift point (210, 230) limiting the parameter interval (220); determining (403) parameter value for the shift control parameter; and shifting (404-A) to the priority (401) gear, when the determined (403) parameter value is within the extended (402) parameter range (220) and the priority (401) gear is not engaged.

Description

TECHNICAL FIELD The invention relates to a method and a control unit in a vehicle. More particularly, the invention provides a method of shifting an automatic transmission in a vehicle where a gear is prioritized by the driver.

BACKGROUND When changing gears in a vehicle arranged for automatic shifting, perhaps especially when shifting in slightly more difficult conditions such as when transporting in / from a mine with frequent heavy loads and uphill, it can be difficult for an automatic transmission to give a desired driving behavior .

Such automatic shifting in heavy vehicles often consists of a control system-controlled shifting of "manual" gearboxes, also called AMT (Automated Manual Transmission), e.g. due to the fact that these are significantly cheaper to manufacture, but also due to their higher efficiency, compared to traditional automatic transmissions. They also have lower weight. Therefore, in the case of heavy vehicles that are largely used for road / motorway use, automatically switched AMT gearboxes are usually used.

In this context, vehicles refer to, for example, a truck, truck, flatbed truck, transport vehicle, wheel loader, bus, off-road vehicle, tracked vehicle, tank, quad bike, passenger car or other similar motorized or unmanned means of transport, adapted for land-based geographical movement.

The slope conditions in a mine are often quite special. Long steep uphills can be alternated with almost completely flat 90-degree curves. The vehicles are often heavily loaded with ore on their way out of the mine. One problem is that the engine during the shifting process lacks traction in the direction of travel and the vehicle therefore loses a lot in speed due to the combination of uphill and heavy load.

Another problem with automatic shifting is that a flat curve that is achieved after an uphill slope can be perceived as a suitable opportunity to shift up, as there is a lack of insight that there will be a new uphill slope immediately afterwards. Thus, the new, higher gear can have a too low speed after the gear, which in turn causes the engine to generate such a low torque that the vehicle does not have the strength and thus the engine stops; alternatively that the automatic transmission shifts down and the vehicle accelerates again via a gear that is too low. As a result, the vehicle loses speed, which leads to delayed transport out of the mine. By getting out of step with other vehicles, a queue can be created, which further reduces the transport speed, not only for the own vehicle but also for other, vehicles behind. Furthermore, driving in too low a gear unit leads to increased fuel consumption and increased environmental impact as a result of increased exhaust emissions.

If, as a result of the automatic changeover process, the vehicle has an engine stop on the road out of the mine, the road may be completely blocked. This not only reduces the mine's production rate; such a blockage can also pose a safety risk if, for example, the mine has to be evacuated quickly, or if emergency vehicles need immediate access to the mine.

Another problem can arise when a vehicle, such as a timber truck, comes to a road section with poor ground, for example a poorly maintained gravel road with mud and pits. The driver usually wants to avoid unnecessary shifts to avoid losing speed and stopping, at the same time he wants to avoid engine stops for the same reason. Viewed from the point of view of the control system, this situation is quite similar to the example described above in mining, but in addition to the back slope changing, the rolling resistance and wheel friction also change from one moment to the next with alternating slimming in mud and jamming as a result.

A per se known solution to the problem scenarios described above is to record a changeover sequence that an (experienced) driver does during a certain road section. However, this is associated with several problems, including being expensive and complicated to implement. In addition, it presupposes that you must first drive the stretch of road and record the changeover sequence before you can use the automatic changeover, which is an obvious disadvantage.

The driver often manually selects the position of the gearbox when driving in environments such as those described above, in cases where this is possible. This is because automatic shifting sometimes misinterprets in extreme situations and shifts away. For example, a road section may be in good condition for about ten meters, the automatic transmission then shifts up and if the road soon afterwards turns into mud and / or uphill, the engine is unable to drive the vehicle in the higher gear, which results in jamming. The driver, in the case of manual shifting, is therefore happy to keep the selected gear during the entire stretch of road and until the road is good enough, or predictable, for the automatic gearbox to cope with the situation.

However, problems arise, for example, when the vehicle for some reason is not able to drive on the manually selected gear. A quick nerve change to a lower gear could then solve the situation. However, manual shifting is much slower than automatic shifting. Disengaging the automatic transmission and shifting manually is therefore not a desirable solution.

It can be stated that much remains to be done to improve the transmission of a vehicle with an automatic transmission, especially for vehicles driving under difficult and / or unpredictable driving conditions.

SUMMARY It is therefore an object of this invention to be able to solve at least some of the above problems and to improve the method of shifting in a vehicle with automatic transmission and thereby achieve an improvement of the vehicle.

According to a first aspect of the invention, this object is achieved by a method of shifting an automatic transmission in a vehicle. The method comprises prioritizing a gear, when an indication indicating that this gear is preferred by the driver of the vehicle is detected. Furthermore, the method comprises extending a parameter interval for a shift control parameter, where the parameter interval is associated with the priority gear, by adjusting at least one shift point which limits the parameter interval. The method further also comprises determining parameter value for the shift control parameter. In addition, the method includes switching to the priority gear, as the determined parameter value is within the extended parameter range and the priority gear is not engaged.

According to a second aspect of the invention, this object is achieved by a control unit arranged to control the shifting of an automatic gearbox in a vehicle. The control unit comprises a receiving circuit, arranged to obtain an indication indicating that a gear is preferred by the driver of the vehicle. The receiving circuit is also arranged to obtain a parameter value for a shift control parameter. Furthermore, the control unit comprises a processor circuit, arranged to prioritize a gear when an indication indicating that this gear is preferred by the driver of the vehicle is detected. The processor circuit is also arranged to extend a parameter interval for the shift control parameter, where the parameter interval is associated with the prioritized shift, by adjusting at least one shift point which limits the parameter interval. In addition, the processor circuit is also arranged to determine the parameter value of the shift control parameter. Furthermore, the processor circuit is also arranged to initiate switching to the priority gear, when the determined parameter value is within the extended parameter range and the priority gear is not loaded. The control unit also comprises a transmitting circuit, arranged to send a control signal for performing shifting to the priority gear of the automatic gearbox.

By specifying a priority gear, which is preferred by the driver / vehicle owner, and extending a parameter range to load the priority gear by adjusting at least one shift point for the priority gear, it is possible to avoid shifting to a higher gear at a temporary level and / or easy-to-drive section of road on a longer uphill slope and / or difficult-to-drive section of road. Thereby, an unnecessary upshift and subsequent downshifting can be eliminated, which leads to faster transport through the current stretch of road. Another advantage is that the risk of engine stoppage due to incorrect shifting uphill and / or difficult sections of road can be reduced or completely avoided. This results in an improved automatic transmission vehicle.

Other advantages and further novel features will become apparent from the following detailed description of the invention.

LIST OF FIGURES The invention will now be described in further detail with reference to the accompanying figures, which illustrate embodiments of the invention: Figure 1A is an illustration of a vehicle according to an embodiment of the invention.

Figure 1B is an illustration of a vehicle according to an embodiment of the invention.

Figure 2A is an illustration of the speed and engine torque of a vehicle according to an embodiment of the invention.

Figure 2B is an illustration of the speed and engine torque of a vehicle according to an embodiment of the invention.

Figure 2C is an illustration of the speed and engine torque of a vehicle according to an embodiment of the invention.

Figure 2D is an illustration of speed and engine torque in a vehicle according to an embodiment of the invention.

Figure 2E is an illustration of the speed and engine torque of a vehicle according to an embodiment of the invention.

Figure 2F is an illustration of the speed and engine torque of a vehicle according to an embodiment of the invention.

Figure 2G is an illustration of speed and engine torque in a vehicle according to an embodiment of the invention.

Figure 2H is an illustration of speed and engine torque in a vehicle according to an embodiment of the invention.

Figure 21 is an illustration of the speed and engine torque of a vehicle according to an embodiment of the invention.

Figure 2J is an illustration of speed and engine torque in a vehicle according to an embodiment of the invention.

Figure 3 is a combined flow chart and signaling scheme according to an embodiment of the invention.

Figure 4 is a flow chart illustrating an embodiment of a vehicle shifting method.

Figure 5 is an illustration of a control unit for shifting in a vehicle according to an embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION The invention is defined as a method and a control unit, which can be realized in any of the embodiments described below. However, this invention may be embodied in many different forms and should not be construed as limited by the embodiments described herein, which are intended to illustrate and illustrate various aspects of the invention.

Additional aspects and features of the invention may become apparent from the following detailed description when considered in conjunction with the accompanying figures. However, the figures are to be considered only as examples of different embodiments of the invention and should not be construed as limiting the invention, which is defined solely by the appended claims. Furthermore, the figures are not necessarily to scale, and are, unless otherwise specifically indicated, intended to conceptually illustrate aspects of the invention.

Figure 1A shows a vehicle 100, adapted for shifting and motor-driven driving in, among other things, a first direction of travel 105. The vehicle 100 is located on an uphill slope A, B, C where a first uphill slope A is followed by a flat road section B, which in turn is followed of a second ramp C. For example, but not necessarily, the vehicle 100 may be a truck on its way out of a mine. In other embodiments, the vehicle 100 may be on its way up a mountain via a serpentine road and consist, for example, of a bus loaded with tourists on an icy alpine road, to name just one example; or simply an arbitrary vehicle 100 in a hilly landscape.

Figure 1B schematically shows a driveline in the vehicle 100 according to an embodiment of the present invention. The driveline comprises an internal combustion engine 110, which via a shaft output from the internal combustion engine 110, for example via a flywheel, is connected to an input shaft 112 of a gearbox 113 via a clutch 114. A sensor 111 may be specially arranged to read the internal combustion engine speed on the output shaft . The gearbox 113 may be an automatic transmission or an automated manual transmission (AMT) in various embodiments.

The coupling 114 may, for example, consist of an automatically controlled coupling which may be, for example, of the dry lamella type.

The engagement of the friction element (lamella) with the output shaft of the motor can be controlled by means of a pressure plate, which can be displaceable laterally by means of, for example, a lever, the function of which can be controlled by a clutch actuator. The influence of the clutch actuator on the lever is in turn controlled by the vehicle's clutch control system via a control unit 115. The control unit 115 also controls the gearbox 113.

The control algorithm that controls the vehicle gearbox 113 is affected by one or more parameters, which may be driver dependent, indirect driver dependent or driver independent, such as vehicle inclination, vehicle weight, vehicle type, ride comfort, accelerator pedal position, accelerator pedal position change speed, performance speed and engine speed; to name just a few.

The vehicle 100 also includes drive shafts 116, 117, which are connected to the drive wheels 118, 119 of the vehicle, and which are driven by a shaft 120 emanating from the gearbox 113 via a shaft gear 121, such as, for example, a differential gear. The vehicle 100 schematically shown in Figure 1B comprises only two drive wheels 118, 119, but embodiments of the invention are also applicable to vehicles 100 with a plurality of drive axles provided with one or a plurality of drive wheels.

The vehicle 100 may further have a service brake system, which may comprise, for example, brake discs 122-125 with associated brake pads (not shown) arranged next to the wheels 118, 119. The abutment pressure of the brake pads against the brake discs 122-125 when generating braking force is controlled by the vehicle control system. by means of the control unit 115, which may be arranged to send signals to the regulator (s) which regulate braking force in the service braking system, when the driver depresses a brake pedal or otherwise indicates that braking of the vehicle 100 is desired. The vehicle 100 may also include a cruise control that can generate and send a control signal to brake the vehicle 100.

The control unit 115 may in certain embodiments be arranged to control the vehicle's service braking system. It may also, in other embodiments, be arranged to control several of the vehicle's other braking systems, where such occur. For example, the vehicle 100 may include a retarder 126 and / or other auxiliary brake systems such as exhaust brake and engine brake. Based on, for example, the driver's commands, control signals are sent to the applicable system modules for requesting the desired braking force. The retarder 126 can be arranged to cooperate with the service brake system and can, among other things, be used for relieving the service brake system in order to reduce wear and risk of overheating of brake discs / brake pads 122-125.

The vehicle 100 also comprises a driver's cab in which, in the usual manner, a driver's environment with instruments, operating controls, etc. is arranged. This driver's environment may also comprise a display 130 for presenting information to the driver of the vehicle. For example, information related to the vehicle's shift can be presented there according to certain embodiments, such as a shift schedule, or a text / image that informs about the engaged gear and / or the shift interval for the engaged gear.

Furthermore, the vehicle 100 may comprise an input device 131 arranged to receive an indication indicating that a certain gear is preferred. Such an indication can be made by the driver of the vehicle while driving by pressing a button or control according to certain embodiments. According to other embodiments, an indication indicating that a particular gear is preferred can be programmed via add-on software. In certain exemplary embodiments, the feed device 131 is located in the wheelhouse of the vehicle, for example in connection with the gear lever or controls for operating the automatic gearbox 113.

The control system in the vehicle 100 may be a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers / controllers, and various components located on the vehicle 100. 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. Likewise, a control unit can be arranged to be responsible for several functions.

The control unit 115 is in turn arranged to communicate partly with other units, in order to receive signals and measurement values and possibly also trigger a measurement, for example at a certain time interval. Furthermore, the control unit 115 is arranged to communicate, for example, via the communication bus of the vehicle, which may be constituted by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration.

The control unit 115 may also be arranged for wireless communication over a wireless interface according to certain embodiments. The wireless interface can consist of radio transmitters based on wireless communication technology such as 3rd Generation Partnership Project (3GPP) Long Term Evolution (LTE), LTE-Advanced, Evolved Universal Terrestrial Radio Access Network (E-UTRAN), Universal Mobile Telecommunications System (UMTS), Global System for Mobile Communications / Enhanced Data rate for GSM Evolution (GSM / EDGE), Wideband Code Division Multiple Access (WCDMA), World-Wide Interoperability for Microwave Access (WiMax), Wireless Local Area Network (WLAN) Ultra Mobile Broadband (UMB ), Bluetooth (BT), Near Field Communication (NFC) or infrared transmitter to name just a few possible examples of wireless communication.

For the sake of simplicity, as shown above in Figure 1B only a control unit 115 is shown, where functions for a plurality of different control functions have been collected, such as control of the internal combustion engine 110, but in other embodiments the vehicle 100 may comprise a plurality of control units. .

According to certain embodiments, a specification of a priority gear is made possible. Thereby, the driver or owner of the vehicle can choose a gear which is preferred to use at a certain section of road, for example when driving in a mining environment, when the road is slippery or on a muddy and / or bumpy forest road. Such prioritization of gear can be done manually by the driver of the vehicle or via, for example, aftermarket software.

In gear selection for the automatic transmission 113, one or more parameters are used, such as rolling resistance, road slope, crew weight, speed, outdoor temperature, forecast speed on alternative gear, forecast power on alternative gear, accelerating power, comfort level and / or vehicle speed, to name just a few. some examples.

By allowing a larger range or interval for this or these parameters for the priority gear, automatic shifting to the priority gear is enabled earlier than otherwise, and correspondingly shifting from the priority gear later than otherwise, which will be exemplified in more detail in connection with the presentation of Figures 2A-2J.

The priority gear is given a larger parameter range, thereby imitating the drivers' desire to let the engine spin a little extra in a flat curve on this priority gear, instead of, for example, striving for high gear and high load and thus directly gear up as soon as the opportunity arises.

When selecting gears in the vehicle 100, the automatic transmission strives to shift to the priority gear when possible. The bow after a few gears thus does not apply in the same way to the priority gear according to certain embodiments and skipping this priority gear requires special conditions, or is made completely impossible according to certain embodiments.

This functionality including the priority gear with extended parameter range does not, according to some embodiments, affect gear selection during other gears. This does not affect other driving, for example on other road sections including flat ground and / or downhill, or is not affected to any appreciable extent, as you usually drive with completely different gears under these conditions.

In this way, you build in and reuse the driver's knowledge of gear selection under, for example, the conditions described above for mining or the like, but can retain the advantages of automatic transmission in other respects.

Furthermore, since the priority gear is specified by the driver and / or the owner of the vehicle with regard to a given application, the solution is not locked in a specific operation, but a certain gear can be prioritized, de-prioritized or re-prioritized dynamically depending on driving conditions.

With a priority gear according to one embodiment, this is selected as long as the engine safety limit allows in the upper speed range and as long as it is able to propel the vehicle 100 forward in the lower speed range. When an unexpected situation occurs and the vehicle needs to be downshifted quickly, the gearbox 113 is already in automatic mode and can therefore shift down quickly before the vehicle 100 risks having the engine stopped, just as the driver wants and without having to act himself. This improves the vehicle's function and makes it easier for the driver to maneuver it.

Figure 2A illustrates an example of the relationship between speed and torque in an engine 110 in the vehicle 100, and an example of a change in speed and torque during a shifting process when a new, non-priority gear is engaged. When a shift parameter such as, for example, the engine speed is found to be within a range 220 for shifting to a new gear, shifting can be made to this gear according to certain embodiments. The range 220 is limited by a lower shift point 210 and a higher shift point 230.

As previously discussed, the shift of the vehicle gearbox 113 may be affected by one or more parameters, which may be driver dependent, indirect driver dependent or driver independent, such as vehicle inclination, vehicle weight, vehicle type, ride comfort, accelerator pedal position, accelerator pedal position change speed, engine speed or vehicle speed ; to name just a few. This illustrated example of shift intervals 220 and shift points 210, 230 associated with engine speeds is to be considered as an example only.

Figure 2B illustrates an example of the relationship between speed and torque in an engine 110 in the vehicle 100, similar to the example shown in Figure 2A, but here for a priority gear. The interval within which shifting is made to this priority shift has been extended here by shifting shift points 210, 230.

An advantage of certain embodiments where it is possible to prioritize one gear is that one can have automatic shifting without risking shifting up / downshifting from the prioritized gear only because a shorter road section enables driving on another gear. In this way, unnecessary ups / downs can be avoided.

Figure 2C illustrates an example of the relationship between speed and torque in an engine 110 in the vehicle 100, and an example of a change in speed and torque during a shifting process during acceleration, when shifting is made from an unprioritised gear V (pictured left) to another non-prioritized gear V + n (pictured right), where n is a positive integer greater than zero and less than the total number of gears in the vehicle 100. The parameter n indicates how many gears may be skipped; at n = l the next higher gear is loaded, at n = 2 a gear is skipped and the next higher gear is loaded etc.

As the engine shift control parameter increases within the parameter range 220 and approaches an upper shift point 230, shift is made to the higher non-priority gear V + n. The speed of the motor 110 then decreases as a result of the higher gear ratio. Often a shifting algorithm strives to engage as high a gear as possible in this situation to reduce the number of shifts and minimize or at least reduce fuel consumption. Therefore, a new higher gear V + n is often selected where the speed after shifting is estimated to end up just above the lower shift point 210, for this gear V + n.

In this example, it has been illustrated how the engine speed changes during shifting. As already pointed out, this does not necessarily mean that the shift is controlled by the speed.

Figure 2D illustrates an example of the relationship between speed and torque in an engine 110 in the vehicle 100, similar to the situation illustrated in Figure 2C, but with the difference that the shift is now made from a priority gear V (pictured left) to a non-priority higher gear V + n (picture to the right).

The essential difference is that the parameter range 220 has been extended for the prioritized shift V by lowering the lower shift point 210 and / or raising the upper shift point 230. As a result, the priority gear can remain on the priority gear longer before switching to the non-priority gear V + n. This avoids an upshift at one in a situation where a shorter road section with good and even road conditions allows an upshift, but a poorer road conditions and / or uphill will soon necessitate downshifting again. Thus, the driver can continue to drive in automatic gear and take advantage of all the benefits associated with this, such as the fact that the gear changes faster, but still avoid unnecessary yo-yo shifts in the event of a temporary change in driving situation or road conditions.

Figure 2E illustrates an example of the relationship between speed and torque in an engine 110 in the vehicle 100, and an example of a change in speed and torque during a shifting process during deceleration, when shifting from an unprioritised gear V (pictured left) to another non-prioritized gear Vn (picture to the right).

As the engine shift control parameter decreases within the parameter range 220 and approaches a lower shift point 210, shift is made to the lower non-priority gear V-n. The speed of the motor 110 then increases as a result of the lower gear ratio in the new gear V-n.

Figure 2F illustrates an example of the relationship between speed and torque in an engine 110 in the vehicle 100, similar to the situation illustrated in Figure 2E, but with the difference that the shift is now made from a priority gear V (pictured left) to a non-prioritized lower gear Vn (picture to the right).

Since the conditions will soon change so that the priority gear V becomes optimal again, which is the reason why the driver has chosen to prioritize this gear, this gear V is kept until there is almost a risk of engine stopping and then shifts down to a gear that gives high power.

Figure 2G illustrates an example of the relationship between speed and torque in an engine 110 in the vehicle 100, and an example of a change in speed and torque during a shifting process during deceleration, or deceleration as it is also called, when shifting from an unprioritised gear V + n (picture on the left) to another non-priority gear V (picture on the right). This situation is reminiscent of the situation illustrated in Figure 2E, with the difference that none of the gears are prioritized.

As the engine shift control parameter decreases within the parameter range 220 and approaches a lower shift point 210, shifting is made to the lower non-priority gear V. The speed of the motor 110 then increases due to the lower gear ratio in the new gear V.

Figure 2H illustrates an example of the relationship between speed and torque in an engine 110 in the vehicle 100, similar to the situation illustrated in Figure 2G, but with the difference that the shift is now made from a non-priority gear V + n (pictured left) to a prioritized lower gear V (pictured right) during deceleration.

Shift down to the priority gear V as early as possible. This also avoids that the priority gear V is skipped during deceleration.

Figure 21 illustrates an example of the relationship between speed and torque in an engine 110 in the vehicle 100, and an example of a change in speed and torque during a shifting process during acceleration, when shifting is made from an unprioritised gear Vn (pictured left) to another non-prioritized gear V (pictured right). This scenario is reminiscent of the previously illustrated example in Figure 2C.

Figure 2J illustrates an example of the relationship between speed and torque in an engine 110 in the vehicle 100, similar to the situation illustrated in Figure 21, but with the difference that the shift is now made from a non-priority gear Vn (pictured left) to a priority higher gear V (picture to the right).

Switching to the priority gear V is done as early as possible and is given higher priority than, for example, reduced fuel consumption. Since you want to keep the priority gear V when you have switched to it, it is important that you have enough power to keep it after shifting, so the speed must not be too low.

Figure 3 illustrates a general example of a combined flow chart and signaling scheme according to an embodiment of the invention. The method is divided into a number of steps 1-7, which are not necessarily included in all embodiments of the invention. Furthermore, these steps 1-7 can be performed in a different order than what the numbering suggests in certain embodiments. Some steps 1-7 may also be performed in parallel with each other.

In a first step, the driver chooses to prioritize a gear, for example through an input device 131. This input device 131 may, for example, be located in the wheelhouse in connection with a shift control, dashboard, steering wheel or similar place easily accessible to the driver. The control unit 115 then detects that a certain gear is prioritized and therefore extends the parameter range for this prioritized gear. A sensor 111 reads the shift control parameter and sends the result to the control unit 115. The control unit 115 then compares the read value of the shift control parameter with the allowable, extended parameter range 220 and retains the priority gear until either change point 210, 230 is exceeded. When the control unit 115 detects that the priority gear is not engaged, a control signal is sent to load the priority gear when the determined parameter is within the extended parameter range, according to certain embodiments.

Figure 4 illustrates an example of an embodiment of the invention. The flow chart in Figure 4 illustrates a method 400 in a control unit 115 for controlling an automatic transmission 113 in a vehicle 100.

The purpose of method 400 is to prioritize a particular gear and extend the allowable operating range of that priority gear by extending a parameter range 220 for the priority gear by adjusting at least one shift point 210, 230 which limits the parameter range 220 for a shift control parameter.

Such gear control parameters can be based on one or more of, for example: rolling resistance, road inclination, crew weight, speed, outdoor temperature, forecast speed on alternative gear, forecast power on alternative gear, accelerating power, comfort level and / or vehicle speed.

The parameter range 220 is limited by an adjustable lower changeover point 210 and an adjustable higher changeover point 230, the lower changeover point 210 according to certain embodiments being lowered to a level just above where engine stop is risked. Furthermore, the higher shift point 230 can be raised to a level just below where the vehicle's engine 110 risks being damaged as a result of overspeed as the parameter range 220 is extended for the shift control parameter.

The priority gear is therefore given a larger speed range, especially for high speeds. The vehicle 100 can thus imitate the drivers' desire in certain driving situations, including, for example, driving during mining operations, timber vehicles, off-road driving or other driving on slippery or demanding surfaces.

In this case, the engine 110 is allowed to rotate a little extra in a temporarily improved road conditions, instead of, for example, striving for high gear and high load and thus directly shifting up as soon as the opportunity is offered. In the case of gear selection, further switching to the priority gear is sought when this is possible. The pursuit of a few gears, which is otherwise common in an automatic gearbox 113, thus does not apply in the same way to the priority gear and that "bothering over" this requires special conditions.

This functionality with priority gear does not affect shifting or gear selection during other shifts, so other driving such as downhill or driving on level ground is not affected, or is affected to a negligible extent, as you then drive with completely different speeds and gears.

This incorporates a behavior in the gearbox 113 which is largely reminiscent of the driver's actions when a manually shifted vehicle 100 is driven under the above-mentioned demanding conditions, while retaining the advantages of automatic transmission and also avoiding other complicated solutions which include recording of gear sequences and the like. which is complicated and expensive.

Since a gear can be prioritized, de-prioritized or re-prioritized dynamically, the solution is not locked during a specific operation but can be changed or completely deactivated when the vehicle 100 is used in another type of driving.

In order to be able to correctly control the automatic transmission 113 in the vehicle 100, the method 400 may comprise a number of steps 401-406. It should be noted, however, that some of the steps described herein are included only in certain alternative embodiments of the invention, such as, for example, steps 405 and 406. Furthermore, certain steps may be performed as alternatives to each other, depending on whether a certain condition is met or not, such as steps 404A and 404B. Furthermore, the described steps 401-406 can be performed in a slightly different chronological order than the numbering order suggests and that some of them can be performed in parallel with each other. The method 400 comprises the following steps: Step 401 A gear is prioritized, when an indication indicating that this gear is preferred by the driver of the vehicle is detected.

Such an indication can according to certain embodiments be received from an input device 131, arranged to receive an indication indicating that a certain gear is preferred by the driver of the vehicle. Such an indication can be made by the driver while driving by pressing a button or control according to certain embodiments. According to other embodiments, such an indication can be received via specially programmed add-on software. The input device 131 may in certain embodiments be located in the wheelhouse of the vehicle, which makes it easier for the driver to make such prioritization of the gear while driving.

Step 402 A parameter range 220 for a shift control parameter is extended. The parameter interval 220 is associated with the priority 401 shift, and the extension of the parameter interval 220 is made by adjusting at least one shift point 210, 230 which limits the parameter interval 220.

Step 403 A parameter value is determined for the shift control parameter. For example, the shift control parameter can be determined by measuring with a sensor ill in certain embodiments. Such measurement can be performed continuously, or with a certain time interval according to certain embodiments. Furthermore, according to certain embodiments, the gear control parameter may comprise a plurality of parameters, including, for example, one or more of the previously listed parameters rolling resistance, road slope, crew weight, speed, outdoor temperature, forecast speed on alternate gear, forecast power on alternate gear, accelerating power and comfort level. / or vehicle speed.

The determination of parameter value may in this case include the collection of the relevant parameters and the calculation according to a weighted algorithm of the value of the shift-controlling parameter, according to certain embodiments.

Step 404-A Switching is made to the priority 401 gear, when the determined 403 parameter value is within the extended 402 parameter range 220 and the priority 401 gear is not engaged.

According to certain embodiments, the shift to the priority 401 gear can be done as soon as possible, without risk of engine stoppage due to too low a speed, or that the engine 110 of the vehicle risks being damaged as a result of overspeed.

According to certain embodiments, the control unit 115 is arranged to forecast speed on an alternative gear that is not engaged and / or forecast power on alternative gear that is not engaged, compare at least one of these parameter values with speed and power for engaged gear, and evaluate whether it is possible to switch to the alternative gear when possible, based on the forecast made. In some embodiments, the alternate gear is the priority gear.

According to certain embodiments, the control unit 115 may be arranged to, when the priority 401 gear is not engaged, forecast speed on the priority 401 gear and / or forecast power on the priority 401 gear, comparing at least one of these parameter values with speed and power for engaged gear, respectively. , and evaluate whether it is possible to switch to the priority 401 gear, based on the forecast made.

Step 404-B This method step may be performed in certain embodiments of the method 400 when the priority 401 gear is engaged but the determined 403 parameter value is outside the extended 402 parameter range 220.

Shifting is done from the priority 401 gear, to another gear.

According to certain embodiments, the changeover from the priority 401 gear unit can only be made when the engine stop, or that the vehicle's engine 110 is to break down, is endangered.

This can be done by extending the parameter range 220 for the shift control parameter and adjusting the shift points 210, 230.

An advantage of extending the parameter range 220 to the maximum is that switching from the priority 401 gear can be avoided, as far as possible.

Step 405 This method step may be performed in certain embodiments of the method 400. Skipping the priority 401 switch is suppressed. In this way, it is possible to avoid that this particular priority gear is skipped during shifting, unless an extreme situation arises, such as a very rapid and large change in the shift control parameter.

Step 406 This method step may be performed in certain embodiments of the method 400.

The priority 401 gear is de-prioritized, when an indication indicating that this gear is no longer preferred by the vehicle driver is detected.

Such an indication can according to certain embodiments be received from the input device 131, arranged to receive an indication indicating that a certain gear is no longer preferred by the driver of the vehicle. Such an indication can be made by the driver while driving by pressing a button or control according to certain embodiments. According to other embodiments, such an indication can be received via specially programmed add-on software. In certain exemplary embodiments, the feed device 131 can be located in the wheelhouse of the vehicle, which makes it easier for the driver to de-prioritize the gear while driving.

Figure 5 illustrates an embodiment of a control unit 115 arranged to control the shifting of an automatic gearbox 113 in a vehicle 100.

This control unit 115 is configured to perform at least some of the previously described method steps 401-406, included in the description of the method 400 for controlling the automatic transmission 113 in the vehicle 100.

In order to be able to correctly control the shifting of the automatic gearbox 113, the control unit 115 contains a number of components, which are described in more detail in the following text. Some of the described subcomponents occur in some, but not necessarily all, embodiments. There may also be additional electronics in the control unit 115, which is not absolutely necessary to understand the function of the control unit 115 according to the invention.

The control unit 115 comprises a receiving circuit 510, arranged to obtain an indication indicating that a gear is preferred by the driver of the vehicle. The receiving circuit 510 is also arranged to obtain a parameter value for a shift control parameter.

For example, obtaining such a parameter value may involve reading a sensor 111 of instantaneous speed level on the vehicle's engine 110. The sensor 111 in this particular case is often referred to as a speed sensor.

The receiving circuit 510 may further be arranged to obtain the indication indicating that a gear is preferred or no longer preferred by the driver of the vehicle from a control 131 in the wheelhouse of the vehicle.

The control unit 115 also comprises a processor circuit 520, arranged to prioritize a gear when an indication indicating that this gear is preferred by the driver of the vehicle is detected. The control unit 115 is also arranged to extend a parameter interval 220 for the shift control parameter, where the parameter interval 220 is associated with the priority gear. The extension of the parameter range 220 can be done by adjusting at least one changeover point 210, 230 which limits the parameter range 220. In addition, the processor circuit 520 is also arranged to determine the parameter value of the changeover controlling parameter. The processor circuit 520 is also arranged to initiate shifting to the priority gear, when the determined parameter value is within the extended parameter range 220 and the priority gear is not engaged.

Furthermore, the processor circuit 520 may also be arranged to suppress skipping of the priority gear in certain embodiments.

In some embodiments, the processor circuit 520 may also be arranged to de-prioritize the priority gear, when an indication indicating that this gear is no longer preferred by the driver of the vehicle is detected.

The processor circuit 520 may also be arranged to forecast speed on an alternate gear that is not momentarily engaged and / or forecast power on alternative gear that is not engaged, compare at least one of these parameter values with speed and power for engaged gear, and evaluate whether it is possible to switch to this alternative gear, based on the forecast made according to certain embodiments. In some embodiments, the alternate gear is the priority gear.

According to certain embodiments, when the priority gear is not engaged, the processor circuit 520 may also be arranged to forecast speed on the priority gear and / or forecast power on the priority gear, compare at least one of these parameter values with speed and power for the engaged gear, respectively. evaluate whether it is possible to switch to the priority gear, based on the forecast made.

The processor circuit 520 may be, for example, one or more Central Processing Unit (CPU), microprocessor or other logic designed to interpret and execute instructions and / or to read and write data. The processor circuit 520 may handle data for inflow, outflow or data processing of data including including buffering of data, control functions and the like.

Furthermore, the processor circuit 520 may also be arranged to initiate shifting from the priority gear and shifting to another gear when the priority gear is engaged but the determined parameter value is outside the extended parameter range 220, according to certain embodiments.

The processor circuit 520 may also be arranged to determine the shift control parameter, based on one or more of: rolling resistance, road slope, crew weight, speed, outdoor temperature, forecast speed on alternate gear, forecast power on alternate gear, accelerating power, comfort level, vehicle speed.

In some embodiments, the controller 115 includes a memory unit 525, which is a data storage medium. Such memory 525 may be arranged to store information regarding priority gear and set parameter interval (220) for loading this gear.

The memory unit 525 can be, for example, a memory card, flash memory, USB memory, hard disk or other similar data storage device, for example one of the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), etc. in various embodiments.

The memory 525 may in some embodiments be arranged to store speed ranges 220 for loading a certain gear, i.e. one or more gear points 210, 230.

The control unit 115 also comprises a transmitting circuit 530, arranged to send a control signal for performing shifting to the priority gear to the automatic gearbox 113.

The invention further comprises a computer program for shifting an automatic transmission 113 in a vehicle 100. The computer program is arranged to perform the method 400 according to at least one of the previously described steps 401-406, when the computer program is executed in a processor circuit 520 in the control unit 115.

The method 400 of steps 401-406 for shifting an automatic transmission 113 in the vehicle 100 may be implemented by one or more processor circuits 520 in the controller 115, together with computer program code to perform any, some, some or all of the steps 401-406 described. above. Thereby, a computer program may include instructions for performing steps 401-406 when the computer program is loaded into the processor circuit 520.

Certain embodiments of the invention also include a system 500 for controlling an automatic transmission 113 in a vehicle 100. Such a system 500 comprises a control unit 115 described above, a sensor 111, arranged to read a shift control parameter, an automatic transmission 113 in the vehicle 100 and an input unit 131 in the wheelhouse of the vehicle, arranged to receive an indication indicating that a gear is preferred by the driver of the vehicle.

Some embodiments of the invention also include a vehicle 100, which includes the system 500 described above.

Claims (18)

Method (400) in a control unit (115) for controlling an automatic transmission (113) in a vehicle (100), characterized by: prioritizing (401) a gear, when an indication indicating that this gear is preferred by the driver of the vehicle is detected; extending (402) a parameter interval (220) for a shift control parameter, the parameter interval (220) being associated with the priority (401) gear, by adjusting at least one shift point (210, 230) limiting the parameter interval (220); determining (403) parameter value for the shift control parameter; switching (404-A) to the priority (401) gear, when the determined (403) parameter value is within the extended (402) parameter range (220) and the priority (401) gear is not engaged; and de-prioritizing (406) the priority (401) gear, when an indication indicating that this gear is no longer preferred by the driver of the vehicle is detected. The method (400) of claim 1, further comprising, when the priority (401) gear is engaged but the determined (403) parameter value is outside the extended (402) parameter range (220), shifting (404-B) from the priority gear to another gear. The method (400) of any of claims 1-2, further comprising: suppressing (405) skipping the priority (401) gear. The method (400) according to any one of claims 1-3, wherein the shift control parameter is based on one or more of: rolling resistance, road slope, crew weight, speed, outdoor temperature, forecast speed on alternative gear, forecast power on alternative gear, accelerating power , comfort level, vehicle speed. The method (400) of any of claims 1-4, wherein the parameter range (220) is limited by an adjustable lowest changeover point (210) and an adjustable maximum changeover point (230), the lowest changeover point (210) being lowered to a level just above where the engine stops, and / or the highest shift point (230) is raised to a level just below where the vehicle's engine is at risk of damage due to overspeed when the parameter range (220) is extended (402) for the shift control parameter. The method (400) according to any one of claims 1-5, wherein the shifting (404-A) to the priority (401) gear is made as soon as possible, without risk of engine stoppage due to too low a speed, and that the engine of the vehicle (110) is at risk of injury as a result of overspeed. The method (400) according to any one of claims 1-6, wherein the shift (404-B) from the priority (401) gear is made only when the engine stops due to too low a speed, and that the engine (110) of the vehicle risks taking damage due to overspeed. The method (400) according to any one of claims 1-7, wherein the control unit (115) is arranged to forecast speed on an alternative gear which is not engaged and / or to predict power on alternative gear which is not engaged, comparing at least one of these parameter values with speed and power for the engaged gear, and evaluate whether it is possible to shift (404-A) to the alternative gear, based on the forecast made. A control unit (115) arranged to control the shifting of an automatic transmission (113) in a vehicle (100), characterized by: a receiving circuit (510), arranged to obtain an indication indicating that a gear is preferred by the driver of the vehicle, and also arranged to obtain a parameter value for a shift control parameter; a processor circuit (520), arranged to prioritize a gear when an indication indicating that this gear is preferred by the driver of the vehicle is detected, and arranged to extend a parameter range (220) for the gear controlling parameter, the parameter range (220) being associated with the prioritized the gear, by adjusting at least one shift point (210, 230) which limits the parameter range (220), and further arranged to determine the parameter value of the shift controlling parameter, and arranged to initiate shifting to the priority gear, when the determined parameter value is within the extended parameter range (220) and the priority gear is not engaged; and is also arranged to de-prioritize the priority gear, when an indication indicating that this gear is no longer preferred by the driver of the vehicle is detected; and a transmitting circuit (530), arranged to send a control signal for performing shifting to the priority gear of the automatic transmission (113). The control unit (115) according to claim 9, wherein: the processor circuit (520) is arranged to initiate shifting from the priority gear and shifting to another gear when the priority gear is engaged but the determined parameter value is outside the extended parameter range (220). The control unit (115) according to any one of claims 9-10, wherein: the processor circuit (520) is further arranged to suppress skipping the priority gear. The control unit (115) according to any one of claims 9-11, wherein: the processor circuit (520) is also arranged to forecast speed of an alternative gear which is not engaged and / or to predict the power of alternative gear which is not engaged, comparing at least one of these parameter values with speed and power for the gear engaged, and evaluate whether it is possible to shift to the alternative gear, based on the forecast made. The control unit (115) according to any one of claims 9-12, wherein: the receiving circuit (510) is arranged to obtain an indication indicating that a gear is preferred, or no longer preferred by the driver of the vehicle from a control (131) in vehicle wheelhouse. The control unit (115) according to any one of claims 9-13, comprising a memory (525), arranged to store information regarding priority gear and determined parameter interval (220) for loading this gear. The control unit (115) according to any one of claims 9-14, wherein: the processor circuit (520) is also arranged to determine the shift control parameter, based on one or more of: rolling resistance, road inclination, crew weight, speed, outdoor temperature, forecast speed on alternative gear, forecast effect on alternative gear, accelerating power, comfort level, vehicle speed. A computer program for controlling an automatic transmission (113) in a vehicle (100), comprising performing the method (400) according to any one of claims 1-8 when the computer program is executed in a processor circuit (520) in a control unit (115) according to any of claims 9-15. A system (500) for controlling an automatic transmission (113) in a vehicle (100), comprising: a control unit (115) according to any one of claims 9-15; a sensor (111), arranged to read a shift control parameter; an automatic transmission (113) in the vehicle (100); and an input unit (131) in the wheelhouse of the vehicle, arranged to receive an indication indicating that a gear is preferred from the driver of the vehicle. A vehicle (100) comprising a system (500) according to claim 17.