WO2002047934A9 - Arrangement et procede de detection de moment nul dans une boite de vitesse - Google Patents

Arrangement et procede de detection de moment nul dans une boite de vitesse

Info

Publication number
WO2002047934A9
WO2002047934A9 PCT/SE2001/002766 SE0102766W WO0247934A9 WO 2002047934 A9 WO2002047934 A9 WO 2002047934A9 SE 0102766 W SE0102766 W SE 0102766W WO 0247934 A9 WO0247934 A9 WO 0247934A9
Authority
WO
WIPO (PCT)
Prior art keywords
gear box
gear
torque
revolutions
parameter
Prior art date
Application number
PCT/SE2001/002766
Other languages
English (en)
Other versions
WO2002047934A1 (fr
Inventor
Johnny Arne
Original Assignee
Scania Cv Ab
Johnny Arne
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, Johnny Arne filed Critical Scania Cv Ab
Priority to AU2002222869A priority Critical patent/AU2002222869A1/en
Priority to DE10197027T priority patent/DE10197027T1/de
Publication of WO2002047934A1 publication Critical patent/WO2002047934A1/fr
Publication of WO2002047934A9 publication Critical patent/WO2002047934A9/fr

Links

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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output speed
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/106—Output power
    • B60W2510/1065—Transmission of zero torque
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/147—Transmission input torque, e.g. measured or estimated engine torque
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/70—Inputs being a function of gearing status dependent on the ratio established
    • F16H2059/706—Monitoring gear ratio in stepped transmissions, e.g. by calculating the ratio from input and output speed
    • 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
    • F16H2306/44—Removing torque from current gears
    • 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
    • F16H2306/46—Uncoupling of current 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed

Definitions

  • the invention relates to an arrangement and a method for detecting a zero torque in a gearbox according to the preambles of the claims 1 and 8.
  • a torqueless state is the case in the mesh of teeth of the engaged gear. Otherwise, a disengagement of the gear results in a wear of the gear box and control members.
  • the torqueless state in the gear- box has here been called a zero torque.
  • a zero torque is obtained in the mesh of teeth of the gearbox when the engine neither transmits a positive or a negative torque.
  • a positive torque is obtained when the engine drives the vehicle and a negative torque when the vehicle motor brakes.
  • SE 502 807 shows a method for controlling the torque of an en-
  • SE 504 717 shows a further development of the above cited method.
  • a measurement is made, in connection with each gear changing, in order to evaluate if the calculated and modulated engine torque, in connection with a disengagement of a gear, was a correct zero torque. If this was not the case, a correction is performed at a following gear changing of the calculated zero torque with a value, which corresponds to the fault at the previous disengagement of the gear.
  • SE 507 436 shows a further method for allowing a correction of a calculated and modulated engine torque.
  • the number of revolutions of the output shaft of the gearbox is measured. If the shaft discloses a change of the number of revolutions immedi- ately after that a gear has been disengaged, it is established that no zero torque was the case in the gearbox when the gear was disengaged. In such cases, a correction is performed at a following gear changing of a calculated engine torque with a value related to the amplitude of the change of number of revo- lutions of the output shaft of the gearbox.
  • SE 507 869 shows a method for controlling the engine torque at a gear changing of a vehicle.
  • the torsion of the driveshafts of the vehicle is measured as a measure of the actual torque in the gearbox.
  • An actual value of the torsion is determined by signal treatment of measuring signals concerning the actual engine speed and the number of revolutions of the driving wheels.
  • the torque of the engine is here adjusted until the torsion is zero whereupon a disengagement of the engaged gear is performed.
  • the above known methods are functional but require advanced calculations which comprise a plurality of included parameters in order to be able to determine that engine torque, which corresponds to a zero torque in the gear box.
  • the object of the present invention is to provide a method and an arrangement for detecting a zero torque in a gearbox in a simple and reliable way. Another object is to provide a detection of a zero torque, which allows a quick and uncomplicated control of the torque of an engine towards a zero torque in the gearbox.
  • the first mentioned object is achieved by the initially mentioned arrangement and method, which are characterised by that which is mentioned in the characterising parts of the claims 1 and 8.
  • a certain play results in, when an engine delivers a positive torque, that the teeth in a mesh of teeth are in a first turning position in relation to each other and, when the engine delivers a negative torque, that the teeth in a mesh of teeth are in a second turning position in relation to each other.
  • a turning of the teeth in the mesh of teeth takes place between said first and second turning positions.
  • this play appears during a short time period of 0.05 to 0.10 seconds.
  • the control unit Since the control unit, with a frequency of at the lowest 50 Hz but preferably a higher frequency, compares the number of revolutions of the input and output shafts of the gear box, said play in the gear box may be detected as a deviation of the number of revolutions between said shafts when said turning occurs.
  • the read parameters are the number of revolutions of the input shaft of the gearbox and of the output shaft of the gearbox. But also other parameters, which stand in a relation to these parameters, may be measured. For example, the engine speed may be measured instead for the number of revolutions of the input shaft in the gearbox if the engine and the input shaft in the gearbox are fixedly connected.
  • the control unit is arranged for detecting a zero torque in the gearbox when such a deviation attains a determined value. Since disturbances of different kinds may lead to smaller fluc- tuations of the measured parameter values, such a deviation ought at least attain a minimum value before one for certain may detect that a zero torque is the case in the gear box.
  • said value of the deviation varies for different gears. Since the play in the mesh of teeth for low gears is larger than for high gears, it is suitable to let said value be larger for low gears than for high gears.
  • control unit is arranged to calculate a function, which comprises a relationship between the first parameter and the second parameter.
  • the relationship between said parameters discloses a constant relationship when a positive or a negative torque is the case in the gearbox.
  • a function comprises also a correction factor, which comprises the gear ratio of the engaged gear in the gearbox. With a suitable such correction factor, the value of the function is at least theoretically exactly equal to 1.00 when a positive or a negative torque is the case in the gearbox.
  • the input shaft of the gear box will, because of said play, during a changeover period, obtain a lower number of revolu- tions in relation to the output shaft. Said function thereby obtains a value which is a couple of percents lower than 1.00. In a corresponding way, if the engine is controlled such that a change from a negative torque to a positive torque in the gear box is obtained, the input shaft of the gear box will, during a changeover period, obtain a higher number of revolutions in relation to the output shaft. Said function thereby obtains a value which is a couple of percents higher than 1.00. By calculating the value of such a function, it may be determined in a relatively uncomplicated way when a change in the gearbox between a positive and a negative moment occurs. Consequently, during said change a zero torque is the case in the gearbox.
  • the control unit when a gear changing is desired to be performed, is arranged to control the output torque of the engine such that it is adjusted in such a direction that a zero torque is allowed to be indicated in the gear box.
  • the fuel supply to the engine is controlled in order to adjust the output torque of the engine. If a positive torque is the case in the gearbox, the supply of fuel to the engine is reduced until a negative torque is obtained such that a zero torque may be detected during the changeover period. If instead a negative torque is the case in the gearbox, the supply of fuel to the engine is in- creased until a positive torque is obtained such that a zero torque may be detected during the change period.
  • it is not necessary to exactly calculate how much fuel is to be supplied to the engine but the amount of fuel may be increased or reduced in a substantially arbitrary but functionally way. Thereby, a zero torque may be obtained and detected relatively quickly.
  • the control unit when a gear changing is desired to be performed, the control unit is arranged to activate a gear changing mechanism, which disengages the engaged gear when a zero torque is detected in the gear box. As soon as a deviation related to the number of revolutions of the input and output shafts of the gearbox is detected, the engaged gear is disengaged. Since the torqueless state in the gearbox usually only is the case during a time period of 0.05 to 0.10 seconds, a relatively quick activation of the gear changing mechanism is required.
  • the output shaft of the gearbox is arranged to deliver a torque to a power train in a vehicle.
  • the above described arrangement and method are used in a vehicle. Parameters related to the number of revolutions of the output shaft of the gearbox may in principle be measured- anywhere at the power train.
  • Fig 1 shows schematically an arrangement according to the present invention and Fig 2 shows as a graph the value of a zero torque detecting function with the time during operation of a vehi- cle.
  • Fig 1 shows schematically selected parts of a vehicle.
  • the vehicle is driven by an engine 1.
  • the engine 1 drives, via an output shaft 2 and a clutch 3, an input shaft 4 of a stepped gearbox 5.
  • the stepped gearbox 5 comprises a plurality of gears with a varying gear ratio.
  • An output shaft 6 extends from the gearbox 5, which output shaft is in engagement with a power train of the vehicle.
  • the power train comprises a propeller shaft 7, an end gear 8 and driveshafts 9, which are connected to the driving wheels 10 of the vehicle.
  • the clutch 3 is intended to be operated mainly only at the start and stop of the vehicle. At a gear changing between different gears in the gearbox 5 during travel, the clutch 3 is not intended to be operated. Consequently, the gear changing occurs with the clutch 3 in engagement as a rigid connection, which transmits a driving force between the output shaft 2 of the engine 1 and the input shaft 4 of the gearbox.
  • the gear changing system of the vehicle comprises an electric control unit 1 1 , which is arranged to obtain information from a driver by a gear lever 12 when a gear changing is desired to be performed. Thereby, the control unit 1 1 activates a fuel injection unit 13 in order to control the torque of the engine 1 such that a zero torque can be obtained in the gearbox 5. When a zero torque is obtained in the gearbox 5, the control unit 1 1 activates a gear changing mechanism 14, which disengages the actual gear in engagement. Thereafter, the control unit 11 controls the fuel injection amount through the fuel injection unit 13 such that the engine 1 obtains a number of revolutions such that the gear changing mechanism 14 can engage a new gear.
  • the arrangement for detecting a zero torque in the gear box 5 comprises a first sensor 15 arranged to sense the number of revolutions of the input shaft 4 of the gear box and a second sensor 16 arranged to sense the number of revolutions of the output shaft 6 of the gear box.
  • a first sensor 15 arranged to sense the number of revolutions of the input shaft 4 of the gear box
  • a second sensor 16 arranged to sense the number of revolutions of the output shaft 6 of the gear box.
  • already existing sensors in the vehicle may be used with advantage, which, for example, sense the speed of the engine 1 , which corresponds to number of revolutions of the input shaft 4 of the gear box, and the number of revolutions of the propeller shaft 7, which corresponds to the number of revolutions of the output shaft 6 of the gear box.
  • the first 15 and second 16 sensors send a signal, re- lated to the measured number of revolutions of the respective shaft 4, 6, to the control unit 1 1.
  • the control unit 1 1 calculates with a frequency of, for example, 100 Hz a zero torque detecting function f.
  • the control unit 11 calculates the function f at least when a gear changing signal is obtained from the gear lever 12 but may also with advantage calculate the function f substan- tially continuously.
  • the function f states the relation between the number of revolutions of the input shaft 4 of the gearbox and the number of revolutions of the output shaft 6 of the gearbox corrected with the gear ratio of the engaged gear.
  • the value of the function f is, at a completely rigid connection in the gearbox, 1.00 at least theoretically when a positive or a negative torque is transmitted in the gearbox 5.
  • Fig 2 shows a graph, which describes how the value of the function f varies with the time t during the travel of a vehicle.
  • the vehicle is motor braked and it is thus driven with a negative torque in the gearbox 5.
  • the mesh of teeth between the teeth in a gearbox 5 there is always at least a small play.
  • Such a play results in, when the engine 1 delivers a positive torque, that the teeth are located in a mesh of teeth in a first turning position in relation to each other and, when the engine 1 delivers a negative torque, that the teeth are located in a mesh of teeth in a second turning position in relation to each other.
  • the teeth are in the second turning position and the input shaft 4 and the output shaft 5 of the gearbox 5 disclose a completely corresponding number of revolutions with regard to the engaged gear in the gearbox. Consequently, the function f is here substantially constant 1.00. The smaller variations of the function f, which occurs, originate from vibration motions between the teeth in engagement and measuring disturbances.
  • the driver of the vehicle decides to engage a new gear.
  • a control signal is sent from the gear lever 12 to the control unit 11 , which activates the fuel injection unit 13 such that the engine 1 obtains an increased fuel supply.
  • the torque of the engine 1 delivered to the input shaft 4 of the gearbox increases and a positive torque is obtained in the gearbox 5.
  • a turning of the teeth in the mesh of teeth take place from the second turning position to the first turning position.
  • a short time period II of 0.05 to 0.10 seconds.
  • a zero torque is obtained in the gearbox.
  • control unit 1 1 Since the control unit 1 1 obtains information, with at least a frequency of 100 Hz, about the number of revolutions of the input 4 and output 6 shafts of the gear box, said play in the gear box 5 may be detected as a deviation of number of revolutions between the shafts 4, 6 when said turning takes place.
  • the input shaft 4 obtains in the play, during the time period II, a higher number of revolutions than the output shaft 6.
  • the value f of the function calculated by the control unit 1 1 therefore, during the time period II, a higher value than 1.00 obtains.
  • the control unit 1 1 detects a zero torque in the gearbox 5 first when a deviation from the value 1.00 attains a determined value a ⁇
  • the value of the deviation a ⁇ may vary for different gears.
  • the deviation ai is of about 1 %.
  • the control unit 1 1 activates the gear changing mechanism 14, which disengages the engaged gear.
  • the control unit 11 activates the injection unit 13 in order to control the speed of the engine 1 such that a new gear may be engaged.
  • the vehicle is driven with a positive torque in the gearbox 5.
  • the teeth are in the first turning position and the input shaft 4 and the output shaft 5 of the gear box 5 disclose a corresponding number of revolutions with regard to the engaged gear in the gear box 5.
  • the function f is here substantially constant 1.00.
  • the driver initiates that a new gear is to be engaged.
  • a control signal is sent from the gear lever 12 to the control unit 11 , which activates the fuel injection unit 13 such that the fuel amount supplied to the engine 1 decreases.
  • the delivered torque of the engine 1 to input shaft 4 of the gear box decreases and a negative torque is obtained in the gearbox 5.
  • the control unit 1 1 In connection with the change from a positive torque to a negative torque in the gearbox 5 a turning of the teeth in the mesh of teeth from the first to the second turning position occurs.
  • the input shaft 4 obtains, during said turning, a lower number of revolutions than the output shaft 6.
  • the function value f calculated by the control unit 1 1 obtains, during the time period IV, therefore a lower value than 1 .00.
  • the control unit 1 1 detects a zero torque in the gearbox 5 first when such a deviation attains a determined value a 2 .
  • the value of the deviation a 2 varies for different gears and corresponds substantially the value a 1 for the corresponding gear. In Fig 2, the deviation a 2 is about 1 %.
  • the control unit 1 1 When a function value f is obtained which corresponds to the deviation a 2 , the control unit 1 1 activates the gear changing mechanism 14, which disengages the existing gear in engagement. Thereafter, the control unit 1 1 activates the injec- tion unit 13 in order to adjust the fuel injection amount for the purpose of controlling the speed of the engine 1 such that a new gear may be engaged.
  • the invention is not in any way restricted to the described em- bodiment but may be varied freely within the scope of the claims.
  • the invention is not restricted to only be used in order to allow a torqueless disengagement of a gear in a gear box but may be used in an essentially arbitrary situation where it is desired for detecting a zero torque in a gearbox.
  • a manual gear changing method is described where the driver with the gear lever 12 engages a desired gear.
  • the invention is of course also applicable in connection with automatic and semi-automatic gear changing methods, i.e. when the control unit 1 1 determines when a gear changing is to occur and which gear that is to be engaged.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)

Abstract

L'invention concerne un arrangement et un procédé destinés à détecter un couple nul dans une boîte de vitesse étagée. L'arrangement comprend un premier capteur (15) disposé afin de capter un premier paramètre se rapportant au nombre de révolutions de l'arbre d'entrée (4) de la boîte de vitesse, un second capteur (16) disposé afin de capter un second paramètre se rapportant au nombre de révolutions de l'arbre de sortie (6) de la boîte de vitesse et une unité de commande (11) conçue pour recevoir des valeurs de mesures concernant les premier et second paramètres. L'unité de commande (11) est aussi conçue afin de comparer si les nombres de révolutions de l'arbre d'entrée (4) et de l'arbre de sortie (6) de la boîte de vitesse correspondent au rapport de vitesse engagée dans la boîte (5) et afin de détecter un couple nul dans cette boîte (5) si une différence est constatée.
PCT/SE2001/002766 2000-12-13 2001-12-13 Arrangement et procede de detection de moment nul dans une boite de vitesse WO2002047934A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU2002222869A AU2002222869A1 (en) 2000-12-13 2001-12-13 An arrangement and a method to detect a zero moment in a gear box
DE10197027T DE10197027T1 (de) 2000-12-13 2001-12-13 Anordnung und Verfahren zum Feststellen eines Nullmoments in einem Getriebe

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0004606A SE522900C2 (sv) 2000-12-13 2000-12-13 Arrangemang och förfarande för att detektera ett nollmoment i en växellåda
SE0004606-0 2000-12-13

Publications (2)

Publication Number Publication Date
WO2002047934A1 WO2002047934A1 (fr) 2002-06-20
WO2002047934A9 true WO2002047934A9 (fr) 2003-01-23

Family

ID=20282209

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2001/002766 WO2002047934A1 (fr) 2000-12-13 2001-12-13 Arrangement et procede de detection de moment nul dans une boite de vitesse

Country Status (4)

Country Link
AU (1) AU2002222869A1 (fr)
DE (1) DE10197027T1 (fr)
SE (1) SE522900C2 (fr)
WO (1) WO2002047934A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10347494A1 (de) * 2003-10-13 2005-06-09 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Bestimmung des Drehmoments an Getriebewellen
KR101753418B1 (ko) * 2009-06-25 2017-07-03 섀플러 테크놀로지스 아게 운트 코. 카게 시동 전 백래시를 극복하기 위한 클러치 구동부를 구비한 파워 트레인

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US5582558A (en) * 1995-07-27 1996-12-10 Rockwell International Corporation Combined system for assisting shifting of manual transmission
SE9600454L (sv) * 1996-02-07 1997-04-14 Scania Cv Ab Förfarande för korrigering av motormomentet vid växling
SE9702611L (sv) * 1997-07-07 1998-06-08 Scania Cv Ab Förfarande vid växling i ett motorfordon

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WO2002047934A1 (fr) 2002-06-20
SE0004606L (sv) 2002-06-14
SE0004606D0 (sv) 2000-12-13
SE522900C2 (sv) 2004-03-16
AU2002222869A1 (en) 2002-06-24

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