WO2003095258A1 - Moyens d'entrainement pour vehicules a moteur - Google Patents

Moyens d'entrainement pour vehicules a moteur Download PDF

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Publication number
WO2003095258A1
WO2003095258A1 PCT/SE2003/000765 SE0300765W WO03095258A1 WO 2003095258 A1 WO2003095258 A1 WO 2003095258A1 SE 0300765 W SE0300765 W SE 0300765W WO 03095258 A1 WO03095258 A1 WO 03095258A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
torque
gear
input shaft
gearbox
Prior art date
Application number
PCT/SE2003/000765
Other languages
English (en)
Inventor
Lars BRÅTHE
Anders Eriksson
Marcus STEÉN
Original Assignee
Volvo Lastvagnar Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volvo Lastvagnar Ab filed Critical Volvo Lastvagnar Ab
Priority to AU2003234375A priority Critical patent/AU2003234375A1/en
Publication of WO2003095258A1 publication Critical patent/WO2003095258A1/fr

Links

Classifications

    • 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
    • B60W10/111—Stepped gearings with separate change-speed gear trains arranged in series
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • F16H59/16—Dynamometric measurement of 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0614—Position of fuel or air injector
    • B60W2510/0623—Fuel flow rate
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0676—Engine temperature
    • 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
    • B60W2510/1025—Input torque
    • 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
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0411—Synchronisation before shifting by control of shaft brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/42—Changing the input torque to the transmission
    • 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

Definitions

  • the present invention relates to a drive means for motor vehicles, comprising an internal combustion engine and, connected to the crankshaft of the engine via a disc clutch, an input shaft of a stepped gearbox which has at least one intermediate shaft which is mounted in a casing and has at least one gear wheel in engagement with a gear wheel on the input shaft, a main shaft, mounted in the casing, with gear wheels which engage with gear wheels on the intermediate shaft, at least one gear wheel in each pair of mutually engaging gear wheels on the intermediate shaft and the main shaft being mounted rotatably on its shaft and being lockable on its shaft by engaging means, of which the engaging means for at least some of the forward gears lack synchronisation function, and also operating means which interact with the engaging means and are controlled by a transmission control means, connected to a gear selector and communicating with an engine control unit and to which signals are fed representing the selected gear and various engine and vehicle data, which include at least engine speed, rotational speed of the gearbox input shaft and vehicle speed.
  • At least three control parameters namely: engine rpm, torque on the gearbox input shaft and vehicle speed determine when shifting shall occur according to a shifting strategy stored in an engine and transmission control computer.
  • the torque on the gearbox input shaft is equated here with the engine torque, i.e. the load on the engine, which is obtained from sensors indicating the amount of fuel supplied to the engine, for example a flowmeter or sensor indicating accelerator pedal position.
  • the torque transmission between the engine and the gearbox must be as small as possible.
  • the drive chain should be torqueless to achieve jerk- free disengagement.
  • the control computer there are programmed values of how large the supplied fuel amount should be for different shifting points so that the torque on the gearbox input shaft will be close to zero or in any case so low that an engaged gear can be disengaged without any unpleasant jerking.
  • the control computer controls the engine speed for synchronisation with the rpm of the gear to be engaged. When the rotational speeds have been synchronized, the new gear is engaged.
  • One purpose of the present invention is to achieve a drive unit of the type described by way of introduction, in which it is possible to always exactly determine a torque- less state in the vehicle drive chain, to make possible - regardless of variations in the engine's own sluggishness, depending on variations in engine temperature, and regardless of whether or not one or more auxiliary units are engaged -jerk free disengagement of the current gear without disengaging the drive chain clutch.
  • a further purpose of the present invention is to achieve such a drive unit in which it precision control is possible of the engine rpm reduction or increase to achieve rapid, exact and jerk free shifting.
  • the input shaft of the gearbox is coordinated with a torque sensor, which sends a signal, dependent on the torque on the input shaft, to said control means and that the control means are disposed, upon shifting to an unsynchronised gear, to initiate shifting only when the torque sensor indicates that the torque on the input shaft is zero or at least practically zero.
  • the control means are disposed to register the fuel amount supplied to the engine when the input torque to the gearbox is zero or practically zero.
  • the engine is controlled taking into account the engine torque corresponding to the registered amount of fuel.
  • Fig. 1 shows a schematic representation of a drive unit according to the invention
  • Fig. 2 shows the clutch and the gearbox of Fig. 1 on a larger scale
  • Fig. 3 is a diagram of engine torque and gearbox torque as a function of time during shifting.
  • Fig. 1, 1 designates a six-cylinder internal combustion engine, e.g. a diesel engine, the crankshaft 2 of which is coupled to a single-disc dry-disc clutch, generally designated 3, which is enclosed in a clutch bell 4.
  • a dual disc clutch can be used.
  • the crankshaft 2 is solidly joined to the clutch housing 5, while its disc 6 is solidly joined to an input shaft 7 (Fig. 2) which is rotatably mounted in the housing 8 of a gearbox, generally designated 9.
  • a main shaft 10 (Fig. 2) and an intermediate shaft 11 (Fig. 2) are rotatably mounted in the housing 8.
  • a gear 12 is rotatably mounted on the input shaft 7 and can be locked to such shaft with the aid of an engaging sleeve 13 provided with synchronizing means.
  • Said engaging sleeve 13 is non-rotatably but axially displaceably mounted on a hub 14 non-rotatably connected to the input shaft.
  • a gear 15, rotatably mounted on the main shaft 10 is lockable relative to the input shaft 7.
  • Additional gears 18, 19 and 20, respectively, are non-rotatably joined to the intermediate shaft 11 and engage gears 21, 22 and 23, respectively, on the main shaft 10 and lockable to the main shaft with the aid of engaging sleeves 24 and 25, respectively, which in the example shown do not have synchronizing means.
  • an additional gear 28 is rotatably mounted and engages an intermediate gear 30 rotatably mounted on a separate shaft 29.
  • the intermediate gear 30 engages in turn an intermediate shaft gear 20.
  • the gear 28 is lockable to its shaft with the aid of an engaging sleeve 26.
  • the gear pairs 12, 16 and 15, 17 and the engaging sleeve 13 form a splitter group with a low stage LS and a high stage HS.
  • the gear pair 15, 17 together with the gear pairs 21, 18, 22, 19, 23, 20 and 28, 30 form a main group with four speeds forward and one reverse.
  • a gear 31 is non-rotatably mounted to form the sun gear in a two-range group of planetary type, generally designated 32, the planet carrier 33 of which is non-rotatably mounted to a shaft 34, forming the output shaft of the gearbox.
  • the planet gears 35 of the range group 32 engage a ring gear 36 which, with the aid of an engaging sleeve 37, can be locked relative to the gearbox housing 8 for low range LR and relative to the planet carrier 33 for high range HR.
  • the engaging sleeve 37 also has a neutral position NR lying between low range LR and high range HR, in which neutral position the output shaft 34 is released from the main shaft 10.
  • the engaging sleeves 13, 24, 25, 26 and 37 are displaceable as indicated by the arrows in Fig. 2, providing the gear positions indicated above the arrows. Displacement is achieved by servo means 40, 41, 42, 43 and 44, schematically indicated in Fig. 2, which can be pneumatically operated piston-cylinder devices of the type used in a gearbox of the above described type, which is marketed under the name Geartronic ® .
  • the servo means are controlled by an electronic control unit 45 (Fig. 1), comprising a microcomputer depending on signals fed into the control unit represent- ing various engine and vehicle data, including at least engine speed, vehicle speed, clutch and accelerator pedal position and, where applicable, engine brake on-off, when an electronic gear selector 46 coupled to the control unit 45 is in its automatic position.
  • the control unit 45 also controls the fuel injection, i.e. the engine speed, depending on the accelerator pedal position and the air supply to a pneumatic piston-cylinder device 47, by means of which the clutch 3 is engaged and disengaged.
  • the transmission control unit 45 is programmed in a known manner so that the clutch 3 is held engaged when the vehicle is standing still and the gear selector 46 is in the neutral position. This means that the engine is driving the input shaft 7 and thus also the intermediate shaft 11, while the output shaft 34 is disengaged. Auxiliary apparatus driven by the intermediate shaft, e.g. an oil pump for lubricating the gear- box, is driven in this position.
  • the control unit 45 is also programmed, when the vehicle is standing still and the gear selector is moved from the neutral position to a gear engaging position, either a position from automated shifting or to a position with a driver-selected starting off gear, to first disengage the clutch and then brake the intermediate shaft 11 to stop with the aid of the intermediate shaft brake 50 indicated in Fig.
  • the control unit 45 With the intermediate shaft 11 braked to stop or at least nearly to stop, the control unit 45 now initiates shifting in the main group a starting off gear which provides the total gear ratio selected by the automatic transmission or by the driver.
  • a starting off gear which provides the total gear ratio selected by the automatic transmission or by the driver.
  • the accelerator pedal will function as a reversed clutch pedal, which, via the transmission control unit successively increases the clutch engagement with increasing throttle opening.
  • the transmission control unit 45 When shifting- initiated either directly by the driver or by automatic control means in accordance with a gear selection strategy stored in the transmission control unit 45, which can take into account hw the vehicle surroundings will appear in the immediate future - the transmission control unit 45 first controls the engine control unit 48 to regulate the fuel supply to the engine, so that a torqueless or practically torqueless state is created in the vehicle drive chain.
  • the torque transmission from the engine crankshaft 2 to the input shaft 7 of the gearbox 9 must be zero or at least practically zero.
  • the transmission control unit 45 receives continuous information on, and registers the current engine torque via, the amount of fuel injected and current torque on the input shaft 7 via a torque meter 60 coupled to the shaft.
  • the torque meter can be of a known type, hitherto used in the laboratory. The torque can be computed for example on the bsis of measured torsion in the shaft 7. When the registered torque is zero or practically zero on the input shaft 7 the current gear is disengaged.
  • the transmission control unit 45 directs the engine control unit 48 to regulate the amount of fuel to the engine for rpm synchronisation with the rpm of gearbox rpm for the new gear, whereafter the new gear is engaged.
  • 61 designates generally an auxiliary unit, which can be an engine driven/engine mounted power take-off , which can be engaged or disengaged by a driver actuated control coupled to the engine control unit 48. If one or more auxiliary units 61 are engaged via the driver actuated control, the engine load will be increased and more fuel will be required for synchronisation than if no auxiliary unit were engaged.
  • the transmission control unit 45 is also disposed during driving, when there is no shifting, to register which auxiliary unit(s) 61 is/are engaged (fuly or partially), together with the difference between the engine torque and the torque on the gearbox input shaft. A number of different combinations are registered.
  • the control unit 45 is arranged to compute the engine load attributable to each auxiliary unit.
  • Fig. 3 shows the control process in connection with shifting in the gearbox, where the curve "a" illustrates the engine torque during the drop in torque when shifting with an engaged auxiliary unit 61 while the curve "b" illustrates the torque on the gearbox input shaft 7 during the same time period.
  • the engine torque does not coincide with the input shaft torque, since a torque must be maintained to drive the auxiliary unit(s).
  • the input shaft 7 will become torqueless onlya certain time after the engine torque has reached its minimum.
  • the transmission control unit 45 is arranged, even during driving when there is no shifting, to register the inner friction of the engine as a function of engine temperature, by registering the difference between the engine torque and the torque on the gearbox input shaft.
  • the transmission control unit 45 is also arranged to order the engine control unit 48, when regulating the fuel supply to the engine during the shifting process, to compensate, based on the engine torque, the torque on the input shaft 7 and the engine temperature, for variations in engine inner friction caused by temperature variations.

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 Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne des moyens d'entraînement pour véhicules à moteur comprenant un moteur à combustion interne (1) et une boîte de vitesse automatique, étagée et non synchronisée (9). L'embrayage et la boîte de vitesse sont commandés par une unité de commande électronique de transmission (45), communiquant avec l'unité de commande moteur (48), à laquelle sont envoyés, à partir d'un sélecteur de vitesse (46), des signaux représentant la vitesse sélectionnée ainsi que des signaux représentant différentes données du moteur et du véhicule. L'arbre d'entrée (7) de la boîte de vitesse est coordonné au couple d'arbre de l'unité de commande de transmission disposé de façon à initier un changement seulement lorsque le capteur de couple indique que le couple sur l'arbre d'entrée est nul ou au moins voisin de zéro.
PCT/SE2003/000765 2002-05-13 2003-05-12 Moyens d'entrainement pour vehicules a moteur WO2003095258A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003234375A AU2003234375A1 (en) 2002-05-13 2003-05-12 Drive means for motor vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0201456A SE525105C2 (sv) 2002-05-13 2002-05-13 Drivaggregat för motorfordon
SE0201456-1 2002-05-13

Publications (1)

Publication Number Publication Date
WO2003095258A1 true WO2003095258A1 (fr) 2003-11-20

Family

ID=20287860

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2003/000765 WO2003095258A1 (fr) 2002-05-13 2003-05-12 Moyens d'entrainement pour vehicules a moteur

Country Status (3)

Country Link
AU (1) AU2003234375A1 (fr)
SE (1) SE525105C2 (fr)
WO (1) WO2003095258A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005102766A1 (fr) * 2004-04-22 2005-11-03 Volvo Lastvagnar Ab Systeme d'entrainement pour vehicules a moteur et procede pour determiner une caracteristique de transmission de couple pour un frein d'arbre intermediaire dans une boite a vitesses comprise dans le systeme d'entrainement
WO2006094738A2 (fr) * 2005-03-11 2006-09-14 Zf Friedrichshafen Ag Procede et dispositif de commande de processus de passage de rapports d'une transmission automatique
WO2012144947A1 (fr) * 2011-04-18 2012-10-26 Scania Cv Ab Boîte à engrenages

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5582558A (en) * 1995-07-27 1996-12-10 Rockwell International Corporation Combined system for assisting shifting of manual transmission
US6123642A (en) * 1998-01-08 2000-09-26 Mt Cars Company Speed change control apparatus for engine
US6126570A (en) * 1999-07-06 2000-10-03 Zf Meritor Shift synchronization using decaying torque
EP1101651A2 (fr) * 1996-04-30 2001-05-23 Eaton Corporation Réalisation semi-automatique de changement de vitesse
US20010035061A1 (en) * 2000-04-27 2001-11-01 Roland Fischer Arrangement for a torque-free shifting of a transmission

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5582558A (en) * 1995-07-27 1996-12-10 Rockwell International Corporation Combined system for assisting shifting of manual transmission
EP1101651A2 (fr) * 1996-04-30 2001-05-23 Eaton Corporation Réalisation semi-automatique de changement de vitesse
US6123642A (en) * 1998-01-08 2000-09-26 Mt Cars Company Speed change control apparatus for engine
US6126570A (en) * 1999-07-06 2000-10-03 Zf Meritor Shift synchronization using decaying torque
US20010035061A1 (en) * 2000-04-27 2001-11-01 Roland Fischer Arrangement for a torque-free shifting of a transmission

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005102766A1 (fr) * 2004-04-22 2005-11-03 Volvo Lastvagnar Ab Systeme d'entrainement pour vehicules a moteur et procede pour determiner une caracteristique de transmission de couple pour un frein d'arbre intermediaire dans une boite a vitesses comprise dans le systeme d'entrainement
WO2006094738A2 (fr) * 2005-03-11 2006-09-14 Zf Friedrichshafen Ag Procede et dispositif de commande de processus de passage de rapports d'une transmission automatique
WO2006094738A3 (fr) * 2005-03-11 2006-11-16 Zahnradfabrik Friedrichshafen Procede et dispositif de commande de processus de passage de rapports d'une transmission automatique
WO2012144947A1 (fr) * 2011-04-18 2012-10-26 Scania Cv Ab Boîte à engrenages
JP2014515813A (ja) * 2011-04-18 2014-07-03 スカニア シーブイ アクチボラグ ギヤボックス
US9221337B2 (en) 2011-04-18 2015-12-29 Scania Cv Ab Gear box

Also Published As

Publication number Publication date
SE0201456D0 (sv) 2002-05-13
AU2003234375A1 (en) 2003-11-11
SE525105C2 (sv) 2004-11-30
SE0201456L (sv) 2003-11-14

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