WO2010050855A1 - Procédé et dispositif pour garantir la lubrification d'une transmission manuelle automatisée dans un véhicule - Google Patents

Procédé et dispositif pour garantir la lubrification d'une transmission manuelle automatisée dans un véhicule Download PDF

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Publication number
WO2010050855A1
WO2010050855A1 PCT/SE2008/000620 SE2008000620W WO2010050855A1 WO 2010050855 A1 WO2010050855 A1 WO 2010050855A1 SE 2008000620 W SE2008000620 W SE 2008000620W WO 2010050855 A1 WO2010050855 A1 WO 2010050855A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
intermediate shaft
shaft
drivingly
manual transmission
Prior art date
Application number
PCT/SE2008/000620
Other languages
English (en)
Inventor
Johan Bjernetun
Anders Eriksson
Johnny Yngwe
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 PCT/SE2008/000620 priority Critical patent/WO2010050855A1/fr
Publication of WO2010050855A1 publication Critical patent/WO2010050855A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/048—Type of gearings to be lubricated, cooled or heated
    • F16H57/0493—Gearings with spur or bevel gears
    • F16H57/0494—Gearings with spur or bevel gears with variable gear ratio or for reversing rotary motion
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/043—Combinations of toothed gearings only change gear transmissions in group arrangement without gears having orbital motion
    • F16H2037/045—Combinations of toothed gearings only change gear transmissions in group arrangement without gears having orbital motion comprising a separate gearing unit for shifting between high and low ratio range
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive

Definitions

  • the present invention relates to a method for towing a vehicle equipped with an automatic manual transmission (AMT) , in accordance with the preamble of the accompanying claim 1.
  • AMT automatic manual transmission
  • the invention will find its application in connection with automotive vehicles with an AMT where a lubricating system arranged in the AMT for lubricating said AMT is driven by a propulsion unit of the vehicle during idle drive.
  • the invention also relates to a device intended for such a method for towing a vehicle equipped with an AMT, in accordance with the preamble of the accompanying claim 4.
  • the present invention also relates to a computer program, computer program product and a storage medium, such as a computer memory, all to be used with a computer for executing said method.
  • Automated manual transmissions have become increasingly common in heavy-duty vehicles as microcomputer technology has developed further and made it possible, with a control computer and a number of actuators, for example servo motors, to precision- regulate engine speed, engagement and disengagement of an automated disk clutch between the engine and the gearbox and also the coupling means of the gearbox in relation to one another, so that soft shifting is always obtained at the correct engine speed.
  • these automatic gearboxes are often equipped with a basic gearbox, which has forward and reverse gears, and also auxiliary gears, which auxiliary gears can. be arranged in series before and/or after the basic gearbox.
  • An example of an auxiliary gear arranged serially before the basic gearbox is a split gear and of an auxiliary gear arranged serially after the basic gearbox is a range gear (see, for example, WO0192049) .
  • DCT dual clutch transmissions
  • Such a forced-feed lubricating oil system usually comprises an oil pump which among other things supplies bearings in the transmission with an oil flow for lubrication and cooling.
  • the oil pump may be located in various ways but usually it is driven directly or indirectly by an intermediate shaft in the transmission.
  • the intermediate shaft is drivingly connected to a vehicle propulsion unit through an input shaft of the transmission. Driven wheels of the vehicle are drivingly connected to the intermediate shaft through an output shaft of the transmission.
  • the input shaft, the intermediate shaft and the output shaft can have several different gears arranged to drivingly engage or disengage said input shaft to said intermediate shaft, and gears to drivingly engage or disengage said intermediate shaft to said output shaft.
  • the engagement and disengagement of the different gears is controlled by a control unit.
  • the propulsion unit drives the forced-feed lubricating oil system by rotation of the intermediate shaft.
  • idle drive that is when the vehicle is stopped and the propulsion unit is running, all gears between the intermediate shaft and the output shaft are disengaged and a gear between the input shaft and the intermediate shaft is engaged in order to drive the forced-feed lubricating oil system and secure lubrication during idle drive of the vehicle.
  • a known solution is to disconnect the driven wheels from the output shaft by demounting a propeller shaft of the vehicle.
  • a technical problem addressed by the present invention is to provide an alternative and improved solution to not risk damaging an AMT during towing of the vehicle.
  • the primary object of the present invention is to provide an improved method and device for securing lubrication of an AMT in a vehicle during towing. This is achieved by a method as discussed in the introduction, the characteristics of which are defined by claim 1. The object is also achieved by a device as discussed in the introduction, the characteristics of which are defined by claim 4.
  • the method according to the invention is a method for securing lubrication of an automated manual transmission in a vehicle, when towing said vehicle, and where a transmission lubrication system is drivingly connected to and driven by rotation of an intermediate shaft of said automated manual transmission and where said lubrication system is driven by a propulsion unit of said vehicle via said intermediate shaft.
  • Said method is characterized by the following steps executed in mentioned order:
  • said signal is manually initiated every time said propulsion unit is switched off manually.
  • said signal is also initiated when said propulsion unit is turned off automatically by a control unit of the vehicle without an ignition key of the vehicle being switched off manually.
  • the device according to the invention is an AMT in a vehicle comprising (including but not limited to) an input shaft, an intermediate shaft and an output shaft with several different gears arranged to drivingly engage or disengage said input shaft to said intermediate shaft, and to drivingly engage or disengage said intermediate shaft to said output shaft, and where a transmission lubrication system is drivingly connected to and driven by rotation of said intermediate shaft, said lubrication system is driven by a propulsion unit of said vehicle via said intermediate shaft, characterized in that a control unit is arranged to disengage all said gears drivingly connecting said input shaft and said intermediate shaft and to engage one of said gears arranged to drivingly connect said intermediate shaft and said output shaft, upon registration of a signal that said propulsion unit is switched off and in order to drivingly connect said lubrication system with driven wheels of the vehicle.
  • control unit is arranged to register said signal every time said propulsion unit is switched off manually.
  • control unit is arranged to register said signal every time said propulsion unit is turned off automatically by said control unit or another control unit of the vehicle without an ignition key of the vehicle being switched off manually.
  • Figure 1 shows a diagrammatic representation of an internal combustion engine with an AMT.
  • Figure 2 shows the clutch and gearbox in the AMT in Figure 1 on enlarged scale.
  • Figure 3 shows the invention applied on a computer arrangement.
  • reference number 1 designates a propulsion unit, for example a diesel engine, the crankshaft 2 of which is coupled to a single-plate dry disk clutch, designated generally by reference number 3, which is enclosed in a clutch case 4.
  • the crankshaft 2 is, via the output shaft 51 of the engine, connected non- rotatably to the clutch housing 5 of the clutch 3, while its plate 6 is connected non-rotatably to an input shaft 7 which is mounted rotatably in the casing 8 of an AMT designated generally by reference number 9.
  • An output shaft 10 (main shaft) and an intermediate shaft 11 are also mounted rotatably in the casing 8.
  • a gearwheel 12 is mounted rotatably on the input shaft 7 and is lockable on the shaft by means of a coupling sleeve 13 which is provided with synchronizing means and is mounted non-rotatably but axially displaceable on a hub 14 connected non-rotatably to the input shaft 7.
  • a gearwheel 15 mounted rotatably on the output shaft 10 is also lockable relative to the input shaft 7.
  • gearwheels 18, 19 and 20 Arranged in a rotationally fixed manner on the intermediate shaft 11 are further gearwheels 18, 19 and 20 which engage with gearwheels 21, 22 and, respectively, 23 which are mounted rotatably on the output shaft 10 and are lockable on the output shaft by means of coupling sleeves 24 and, respectively, 25 which, in the illustrative embodiment shown, do not have synchronizing devices.
  • a further gearwheel 28 is mounted rotatably on the output shaft 10 and engages with an intermediate gearwheel 30 which is mounted rotatably on a separate shaft 29 and in turn engages with the intermediate shaft gearwheel 20.
  • the gearwheel 28 is lockable on its shaft by means of a coupling sleeve 26.
  • the gearwheel pairs 12, 16 and 15, 17 and the coupling sleeve 13 form a synchronized split gear with a low gear stage LS and a high gear stage HS.
  • the gearwheel pair 15, 17 also forms, together with the gearwheel pairs 21, 18, 22, 19, 23, 20 and 28, 30, a basic gearbox with four forward gears and one reverse gear.
  • a gearwheel 31 Arranged in a rotationally fixed manner on the output end of the output shaft is a gearwheel 31 which, in the shown example, forms the sun gear in a two-stage synchronized range gear of planetary type which is designated by reference number 32 and the planet-wheel carrier 33 of which is connected in a rotationally fixed manner to a shaft 34 which forms the range rear output shaft and the total output shaft of the gearbox.
  • the planet wheels 35 of the range gear 32 engage with a ring gear 36 which, by means of a coupling sleeve 37, is lockable relative to the gearbox casing 8 for low range LR and relative to the planet-wheel carrier 33 for high range HR.
  • the coupling sleeves 13, 24, 25, 26 and 37 are displaceable as shown by the arrows in Figure 2, the gear stages shown in conjunction with the arrows being obtained.
  • the coupling sleeves 13, 24, 25 each have three positions, two gear positions and a neutral position N (central position) .
  • the coupling sleeve 26 has one gear position and a neutral position N.
  • the coupling sleeve 37 has only two gear positions LR and HR.
  • the displacement of the coupling sleeves is brought about by respective servo devices 40, 41, 42, 43 and 44 indicated diagrammatically in Figure 2, which can be pneumatically operated piston/cylinder arrangements of the type used in an AMT of the type described above which is marketed under the name I-shift.
  • the servo devices 40, 41, 42, 43 and 44 are controlled by a control unit 45 (see Figure 1) , comprising a microcomputer, depending on signals fed into the control unit representing various engine and vehicle data, when an electronic gear selector 46 coupled to the control unit 45 is in its automatic shifting position. When the selector is in the position for manual shifting, shifting takes place at the command of the driver via the gear selector 46.
  • the control unit 45 of the AMT also communicates with a engine control unit 50 in a known way.
  • An oil pump in a transmission lubrication system may be located and driven by the intermediate shaft in various ways. Three known and commonly encountered locations are described below:
  • the oil pump can be arranged at the front end of the intermediate shaft 11.
  • arrow 60 points at the front end of the intermediate shaft 11, where the oil pump can be arranged.
  • the oil pump can also be arranged at the rear end of the intermediate shaft 11, that is to say on the right-hand side of the intermediate shaft 11 shown in figure 2. In figure 2 arrow 61 points at the rear end of the intermediate shaft 11, where the oil pump can be arranged alternatively. 3.
  • the oil pump can also be arranged to be driven by a gear (not shown) arranged on a separate shaft
  • FIG. 1 and 2 shown example disclose an AMT with an auxiliary gear in the form of a range gear 32.
  • the following embodiments of the invention are applicable for an AMT equipped with or without a range gear.
  • the following mentioned embodiments could also be used in an AMT without a split gear.
  • control unit 45 can be programmed to execute the following steps in mentioned order:
  • said signal is manually initiated every time said propulsion unit is switched off manually.
  • the manually initiated signal can be initiated through, for example, the driver switching of the ignition key or pressing a button or a lever arranged on the dashboard for turning off the propulsion unit.
  • This embodiment of the invention has the advantage that for every time the driver somehow switches off the ignition and, thus, turns off said propulsion unit said inventive procedure will secure lubrication of the transmission even though the vehicle will be towed.
  • said signal can also be initiated when said propulsion unit is turned off automatically by a control unit of the vehicle without said, for example, ignition key of the vehicle being switched off manually by the driver.
  • the control unit that performs the automatic turn off of the propulsion unit can be said control unit 45 or another control unit arranged in the vehicle.
  • This embodiment can be used for example when the vehicle is equipped with a start/stop system (known art) that automatically switches off the propulsion unit when the driver has stopped the vehicle, putted the transmission into neutral and released a clutch pedal arranged in the vehicle. As soon as the driver depresses the clutch pedal such an start/stop system can be programmed to start the propulsion unit. If the propulsion unit for some reason is remained in its off state this embodiment of the invention will automatically see to that the transmission is ready for a possible towing.
  • Said start/stop functionality can . be performed by said control unit 45 or another control unit arranged in the vehicle .
  • said signal is automatically initiated when a velocity of the vehicle other than zero is registered and that the said propulsion unit 1 for some reason is turned off.
  • the control unit 45 can be programmed to initiate said signal when said control unit 45 or another control unit has registered a vehicle velocity other than zero and that said propulsion unit 1 is turned off.
  • said different embodiments for securing lubrication of an AMT during towing of the vehicle can be applied in a vehicle equipped with an DCT (Dual Clutch Transmission) where a lubrication system of such a DCT is driven by a intermediate shaft in a corresponding way as described above.
  • DCT Direct Clutch Transmission
  • said different embodiments for securing lubrication of an AMT during towing of the vehicle can be applied in a hybrid electric vehicle (HEV) equipped with a DCT or an AMT, having a lubrication system of the type described above .
  • HEV hybrid electric vehicle
  • control unit can be programmed to after concluded towing and the ignition switched on again to selected neutral as usual, that is by disengaging all gears connecting the intermediate shaft to the output shaft.
  • Figure 3 shows an apparatus 500 according to one embodiment of the invention, comprising a nonvolatile memory 520, a processor 510 and a read and write memory 560.
  • the memory 520 has a first memory part 530, in which a computer program for controlling the apparatus 500 is stored.
  • the computer program in the memory part 530 for controlling the apparatus 500 can be an operating system.
  • the apparatus 500 can be enclosed in, for example, a control unit, such as the control unit 45.
  • the data- processing unit 510 can comprise, for example, a microcomputer .
  • the memory 520 also has a second memory part 540, in which a program for securing lubrication of an AMT in a vehicle according to the invention is stored.
  • the program for securing lubrication of an AMT in a vehicle is stored in a separate nonvolatile data storage medium 550, such as, for example, a CD or an exchangeable semiconductor memory.
  • the program can be stored in an executable form or in a compressed state.
  • the data-processing unit 510 is tailored for communication with the memory 550 through a data bus 514.
  • the data-processing unit 510 is also tailored for communication with the memory 520 through a data bus 512.
  • the data-processing unit 510 is tailored for communication with the memory 560 through a data bus 511.
  • the data-processing unit 510 is also tailored for communication with a data port 590 by the use of a data bus 515.
  • the method according to the present invention can be executed by the data-processing unit 510, by the data- processing unit 510 running the program stored in the memory 540 or the program stored in the nonvolatile recording medium 550.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)

Abstract

L'invention porte sur un procédé et sur un dispositif pour garantir la lubrification d'une transmission manuelle automatisée, AMT, (9) dans un véhicule, lorsque ledit véhicule est remorqué, et dans lequel un système de lubrification de transmission est relié en entraînement à et entraîné par une unité de propulsion par l'intermédiaire d'une rotation d'un arbre intermédiaire (11) de ladite transmission manuelle automatisée. Les étapes suivantes peuvent être exécutées dans l'ordre mentionné et commençant lorsque l'allumage dudit véhicule est actionné : lors de l'enregistrement d'un signal selon lequel l'unité de propulsion est éteinte, désengager tous les engrenages (12, 13, 14, 15, 16, 17, 40) qui sont disposés pour mettre en prise d'entraînement un arbre d'entrée (7) avec ledit arbre intermédiaire (11) de ladite transmission manuelle automatique (9) ou désengager l'arbre d'entrée (7) dudit arbre intermédiaire (9), et engager un engrenage (15, 17, 18, 19, 20, 21, 22, 23, 25, 25, 26, 30, 41, 42, 43) qui est disposé pour mettre en prise d'entraînement ledit arbre intermédiaire (11) avec un arbre de sortie (10) de ladite transmission manuelle automatique ou désengager ledit arbre intermédiaire (11) de l'arbre de sortie (10).
PCT/SE2008/000620 2008-10-30 2008-10-30 Procédé et dispositif pour garantir la lubrification d'une transmission manuelle automatisée dans un véhicule WO2010050855A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/SE2008/000620 WO2010050855A1 (fr) 2008-10-30 2008-10-30 Procédé et dispositif pour garantir la lubrification d'une transmission manuelle automatisée dans un véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SE2008/000620 WO2010050855A1 (fr) 2008-10-30 2008-10-30 Procédé et dispositif pour garantir la lubrification d'une transmission manuelle automatisée dans un véhicule

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WO2010050855A1 true WO2010050855A1 (fr) 2010-05-06

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PCT/SE2008/000620 WO2010050855A1 (fr) 2008-10-30 2008-10-30 Procédé et dispositif pour garantir la lubrification d'une transmission manuelle automatisée dans un véhicule

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2481211C1 (ru) * 2011-12-02 2013-05-10 Федеральное Государственное Бюджетное Образовательное Учреждение Высшего Профессионального Образования Дальневосточный Государственный Аграрный Университет Механизм управления фрикционами и тормозами гусеничной машины

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3533307A (en) * 1968-10-17 1970-10-13 White Farm Equip Multi-ratio vehicle transmission
WO1994013981A1 (fr) * 1992-12-08 1994-06-23 Mastroianni Casare G Transmission par roues arriere motrices multi-vitesse
JP2002257216A (ja) * 2001-02-28 2002-09-11 Toyota Motor Corp 車両の潤滑装置
US20080017472A1 (en) * 2006-07-21 2008-01-24 Redelman James A Hydraulic system for an electro-mechanical transmission and method of providing fluid to transmission components

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3533307A (en) * 1968-10-17 1970-10-13 White Farm Equip Multi-ratio vehicle transmission
WO1994013981A1 (fr) * 1992-12-08 1994-06-23 Mastroianni Casare G Transmission par roues arriere motrices multi-vitesse
JP2002257216A (ja) * 2001-02-28 2002-09-11 Toyota Motor Corp 車両の潤滑装置
US20080017472A1 (en) * 2006-07-21 2008-01-24 Redelman James A Hydraulic system for an electro-mechanical transmission and method of providing fluid to transmission components

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2481211C1 (ru) * 2011-12-02 2013-05-10 Федеральное Государственное Бюджетное Образовательное Учреждение Высшего Профессионального Образования Дальневосточный Государственный Аграрный Университет Механизм управления фрикционами и тормозами гусеничной машины

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