WO2012070998A1 - Dispositif pour un changement de vitesse manuel dans une boîte de vitesses d'un véhicule - Google Patents

Dispositif pour un changement de vitesse manuel dans une boîte de vitesses d'un véhicule Download PDF

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Publication number
WO2012070998A1
WO2012070998A1 PCT/SE2011/051375 SE2011051375W WO2012070998A1 WO 2012070998 A1 WO2012070998 A1 WO 2012070998A1 SE 2011051375 W SE2011051375 W SE 2011051375W WO 2012070998 A1 WO2012070998 A1 WO 2012070998A1
Authority
WO
WIPO (PCT)
Prior art keywords
gearbox
gearchange
engine
locking state
gear lever
Prior art date
Application number
PCT/SE2011/051375
Other languages
English (en)
Inventor
Kenneth Hammarstedt
Original Assignee
Scania Cv 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 Scania Cv Ab filed Critical Scania Cv Ab
Publication of WO2012070998A1 publication Critical patent/WO2012070998A1/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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/12—Limiting control by the driver depending on vehicle state, e.g. interlocking means for the control input for preventing unsafe operation
    • 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
    • F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse 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
    • 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
    • F16H61/22—Locking of the control input devices
    • 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
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2702/00—Control devices wherein the control is combined with or essentially influenced by the engine or coupling, e.g. in an internal combustion engine, the control device is coupled with a carburettor control device or influenced by carburettor depression
    • B60K2702/08—Semi-automatic or non-automatic transmission with toothed gearing
    • 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
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/56—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the main clutch

Definitions

  • the invention relates to a device for manual gearchange in a gearbox of a vehicle according to the preamble of claim 1.
  • US 5,695,029 refers to an automatic gearbox for a vehicle whereby the movement of a gear lever can be blocked in various operating situations.
  • the purpose of such blocking seems to be to prevent the gear lever from being mistakenly moved to inappropriate positions in certain operating situations.
  • the blocking can be
  • the object of the present invention is to propose a device which allows only a correct gearchange process to take place when changing gear in a manual gearbox in a vehicle.
  • the above object is achieved with the device mentioned in the introduction which is characterised by what is indicated in the characterising part of claim 1.
  • the device thus comprises a locking means which locks the gear lever in a gear position until the clutch mechanism has disconnected the gearbox from the engine. This means that it is not possible to pull the gear lever out of one gear in the gearbox and push it into another gear before the gearbox has been acceptably disconnected from the engine. Thus only after complete disconnection of the gearbox from the engine can the gearchange process take place correctly and be effected.
  • the device thus makes it possible to prevent damage and wear caused to components of the gearbox by a driver's incorrect gearchanging behaviour.
  • the locking means comprises a variable-length force means connected to a component of the movement- transmitting mechanism.
  • a variable- length force means can easily be put into a locking state by being connected to a medium from a pressure medium source.
  • the variable-length force means can be put into a non-locking state by being connected to a medium source at a lower pressure which may be equal to the pressure of the surroundings.
  • the movements of a gear lever are thus transmitted via a movement- transmitting mechanism to the gearchanging components in the gearbox. Blocking of the movement of one of the components of the movement-transmitting mechanism by the variable- length force is usually sufficient to prevent blocking of the gear lever in a current gear position.
  • variable-length force means is connected to a gearshift shaft of the movement-transmitting mechanism in such a way that in the locking state it prevents rotary motion of the gearshift shaft in at least one direction.
  • the gearshift shaft performs a rotary motion in the gearbox.
  • half of the gears are engaged by a clockwise rotary motion of the gearshift shaft from a neutral state, while the other half of the gears are engaged by an anticlockwise rotary motion of the gearshift shaft from the neutral state.
  • variable- length force means is connected to the gearshift shaft via a lever arm. This makes it possible for even a moderately powerful force means to cause a relatively large rotary action in order to counteract a rotary motion of the gearshift shaft and block the gear lever in a current gear position.
  • the variable- length force means has a stationary portion connected to a housing which encloses the gearbox. To enable it to block the movement of a component in the movement-transmitting mechanism, it is appropriate that the force means has a stationary fastening.
  • the stationary portion of the force means may with advantage be fastened in a housing which encloses the components of the gearbox, although it is possible for the stationary portion of the force means to be fastened in any stationary component close to the gearbox.
  • variable-length force means is a pneumatic cylinder.
  • a pneumatic cylinder has a space close to a piston which is connected to a piston rod.
  • the piston rod is itself connected to a component of the movement-transmitting mechanism.
  • compressed air is supplied to the space, the piston rod is moved by the piston to a position where it blocks said component of the movement-transmitting mechanism.
  • the space is connected to air at the pressure of the surroundings, blocking of said component of the movement-transmitting mechanism ceases.
  • variable- length force means is with advantage double-acting. If the force means is a pneumatic double-acting cylinder, it will have two spaces on opposite sides of the piston. When compressed air is supplied to one of said spaces, the piston rod is moved by the piston to a first position where it can block the gearshift shaft in a first rotary position. When compressed air is supplied to the opposite space, the piston rod is moved by the piston in an opposite direction to a second position where it can block the gearshift shaft in a second rotary position.
  • the activation device is a control unit adapted to receiving information about whether the gearbox is or is not disconnected from the engine and to controlling the activation of the locking means on the basis of this information.
  • the control unit may be a computer unit with suitable software for the purpose.
  • the control unit is adapted to receiving information from a sensor which monitors the position of a clutch pedal of the clutch mechanism. Said sensor may monitor the position of any desired movable component of the clutch in order to inform the control unit about whether the gearbox is or is not disconnected from the engine.
  • the clutch pedal has to be depressed by the driver to disconnect the gearbox before a gearchange process takes place. In this case said sensor thus monitors when the clutch pedal has been depressed from the initial position.
  • the clutch pedal may be movable between an initial position and a depressed extreme position and the control unit be adapted to controlling the activation of the locking means so that it will be in the locking state until the clutch pedal has moved to a disconnecting position at a predetermined distance from the initial position.
  • the gearbox needs to be fully disconnected from the engine.
  • the clutch pedal has moved a specific distance from the initial position. This distance may be example be 80% of the total distance between the initial position and the depressed extreme position.
  • the clutch pedal will not usually need to be fully depressed for the gearbox to be fully disconnected from the engine.
  • Fig. 1 depicts part of a vehicle with a gearbox and an engine
  • Fig. 2 depicts a device for manual gearchange according to the present invention.
  • Fig. 1 depicts schematically a gear lever 1 for a gearbox 2.
  • the gear lever 1 is arranged to be movable in a conventional way to predetermined gear positions in order to engage various different gears in the gearbox 2.
  • the movements of the gear lever 1 in the vehicle's transverse direction are transmitted via a first movement-transmitting mechanism which comprises a first wire 3.
  • the first wire 3 has an extent from a first lever arm la of the gear lever to a first housing 4 situated in the gearbox 2.
  • the movements of the gear lever 1 in the vehicle's longitudinal direction are transmitted via a second movement-transmitting mechanism which comprises a second wire 5.
  • the second wire 5 has an extent from a lever arm lb of the gear lever to a second housing 6 situated in the gearbox 2. Gearchange movements via the second wire 5 result in engagement/disengagement of the various gears in the gearbox 2.
  • the gearbox 2 is situated in a vehicle which is powered by an engine 7.
  • the vehicle is provided with a schematically depicted clutch 8 situated between an output shaft 7a of the engine 7 and an input shaft 2a of the gearbox.
  • Fig. 2 depicts the first movement-transmitting mechanism and the second movement- transmitting mechanism close to the gearbox 2.
  • the first movement-transmitting mechanism comprises, after the first wire 3, an arm 9 which has a first end connected to the first wire 3 and a second end adapted to being pivotable about an articulation 10.
  • the arm 9 is provided with a firmly attached forklike means 11.
  • the forklike means 11 has a recess to accommodate a protruding element 12 which is mounted firmly on a gearshift shaft 13.
  • the gearshift shaft 13 is supported for rotation and linear movement in at least two bearings 14 depicted schematically in Fig. 2. When the gear lever 1 is moved sideways between two gear positions, this results in a movement which is propagated via the first wire 3.
  • the wire 3 thus causes the arm 9 to pivot about the bearing point 10.
  • the forklike means 11 is thus rotated and moves the gearshift shaft 13 in an axial direction via the firmly attached protruding element 12.
  • a gearshift 13a here viewed schematically from above is firmly attached to the gearshift shaft 13.
  • the gearshift 13a which effects engagement and disengagement of gears in the gearbox 2, is arranged to be movable by the first movement-transmitting mechanism in the longitudinal direction of the gearshift shaft 13.
  • the second movement-transmitting mechanism comprises, after the second wire 5, a lever arm 15 situated in a housing 6.
  • the lever arm 15 has a first end firmly connected to the second wire 5, and an intermediate portion supported for pivoting about an articulation 16.
  • the second end of the lever 15 is provided with a recess 17 adapted to accommodating a protruding element 18 which is firmly attached to a cylindrical clutch element 19.
  • the clutch element 19 has at an end surface a coaxial connection to a rod 20.
  • the rod 20 has firmly attached to it an element 20a which is in contact with a means 13b which is itself firmly attached to the gearshift shaft 13. Linear movement of the rod 20 is converted by the element 20a and the means 13b to rotary motion of the gearshift shaft 13. Rotary motion of the gearshift shaft 13 results in corresponding rotary motion of the gearshift 13a and consequent engagement or disengagement of a gear in the gearbox 2.
  • a current gear is disengaged and a different gear is engaged by means of the second movement-transmitting mechanism.
  • a lever arm 21 has an end attached to the gearshift shaft 13.
  • the lever arm 21 has an opposite end connected articulatably to a movable end portion of a double-acting pneumatic cylinder 22.
  • the double-acting pneumatic cylinder 22 has an opposite stationary end portion articulatably fastened in a housing 23 which encloses the components of the gearbox.
  • the double-acting pneumatic cylinder 22 has a first space 24 and a second space 25 on opposite sides of a movable piston 26.
  • the piston 26 is connected to a piston rod 27.
  • the cylinder's first space 24 is connected to a compressed air source 28 by a line 29.
  • the line 29 comprises a three-way valve 30 by means of which the cylinder's first space 24 can be connected to the compressed air source 28 or to surrounding air.
  • the cylinder's second space 25 is connected to the compressed air source 28 by a line 31.
  • the line 31 comprises a three-way valve 32 by means of which the cylinder's second space 25 can be connected to the compressed air source 28 or to surrounding air.
  • An electrical control unit 33 is adapted to controlling the three-way valves 30, 32.
  • the electrical control unit 33 is adapted to receiving information from a sensor 34 which monitors the position of a clutch pedal 35 which is movable from an initial position 35a to a fully depressed extreme position 35b.
  • the control unit 33 has suitable access to information about which gear is engaged in the gearbox 2.
  • the gearshift 13a engages in this case odd-numbered gears by clockwise rotary motion of the gearshift shaft 13 from a neutral state, and even- numbered gears by anticlockwise rotary motion of the gearshift shaft 13 from the neutral state.
  • the control unit 33 receives information substantially continuously from the sensor 34 about the position of the clutch pedal 35.
  • the control unit 33 connects one of the cylinder's spaces 24, 25 to the compressed air source 28 and the other space to surrounding air via the three- way valves 30, 32.
  • the first space 24 is connected to compressed air and the second space 25 to surrounding air, the cylinder will be of maximum length.
  • gearshift shaft 13 is locked in a clockwise rotary position relative to a neutral state.
  • the gearshift shaft 13 will be of minimum length. In this case the gearshift shaft 13 will be in an anticlockwise rotary position relative to the neutral state.
  • the control unit 33 will then put the three-way valves 30, 32 into positions such that both of the cylinder's spaces 24, 25 are connected to surrounding air.
  • the gearshift shaft 13 will thus be free to rotate in desired directions.
  • the driver can then move the gear lever 1 from a current gear position to a desired different gear position.
  • the lines 29, 31 are of relatively small diameter.
  • the pressure in the space 24, 25 which is connected to the compressed air source 28 will therefore not drop immediately when it is connected to surrounding air.
  • the result is an initial resistance to the gear lever 1 when it is moved from the current position. However, this initial resistance will decrease relatively quickly when the pressure in the respective space 24, 25 drops. So long as the clutch pedal 35 is depressed, the gear lever 1 can be moved to any desired gear position.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Transportation (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

La présente invention se rapporte à un dispositif pour un changement de vitesse manuel dans une boîte de vitesses (2) d'un véhicule. Le véhicule comprend un moteur (7), un levier de changement de vitesse (1) pour un changement de vitesse manuel dans la boîte de vitesses (2), un mécanisme de transmission des mouvements conçu pour transmettre à la boîte de vitesses les mouvements de changement de vitesse du levier de changement de vitesse (1), et un mécanisme d'embrayage (8, 35) au moyen duquel il est possible de désolidariser la boîte de vitesses (2) du moteur (7). Le dispositif comprend un moyen de verrouillage (22) qui peut être mis dans un état de non-verrouillage dans lequel il permet des mouvements de changement de vitesse depuis le levier de changement de vitesse (1) qui doivent être transmis à la boîte de vitesses (2), et dans un état de verrouillage dans lequel il bloque les mouvements de changement de vitesse du levier de changement de vitesse (1) de telle sorte que le levier de changement de vitesse (1) ne puisse pas se déplacer d'une position d'engrenage actuelle, et d'un dispositif d'activation (33, 34) conçu pour mettre le moyen de verrouillage (22) dans un état de non-verrouillage chaque fois que le mécanisme d'embrayage (8, 35) a désolidarisé la boîte de vitesses (2) du moteur (7) et pour mettre le moyen de verrouillage (22) dans l'état de verrouillage chaque fois que le mécanisme d'embrayage (8, 35) n'a pas désolidarisé la boîte de vitesses (2) du moteur (7).
PCT/SE2011/051375 2010-11-26 2011-11-16 Dispositif pour un changement de vitesse manuel dans une boîte de vitesses d'un véhicule WO2012070998A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1051244-0 2010-11-26
SE1051244A SE536037C2 (sv) 2010-11-26 2010-11-26 Anordning för manuell växling av en växellåda i ett fordon

Publications (1)

Publication Number Publication Date
WO2012070998A1 true WO2012070998A1 (fr) 2012-05-31

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Family Applications (1)

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PCT/SE2011/051375 WO2012070998A1 (fr) 2010-11-26 2011-11-16 Dispositif pour un changement de vitesse manuel dans une boîte de vitesses d'un véhicule

Country Status (2)

Country Link
SE (1) SE536037C2 (fr)
WO (1) WO2012070998A1 (fr)

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2748910A (en) * 1955-02-24 1956-06-05 Caterpillar Tractor Co Locking gate for shifting mechanism of a six-speed transmission
US3522867A (en) * 1967-04-20 1970-08-04 Dewandre Co Ltd C Fluid pressure operated clutch and gears with interlock
JPS5474955A (en) * 1977-11-26 1979-06-15 Kubota Ltd Transmission
US4449416A (en) * 1981-09-04 1984-05-22 J. I. Case Company Transmission control system
JPH03105756U (fr) * 1990-02-19 1991-11-01
DE10010040A1 (de) * 2000-03-02 2001-09-06 Volkswagen Ag Stufenwechselgetriebe
JP2001280487A (ja) * 2000-03-29 2001-10-10 Isuzu Motors Ltd オートクラッチ車用シフト操作制御装置
DE10029527A1 (de) * 2000-06-15 2002-01-10 Zahnradfabrik Friedrichshafen Elektro-pneumatische Schalteinheit
US6745878B1 (en) * 2003-01-22 2004-06-08 Deere & Company Transmission clutch interlock
DE102005011272A1 (de) * 2005-03-11 2006-09-28 Zf Friedrichshafen Ag Einrichtung zur Vermeidung der Überlastung der Synchronisierungen eines Handschaltgetriebes

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2748910A (en) * 1955-02-24 1956-06-05 Caterpillar Tractor Co Locking gate for shifting mechanism of a six-speed transmission
US3522867A (en) * 1967-04-20 1970-08-04 Dewandre Co Ltd C Fluid pressure operated clutch and gears with interlock
JPS5474955A (en) * 1977-11-26 1979-06-15 Kubota Ltd Transmission
US4449416A (en) * 1981-09-04 1984-05-22 J. I. Case Company Transmission control system
JPH03105756U (fr) * 1990-02-19 1991-11-01
DE10010040A1 (de) * 2000-03-02 2001-09-06 Volkswagen Ag Stufenwechselgetriebe
JP2001280487A (ja) * 2000-03-29 2001-10-10 Isuzu Motors Ltd オートクラッチ車用シフト操作制御装置
DE10029527A1 (de) * 2000-06-15 2002-01-10 Zahnradfabrik Friedrichshafen Elektro-pneumatische Schalteinheit
US6745878B1 (en) * 2003-01-22 2004-06-08 Deere & Company Transmission clutch interlock
DE102005011272A1 (de) * 2005-03-11 2006-09-28 Zf Friedrichshafen Ag Einrichtung zur Vermeidung der Überlastung der Synchronisierungen eines Handschaltgetriebes

Also Published As

Publication number Publication date
SE536037C2 (sv) 2013-04-09
SE1051244A1 (sv) 2012-05-27

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