WO2014147020A1 - Commande de blocage selon la situation d'un sélecteur de vitesses lors de l'utilisation d'un système d'aide au stationnement - Google Patents

Commande de blocage selon la situation d'un sélecteur de vitesses lors de l'utilisation d'un système d'aide au stationnement Download PDF

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Publication number
WO2014147020A1
WO2014147020A1 PCT/EP2014/055295 EP2014055295W WO2014147020A1 WO 2014147020 A1 WO2014147020 A1 WO 2014147020A1 EP 2014055295 W EP2014055295 W EP 2014055295W WO 2014147020 A1 WO2014147020 A1 WO 2014147020A1
Authority
WO
WIPO (PCT)
Prior art keywords
state
transmission
shift gate
gear selector
selector lever
Prior art date
Application number
PCT/EP2014/055295
Other languages
German (de)
English (en)
Inventor
Gabriel Hairer
Sefik Uzun
Markus Voss
Original Assignee
Bayerische Motoren Werke Aktiengesellschaft
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 Bayerische Motoren Werke Aktiengesellschaft filed Critical Bayerische Motoren Werke Aktiengesellschaft
Priority to CN201480014632.1A priority Critical patent/CN105051426B/zh
Publication of WO2014147020A1 publication Critical patent/WO2014147020A1/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
    • 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
    • F16H61/22—Locking of the control input devices
    • F16H2061/223—Electrical gear shift lock, e.g. locking of lever in park or neutral position by electric means if brake is not applied; Key interlock, i.e. locking the key if lever is not in park position

Definitions

  • the invention relates to a device for electronically controlling a locking device for releasing the movement of a transmission selector lever (also called gear selector switch) in motor vehicles.
  • Gear selector levers which can be moved into possible selector lever positions, can be used to select known gear ratios (P, R, N, D) or travel programs (M, S) and / or sequential gear ratios for automatic transmissions or for automated manual transmissions.
  • the gear selector lever may also include a key to e.g. to select the driving position "P"
  • the gear selector may comprise a locking device by which the release of the movement of the gear selector lever in certain
  • gear selector lever or the gear selector switch may have two or more lanes in which the gear selector switch respectively
  • the gear selector can have a so-called automatic lane in which the automated driving levels such as P, R, N and / or D can be selected.
  • the gear selector can have a so-called manual lane, in which driving programs (M, S) and / or sequential gear ratios (+/-) can be selected.
  • the transition between the lanes may be through the locking device in response to defined operating parameters and / or in Depending on conditions manually operated switch can be prevented.
  • the manual lane of the electric gear selector switch may be locked by default by the locking device, so that the
  • Gear selector switch can only be moved in the automatic lane.
  • gear position "D" the locking device between the automatic gate (R-N-D) and the manual gate (+ / -) can be opened so that the
  • Gear selector switch can be pushed into the manual lane.
  • the unlocking of the locking device (which typically has electromechanical actuators) is usually associated with a noise, which the user of the vehicle can usually assign the lever movement.
  • gear position "D” when switching from gear position "D" to another gear position of the automatic gearbox (eg gear position "R” or “N"), the blocking device between the automatic gear and the manual gear can be closed
  • Driving position "P” eg by pressing a button
  • the locking device between the automatic lane and the manual lane can be closed, whereby the locking of the locking device is also typically associated with a noise.
  • Vehicles may be equipped with a so-called parking maneuver assistant (PMA) function that allows a user of the vehicle to self-park the vehicle in a parking space.
  • PMA parking maneuver assistant
  • the user of the vehicle typically brings the vehicle into a pre-fumished operating condition, and the vehicle then performs the parking maneuver without user intervention.
  • EGS electronic transmission control unit
  • driving level change in the gear "D” and out of the gear “D” out which were not initiated by the operation of the selector lever. This leads to a
  • the present document describes a control device for a gear selector lever (and a corresponding method), which makes it possible to reduce the noise caused by the unlocking and / or the locking of the locking device and possibly completely inhibit.
  • a controller e.g., a transmission controller of a vehicle for controlling a condition of a lockout device.
  • the locking device may include a locked state and an opened state. In the locked state, a transition between a first shift gate and a second shift gate of a gear selector lever may be blocked, and in the open state, the transition between the first shift gate and the second shift gate of the gear selector lever may be possible.
  • Gear selector lever is typically configured to change a state of a transmission of a vehicle.
  • the gear selector lever may be configured to set in the first shift gate a "D" state of the transmission, a "P” state of the transmission, an "R” state of the transmission, and / or an "N” state of the transmission.
  • the first shift gate can also as
  • the gear selector lever may be arranged to effect an upshift and / or a downshift of the gears of the transmission in the second shift gate.
  • the second shift gate can also be referred to as a manual lane.
  • the gear selector lever can be set up in the second shift gate
  • the gear selector lever may be configured to change the transmission from the "D" state (in the first shift gate) to an "S" state (in the second shift gear) Weg) to overpass.
  • the "S" state can have, for example, changed shifting times compared to the "D” state and thus represents a changed "D” state of the transmission.
  • the gear selector lever may have a first monostable position in the first shift gate and a second monostable position in the second shift gate.
  • the blocking device may then be arranged to block a transition between the first monostable layer and the second monostable layer in the locked state, and to allow a transition between the first monostable layer and the second monostable layer in the opened state.
  • the controller may be configured to recognize that the condition of the
  • the controller may be configured to receive one or more signals indicating that the PMA function is performing an automatic parking maneuver of the vehicle.
  • the controller may be configured to receive a first input signal indicating that the PMA function is active.
  • the PMA function can be activated, for example, by pressing a key or a switch.
  • the controller may be configured to receive a second input signal indicating that a parking space has been located by the PMA function.
  • the driver of the vehicle may then decide that he wants to park the vehicle through the PMA function in the located parking space. For example, this may be accomplished by the driver shifting the transmission to the "R" state through the gear selector lever 16.
  • the controller may then be configured to receive a third input signal (or a first sensor signal) indicating that the transmission is in gear "R" state was offset (eg by pressing the Gear selector lever).
  • the controller may be configured to detect by receiving the first and second input signals as well as the third input signal that an automatic parking maneuver of the PMA function has been initiated. Furthermore, the controller may be arranged to assign the subsequent state changes of the transmission of the PMA function.
  • the controller may be further configured to leave the lockout device in the locked state or in the open state when it is detected that the state of the transmission of the vehicle is being changed by the PMA function.
  • the control unit can be set up
  • the controller may be configured to leave the lockout device in the "open” state, even though the transmission may be left in the "open” state by the PMA function PMA function is moved from a "D” state to another state.
  • the controller is set up
  • Locking device to remain in the open state, if it is detected that the state of the transmission of the vehicle is changed by the PMA function. As a result, there is no blockage between the first and the second
  • the controller may then be configured to initiate interruption of the PMA function (e.g., interrupting the parking maneuver) when a transition occurs between the first and second shift lanes
  • a transmission selection unit for selecting the state of the transmission of a vehicle includes a gear selector lever configured to change the state of the transmission of the vehicle.
  • the gear selector lever comprises a locking device, wherein the locking device has a locked state and an opened state. In the locked state, a transition between a first shift gate and a second shift gate of the gear selector lever is blocked, and in the open state, the transition between the first shift gate and the second shift gate of the gear selector lever is possible.
  • the transmission selection unit comprises a control unit for controlling the state s of
  • the controller may have the features described in this document.
  • the locking means may comprise a locked state and an opened state, wherein in the locked state, a transition between a first shift gate and a second shift gate of a gear selector lever is blocked, and wherein in the opened state, the transition between the first shift gate and the second shift gate of the gear selector lever possible is.
  • the gear selector lever is typically configured to change a state of a transmission of a vehicle.
  • the method includes detecting that the state of the transmission of the vehicle is changed by a PMA function. Furthermore, the method may include leaving the lockout device in the locked state
  • SW software
  • the SW program can be set up to run on a processor and thereby perform the method described in this document.
  • a storage medium is described.
  • the storage medium may include an SW program that is set up to be executed on a processor, and thereby perform the same in this
  • Figure 1 is an exemplary controller and an exemplary gear selector lever
  • Figure 2 is a flowchart of an exemplary method for controlling a locking device for a gear selector lever.
  • Fig. 1 shows an exemplary transmission selector lever 100.
  • the transmission selector lever 100 may e.g. be mounted on the steering wheel or in the center console of a vehicle with an electronically controlled automatic transmission.
  • Gear selector 100 is used, for example, to select a driving condition reverse drive “R", neutral position “N” and automatic driving program “D” in a first shift gate 101 (the so-called automatic lane) or to select a sports program S or for sequential selection of a gear on an upshift with " + “or via a downshift with” - “in a manual program in a second shift gate 102 (the so-called manual lane).
  • the gear selector 100 can with a locking device 107th
  • Locking device 107 may be configured to control the movement of
  • Gear selector lever 100 in the possible selector lever positions in the first and / or second shift gate 101, 102 at least partially lock or release.
  • the blocking device 107 may be configured to block and / or release a transition between the first and second shift gate 101, 102.
  • the gear selector 100 may be configured as a monostable or bistable lever.
  • the gear selector lever 100 may be configured such that it comprises a first monostable position in the first shift gate 101 and a second monostable position in the second shift gate 102.
  • the driving conditions in the first shift gate 101 and / or the gears in the second shift gate 102 can then be changed by a movement of the lever 100 within the respective shift gate 101, 102.
  • the lever 100 can be brought back to the respective monostable position after changing the driving state / gait (for example by means of suitable return means).
  • the locking device 107 may be configured to lock a transition between the first and the second monostable position of the gear selector lever 100, and thus to block or permit the transition between the first and the second shift gate 101, 102.
  • Barrier 107 may be e.g. be designed as a mechanical lock.
  • the latch 107 may include actuators configured to activate and deactivate the mechanical latch. It can
  • Switching noises arise. These switching noises are typically associated with movement of the gear selector lever 100 by a user, so that the switching noise is generally not considered annoying.
  • the gear selector 100 and its sensors eg Hall sensors
  • sensors for detecting the selected selector lever position, a release button 105 of the gear selector lever 100 and / or the actuators for controlling the
  • Barrier 107 may be electrically or directly electrically connected to an electronic controller 120 (e.g., a transmission controller) via a bus link 106.
  • the bus connection 106 may be e.g. to act on one or more CAN buses.
  • the gear selector lever 100 may have a dedicated controller 110.
  • the unit consisting of gear selection lever 100 and control unit 10 can be referred to as gear selection unit 150.
  • the control unit 110 of the transmission selection unit 150 can send information about a speed step request corresponding to the selector lever position and / or corresponding to a key signal "P" to the electronic control unit 120 (eg the transmission control unit) via the bus connection 106.
  • the electronic control unit 120 can control the control unit 10 the gear selection unit 150 about the actually engaged gear stage and / or about the PMA state (active / not active) .
  • the control unit 110 of the gear selector unit 150 can then decide on the activation of the locking device 107 according to the engaged gear and according to the PMA state
  • Control unit 110 of transmission selection unit 150 may communicate with the components of transmission selector lever 100 via internal communication paths (typically requiring no bus connection 106), electronic control unit 120 (eg, transmission control unit), and / or control
  • the device 110 of the transmission selection unit 150 may be configured to
  • Unlock button 105 to receive.
  • the controller 110, 120 may be configured to receive a sensor signal from the sensors of the transmission selector lever 100, wherein the sensor signal indicates how a driving condition and / or a gear of the transmission of the vehicle are changed should.
  • the control unit 1 10, 120 may be configured to receive one or more signals relating to the operating state of the vehicle from sensors 121 in the vehicle. Examples of such operating state signals are the
  • the control device 110, 120 may be configured to determine a state of the blocking device 107 on the basis of the above-mentioned input signals.
  • Locking means 107 may be, for example, in the locked state, in which a transition between the first and second shift gate 101, 102 is locked, or in an open state, in which the transition between the first and second shift gate 101, 102 is possible.
  • the controller 1 10, 120 may be configured to send a control signal to the blocking device 107 (in particular to the one or more actuators of the blocking device 107) in order to place the blocking device 107 in the determined state.
  • the controller 110, 120 may use a pre-defined control table indicating under which conditions (i.e., depending on which input signals) a particular state of the inhibitor 107 should be present.
  • controller 110, 120 input signals from a
  • Parkmanöverassistenz (PMA) controller 122 received the vehicle.
  • a PMA function can be set up to park the vehicle independently in a parking space.
  • the user can activate the PMA function (eg by a switch or a button).
  • the PMA controller 122 may then send a signal to the transmission controller 120 and / or to the controller 110 of the transmission selection unit 150 to inform the controller 110, 120 that the PMA function is activated (eg, this signal may be PMA - Active signal are called).
  • the PMA function may be configured to locate a suitable parking space as the vehicle drives past.
  • the PMA controller 122 may then be configured to send to the controller 110, 120 a parking space signal informing the controller 110, 120 that a suitable parking space has been detected.
  • the user of the vehicle may initiate the automatic parking operation by, for example, engaging the user in reverse (ie, placing the transmission selector lever 100 in the first shift gate 101 in the "R" drive state.)
  • the controller 1 10, 120 may be configured to receive from the transmission selector 100 a sensor signal indicating that the transmission selector lever 100 has been placed in the "R" driving state.
  • the PMA function may begin with the automatic parking maneuver, wherein the PMA function (for example, by the PMA controller 122) typically sends signals to the
  • Transmission controller 120 to shift the transmission to the "D” drive state (to move the vehicle forward) to the "R” state (to move the vehicle backward) and / or to the "P" or “N” state as needed (around that
  • the control device 110, 120 may be configured to refrain from blocking and / or unblocking the blocking device 107 if the control device 110, 120 has recognized that the PMA function is performing an automatic parking maneuver.
  • the control unit 110, 120 may be configured to refrain from blocking the locking device 107, even if the transmission leaves the "D" driving state and / or to omit an unlocking of the locking device 107, even if the transmission is in the "D" driving state becomes.
  • controller 110, 120 may be configured
  • Locking device 107 to the locked state when the sensor signal for movement of the gear selector lever 100 is received in the "R" driving state.
  • the locking device 107 can then for the entire automatic parking in the locked state.
  • the noise associated with the lock / unlock of the locking device 107 is inhibited, resulting in increased customer satisfaction and a reduced volume of complaints (and thus reduced costs).
  • the controller 110, 120 may be configured to leave the inhibitor 107 in the unlocked state even when the sensor signal for moving the transmission selector lever 100 is received in the "R" driving state, in other words, using the parking maneuver assistant
  • Disable locking operation of the locking device 107 This is possible because the gear functions selectable in the manual lane 102 are typically not used by the PMA function.
  • the PMA function may be configured such that lever movement from the "D" state into the manual lane 102 results in abort of the PMA function
  • the noise associated with the blocking / unlocking can also be prevented.
  • Gear selector lever 100 can be associated.
  • Locking device 107 take the state corresponding to the currently engaged gear.
  • the PMA function can be triggered by movement of the gear selector lever 100 in the "R" driving state, resulting in a transfer of the locking device 107 in the locked state can.
  • the lock device 107 may then remain in the locked state during the execution of the PMA function and also after the completion of the PMA function.
  • an actuation of the gear selector lever 100 to gear position "D" could lead to a termination of the PMA function and an unlocking of the locking device 107.
  • the noise caused thereby will be associated with the operation of the gear selector lever 100 by the driver and are therefore not considered distracting.
  • FIG. 2 shows a flow chart of an exemplary method 200 for
  • the locking device 107 may include a locked state and an opened state. In the locked state, a transition between the first shift gate 101 and the second shift gate 102 of the
  • Gear selector lever 100 to be blocked.
  • Gear selector lever 100 may be possible, so that a user can transfer the gear selector lever 100 from the first shift gate 101 into the second shift gate 102 (and vice versa).
  • the gear selector lever 100 is typically configured to change the state of the transmission of the vehicle.
  • Exemplary states of the transmission are the automatic driving states "D", "N” and "R”, as well as the manually adjustable gears.
  • the method 200 includes detecting 201 that the state of the transmission of the vehicle is changed by a PMA function. As stated above, this condition may be detected by the transmission controller, for example, by receiving a signal indicating the activation of the PMA function, receiving a signal indicating the location of a suitable parking space, and receiving a signal , which initiates the execution of the automatic parking maneuver (eg, switching to the "R" drive state) .
  • the method 200 further comprises leaving 202 the lock device 107 in the locked state or in the opened state, when it is detected that the state of Transmission of the vehicle is changed by the PMA function. In particular, the state of the blocking device 107 is not changed even if a transition to the "D" driving state or an exit from the "D" driving state is initiated by the PMA function.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
  • Control Of Transmission Device (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

L'invention concerne un dispositif de commande électronique d'un système de blocage servant à débloquer le mouvement d'un levier de vitesse (également appelé sélecteur de vitesses) dans des véhicules automobiles. L'invention concerne un appareil de commande servant à commander un état d'un système de blocage. Le système de blocage comprend un état bloqué et un état ouvert. Dans l'état bloqué, un passage d'un levier de vitesses entre le premier rapport et le deuxième rapport est bloqué, tandis que dans l'état ouvert, le passage d'un levier de vitesse entre le premier rapport et le deuxième rapport est possible. Le levier de vitesse est mis au point pour modifier un état d'une transmission d'un véhicule. L'appareil de commande est mis au point pour identifier la modification de l'état de la transmission du véhicule par une fonctionnalité du système d'aide au stationnement (PMA). De plus, l'appareil de commande est mis au point pour laisser le système de blocage dans l'état bloqué ou dans l'état ouvert en cas d'identification de la modification de l'état de la transmission du véhicule par la fonctionnalité du système PMA.
PCT/EP2014/055295 2013-03-19 2014-03-17 Commande de blocage selon la situation d'un sélecteur de vitesses lors de l'utilisation d'un système d'aide au stationnement WO2014147020A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201480014632.1A CN105051426B (zh) 2013-03-19 2014-03-17 用于控制锁定装置状态的控制器和方法及变速器选挡单元

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013204793.2 2013-03-19
DE102013204793.2A DE102013204793B4 (de) 2013-03-19 2013-03-19 Situationsabhängige Sperrenansteuerung eines Gangwahlschalters beim Parken

Publications (1)

Publication Number Publication Date
WO2014147020A1 true WO2014147020A1 (fr) 2014-09-25

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PCT/EP2014/055295 WO2014147020A1 (fr) 2013-03-19 2014-03-17 Commande de blocage selon la situation d'un sélecteur de vitesses lors de l'utilisation d'un système d'aide au stationnement

Country Status (3)

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CN (1) CN105051426B (fr)
DE (1) DE102013204793B4 (fr)
WO (1) WO2014147020A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017211062B4 (de) 2017-06-29 2022-06-30 Bayerische Motoren Werke Aktiengesellschaft Bedienelement für ein Fahrzeug
CN110159742B (zh) * 2018-02-14 2023-06-02 卡明斯公司 用于手动变速器的电子换挡系统
CN109296743B (zh) * 2018-12-10 2021-02-02 安徽江淮汽车集团股份有限公司 线控换挡装置的控制方法
CN111828606B (zh) * 2019-04-17 2022-02-22 广州汽车集团股份有限公司 一种单稳态手自一体式电子换挡方法及其换挡器、汽车
JP7373439B2 (ja) * 2020-03-19 2023-11-02 本田技研工業株式会社 シフト操作判定装置、および、シフト装置
CN113757362B (zh) 2020-06-04 2022-09-16 广州汽车集团股份有限公司 一种双稳态换挡器电机控制方法、装置及汽车

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WO2001025048A1 (fr) * 1999-10-01 2001-04-12 Jang Jeung Pill Systeme d'auto-stationnement
DE102007036340A1 (de) * 2007-08-02 2009-02-05 Leopold Kostal Gmbh & Co. Kg Elektrische Schalteinrichtung für ein automatisiertes Getriebe
DE102007058850A1 (de) * 2007-12-05 2009-06-10 Zf Friedrichshafen Ag Betätigungseinrichtung mit Sperranordnung
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JP3883529B2 (ja) * 2003-08-28 2007-02-21 アイシン精機株式会社 車両後退支援装置
CN100400328C (zh) * 2003-10-13 2008-07-09 Ghsp;Jsj股份有限公司之分公司 控制变速器的换档装置
DE102005033510B4 (de) * 2005-07-14 2012-03-22 Zf Friedrichshafen Ag Betätigungseinrichtung mit Schaltsperre
DE102007023281B4 (de) * 2007-05-18 2019-01-10 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zur elektronischen Steuerung einer Sperreinrichtung
JP5142285B2 (ja) * 2008-03-27 2013-02-13 現代自動車株式会社 自動変速機付き車両の変速レバーロック装置
DE102008000857A1 (de) * 2008-03-27 2009-10-01 Zf Friedrichshafen Ag Parksperrensystem für ein Automatikgetriebe
CN202418534U (zh) * 2011-12-29 2012-09-05 中国第一汽车股份有限公司 一种新型的电子互锁换挡操纵机构

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001025048A1 (fr) * 1999-10-01 2001-04-12 Jang Jeung Pill Systeme d'auto-stationnement
DE102007036340A1 (de) * 2007-08-02 2009-02-05 Leopold Kostal Gmbh & Co. Kg Elektrische Schalteinrichtung für ein automatisiertes Getriebe
DE102007058850A1 (de) * 2007-12-05 2009-06-10 Zf Friedrichshafen Ag Betätigungseinrichtung mit Sperranordnung
EP2135788A1 (fr) * 2008-06-20 2009-12-23 Audi AG Véhicule automobile comprenant une commande automatique déclenchée électroniquement et système d'assistance au guidage du stationnement pour soutenir un processus de stationnement

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Publication number Publication date
DE102013204793B4 (de) 2021-06-02
CN105051426A (zh) 2015-11-11
CN105051426B (zh) 2017-06-30
DE102013204793A1 (de) 2014-09-25

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