WO2022234467A1

WO2022234467A1 - Gearshift control system for a sequential gearbox, and vehicle equipped with such a system

Info

Publication number: WO2022234467A1
Application number: PCT/IB2022/054097
Authority: WO
Inventors: Jean-Marc Schorb
Original assignee: Schorb Innovation Systems
Priority date: 2021-05-06
Filing date: 2022-05-04
Publication date: 2022-11-10
Also published as: FR3122631B1; FR3122631A1

Abstract

The invention relates to a gearshift control system (1) intended for a land motor vehicle (4, 4a) comprising a sequential gearbox, having a gearbox input member and an actuating device (10). The selector (2) can be moved, starting from a rest position, in just one direction of actuation. The system (1) further comprises a control unit that is configured so as to decide, in the absence of a priority command and taking account of the gear-ratio currently engaged, of the sequence of the sequential gearbox and of at least one parameter, referred to as discrimination parameter, associated with the way in which the vehicle (4, 4a) is being driven, in which of the first and second directions of movement the actuating device (10) moves the gearbox input member in response to actuation, by the driver, of the selector (2) in the direction of actuation.

Description

Gear ratio change control system for sequential gearbox, and vehicle fitted with such a system

The present invention relates to the control of gear ratio changes for land vehicles with motors and sequential gearboxes. These vehicles can be, for example, cars, trucks, motorcycles and quadricycles.

In particular, the present invention relates to a gear ratio change control system intended to equip a vehicle comprising a sequential gearbox which has a sequence comprising a neutral position and several forward gears and comprises an input device box adapted to be moved in first and second opposite directions of movement, generally able to rotate in first and second directions of rotation, a movement of the box input member leading to a change of ratio. The vehicle will also comprise, in a conventional manner, a clutch, a throttle valve controlled by a throttle control device, such as an accelerator grip or a pedal, operable by the driver, and an actuating device able to move the box entry member in the first direction or the second direction as a result of actuation of a selector operable by the driver.

An example of such a vehicle are motorcycles and quadricycles, for which there is generally no reverse gear and the gearbox is a barrel box, manual or automated, the succession of angular positions of which corresponds to the succession of first gear, neutral, second gear, third gear, etc., up to the maximum gear.

In the case of motorcycles with a manual gearbox, the selector is a foot selector in the form of a lever capable of pivoting, in two directions, from a position at rest to a position at the bottom end of travel and to a high end-of-travel position, and the actuating device comprises a linkage which connects the lever to the barrel starwheel, which constitutes the box entry member, and is arranged to transform a pivoting of the lever into a first direction, respectively in a second opposite direction, in a rotation of the barrel star in a first direction, respectively a second opposite direction.

In the case of motorcycles with a robotised gearbox, the selector may be a foot selector like that described above or a handlebar selector, in which case it will comprise first and second buttons, and the actuating device comprises a motor whose output shaft is integral with the barrel axis, which constitutes the gearbox input member, and whose rotation is controlled by the buttons: if the driver presses the first button, the engine output shaft, and therefore the barrel, rotates in the first direction, and if the driver presses the second, the output shaft and the barrel will rotate in the second direction.

In the case of a foot-operated selector, conventionally raising the selector upwards and pressing the selector downwards, as far as the top and bottom end-of-travel position respectively, will result in rotation of the barrel in , respectively, the first direction and the second direction, and therefore by, respectively, an upshift and a downshift.

It is emphasized here that, when the driver is in neutral and wishes to shift to first gear, or when he is in first or second gear and wishes to return to neutral, he does not pivot the selector up to an end-of-travel position, but rather up to an intermediate position, not precisely defined by a stop, between the position at rest and the respective end-of-travel position, which corresponds to the angular position of the barrel at which neutral can be engaged.

In practice, changing a gear therefore requires the user to correctly position the tip of his foot vis-à-vis the selector, by passing it above or below, while his heel rests on a rest. -foot.

This positioning can be tricky, especially in races, where gear changes must be made as quickly as possible. This is all the more difficult in bends where the driver is steeply inclined and where it may however be necessary to change gear. A mistake can waste valuable time.

Moreover, for anatomical reasons, the lifting movement of the tip of the foot is much less dynamic and much more tiring than the downward support.

The applicant company thus first sought a solution which would allow the driver of a motorcycle to up or down the gears by pressing down on the selector in both cases, so as to free the mind of the driver who no longer has to worry about positioning her foot correctly, and she has arrived at a solution based on a selector having a single direction of movement in which it actuates the actuator and a control unit configured to decide the direction in which the actuation device will move the gearbox entry member, taking account, among other things, of one or more discrimination parameters which are linked to the driving of the vehicle and which make it possible to discriminate between the case in which it is appropriate to downshift and when it is appropriate to upshift. The solution according to the present invention is not limited to pressing the selector downwards and it could very well be provided that the change of gear is obtained by lifting the selector.

The applicant company then realized that the principle of this solution is not limited to a foot selector as described above, but can also be applied to a selector on the handlebars, in which case it may be provided by example a single button capable of assuming three positions, namely a rest position, an actuated position, and an additional position, possibly intermediate to the rest and actuated positions, corresponding to neutral. This is again to free the mind of the driver when changing gear.

The applicant Company has also noticed that this solution is not limited to motorcycles and quadricycles with barrel boxes as described above, but that it can also be applied to cars and trucks whose gearbox is a sequential gearbox having a reverse gear and the succession of positions of which, if necessary angular, corresponds to the succession of reverse gear, neutral, first gear, second gear, etc., up to the maximum gear.

In this case, it is possible, for example, to use as a selector a single paddle-type selector on the steering wheel which will be configured to control a gear change only when the driver pulls it towards him or presses on it, replacing the solutions of paddle-type selectors on the steering wheel. steering wheel currently used, namely two paddles, one used for upshifting and the other for downshifting, or a single paddle that can pivot towards and away from the driver.

The solution according to the present invention therefore generally makes it possible to simplify the change of gear ratios by allowing the driver to up or down a gear by the same action on the selector, and thus to free the driver's mind.

The present invention thus relates to a gear ratio change control system, which comprises a selector operable by a driver, which system is intended to equip a land motor vehicle comprising:

a sequential gearbox which has a sequence comprising a neutral position and several forward gears and comprises a gearbox input member capable of being moved in first and second opposite directions of movement, a movement of the gearbox entry leading to a gear change,
a clutch,
a throttle body controlled by a throttle control device, such as an accelerator grip or a pedal, operable by the driver, and
an actuation device capable of moving the gearbox entry member in the first direction or the second direction as a result of actuation of the selector by the driver,

the system being characterized by:

the selector is movable, from a position at rest in which it is operable by the driver, only in a first direction, called actuation, and also movable in a second direction, called return, opposite to the direction of actuation, to automatically return to the rest position after actuation of the selector by the driver, and
the system further comprises a control unit configured to, in the absence of priority control, decide, taking into account the current engaged gear, the sequence of the sequential gearbox and at least one parameter, called discrimination, linked to the driving of the vehicle, in which of the said first and second directions of movement the actuation device moves the gearbox entry member as a result of actuation of the selector by the driver in the direction of actuation.

Generally, the box entry member will be able to rotate and the first and second directions of movement of the box entry member will be directions of rotation. One could however provide for a use of the system according to the present invention with a displaceable box input member, for example, in translation.

The discrimination parameter(s) are advantageously parameters whose currently known function(s) are other than determining whether the driver wishes to downshift or upshift: the present invention aims to free the driver's mind when changing gear. and it is therefore not a question, according to the present invention, of ensuring that the driver has, for example, to actuate a second selector to indicate whether he wishes to downshift or upshift.

The present invention is based on the fact that a driver activates the selector when he considers that the gear ratio engaged is not or will soon no longer be suitable. Thus, in a simplified way, either the engine is or will go into underspeed if the ratio remains unchanged, in which case it is necessary to downshift, or the engine is or will go into overspeed if the ratio remains unchanged, in which case it should make a report. The notions of under-rev and over-rev, in particular the values at which the engine is under-rev or over-rev, depend on the engines themselves, on the drivers, on the driving conditions, such as in racing , etc., and the present invention is therefore not limited to particular values defining the underspeed and the overspeed.

Consequently, the discrimination parameter or parameters according to the present invention will be parameters linked to the driving of the vehicle and from which it is possible to deduce that if the driver activates the selector, it is appropriate to downshift or 'it is necessary to move up the gears.

The expression "parameters related to the driving of the vehicle" is not limited to parameters related to the actual action of driving the vehicle, such as in particular an action by the driver on the throttle control or on a clutch control device such as a lever or a clutch pedal, for which the term "control" will be preferred in the rest of this application, but can also cover, for example, parameters related to the operating state of the vehicle itself. same, as in particular its operation while driving.

Thus, at least one discrimination parameter can be a rolling parameter of the vehicle.

Preferably, a rolling parameter is chosen from the group consisting of the engine speed of the vehicle and a parameter linked to the acceleration of the vehicle, preferably a parameter linked to the acceleration of the vehicle being a value of the acceleration of the vehicle or a value of the vehicle attitude.

Vehicle acceleration means the change in vehicle speed per unit time. Thus, the value of the acceleration may be positive and correspond to an increase in the speed of the vehicle, be negative and correspond to a decrease in the speed of the vehicle, or be zero and correspond to driving at stabilized speed.

Vehicle attitude means the angle between the longitudinal axis of the vehicle and the plane to which the wheel axles belong.

At least one discrimination parameter can be a so-called steering parameter linked to a steering member operable by the driver.

Preferably, a control parameter is a parameter linked to the throttle control member, preferably a value of the throttle control by the driver, or a parameter linked to a clutch control member.

According to the present invention, it is possible to use one or more driving parameters alone, one or more driving parameters alone, or one or more driving parameters in combination with one or more driving parameters, in particular depending on the characteristics of the vehicle.

According to a particular embodiment, a discrimination parameter which the control unit takes into account to decide on the direction of movement of the gearbox input member is the engine speed of the vehicle or the throttle control value, and the control unit is configured to follow a first control law such that the actuation device moves the gearbox input member in the direction of movement leading to an upshift if the value of the discrimination parameter is greater to a threshold value associated with the current engaged gear, and in the direction of displacement leading to a downshift if the value of the discrimination parameter is less than or equal to said threshold value.

In the case where the discrimination parameter is the engine speed, it is possible for example to define the threshold value so that it corresponds to an engine speed at which a downshift could damage the engine. In other words, in practice the driver will have to bring the engine speed to a sufficiently high value before being able to upshift.

In the case where the discrimination parameter is the throttle control value, it is possible for example to define the threshold value so that it corresponds to zero or relatively low throttle control. Thus, in practice, if the driver wishes to downshift, all he has to do first is release the throttle control member sufficiently, then operate the selector, before re-engaging, the lower gear having then been engaged. If, on the other hand, the driver wishes to upshift, all he has to do is disengage the clutch and activate the selector before the throttle control drops below the threshold value. He can then come back.

For each ratio, the associated threshold value can be, for example, less than or equal to 10% of the total opening of the throttle body, preferably less than or equal to 3% of the total opening of the throttle body, and, most preferred way, equal to 0% full throttle body opening, i.e. zero throttle and throttle body closed.

The threshold value associated with a given report may be different from the expected threshold values for other reports. Preferably, the threshold values are identical for all gears, which results in a more intuitive use of the system for the driver.

Advantageously, the control unit is configured to allow the user to choose the threshold value or values that the user wishes to apply.

According to another particular embodiment, the discrimination parameters which the control unit takes into account to decide the direction of movement of the gearbox input member are a parameter linked to the acceleration of the vehicle and the engine speed of the vehicle, and the control unit is configured to follow a second control law such that:

if the acceleration value is positive, the actuating device moves the gearbox input member in the direction of movement leading to an upshift,
if the acceleration value is negative, the actuating device moves the gearbox input member in the direction of movement leading to a downshift, and
if the acceleration value is zero, the actuating device moves the input member in the direction of movement leading to an upshift if the engine speed is greater than a threshold value, and in the direction of movement leading to a downshift if the engine speed is less than or equal to a threshold value.

This second control law is based on the consideration that when the vehicle slows down, then it is normal for the driver to try to downshift, that when the vehicle accelerates, then it is normal for the driver to try to upshift, and that in stabilized speed, if the engine speed is high the driver normally tries to upshift, and otherwise the driver normally tries to downshift.

In this case, the threshold value for the engine speed could advantageously be defined to correspond to an engine speed above which a downshift could damage the engine.

Of course, other control laws could be provided, in particular depending on the vehicle on which the system is intended to be mounted.

If the vehicle requires the driver to actuate a clutch lever when changing gear, whether upshifting or downshifting, then the first control law indicated above could be used.

If the vehicle requires the driver to actuate a clutch control device only when downshifting, but allows the driver to upshift without actuating a clutch control device, then the discrimination parameter may be, for example, the clutch state, the control unit being configured such that the actuation device moves the gearbox input member in the direction of movement leading to an upshift if the clutch state is engaged, and in the direction of travel leading to a downshift if the clutch state is disengaged.

An example of such a vehicle is a motorcycle or a quadricycle equipped with an electronic device of the "quickshifter up" type allowing the driver, by switching off the engine, to upshift without action on the clutch. Such a device is well known and used mainly on racing motorcycles, precisely because it allows the rider, when he wishes to upshift, to avoid having to operate the clutch and fully release the throttle grip, thus saving valuable time each time you upshift.

Such a vehicle in principle allows the driver to upshift by disengaging the clutch. One could thus provide, as a variant, a control law such as the first or the second control law discussed above, since these control laws make it possible to discriminate between an upshift and a downshift while the control member clutch is actuated.

If the vehicle does not necessarily require the driver to actuate a clutch control device when changing gear, upshifting and downshifting, at least from a forward gear defined as being a threshold report, the control unit can be configured so that in the absence of an override command:

in the case where the current engaged gear is the threshold gear or a higher gear in the sequence, the control unit follows the first control law, according to which the discrimination parameter is the engine speed or the throttle control value and the actuating device moves the gearbox input member in the direction of movement leading to an upshift if the value of the discrimination parameter is greater than a threshold value associated with the current engaged gear, and in the direction of displacement leading to a downshift if the value of the discrimination parameter is less than or equal to said threshold value, or follows the second control law, according to which the discrimination parameters which the control unit takes into account to decide the direction displacement of the gearbox input member, are a parameter linked to the acceleration of the vehicle and the engine speed of the vehicle, and:

if the acceleration value is positive, the actuating device moves the gearbox input member in the direction of movement leading to an upshift,
if the acceleration value is negative, the actuating device moves the gearbox input member in the direction of movement leading to a downshift, and
if the acceleration value is zero, the actuating device moves the input member in the direction of movement leading to an upshift if the engine speed is greater than a threshold value, and in the direction of movement leading to a downshift if the engine speed is less than or equal to a threshold value;

in the event that the current engaged gear is neutral, the actuating device moves the gearbox input member in the direction of movement leading to an upshift; and

in the case where the threshold ratio is defined in such a way that there is at least one ratio between the breakeven point and the threshold ratio:

if the gear engaged in progress is a gear between neutral and the threshold gear and the sequence of the sequential gearbox authorizes only one direction of movement for the gearbox input member, the device for actuation moves the box entry member in that direction of travel; and
if the gear currently engaged is a gear between neutral and the threshold gear and the sequence of the sequential gearbox authorizes the first and second directions of movement for the gearbox input member, the actuating device moves the gearbox input member in the direction of movement leading to a downshift if the clutch state is disengaged, and in the direction of movement leading to an upshift if the clutch state is engaged.

An example of such a vehicle is a car or truck with a semi-automatic gearbox, with which the driver never needs to operate a clutch control device. In such a case, the threshold gear is the first forward gear.

Another example of such a vehicle is a motorcycle or quadricycle equipped with an electronic "quickshifter up and down" type device allowing the driver to upshift without using the clutch. Again, this device is well known and will therefore not be discussed in more detail here.

In this last example, the gearbox sequence is first gear, neutral, second gear, third gear, etc., up to maximum gear.

It is for example possible to define the threshold ratio as being the second ratio. In this case, the first or the second control law is applied as soon as the gear engaged is the second gear. In first gear, the gearbox input member can only be moved in one direction and the driver can choose to engage second gear by operating the selector, or to go into neutral by operating the selector in a position intermediate. In the case of a manual gearbox with foot selector, this intermediate position is analogous to that of the known foot selector. In the case of a robotic gearbox, this intermediate position can be an additional indexed position, for example an intermediate position between the rest position and the end-of-travel position in the direction of actuation.

As a variant, it is also possible to define the threshold ratio as being the third ratio or a higher ratio. At this threshold ratio and above, the first or second control law is applied, because for example it is considered that it is only at higher speeds that the driver will not wish to actuate the clutch. In first gear, again the gearbox entry member can only be moved in one direction and you can proceed as discussed in the previous paragraph. In second gear, the clutch state is used as an additional discrimination parameter: if the driver disengages, he wants to downshift, otherwise he wants to upshift.

In the case of a motorcycle or a quadricycle fitted with an electronic device of the "quickshifter up and down" type on it and in particular intended for racing, it would be particularly advantageous for the driver not to have to pay particular attention as to to know the report engaged in progress. For example, when the driver is about to approach a sharp bend or a hairpin and he has to brake, the driver successively and quickly presses the selector to downshift, not counting the number of times he presses the selector, and so he is likely to press the selector even after reaching the first gear, without however wishing to change gear.

To this end, according to a particular embodiment, intended to equip a vehicle which does not necessarily require the driver to actuate a clutch control member when changing gear, upshifting and downshifting, to from first forward gear, motorized land vehicle whose sequential gearbox is a barrel gearbox whose sequence is first gear, neutral, second gear, etc., up to maximum gear, and whose selector is a pivotally mounted foot selector, in the system according to the present invention the discrimination parameters which the control unit takes into account to decide the direction of movement of the box entry member can be the throttle control value and the clutch state, and the control unit can be configured such that in the absence of override control it follows a control law such as:

in the case where the gear engaged in progress is the second gear or a higher gear, the actuating device moves the gearbox input member in the direction of movement leading to an upshift if the throttle control value is greater than a threshold value associated with the current engaged gear, and in the direction of movement leading to a downshift if the throttle control value is less than or equal to said threshold value,
in the case where the gear engaged in progress is the first gear, in which case the sequence of the sequential gearbox authorizes only one direction of movement for the gearbox input member, the actuating device moves the gearbox input member in this direction of movement if the throttle control value is greater than the threshold value associated with the first gear and/or the clutch state is disengaged, and the actuating device seeks in moving the box input member in the direction opposite to said direction of movement if the throttle control value is less than or equal to said threshold value and the clutch state is engaged, and
if the current engaged gear is neutral, the actuating device moves the gearbox input member in the direction of movement leading to an upshift.

Thus, when the first gear is engaged, an actuation of the selector results in a change of gear only if the driver decides to actuate the throttle control member so that the throttle control value is greater than the threshold value and/or decides to actuate the clutch control member to disengage. In this way, in the usual configuration of such braking, where the throttle control value will be less than or equal to the threshold value and the clutch state will be engaged, presses on the selector after the first gear has been engaged do not lead to a change of gear, since the selector is no longer movable due to the abutment of the barrel, and the driver therefore does not have to pay attention to the gear in which he is located during a such braking.

As explained above, the control unit of the system according to the present invention takes account of at least one discrimination parameter linked to the driving of the vehicle.

The vehicle intended to be equipped with the system according to the present invention may already incorporate means for measuring one or more discrimination parameters used by the system, and in this case the control unit will be able to communicate, by any appropriate means , with said measuring means so as to obtain therefrom the value or values of the discrimination parameter or parameters. This is particularly the case when the discrimination parameter is the engine speed, the throttle control and possibly the clutch control.

Alternatively, the system according to the present invention may further comprise means for measuring the at least one discrimination parameter, intended to be mounted on the vehicle or the driver and able to communicate with the control unit.

As indicated above, the vehicle which is intended to be equipped with the system according to the present invention may comprise a robotic gearbox, whether it is barrel-operated in the case of motorcycles and quadricycles or of another type in the case of cars. and trucks with sequential semi-automatic transmission. In this case, the system according to the present invention does not impose any particular mechanical modifications on the gearbox and the actuation device, the latter generally consisting of actuator(s) (motor, cylinders, etc.) already making it possible to move the box entry member in both directions of movement by simple electrical control.

The system according to the present invention can also be intended to equip a land motor vehicle whose sequential gearbox is a barrel box whose sequence is first gear, neutral, second gear, etc., up to the maximum gear, and whose box entry member is a barrel star rotatably mounted about a so-called barrel axis; whose selector is a foot selector mounted to pivot around a so-called selector axis, parallel to the barrel axis; and whose actuating device comprises a gear change arm, which is integral with the barrel spider and offset from the barrel axis, and a linkage connected to the selector and to said arm and configured to transform a pivoting of the selector downwards, respectively upwards, in one rotation of the barrel star in the first direction of rotation, respectively in the second direction of rotation, the selector, the linkage and the said arm forming a kinematic chain. In this case, the system according to the present invention may further comprise:

an inverter member capable of being interposed, in use, at any position along said kinematic chain, while being connected to a part of the linkage, so as to be movable, preferably by pivoting, between a first position, in wherein the inverter member has the effect of placing the kinematic chain in a configuration in which downward pivoting of the selector results in rotation of the barrel star wheel in the first direction of rotation, and a second position, in which the inverter member has the effect of placing the kinematic chain in a configuration in which a downward pivoting of the selector results in a rotation of the barrel star wheel in the second direction of rotation; and
means for controlling the movement of the inverter member between the first and second positions.

The inverter component is part of the system control unit.

The reverser member can be interposed between the selector and the linkage, between the gearshift arm and the linkage, or between two parts of the linkage. Thus, according to the present invention, the linkage can be connected to the selector or to said arm directly or indirectly, in other words in the latter case via the inverter member.

The means for controlling the movement of the reversing member can comprise any actuator capable of moving the reversing member between said first and second positions. Advantageously, these control means comprise a linear actuator intended to be mounted on the vehicle and the linearly movable part of which is intended to be connected, by means of articulation, to the reversing member or to the part of the linkage which is hinged to the reverser member, so as to move the reverser member from the first position to the second position by one of pressing and pulling on the reverser member or said part of the linkage, and from the second position to the first position by the other between support and traction on the inverter member or said part of the linkage.

In a particular embodiment, the reverser member is intended to be interposed between the gearshift arm and the linkage, and the system comprises a ball-spring plunger intended to be mounted on said arm so as to protrude from the face of the latter where the reversing member is located, the reversing member having, on its face facing said face of said arm, two holes, the ball spring plunger and the holes being positioned such that in the Either of the first and second positions, the ball is received at least partly in a respective hole so as to stably hold the reversing member in said position.

The present invention also relates to a motorized land vehicle comprising:

a sequential gearbox which has a sequence comprising a neutral position and several forward gears and comprises a gearbox input member capable of being moved in first and second opposite directions of movement, a movement of the gearbox entry leading to a gear change,
a clutch,
a throttle body controlled by a throttle control device, such as an accelerator grip or a pedal, operable by the driver, and
an actuation device capable of moving the gearbox entry member in the first direction or the second direction as a result of actuation of a selector by the driver,

characterized by the fact that the vehicle is fitted with a gear ratio change control system as defined above.

As indicated above, generally the box entry member will be able to rotate and the first and second directions of movement of the box entry member will be directions of rotation, but provision could be made for other types of movement for the box entry member, such as for example in translation.

Specific embodiments of the present invention will now be described below with reference to the accompanying drawings.

In these drawings:

is a block diagram of the system according to a particular embodiment of the present invention and of the parts of a vehicle with which it cooperates.

is a side view of a motorcycle according to a first embodiment, equipped with a gear ratio change system.

is a side view showing the selector, the actuator, the reversing member and the box entry member, with the reversing member in the first position.

is a view analogous to , with the reversing member in the first position.

is a detail view of the reverser member, of the intermediate member forming a lever arm and of the box entry member, with the reverser member in the second position.

is a schematic perspective view of an alternative embodiment of the inverter member.

is a schematic side view analogous to the , with the reverser member in the second position.

is a schematic side view analogous to the , after pressing the selector.

is a schematic side view analogous to the , with the reversing member in the first position.

is a schematic side view analogous to the , after pressing the selector.

is a schematic view of a part of the passenger compartment of a car according to a second embodiment of the present invention, showing in particular the selector in the form of a paddle.

If we first refer to the , it can be seen that the gear ratio change control system 1 according to the present invention generally comprises a selector 2 and a control unit 3 and that it is intended to equip a vehicle 4 comprising a gearbox gear 5, a gearbox input member 6, a clutch 7, a clutch control member 7a (optional), a throttle body 8, a throttle control member 9, and an actuating device 10. means 11 for measuring at least one discrimination parameter are also present, either already integrated into the vehicle 4, or forming part of the system 1.

Concerning vehicle 4, it can be indicated that it is a land motor vehicle which includes the following basic, well-known characteristics:

gearbox 5 is a sequential gearbox having a sequence comprising neutral and several forward gears;
the gearbox input member 6, which can be considered as forming part of the gearbox 5, is adapted to be moved, in particular to rotate, in opposite first and second directions of movement, and a movement of the member gearbox input leads to a gearshift of the 5th gearbox;
the clutch 7 is used to separate the vehicle engine 4 and the gearbox 5 during a gear change;
the throttle body 8 is controlled by the throttle control member 9 so as to allow the driver to act on the power delivered by the engine; and
the actuation device 10 is used to move the gearbox entry member 6 in the first direction or in the second direction, as a result of an actuation of the selector 2 by the driver.

The selector 2 is a device by which the driver controls the passage of the various gears of the gearbox 5.

According to the present invention, the selector 2 is mounted on the vehicle 4 so as to be movable, from a position at rest, only in one direction, called actuation, which movement corresponds to a passage command report. The selector 2 is also movable, after actuation, in a second direction, called return, opposite to the direction of actuation, to automatically return to the position at rest. In other words, when the vehicle is moving with a current engaged gear, selector 2 is in the rest position. When the driver wishes to change gear, he operates selector 2 in the direction of actuation to a position where another gear is engaged, then he releases selector 2 which automatically returns to the rest position.

The control unit 3 is used to decide the direction in which the actuation device 10 moves the gearbox entry member 6 as a result of an actuation of the selector 2 by the driver.

In its decision, the control unit 3 takes into account the gear currently engaged, the sequence of the gearbox 5 and at least one discrimination parameter which is linked to the driving of the vehicle 4.

The control unit 3 is an electronic control unit, in particular composed of an electronic computer and on-board software, as already widespread in vehicles.

A description will now be given below of first and second particular embodiments of the present invention.

First particular embodiment: motorcycle equipped with system 1

In this first embodiment, the vehicle 4 is a motorcycle 4a, of which only a part is represented (FIGS. 2 to 10).

This 4a motorcycle has a manual barrel gearbox, classic in itself, and whose sequence is therefore first gear, neutral, second gear, third gear, etc., up to the maximum gear.

Selector 2 is a footswitch in the classic form of a pivoting lever. However, unlike the selectors of the prior state of the art, only a downward actuation of the lever, from the rest position, results in a gear change. As is well known, the lever is spring-biased towards the rest position, so as to return thereto after the driver has released the lever.

More specifically, the selector 2 comprises a selector body 20 which is rotatably mounted on a pivot 21 and which carries at one end a cleat 22, not coaxial with the pivot 21, cleat 22 on which the driver can press to cause the body to pivot. of selector 20 around pivot 21.

The actuating device 10 comprises a linkage 100 which here consists of a connecting rod 101, one end of which is pivotally articulated to the selector body 20 at the level of a pivot 102, and the opposite end of which is pivotally articulated to a inverter member 12 at a pivot 103.

If we now refer to the , it can be seen that the reversing member 12 is a part having an ovoid profile and the pivot 103 is located in a first end region of the reversing member 12. The reversing member 12 is pivotally articulated to an intermediate member 13 forming a lever arm at a pivot 120 located in the other end region of the reverser member 12. The reverser member 12 is thus to pivot upwards and downwards around the pivot 120.

The intermediate member 13 is a part secured to the box entry member 6, here by being mounted around the end of the axis 60 of the barrel. The intermediate member 13 is a gear change arm similar to that conventionally provided, with the difference that it also serves as a mounting support for the reverser member 12. Here, the intermediate member 13 also has an ovoid profile and it is secured to the axis 60 in its wider region.

The pivot axes of the pivots mentioned above are all parallel to each other and parallel to axis 60 of the barrel.

The reversing member 12 and the intermediate member 13 each have a face which faces each other, and in this face the reversing member 12 is provided with two positioning holes and a pin forming a stop 121 and the 'intermediate member 13 is provided with a hole 130, said abutment, in which extends the pin forming abutment 121, and a ball plunger.

The two positioning holes are arranged symmetrically with respect to a straight line passing through the axis of the pivot 102 (pivot axis of the connecting rod 101 relative to the selector 2) and the axis of the pivot 120 (pivot axis of the reverser member 12 with respect to the intermediate member 13) and serve to define the first and second positions of the reverser member 12 corresponding to the two configurations of the kinematic chain mentioned earlier in the description. The ball plunger will be positioned on the intermediate member 13 as a result of this.

In addition, the inverter member 12 and the intermediate member 13 will be arranged so that in each of the first and second positions, the pin forming abutment 121 is in abutment against the wall of the abutment hole 130, so as to be able to transmit, from the inverter member 12 to the intermediate member 13, a pivoting force resulting from the pivoting of the selector 2.

The pivoting of the reversing member 12 between the first and second positions is controlled by a linear actuator 14 whose rod 140, linearly movable, is articulated, at its free end, to the reversing member 102 at a pivot 141, whose axis is parallel to axis 60 of the barrel. The body of the linear actuator 14 is fixed to the motorcycle by any suitable means.

The linear actuator 14 is arranged such that one of the extension and retraction of the rod 14 causes the reversing member 12 to pivot upward relative to the intermediate member 13, around the pivot 120, and that the other of the extension and retraction of the rod 14 causes the reversing member 12 to pivot downward.

It is therefore easily understood that the linear actuator 14 makes it possible to define the configuration in which the kinematic chain is located, by simple pivoting of the inverter member 12 with respect to the intermediate member 13. The operation of the actuator 14 is controlled by the control unit 3.

Once placed in the appropriate position among the first and second positions, the reversing member 12 is held stably in this position by the ball plunger and the respective positioning hole, in which the ball of the ball plunger is received, and a pivoting of the selector 2, by the driver, will be transmitted by the connecting rod 101 to the inverter member 12, and the latter will cause the intermediate member 13 to pivot, due to the pin forming the stop 121 and the stop hole 130, and therefore the axis 60 of the barrel, leading to a change of speed.

It can be emphasized here that, preferably, the axis 60 of the barrel will be located between the pivot 120 connecting the reverser member 12 and the intermediate member 13, and the pivot 102 connecting the link 101 and the selector 2, because this allows to reduce the movement of the selector 2 when the inverter member 12 is pivoted by the actuator 14.

In the first position, illustrated in the , a downward pivoting of the selector 2 results in a rotation of the barrel in the counter-clockwise direction, if one refers to the orientation of the . In the second position, illustrated in the , pivoting the selector 2 downwards results in rotation of the barrel in the direction of clockwise.

Thus, it is possible to obtain, by pivoting the selector 2 in the same direction, a rotation of the barrel in a first direction or a rotation in a second direction, depending on the position of the reversing device 12.

If we now refer to Figures 6 to 10, we can see that there is shown schematically an alternative embodiment of the selector and the inverter member, which is here moved between the first and second positions not no longer by pivoting, but by translation.

In this variant, the inverter member 12' is a slider 120' mounted for translation along the intermediate member 13' between two end-of-travel positions, each defined by a stop 130' integral with the intermediate member 13' against which the slider 120' abuts, and which each correspond to a respective one of said first and second positions of the inverter member 12'.

The intermediate member 13' is in the form of a guide rail 131' for the slider 120' and is again attached to the axis 60 of the barrel by any appropriate means. For example, a groove will be made on the end face of the axis 60 of the barrel and the rail 131' will present on one side a tenon received in the groove so that the rail 131' is partly embedded in the 'axis 60, and the rail 131' will be screwed against the axis 60 with a screw whose longitudinal axis will be aligned with that of the axis 60. Thus, due to the embedding, the forces will not be transmitted by through the screw. The slider 120' cooperates with the part of the rail 131' which is located outside the groove of the axis 60, and their configurations will be such that the axis 60 does not interfere with the movement of the slider 120'. For example, the slider 120' could be a U-shaped piece, the bottom of which is located on the opposite side to the face of the rail 131' carrying said tenon, and the rail 131' could have on each of its two lateral faces a groove in which a guide lug carried by the respective branch of the U of the slider 120' extends in a sliding manner.

The linear actuator 14' has its mobile rod 140' hinged to the connecting rod 101', so that a retraction of the rod 140' moves the slider 120' in translation to the second position, and an extension of the rod 140' moves it to the first position.

As illustrated in Figures 7 to 10, there again pivoting the selector 2' downwards makes it possible, depending on the position of the reversing member 12', to rotate the barrel clockwise or counterclockwise.

It is therefore understood that the control unit 3 can decide, by controlling the linear actuator 14, 14' and the position of the reversing member, the direction in which the linkage 100 will cause the barrel to rotate as a result of the pivoting of selector 2 by the driver.

The decision of the control unit 3 takes into account the current engaged gear, the sequence of the sequential gearbox and at least one discrimination parameter, as discussed earlier in this description.

It will be possible to use one or more rolling parameters alone, one or more driving parameters alone, or else one or more rolling parameters in combination with one or more driving parameters.

A particularly advantageous control law will be described below in the case of a motorcycle equipped with a device of the “quickshifter up and down” type, typically a racing motorcycle.

According to this control law, the discrimination parameter which the control unit 3 takes into account is the throttle control value: if it is greater than a threshold value, the control unit 3 controls the actuator to place the throttle. reverser member in the second position, in which a pivoting of the selector 2 leads to a rotation of the axis 60 of the barrel in the direction of clockwise and therefore to an upshift, and if it is less than or equal , the control unit 3 controls the actuator to place the reversing member in the first position, in which a pivoting of the selector 2 leads to a rotation of the axis 60 of the barrel in the counterclockwise direction and therefore a downgrade. The threshold value is defined to be zero, in other words to correspond to a closed throttle body and a throttle grip (throttle control device 9) at the released stop.

As soon as the throttle grip leaves its released abutment position, the control unit 3 controls the actuator to place the reverser member in the second position, and as soon as the throttle grip reaches the abutment the control unit 3 controls the actuator to place the inverter member in the first position, regardless of whether or not the selector 2 is pressed by the driver. Thus, when the driver presses selector 2, the reversing device is already in the appropriate position to turn the barrel in the correct direction of rotation.

This control law is particularly simple to implement and intuitive for the driver: when the driver wishes to upshift, he is naturally accelerating, with the throttle grip not fully released, and when he wishes to downshift the driver simply releases the throttle grip.

Furthermore, according to this control law, in the absence of priority control, if before actuation of the selector 2 the gear engaged is the first gear, then whatever the position of the throttle grip, the control unit 3 controls the actuator to place the reverser member in the second position, and if the driver wishes to pass to the neutral point, rather than to the second report, it will be enough for him to actuate the selector 2 only until an intermediate position, where neutral is engaged, similar to what is found on current motorcycles. In the same way, if the gear engaged is second gear, the driver can shift directly to neutral, without going through first gear, simply by releasing the throttle grip completely and actuating selector 2 to this intermediate position. .

In the case where the motorcycle is already equipped with means making it possible to determine the throttle control value, for example for throttle control by potentiometer, then the control unit 3 will be placed in communication, by any appropriate means, with these means of measurement.

As a variant, the system according to the present invention may comprise means dedicated to determining the throttle control value. In the present example, these means may be a simple contact sensor which informs the control unit 3 if the throttle grip is in contact with the released stop or if it is no longer in contact with the latter.

Second particular embodiment: car equipped with system 1

The car according to this embodiment is a 4b car with a sequential semi-automatic gearbox.

As indicated above, the system according to the present invention does not impose any particular mechanical modifications on the gearbox and the actuating device, the latter generally consisting of actuator(s) (motor, cylinders, etc.) allowing already to move the box input member in both directions of movement by simple electrical control.

We have therefore represented only on the a schematic view simply showing the selector 2, which here consists of a simple steering wheel paddle 20', mounted close to the steering wheel 15, for example in a position similar to the existing paddles.

The pallet 20' differs from existing pallets in that it can only pivot, from its position at rest, in one direction, namely the direction of actuation, which can be defined as desired as the direction towards the driver or the direction towards the dashboard.

As for the known pallets, a limit stop in the direction of actuation for the pallet 20' will be provided and elastic return means, in particular a spring, will be arranged to automatically return the pallet 20' to the rest position. after actuation to the end position by the driver.

It can therefore be seen that the modifications to be made to such an existing vehicle in order for it to benefit from the advantages procured herein are very simple.

The control unit 3 may be similar to that used for the motorcycle according to the first embodiment.

As the car has a sequential semi-automatic gearbox, it does not have a clutch pedal. The driver wishing to change gear can therefore only act on the 20' paddle. Consequently, the control unit 3 must be configured to take one or more discrimination parameters making it possible to distinguish between the need to upshift and the need to downshift without relying on the state of a pedal. clutch, and the discrimination parameter(s) must be chosen accordingly.

Consequently, one could again use for the control unit 3 the same control law as that presented for the first embodiment, with the exception of the fact that the gear ratio sequence of the gearbox of the car is in neutral – first gear – second gear, etc., and it is therefore not possible to change from second gear directly to neutral, and the fact that changing to neutral does not require actuation of the pallet 20' in an intermediate position. Thus, for the forward gear ratios, the control law will be even simpler. Obviously, the throttle control device here will be the accelerator pedal, rather than the throttle grip.

However, it is recalled once again that it is possible to use one or more driving parameters alone, one or more driving parameters alone, or else one or more driving parameters in combination with one or more driving parameters.

Another notable difference from motorcycles is that the car has a reverse gear, which motorcycles do not.

According to the present invention, switching to the reverse gear constitutes a priority command for the control unit 3, which cancels the taking into account of the discrimination parameter(s) in the decision of the direction in which the actuating device will move the gearbox input device.

In practice, as illustrated in the , provision is made for example for the addition of a dedicated button 16 for the reverse gear. If the driver wishes to engage the reverse gear, he only needs to first press the dedicated button 16, information which is communicated to the control unit 3, which is configured to then control the actuating device to obtain a movement of the gearbox input member in the direction towards the reverse gear. After pressing the dedicated button 16, the driver actuates the paddle 20' and the actuating device moves the gearbox input member to engage the reverse gear.

The control unit 3 is further configured such that, if the reverse gear is engaged, the actuating device moves the gearbox input member to neutral if the driver actuates the 20' pallet.

One could provide for the dedicated button 16 to be monostable: each time the driver wishes to engage the reverse gear while neutral is engaged, he must press the dedicated button 16.

As a variant, provision could be made for the dedicated button 16 to be bistable: in a first position, the control law for the forward gears is applied by the control unit 3, and in the second position the control unit 3 considers that if the gear engaged is neutral, then an actuation of the paddle 20' must result in the engagement of the reverse gear, and if the gear engaged is the reverse gear, then an actuation of the paddle 20 ' must result in the engagement of neutral. This variant has the advantage of not requiring the driver to press the dedicated button 16 each time he wants to engage reverse gear from neutral as long as he does not want to engage a forward gear.

It can therefore be seen that the present invention can just as easily be applied to vehicles of the motorcycle and quadricycle type, without a reverse gear, as to vehicles of the car and truck type, having a reverse gear.

It is understood that the particular embodiments which have just been described have been given by way of indication and are not limiting, and that modifications may be made without thereby departing from the present invention.

Claims

Gear ratio change control system (1), which comprises a selector (2; 2';20') operable by a driver, which system (1) is intended to equip a land motor vehicle (4, 4a, 4b) including:

a sequential gearbox (5) which has a sequence comprising a neutral position and several forward gears and comprises a gearbox input member (6) able to be moved in first and second opposite directions of movement, a movement of the gearbox input member (6) leading to a change of gear,

a clutch (7),

a throttle body (8) controlled by a throttle control member (9), such as an accelerator grip or a pedal, operable by the driver, and

an actuation device (10) capable of moving the gearbox entry member (6) in the first direction or the second direction as a result of actuation of the selector (2; 2';20') by the driver ,

the system (1) being characterized in that:

the selector (2; 2';20') is movable, from a position at rest in which it can be actuated by the driver, only in a first direction, called actuation, and also movable in a second direction, said return, opposite to the direction of actuation, to automatically return to the rest position after actuation of the selector (2; 2';20') by the driver, and

the system (1) further comprises a control unit (3) configured to, in the absence of priority control, decide, taking into account the current engaged gear, the sequence of the sequential gearbox (5) and of at least one parameter, called discrimination, linked to the driving of the vehicle (4, 4a, 4b), in which of the said first and second directions of displacement the actuating device (10) moves the input member of gearbox (6) as a result of actuation of the selector (2; 2';20') by the driver in the direction of actuation.
System (1) according to Claim 1, characterized in that at least one discrimination parameter is a rolling parameter of the vehicle (4, 4a, 4b).
System (1) according to Claim 2, characterized in that a rolling parameter is chosen from the group consisting of the engine speed of the vehicle (4, 4a, 4b) and a parameter linked to the acceleration of the vehicle (4 , 4a, 4b), preferably a parameter linked to the acceleration of the vehicle (4, 4a, 4b) being a value of the acceleration of the vehicle (4, 4a, 4b) or a value of the attitude of the vehicle ( 4, 4a, 4b).
System (1) according to any one of Claims 1 to 3, characterized in that at least one discrimination parameter is a so-called steering parameter linked to a steering member (9) operable by the driver.
System (1) according to Claim 4, characterized in that a control parameter is a parameter linked to the throttle control member (9), preferably a value of the throttle control by the driver, or a parameter linked to a clutch control member (7a).
System (1) according to Claim 3, the discrimination parameter being the engine speed of the vehicle, characterized in that the control unit is configured to follow a first control law such that the actuating device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift if the value of the discrimination parameter is greater than a threshold value associated with the current engaged gear, and in the direction of movement leading to a downshift if the value of the discrimination parameter is less than or equal to said threshold value.
System (1) according to Claim 5, the discrimination parameter being the throttle control value, characterized in that the control unit is configured to follow a first control law such that the actuation device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift if the value of the discrimination parameter is greater than a threshold value associated with the current engaged gear, and in the direction of movement leading to a downshift if the value of the discrimination parameter is less than or equal to said threshold value.
System (1) according to Claim 7, characterized in that, for each ratio, the associated threshold value is less than or equal to 10% of the total opening of the throttle body (8), preferably less than or equal to 3 % of the total opening of the throttle housing (8), and most preferably equal to 0% of the total opening of the throttle housing (8).
System (1) according to Claim 3, characterized in that the discrimination parameters which the control unit (3) takes into account to decide on the direction of movement of the gearbox input member (6) are a parameter linked to the acceleration of the vehicle (4, 4a, 4b) and the engine speed of the vehicle (4, 4a, 4b), and the control unit (3) is configured to follow a second control law such that:

if the acceleration value is positive, the actuating device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift,

if the acceleration value is negative, the actuator (10) moves the gearbox input member (6) in the direction of movement leading to a downshift, and

if the acceleration value is zero, the actuating device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift if the engine speed is greater than a value of threshold, and in the direction of movement leading to a downshift if the engine speed is less than or equal to a threshold value.
System (1) according to Claim 5, intended to equip a vehicle (4, 4a) which requires the driver to actuate a clutch control member (7a) only when downshifting, but allows the driver to upshift without actuating a clutch control member (7a), the discrimination parameter then being the clutch state, characterized in that the control unit (3) is configured such that the actuation device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift if the clutch is engaged, and in the direction of movement leading to a downshift if the clutch state is disengaged.
System (1) according to claim 1, intended to equip a vehicle (4, 4a, 4b) which does not necessarily require the driver to actuate a clutch control member (7a) when changing gear , upshifting and downshifting, at least from a forward gear defined as being a threshold gear, characterized in that the control unit (3) is configured such that in the absence of priority order:
in the case where the current engaged gear is the threshold gear or a higher gear in the sequence, the control unit (3) follows the first control law, according to which the discrimination parameter is the engine speed or the value of throttle control and the actuating device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift if the value of the discrimination parameter is greater than an associated threshold value to the current engaged gear, and in the direction of displacement leading to a downshift if the value of the discrimination parameter is less than or equal to said threshold value, or follows the second control law, according to which the discrimination parameters whose control unit (3) takes into account to decide the direction of movement of the gearbox input member (6), are a parameter related to the acceleration of the vehicle (4, 4a, 4b) and the engine speed of the vehicle (4, 4a, 4b), and:

if the acceleration value is positive, the actuating device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift,

if the acceleration value is negative, the actuator (10) moves the gearbox input member (6) in the direction of movement leading to a downshift, and

if the acceleration value is zero, the actuating device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift if the engine speed is greater than a value of threshold, and in the direction of movement leading to a downshift if the engine speed is less than or equal to a threshold value;

in the case where the current engaged gear is neutral, the actuating device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift; and
in the case where the threshold ratio is defined in such a way that there is at least one ratio between the breakeven point and the threshold ratio:

if the gear engaged in progress is a gear between neutral and the threshold gear and the sequence of the sequential gearbox (5) authorizes only one direction of movement for the gearbox input member (6 ), the actuating device moves the box inlet member (6) in this direction of movement; and

if the gear currently engaged is a gear between neutral and the threshold gear and the sequence of the sequential gearbox (5) authorizes the first and second directions of movement for the gearbox input member (6), the actuating device (10) moves the gearbox input member (6) in the direction of movement leading to a downshift if the clutch state is disengaged, and in the direction of movement leading to an upshift gear if the clutch state is engaged.
System (1) according to claim 1, intended to equip a vehicle (4, 4a) which does not necessarily require the driver to actuate a clutch control member (7a) during a gear change, in up and downshifting, from first forward gear, motorized land vehicle (4, 4a) whose sequential gearbox (5) is a barrel box whose sequence is first gear, neutral, second gear, etc., up to the maximum ratio, and whose selector (2; 2') is a pivotally mounted foot selector, the system being characterized in that the discrimination parameters which the control unit (3) takes into account to decide the direction of movement of the gearbox input member (6) are the throttle control value and the clutch state, and the control unit (3) is configured such that in the absence of priority control it follows a control law such as:

in the case where the gear engaged in progress is the second gear or a higher gear, the actuating device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift if the throttle control value is greater than a threshold value associated with the current engaged gear, and in the direction of movement leading to a downshift if the throttle control value is less than or equal to said threshold value,

in the case where the gear engaged in progress is the first gear, in which case the sequence of the sequential gearbox authorizes only one direction of movement for the gearbox input member (6), the device for actuation (10) moves the gearbox input member (6) in this direction of movement if the throttle control value is greater than the threshold value associated with the first gear and/or the clutch state is disengaged, and the actuating device (10) seeks to move the gearbox input member (6) in the direction opposite to said direction of movement if the throttle control value is less than or equal to said threshold value and the clutch state is engaged, and

in the case where the gear currently engaged is neutral, the actuating device (10) moves the gearbox input member (6) in the direction of movement leading to an upshift.
System (1) according to any one of Claims 1 to 12, characterized in that it further comprises means (11) for measuring the at least one discrimination parameter, intended to be mounted on the vehicle ( 4, 4a, 4b) or the driver and able to communicate with the control unit (3).
System (1) according to any one of Claims 1 to 13, intended to equip a land motor vehicle (4, 4a) of which:

the sequential gearbox (5) is a barrel gearbox whose sequence is first gear, neutral, second gear, etc., up to the maximum gear, and whose gearbox input member (6) is a barrel star rotatably mounted around a so-called barrel axis (60),

the selector (2; 2') is a foot selector mounted to pivot about an axis (21) called the selector, parallel to the barrel axis (60), and

the actuating device (10) comprises a gear change arm (13; 13'), which is integral with the barrel spider and offset from the barrel axis (60), and a linkage (101; 101 ') connected to the selector (2; 2') and to said arm (13; 13') and configured to transform a pivoting of the selector (2; 2') downwards, respectively upwards, into a rotation of the star barrel in the first direction of rotation, respectively in the second direction of rotation, the selector (2; 2'), the linkage (101; 101') and the said arm (13; 13') forming a kinematic chain,

the system (1) being characterized in that it further comprises:

an inverter member (12; 12') capable of being interposed, in use, at any position along said kinematic chain, while being connected to a part of the linkage (101; 101'), so as to be movable , preferably by pivoting, between a first position, in which the inverter member (12; 12') has the effect of placing the kinematic chain in a configuration in which a downward pivoting of the selector (2; 2') translated by rotation of the barrel star in the first direction of rotation, and a second position, in which the inverter member (12; 12') has the effect of placing the kinematic chain in a configuration in which a pivoting of the downward selector (2; 2') translates into rotation of the barrel starwheel in the second direction of rotation; and

means (14; 14') for controlling the movement of the inverter member (12; 12') between the first and second positions.
System (1) according to Claim 14, characterized in that the means (14; 14') for controlling the displacement of the inverter member (12; 12') comprise a linear actuator (14; 14') intended to be mounted on the vehicle (4, 4a) and whose linearly movable part (140; 140') is intended to be connected, by means of articulation, to the inverter member (12; 12') or to the part of the linkage (101; 101') which is articulated to the reversing member (12; 12'), so as to move the reversing member (12; 12') from the first position to the second position by one of pressing and pulling on the reverser member (12; 12') or said part of the linkage (101; 101'), and from the second position to the first position by the other of pressing and pulling on the reverser member ( 12; 12') or said part of the linkage (101; 101').
Land motor vehicle (4, 4a, 4b) comprising:

a sequential gearbox (5) which has a sequence comprising a neutral position and several forward gears and comprises a gearbox input member (6) able to be moved in first and second opposite directions of movement, a movement of the gearbox input member (6) leading to a change of gear,

a clutch (7),

a throttle body (8) controlled by a throttle control member (9), such as an accelerator grip or a pedal, operable by the driver, and

an actuation device (10) capable of moving the box entry member (6) in the first direction or the second direction as a result of actuation of a selector (2; 2';20') by the driver,

characterized in that the vehicle (4, 4a, 4b) is equipped with a gear ratio change control system (1) as defined in any one of claims 1 to 15.