U.S. patent application number 09/849769 was filed with the patent office on 2002-01-17 for motor vehicle with a device that recognizes an intention to shift gear.
This patent application is currently assigned to LuK Lamellen und Kupplugnsbau GmbH. Invention is credited to Kupper, Klaus, Salecker, Michael.
Application Number | 20020007241 09/849769 |
Document ID | / |
Family ID | 7886443 |
Filed Date | 2002-01-17 |
United States Patent
Application |
20020007241 |
Kind Code |
A1 |
Kupper, Klaus ; et
al. |
January 17, 2002 |
Motor vehicle with a device that recognizes an intention to shift
gear
Abstract
A motor vehicle (201) has an engine (201), a clutch (203), and a
transmission (204) with a shift lever (230). A sensor (232)
arranged at the shift lever (230) detects movements of the shift
lever or forces applied to the shift lever. When the sensor (232)
detects a movement or force, the activity is interpreted as a
signal that the driver intends to shift gear. A detector system of
the motor vehicle detects conditions such as the presence and
magnitude of a mechanical play which can affect the process of
shifting gears in the transmission (204).
Inventors: |
Kupper, Klaus; (Buhl,
DE) ; Salecker, Michael; (Stuttgart/Sonnenberg,
DE) |
Correspondence
Address: |
DARBY & DARBY P.C.
805 Third Avenue
New York
NY
10022
US
|
Assignee: |
LuK Lamellen und Kupplugnsbau
GmbH
|
Family ID: |
7886443 |
Appl. No.: |
09/849769 |
Filed: |
May 3, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
09849769 |
May 3, 2001 |
|
|
|
PCT/DE99/03490 |
Oct 28, 1999 |
|
|
|
Current U.S.
Class: |
701/51 ;
701/55 |
Current CPC
Class: |
F16D 2500/3067 20130101;
F16D 2500/30825 20130101; F16D 2500/30412 20130101; F16H 61/12
20130101; F16H 61/28 20130101; F16D 2500/31466 20130101; F16D
48/068 20130101; F16D 2500/30806 20130101; F16H 59/68 20130101;
F16D 2500/3166 20130101 |
Class at
Publication: |
701/51 ;
701/55 |
International
Class: |
G06F 017/00 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 3, 1998 |
DE |
198 50 512.4 |
Claims
What is claimed is:
1. A motor vehicle, comprising a power train with: at least one
drive source to generate at least one mechanical drive quantity; at
least one output device to produce at least one mechanical output
quantity; at least one transmission device arranged in the power
train between the at least one drive source and the at least one
output device, to convert a transmission input quantity into a
transmission output quantity, the transmission device being
operable to shift from one to another of at least two different
gear levels that are distinguished by different transmission ratios
between respective magnitudes of the transmission input quantity
and the transmission output quantity; at least one
transmission-actuator device to actuate the shifting from one to
another of the at least two gear levels; at least one
intent-to-shift detecting device to detect when a gear shift is
about to occur; and at least one detector system to detect the
presence of a performance-affecting condition having an influence
on the shifting of the transmission device.
2. The motor vehicle of claim 1, wherein the at least one
intent-to-shift detecting device generates an intent-to-shift
signal; the performance-affecting condition is at least one of a
wear condition characterized by wear-related operating parameters
of the motor vehicle, and a production-related condition
characterized by production-related operating parameters of the
motor vehicle; and the motor vehicle further comprises at least one
adaptation device to adapt the at least one intent-to-shift signal
to the performance-affecting condition.
3. The motor vehicle of claim 1, wherein the transmission-actuator
device comprises at least one shifting device operable for at least
one of the functions of receiving a shift signal and generating a
shift signal.
4. The motor vehicle of claim 3, comprising at least one shift
lever operable to receive a shift lever input signal and to
introduce said shift lever input signal into the shifting
device.
5. The motor vehicle of claim 4, wherein at least one of the shift
lever and the shifting device is manually operable.
6. The motor vehicle of claim 4, wherein the transmission-actuator
device comprises at least one intermediate shifting device operable
to transmit at least one signal between the shifting device and the
transmission device.
7. The motor vehicle of claim 6, wherein at least one of the
transmission device, the transmission-actuator device, the shifting
device, and the intermediate shifting device comprises at least two
elements that are movable in relation to each other.
8. The motor vehicle of claim 7, wherein at least one of the at
least two elements is essentially constrained to another of the at
least two elements by one of a pivotal connection and a guide.
9. The motor vehicle of claim 8, wherein the guide constrains the
at least one element in relation to said other element essentially
to a movement along predetermined tracks.
10. The motor vehicle of claim 7, wherein the transmission device
and the intermediate device comprise movable parts arranged for
movement between different positions, and wherein a change in
position of one of the movable parts corresponds essentially to a
change in position of said at least two elements in relation to
each other.
11. The motor vehicle of claim 4, wherein the performance-related
condition is a mechanical play and the detector system comprises at
least one play-detecting device operable to detect at least a part
of said mechanical play.
12. The motor vehicle of claim 11, wherein at least part of said
mechanical play occurs in at least one of the shifting device and
the shift lever, and wherein the play-detecting device is operable
to detect at least that part of the mechanical play that occurs in
the shifting device.
13. The motor vehicle of claim 11, wherein at least part of said
mechanical play occurs in at least one of the transmission device,
the intermediate shifting device and the transmission-actuator
device, and wherein the play-detecting device is operable to detect
at least that part of the mechanical play that occurs in said at
least one of the transmission device, the intermediate shifting
device and the transmission-actuator device.
14. The motor vehicle of claim 11, further comprising at least one
first element with a first reference location and at least one
second element with a second reference location, wherein at least
part of said mechanical play occurs between said first reference
location and said second reference location and wherein the
play-detecting device is operable to detect at least that part of
the mechanical play that occurs between said first reference
location and said second reference location.
15. The motor vehicle of claim 14, comprising at least one coupling
device by which said first element and said second element are
substantially coupled to each other at least partially and at least
temporarily, said coupling device comprising linkage elements by
which a first positional change of said first element is
substantially correlated to a second positional change of said
second element, said second positional change varying within a
variation band width from a nominal amount of said second
positional change.
16. The motor vehicle of claim 14, comprising at least one coupling
device by which said first element and said second element are
substantially coupled to each other at least partially and at least
temporarily, wherein the first reference location and the second
reference location are separated by a distance of variable
length.
17. The motor vehicle of claim 14, wherein the first element
belongs to the transmission device and the second element belongs
to the shifting device.
18. The motor vehicle of claim 1, wherein the detector system
comprises a strain-detection device to detect a strain of at least
one component.
19. The motor vehicle of claim 18, wherein said at least one
component is at least one of the following: an element of the
shifting device, an element of the transmission device, an element
of the intermediate shifting device, and a combination of at least
two of said elements, wherein in the combination of at least two of
said elements, the sum of the respective strains in said two
elements in at least one orientation is detected by the
strain-detecting device.
20. The motor vehicle of claim 1, wherein the detector system
comprises a deformation-detecting device to detect a deformation of
at least one component.
21. The motor vehicle of claim 20, wherein said at least one
component is at least one of the following: an element of the
shifting device, an element of the transmission device, an element
of the intermediate shifting device, and a combination of at least
two of said elements, wherein in the combination of at least two of
said elements, the sum of the respective deformations in said two
elements in at least one orientation is detected by the
deformation-detecting device.
22. The motor vehicle of claim 4, wherein the performance-affecting
condition is related to at least one of the following: a component
of the vehicle, the shift signal and the shift lever input signal;
and wherein the detector system evaluates the influence of the
performance-affecting condition qualitatively.
23. The motor vehicle of claim 4, wherein the performance-affecting
condition is related to at least one of the following: a component
of the vehicle, the shift signal and the shift lever input signal;
and wherein the detector system evaluates the influence of the
performance-affecting condition quantitatively.
24. The motor vehicle of claim 4, wherein the performance-affecting
condition comprises at least one of a play, a strain, and a
deformation occurring during an operation of at least one of the
vehicle, the shifting device, the transmission device, the
intermediate shifting device, and the actuator device.
25. The motor vehicle of claim 1, wherein the at least one drive
source comprises at least one motor.
26. The motor vehicle of claim 25, wherein the at least one motor
comprises a combustion engine.
27. The motor vehicle of claim 1, wherein the at least one
transmission device comprises a shiftable transmission.
28. The motor vehicle of claim 1, wherein the at least one
transmission device comprises an at least partially automatic
transmission.
29. The motor vehicle of claim 1, wherein the at least one
transmission device comprises a continuously variable
transmission.
30. The motor vehicle of claim 1, further comprising a
torque-transmitting device.
31. The motor vehicle of claim 30, wherein the torque-transmitting
device is arranged in the power train between the at least one
drive source and the at least one transmission device.
32. The motor vehicle of claim 30, wherein the transmission device
is arranged in the power train between the at least one drive
source and the torque-transmitting device.
33. The motor vehicle of claim 4, wherein the shifting device is
movable according to a shift pattern resembling the letter H.
34. The motor vehicle of claim 33, wherein the shift pattern has at
least one shifting segment and at least a part of the shift lever
is movable along the at least one shifting segment, whereby a shift
into a gear level is initiated.
35. The motor vehicle of claim 34, wherein each of the at least two
gear levels has its own shifting segment.
36. The motor vehicle of claim 34, wherein the shift pattern has at
least one selecting segment and at least a part of the shift lever
is movable along the at least one selecting segment, and wherein a
shift into a gear level is substantially precluded while the shift
lever is moving along the at least one selecting segment.
37. The motor vehicle of claim 36, wherein the at least one
shifting segment is arranged substantially in a first orientation
and the at least one selecting segment is arranged substantially in
a second orientation different from said first orientation.
38. The motor vehicle of claim 37, comprising a plurality of
shifting segments and a plurality of selecting segments, wherein
all shifting segments are arranged exactly with a first orientation
and all selecting segments are arranged exactly in a second
orientation.
39. The motor vehicle of claim 38, wherein the first and second
orientations are substantially perpendicular to each other.
40. The motor vehicle of claim 1, comprising at least one
gear-level detecting device to detect which of the at least two
gear levels is engaged and to detect whether the engaged gear level
is a permissible gear level for the vehicle to take off from a
stand-still condition.
41. The motor vehicle of claim 40, wherein the gear-level detecting
device comprises at least one gear-level sensor device.
42. The motor vehicle of claim 4, comprising a shift-lever position
detecting device to detect a current position of the shift
lever.
43. The motor vehicle of claim 4, comprising a shift-lever
displacement detecting device to detect a displacement of the shift
lever in at least one dimension.
44. The motor vehicle of claim 36, wherein the shifting device
comprises at least one shifting-device potentiometer.
45. The motor vehicle of claim 44, wherein the at least one
shifting-device potentiometer comprises a linear potentiometer.
46. The motor vehicle of claim 4, comprising at least one
shift-lever potentiometer for detecting a current position of the
shift lever.
47. The motor vehicle of claim 46, wherein the at least one
shift-lever potentiometer is at least part of the time connected to
the shift lever.
48. The motor vehicle of claim 44, wherein the at least one
shifting-device potentiometer comprises a shifting segment
potentiometer for detecting a shift lever position in a lengthwise
direction of the at least one shifting segment, and wherein the at
least one shifting-device potentiometer further comprises a
selecting segment potentiometer for detecting a shift lever
position in a lengthwise direction of the at least one selecting
segment.
49. The motor vehicle of claim 48, wherein the shift pattern
comprises a plurality of shifting segments and each of the shifting
segments is provided with a shifting segment potentiometer.
50. The motor vehicle of claim 44, wherein the at least one
shifting-device potentiometer comprises a plurality of
potentiometers having resistance/displacement characteristics that
are at least in part identical.
51. The motor vehicle of claim 44, wherein the at least one
shifting-device potentiometer comprises a plurality of
potentiometers having resistance/displacement characteristics that
are at least in part different from each other.
52. The motor vehicle of claim 51, comprising at least one
potentiometer per shifting segment and at least one potentiometer
per selecting segment, wherein potentiometers assigned to different
segments have different resistance/displacement
characteristics.
53. The motor vehicle of claim 1, comprising at least one control
device for controlling the at least one detector system.
54. The motor vehicle of claim 2, comprising at least one
processing and evaluating device, wherein the detector system sends
measurement signals to the processing and evaluating device and the
latter processes and evaluates said measurement signals, thereby
producing measurement data from said measurement signals.
55. The motor vehicle of claim 54, comprising at least one data
storage device for storing at least one of said measurement
signals, said measurement data, and preset data used by the data
storage device.
56. The motor vehicle of claim 54, wherein the processing and
evaluating device comprises at least a part of a computer
device.
57. The motor vehicle of claim 54, comprising at least one device
for prescribing an operating phase.
58. The motor vehicle of claim 57, wherein said operating phase
comprises a time period between starting and turning off the at
least one drive source.
59. The motor vehicle of claim 54, wherein the processing and
evaluating device is operable to process and evaluate the
measurement signals according to different monitoring time
segments, each monitoring time segment being started by a start
signal and terminated by a stop signal.
60. The motor vehicle of claim 54, wherein the measurement signals
relate to a performance-affecting condition and are processed and
evaluated during the respective useful life of at least one of the
motor vehicle and a component of the motor vehicle.
61. The motor vehicle of claim 59, comprising a comparator device
for comparing measurement data of different monitoring time
segments.
62. The motor vehicle of claim 61, wherein the monitoring time
segments comprise short, intermediate, and long time periods.
63. The motor vehicle of claim 36, wherein the at least one
intent-to-shift detection device generates at least part of the
time a shift lever movement signal representing a movement of the
shift lever along one of a shifting segment and a selecting
segment.
64. The motor vehicle of claim 63, wherein the shift lever movement
signal is of a proportionate magnitude as the movement of the shift
lever.
65. The motor vehicle of claim 63, wherein the intent-to-shift
detection device generates at least part of the time a filter
signal that is dependent on the shift lever movement signal.
66. The motor vehicle of claim 65, wherein the filter signal is
generated from the shift lever movement signal by one of an analog
filter and a digital filter, and said filtered signal has a time
lag relative to the shift lever movement signal.
67. The motor vehicle of claim 66, wherein the filter signal is
linearized.
68. The motor vehicle of claim 67, wherein the time lag is
adjustable.
69. The motor vehicle of claim 65, wherein the intent-to-shift
detection device generates at least part of the time a reference
signal, and wherein a relationship between time profiles of the
reference signal and the shift lever movement signal is
substantially indicative of an intent of a driver to shift
gears.
70. The motor vehicle of claim 69, wherein the reference signal
comprises, in summation, at least one of the filter signal, a
constant value, and an offset signal.
71. The motor vehicle of claim 70, wherein at least one of the
constant value and the offset signal is adjustable.
72. The motor vehicle of claim 71, wherein further at least one of
the constant value and the offset signal is adaptable, and said
adjustability and adaptability is available during a time phase
when the vehicle is in operation.
73. The motor vehicle of claim 72, wherein the offset signal is
dependent on a driving torque of the drive source.
74. The motor vehicle of claim 70, wherein an oscillation occurring
typically in the operation of the shift lever can at least in part
cause a cross-over between time profiles of the shift lever
movement signal and the reference, and said cross-over is prevented
by an appropriate choice of the constant value.
75. The motor vehicle of claim 70, wherein the shifting device
comprises a rod mechanism and said constant value is dependent on
an elasticity of the rod mechanism.
76. The motor vehicle of claim 65, wherein the intent-to-shift
detection device detects time profiles of at least one of the shift
lever movement signal, the filter signal, and the reference
signal.
77. The motor vehicle of claim 65, wherein at least one of the
filter signal and the reference signal follows the shift lever
movement signal with a time lag.
78. The motor vehicle of claim 76, wherein the intent-to-shift
detecting device generates an intent-to-shift signal, detects
whether or not predetermined criteria are met, and if said criteria
are met, transmits the intent-to-shift signal to the at least one
transmission-actuator device.
79. The motor vehicle of claim 78, wherein the predetermined
criteria comprise a condition that a cross-over has been detected
between the time profile of the shift lever movement signal and the
time profile of the reference signal.
80. The motor vehicle of claim 79, wherein the predetermined
criteria comprise a further condition that a predetermined time
interval has elapsed since the detection of the cross-over.
81. The motor vehicle of claim 80, wherein the predetermined
criteria comprise a third condition that no control signal
contradicting the intent-to-shift signal has been received during
the predetermined time interval.
82. The motor vehicle of claim 81, comprising at least one
control-signal generating device connected to at least one of a
data-generating sensor and a computing device providing data on at
least one influence factor, said influence factor comprising at
least one of the drive torque, a connected load, and a further time
profile of the movement of the shift lever.
83. The motor vehicle of claim 81, comprising a shift lever speed
determining device to determine a speed of the shift lever moving
along at least one of the shifting and selecting segments.
84. The motor vehicle of claim 81, comprising a shift lever
acceleration determining device to determine an acceleration of the
shift lever moving along at least one of the shifting and selecting
segments.
85. The motor vehicle of claim 84, wherein the predetermined
criteria comprise a fourth condition that the shift lever is being
moved along at least one of a shifting segment and a selecting
segment while at least one of the speed and acceleration of the
shift lever is less than a predetermined value.
86. The motor vehicle of claim 84, wherein at least one of the
shift lever position, shift lever movement, shift lever speed, and
shift lever acceleration is determined in at least one
substantially force free position of at least one of a group of
transmission elements consisting of the shift lever and at least
one component coupled to the shift lever.
87. The motor vehicle of claim 86, wherein the transmission device
further comprises a shift-position detent device to releasably hold
said at least one component in the force-free position.
88. The motor vehicle of claim 84, wherein data describing at least
one of the shift lever position and shift lever movement are
assigned to a group among a plurality of groups of data in
accordance with a predetermined group-assignment
characteristic.
89. The motor vehicle of claim 88, wherein the predetermined
group-assignment characteristic comprises a selection
characteristic to distinguish between data of at least one first
group meeting first predetermined criteria and at least one second
group meeting second predetermined criteria.
90. The motor vehicle of claim 89, wherein at least one
predetermined criterion for the data of the at least one first
group is to represent minimum values and for the data of the at
least one second group to represent maximum values.
91. The motor vehicle of claim 90, wherein at least one of said
first and second groups of data is assigned to at least one
shifting segment.
92. The motor vehicle of claim 90, wherein the shifting pattern
comprises a plurality of shifting segments, wherein at least one of
said first and second groups of data exists for each shifting
segment.
93. The motor vehicle of claim 88, wherein the shift lever has at
least one force-free position, and the predetermined
group-assignment characteristic comprises a selection
characteristic to select data representing extremes of said at
least one force-free position.
94. The motor vehicle of claim 89, wherein the shift lever has at
least one force-free position, and at least one predetermined
criterion for the data of the at least one first group is to
represent minimum values of said force-free position and for the
data of the at least one second group to represent maximum values
of said force-free position.
95. The motor vehicle of claim 89, wherein at least one of the
shift lever and a component coupled to the shift lever can be set
to a plurality of gear levels including a neutral gear level, each
of the gear levels has a force-free position, and at least one
predetermined criterion for the data of the at least one first
group is to represent minimum values of at least one of said
force-free positions, and for the data of the at least one second
group to represent maximum values of at least one of said
force-free positions.
96. The motor vehicle of claim 89, wherein the shift lever can be
set to at least a first predefined gear level with a first
force-free position and a second predefined gear level with a
second force-free position, said first and second predetermined
gear levels representing a gear-level pair, and at least one
predetermined criterion for the data of the at least one first
group is to represent minimum differences between the respective
values of said first force-free position and said second force-free
position, and for the data of the at least one second group to
represent maximum differences between the respective values of said
first force-free position and said second force-free position.
97. The motor vehicle of claim 89, wherein the shift lever can be
set to a plurality of predefined gear levels arranged in a
plurality of gear-level pairs, each gear level having a force-free
position, at least one of the plurality of gear-level pairs is
assigned at least one first group and at least one second group of
data, and at least one predetermined criterion for the data of the
at least one first group is to represent minimum differences
between the respective values of the force-free positions of the
gear levels in said at least one gear-level pair and said second
force-free position, and for the data of the at least one second
group to represent maximum differences between the respective
values of the force-free positions of the gear levels in said at
least one gear-level pair.
98. The motor vehicle of claim 88, wherein the predetermined
group-assignment characteristic comprises a selection
characteristic performing at least one of the functions of
selecting individual data values that are to be processed and
rejecting individual data values that are not to be processed.
99. The motor vehicle of claim 98, wherein the selection
characteristic performs the function of selecting individual data
values that are to be processed.
100. The motor vehicle of claim 99, wherein the selection
characteristic selects individual data values meeting at least one
predetermined selection criterion.
101. The motor vehicle of claim 100, wherein the predetermined
selection criterion requires that an individual data value be
within a predetermined range in order to be selected.
102. The motor vehicle of claim 100, wherein the selection
characteristic selects individual data values if they deviate by no
more than a predetermined deviation amount from a range of the data
values previously assigned to the same group.
103. The motor vehicle of claim 100, wherein the selection
characteristic selects individual data values if they deviate by no
more than a predetermined deviation amount from an average of the
data values previously assigned to the same group.
104. The motor vehicle of claim 103, wherein the average is defined
as the quotient of the sum of the data values divided by the count
of the data values previously assigned to the same group.
105. The motor vehicle of claim 103, wherein the average is defined
as a weighted average calculated according to a predetermined
weight function.
106. The motor vehicle of claim 88, comprising a group data storage
device, wherein the data values assigned to the groups are stored
for reference purposes.
107. The motor vehicle of claim 106, wherein the data values stored
in the group data storage device are erased at certain points in
time.
108. The motor vehicle of claim 107, further comprising a long-term
group data storage device, wherein data values to be erased from
the group data storage device are transferred to the long-term
group data storage device.
109. The motor vehicle of claim 88, further comprising a
noise-eliminating device to eliminate noise from series of said
data values.
110. The motor vehicle of claim 109, wherein the noise-eliminating
device determines averages based on pluralities of values.
111. The motor vehicle of claim 110, wherein each of the averages
is based on a plurality of values that are assigned to one
group.
112. The motor vehicle of claim 110, wherein each of the averages
is defined as the quotient of the sum of the data values divided by
the count of the data values belonging to said plurality of
values.
113. The motor vehicle of claim 110, wherein the average is defined
as a weighted average calculated according to a predetermined
weight function.
114. The motor vehicle of claim 110, wherein at least one of the
groups has at least one subgroup, said at least one of the groups
and said at least one subgroup have substantially the same
group-assignment criteria, wherein each of the averages is based on
a plurality of values that are assigned to one subgroup.
115. The motor vehicle of claim 114, further comprising a subgroup
data storage device, wherein averages of data values assigned to
subgroups are stored at least in part and at least part of the time
in the subgroup data storage device.
116. The motor vehicle of claim 115, wherein the data values stored
in the subgroup data storage device are erased at certain points in
time.
117. The motor vehicle of claim 116, further comprising a long-term
subgroup data storage device, wherein data values to be erased from
the subgroup data storage device are transferred to the long-term
subgroup data storage device.
118. The motor vehicle of claim 110, wherein a majority of
individual data values used in calculating an average are selected
according to a predetermined selection characteristic.
119. The motor vehicle of claim 110, wherein the count of how many
individual data values are to be used in calculating an average is
selected according to a predetermined selection characteristic.
120. The motor vehicle of claim 110, wherein an average is
calculated based on at least two individual data values.
121. The motor vehicle of claim 120, wherein an average is
calculated based on ten individual data values.
122. The motor vehicle of claim 120, wherein an average is
calculated based on a series of individual data values that have
been determined substantially in immediate succession of each
other, and wherein said series of individual data values represents
measuring signals detected in one and the same force-free position
of at least one of the shift lever and a component coupled to the
shift lever.
123. The motor vehicle of claim 109, wherein the noise-eliminating
device comprises an average-selection characteristic for selecting
individual data values to be used in calculating an average.
124. The motor vehicle of claim 123, wherein the average-selection
characteristic selects data values meeting at least one
predetermined selection criterion.
125. The motor vehicle of claim 124, wherein the at least one
predetermined selection criterion requires that an individual data
value be within a predetermined range in order to be selected.
126. The motor vehicle of claim 124, wherein the at least one
selection criterion requires that individual data values deviate by
no more than a predetermined deviation amount from a range of the
data values previously assigned to the same group and, if the group
has subgroups, to the same subgroup.
127. The motor vehicle of claim 124, wherein the at least one
selection criterion requires that at least one of the largest data
value and the smallest data value selected for calculating an
average be disregarded in calculating said average.
128. The motor vehicle of claim 124, wherein the at least one
selection criterion requires that individual data values deviate by
no more than a predetermined deviation amount from an overall
average of all of the data values previously assigned to the same
group and, if the group has subgroups, to the same subgroup.
129. The motor vehicle of claim 128, wherein said overall average
is defined as the quotient of the sum of the data values divided by
the count of the data values previously assigned to the same group
and, if the group has subgroups, to the same subgroup.
130. The motor vehicle of claim 129, wherein the overall average is
calculated as a weighted average, according to a predetermined
weigh function, of all of the averages previously assigned to the
same group and, if the group has subgroups, to the same
subgroup.
131. The motor vehicle of claim 111, wherein the averages are
moving averages based on the most recently selected data values of
a group.
132. The motor vehicle of claim 88, comprising at least one max/min
data storage device to store maxima and minima of individual values
and average values for each of the groups and, if applicable,
subgroups.
133. The motor vehicle of claim 132, wherein a stored maximum value
in the at least one max/min data storage device is replaced by a
new, larger maximum value, if said new, larger maximum value
deviates from said stored maximum value by no more than a
predetermined maximum increase.
134. The motor vehicle of claim 132, wherein a stored minimum value
in the at least one max/min data storage device is replaced by a
new, smaller minimum value, if said new, smaller minimum value
deviates from said stored minimum value by no more than a
predetermined maximum decrease.
135. The motor vehicle of claim 132, wherein said individual values
are measured in increments of substantially 0.4 millimeters;
wherein a stored maximum value in the at least one max/min data
storage device is replaced by a new, larger maximum value, if said
new, larger maximum value deviates from said stored maximum value
by no than one increment, and wherein a stored minimum value in the
at least one max/min data storage device is replaced by a new,
smaller minimum value, if said new, smaller minimum value deviates
from said stored minimum value by no more than one increment.
136. The motor vehicle of claim 132, wherein a stored minimum value
in the at least one max/min data storage device is replaced by a
new, smaller minimum value, if said new, smaller minimum value is
one of an individual value and an average of individual values; and
if the individual values are being determined at a time when the
transmission device is operating at a gear level other than
neutral, a transmission sensor signal representing a shift lever
movement deviates from a nominal position by no more than a
predetermined maximum allowable deviation, and the speed of said
shift lever movement is substantially zero.
137. The motor vehicle of claim 132, wherein a stored minimum value
in the at least one max/min data storage device is replaced by a
new, smaller minimum value, if said new, smaller minimum value is
one of an individual value and an average of individual values; and
if the individual values are being determined at a time when the
transmission device is operating at the neutral gear level, a
transmission sensor signal representing a shift lever movement
deviates from a nominal position by no more than a predetermined
maximum allowable deviation, and the speed of said shift lever
movement is substantially zero.
138. The motor vehicle of claim 132, wherein said individual values
are measured in increments of substantially 0.4 millimeters, and
wherein a stored minimum value in the at least one max/min data
storage device is replaced by a new, smaller minimum value, if said
new, smaller minimum value is one of an individual value and an
average of individual values; if the individual values are being
determined at a time when a transmission sensor signal representing
a shift lever movement deviates from a nominal position by no more
than three increments; and when the speed of said shift lever
movement is substantially zero.
139. The motor vehicle of claim 11, wherein the play-detecting
device determines an amount of play of an element of the
transmission device based on maximum and minimum values.
140. The motor vehicle of claim 139, wherein said element of the
transmission device comprises the shift lever.
141. The motor vehicle of claim 140, wherein said amount of play is
defined as one-half of the difference between the maximum and
minimum values.
142. The motor vehicle of claim 141, wherein the maximum and
minimum values belong to the same position of the shift lever when
the latter is positioned in a substantially force-free condition at
one of the gear levels, said gear levels including the neutral
level.
143. The motor vehicle of claim 140, wherein the play-detecting
device determines the amount of play for at least two gear
levels.
144. The motor vehicle of claim 143, wherein said at least two gear
levels comprise all gear levels of the transmission, excluding the
neutral gear level.
145. The motor vehicle of claim 144, wherein the play-detecting
device further determines an absolute amount of play, said absolute
amount being the maximum of the amounts of play determined in said
at least two gear levels.
146. The motor vehicle of claim 11, wherein the intent-to-shift
detecting device is at least part of the time operable to perform
one of a detection, an adjustment, and an optimization of at least
one of an offset signal and a reference signal according to a
prescribed characteristic based on at least a part a set of data
values from the group consisting of individually detected values,
average values, values representing amounts of play, and averages
of values representing amounts of play.
147. The motor vehicle of claim 146, wherein the intent-to shift
detecting device generates at least part of the time a reference
signal dependent on at least one data value representing an amount
of play.
148. The motor vehicle of claim 147, wherein said at least one data
value depends on an amount of play of the shift lever with regard
to at least one gear level.
149. The motor vehicle of claim 146, wherein the reference signal
is dependent on an absolute amount of play, said absolute amount
being the maximum of the amounts of play of the shift lever over
all of the gear levels.
150. The motor vehicle of claim 146, wherein the intent-to-shift
detecting device is at least part of the time operable to generate
an offset signal dependent on an amount of play of the shift lever
in a substantially force-free condition in at least one gear level,
said at least one gear level including the neutral gear level.
151. The motor vehicle of claim 146, wherein the intent-to-shift
detecting device is at least part of the time operable to generate
an offset signal dependent on an absolute amount of play, said
absolute amount being the maximum of the amounts of play of the
shift lever over all of the gear levels.
152. The motor vehicle of claim 146, wherein the intent-to-shift
detecting device is at least part of the time operable to generate
one of an offset signal, a constant value and a reference signal
dependent on at least one of the following: an absolute amount of
play of the shift lever, an amount of play of the shift lever
related to a gear level, an amount of play of the shift lever
related to the neutral gear level, a substantially force-free
position, and an amount of play occurring dynamically while the
motor vehicle is in operation.
153. A method of detecting an intent to shift of a driver in a
vehicle with at least one transmission device and at least one
shifting device, said method comprising the step of determining the
intent to shift in accordance with a prescribed detection
characteristic, wherein the detection characteristic gives at least
partial weight to an amount of play existing in at least one of the
transmission device and the shifting device.
Description
[0001] The invention relates to a motor vehicle equipped with a
device that detects when the driver of a motor vehicle is about to
shift gear; and it further relates to a method of detecting when a
gear shift is about to occur.
[0002] Motor vehicles with a device for detecting a driver's
intention to shift gear are known from DE 197 34 038 A1. The device
according to the aforementioned publication is based on a sensor
that is arranged at the actuating linkage of the transmission. When
the sensor detects a move to change the position of the actuating
linkage, the activity is interpreted as a signal that the driver
intends to shift gear, whereupon the signal is forwarded to a
clutch control device. After the driver's intent to shift gear has
been recognized, the clutch control device issues a control command
for the clutch to be taken out of engagement.
[0003] This known device is especially appropriate for motor
vehicles without a clutch pedal, where the driver initiates a gear
change in the transmission only through a shift lever.
[0004] A motor vehicle with a device for detecting a driver's
intention to shift gear is further known from DE 195 04 847.1,
which describes a device that detects the magnitude of a change in
the shift lever position and generates a shift lever signal of
proportionate magnitude as the change in the shift lever position.
The shift lever signal is processed through a digital/analog filter
with a time lag, so that the filtered signal comes out as a
linearized signal with a time delay in relation to the movement of
the shift lever. A reference level for the filtered signal is
generated by combining a constant value with an offset signal that
depends on the magnitude of a torque in the power train of the
vehicle. As soon as there is a cross-over in a real-time comparison
between the shift signal and the reference signal, a shift-intent
counter is set to start counting up from zero. The shift-intent
counter runs up to a defined reference count at a speed that
depends on the clock frequency of the control unit. As soon as the
shift-intent counter has reached the reference value, it sends a
shift-intent signal to an actuator system. While the shift-intent
counter is incrementing from zero towards the reference value, the
count can be stopped and reset to zero, if a control signal based
on the driving torque, the torque load on the power train, and the
further movement of the shift lever indicates that the driver no
longer intends to shift gear.
[0005] With the device of the foregoing description, an intention
to shift gear can be detected at a relatively early stage.
[0006] Nevertheless, in certain situations, the device of the
foregoing description could benefit from improvements with respect
to its accuracy and responsiveness. In particular, it would be
desirable to give more weight to operational, vehicle-specific, and
situational parameters in the detection of an intent to shift
gear.
OBJECT OF THE INVENTION
[0007] The object of the present invention is to provide a vehicle
with a capability to detect when a driver intends to shift gear
through a concept that is cost-effective, uncomplicated to realize,
detects an incipient gear shift promptly and reliably, takes
vehicle-specific and operational parameters into account, and
responds to each shift situation in an optimally adapted
manner.
SUMMARY OF THE INVENTION
[0008] The present invention meets the foregoing objective in a
motor vehicle with at least one drive source and at least one
output device in its power train, and at least one transmission
device arranged in the power train between the drive source and the
output device. The transmission device converts a transmission
input quantity into a transmission output quantity and is operable
to shift gear, i.e., to change the transmission from one to another
of at least two different gear levels with different ratios between
an input quantity and an output quantity of the transmission. At
least one actuating device is used to actuate the shifting of the
transmission device. The vehicle is equipped with at least one
detecting device (herein referred to as an intent-to-shift
detecting device) that is responsive to conditions or activities
indicating that the driver of the vehicle intends to shift gear.
The vehicle further has at least one detector system to monitor one
or more vehicle components for the presence of
performance-affecting conditions that have an influence on the
shifting of the transmission device.
[0009] Such performance-affecting conditions can be caused, e.g.,
by production-related or wear-related variances of a component, and
are characterized by associated operating parameters of the
vehicle. Typically, the intent-to-shift detecting device generates
a signal when an intent to shift gear has been detected. In a
preferred embodiment of the present invention, the motor vehicle is
equipped with one or more adaptation devices to adapt the
intent-to-shift signal to the performance-affecting condition.
[0010] The scope of the present invention also encompasses a method
of detecting a driver's intent to shift gear in a motor vehicle
with one or more transmission devices and one or more shifting
devices. With the inventive method, the intent to shift is detected
in accordance with a set of detection characteristics, where a
degree of mechanical play in the transmission device and/or the
shifting device is taken into account to an at least partial
extent.
[0011] Thus, the invention provides that a motor vehicle be
equipped with one or more transmission devices, one or more
actuating devices for the transmission device, at least one
intent-to-shift detection device, as well as at least one detector
system to detect conditions which may be related to vehicle
components and/or to a signal indicating an intent to shift gear
and/or to a signal from the shift lever, and/or to the function of
the shift lever.
[0012] The motor vehicle has a drive source such as any kind of
motor, e.g., an electric motor, or a combustion engine. The drive
source generates a mechanical drive quantity which may be, for
example, of an electrical or mechanical nature, such as a
torque.
[0013] An output device of the motor vehicle serves to produce one
or more output quantities, such as for example a mechanical output
quantity, specifically a torque acting on the drive wheels of the
motor vehicle.
[0014] The transmission device serves to convert a transmission
input quantity into a transmission output quantity. For example, a
torque of a transmission input shaft may be converted into a torque
of a transmission output shaft. Preferably, the transmission has a
neutral position, in which a torque at the input shaft does not
result in a torque on the output shaft, and vice versa. With
particular preference, the transmission device has different shift
levels, commonly referred to as different gears, gear levels, etc.
The shift levels or gear levels are distinguished in that each
produces a different transmission ratio, i.e., a different ratio
between the respective rpm rates of the transmission input shaft
and the transmission output shaft.
[0015] A particularly preferred kind of transmission is a
gear-shifting transmission, where discrete gear levels are clearly
defined and are shifted in stepwise sequence.
[0016] According to a further preferred embodiment of the
invention, the transmission device is configured at least in part
as a step-less transmission, in which the transmission ratio has a
continuous rather range of variation rather than discrete
steps.
[0017] It is also preferred if the transmission is at least in part
an automatic transmission or an automated gear-shifting
transmission.
[0018] A vehicle according to a preferred embodiment of the
invention is equipped with a torque-transmitting device such as,
e.g., a clutch.
[0019] Also among preferred concepts of the invention are
configurations of the torque-transmitting device with or without a
power-branching arrangement.
[0020] In place of, or in addition to, a clutch, the torque
transmitting device may also include a torque-converter device.
[0021] In accordance with a preferred embodiment of the invention,
the torque-transmitting device is arranged in the torque flow path
between the drive source and the transmission device.
[0022] In an alternative preferred embodiment, the transmission
device is arranged in the torque flow path between the drive source
and the torque-transmitting device.
[0023] According to the invention, the intent-to-shift detecting
device provides the capability of detecting an incipient shift
activity of the shift lever or the transmission, i.e., a condition
where a gear shift is about to occur and/or has just been
initiated.
[0024] The inventive concept also provides for the detection of
extraneous influences and interference factors that affect the
gear-shifting functions of the actuating device and/or the shifting
device and/or the transmission itself.
[0025] These extraneous influences or interference factors can be
rooted in the design of vehicle components, in the shift signal, as
well as in factors that have an influence on the shift signal. For
example, such interference factors can be related to the design of
the shift lever, the mounting arrangement of the shift lever, or a
signal that either acts on or is generated by the shift lever.
Material-related factors, too, such as for example the elasticity
of the shift lever, can be picked up and taken into account by the
detecting arrangement. By entering all of the acquired signal data
into the intent-to-shift detection arrangement, the presence of an
intent to shift gears can be established accurately and
reliably.
[0026] The invention provides the benefit that it improves the
accuracy, precision, reliability, as well as reproducibility in
detecting the presence of an intent to shift gears. The
intent-to-shift detection device is configured preferably as an
intelligent controller device. In addition to the aforementioned
benefits, it has a cost-effective design and does not require a
large manufacturing investment. Furthermore, the device according
to the invention reduces the incidence of erroneous data. Although
the latter could be corrected after they have occurred, the
correction would increase the data processing requirements. As a
further benefit, the invention provides the possibility of a
learning process whereby parameter data that are uniquely specific
to an individual vehicle can be acquired with high accuracy and
subsequently used to optimize the detection process specifically
for an individual vehicle, as compared to a less advanced concept
of adapting the parameter data only to the vehicle type.
[0027] The invention further proposes the concept of an adapting
device. The latter allows at least one signal to be adapted to
production-related and/or wear-related vehicle parameters. For
example, the adapting device can be designed so that a signal sent
into or out of the intent-to-shift detection device can be adapted
to an appropriate parameter. In accordance with a preferred
embodiment of the invention, a signal generated by the
intent-to-shift detecting device, such as a reference signal, or an
offset signal or constant value entering into the reference signal,
can be adapted to a degree of play that is present in the shifting
device and/or the transmission device and/or the shift-actuator
shaft. For example, the offset signal or the constant value can be
adapted to the degree of play found in the force-free positions of
a shift lever.
[0028] In particular, the invention includes the concept of
adapting the reference signal and/or the offset signal and/or the
constant value to wear-related changes of vehicle parameters, such
as a wear-related play of the shift lever--preferably in the
force-free positions of the shift lever or the shift-actuator
shaft. Thus, the invention provides for example that the offset
signal and/or the constant value be determined also in function of
the shift lever play. With particular preference, the correction or
adjustment or adaptation of at least one of the aforementioned
signals is made while the vehicle is in operation.
[0029] According to a further preferred embodiment of the
invention, the actuating device includes a shifting device. The
shifting device allows a shift signal or a shift lever signal to be
directly or indirectly introduced and/or generated. For example,
the shift signal can be transmitted through an intermediate device
to the transmission, causing the latter to shift into a different
position.
[0030] With preference, the shifting device is a shift lever or
includes a shift lever. According to a particularly preferred
embodiment, the lever or shifting device is manually operable. The
term "manually operable" is used here with a general meaning. Thus,
the attribute "manually operable" also includes the case, for
example, where the driver of a vehicle manually operates a shift
lever from which an either direct or modified command signal is
sent to the shifting device and/or to a clutch device that is part
of the vehicle.
[0031] The term "manually operable" also includes the case where
the driver of a vehicle actuates an appropriate lever or shifting
device through a foot pedal.
[0032] The invention also covers an arrangement where the actuation
of a shift lever to initiate a shifting process in the transmission
simultaneously initiates a corresponding actuator movement in the
torque-transmitting device, such as a clutch, in which case it is
of particular advantage if the detection of the driver's intention
to shift gear is precise and reliable.
[0033] Nevertheless, the invention also includes an arrangement
where a torque-transmitting device such as a clutch is operable by
a separate actuating element such as a foot- or hand-operated
lever.
[0034] In accordance with a preferred embodiment of the invention,
the actuating device for the transmission includes an intermediate
shifting device by which at least one shift signal can be
transmitted from the shifting device to the transmission device.
The shift signal is transmitted preferably at certain times, i.e.,
in the presence of certain criteria.
[0035] The intermediate shifting device is for example a mechanical
device, but the range of preferred embodiments also includes
electrical and/or electromagnetic intermediate shifting
devices.
[0036] With preference, the transmission or the intermediate
shifting device includes at least one shift-actuator shaft. A
component such as the shift-actuator shaft is equipped preferably
with at least part of a detent-stop arrangement to define one or
more positions so that they can be replicated when operating the
component.
[0037] Particularly in a mechanical configuration, the preferred
arrangement has at least two elements that are movable in relation
to each other inside the transmission device and/or the actuating
device and/or the shifting device and/or the intermediate
device.
[0038] For example, the shifting device includes a shift lever
which is movable at least part of the time within defined tracks.
For example, the shifting device may be configured according to an
H-shaped shift pattern, where a shift lever is moveable along the
different segments of a path resembling the letter H.
[0039] According to a further preferred embodiment of the
invention, the H-pattern of the shifting device has at least one
shifting segment and at least one selecting segment. Preferably, a
shifting segment is assigned to each shift level of the
transmission. With particular preference, a shift lever can be
moved to a defined position or range of positions in the shifting
segment corresponding essentially to a specific position of the
transmission device where the latter is at a specific predetermined
shift level with a specific transmission ratio.
[0040] A particularly preferred arrangement of the H-pattern has
one shifting segment for each shift level.
[0041] In accordance with a further preferred arrangement, a
selecting segment is arranged at least partially between the
shifting segments.
[0042] Thus, in a preferred shifting arrangement, the shift
movement from first to second gear first leads through at least
part of a shifting segment, then traverses or at least partially
follows the selecting segment, then enters another shifting segment
to reach the position assigned to second gear.
[0043] In a preferred shift layout, the shifting and selecting
segments alternate in a meandering pattern.
[0044] Also preferred are shift patterns where at least two
shifting segments open into a selecting segment. For example, all
of the shifting segments may terminate into exactly one selecting
segment.
[0045] According to a further preferred embodiment of the
invention, the transmission device is equipped with a reverse gear.
Preferably, the transmission device has a specific segment of the
shift pattern assigned to reverse gear. With particular preference,
the shifting segments of the shift track arrangement are oriented
along a first direction while the selecting segment is arranged
along at least one second direction that is different from the
first direction. For example, alle shifting segments may be
arranged parallel to each other in the same direction, while the
selecting segment runs in a different direction, e.g.,
perpendicular to the direction of the shifting segments.
[0046] According to a particularly preferred embodiment of the
invention, there is a functional relationship between the movement
of an element that belongs to the shifting device and/or an element
that belongs to the transmission device and/or an element that
belongs to the transmission device and/or an element that belongs
to the intermediate device. Preferably, the functional relationship
holds true at least within certain tolerance intervals. An example
is the relationship between the movement of the shift lever and the
corresponding movement of the shift-actuator shaft.
[0047] According to a further preferred embodiment of the
invention, the detector system for detecting component-related
influence factors in the shifting process includes at least one
play-detecting device to detect a play in a mechanism.
[0048] The play-detecting device is used, e.g., to detect the play
of a shift lever at least in specific shift lever positions or
ranges of positions. For example, the play detecting device may
serve to register a degree of play in at least one force-free
position of the shift lever and/or the shift-actuator shaft and/or
a component coupled to the shift lever. In a preferred arrangement,
at least one component whose movement has a functional relationship
to the shift lever movement, at least within certain tolerance
intervals, is in an essentially force-free position for the
detection of the play.
[0049] According to a particularly preferred embodiment of the
invention, at least one component that is in a force-free position
for the detection of play is held in that position by a detent
device. It is particularly preferred to detect the deviation of the
component from a zero reference position, which may be identical
with the detent position. With particular preference, deviations in
the shift lever position are registered only if they exceed a
certain threshold of, e.g., three scale increments.
[0050] It is preferred if the play of the shift lever within a set
shift position can be detected. In the process of this detection,
an element of the transmission device and/or the intermediate
device and/or the shifting device, such as a shift-actuator shaft,
is fixed in an essentially set or settable intended position.
Preferably, the intended position can be set in a reproducible
manner through a detent device. Particularly preferred is an
arrangement where the play in the transmission device and/or the
intermediate device and/or the shifting device is in essence only
the result of a play in the shift lever.
[0051] It is particularly preferred if the detector system can
detect the play that is related to the shift signal and/or the
shift lever signal. The play could be related, e.g., to components
engaged with the shift lever and/or to the interaction of
components that are movable in relation to each other.
[0052] According to a particularly preferred embodiment of the
invention, the play-detecting device is designed to detect the play
between a first reference location of a first element and at least
one second reference location of a second element. For example, the
device has the ability to detect the range of positions that a
second element can assume that is coupled to a first element, if
the first element is essentially in a fixed position. In addition
or as an alternative, the device can be configured to detect the
extremes of the range of positions that two elements can take on in
relation to each other. This implies, e.g., that when a first
element is intended to take on a certain nominal position, the
element can take an actual position that is different from the
intended nominal position. In addition, the play-detecting device
can detect the one or more positions or ranges of positions that
the second element can assume. Thus, it is possible to detect the
actual positions or ranges of positions of the first element in
relation to a nominal position of the first element, and also the
actual positions of the second element in relation to the nominal
position of the first element. It is further possible to detect the
actual positions of the second element in relation to the actual
positions of the first element. Thus, it is possible, e.g., to
detect the play of the first element in relation to its nominal
position.
[0053] In addition, it is also possible, e.g., to detect the play
of the second element in relation to the nominal position of the
first element. Further, the play of the second element relative to
the first element can be detected, e.g., based on ranges of
movement between the first and second element.
[0054] Ranges of movement between elements can have a play for a
number of different reasons. For example, the mobility of elements
in relation to each other can be provided by couplings or links
that have a certain amount of play. Also, dimensional variations
similar to a play can be cased by material properties of the
elements and the couplings or links between them, such as
temperature-related changes in length, or load-dependent changes in
length.
[0055] With preference, one of the aforementioned two elements or
reference locations is part of the transmission device, while the
second of the two elements if part of the shifting device. Thus, it
is possible to determine the play, for example, between a nominal
position of a shift-actuator shaft and the position of the shift
lever, and/or the play between the actual position of a
shift-actuator shaft and the shift lever, and/or the play between
the engagement position of the transmission and the position of the
shift lever. According to a particularly preferred embodiment of
the invention, the play-detecting device is equipped with a
strain-sensing device. Preferably, the strain-sensing device serves
to determine the strain of individual components and/or the sum of
the strains of a plurality of components and, more specifically,
the influence of the strains on the shifting process. For example,
a strain-sensing device according to the invention serves to
determine the strain of at least one element of the shifting device
and/or the transmission device and/or the intermediate shifting
device and/or the transmission-actuator device and/or the sum of
the strains detected in the aforementioned devices.
[0056] Also with special preference, the detector system includes a
deformation-detecting device. A deformation-detecting device
according to the invention serves to detect deformations of the
motor vehicle, particularly of the transmission device and/or the
intermediate shifting device and/or the shifting device. The data
provided by the deformation-detecting device can be evaluated in
particular for the purpose of detecting the presence of a damaged
condition in a component. The deformation-detecting device is
distinguished from the strain-detecting device in that the
deformations are not limited to strain-related deformations. The
deformation-detecting device as well as the strain-detecting device
can be designed for one-, two-, or three-dimensional detection.
[0057] With preference, the strain-detecting device as well as the
deformation-detecting device or the play-detecting device, or the
detector system is coupled to a diagnostic device. With special
preference, a diagnostic device according to the invention is
equipped with an automatic learning capability. It is also
preferred if the diagnostic device can be accessed from the
outside. For example, as a preferred concept according to the
invention, if during a repair process certain signal values are
detected by one of the aforementioned detecting devices, data are
collected about the defective conditions diagnosed in the vehicle,
based on certain values determined by the detection device. The
data are then, e.g. correlated to the values, so that if the same
values are found again in the subsequent operation of the vehicle,
a probable recurrence of the same defect can be signalled to the
driver of the vehicle.
[0058] According to a further preferred embodiment of the
invention, the detector system qualitatively captures at least one
type of information related to a condition which is caused by a
component and/or by a shift signal and/or by a shift lever signal
and which has an influence on the shift process or on a signal such
as a shift signal and/or a reference signal and/or an offset signal
and/;or a constant value.
[0059] It is particularly preferred if the influence of the
aforementioned condition is also determined quantitatively.
[0060] According to another preferred embodiment of the invention,
the vehicle is equipped with a gear-level detecting device to
detect which of two or more shift levels or transmission ratios is
engaged. Preferably, the gear-level detecting device has the
ability to detect whether the engaged shift level is a permissible
shift level for the vehicle to take off from a stand-still
condition, e.g., first gear or reverse. Preferably, the shift level
detecting device uses a correlation table or the like, which
identifies the shift levels that are permissible to take off from a
stand-still condition. According to a further preferred embodiment
of the invention, the gear-level detecting device has at least one
sensor or is at least part of the time connected to a sensor. The
sensor may be arranged, for example, at the shift-actuator shaft.
Also with preference, a potentiometer arrangement is used to
determine which gear is engaged.
[0061] A preferred embodiment of a motor vehicle according to the
invention has a position-detecting device to detect the current
position of the shift lever. With particular preference, the
position-detecting device has, either in addition or as an
alternative, the capability of detecting the current speed and/or
acceleration of a movement of the shift lever. Also with particular
preference, the device is capable of detecting the position and/or
direction of movement and/or the acceleration and/or the speed of
the shift lever in different spatial dimensions. The invention
includes, e.g., the concept that the position-detecting device
determines the position and/or the direction of movement and/or the
speed and/or the acceleration as a vectorial quantity, e.g., as a
three-dimensional vector. A preferred embodiment of the motor
vehicle according to the invention is equipped with a shifting
device with at least one potentiometer. The potentiometer is
configured, e.g., as a linear potentiometer. A linear potentiometer
is used preferably for detecting the current position of the shift
lever. Also, as a particularly preferred arrangement, the shift
lever is connected to the potentiometer. It is further preferred,
if the detection of the displacement and/or position by the
position-detecting device is supplemented by a measurement of
elapsed time and the position data are correlated with the
corresponding time values. The time values and/or elapsed time
intervals can be determined, e.g., dependent on the clock frequency
of an on-board computer device. The position values and time values
are used preferably to determine the speed and acceleration of the
shift lever.
[0062] As a particularly preferred concept, the shifting device has
two potentiometers arranged at a certain angle to each other, e.g.,
90.degree.. With particular preference, at least one potentiometer
is oriented in the direction of a shifting segment, while a second
potentiometer is oriented in the direction of a selecting segment.
For example, individual potentiometers may be assigned to each of
the shifting and selecting segments to determine the position of
the shift lever within that segment. It is also a preferred
arrangement to have one potentiometer arranged to work for all of
the selecting segments and a second potentiometer arranged to work
for all of the shifting segments.
[0063] The resistance/displacement characteristic of the
potentiometers may be identical for all of the potentiometers.
However, the scope of preferred arrangements also includes
resistance/displacement characteristics that are at least in part
different from each other. With particular preference, all of the
potentiometers have different resistance/displacement
characteristics.
[0064] A particularly preferred embodiment of a motor vehicle
according to the invention is equipped with a data storage device
and/or a data processing device and/or a data evaluating device,
e.g., a computer device, to collect, store, process and evaluate
the data detected, used or processed by the detector system and/or
the different detection devices.
[0065] For example, each of the detection devices may be assigned
directly to the detector system. However, the detection devices may
also be part of another appropriate device that is provided as a
standard component of motor vehicles, e.g., a central computer
unit. It is also preferred to integrate the aforenamed detecting
devices and functions in an electronic clutch management system, or
in a clutch control unit.
[0066] According to a further preferred embodiment of the
invention, the central computer unit or other control unit uses the
concept of an operating phase as a time interval. The operating
phase begins, e.g., when the engine is started and ends when the
engine is turned off.
[0067] With particular preference, an operating phase is treated as
a unitary time period during which the values determined by the
detection devices are processed separately from other operating
phases.
[0068] It is further preferred to isolate the data values
associated with a given operating phase, e.g., by identifying the
data values with an index that correlates data values with
operating phases. This makes it possible, for example, to combine
the data values determined by the detector system with other
parameter values that were determined during the same operating
phase for a long-term evaluation which, in turn, can be used to
uncover long-term trends.
[0069] Thus, the invention provides a possibility to determine and
evaluate developments occurring within one operating phase as well
as developments that occur over longer time periods.
[0070] For example, the invention makes it possible to determine a
long-term change in a mechanical play caused, e.g., by an
increasing state of wear. The determination of the amount of play,
in turn, allows play-dependent factors such as a reference signal
and/or offset signal and/or constant value to be adapted to the
long-term change.
[0071] As a further preferred concept under the invention, the
processing- and/or evaluating device processes the data from
different detection time segments and/or from different operating
phases selectively according to certain criteria.
[0072] As a particularly preferred concept, the data determined by
the detector system are collected and processed over the entire
operating life of the motor vehicle.
[0073] According to a further preferred embodiment of the
invention, the intent-to-shift detection device has the capability
to generate a shift lever signal representing the movement and/or
position of the shift lever. The shift lever signal can, e.g., be
proportionate in magnitude to the current displacement of the shift
lever from a reference position. With particular preference, the
displacement is determined only as a positive data value. However,
the scope of preferred concepts also includes the case where the
shift lever displacement is determined in a positive and negative
direction. With particular preference, the shift lever displacement
is determined in terms of a transformed measuring unit, for example
as a number of increments. Particularly preferred is an arrangement
with a shift lever increment counter which can be reset to zero at
predetermined times and/or in predetermined situations.
[0074] Such a situation exists, for example, if the shift lever is
detected to be in a position corresponding to one of the shift
levels and/or to the neutral state of the transmission.
Particularly preferred is a position where the shift lever is
force-free, i.e., where no forces are acting on the shift
lever.
[0075] In accordance with the invention, it is preferred if the
intent-to-shift detection device further generates a reference
signal. By comparing the reference signal to the shift lever
signal, it is possible to detect when a gear-shifting process is
about to occur in the transmission. Based on this detection, a
signal to a downstream actuator system can be generated already at
an early time to activate other devices participating in the
gear-shifting process.
[0076] With particular preference, the reference signal is
generated as a summation of a filter signal and/or a constant value
and/or an offset value. It is particularly preferred if the filter
signal is generated as a dependent function of the shift lever
signal. For example, the filter signal may be generated by
processing the shift lever signal through a digital/analog-filter
with a time lag. Particularly preferred is a filter in which the
signal is linearized. According to the invention, a PT.sub.1 filter
stage is used as an especially preferred means of generating the
filter signal from the shift lever signal. According to another
preferred embodiment of the invention, the time lag of the filter
is adjustable. It is further particularly preferred if the
reference signal is based directly on the shift lever signal, or if
the reference signal is formed independently of the shift lever
signal.
[0077] It is further preferred if the constant value and/or the
offset signal of the reference signal are adjustable.
[0078] With particular preference, the constant value is matched to
the elasticity of the shift rod mechanism and thus to the potential
oscillation amplitude. A particularly preferred choice for the
constant value is such that, with the typical oscillations of the
shift lever during the operation of the vehicle, there will be no
cross-over between time profiles of the shift lever movement signal
and the reference signal that follows the shift lever signal with a
time lag.
[0079] With preference, the offset signal is dependent on the
torque of the drive source. If the drive source is a combustion
engine, it is particularly preferred if the offset signal is set or
adjusted dependent on the current throttle valve position.
[0080] According to another preferred embodiment of the invention,
the constant value and/or the offset signal can be set or adjusted
during an operating phase of the motor vehicle. It is particularly
preferred if the constant value and/or the offset signal can be
adapted to the values, data, or signals determined or calculated by
the detector system.
[0081] The latter concept is advantageous because it allows the
reference signal to be determined on the basis of highly up-to-date
values for the play in the force-free extreme positions of the
shift lever. This, in turn, is conducive to a more reliable and
accurate detection of an impending shift process.
[0082] The intent-to-shift detection device preferably sends an
intent-to-shift signal to an actuator system arranged downstream,
if predetermined criteria are met which are indicative of an intent
to shift gears.
[0083] With preference, an intent-to-shift signal is emitted when
there is a cross-over between the time profiles of the shift lever
signal and the reference signal. It is further particularly
preferred if a cross-over is artificially generated in the presence
of certain situations. For example, it is a preferred concept under
the invention, to generate an artificial signal or to send a
separate intent-to-shift signal to the downstream actuator system
in cases where the shift lever is moved so slowly that a cross-over
can never occur or will occur too late because of the time lag of
the reference signal. As a part of this concept, it is particularly
preferred if the speed of the shift lever movement is
monitored--preferably on a continuous basis. Preferably, an
intent-to-shift signal of the kind just described is generated if
the speed of the shift lever, preferably for a movement in a
shifting segment, is greater than zero and less than a
predetermined limit.
[0084] In a further preferred embodiment of a motor vehicle
according to the invention, the intent-to-shift detecting device
will not yet emit an intent-to-shift signal at the time of a
cross-over between the shift lever signal and the reference signal,
but will emit the signal only after a predetermined waiting time,
if the intent to shift gears has not been revoked by a an
appropriate cancellation signal. The waiting time, which is
preferably adjustable or controllable begins at the time of the
cross-over.
[0085] With preference, a cancellation signal is generated if a
reversal of the direction of shift lever movement has been
detected. As a particularly preferred part of this concept, the
respective lengths of time or distances of travel in the back and
forth directions of shift lever movement are taken into account for
the decision whether or not a cancellation signal is to be
generated. For example, the main direction of movement of the shift
lever may be given special weight in the decision for or against
generating a cancellation signal.
[0086] This makes it possible, e.g., to deal with situations where
there is a momentary reversal in the movement of the shift lever,
but where otherwise the speed and displacement as well as the
general direction of the shift lever movement clearly indicate that
a shift process is to be initiated. In this case, the intent to
shift will continue to be recognized and a shift-intent counter
will not be reset to zero unless further conditions are
present.
[0087] A situation of this kind can occur during the operation of a
vehicle, e.g., if the driver changes his grip on the shift lever to
a more comfortable position during the shift process and thereby
momentarily moves the shift lever in the opposite direction, but
immediately resumes pushing the lever forward towards the intended
shift level.
[0088] It is also preferred if a control signal is emitted whenever
a reversal in the shift lever movement has been detected. The
control signal could be used, e.g., to reset a shift counter that
was activated at the cross-over between the reference signal and
the shift lever signal.
[0089] It is likewise among the preferred concepts of the invention
to monitor factors like the driving torque and/or the torque load
and/or the throttle valve position and to generate a control signal
or cancellation signal if these factors are found to run in a
direction that contradicts the intent to shift.
[0090] With particular preference, the positions of the shift lever
are detected and registered in a storage memory for at least one
force-free neutral position of the shift actuator shaft. With this
arrangement, it is particularly preferred if the shift actuator
shaft is held in the force-free neutral position by a detent device
to give a substantially reproducible definition to the force-free
neutral position. This makes it possible to use fluctuations in the
shift lever position for the determination of the shift lever
play.
[0091] According to a particularly preferred embodiment of the
invention, the detector system has a group-assignment
characteristic to assign the collected or calculated or detected
data values, such as shift lever positions and/or shift lever
movements, to at least one group.
[0092] It should be noted that in the context of the present
invention, the terms "group-assignment characteristic" and "group"
encompass a broad range of meanings.
[0093] Thus, a group-assignment characteristic can, for example,
assign collected or calculated values to a certain group based on
specific existing criteria, e.g., based on conditions under which
the data were collected and/or calculated, where the group is
specifically distinguished as the recipient of all data that meet
the specific group's criteria.
[0094] A group-assignment characteristic in the sense of the
invention may also include, e.g., that an assignment of the data in
the strict sense of the word is not taking place but that the
incoming data are already classified at the time of collection,
based on the nature of the data. The classification of a set of
data may be, for example, that the data were collected when the
transmission was at a predetermined level, e.g., in neutral, the
shift lever or a component coupled to the shift lever was in a
force-free position, and the shift lever was being moved slowly or
was in a stationary condition.
[0095] The invention also includes the concept that the shift lever
position data are not separately classified or checked according to
criteria, but are simply registered as values that were collected
in the presence of the preset conditions.
[0096] It should be noted in this context that the force-free
condition of the shift lever as described above may be ascertained,
e.g., from the fact that a signal of the transmission-mounted
sensor for the shift movement deviates from a neutral value
(defined, e.g., as 512 increments) or from an other unequivocally
defined and preferably reproducible position by no more than a
predetermined number of measuring increments.
[0097] The term "group" may, e.g., relate to a storage register
section in which, e.g., detected data values meeting specific
criteria are stored. However, the group concept may also include
the understanding that values such as shift lever positions are
collected only if specific conditions are present, in which case
the collected values are automatically assigned to a group that
corresponds to the specific conditions. The specific conditions
under which data are collected are, e.g., the aforementioned
conditions identified as "shift level=0 (neutral)"; "shift lever in
a force-free condition"; and "slow movement or no movement of the
shift lever",
[0098] In a preferred embodiment of the invention, shift lever
position data are collected under the conditions identified as
"shift lever in a force-free condition"; and "slow movement or no
movement of the shift lever" and assigned to different groups in
correlation with different shift levels including the neutral as
well as other shift levels.
[0099] For example, the invention proposes a group in which the
maximum values of the shift lever position are registered and
another group in which the minimum values are registered. A
specific shift lever position is designated as representing the
border value between the group of maximum values and the group of
minimum values. Under a preferred concept, all values greater than
the border value are lumped together into the group "maximum values
of the shift lever position", and all values below the border value
are lumped together into the group "minimum values of the shift
lever position".
[0100] It is likewise preferred to have a group "maximum values of
the shift lever position" in which all positions are registered
that lie within a specified range. For example, the lower limit of
the range is the previously found maximum shift lever position,
while the upper limit of the range exceeds the value for the lower
limit by a predetermined amount of, e.g., one increment. When a
value is found to lie within this prescribed range, the lower limit
of the group "maximum values for the shift lever position" is
replaced by the new value, while the upper limit is raised
accordingly (e.g., to the new value of the lower limit plus one
increment).
[0101] As an alternative or as an additional possibility, it is
also preferred to have a group "minimum values for the shift lever
position", in which values for the shift lever position are
registered if they fall within a prescribed range. According to the
preferred concept, the upper range limit of the group "minimum
values for the shift lever position" corresponds to the previously
established minimum value for the shift lever position, while the
lower limit is set at a prescribed distance from the upper limit,
e.g., at the upper limit minus one increment. Under the preferred
concept, if a detected value of the shift lever position falls into
this range, it will be used to replace the upper limit of the
range, while the lower limit is changed accordingly, e.g., to the
new upper limit minus one increment.
[0102] Also preferred is a concept where instead of the inner
limits, the outer limits of each range are replaced by new values
so that the plus/minus signs for the respective numbers of
increments are reversed.
[0103] It is particularly preferred according to the invention, if
the play of the shift lever is determined based on a dynamic change
of the ranges of the aforementioned groups. With preference, values
that are not assigned to either of the groups "maximum values for
the shift lever position" or "minimum values for the shift lever
position" after they have been detected and tested according to the
group criteria are discarded, i.e., not entered into the storage
register.
[0104] According to a preferred embodiment of the invention, the
time profile of the range limits is retained as stored information.
Likewise among the preferred concepts, the time profile of only one
of the range limits is entered into a storage register. For
example, only the maximum and minimum values of the shift lever
positions, i.e., one range limit at each end, are stored as a
function of time.
[0105] In a particularly preferred embodiment of a motor vehicle
equipped with a detector system according to the invention, the
play or deviation of the shift lever position is detected for the
movement of the shift lever between two shift levels.
[0106] This means in particular, that the minimum as well as the
maximum displacement travel of the shift lever is detected for a
direct shift from a predetermined first shift level to a
predetermined second shift level.
[0107] As a preferred way of practicing the foregoing concept, the
minimum and maximum positions are determined for the two shift
levels.
[0108] Preferably, the foregoing determination is performed under
the previously stated conditions where one of the shift levels is
the neutral level and where the shift lever is force-free and
moving either very slowly or not at all.
[0109] By taking the difference between the maximum and minimum
positions for each of the two shift levels and then adding the two
differences, the maximum variation in shift lever travel is
obtained that can occur in different shift processes from the
prescribed first gear level to the prescribed second gear level and
vice versa.
[0110] The maximum variation in shift lever travel can be used to
calculate the play in the same way as the maximum/minimum
difference within a gear level is calculated. Furthermore, the
maximum variation in shift lever travel is preferably used in the
determination of the reference signal.
[0111] In accordance with the invention, it is particularly
preferred if the maximum difference or maximum variation is
calculated for every possible shift process, i.e., in particular
for every possible combination of one gear level with another.
[0112] In accordance with a particularly preferred embodiment of
the invention, the group-assignment characteristic has a part that
works as a selection- or elimination characteristic. The
selection/elimination characteristic has the purpose of selecting
certain ones among the detected and calculated values for further
processing. With preference, the selection/ elimination
characteristic employs prescribed selection criteria for deciding
which values are to be processed further.
[0113] If the selection involves more than one selection criterion,
the method of selection is preferably designed so that a value is
selected for further processing only if all of the selection
criteria are met.
[0114] Nevertheless, also included among the preferred concepts is
the case where the selection characteristic selects a value for
further processing if only one of a plurality of selection criteria
is met.
[0115] It should also be noted here, that the term
"selection/elimination characteristic" in the present context
covers the same wide range of meanings as the term
"group-assignment characteristic".
[0116] It is especially preferred to have a certain selection
criterion requiring that a measurement value or calculated value
must lie within a prescribed range in order to be selected.
[0117] For example, in a particular case this criterion may require
that a measured value lies in a range between a lower limit
corresponding to a previously registered maximum value and an upper
limit that exceeds the previously registered maximum value by a
given incremental difference. To complete the example, an analogous
selection criterion may also be used for the minimum value and the
associated selection range. Also among the preferred concepts, the
selection criterion may require a measured or calculated value to
lie in a range delimited between an upper limit that exceeds the
previously registered maximum value by a given incremental
difference and a lower limit that undercuts the previously
registered maximum by a given incremental difference.
[0118] Likewise preferred is a selection criterion which allows a
detected or calculated value to deviate from an average value of
previously registered and/or selected values by no more than a
first amount in the positive direction and by no more than a second
amount in the negative direction. The range of preferred solutions
includes the case where the first and second amounts are equal.
[0119] Preferably, the average value is calculated as the
arithmetic mean, i.e., the quotient between the sum and the count
of the previously registered individual values.
[0120] Also among the preferred concepts, a weighted average may be
used instead of the arithmetic mean, using a prescribed weight
function. For example, the individual values may be weighted
differently dependent on their distance from a predefined reference
point.
[0121] In accordance with a preferred embodiment of the invention,
the detected and/or selected values are accumulated into a history,
where the term "history" is meant to encompass a broad range of
meanings.
[0122] Thus, the term "historical storage" in the present context
means, e.g., that the detected or calculated values are registered
in chronological sequence.
[0123] The term "historical storage" further encompasses the
possibility where values detected or determined in the past are
stored without regard to their chronological sequence.
[0124] According to a particularly preferred embodiment of the
invention, the values that have been determined, calculated or
processed are erased at predetermined points in time. As an
example, in a certain embodiment the values may be stored only over
the length of an individual operating phase. Also preferred is the
concept of storing data only if they have a certain relevance with
respect to further evaluation measures. This may mean for example,
that only the current maximum and minimum values are registered
while values in between may be ignored.
[0125] According to a particularly preferred embodiment of the
invention, "erased" values are transferred to a long-term storage
register, so that they remain available for special situations,
e.g., to evaluate a long-term history.
[0126] A motor vehicle according to a particularly preferred
embodiment of the invention is equipped with a noise-elimination
device. The noise-elimination device allows the removal of noise
components from the detected and/or calculated values, or from
series of detected and/or accumulated values.
[0127] With particular preference, the noise components of signals
are eliminated by taking an average of a plurality of individual
values. The averages used for the elimination of noise components
may be weighted averages, but the scope of preferred solutions also
includes non-weighted averages.
[0128] Preferably, the individual values entering into an average
are selected according to a given characteristic. For example, the
characteristic may prescribe to take averages based on a certain
number of consecutively detected individual values so that, e.g.,
the first ten detected or registered values would make up a first
average, the eleventh through the twentieth value would make up the
second average, and so forth.
[0129] It is also one of the preferred concepts to use each value
in more than one average, for example by taking a first average
based on values 1 through 10, a second average based on values 2
through 11, a third average based on values 3 through 12, and so
forth. It should be noted that the foregoing selection
characteristics for forming averages are meant as examples and that
the invention encompasses a multitude of other possibilities of
calculating an average.
[0130] According to a particularly preferred embodiment of the
invention, only those individual values are processed into averages
that were detected or collected under specific conditions, e.g.,
values that were detected while the transmission was at the neutral
gear level (gear level=0) or, alternatively, at a specific gear
level other than neutral, and while the shift lever was essentially
force-free and the speed of shift lever movement was either zero or
very small.
[0131] With preference, the averages discussed above are assigned
to subgroups, whose criteria are essentially analogous to the
criteria of the aforementioned groups.
[0132] It should be noted that the foregoing example, where ten
individual values are combined into an average, is not to be taken
as a limitation of the invention.
[0133] In principle, an essentially arbitrary number of individual
values can be used to calculate an average value.
[0134] With particular preference, an average value is made up of
individual values that meet a prescribed criterion. For example, an
average is taken of individual values representing the shift lever
position at a specific gear level (which can be the neutral or any
other gear level). It should be noted that a specific gear level or
specific condition should preferably be understood to include a
small range of variation that can be caused, for example, by a
mechanical play.
[0135] It is particularly preferred to use the averages for the
determination of the minimum and maximum shift lever positions
preferably within a given gear level - in an analogous manner as
described above for individual values.
[0136] It should be noted that, in essence, every operation that
was described above for individual values can also be performed
with the corresponding average values, and vice versa.
[0137] According to a particularly preferred embodiment of the
invention, a certain number of individual values is considered to
determine an average in a manner where the actual calculation of
the average is based on only a part of the values considered.
[0138] As a particularly preferred example of the foregoing
concept, the largest and the smallest of the individual values
considered are disregarded in the calculation of the average. This
means that, e.g., of ten values considered, only eight are entered
into the calculation of the average. However, the range of
advantageous possibilities according to the invention also includes
the option of disregarding the two smallest and/or largest, or
disregarding the three smallest and/or largest of the individual
values.
[0139] The purpose of the foregoing way of calculating an average
is to keep statistical outliers from entering into the
calculation.
[0140] As a further preferred concept, certain intervals between
individual values are taken into account in determining which
values are to be considered in calculating an average.
[0141] According to the invention, to apply the foregoing concept
in a case where one had, e.g., n=10 individual values, one would
establish the difference between the largest and the smallest of
the ten values. The largest of the ten individual values will be
entered into the calculation of the average only if the interval I
between the largest and the second-largest individual value is less
than one-ninth of the aforementioned difference between the largest
and smallest of the ten values, or generally if I<[largest
value-smallest value]/(n-1). The smallest individual value,
likewise, is entered into the calculation of the average only if
the interval between the smallest and the second-smallest
individual value meets the aforementioned condition. According to a
particularly preferred embodiment of the invention, the minimum
values and the maximum values of the averages for specific
conditions are entered into a max/min storage device or storage
register.
[0142] A specific condition in the sense of the foregoing paragraph
may encompass, e.g., that the individual values were detected while
the shift lever was in an essentially force-free state, the
transmission was at gear level zero (neutral), and the speed of
shift-lever movement was zero or very small.
[0143] Another specific condition in the sense of the foregoing
paragraph may require that the individual data values were detected
while the shift lever was in an essentially force-free state, the
transmission was at a gear level other than zero, and the speed of
shift-lever movement was zero or very small. Further preferred is
an arrangement where max/min storage registers are correlated with
specific gear levels.
[0144] With preference, the maximum values and minimum values in
the max/min registers are updated if a larger maximum value or a
smaller minimum value has been found.
[0145] The relevant considerations for updating or replacing
previously stored maxima and minima with new values as described
above for maxima and minima of individual values are likewise
applicable to the maxima and minima of the averages. In particular,
a maximum or minimum value of the averages is replaced only if the
new maximum- or minimum value deviates from the previously stored
value by no more than a prescribed amount, e.g., by one measuring
increment.
[0146] It should be noted that a measuring increment is, for
example, four tenths of a millimeter.
[0147] According to a particularly preferred embodiment of the
invention, the play-detecting device determines at least one amount
of play based on the maximum- and/or minimum values of the
registered or detected individual values or based on the average
values. With particular preference, the play that is being
determined is the play of the shift lever.
[0148] According to a particularly preferred embodiment of the
invention, the play of the shift lever can be determined separately
for each gear level.
[0149] With particular preference, the play in the neutral position
is taken as representative for the absolute amount of play of the
shift lever and, accordingly, the play is preferably determined
only for the neutral position.
[0150] It is preferred to store the values for the amounts of play
in each gear level and also, to update the stored values when a
change has been found in an amount of play.
[0151] With particular preference, the play is determined for the
force-free positions of the shift lever in more than one gear
level, preferably for all gear levels other than the zero
level.
[0152] According to a particularly preferred embodiment of the
invention, the amounts of play for the individual gear levels are
compared, and an absolute play of the shift lever is determined as
the maximum among the amounts of play for the individual gear
levels.
[0153] It is also particularly preferred to store only the absolute
amount of play of the shift lever and, if a larger amount is
subsequently determined, to update the stored value of the absolute
amount accordingly.
[0154] It is also preferred to store the time profile of the
absolute amount of play to make it available for a long-term
evaluation.
[0155] According to a particularly preferred embodiment of the
invention, the reference signal is established dependent on the
amount of play, e.g., dependent on the play of the shift lever at a
given gear level, or dependent on the absolute play of the shift
lever.
[0156] According to a particularly preferred embodiment, the
reference signal is, in essence, continually adapted to changes in
the detected amounts of play, particularly while the vehicle is in
operation.
[0157] According to a particularly preferred embodiment of the
invention, the value for the play is entered into the calculation
of the offset signal.
[0158] It is likewise preferred to use the value for the play in
determining the constant value.
[0159] With particular preference, the play is determined as the
difference between correlated minimum- and maximum values.
[0160] With preference, the play of the shift lever in a force-free
position within a gear level is determined as one-half of the
difference between the maximum value and the minimum value of the
possible shift lever positions for that gear level.
[0161] It should be noted that while shift lever positions are
preferably detected in a force-free state, the scope of the
invention also includes arrangements to detect strain, typically of
a small magnitude.
[0162] As a general note, wherever the word "or" is used in the
present context in reference to features of the invention, it may
be used either in the Boolean sense (one or the other or both) or
as an exclusive "or" (one or the other but not both).
[0163] It should further be noted that the terms "control" and
"controlling" as well as derivatives of these terms are used with a
wide range of meanings, including in particular the concepts of
regulating and/or controlling as used in German Industry Standards
(DIN).
[0164] The novel features that are considered as characteristic of
the invention are set forth in particular in the appended claims.
The improved apparatus itself, however, both as to its construction
and its mode of operation, together with additional features and
advantages thereof, will be best understood upon perusal of the
following detailed description of certain presently preferred
specific embodiments with reference to the accompanying
drawing.
BRIEF DESCRIPTION OF THE DRAWINGS
[0165] The invention will be discussed on the basis of the attached
drawing (without restricting the invention to the specific details
illustrated), which represents an example of an embodiment,
wherein
[0166] FIG. 1 represents a first example of a time profile of a
sensor signal of a motor vehicle according to the invention;
[0167] FIG. 2 represents a second example of a time profile of a
sensor signal of a motor vehicle according to the invention;
[0168] FIG. 3 represents a schematic view of a motor vehicle
according to the invention; and
[0169] FIG. 4 represents a schematic view of a motor vehicle
according to the invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[0170] FIG. 1 represents a first example of a time profile of a
sensor signal that can occur in a motor vehicle according to the
invention. The illustrated signal occurs for example at the
beginning of an operating phase.
[0171] Illustrated in the graph are the time profile of the minimum
shift position 12, the profile of the maximum shift position 14,
the signal 16 of a shift-lever position detecting device such as a
potentiometer, the signal of a transmission-mounted position sensor
18 such a potentiometer, the time profile 20 of the shifting
activity between different gears as well as the time profile of a
numerical status identifier 22.
[0172] The time profile 20 of the shifting activity indicates that
the transmission is being shifted from fourth gear through neutral
into first gear. Driving in fourth gear, or "normal" driving, is
assigned a status identifier value of 8. When the transmission has
been shifted to neutral, an identifier value of 4 signifies that
the neutral mode of the transmission has been recognized. As the
shift-position indicator 20 steps up (at the point of shifting into
first gear), the status identifier 22 steps up to a value of 7. The
numerical value of 7 corresponds to a state of beginning movement
of the vehicle.
[0173] Shortly after the transmission has been shifted into
neutral, corresponding to a value of 4 for the status identifier
22, the position sensor signal 18 of the transmission settles to an
essentially constant value, in the illustrated case at about 512
scale increments. This steady position is held preferably by means
of a detent mechanism. The detent mechanism is arranged, e.g., on
the shift-actuator shaft, so that the time profile graph 18
represents also the position vs. time graph for the shift-actuator
shaft.
[0174] It should be noted that the aforementioned detent
arrangement is not to be interpreted as a limitation of the
invention. A detent arrangement can also be provided for other
positions, e.g., corresponding to the different shift levels. The
invention also covers the concept of detecting the shift lever
position or the play of the shift lever position for transmission
modes other than neutral. It should further be noted that a
reference position such as the position of the shift-actuator shaft
could also be detected by way of monitoring other elements or other
situations.
[0175] The signal graph 16 representing the shift lever position,
likewise, settles to an approximately constant value following a
brief oscillatory phase shortly after the time mark of 126 seconds
in the diagram. The term "approximately constant" in this context
has a broad meaning. As may be concluded from the fact that there
is a play to be detected, it is acceptable for the shift lever
position to fluctuate to a certain extent. However, with the
embodiment discussed here, it is essential that the fluctuations in
the position of the shift lever are not causing a change in the
position of the shift-actuator shaft. The essentially invariant
position of the shift-actuator shaft ensures that the shift lever
is essentially force-free. However, a slight change in the position
of the shift-actuator shaft (e.g., by three scale increments) is
permissible.
[0176] As soon as the detection system has found that the
transmission has been set into neutral, that the shift-actuator
shaft is essentially at its neutral position (at 512 scale
increments), and the rate of change in the shift lever position is
essentially zero, the detection process to find extremes in the
shift lever position is started. Thus, an extreme position is
detected for the first time at the time mark of 129 seconds.
Because only one position is being monitored, the time profile 12
of the minimum and the time profile 14 of the maximum are
essentially the same. Measurements are repeated at short intervals.
After ten measurements have been collected, a mean value is
calculated and compared to the previously established maximum value
14 and minimum value 12. If the mean of the ten measured values is
found to be greater than the previously established maximum 14 or
smaller than the previously established minimum 12, the maximum or
minimum is replaced by the new value.
[0177] Preferably, however, the value is replaced only if the new
value deviates from the old value by no more than a predetermined
limit of, e.g., one increment. This condition is essentially met at
a point shortly after the time mark of 129 seconds. Before this
point in time, the maximum 14 and minimum 12 were identical. The
newly determined mean value is greater than the previously
established maximum (note that the length scale of the shift lever
position is reversed in the graph). The time profile 14 for the
maximum therefore shows a step which indicates that the newly
determined maximum is greater than the previously established
maximum.
[0178] In the time period from 129 to slightly beyond 134 seconds,
the same kinds of repeated measurements take place.
[0179] As can be seen in the illustrated example, the shift lever
position values detected up to the time slightly after the
134-seconds mark are neither greater that the previously
established maximum nor less than the previously established
minimum. Accordingly, neither of the time profile graphs for the
maximum and minimum show a step change. A step-change in the
maximum value occurs shortly after the 134-seconds mark, because
the mean value of 10 measurements has again been found to be
greater than the previously established maximum. Almost immediately
after this step change of the maximum, the graph 18 of the
shift-actuator shaft position and the graph 16 of the shift lever
position show large changes. This is the point were the shift lever
is being moved, which is also reflected in the graph 18 for the
position of the shift-actuator shaft. The required conditions for
the position monitoring process--shift lever in a force-free state,
transmission in neutral, no appreciable movement of the shift
lever--are no longer present at this point. The monitoring of the
shift lever position to search for extremes is therefore
cancelled.
[0180] The interval 24 between the maximum 14 and the minimum 12
corresponds to the total range of the play, i.e., double the amount
of the play observed in one direction. Thus, the amount of play can
be determined at each point in time and can be taken into account,
e.g., when establishing a reference signal.
[0181] FIG. 2 represents a second example of a set of time profiles
of signals that can occur in a motor vehicle according to the
invention. The signals shown in FIG. 2 can occur, e.g., in the
middle of an operating phase.
[0182] The status identifier 22 steps down from a value of 8 to a
value of 4 and back up to a value of 8, corresponding to a change
in the operational-status from "driving" to "neutral" and back to
"driving". The shift-position indicator 20 changes from fourth gear
through neutral to second gear.
[0183] Analogous to the description given above for FIG. 1, the
play 24 (i.e., double the amount of the one-directional play) is
again determined while the transmission is in neutral.
[0184] The conditions that have to be present for the detection of
the play are the same as previously discussed in the context of
FIG. 1, i.e., the sensor on the transmission may not show a
deviation from its neutral condition (512 scale increments) by more
than a predetermined maximum amount. As a further requirement, the
shift lever has to be essentially at rest. In addition, the
transmission must have been set to the neutral gear level.
[0185] At the point labeled 26 on the time profile 18 of the
transmission sensor, the latter still shows an amount of movement
greater than the required maximum allowable deviation from the
neutral position (the latter corresponding to 512 scale
increments). Accordingly, the detection process for the extreme
values is not yet being started at this point. As can be seen in
the graph, after the shift lever has settled from a short transient
oscillation immediately before the time mark of 132 seconds, the
signal 18 of the transmission sensor stays likewise within
predetermined boundaries. Accordingly, this is the point where the
detection of extreme values begins. The same procedure is followed
as above, i.e., the mean of ten detected values is determined and
compared to the previously established maximum and minimum values.
As can be seen in the graph, a difference between the maximum value
14 and the minimum value 12 was detected, or existed, already at
the beginning of the illustrated time window at 126 seconds, which
means that a play was detected already at the time of 126
seconds.
[0186] Shortly before the time mark of 132 seconds, the maximum
signal gradually adapts itself to the position of the shift lever
which has established itself slightly before the time mark of 132
seconds in the time profile 16 of the shift lever signal. The graph
representing the maximum has essentially settled shortly before the
time mark of 134 seconds, so that there are no longer any values
larger than the previously established maximum. After another jump
in the shift lever signal 16, slightly after the time mark of 134
seconds (which is not accompanied by a corresponding jump in the
transmission sensor signal 18), shift lever positions are detected
that are below the previously established minimum value. The same
procedure is followed as above, i.e., determining the mean of ten
detected values and comparing it to the previously established
maximum and minimum values. As can be seen from the time profile 12
in the graph, the newly detected minimum value at certain
predetermined times has been found to be smaller than the
previously established minimum value, and the minimum value has
been raised accordingly.
[0187] After another jump in the time profile of the shift lever
signal, which is accompanied over a short time interval by a
corresponding reaction in the time profile of the transmission
sensor, the required conditions for the detection of extreme values
are again present.
[0188] At a point shortly after 136 seconds, the detection of
extreme values turns up a new maximum value that is greater than
the previously established maximum value; therefore, the previously
established maximum value is replaced by a new maximum value. At
the end of the illustrated time window, the maximum value and the
minimum value differ by about 16 measuring increments,
corresponding to a play of approximately 8 increments.
[0189] It should be noted that in the time window between 126 and
136 seconds, the values for the play fluctuate in accordance with
the increasingly divergent profiles of the maximum values 14 and
minimum values 12.
[0190] The fluctuation in the time profile of the play values can
at any time be used for further computations--e.g., to establish
the reference signal or the offset portion of a reference signal or
the constant portion of a reference signal.
[0191] Each of the FIGS. 3 and 4 shows a different embodiment of
the invention.
[0192] FIG. 3 illustrates a vehicle 201 with a drive source 202,
such as a combustion engine or a hybrid drive arrangement with a
combustion engine and an electric motor, with a torque-transmitting
system such as a clutch 203, and a transmission 204 followed
downstream in the drive train by a drive shaft 205, a differential
206, and two driving axles 207a and 207b which, in turn, are
connected to the driven wheels 208a and 208b. The
torque-transmitting system 203 is represented as a friction clutch
with flywheel 209, pressure plate 210, clutch disc 211, release
bearing 212 and release fork 213. The release fork is operated by
means of an actuator 215 with a master cylinder 216, a pressure
conduit such as a hydraulic line 217 and a slave cylinder 218. The
actuator is shown as a pressure-medium based actuator with an
electric motor 219 acting on a master-cylinder piston 220 through a
motion-transmitting mechanism, so that the torque-transmitting
system can be moved into and out of engagement by means of the
hydraulic line 217 and the slave cylinder 218. The actuator further
includes the electronics for energizing and controlling the
actuator, i.e., the power electronics as well as the control
electronics. The actuator is equipped with a sniffle bore 221 which
connects to a reservoir 222 for the pressure medium.
[0193] A shift level detecting sensor 231 and an intent-to-shift
detecting sensor 232 are arranged at the gear-shifting lever 230.
The intent-to-shift detecting sensor 232 recognizes from the
movement of the shift lever or from a force applied to the shift
lever when the driver of the vehicle 201 is about to shift gears.
The vehicle is further equipped with an rpm sensor 233 detecting
the rpm rate of the transmission output shaft 205 or of the driven
wheels 208a and 208b. The vehicle further has a throttle valve
sensor 234 to detect the throttle position, and an rpm sensor 235
for the rpm rate of the engine.
[0194] The gear level detecting sensor 231 recognizes the position
of mechanical shifter elements in the transmission and thereby
determines which gear level is engaged, sending a corresponding
signal to the control unit. If the gear level detecting sensor is
an analog sensor, it can also detect the movement of the mechanical
shifter elements of the transmission, so that the next gear level
to be engaged can be recognized at an early stage.
[0195] The actuator 215 is supplied with power from a battery 240.
The vehicle power plant is further equipped with an ignition switch
241, usually a with several switch positions and, as a rule,
activated by means of the ignition key, whereby the starter motor
of the combustion engine 202 is energized by way of the power line
242. A signal is sent through the line 243 to the electronic unit
of the actuator 215, e.g., to activate the actuator when the
ignition is turned on.
[0196] Block 250 in FIG. 3 represents an anti-rollback control
device which is connected to at least one vehicle brake 251 to
actuate the latter automatically at least temporarily for the
purpose of preventing the vehicle from rolling backwards, e.g.,
when starting up on an incline. The anti-rollback control unit 250
is connected to the control of the automated clutch through the
signal connection 252.
[0197] FIG. 4 gives a schematic representation of a power train of
a motor vehicle with a drive source 601, such as a combustion
engine or other kind of motor, with a torque-transmitting system
602 such as a friction clutch, dry-friction clutch, or wet friction
clutch, a transmission 603 as well as a differential 604, drive
axles 605, and driven wheels 606. The wheels may be equipped with
rpm sensors (not shown) to detect the rpm rates of the wheels. The
rpm sensors may also be functionally related to electronic systems
such as e.g., an anti-lock braking system (ABS). The drive source
601 can also be designed as a hybrid drive that includes, e.g., an
electric motor, a flywheel with a free-wheeling arrangement, and a
combustion engine.
[0198] The torque-transmitting system 602 is designed as a friction
clutch, but is could also be configured as a magnet-powder clutch,
laminar-disc clutch, or as a torque converter with a lock-up clutch
or other clutch. Also shown in FIG. 4 are a control unit 607 and a
schematically represented actuator 608. The friction clutch can
also be configured as a wear-compensating self-adjusting
clutch.
[0199] The torque-transmitting system 602 is mounted on or
connected to a flywheel 602a. The flywheel 602a can be a divided
flywheel with a primary mass and a secondary mass, a damper device
between the primary and secondary masses, and a gear-tooth profile
602b for the engagement of the engine starter on its outside
circumference. Overall, the torque-transmitting system has a clutch
disc 602c with friction linings, a pressure plate 602d, a clutch
cover 602e, as well as a diaphragm spring 602f. In addition, the
self-adjusting clutch is equipped with adjusting and
wear-compensating means. A sensor such as a force sensor or
displacement sensor is arranged to detect a situation when an
adjustment is needed and when the conditions for performing the
adjustment are present.
[0200] The torque-transmitting system is operated by means of a
release mechanism 609, such as a hydraulically operated central
release device, which may have a release bearing 610 to engage and
disengage the clutch. However, the release mechanism can also be
configured as a mechanical release device which acts on a release
bearing or comparable element.
[0201] To engage and disengage the clutch, the actuator 608
controls the movement of the mechanical or hydraulic clutch release
device 609 by means of a mechanical connection or through a
hydraulic transmitting system or hydraulic line 611. The actuator
608, through at least one output element or through a plurality of
output elements, actuates the shift movements of the transmission,
e.g., where the output element or elements of the actuator 608 are
operatively connected, e.g., to a central shift-actuator shaft of
the transmission. Thus, the actuator actuates the movement of
shifter elements inside the transmission for engaging, disengaging,
or changing gear levels or ratio levels, such as a central
shift-actuator shaft or linkage rods or other shifter elements.
[0202] The actuator 608 can also be configured as a cylinder
actuator that is arranged inside the transmission. By a controlled
rotary displacement, a shifter cylinder moves elements that are
guided in tracks on the cylinder surface and thereby actuates the
different gear levels. The actuator for the shifting of the ratio
levels can also include the actuator for the torque-transmitting
device, in which case the actuator needs to have an operative
connection to the clutch release device.
[0203] The control unit 607 is connected to the actuator by way of
the signal line 612, so that control signals and/or sensor signals
and/or operational status signals can be exchanged, transmitted or
interrogated. Furthermore, the signal lines 613 and 614 are
available, through which the control unit is connected at least at
certain times to additional sensors or electronic units. Examples
of such electronic units are an engine control unit, an ABS control
unit, or and anti-slip control unit. Additional sensors may include
general status monitors of the vehicle such as rpm sensors of the
engine and the wheels, throttle-position sensors, accelerator-pedal
position sensors, or other sensor devices. The signal line 615
connects to a databus such as, e.g., a CAN bus (where CAN stands
for Controller Area Network), through which system data of the
vehicle or of other electronic units can be communicated, as the
electronic units are usually networked by computer units.
[0204] An automated transmission can be shifted in a manner where
the gear change or ratio change is initiated by the driver, e.g.,
by using a switch to give a signal to shift either up or down. It
is also possible to provide a signal through an electronic shift
lever to direct the transmission to shift into a specific gear.
However, an automated transmission can also perform the
gear-shifting process automatically at certain predetermined
points, e.g., based on sensor signals and using characteristic data
values, curves, or data arrays, without the driver having to
initiate the gear change.
[0205] The vehicle is preferably equipped with an electronic gas
pedal 623 or an engine-load control lever, where the gas pedal 623
gives input to a sensor 624 that communicates with the electronic
engine control unit 620 which, on the basis of the sensor signal,
controls or regulates, e.g., the fuel supply, the ignition timing,
fuel injection timing or the throttle valve position, by way of the
signal line 621 that leads to the engine 601. The electronic gas
pedal 623 with its sensor 624 is connected to the electronic engine
control unit 620 by way of the signal line 625. The electronic
engine control unit 620 is operatively connected to the control
unit 607 by way of the signal line 622. The arrangement may further
include an electronic transmission control unit 630 in signal
communication with the units 607 and 620. It is practical to
control the throttle valve position through an electric motor
which, in turn, is controlled by the electronic engine control unit
620. In systems of the kind just described, a direct mechanical
connection to the gas pedal is no longer necessary nor
practical.
[0206] To summarize, the invention covers a motor vehicle with at
least one actuator device to actuate a transmission, at least one
intent-to-shift detection device that recognizes when a
gear-shifting process is about to occur and/or has been initiated,
and at least one detector system to detect the presence and/or
magnitude of factors that have an influence on the shift process
and are related to components and/or to shift signals and/or to the
shift lever; and the invention further covers a method of detecting
a driver's intention to shift gear.
[0207] Without further analysis, the foregoing will so fully reveal
the gist of the present invention that others can, by applying
current knowledge, readily adapt it for various applications
without omitting features that, from the standpoint of prior art,
fairly constitute essential characteristics of the generic and
specific aspects of the aforedescribed contribution to the art and,
therefore, such adaptations should and are intended to be
comprehended within the meaning and range of equivalence of the
appended claims.
* * * * *