BRPI0714851A2 - a method for shifting a cable into a vehicle, a vehicle equipped with a clutch, a computer program adapted for shifting into a cable in a vehicle, and an electronic control unit - Google Patents

Abstract

A METHOD FOR SHIFTING A CABLE SHIFTING SYSTEM IN A VEHICLE, A VEHICLE EQUIPPED WITH A CLUTCH, A ADAPTED COMPUTER PROGRAM IN A WIRE SHIFTING SYSTEM, AND AN ELECTRONIC CONTROL UNIT . A method for gear shifting in a vehicle cable gear system (1), comprising the steps of: determining whether a reliable gear signal is obtainable from the gear shift means (7); change from a first gear change mode, in which a gear change is initiated by manual actuation of the clutch control means (21), and indicate a desired gear change gear mode, to a second gear change mode. if a suitable walking signal cannot be obtained; get proper gear in the second mode; and switch to proper gear if the clutch control means (21) in the second mode is manually influenced and the proper gear is different from a gear currently engaged. A computer program (19), a vehicle and an electronic control unit to conduct the process are also described.

Description

"A METHOD FOR SHIFTING A CABLE SHIFTING SYSTEM IN A VEHICLE, A VEHICLE EQUIPMENT WITH A CLUTCH, A ADAPTED COMPUTER PROGRAM FOR A SHAPED DRIVING SYSTEM, AND A CONTROL UNIT ELECTRONIC"

TECHNICAL FIELD OF THE INVENTION

The invention relates to a method of shifting in a cable gear system in the case of an absent or abnormal signal from a manually influenced shifting means. The invention also relates to a computer program, a computer program product, a vehicle and an electronic control unit (ECU) for conducting the method.

BACKGROUND OF THE INVENTION

Several different types of gearboxes and gear shift systems currently exist on the market. One is a system that allows a driver to manually shift into a cable-driven system, ie manually initiated shifts, but the shifts themselves being electrically, electropneumatically or electromechanically controlled. by an electronic control unit and not by manual force on a shift lever. Some cable-gear systems include a clutch pedal, in addition to the brake pedal and accelerator pedal, to, for example, give the driver the feeling of shifting substantially in the same way as if the vehicle had a gearbox system. manual exchange. Since the shift lever arrangement in a cable gear system does not transmit a mechanical shift force to the gearbox, the shift lever may not be as large and heavy as, for example, on buses. and heavy trucks equipped with a conventional manual gearshift system, but it is usually small to save weight and space. A problem with the cable gear system is that normal transmission operation is impossible in the event of a shift lever signal failure. This failure may result from, for example, a shift lever / lever, a position sensor failing to sense the position of the shift lever, and a cable failure or a connector failure between the shift sensor. position and the ECU receiving the position sensor signal.

If the driver is unable to shift or shift the gearbox into neutral, the vehicle is immediately in an unsuitable driving condition, not even in a workshop, and especially if the moment gear is high and inadequate. - each for lower vehicle speeds. Dangerous traffic situations may also arise from the driver's inability to initiate gear changes. Modern trucks and buses usually have an emergency mode, often called a pure original mode, which is intended to allow the driver to drive the vehicle with a limited workshop handling capability when certain predefined system failures occur. gear shifts have been detected. US-5251733-A describes this weak original mode for a tractor. In this pure original mode, which is manually activated by the driver, a gear is engaged by first moving the gear shift lever to its neutral position and then shifting it back into gear while lowering and releasing the pedal. of the clutch. Therefore, to shift gears in pure original mode, the shift lever must remain intact and the clutch pedal is used to modulate the engagement between the engine and gearbox in a conventional mode for manual shift. EP-161521-A1 describes a semi-automatic transmission system with asynchronous coupling mechanics, where the gearbox is placed in the neutral position if any of the position sensors for the shift actuators in the gearbox is found to be abnormal. Thus, this document does not provide any pure original mode when, for example, a shift lever position signal is absent.

SUMMARY OF THE INVENTION

It is an object of the invention to enable a driver of a vehicle, equipped with a cable gear system and a clutch pedal, to be capable of shifting, although a gear signal of a gear change means such as such as a gear shift lever, is unavailable or abnormal to safely and efficiently steer the vehicle to, for example, a workshop or away from a position where it may cause hazardous traffic. The invention relates to a method for gear shifting in a gear system.

cable in a vehicle, comprising a clutch, a gearbox, a clutch control means, for example, a clutch pedal, for manual clutch engagement and disengagement, and a gear shift means, for example, a gear shift lever providing a manual indication of a desired gear, comprising the steps of:

determining whether a reliable travel signal is obtainable from the gear shifting means;

change from a first gear change mode, in which a gear change is initiated by manual actuation of the clutch control means, and indicate a gear desired by the gear change means, that is, the usual mode of changing manually shift to a second gear change mode if a suitable gear signal cannot be obtained; get a proper gait in the second mode; and shift to proper gear if clutch control in the second mode is manually influenced and proper gear differs from a currently engaged gear. Thus, it can be concluded that, for example, if the clutch control means is a clutch pedal, the driver can shift only by lowering the clutch pedal and thus continue to drive the vehicle without lose the possibility of shifting properly, although the usual gear signal, showing the gear desired by the driver, is unavailable or determined to be unsafe. This mode of shifting is very easy as the clutch usually has to be disengaged during shifting anyway to avoid excessive wear on the gearbox.

The method may comprise the step of causing a half-display to show a first indication to a vehicle driver if the second mode is activated. This concludes that the driver is alerted that something is wrong with the gear signal and cannot select a gear by shifting and shifting in a normal mode, ie as in the first mode. . In the event of a visual error in the gear shift, such as an obvious gearshift, the driver is informed that the vehicle has acknowledged the break.

The method may comprise the step of causing the middle display to show a second indication associated with the currently engaged gear in the second mode. Thus, it can be concluded that the driver can verify which gear is engaged, although he cannot verify the gear engaged by the gear.

The method may comprise the step of having the middle display in the second mode show a third indication associated with proper gear if the proper gear is different from the gear currently engaged. Thus, it is concluded that the driver is able to know which gear will be engaged by influencing / lowering / touching the clutch control means.

In one embodiment, a suitable gear is a gear in which an engine speed, for example, a diesel engine speed, is within a predetermined speed range, for example, a speed range within which fuel consumption is achieved. Fuel consumption is considered to be more efficient while utilizing a vehicle speed at the moment. Thus, it can be concluded that the vehicle can be driven in an eco-friendly mode also in the second mode, provided that the predetermined engine speed range is adapted to a fuel efficient engine speed range such as the called a green field, which is typically displayed on tachometers in, for example, trucks, buses, and modern cars.

The method may comprise the step of allowing reverse gear to engage in the second mode if the vehicle is considered substantially stationary for a first determined time and the clutch control means is manually influenced after the first predetermined time. . It follows that a reverse gear can be safely engaged without unnecessary wear or damage to the gearbox.

The method may comprise the step of considering the vehicle to be substantially stationary by checking a sensor signal relative to a parking brake / parking brake or a vehicle speed signal. As a result, it is concluded that the sensors already present in a modern vehicle can be used for a safe reverse hitch.

The method may comprise the step of allowing reverse gear to engage in the second mode only if also a brake pedal is affected more than the first predetermined time and is still affected when the clutch control means is manually influenced. With this, an even safer way to engage reverse gear is achieved.

The method may comprise the step of shifting from gearbox to neutral in the second mode if the clutch control means is influenced for a longer time than a second predetermined time. Thus, it is concluded that the gearbox, in a very easy mode, can be placed in the neutral position by the same means used for engaging the drive gears, regardless of whether they are forward gears or reverse gears.

The invention also relates to a computer program adapted for gear shifting in a vehicle cable gear system comprising a clutch, a gearbox, a clutch control means for manual control coupling and disengagement. clutch, and a gear shifting device which provides a manual indication of a desired gear, wherein the computer program comprises computer readable code means, which, when executed on an electronic control unit in the vehicle, makes the electronic control unit to drive the method.

Furthermore, the invention relates to a computer program product comprising a computer usable medium and the computer program, the computer program being recorded in the computer useful medium.

Moreover, the invention relates to an electronic control unit comprising a storage medium, and the computer program is stored in the storage medium.

In addition, the invention relates to a vehicle equipped with a clutch, a clutch control means for manual clutch engagement and disengagement, and a gear shift means that provides a manual indication of a desired gear, comprising at least one electronic control unit adapted for:

determining whether a safe travel signal is obtainable from the gear shift means;

Shifting from a first gear shift mode, in which a gear shift is initiated by manual actuation of the clutch control means and indicating a desired gear shift gear, to a second gear change mode. if a safe travel signal cannot be obtained;

get a proper gait in the second mode; and

Shift into proper gear if the clutch control mode in the second mode is manually influenced and the proper gear differs from a currently engaged gear.

The vehicle may comprise a display means adapted to show a first indication to a vehicle driver if the second mode is activated. The half display may be adapted to show a second indication associated with the gear currently engaged in the second mode. The middle display can be adapted to show a third indication associated with proper gear in the second mode if the proper gear differs from the gear currently engaged.

The at least one electronic control unit may be adapted to determine proper gear as a gear in which an engine speed is within a predetermined speed range while using a vehicle speed at the moment.

The at least one electronic control unit may be adapted to allow reverse gear to engage in the second mode if the vehicle is considered substantially stationary for a predetermined first time and the clutch control means is engaged. manually influenced after the first predetermined time. The at least one electronic control unit may be adapted to check a parking / parking brake sensor signal or a vehicle speed signal to consider whether the vehicle is substantially stationary. The at least one electronic control unit may be adapted to allow reverse gear to be engaged in the second mode only if also a brake pedal is affected more than the predetermined first time and is still affected when the means of clutch control is influenced.

The at least one electronic control unit is adapted to initiate a gearbox shift to neutral in the second mode if the clutch control means is manually influenced more than the predetermined second time.

BRIEF DESCRIPTION OF DRAWINGS

The objects, advantages and effects as well as aspects of the present invention will be more readily understood from the detailed description of embodiments set forth below, when read in conjunction with the accompanying drawings, in which: Figure 1 schematically shows a vehicle of according to one embodiment of the invention;

Figure 2 schematically shows an ECU according to one embodiment of the invention;

Figure 3 is a flowchart of one embodiment according to the invention;

Figure 4 is a flowchart of one embodiment of a first circuit according to the invention;

Figure 5 is a flowchart of one embodiment of a second circuit according to the invention; and

Figure 6 is a flowchart of a third circuit embodiment according to the invention.

DETAILED DESCRIPTION OF MODALITIES

Although the invention covers various modifications and alternative constructions, the embodiments of the invention are set forth in the drawings and will be described below in detail. However, it is to be understood that the specific description and the drawings are not intended to limit the invention to the specific forms described. Rather, it is intended that the scope of the claimed invention include all modifications and alternative constructions thereof, which fall within the spirit and scope of the invention as expressed in the appended claims.

Figure 1 schematically shows a vehicle 1, such as a truck, bus or car, comprising a drive line, with, among others, a motor, such as an internal combustion engine 2 or an electric motor, a clutch 3 between the motor 2 and a gearbox 4 and a drive shaft 5 connected to a gearbox output shaft 4 in a conventional manner. A first ECU 6 (Electronic Control Unit) is programmed to at least control the gearshift in gearbox 4, based on the gear signals of a gearshift 7, which can of course be any type of means that may be used by the driver of vehicle 1 to indicate his selection of a certain gear. Shift means 7 may be any type of pivot wrench or pushbutton set, for example a pushbutton for each gear. Another alternative of a gear shift may be a voice control system. However, in the embodiment shown, the shift means 7 is a shift lever. At least one position sensor 8, indicating the position of the gearshift lever, sends a travel signal associated with a second ECU 9 which forwards the travel signal or a travel signal corresponding to the first ECU 6 via a bus. vehicle internal network 10, for example, a CAN (Controller Area Network), TTCAN (Time Triggered Controller Area Network) compliant bus, Byteflight, and FIexRay. The signal received by the first ECU 6 will thus indicate which gear is desired by the driver. The first ECU 6 also receives position signals directly from a clutch control means position sensor, in the form of a clutch pedal switch and / or a clutch pedal position sensor 11, and indirectly from a clutch control sensor. throttle position 12, a brake pedal position sensor 13, a vehicle speed sensor 14 arranged on, for example, drive shaft 5, an engine crankshaft 2 or a flywheel, and a sensor brake lever / parking brake position position 15 by the second ECU 9. All of these sensors are, as such, known to those skilled in the art and are therefore not described in more detail. The first ECU 6 may also communicate with a half display 16, for example in the form of an LCD (liquid crystal display) on an instrument panel (not shown) by the second ECU 9. If the vehicle is equipped with a cable clutch system, ie a system in which there is no mechanical connection between a clutch pedal and the clutch, the first ECU 6 can also be adapted to control the actuation of the clutch 3. If the clutch system is a conventional manual clutch system, with a mechanical connection system between the clutch and the clutch pedal, with or without servo mechanism, no such actuation control is required.

An example of a clutch according to the invention, in this embodiment the first ECU 6 is schematically described in Figure 2. The first ECU 6 comprises therein a processing means 17, connected to a first port 181, to provide communication with other ECUs. , like the second ECU 9, by the vehicle internal network bus 10, a second port 182 for communicating with possible actuating means (not shown) for clutch 3, in the case of a cable clutch system, a third port 183 for communication with actuating means (not shown) for gearbox 4, and a fourth port 184 for receiving signals from the clutch pedal position sensor. The processing medium 17 is also connected to at least one computer program product in the form of a storage medium 19 such as a hard disk, flash memory, ROM (read only memory), EPROM (Erasable Programmable ROM) or an EEPROM (Electrically Erasable Programmable ROM). The storage medium in this embodiment comprises, among others, a computer program 20 for gearshift control, whose computer program 20 comprises various program modules. A first program module for a first shift mode controls manually initiated shifts based on the shift signal received from the shift lever position sensor by the second ECU 9. In other words, the first module The programmer controls gear shifts during normal gearbox operation where a gear shift is done in a conventional manner, first by disengaging clutch 3 by compressing a clutch control means 21 in the form of a clutch pedal, and then moving the shift lever to a position corresponding to a gear position or not (the neutral position), and finally clutch engagement 3 by releasing the clutch pedal. This program module is the basis of a manual cable exchange system and is known to those skilled in the art. Therefore, it is not described in more detail. A second program module of the computer program 20 is executed to activate a second mode in the form of a pure original mode in case the travel signal is not received by the first ECU 6 or is found to be erroneous by the first or second ECU. A missing or erroneous gear signal in the mode shown is caused, for example, by a broken gear lever, a fault gear lever position sensor 8, an error in the second ECU 9, and a cable failure or connector failure between the shift lever position sensor 8 and the second ECU 9, or between the first ECU 6 and the second ECU 9. A third computer program program module 20 causes first ECU 6 controls shifts in the second mode.

Although the middle display 16, the accelerator pedal position sensor 12, the brake pedal position sensor 13, the vehicle speed sensor 14, the shift lever position sensor 8, and the position sensor brake lever / parking brake 15 are all connected to the second ECU 9, some or all of them may, in an alternative embodiment, be directly connected to the first ECU 6 to any other ECU connected to the first ECU 6 by means of an internal vehicle network. Also, the clutch pedal position sensor 11 and / or a clutch pedal switch can be connected directly to the second ECU 9 or any other ECU connected to the vehicle's internal network instead of the first ECU 6. as long as the first ECU is adapted to receive a signal associated with a momentum clutch pedal position. It should also be understood that while a clutch pedal is an excellent choice as a means of clutch control, to manually influence clutch engagement and disengagement, other means such as physical or virtual buttons on a control panel. instruments and display, respectively, voice control means and / or wireless remote controls, can be used as clutch control means in a vehicle equipped with a cable clutch system.

The embodiments of a system and a vehicle having been described, some embodiments of a method according to the invention will then be described in conjunction with Figures 3-6. Figure 3 shows a schematic flow diagram of a circuit / routine. , provided by the second program module. In a first step S1, it is checked whether a reliable driving signal indicating a driver's desire to drive with an indicated gear is present or not. A reliable walking signal should be understood as a signal that is not absent or abnormal / faulty. Determining whether a shift lever position signal is abnormal or not known to those skilled in the art and may comprise a check whether the shift lever position sensors indicate that the shift lever is in two positions at the same time, which is of course impossible, a measured current level indicating that a circuit is shorted, and a switch bit setting for the shift lever position to be considered as fault. If the answer is yes, that is, a reliable travel signal is present, then a second step S2 is followed, which checks whether or not the present shift mode is the second mode. If the answer is yes to this last question, that is, the second mode is activated, a third step S3 follows, in which the present mode is changed from the second mode to the first mode. After the third step S3, the circuit returns to the first step S1. If the answer is no in step S2, ie the first mode is activated, the circuit returns to step S1. If it is determined in the first step S1 that there is no running signal

reliable, a fourth step S4 follows after the first step S1. In the fourth step S4, check whether the second mode is already activated. If the second mode is enabled, the circuit returns to the first step S1. If the second mode is not already activated, the circuit continues with a fifth step S5, in which the second mode is activated instead of the first mode, for example by calling the routines of the third program module. In addition to activating the second mode, the fifth step S5 can cause the first ECU 6 to generate diagnostic difficulty codes. The circuit returns to the first stage S1, after the completion of the fifth stage tasks S5. One skilled in the art will, of course, consider that the circuit shown in Figure 3 is exemplary only and that alternative circuits for switching to the second mode for a missing or erroneous gait signal will be within the circuit. spirit of the present invention. For example, an alternate circuit mode may comprise steps that delay switching to the second mode to verify whether a valid travel signal can be obtained within a certain time.

Figure 3 also shows the first step L1 of an exemplary routine in the second mode, in which step a first indication 22 in the form of a light or a symbol is displayed by the display means 16 to inform the driver that second mode has been activated. Instead or in addition, the driver may be informed by a sound alarm or other audio message. Since the gear signal is missing or abnormal, the driver may not know which gear is currently engaged. Therefore, the gear engaged or neutral position can also be shown by a second indication 23 to the driver through the half-way display 16. After the first stage L1 of the second mode, three parallel circuits / subroutines A, B and C according to the invention are performed and described separately below in conjunction with Figures 4-6, respectively.

Figure 4 shows a flowchart of one embodiment of circuit A in the second mode. In a first step A1 of circuit A, it is checked whether the gear engaged at the moment is considered to be adequate or not from an economic and / or ecological steering standpoint by checking whether the current motor speed is within within a predetermined engine speed range within which steering is considered to be especially economical and / or ecological. The speed range is conventionally marked with a green range on an engine speed indicator (not shown). If the current engine speed is below the engine speed range, an appropriate, lower gear within the engine speed range is calculated by the first ECU 6. If the current engine speed is above the speed range of the engine, a higher, adequate gear within the engine speed range is calculated. Different methods for determining whether an engine speed is economically and environmentally inappropriate and determining a better proper gear are known to those skilled in the art and are therefore not described in more detail. It should be understood, however, that these methods may not only include the criterion of having the engine speed within a certain range, but also, for example, driving conditions and current running conditions as well. as future driving conditions and driving conditions, calculated or retrieved from, for example, a forecasting system. If momentum is considered adequate, a second step A2 is conducted. If timing is considered to be inadequate, the circuit continues with a third step A3, in which it is checked whether a first predetermined time period by a first synchronizer function has ended. The first predetermined time period and the first synchronizer function will be explained in more detail below, together with Figure 6. If the first time period has elapsed, the method continues with a fourth step A4, in which the first ECU 6 starts a display of a third indication 24 in the form of a symbol, for example, the letter "R" in the middle display 16, which symbol is intended to show the driver that a reverse gear can be engaged by the motorcycle. - pressed by clutch pedal compression. This symbol replaces a possible symbol or figure for a possible appropriate displayed gear decided on in the first step A1 (and not already engaged). This symbol may preferably be displayed next to the symbols, indicating that the second mode is activated and the gear is currently engaged. Proper gear determined in step A1 is also replaced by reverse gear such as proper gear. If the first predetermined time period has not expired, a fifth step A5 is performed after the third step A3. In the fifth step A5, the first ECU 6 causes the middle display 16 to indicate to the driver the proper gear, which is different from the gear currently engaged and determined in the first step A1. The indication is a symbol or a figure, eg "3", for the third forward gear representing the appropriate gear. This symbol is displayed instead of a symbol associated with a reverse gear and is displayed to be displayed in a previous iteration of the fourth step A4. A sixth step A6 follows, after both the fourth and fifth steps, A4 and A5.

When the driver is warned by the third indication 24 representing an appropriate reverse or forward gear, the driver may select to engage the displayed gear, and to do so, must in that mode fully disengage substantially clutch 3 by compression of the clutch pedal. By compressing the clutch pedal, at least a predetermined distance may be advantageously adjusted to correspond to a fully lowered clutch pedal position or a position relatively close to the full lower position, the driver controls the clutch 3 in the same manner as the clutch pedal. It does so during a conventional manual gear shift, with or without a cable change system and with or without a cable tie system. Therefore, in the sixth step A6, the first ECU 6 checks whether the clutch pedal is compressed at a predetermined distance by monitoring the pedal key signals and / or a clutch pedal position sensor 11. In addition, Next, a clutch position sensor (not shown) to indicate whether a clutch is indeed disengaged or at least to some degree disengaged can be monitored. If the clutch pedal is compressed at a predetermined distance, a gear shift to the appropriate gear decided in the first step A1 or, in the case of the fourth step A4, was performed in the loop moment iteration, the reverse gear. The reverse decision decided in the fourth stage A4 is initiated by the first ECU 6 in a seventh stage A7. Accordingly, the seventh step A7 is not terminated before the clutch pedal position signal indicates that the clutch pedal is released. After the seventh step A7, the circuit returns to the first step A1. If the clutch pedal is determined in step six A6 to be not compressed at least at the predetermined distance, the circuit returns to the first step A1.

In the second step A2, it is determined whether the display half 16 is displaying a third indication 24 of a gear considered suitable in a previous iteration of circuit A and where the previous iteration is not the same as that of the gear engaged at that time. If this symbol is displayed, the circuit continues with an eighth step A8, in which the symbol is displayed. If none of this third indication is displayed, the circuit returns to the first step A1 after the second step A2. The method also returns to the first step A1, after the eighth step A8.

While the first circuit embodiments described above provide a very suitable gear shifting strategy, in the case of an unreliable gear signal, there are, of course, other first circuit embodiments according to the invention, such as: instead of obtaining a suitable gear from an economical and ecological point of view, automatically selecting a gear, which is a lower gear than the currently engaged gear, will help the vehicle to stop as the low gear provides higher braking torque of the motor and, for example, is a means of retarding the motor. In other words, proper gear can be automatically adjusted as a gear that is lower than the gear currently engaged.

In other embodiments of the first circuit, the first circuit is started with a step corresponding to the third step A3, and if the first predetermined time period has not ended, a step corresponding to the first step A1 is conducted. If the first predetermined period of time has elapsed, a step corresponding to A4 is processed without any calculation of proper gear, ie a reverse gear is automatically selected as a suitable gear by the gear shift system. .

Figure 5 shows a flowchart of one embodiment of the second circuit B adapted to allow the driver to shift the gearbox into its neutral position, also in the second mode and regardless of whether the current gear is forward gear. or reverse gear. In a first step B1 of the second circuit B, it is checked whether the clutch pedal is compressed at least the predetermined distance or not. If the clutch pedal is not depressed at the preset distance, step B1 is performed again. A second step B2 follows if the clutch pedal is compressed by at least the predetermined distance at which a second synchronizer is started. After the second step B2, a third step B3 follows which determines whether or not the clutch pedal is compressed at least the predetermined distance. If the clutch pedal is no longer compressed at least the predetermined distance, the circuit continues with a fourth step B4, but if the clutch pedal is still compressed at least the predetermined distance, the circuit continues with the fifth step B4. B5 In the fourth step B4, the second synchronizer is reset to its initial value and the return circuit to the first step B1 after the fourth step B4 has been performed. In the fifth step B5, it is determined whether a second predetermined period of time counted (regressively) by the synchronizer has passed. If the second predetermined time period has not passed, the circuit is returned to the third step B3. If the second predetermined time period has passed, it is determined in a sixth step B6 whether or not the gearbox is already in its neutral position. If the gearbox is already in a neutral position, the circuit continues with fourth stage B4, otherwise the first ECU 6 initiates a shift to neutral, ie without any gear engaged, in a seventh step B7. Once the neutral position has been reached, the circuit continues with the fourth step B4.

In alternative embodiments, an additional criterion for shifting to neutral position may be incorporated into the second circuit. This criterion may also be to check whether an accelerator pedal 25 is in its released position. This can be particularly relevant when a reverse gear is engaged.

Figure 6 depicts a schematic flowchart of a third circuit C embodiment relating to the criteria for engaging reverse gear in the second mode. In a first step C1, the first ECU 6 determines whether the parking brake / parking brake is applied by checking the corresponding parking brake lever / parking brake position sensor signal 15 by the second ECU 9. In one embodiment Alternatively, the parking brake / parking brake engagement may alternatively or additionally be checked by, for example, checking a hydraulic or pneumatic pressure or the position of a wheel brake cylinder associated with the parking brake. . If the parking brake is not applied, the first step C1 is processed again. If the parking brake is applied, the circuit continues with a second step C2, in which the first ECU 6 determines whether or not the service brakes (not shown) are applied. This is, in this mode, made by checking whether or not a brake pedal 26 is in a forced position by the driver at least a certain distance from the released position of the brake pedal, that is, the position in which the brake pedal 26 is not compressed by checking the corresponding brake pedal position signal from the brake pedal position sensor 13 by the second ECU 9. If the brake pedal position signal shows that the brake pedal 26 has not been moved from your released position, the circuit returns to the first step C1. If the brake pedal 26 is at least a certain distance from the released position, the circuit continues with a third step C3, in which the first synchronizer is started and is allowed to operate until at least the first time period. time has elapsed unless the first synchronizer is reset to its starting value. After step C3, a fourth step C4 follows, in which it is determined if the parking brake is still applied. If the parking brake is not applied, the circuit continues with a fifth step C5, in which the synchronizer is restored and the circuit then returns to the first step C1. If the parking brake is determined to be still applied in the fourth step C4, the circuit continues with a sixth step C6, which checks whether the service brakes are applied. If the service brakes are applied, the circuit returns to the fourth step C4, but if the service brakes are not applied, the circuit continues to the fifth step C5 after the sixth step C6. Due to the first and third circuits, A and C, respectively, reverse gear is only allowed to engage if the clutch pedal is compressed at least the predetermined distance at substantially the same time as the vehicle is driven. considered stopped and the brake pedal 26 is depressed.

In alternative embodiments of the third circuit C, a step corresponding to the second step C2 may of course be processed prior to a step corresponding to the first step C1, that is, as if the first step C1 and the second step C2 were changing places. in an embodiment corresponding to Figure 6. In alternative embodiments, a stage corresponding to the fourth stage C4 may also naturally switch places with a stage corresponding to the sixth stage C6 of Figure 6, so that it is checked whether the service brakes are applied before it has been checked whether the parking brake is applied. In simpler embodiments, one of the checks for applying the parking brake and service brakes may be omitted from the circuit to, for example, save CPU (Central Processing Unit) allocation or memory space, or apply The invention is in vehicles without a parking brake sensor or brake pedal position sensor. If, for example, the sixth step C6 of the embodiment described in conjunction with Figure 6 is omitted, the fourth step C4 would go back to it even if the parking brake was applied. In addition to or instead of all or one of the parking brake or service brake check steps in steps C1, C2, C4, and C6, the first ECU 6 may, in alternative modes, check whether the vehicle is stationary. or not, by monitoring the vehicle speed signal from the vehicle speed sensor 14, sent to the first ECU 6 by the second ECU 9.

A fourth circuit / subroutine (not shown) running in parallel with the above three circuits A, B and C allows a driver to easily switch between neutral and forward gear as long as the vehicle is stationary. If it is determined in this circuit that the gearbox is in neutral position and the vehicle is stationary, a predetermined low gear is engaged when the clutch pedal is released.

It should also be mentioned that a vehicle according to the invention may also be provided with pure original modes. An example of such a pure original mode is an activated mode if the clutch pedal position sensor signals for some reason are absent in the second or first mode and the vehicle is equipped with a clutch system. by cable. In this pure original mode, gear shifts and clutch engagements / disengages can be controlled by another means, which in the first and second modes is used by the driver to select and control other items of the vehicle.

Claims (21)

1. A method of shifting into a cable gear system in a vehicle (1), comprising a clutch (3), a gearbox (4), a clutch control means (21), for example , a clutch pedal for manual clutch start and disengage control (3), and a gear shift means (7), such as a gear shift lever, providing a manual indication of a gear shift. CHARACTERIZED by the fact that it comprises the steps of: determining whether a reliable walking signal is obtainable from the gear shift means (7); change from a first gear shift mode, where a gear shift is initiated by manual actuation of the clutch control means (21), and indicate a desired gear shift gear (7), to a second mode for gear shifting if a suitable gear signal cannot be obtained; get proper gear in the second mode; and shift to proper gear if the clutch control means (21) in the second mode is manually influenced and the proper gear is different from a gear currently engaged. Method according to claim 1, characterized in that it comprises the step of causing a display means (16) to show a first indication (22) to a vehicle driver if the second mode is activated. Method according to claim 2, characterized in that it comprises the step of causing a display means (16) to display a second indication (23) associated with the currently engaged gear in the second mode. Method according to Claim 3, characterized in that it comprises the step of making the display means (16) in the second mode show a third indication (24) associated with proper walking. , if the proper gear is different from the gear currently engaged. Method according to any one of the preceding claims, characterized in that the proper gear is a gear in which an engine speed is within a predetermined speed range while using a gear speed. vehicle at the moment. Method according to any one of the preceding claims, characterized in that it comprises the step of allowing a reverse gear to engage in the second mode if the vehicle (1) is considered substantially stationary for a first time. predetermined time period and the clutch control means is influenced manually after the first predetermined time period. Method according to claim 6, characterized in that it comprises the step of considering the vehicle (1) to be substantially stationary by checking a parking brake / parking sensor signal or a signal of vehicle speed. A method according to claim 7, characterized in that it comprises the step of allowing reverse gear to engage in the second mode, only if also a brake pedal (26) is affected more than by a first one. predetermined period of time and is further affected when the clutch control means (21) is manually influenced. Method according to any one of the preceding claims, characterized in that it comprises the step of engaging the gearbox (4) in the neutral position, in the second mode, if the clutch control means (21) is influential. - is delayed for a longer period of time than a second predetermined time period. 10. Computer program (20) adapted for shifting into a cable-driven vehicle system (1), comprising a clutch (3), a gearbox (4), a clutch control means ( 21) for manually controlling clutch engagement and disengagement (3), and a gear shift means (7), which provides a manual indication of a desired gear, wherein the computer program (20) is CHARACTERIZED. by the fact that it comprises a computer readable code means which, when executed on an electronic control unit in the vehicle (1), causes the electronic control unit to perform the method of the type defined in claim 1. Computer program product (19), characterized in that it comprises a useful computer medium and a computer program (20), of the type defined in claim 10, the computer program (20) being recorded on the computer. useful medium for computer. Electronic control unit, characterized in that it comprises a storage medium and a computer program (20) of the type defined in claim 10, the computer program (20) being recorded in the storage medium. . 13. Vehicle (1), equipped with a clutch (3), a clutch control means (21) for manually controlling clutch engagement and disengagement (3), and a cable gear system comprising a gearbox (4) and a gear shifting means (7) which provides a manual indication of a desired gear, CHARACTERIZED by the fact that it comprises at least one electronic control unit, adapted to: determine if a signal of reliable walking is obtainable from the gear shifting means (7); shifting from a first gear shift mode, where the gear shift is initiated by manual actuation of the clutch control means (21) and indicating a desired gear shift gear (7), for a second gear change mode if a reliable gear signal cannot be obtained; get a proper gait in the second mode; and shift to proper gear if the clutch control means (21) in the second mode is manually influenced and the proper gear is different from a gear currently engaged. Vehicle (1) according to claim 13, characterized in that it comprises a display means (16) adapted to show a first indication (22) to a vehicle driver (1) if second mode is enabled. Vehicle (1) according to claim 14, characterized in that the display means is adapted to show a second indication (23) associated with the currently engaged gear in the second mode. Vehicle (1) according to claim 15, characterized by the fact that the display means is adapted to, in the second mode, show a third indication (24) associated with proper gait if gait is is different from the gear currently engaged. Vehicle (1) according to any one of claims 13 to 16, characterized in that the at least one electronic control unit is adapted to determine proper gear, such as a gear in which an engine speed is within a predetermined speed range while utilizing a momentum vehicle speed. Vehicle (1) according to any one of claims 13 to 17, characterized in that the at least one electronic control unit is adapted to allow reverse gear to be engaged in the second mode if the vehicle (1) is considered substantially stationary for a first predetermined time period and the clutch control means (21) is manually influenced after the first predetermined time period. Vehicle (1) according to Claim 18, characterized in that the at least one electronic control unit is adapted to check a parking brake / parking sensor signal or a vehicle speed signal; to consider whether the vehicle is substantially stationary. Vehicle (1) according to Claim 19, characterized in that the at least one electronic control unit is adapted to allow reverse gear to be engaged in the second mode only if a brake pedal is also fitted. (26) is affected more than for the first predetermined time period and is still affected when the clutch control means (21) is influenced. Vehicle (1) according to any one of claims 13 to 20, characterized in that the at least one electronic control unit is adapted to initiate a gearbox shift (3) to position neutral, in the second mode, if the clutch control means (21) is manually influenced more than by the second predetermined time period.