How driving changes and the role of the control unit
But how will it work? «The Automated Shift Assistant is characterized by a functional design in which two electromechanical actuators automate both the clutch and the gear change of the six-speed gearbox, which represents the main difference compared to a conventional gear change assistant (the quick shifter, ed)», say BMW, according to which «starting, stopping and maneuvering are facilitated by the ASA» while «driving also becomes more pleasant thanks to the rapid shifting sequences, adapted to the rpm and load, and to the effective gear changes that derive from it.” Furthermore, the ASA “creates an even more direct link with the powerful boxer engine, as the clutch operation makes it easier to control via the accelerator knob and gear lever”.
In both modes provided (M-manual and D-automatic) “the driver benefits from perfectly executed gear changes with a smooth interruption of traction”. The result, according to the Bavarian technicians, “is efficient acceleration of the motorbike and greater riding stability”. The different desired driving styles (and therefore the gear engaged) as well as the engine braking, the control over the correct engine operating speeds, the cornering stability, the cruise control, the forward collision warning etc. will be managed by the control unit which it will communicate with the inertial platform and will have different settings depending on the chosen driving mode (road, rain, dynamc, enduro).
The technical choices
Technically the solution chosen is very different from the dual clutch gearbox: essentially it is the classic sequential gearbox that is automated. «The Automated Shift Assistant is the logical and technical evolution of the BMW Motorrad Shift Assistant Pro. Two electromechanical actuators – they explain from BMW Motorrad – operate the clutch and gearbox, allowing easy starts and automated gear changes. The driver’s shift request is transmitted to the control unit via a sensor on the gear lever. Other sensors determine the speed of the drive shaft and the position of the clutch. These values are transmitted to the TCU (Transmission Control Unit), closely connected to the engine control unit, for modeling and control of the clutch, gearbox operation and status. The clutch is operated by an electromechanical actuator combined with a hydraulic system with a direct connection between the master and slave clutch cylinders.”
As happens in cars, the manual gearbox is however “limited” by the control unit to avoid engine stalling: if the rpm in the desired gear fall within the maximum or minimum rpm range, the gearbox is carried out directly, but if these fall below of a gear-dependent idle speed, downshifts are performed automatically even in manual mode.
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