NL9300349A - Electro-mechanical automatic transmission - Google Patents

Abstract

Electro-mechanical automatic transmission system for use in motor vehicles. The automatic transmission comprises a mechanical transmission, a transmission synchronization device and a clutch, which are automated by the addition of electro-mechanical and pneumatic actuating members and an analog and digital electronic control system. The electronic control system receives actuating-member commands relating to the transmission operation mode (either automatic or manual) and monitors the throttle position, the engine speed, transmission countershaft speed, the drive shaft speed (vehicle speed) and measures representing changes in these speeds. It also receives information concerning the current transmission ratio and stores data which indicate the direction of the last gearshift. By using this information, the electronic control system selects the optimum transmission ratio, synchronizes the selected transmission elements and controls the clutch intervention in accordance with a logical program sequence.

Description

Short designation: Electro-mechanical automatic transmission.

The invention relates to an electro-mechanical automatic transmission system for vehicles with a throttle-controlled rotor, a drive shaft operatively connected to ground-coupled earner! jfwheels, a mechanical transmission with a number of forward and rearward wheel-to-wheel ratio combinations selectively coupled between a transfer input shaft and a transfer output shaft, which transfer input shaft is operatively connected to the motor and which transversal extension output motor is connected to the drive shaft. operative to the drive shaft, a torque between the motor and a transmission synchronizing device effective for synchronizing the speed of the transmission elements with that of the drive shaft prior to coupling thereto.

The invention further relates to a transmission control system for controlling a transmission of a motor vehicle with an engine, throttle means for controlling the engine and a clutch operatively connected between the engine and the transmission, which transmission is an input shaft, a synchronizer braking device operatively connected to the input shaft, an output shaft, a synchronizer-accelerator device operatively connected to the output shaft, and a number of forward and backward wheel-wheel ratio combinations selectively coupled between the input shaft and the output shaft.

In particular, the invention relates to such a system, in which gear selection and gear shifting decisions are made and executed based on measured parameters, such as the vehicle speed and speed, change of vehicle and meter speed, etc.

The driver of a modern lorry or trailer truck must be properly trained and have a substantial degree of training to drive such a vehicle. The driver's actions, which are likely to require the most training, are to select gears and clutch operation to ensure that the vehicle is driven efficiently, economically and safely. For example, the driver should be able to accurately correlate the gear position with the clutch clutch in order to start the vehicle slowly. If the clutch is coupled slowly, while the engine speed is excessive, this will result in rapid wear of the clutch plates. When the clutch is coupled abruptly under the same conditions, the truck will jerk and bump when it starts moving. Early clutch repair or damaged cargo may be the result of such operation.

Clutching the clutch with insufficient engine speed can also be disadvantageous. At low revolutions, the engine may not develop enough power to set the vehicle in motion and clutch clutch under these conditions will stall the engine. If this occurs on a slope, the vehicle will be in a vulnerable situation prone to accidents.

Driving large trucks, which are heavy duty with gears that do not have gear synchronizers, requires skill in order to synchronize the speed of the next selected gear with the elements where it is to interlock. Usually this is accomplished by double clutch, ie the driver disengages the clutch and shifts the transmission into neutral; then it re-engages the clutch and attempts to use the engine speed to drive the next selected gear in synchronism with the element to which it is to be coupled, then disengages at the clutch, shifts the gear into the selected gear and re-engages the clutch . It is clear that this procedure requires a high degree of skill from the driver, while accelerated wear of the clutch mechanism occurs due to the additional clutch and disengagement.

The foregoing relates to driving a lorry or trailer truck in the narrowest sense. There are many other control criteria and parameters which are either desirable from an economic standpoint or necessary from a regularization standpoint. For example, although a skilled driver may well be able to coordinate shifting with the clutch and other control functions, it cannot generally be claimed that under such human control all gear choices and shift points are optimized in terms of minimum fuel consumption. . Nor can it be argued that such operation results in the generation of a rainimum amount of noise, or that the vehicle would always drive in gear, which provides optimum operation from the overall vehicle load / operation / speed position.

What is clearly desired is a system that monitors engine and vehicle speed and acceleration, selects proper gear ratio, synchronizes engagement of transmission elements, and controls clutch clutch in accordance with a repeatable and total logic program. The logic program takes the place of spontaneous human primal parts with a repeatable accurate response to all operating conditions to which the vehicle is subjected.

Such prior art systems are represented by fully mechanical, automatic transmissions using the torque converters, epicycloid transmission trains and hydraulic pumps. These shipments have gained widespread acceptance in cars and light trucks. They represent a high degree of intelligence in their response to changes in vehicle speed, engine speed and driver instructions. A goal which has been generally achieved is an efficiency equal to an equivalent manual transmission. In operation, this lower efficiency manifests as a higher fuel consumption in a vehicle equipped with an automatic transmission relative to a comparable vehicle equipped with a manual transmission. In passenger cars where discomfort is to be considered as the main aspect, a retention field of automatic transmission from 5 to 10¾ is tolerated.

Automatic transmissions of the type used in passenger cars have never been particularly successful when suitable for use in large trucks. First, the disadvantage of the nominal 5-10¾ fuel consumption of a high economic weight automatic transmission for a truck manufacturer or user is that the disadvantage of additional fuel consumption tends to be even greater with a transmission for large trucks.

Furthermore, since the truck travels 50,000 to 75-000 x 1.6 per year, the actual fuel cost increase when using an automatic truck transmission is much greater.

However, extra fuel consumption is not the biggest drawback encountered when adapting the gear type used in smaller vehicles to large trucks. Because of the serious and continuous service which trucks need; after the so-called "upscaling", that is, simply increasing proportionally all parts to carry the increased torque as well as the power, has not been found to be satisfactory because of the greatly increased frictional heating, vibration and shock loading encountered with such transmission components. Fully automated prior art transmissions capable of handling the power required to propel a large trailer truck also had non-practical dimensions. If such a transmission were to be delivered in a truck instead of a mechanical transmission, it would require a completely new design of the truck's frame, the gear train and probably the cabin,

The invention aims to overcome the above drawbacks and for this purpose provides an electro-mechanical automatic transmission system which is characterized in that the transmission system further comprises: an electronic information processing unit with means for receiving and generating a number of input and output signals from a plurality of input and output signal generating and receiving means comprising input means: means connected to the throttle link effective to provide an electrical input signal indicating the position of the throttle, means connected to the engine effective to provide an electrical input signal indicating the speed of the motor, means connected to the gear input shaft effective to provide an electrical input signal indicating the speed of the shaft, means connected to the gear effective for indicating when the gear is in the neu mode and which output accessories include: sew receiving means include: means for an electrical signal effective to cut the fuel supply to the engine regardless of the throttle position, an electrical signal effective for coupling and uncoupling the clutch, an electrical signal . effective for energizing the synchronizer and an electrical signal effective for energizing the transmission, for effecting coupling of one of the gear combinations, the processing unit comprising a memory means for storing certain input signals, means for processing storing stored and valid input signals in accordance with a program for providing a predetermined gear ratio for a given combination of valid and stored input signals and for generating the output signals, wherein the. vehicle transmission system operates in accordance with the program.

Furthermore, the invention provides for overcoming the above-mentioned drawbacks a transmission control system, characterized in that the transmission control system comprises a number of means for providing input signals, memory means for storing certain input signals, means for processing the input signals. stored and valid input signals in accordance with a program for selecting the predetermined gear wheel ratio and generating a plurality of output signals from a given combination of valid and stored input signals, and means for receiving the output signals, the input signal providing means include: means connected to the throttle means for feeding it. providing an input signal indicating the state. indicating the throttle means, means for providing an input signal characteristic of the speed of the engine, means for providing an input signal characteristic of the speed of the transmission input shaft, means for providing an input signal characteristic of the speed of the transmission output shaft, and wherein the output signal receiving means comprises: means for cutting off the fuel supply to the engine regardless of the throttle position, means for coupling and uncoupling the clutch, means for energizing the synchronization brake device, means for energizing of the synchronizer-accelerator and means for energizing the transmission for effecting the clutch of one of the gear combinations.

The invention thus relates inter alia to an automatic transmission system with automatic gear selection. gear synchronization and clutch coupling which is suitable for use in trucks. Rather than using a fully mechanical device according to the prior art, the invention uses a conventional manual, electric and pneumatic power transmission. and an electronic analog and digital control system which monitors engine speed as well as engine speed rebalance, vehicle speed, vehicle speed change rate and throttle position and instructs the actuators to shift up and down, to synchronize the transmission elements and coupling or uncoupling the coupling. The electronic control system is basically a grouping of programmed logic devices that base their decision on the input signals they receive and the steps of the logic program for changing the operation of the transmission. The logic program represents a codification of operational rules that represent themselves through compromises and design choices made after exhaustive experiments, computer guided simulation and empirical data. These compromises and design choices will be fully explained below.

The system includes components that collect information from the vehicle and driver for use by the electronic control system. A selector switch allows the driver to select either the automatic operating focus, with the transmission being fully controlled by the electronic control or manual mode, where the upshift and downshifts (but not the clutch clutch on its own) can be instructed by a driver . This selector switch also includes neutral and reverse gear modes. The position of a throttle or accelerator is also continuously monitored by the electronic control.

Electronic tachometer type sensors continuously monitor car speed, input speed and output speed. Signals from these scanners are used by electrical control to not only evaluate the current status of this system, but are also used to calculate the status of the transmission when an upshift or downshift has been performed. They are further used to control and confirm synchronization between the gears that are about to be engaged.

The electronic control system generates a signal which upshifts or downshifts the transmission. Another output signal controls the clutch or clutch disengagement in a controlled manner. Another output controls the synchronizer operators which synchronize the speed of the transmission electors about to be coupled. Yet another output signal controls the fuel flow to the engine and shuts it down to reduce the engine speed when desired, regardless of the throttle or throttle position.

It can be seen from the foregoing that an object of the invention is to provide a fully automatic transmission for use in trucks.

It is also an object of the invention to enable such an operation using the gear which is similar in size to a conventional manual shift gear.

It is a further object of the invention to provide an automatic transmission which requires a minimum of inputs generated by the driver, namely mode selection and throttle position.

It is a further object of the invention to provide an automatic transmission which has superior fuel consumption characteristics typical of manual transmissions.

Another object of the invention is to provide a system with gear selection, upshift, downshift, and clutch clutch control which is capable of accurately and repeatedly making economic and noise-minimizing decisions in accordance with an accurate defined instruction program.

Further objects and possibilities for practicing the invention will become apparent from the following description in conjunction with the drawing, in which: Fig. 1 schematically shows components and interconnections of a mechanical automatic transmission in accordance with the invention; Fig. 2 schematically shows the components of the mechanical automatic transmission which interact with the motor; FIG. 3 is a full cross-sectional view of a transmission synchronizer and clutch device according to the invention; Figures 4 and 1a are a table of the signal identity, generation point and processing in the central processing unit; Fig. 5 is a schematic of the speed and synchronization circuit; Fig. 6 is a schematic of the accelerator circuit; FIG. 7 is a schematic of the instruction logic circuit; Fig. 8 is a schematic of switching initiation circuit; Fig. 9 is a schematic of the clutch control circuit; and FIG. 10 is a graph of the engine speed against the accelerator pedal position showing the shift points of the mechanical automatic transmission.

Fig. 1 schematically shows the components of the mechanical automatic transmission which is generally designated by the reference numeral 10. The automatic transmission 10 comprises a conventional multiple speed gear transmission 11 operatively connected to a conventional friction plate type clutch 12 which in turn is connected to a motor 13. The output of the automatic transmission 10 is provided by an output shaft 14 on a suitable spring. ζ C '* harness component. such as a differential, which is not part of this invention.

The basic power train components 12-1, which have just been discussed, affect and are monitored by various devices, which will be discussed in more detail below. These include a fuel shut-off valve 15, which blocks fuel flow to the engine, a throttle position monitor, which senses the position of the throttle or the accelerator pedal of the vehicle, an engine speed sensor 17 which senses the speed of the engine 13, a clutch operator 18 which engages and disengages the clutch 12, a counter shaft speed sensor 19 and an output shaft speed sensor 20 which senses the speed of the counter or input shaft of the transmission 11 and the output shaft 14 of the transmission 11, a transmission transfer lever operating device 21 which couples a selected gear and disengages in the transmission 11, and a counter-axle brake device 22 and a counter-axle synchronizer gear 23, which cooperatively synchronize the elements of the transmission 11 to be coupled.

These devices provide information and accept instructions from a central processing unit 24. The processing unit 24 includes analog and digital electronic calculation and logic circuits shown in Figures 5 to 9, which will be described in more detail below. The central processing unit 24 also accepts an information signal (IGN) from an ignition switch 25 which energizes the entire mechanical automatic transmission 10 and comes from a shift control device 26, which in turn accepts driving instructions as to the operating mode of the transmission 10. The central processing unit 24 provides a signal (ALABM) to an audible alarm 27, indicating incorrect or unsafe working conditions. An electrical power source 28 and a pressurized air source 29 provide proper electrical power and pressurized air to the various components of the mechanical automatic transmission 10 shown in Fig. 1.

Fig. 2 shows the components of the mechanical automatic transmission 10 associated with the engine 13. The fuel shut-off valve 15 is arranged in a fuel line 30, which supplies fuel to the engine 13. The shut-off valve 15 is under the control of a central processing unit 2H. The valve 15 is of the normally closed type, but is open in normal operation due to the presence of an excitation signal (FV) from the central processing unit 2¾. When it is necessary to reduce the speed of the engine during the gear shifting interval when clutch 12 is disengaged, valve 15 is turned off and fuel supply to engine 13 is stopped.

Also associated with the engine 13 is the throttle position monitor 16. A throttle 31 mechanically controls a fuel gauge 32 such as a carburettor or diesel injector by means of a connection 33-Ds fuel gauge 32 controls the speed of the engine 13 by adjusting the fuel flow rate thereto in response to the position of the accelerator pedal 31 in a conventional manner. Link 33 also operates two switches 3¾ and 35 and a transducer 36. The first switch, an accelerator pedal switch 3 ^, stops the initial movement of the accelerator pedal 31 to indicate that the driver's foot is present on the the accelerator pedal 31 which provides the accelerator pedal logic signal (TS).

The second switch, the throttle on the plank switch 35, closes to indicate that the accelerator pedal 31 is fully depressed down to the plank and provides the fully depressed throttle pedal signal (HTD). The transducer 36, which is in the form of a potentiometer, provides a resistance signal (TP) which varies directly proportional to the position of the accelerator pedal 31 of a free step when the first switch 3 * t is open to a fully depressed accelerator pedal position when the second switch 35 is closed. The on-signal from the switches 31 * and 35, namely TS and RTD and the proportional resistance signal from the converter 36, namely TP, are all supplied to the central processing unit 21. and are used by the logic and control switches therein for controlling the automatic transmission 10.

Adjacent to the accelerator pedal 31, a brake pedal 37 is mounted and activates the vehicle braking system (not shown) in a conventional manner. A brake switch 38 which closes when the brake pedal 37 is ir-pressed and the vehicle braking system energized provides a logic signal (3S) indicating this condition for use by the central processing unit 24.

Also associated with the motor 13 is a root speed sensor 17, such as a magnetic sensor, arranged in radial line with a gear such as a motor flywheel 39. The teeth on the wheel 39 induce fluctuations in the magnetic circuit of the sensor, which induces voltage fluctuations in a coil, from which the output signal 1 is supplied to the central processing unit 2-4.

In Fig. 3, the clutch 12, the clutch operator 18, the transmission 11, the transmission speed sensors 19 and 20, the transmission potentiometer 21, the synchronizer brake device 22 and the synchronizer gear device 23 are shown.

The clutch is a conventional friction plate clutch with a spring-loaded, circular, axially-translatable clutch plate 40 which is brought into contact with a corresponding plate attached to the engine output shaft (not shown) and is retracted by the action of several springs 41. The clutch plate 40 moves in response to movement of a number of second-class levers 42 which transmit the movement of an actuator 43 to the clutch plate 40. The actuator in turn is affected by an expandable annular diaphragm 44 which is one wall of an annular chamber 45 into which pressurized air is introduced. The air is introduced into the chamber 45 through a passage 46. A number of conventional electrically operated two-position solenoid valves control the air flow and thus the air pressure in the passage 46 and the chamber 45 from 0 p.s.i. to maximum air pressure.

A fine fill valve 47 has an opening of about 0.020 x 2.54 cm when it is energized by the fine fill signal (FF) from the central processing unit 24, pressurized air is introduced into the passage 46 at a relatively small speed. The coarse fill valve 48 has an opening diameter of about 0.045 x 2.54 cm and when energized by the coarse fill signal (CF) from the central processing unit 24, pressurized air is introduced into the passage 46 at a relatively high speed. In normal operation, the valves 47 and 48 are actuated in the connection, that is, first the fine fill valve 47 is energized to slowly fill the chamber 45 or "gradually increase the pressure therein, then the coarse fill valve 48 is energized while the fine fill valve 47 remains energized to quickly fill chamber 45.

Corresponding devices and operating sequences control the pressurized air outlet from the coupling chamber 45. A fine outlet valve 50 has an opening diameter of about 0.033 x 2.54 cm and when energized by the fine outlet signal (FS) of central processing unit 24 is pressurized introduced air into chamber 45 and passage 46 vented to the atmosphere at a relatively small speed. A coarse discharge valve 51 has an opening diamond of approximately 0.060 x 2.54 cm and when it is energized by the coarse exhaust signal (CE) from the central processing unit 24 exits pressurized air into chamber 45 and passage 46 at a relatively high speed. A rapid dump valve 52 has an opening diameter of about 0.400 x 2.54 cm and when energized, pressurized air is introduced into chamber 45 and passage 46 instantaneously into the atmosphere. The three exhaust valves 50, 51 and 52 are subsequently additionally actuated, that is, first the fine exhaust valve 50 is actuated by the FE signal to slowly empty or gradually lower the coupling chamber 45, then the coarse exhaust valve 51 is actuated by the CE signal, while the fine outlet valve 50 remains energized and a faster emptying of the chamber 45 is achieved. If necessary, all three valves 50, 51 and 52 are energized and the air pressure in chamber 45 will drop almost instantaneously to zero.

Two pressure switches 53 and 54 test the air pressure in the passage 46 and provide signals to the central processing unit 24.

The low pressure switch 53 is normally closed and opens when the crank in passage 46 around 16 p.s.i. for supplying a low pressure signal (L?) to the central processing unit 24. This pressure represents the point at which the force is supplied by the pressurized air in the chamber 45 and is after delivery to the coupling plate 40 . equal to the preload in the return spring 41. As a result, the opening and closing of the pressure switch 53 to the central processing unit 24 signals that either the clutch movement is outstanding or that it has just ceased. The high pressure switch 54 closes when the air pressure in passage 46 is approximately 45 p.s.i. and provides a high pressure signal (H?) to the central processing unit 24. This pressure represents the point at which the force provided by the pressurized air in the chamber 45 is sufficient to positively rest the clutch plate 40 on the complementary clutch plate mounted on the motor output shaft 13 · At 55 psi the torque of the clutch is equal to the maximum engine torque. Limiting the clutch pressure at this level causes the clutch to slip when transitional control line moments are to be developed in addition to the motor torque. This can prevent control line damage.

Fig. 3 also shows the transmission 11 which is of the conventional twin-counter-shaft type with an input shaft 55, a plurality of constantly interlocking drive gears 66 and driven gears 58, which transmit power with fixed, selectable reduction ratios, and two o-axles 57 and 57A (not shown), The coupling of a selected gear of the number of driven gears 58 is accomplished by a number of axially translatable slotted claw couplings 59 mounted coaxially on the output shaft 14 and central pairs of the driven gears 58. the transmission gear and shift mechanism are conventional and are believed to be readily understood by those skilled in the art, they will not be described further.

The claw clutches 59 are advanced or retracted to establish a clutch with the gear shifting actuator 21. The gear shifting actuator 21 comprises a plurality of pneumatic cylinder 60 gear positions, each of the cylinders 60 driving one of the claw clutches 59 to a forward position. reverse coupled position and a central neutral position through a fork arrangement 62. FIG. 3 shows only two pneumatic cylinders 60 and the associated valves in cross section for clarity. It is to be understood that the number of cylinders 60 should be equal to the number of claw clutches 59 and that usually the number of claw clutches 59 will be half of the total number of forward and reverse gear ratios to be selected in the transmission since each claw clutch 59 will coupling of two gear ratios can effect.

The cylinders 60 each include a self-centering piston 61 which is attached to a corresponding claw coupling 59 by a fork device 69. The pistons 61 each include two end collars 63 and 64 which can slide into the chambers 65 and 66 between the adjacent end. of the cylinder 60 and a fixed stop 67 in the wall of the cylinder 60 or a circumferential rib 68 on the outer surface of the piston 61 which is first brought into contact. This basically creates a piston with differential main surfaces which equalize when the piston is centered. In operation with equal air pressure on both sides of the piston 61, the force imposed in a given direction depends on whether the collars 63 and 6¾ are in contact with either the fixed stop member 67 or the circumferential cylinder rib 68, when the collar 63 is in contact with the stopper 67, the force generated by the pressurized air against the collar 63 will be grounded against the stopper 67 and only the force generated by the pressurized air against the piston 61 will be available to reposition it . When the collar 64 is adjacent to rib 68 on the cylinder 61, the force generated by the compressed air against the collar 64 will be added to that generated by the air pressure against piston 61 and this force will be greater than the force against the other side of the piston 61. In this way, the piston 61 can be positively centered in the cylinder 60 by applying equal pressure to both sides of the pistons 61, since when a piston is positioned to the left or right of the center, the effective area and thereby the force against the piston $ 1 will be greater than in a direction that tends to center the piston.

Movement of the pistons 61 to the right or left bend is smoothly effected by providing pressurized air to the chamber 65 at one end of the piston 61, while the other chamber 66 is pressurized to the atmosphere. Pressurizing and moving cylinders 60 is accomplished by a number of three-way solenoid valves 69, more particularly two valves for each piston 60 and one for each chamber 63 or 64. The valves 69 are connected to the cylinders 60 through passages 70 and are connected via a manifold 71 to the vehicle air supply (not shown). Valves 69 also include an exhaust port 72 through which pressurized air can escape to the atmosphere. The solenoid valves 69 are conventional, electrically operated, three-way valves which, when energized, by flow of pressurized air, block the manifold 71 and exhaust air from the cylinders 60 to the atmosphere through the discharge ports 72. Conversely, when the sole flows -noise valves 69, pressurized air from the manifold 61 into the cylinders 60 and the discharge ports 72 are closed. Instructions for energizing and dropping the valves 69 originate from the central processing unit 24 to which they are electrically connected.

The gear shift operating device 21 further includes a neutral switch 73. The neutral switch 73 mechanically senses the position of the fork devices 62 and, when all of them are in their center position, indicates that the gear 11 is in its neutral position. The signal (GN) thus generated is used by the central processing unit 24 in a manner which will be described below.

Information is also provided by the electronic control device 24 through speed scanners 19 and 20. These scanners are in the form of magnetic sensors, the operation of which has been described above and are well known in the art of speed sensing. The input speed sensor 19 is aligned with one of a plurality of drive gears 56 on one of the counter shafts 57 or 57A, senses the speed of the counter shaft from the transmission 11 and provides this information to the central processing unit 24. As the counter-axis 57 rotates at a fixed speed ratio with respect to the input axis 55, the o-axis velocity measurement can also be used with suitable angle as a measurement of the input axis speed. The output shaft speed sensor 20 is aligned with a gear 74 in line with the output shaft 14, senses its speed, and provides this information to the central processing unit 24.

The automatic transmission 10 also includes a single-axis synchronization brake braking device 22 and counter-axis synchronizing gear 23 fitted to the front and rear of the transmission 11. The braking device 22 and gear 23 cooperate to decelerate or accelerating the speed of the counter-shafts 57 and 57A and gears 56 and 58 to ensure that the speeds of the transmission elements (i.e., the gears 58 and claw clutches 59) to be coupled are synchronized or substantially synchronized . The mechanism and theory of its operation is fully described in U.S. Pat. No. 3,478,851 and only a brief description emphasizing the difference between this device and the one described herein which is substantially different from physical and mechanical are described below.

Synchronizer braking device 22 operates to slow down the speed of the counter-shafts 57 and 57 A and gears 56 and 58 such that the speed of the particular gear to be coupled or to engage the output shaft 15 by one of the claw clutches 59 is synchronized with the output shaft 14. Braking is accomplished by a conventional disc stacked-type clutch device 75 consisting of two sets of interleaved plates 76 and 79. The first set of plates 76 includes a number of inwardly directed keys 77, which have a number of matching keys 78 confirmed. to the input shaft 55. The first set of plates 76 is alternated in the second plate stacker 75 with a second set of plates 79 having a number of outwardly directed keys 80 coupling a number of corresponding keys 81 attached to the housing 11. Coaxially disposed with the input shaft 55 and radially aligned with the interleaved portions of plates 76 and 79, is an annular piston 82 which extends and retracts perpendicular to the interleaved plates 76 and 79 of the plate stacking coupling device 75. 3rd annular piston 82 is disposed within an annular cylinder 83 to which pressurized air is supplied through a passageway 8¾ through a single electrically operated three-way solenoid valve 85. 2nd air valve 85 includes a discharge port 86 and when energized it supplies pressurized air to the manifold 71 to cylinder 83 and blocks discharge port 86. Conversely, when solenoid valve 85 drops, flow of pressurized air from manifold 61 is blocked and air from cylinder 83 escapes to atmosphere through discharge port 86.

By supplying pressurized air to the cylinder 83, the plate stacking-like clutch device 75 is depressed, increasing the friction between the plates 76 connected to the input shaft 55 and the plates 79 connected to the transmission housing 11, thereby increasing the speed of the input shaft 55 is decelerated and the two left counter-shafts 57 and 57A facilitate coupling of the selected claw coupling 59 with one of the driven gears 58.

The counter-axis synchronizer-accelerator device 23 largely functions itself as the counter-axis synchronizer-brake device 22, but is activated to accelerate the counter-axes 57 and 57A and the gears 56 and 58. This is necessary when the output shaft 14 and the associated jaw clutches 59 rotate faster than either of the gears 58 to be coupled. The counter-synchronizer device 23 comprises a plate pack-like coupling device 88 comprising two sets of interleaved plates 89 and 93. The first set of plates 89 includes a number of inwardly directed keys 90 which couple with corresponding keys 91 on collar 92 applied to the output shaft 14. The second set of plates 93 include a number of outwardly directed keys 94 which couple with corresponding keys 55 on the inner surface of a gear 58. The gear 58 is mounted coaxially with the output shaft 14 by means of needle or roller lugs in a manner known in the art to rotate relative to the output shaft 14. Radial centered on the interleaving. Part of the plate package-like coupling device 88 is an annular activator 96 which transmits axial force to the plate package coupling device 88 of an annular piston 98 disposed within an annular cylinder 99 * Between the annular activator 96 and the annular piston 98 there is a thrust bearing with side treads 97 which facilitate relative rotation between the annular actuator 96 which rotates with the plate pack coupling device 88 and the annular piston which is prevented from rotating by a locking pin 100 arranged parallel to the axis of the output shaft 14. The retaining pin 100 'is attached to the rear of the annular cylinder 99% extends into a corresponding blind hole 101 in the annular piston 98. Compressed air is supplied to the annular cylinder through a passage 102, the annular piston 98 extends and the annular actuator 96 moves against the plate stack coupling device 88, increasing the friction between the two interleaved plates 89 and S3. The speed of the counter-shafts 57 and 57A can be increased gus to ensure that the selected driven gear 44 will be synchronized with the associated jaw clutch 50 prior to coupling. A three-way electrically controlled solenoid valve 103 connected to the manifold 71 has a discharge port 104. When the valve 103 is energized, the exhaust port 104 is closed, pressurized air flows through the valve 103 and activates the counter-shaft accelerator 23 in the manner just described . When the valve falls off, the flow of pressurized air from the manifold 71 is blocked and the air in the annular cylinder 99 can escape to the atmosphere through the discharge port 104. Energy for this synchronization operation is provided by the kinetic energy of the movement -the vehicle which is transferred to the transmission 11 by the output shaft 14. It is to be understood that the counter-shaft accelerator 23 must operate in conjunction with the output gear 58a which provides the largest gear ratio, namely the first gear, so that the counter shaft shifting device 23 will be able to drive the counter shafts 57 and 57A to the most necessary speed to achieve synchronization of the transfer gears 58a and the claw clutches 59-

Figure 4 shows a table showing the provision and flow of analog and digital signals as well as signal processing in the central processing unit 24. The central processing unit 24 is shown divided into six operational subsystems, indicated by the blocks in Figure 4 and 4A. These generally correspond to various areas of logic and instructional functions. The logic signals listed in Figures 4 and 4a are included in the logic signal glossary, which also includes a brief description of each logic signal. It is to be understood that while FIG. 4 and FIG. 4A indicate all logic signals for all circuits, the following general description of logic signal generation and its course is introductory and does not describe every logic signal (the logic signal dictionary is at the end of the description).

The central processing unit 24 is divided into six subsystems: a speed and synchronization circuit 112, an accelerometer circuit 113, an instruction logic circuit 114, a shift initiation circuit 115, a clutch control circuit 116, and a power supply 117. The shift control 26 provides all modes and manual shift instructions. central processing unit 24 and because of its close connection with the logic circuit therein, it will be included in the description below.

The logic signals of the shift control 26 include the four exclusive operating modes, namely automatic (AUTO), manual (MAN), neutral (NEUT) and reverse (REV) as well as two instantaneous instructions, upshift (MU?) And downshift (MDN), used by the driver in front of it. instructing to switch to manual mode. These six logic signals are provided to the accelerometer circuit 113-

Magnetic transducers provide information to the speed and synchronization circuit 112 regarding the speed of the transmission input shaft 55 or counter-axes 57 and 57A, output shaft 14 and motor 13- For the motor 13, the speed and synchronization circuit 112 generates a DC signal at (ES) directly proportional to the axis speed. Two direct current signals are generated for the transmission output shaft 11}. The first (OS) is directly proportional to the speed of the output shaft 1 ^. In addition, output shaft signal (OH) is amplified (multiplied) by a factor equal to the numerical value of the gear-wheel ratio validly selected by the acceleration counter circuit 113. This provides a DC voltage equal to the motor speed when the gear is in the selected gear ratio. gear is locked with clutch 12. This signal is hereinafter referred to as the calculated motor speed signal (C-OS).

In addition to these analog signals, the speed and synchronization circuit 112 provides several logic output signals, which indicate when the axis speed is greater or less than preset values. These include too high a speed signal (0) derived from the calculated speed of the engine 13 and a too low vehicle speed signal (U) derived from the speed of the output shaft 14.

The rate and synchronization circuit 112 also monitors the difference between the output axis signal (OS) and a calculated output axis signal. This difference represents the actual speed error between the selected output shaft gear 5SA and the output shaft 14. When the absolute value of this error is a predetermined limit crossing, an error signal (Ξ) is provided by the torque control circuit 116. When actuated by a signal of the instruction logic circuit 114, the speed and synchronization circuit 112 also supplies the * control signals (SB) and (SC) to the appropriate synchronizer 22 and 23 ·

The primary output of the accelerometer circuit 113 is a binary coded information signal (GCN) which identifies the specific gear selected thereby valid. A neutral three-bit binary code is used for neutral gears. The fourth bit is used for reverse.

Another output axis signal (ALARM) from the accelerator shift 113 signals the driver that an impermissible shift has been requested through the driver shift control 26.

The acceleration counter also provides that it is instructed to forget, signals (LU) and (LD) which indicate the direction of the last shift, that is, upshift or downshift. Accelerator circuit 113 consists of a four-bit up / down counter and associated control logic. In response to acceptable valid switch requests, the logic operates a clock input to the counter, thereby counting up or down as instructed. In automatic mode (AUTO), shift requests are generated by the shift initiation circuit 115. In manual mode (MAN), the shift request is provided by the movement of the driver shift control 26 to the upshift (M?) Or downshift (MDN). ) position. A neutral instruction (NEUT) from the driver changeover control 26 resets the counter. A reverse command also resets the counter, if valid, and provides the bit-four output.

The logic logic circuit 114 receives signals such as the binary coded gear adjustment information (GCN), vehicle under speed (U) and the error (E) signals indicating the status of the mechanical automatic transmission 10. Based on these input signals, it transmits two types of signals, or instructions. The first type are direct signals to the fuel cut-off valve (FV) 15 and the transmission operator 21 (M1 to M5 and MR). These can be regarded as direct instructions for performing a specific mechanical function such as shutting off the flow of fuel to the engine 13 or coupling a given tancwheel ratio in the transmission 11. The second type includes indirect commands used for controlling the operation of other actuators and circuits, mainly the sync devices 22 and 23 (SE) and the clutch actuator 18 (CD) and (CD). The instruction logic circuit 114 consists of combined logic and delay circuits.

The shift initiation circuit 115 generates logic instructions for upshift (AU) and downshift (AD) in automatic mode. Likewise, it provides a reverse shave enable signal (DE) used in both the automatic and manual modes. In addition, there are several other input signals, such as the last upshift (LU) and the last downshift (LD) signals, which use either to prevent incorrect shifts or in some circumstances to initiate a shift.

In automatic mode, shifts are initiated by the shift initiator circuit 115 based on several factors including: calculated engine speed (GOS), vehicle acceleration, accelerator pedal position 31 (TP), accelerator pedal position change speed, and direction of ( LU) and (LD) .and the elapsed time since the last switch. In each gear, the position of the accelerator pedal transducer 36 is converted to provide both an upshift and a downshift signal.

The clutch control circuit 116 provides the control signals to the clutch operator 18. Namely, three main operating conditions of the clutch 22 are disengaged, coupled and coupled. Disengage instructions (CD) are sent by the instruction logic circuit 114. In this condition, the clutch control circuit 116 simply outputs the control signal (CD) to the clutch operator 18. In the absence of a disengage instruction, the operation of the clutch 12 is completely controlled by the clutch circuit 116. There are two clutch modes of clutch 12: start and run. When the calculated engine speed is below a value depending on the accelerator pedal position, clutches are made in start-up mode. Otherwise, pairing is established in a running mode. There are three subdivisions of the run mode clutch depending on the actual speed of the motor 13 which is greater than, less than or equal to the calculated speed of the motor 13. Comparators in the torque control circuit 116 make this distinction. The result of this distinction is provided to the instruction logic circuit 14 for use in the fuel shutdown determination. When the clutch 13 is fully coupled, the high pressure (HP) signal from the high pressure switch 54 places the clutch control circuit in the coupled condition. The power source 117 operates from the vehicle electrical system to provide the required supply voltage level to operate the electronics. Typically, this will include: a filtered unstabilized positive battery voltage, and stabilized 8 volt and -6 volt voltage. The latter voltage is obtained from a device such as a DC to DC converter which is known in the art.

As shown in Figs. 3 and 5, the speed and sync circuit 112 includes a transmission output shaft speed sensor 20 which includes a magnetic pickup 201. The magnetic pickup 201 senses the passing of teeth on a gear 74 shown in FIG. 3, which is mounted on the output shaft 14, Operating after the magnetic pickup 201, a tachometer circuit 202 generates a DC voltage on the line 203, which is directly proportional to the frequency of the sensor signals and consequently to the rotational speed of the output shaft 14.

Most known tachometer (or frequency to voltage converter) circuits will be suitable. Typically, in such circuits, a comparator functions as a zero transition detector. The comparator output triggers a pulse generator whose output has a constant width and an amplitude pulse for each triggering. A low-pass filter in the tachometer circuit 202 removes the high-frequency components making the DC signal proportional to the speed of the output shaft 14. Alternatively, a single chip tachometer circuit such as the LM 2917 manufactured by National Semiconductor may be used.

The input axis speed sensor 19 includes a corresponding magnetic sensor 20¾ which provides an AC voltage signal to a tachometer circuit 205. The output signal of the tachometer circuit 205 on a line 206 is in DC voltage proportional to the speed of the input axis 55 and the counter axes 57 and 57a. Accordingly, the rotor speed sensor 17 includes a magnetic sensor 207 which controls a tachometer circuit 208 which provides a DC voltage on a line 209 proportional to met-snelheid speed of the motor 13.

The output shaft speed signal on line 203 is amplified by an operational amplifier 212. The gain of the operational amplifier 212 is directly proportional to the input JiclEF output shaft gear ratio using a six line to one line multiplexer 213, which contains three-bit binary coded information. receives (C-CN) from the accelerator circuit 113 and selects the appropriate one from the six feedback resistors 21¾ to 219 so that the ratio of these feedback resistors to input resistor 211 has the operational amplifier 212 ^ and gain equal to the input to output shaft gear ratio.

The resulting signal represents the speed of the input shaft 55 (GOS) when the gear 11 is in gear selected by GCN. It should also be noted that the signal on line 220 represents the speed of the motor 13 when the control line is locked, that is, the transmission 11 is in gear selected by the GCN and the clutch is engaged. In fact, the signal on line 220 becomes the calculated speed signal of the motor 13 (GOS) in the selected gear.

For several logical decisions, it is necessary to know whether the input shaft 55 (and counter-axes 57 and 57A) on the motor 13 will be subject to excessive speed upon completion of a switchover. This information (0) is generated by a comparator 212 and its adjustment resistors 222 and 223. When the voltage on the line 220, which represents the calculated input axis speed (GOS), exceeds the reference voltage produced in response to the adjustment resistors 222 and 223, a positive signal (0) is provided by comparator 221. The overspeed signal (0) on line 22¾ is immediately available after a new gear is selected and before neither the input shaft 55 and the counter-axes 57 and 57A nor can the motor 13 be accelerated. For this reason, the overspeed signal (0) on a line 224 can prohibit switches which, if executed, would result in too overspeed condition. Typically, the overspeed speed indicator is set to occur at or above the idle speed of the engine 13. Accordingly, it is necessary to know whether the vehicle speed is above or below the preset minimum speed. This information (U) is provided by comparator 225 and two bias resistors 226 and 227. The output axis speed signal on line 203 is provided to comparator 225 which provides a positive signal (U) on line 228 when the vehicle speed is below the preset minimum speed is. The input shaft voltage signal on a line 206 is fed to an inverting operational amplifier 232 through a resistor 231. The gain of the amplifier 232 is set by a six lines to one _li.1n multiplexer 233 and associated feedback resistors 234 through 239 · The multiplexer 233 receives three-bit binary coded information from the accelerator circuit 113 and selectively connects one of the feedback resistors 234 through 239 corresponding to the gear ratio indicated by the signal (GCN) of the accelerator circuit 1131 at the input of the operational amplifier 232. The values of the feedback resistors 232 to 239 are such that for each gear, the gain of the operational amplifier 232 is inversely proportional to the gear ratio between the input shaft 55 (or counter axes 57 and 57A) and the output shaft 14. Thus, the output voltage on a line 241 is proportional m The speed of the main shaft gear 58 corresponding to the gear identified by the gear count differential (GCN) as calculated by dividing the input shaft speed using the appropriate resistor 234 to 239 corresponding to the selected gear ratio in the feedback circuit of the operational amplifier 232. Furthermore, since the operational amplifier 232 is connected as an inverting amplifier, the signal on line 241 will be inverted, i.e. equal to the negative input shaft speed divided by the selected gear ratio.

The output of the inverting operational amplifier 232 is fed through an insulating resistor 242 and the output of the taehometer circuit 202 on a line 203 is fed through an insulating resistor 243 through an amplifier 244. A feedback resistor 245 is connected between the input and the output of the amplifier 2¾¾. The output of the amplifier 244 on a line 246 represents the difference between the positive actual speed of the output shaft 1¾ as monitored by the sensor 20 and the negative calculated speed of the output shaft provided by the inverting operational amplifier 232-multiplexer 233 combination which receives a signal from the input spindle speed sensor 19- When the signal on line 246 is an erroneous signal directly representing the relative difference of the speed of the clutch transmission components, namely the main shaft gear 58, identified by the acceleration counting process (GCH) in toothed relationship with the input shaft 55 and the corresponding claw coupling 59 rotating with the output shaft 14.

The error signal on line 246 is then fed to a complementary pair of voltage comparators 247 and 250. The output of voltage comparator 247 becomes positive when the speed of the selected main gear wheel 58 exceeds the actual speed of the output shaft 19 by an amount equal to the right. ference level set by the voltage dividing resistors 284 and 249. Accordingly, the output of the comparator 250 will become positive when the speed of the selected main shaft gear 58 is less than the actual speed of the output shaft 58 by an amount equal to the reference levels set by the voltage divider resistors. 251 and 252. These reference levels are set equal to or just below the acceptable speed error, ie the relative difference between the rotational speed of the selected main shaft gear 58 and the output shaft 14, for coupling the pivot clutches 59 · Typically this will be in the order of great to be 25 revolutions per minute or less.

The output signals of comparators 2 ^ 7 and 250 are connected as shown in Fig. 5 to an OR gate 253 and two EM gates 25¾ and 255. The OR gate 253 provides a logic error signal (E) to the instruction logic circuit 11¾ indicating that the speed error exceeds the acceptable level between the transmission elements. This signal (Ξ) is used by the instructional circuit 11¾ to control the sequence of the switching process.

It is essential that attempts to synchronize transmission 11 occur only when certain conditions are met, including the fact that transmission 11 is in neutral with clutch 12 disengaged. When all conditions are met and it is desired to synchronize the transmission 11, the instruction logic circuit 11¾ provides a synchronization release instruction (SE) on a line 256 to the EN cells 25¾ and 255. When the synchronization release instruction (SE) is present and there is a positive signal from either comparator 2¾7 or comparator 250, AND gates 25¾ or 255 via buffers 257 and 258 will provide the necessary control signals (S3) or (SC) to the synchronizer braking device 22 or the synchronizer accelerator 23 as required by the magnitude and direction of the input output speed cut.

The speed and synchronization circuit 112 further includes a complementary pair of comparators 261 and 261 controlled by the actual motor speed (ES) on line 209 and the calculated mode speed (GOS) on line 220. The signals ES and GOS are provided by comparators 261 and 262 connected by four scaling resistors 263, 26¾, 265 and 266 as shown in Fig. 5. Comparator 261 provides too high motor speed signal (EH) to instruction logic circuit 11¾ and clutch control circuit 116 indicating that the actual speed of the motor 13 is above the calculated motor speed. The comparator 262 provides an engine speed signal (EL) too low to the clutch control circuit 116 indicating that the actual engine speed is below the calculated rootor speed value. In FIG. 6, the accelerator circuit 113 is shown. The primary function of the accelerator circuit 113 is to select the correct gear ratio of the transmission 11 in response to the logic signals provided thereto and generate a binary coded signal (GCN) representative of the selected gear ratio for use by the other circuits.

The accelerator circuit 113 receives signals from the speed and syncronization circuit 112, the overheat initiator circuit 115, the ignition switch 25, the driver changeover control 26, the throttle switch 5, the throttle on-board switch 35, the rerr, switch 38 and neutral switch 73. These signals are applied to a field-programmable logic array 301 and provide the information on which the gear selection is based. Discrete logic elements can also be used. Due to the number of inputs to the field-programmable logic array 301, two additional logic devices, namely two read only memories (ROMs) 302 and 303, are used to pre-encode the information received from the switching initiation circuit 115 and the driver switching arrangement 26, respectively. The logic instructions of the field programmable logic array 301 and the SOKs 302 and 303 are contained in the logic rules (which are also included after the description). Basically, the Logical Devices 301, 302 and 303 are programmed for; limiting the binary coded gear count information to the number of forward gears contained in the transmission 11; selecting a new gear in automatic mode in response to the request from the shift initiating circuit 115; selecting a new gear in manual mode in response to the explicit driver instructions via the driver shift control 26; choosing either neutral or reverse in response to explicit driver instructions; starting a shift to a starting gear, first gear, in automatic mode; forbidding the selection of a gear in any mode which will result in too great a speed of the motor 13; prohibiting the selection of a new gear when certain incorrect conditions are detected in the system; and providing turn-on and turn-off sequences.

The binary coded acceleration adjustment information (GCN) is generated by a clock pulse oscillator 305 and an up counter 306, which are controlled by logic outputs from the field programmable logic array 301. The field programmable logic arrey 301 provides a clock enable signal (CLS) on a line 30 -4 which activates the clock pulse oscillator 305, a logic signal (U?) O? a line 307 which is the positive or true signal when a upshift is instructed and zero or false where a downshift is instructed and a logic signal (RESET) on a line 308 which resets the up counter 306 to zero. The clock pulse oscillator 305 provides the clock pulses which typically have a 100 Hz repetition rate. The clock frequency is not critical. It should be low enough for various gears, mainly for the speed and synchronization circuit 112 and the shift initiation circuit 115 to respond to the new gear selection. At the same time, it must be fast enough to make the correct gear selection before the mechanical elements of the system can react. The binary coded gear count information (GCN) is carried on four lines 309, 310, 311 and 312. The up counter 306 adds when pulsed by the clock pulse oscillator 305, while a positive signal (UP) exists on line 307. Conversely the up counter counts down when a beat is pulsed with the clock pulse oscillator 305 when there is no signal on line 307. The current forward gear selected by the accelerator circuit 113 is represented in binary code on the three lines 309, 510 and 311. A reset signal (RESET) on line 308 resets the up counter 306 and the signals on three lines 309, 310 and 3'11 become zero. The field-programmable logic array 301 also provides a logic signal (SR) in the fourth acceleration count line 312 corresponding to reverse gear. Each of lines 309 through 312 shown in Figure 6 carries one bit of the binary coded information (GCN). The following table indicates the binary code used to indicate neutral, forward and reverse gears of transmission 11.

VEBSNSLLINGSTEL INFORMATION (GCN)

Gear selection Logic symbol Binsire bit line (fig. 6) 309 310 311 312

Neutral S0 ___0_____0 0 0 __

First S1 000

Second S2 0100

Third S3 1100

Fourth S4 0010

Fifth S5 1010

Sixth S6 0110

Reverse SR 0001

A delay device 319 supplies a signal to a release input of the field-programmable logic array 301. This signal is initiated as the supply voltage rises to an acceptable level and persists for a fraction of a second thereafter. Although the delay 319 signal is present, the outputs of the field-programmable logic array 301 are disabled. In this condition, the logic levels of the outputs of the field-programmable logic array 301 are determined by the resistors connected from these outputs to either ground or to supply voltage levels.

The arrangement of resistors 313 through 317 is such that when the counter 306 is reset, the oscillator is not energized and there is no alarm. The reverse code line 312 is also reset to the logic zero. In this way, the accelerometer 306 is always forced to a neutral choice after being turned on.

A latch 321 provides a signal which ensures that the up counter 306 will count only one step in response to any explicit up or down request by the driver shift control 26. A signal on line 322 is normally set and held high by the presence of either the auto (AUTO) or manual (MAN) signal from the read-only memory 303 · When an up (KL *?) or a down (MOV) shift is requested through the driver shift control 26, the signal on line 312 is absent. The absence of the signal on line 322 together with a clock pulse on a line 322 sets the output of the latch 321 (ONE) low, preventing further switching. Consequently, after any request to shift up or down, the driver should allow the driver changeover control 26 to return to manual or auto mode, by setting ONE high before another changeover request will be accepted.

Accelerator circuit 113 also generates logic signals (LU) and (LD), indicating the direction of the last shift. The interlockers 333 and 336 store in their output lines 33 and 337, respectively, the signal present on their data inputs, namely lines 307 and 333a when the input lines 333 become higher. The data input to 333 is the UP signal on line 307- The inverter 339 is connected between the UP signal line 307 and data input from the lock 336. Thus, the data input to the lock 336 will be positive if the ü? Signal is not positive.

The output (LU) the lock 333 on line 33 ^ will go positive when counter 306 performs an UP count. Accordingly, the output (LD) of lockout 336 on line 337 will go positive when counter 3C6 performs a countdown. The last up SChSkel (LU) signal on line 33 ^ will remain positive until either the counter <07 performs a countdown or is reset by a signal at the reset line 335, as will be described next. Accordingly, the last downshift signal (LD) on line 337 will remain positive once until counter 3C6 performs an UP count or until it is reset by a signal on the reset as will also be described below.

The clock pulse (C1) signal on line 323 is also applied to delay device 325. Delay device 325 provides a pulse that starts simultaneously with the clock pulse and continues for about 0.5 seconds. This extended clock pulse is then applied to the input of an inverting amplifier 326. The inverting amplifier 326 provides a signal which is true when the extended clock pulse provided by the delay device 325 is not present on its input. The output of the inverting amplifier 326 is supplied as an input of a triple input AND gate 327. The triple input EM gate 327 also receives a switchover reset (SR) signal on a line 331 of the switchover. itilring circuit 115. The third input of the triple input AND gate 327 is powered by the output of a lockout 333. The lockout 333 provides a final upshift (LU) signal on a line 334 to the overshoot initiation circuit 115 and the triple input AND gate 327 which is positive or true if the last changeover was in the upshift direction. The signal remains positive until a downshift instruction is given. When a final upshift signal (LU) is present on line 334, an overshoot reset (SR) signal is present on line 331 and no delayed clock pulse is present at the input of inverting amplifier 326 so that its outputs will be positive The triple input AND gate 327 will provide a positive signal on a reset line 335 to the latch 333 to reset the latch output to a zero or zero state.

A corresponding circuit resets the last downshift logic signal (LD) which is also applied to the overshift initiation circuit 115. A second triple input AND gate 328 is also supplied with the inverted delayed clock pulse output from the inverting amplifier 326. In addition, the triple input AND gate 328 provides an interposed switchover reset signal (SR) of an inverting amplifier 332 and the last downshift signal (LD) of the latch 336 on a line 337. When these three conditions are true, the triple input SN gate 328 a positive signal on line 329 which resets the output of the latch 336 to a zero or zero state.

In FIG. 7, the logic logic circuit 114, which primarily controls the operation of the clutch 13, the fuel shut-off valve 15, and the shift solenoid 69, is shown. In all cases, the operation of these components results from a determination by the instruction logic circuit 114 that the gear 11 is not in proper gear. This determination is made in two ways: first, the excitation signal is weird solenoid valves 69 in accordance with the acceleration selected just by the accelerator circuit 113, and second, the ratio from the speed of the output shaft 14 to the speed of the input shaft 55 equal to the gear just selected by the accelerator circuit 113

The first determination is made as follows: the binary accelerator cache (GCN) information of the accelerator circuit 113 is supplied to a four-bit latch 401. The output of the four-bit latch is supplied to a read-only memory (HOM) 402 the binary gear code decodes into a specific signal through each solenoid valve 69 associated with each gear. A number of amplifiers 404 amplify the specific signal for each solenoid valve 69 from the read-only memory 402 to a level high enough to energize the solenoid valve 69. The binary gear code information (GCN) to the four-bit lock 401 is polished to the outputs of the lock 401 only when the transmission 11 is about to enter gear. A logic comparator 403 compares the inputs and outputs of the lock 401 and a logic inverter 405 provides a signal on the line 406 when the input and output codes of the lock 401 do not match, so when at some point the gear selected by the accelerometer circuit 113 does not correspond to the gear engaged or attempted to be coupled by the transmission 11, a signal is provided.

The two methods for determining that the gear 11 is not in proper gear is by comparing the speeds of the input shaft 55 and the output shaft 14. The speed and synchronization circuit 112 generates an error signal when the actual speed of the output shaft 14 differs from the calculated speed of that shaft obtained by dividing (or multiplying) the measured speed of the input shaft 55 by the applicable coupled gear ratio. attitude.

The error signal (Ξ) from the speed synchronization circuit 112 and the signal on line 4c6 were supplied to an OR gate 4q7 whose output controls the setting input of an R-S flip-flop 4c8. Accordingly, if any of these provisions indicate that the transmission is not coupled in the selected gear, the flip-flop 408 is set and provides a switching sequence instruction on a line 409. The RS flip-flop 408 is reset by a signal from AND gate 416 on line 417

The instruction logic circuit 114 also provides a synchronization freeze instruction (SE) on line 256 which controls the operation of the synchronizer rero device 22 and the synchronizer accelerator 23 via the speed and synchronizer circuit 112. The sync release instruction (SE) on the line 256 is provided by a triple input AND type 411. The output of the triple input AND gate 411 becomes positive when there is a switching sequence instruction on a line 409 of the RS flip-flop 408, a signal (LP) On a line 412 of the low pressure switch 53 that the clutch 12 is disconnected and the signal (GN) on a line 413 of the transmission neutral shackle 58 indicates that the transmission 11 is in the neutral position. - -

The error signal (ï) from the speed and synchronization circuit 112 is also applied to an inverting amplifier 414 and thus indicates a signal on line 415 that no error signal is present in the input of amplifier 414 and vice versa.

This inverted error signal on line 415 and the synchronization enable (SE) signal on line 256 are both applied to a dual input AND gate 416. When the inputs to AND gate 416 are positive, this provides a logic signal on a line 417 εεη both reset inputs of the RS flip-flop 408 and a delay device 418. The delay device 418 immediately passes the logic signal on line 417 to an input of a dual input AND gate 419 when the signal on line 417 is positive and continues to provide a signal to the input of the dual input AND gate 419 for about 1/10 second after the signal has ceased on line 4.17. Thus, the signal on the line between the delay switch 418 and one input of the dual input AND gate 419 represent a condition of the system when there is both an error signal (Ξ) from the speed and synchronization circuit 112 and the presence of a synchronization free signal. (SE) on the line 256. Furthermore, the signal on the line between the delay circuit * 118 and one input of the dual input AND gate * 119 continues for 1/10 of a second after one of the above conditions ceases. to exist.

The too low speed signal (U) of the speed and synchronizing circuit 112 is applied to an inverting amplifier *! 22 and the output indicating the lack of too low speed signal is connected to the other input of the dual input EN-pcrt. 219. The output of the AND gate * 119 thus represents the condition of the system in which a logic signal exists on the line between the delay circuit 218 and an input of the dual input AND gate * 119 and the output of the inverting amplifier * 122 is positive, indicating that no too low speed condition is present.

The signal (TS) from the throttle switch 3 * 1 is supplied to an inverting amplifier * 123. Thus, the output signal of the inverting amplifier * 123 becomes positive when the driver's foot is not on the throttle and throttle pedal 3 * 1 is not closed. The signal from the inverting amplifier * 123 is applied to one input of a dual input AND gate * 12 * 1. The overspeed signal from the speed and sync circuit 112 is applied to the second input of the dual input AND gate * J2 * 1. Thus, the output of the dual input AND gate * 12 * 1 is positive when both an under speed vehicle condition is signaled by the speed and synchronization circuit 112 and the throttle switch 3 * 1 and inverting amplifier * 123 provide a signal which is characteristic of the fact that the driver's foot is not on the accelerator.

Erie signals, that of the output of R ~ S flip-flop * 408 on ce line * 109, the output of the double input AND gate * 119 and the output of the double input AND gate * 12 * 1 are fed to a triple input OR pccrt * 125. A CF port * 125 provides a positive output when at least one of the crie inputs is positive. The output of the triple input OR gate 425 is the coupling control signal (CD) and is applied to the coupling control circuit 116 and the amplifier 426. The amplifier 426 is equal to the amplifier 404 and increases the output of the triple input. OR gate 424 to a level high enough to directly control the rapid dump solenoid 52 in the link operator 18.

Normal gears will occur with throttle 31 open. "Once clutch 12 is disengaged, motor 13 will tend to accelerate to its no-load controlled speed. For this reason, throttle dipping during a shift is provided to reduce the speed of the motor 13 to the average speed it will assume after the shift is completed. Comparators 261 and 262 in acceleration and synchronization circuit 112 indicate when the actual speed of the motor 13 is greater or less than the calculated motor speed. The overspeed motor speed signal (EH) from comparator 261 is applied to both first inputs of a triple input EH port 1 (28 and an inverting amplifier 1 (29) The triple input EH port 1 (28 is also supplied with a signal of the inverting amplifier 422 which indicates the lack of a too low speed condition in the motor and the switching sequence instruction on line 1 (09 which is generated by the RS flip-flop 408. When all three inputs of the multiple inputs AND report 428 are positive, it generates a positive output which is applied to the input input of an RS flip-flop 430. The output of the inverting amplifier 429j which is positive when no motor speed signal (ΞΗ) is too high is fed to one input of a double input OR gate 431. The second input of the double input L-β OR gate 431 is connected to the low speed signal (U) which supplies the inverter with amplifier 422. and the double input AND gate 419 · 'So if there is either no motor speed signal (EH) too high indicated by the presence of an output from the inverting amplifier 429 or there is a speed signal (ü) too low, there will be a positive output are of the dual input OR gate 431 which is powered at the reset input of the RS flip-flop 430, Thus, the output of the latch or BS flip-flop If30 becomes positive and remains positive when the setting input is due to the fact that all inputs of the the triple input AND gate 428 are positive. The latch or R-S flip-flop 430 output ceases when the reset input of the latch on flip-flop 430 is positive due to one or both of the inputs of the dual input CF gate 431 being or are positive. The output of the interlock or RS flip-flcp 530 'is applied to one input of a double input EN-item 432. The second input of the double input EN-item 4-2 is controlled by a signal (IGN) indicating that the ignition switch is in the on position. Therefore, when both inputs of the latch or RS flip-flop 430 and the signal (IGN) of the ignition switch 35 are positive, a positive output will be generated by the dual input AND gate 432 and amplified by operational amplifier 433. The output of the operational amplifier 433 will be of sufficient level to control the fuel shut-off valve 15 and supply fuel to the engine 13

In Fig. 8, the overshoot initiation circuit 115 is shown. The shift initiator circuit 115 provides a shiftover enable signal based on the gas tip (TP) versus the calculated engine speed (GOS).

An amplifier 501 receives a signal from the throttle converter 36 and generates the base throttle modulated downshift switch signal. A feedback resistor 502 is connected between the input and output of the amplifier 501. The gain of the amplifier 501 is adjusted by the selective introduction of one of a number of resistors 504 through 510 into the feedback circuit of the amplifier 501 using an electronic switch '5Ο3. Resistors 504 to 510 are scaled proportionally to generally represent the gear ratios available in transmission 11. The electronic switch 503 receives the binary coded gear count information (GCN) from the gear counter circuit 113 which represents the currently selected gear. . The electronic switch 503 connects one of a number of resistors 50¾ to 510, which represent the currently selected gear between ground and the feedback circuit of the amplifier 501. Thus, the gain of the amplifier 501 is controlled by the feedback resistor 502 and the resistor selected by the electronic circuit 503 such that the signal on the line 511 represents the signal from the throttle converter 36 scaled by a value determined by the resistance corresponding to the acceleration currently selected by the accelerator circuit 113 «The signal on line 511 is connected to the first input of a comparator 512 via an isolation and scaling resistance 513- Also connected to the first input of the comparator 512 is the last upshift signal (LU) of the accelerator circuit 113. This signal is applied to a comparator 512 via an insulation and scaling resistance 51¾.

The signal (TP) from the throttle converter 36 is also applied to the input of an amplifier 515 through a capacitor 516. A feedback resistor 517 is connected between the input and output of the amplifier 515. Thus connected, the amplifier 515 acts as a differential amplifier. , the output of which on line 518 is proportional to the rate of change of the throttle converter 36. The polarity of the amplifier 515 is such that the output is positive when the rate of change of the throttle converter 36 position decreases and negative when the rate of change of the throttle transducer 36 position increases. The output of the differential amplifier 515 is also applied to the first input of the comparator 512 through a scaling and isolation resistor 519.

A fourth signal representing the rate of change of the output shaft speed is also applied to the first input of the comparator 512. The signal of the speed and synchronization circuit 112 represents the speed of the output shaft 1¾ and is supplied to an amplifier 510 via a capacitor 521. A feedback resistor '222 is connected between the input and output of the amplifier 520. Thus connected, the amplifier 520 functions as a differential amplifier, and the signal on line 523 thus represents the rate of change of the output axis speed. The output of the differential amplifier 520 is inverted, that is, when the speed of the output shaft 1¾ increases, the output of the differential amplifier 520 is negative and vice versa. The signal on line 523 is then applied to comparator 512 through isolation and scale resistance 52¾.

A signal (GOS) from the speed and synchronization circuit 112 representing the calculated speed of the motor is supplied to the second input of the comparator 522 on a line 525. When the signal on the line 525, representing the calculated speed of the motor (GOS) is less than the sum of the voltages provided by the first input of comparator 512 through the scaling and isolation springs 513, 51¾) 519 and 52¾) an automatic downshift signal (AD) is generated at the output of the comparator 512. This downshift request signal (AD) is used by the accelerator circuit 113 to compose a downshift instruction.

A corresponding circuit is used to generate an upshift request (AU) signal. The signal (IP) from the throttle converter 36 is also applied to an amplifier 531. Their feedback resistor 532 is connected between the input and the output of the amplifier 531. A number of individually selectable resistors 533 to 538 and an electronic switch 539 are also connected in the feedback circuit of the amplifier 531. The electronic switch 539 receives binary coded gear adjustment information (GCN) from the accelerator circuit 113 indicating the gear selected by that circuit and connects the spring position corresponding to the currently selected gear in the amplifier feedback circuit. 531. Thus, the gain of the amplifier 531 is selected by electronic switch 539 in accordance with the acceleration valid selected by the accelerator circuit 113 and the signal on a line 5-10 represents the position of the. throttle converter 36 as modified by amplifier 531. The signal on line 5 ^ 0 is supplied to a first input of a comparator 541 through an isolation and scale resistor 542. Also summed at the first input of comparator 541 backshifted (LD) signal from the accelerator circuit 113. This signal (LD) is supplied to a line 543 through scale and isolation resistor 544.

The signal (C-0S) on line 525, which represents the calculated motor speed of the switching and synchronizing circuit 112, is applied to the second input of comparator 541. When the signal (GOS) is applied to the second input of the comparator 541, which represents the calculated motor speed to be greater than the sum of the signals on the first input of the comparator 541, an automatic shift-up signal (AH) is generated by the comparator 541 and supplied to the accelerometer circuit 113-

The shift initiator circuit 115 further generates a downshift enable signal (DE) which allows or prohibits the requested shifting based on a comparison of the maximum allowable downshift speed for each gear with the calculated motor speed (GOS). An electronic switch 550 and a number of proportional scale resistors 551 through 556 provide a voltage on a line 557 in proportion to the currently selected gear as indicated by the binary coded gear count information (GCN) provided by the electronic switch 550 through the gear counter circuit 113 The electronic switch 550 receives a constant voltage on line 558 and selects one of the number of resistors 551 through 556 corresponding to the current gear selected by the accelerometer circuit 113 and provides a voltage on the line 557 determined by the current gear selected. A resistor 559 is connected between line 557 and ground. The voltage on line 557 is applied to one input of a two-input comparator 560 and the other input of comparator 560 is controlled by the signal (GOS) on line 525, which represents the calculated motor speed. The voltage on line 557 is modified by the presence or absence of the various additional signals. The signal (HI) of the gas-cp-ce-plank switch 35 is summed at the signal cp a line 557 by a sehasl resistor 562. Accordingly, the last upshift signal (LU) is scaled by a resistor 56omm and summed on the line 557 Finally, a signal (CAN) of the manual position of the driver changeover control 26 or a signal (3S) of the brake switch 38 is applied through the diodes 565 and 566 respectively through a resistor 567 and on the line 557. Ds presence or absence of the signals from the throttle on the switch 35 (RTD), the last upshift signal (LU) from the accelerator circuit 113 »the brake signal (3S) from the brake switch 38 and the manual (CAN) signal from the driver switching control 26 are all summed on line 557 and thus modify the operating point at which a downshift release {DE) instruction is generated by comparator 560. When the signal (GOS) on line 525 which the calculated mo torque speed is less than the sum of the signals on line 557, a downshift release (DE) signal is generated by a comparator 560.

The signal from the accelerator circuit 113 is also applied to an electronic switch 570. The electronic switch 570 receives a constant voltage on the line 571 and provides a scaled voltage on the line 572 directly proportional to the currently selected gear as indicated by the binary coded gear counting information (GCN) provided by the accelerator counter circuit 113-This is accomplished as already described by choosing one of a number of scale resistors 573 through 578 with value proportional to the gear acceleration ratios 11. Signals from the throttle on-the-switch (RTD) which are scaled by a resistor 579 and from a line 5 ^ 3 carries the last downshift signal (LD) from the accelerator circuit 113 which is scaled by a resistor 58Ο are also summed on the line 572. The other input of comparator 5S2 is controlled by the calculated motor speed signal (GOS) on line 525. When the signal on line 525, which represents the calculated engine speed, is greater than the signal on line 572, which is the current selected gear ratio as modified by the gas-on-the-plane.k- switch 35 signal (RTD) and last downshift signal (LD) on line 5 ^ 3 of the accelerator circuit 133 », comparator 582 generates an upper limit signal (UL).

Finally, the throttle transducer 36 also provides a signal (T?) To an input of a comparator 582 through a scale and isolation spring 58¾. The signal (GOS) on line 525 represents the calculated motor speed and is also applied to this input of comparator 583 through a scale isolation resistor 585. The other input of comparator 583 is grounded. The signal '<GOS) on the line 525 represents the calculated engine speed and is added to the signal (TP) from the throttle valve converter 36 and when the input signal on the comparator exceeds 583 in threshold, it provides a switchover reset (SR) signal for the latches 333 and 336 in accelerator circuit 113 which generates the last upshift signal (LU) and the last downshift signal (LD).

In Fig. 9, the clutch control circuit 116 is shown. The clutch control circuit 116 receives a signal (ES) from the speed and synchronization circuit 112 on the line 601 representing the motor speed 13. This signal is supplied to an inverting amplifier 603 through a capacitor 602. Thus connected, the inverting amplifier 603 acts as a differential amplifier and provides an output representing the change speed of the motor speed. The gain of the differential amplifier 603 is controlled by a number of resistors 604 through 609 and an electronic switch 610 connected in feedback circuit of the amplifier 603. The electronic circuit 610 receives the binary coded gear count information (GCN) from the accelerometer circuit 113 and selects the resistance from the number of resistors 64 to 69. The signal on line 611 represents an inverted gear change of the motor speed scaled by a value determined by the gear selected in effect by the accelerator circuit 113. The signal on line 611 is supplied via a resistor 612 to amplifier 613. The amplifier 613 is connected as an inverting amplifier and consequently the output of the amplifier 613 represents the positive speed change of the motor speed. A feedback resistor 615 is connected between the input and output of amplifier 613 and the value of resistors 612 and 615 are set such that the gain of amplifier 613 is one. The signals on lines 614 represent the positive speed change of the motor speed and the signal on line 611 represents the inverted or negative change speed of the motor speed are each applied to a multiplexer 616 through resistors 617 and 618. The motor speed (ES) on line 601 is supplied to multiplexer 616 through a scaling resistor 619.

Clutch control circuit 116 also receives a signal (T?) From throttle converter 36 on a line 630. The signal from throttle converter 35 is modified by resistors 621 to 623 and a zener diode 624 and applied to the input of an inverting amplifier 625 Also associated with inverting amplifier 625 is a resistor 626, which provides a positive offset voltage to the input of inverting amplifier 625. The magnitude of the offset voltage provided by the resistor 626 is equal to or slightly greater than the voltage supplied by the throttle converter 36 when the motor 13 is in its free state. A feedback resistor 627 is connected between the input and output of the inverting amplifier 625 and controls the gain of the amplifier 625. The zener diode 624 has an amplified voltage which is typically equal to 60-10% of the voltage supplied by the throttle converters 36 at fully depressed accelerator. At accelerator pedal settings below this zener voltage of diode 624, the voltage at the junction of resistors 622 and 623 will be zero. to be. Thus, the output voltage of the inverting amplifier 625 will increase linearly with respect to the position of the throttle converter 36.

The gain of the amplifier 625 is set to the value of the resistors 627 and 621 plus the offset voltage provided by the spring position 626. When the voltage on line 620 generated by the throttle converter 36 is greater, the zener voltage of the zener diode 624 will be the difference between the throttle voltage and the zener voltage occur as an additional input signal to the amplifier 625 through the resistor 622. The signal at the output of the inverting amplifier 625 on line 628 increases negatively and linearly with the increased throttle position until the zener diode 624 begins to conduct on what time changes the slope of the line indicating this linear negative increase.

The negative throttle signal on line 628 is also fed to another inverting amplifier 630. The invetting amplifier 630 associated with its input resistor 631 and feedback resistor 632 is set to have the gain factor 1 and again inverts the inverted throttle position signal ( ï?) ... provided by inverted amplifier 625 so that at the output of inverting amplifier 630 on line 633, the signal increases positively as the throttle position signal (TP) increases. Furthermore, as was the case with the inverted signal on line 628 when the diode 624 begins to slide, the line representing the relationship between the gas tip and line 633 changes. The signal on line 633 is also applied to one input from a double input comparator 635 through a resistance divider consisting of a resistor 636 connected to one input of comparator 635 and a resistor 637 connected from that same point to ground. The second input of the dual input comparator 635 receives a signal (GOS) on a line 638 which represents the calculated motor speed of the speed and synchronization circuit 112. when the calculated motor speed signal (GOS) on the line 638 is less than the signal provided to the dual input comparator 635 by the inverting comparator 630, a positive signal is generated by the comparator 635 and appears on line 640. A positive signal on line 640 makes, "which will be indicated as a mode A coupling cycle by the coupling 12 active. The mode A coupling cyelus will be described in the following.

The link control circuit 116 also receives a link decouple signal (CD) from the instruction logic circuit 114 on a line 641. This signal is applied to an input of a dual input gate 642. The second input of the dual input OR gate 642 receives a signal ( H?) On a line 643 of the high pressure switch 54 associated with the coupling 12. When the coupling decoupling signal (CD) on the line 641 or the high pressure signal (HP) on the line 643 is positive, the dual input provides OR gate 642 a positive signal on a line 644 to the multiplexer 616. The coupling decoupling signal (CD) on line 641 is also applied to an inverting amplifier 660.

Two additional signals are applied to the clutch control circuit 116 through the speed and synchronization circuit 112. These are the excessively high motor speed signals (ΞΗ) applied to a line 646 and the underpowered motor speed signals (EL) applied to a line. 647. The motor speed signal (ΞΗ) too high is positive when the speed of the motor 131 as sensed by the motor speed sensor 17 is greater than the speed of the input shaft 55 of the transmission 11 as sensed by the transmission speed sensor. 19. The motor speed signal (EL) that is too low is positive when the speed of the motor 13 as sensed by the motor speed sensor 17 is less than the speed of the input shaft 55 of the gear 11 as sensed by the transmission input speed sensor 19. The overspeed motor speed signal is applied to one input of a dual input AND gate 648. The second input of the dual input AND gate rt 648 is controlled by the output of the inverting amplifier 649. The input of the inverting amplifier 649 is controlled by the mode A signal on line 640. The output of the inverting amplifier 649 is positive when a mode A signal does not exist on line 640 and vice versa. It follows that the output of the dual input AND gate 648 indicated mode 3 on line 650 is positive when both the mode A condition does not exist and an excessive motor speed signal (EH) does exist. The mode E signal on the line 650 is also applied to the multiplexer 616. The output of the inverting amplifier 649 wWhichever is positive when a mode A signal is not present, it is also applied to an input of a dual input EN protocol. 651. The second input of the dual input AND gate 651 is controlled by the motor speed signal (EL) that is too low on line 647. Thus, when no mode A signal is present and a motor speed too low (EL) motor is present. , the dual input AND gate 651 provides positive mode C-signal-cp line 652. The mode C-signal cp line 652 is also supplied to multiplexer 616.

Before proceeding with the description of the clutch control circuit 116, the meaning of the four clutch torque modes, namely mode A, mode B, mode C and mode D will be explained. These modes relate to the four possible conditions under which the link can be called up to link.

Mode A represents a coupling torque condition in which the output shaft 14 does not rotate or rotate slowly. Mode B indicates the condition in which the motor 13 is operating at a speed greater than the speed of the input shaft 55 of the transmission 11.

Under these clutch conditions, the motor will usually slow down when clutch 12 is engaged. Mode C clutch refers to those conditions in which the speed of the motor 13 is slower than that of the transmission input shaft 55.

Beer usually has a higher engine speed when clutch 12 is coupled. The fourth clutch torque mode mode D exists when the vehicle is moving and the engine speed and input shaft speed are equal or approximately equal, that is, when none of modes A, 3 or C exist.

The multiplexer 616 receives the mode A signal on line 64o, the mode B signal on line 650 and the mode C signal on line 652 and the prohibit signal on line 644. These are the control inputs to multiplexer 616 When the prohibition signal on line 644 is zero, multiplexer 646 connects one of its inputs to lines 654, 655j 656, or 684 at its output on line 686. A positive mode A signal on line 640 connects line 654 to line 686.

A positive mode B signal on line 650 connects line 655 to output line 686. A positive mode C signal on line 652 connects line 656 to output line 686. In the absence of a mode A signal on line 640, a mode B signal on line 650 and a mode C signal on line 652 connects multiplexer 616 and line 685 to output line 686. This corresponds to mode B conjunction. When the prohibition signal on a line 664 is positive, the multiplexer 616 disconnects all inputs from the output line 686. Thus, in mode A couplings, the positive change speed of the engine speed signal on line 614 through a resistor 617, an engine speed (ES) on line 601 through a resistor 619, and the negative throttle signal on a line 628 through a resistor 629 are all connected to the output line 686 of the multiplexer 616. In mode 3 couplings, the positive change speed of the motor speed on line 614 through resistor 618 and the positive throttle signals on line 633 through resistor 634 are all connected to output line 686 of multiplexer 616. In mode C couplings, the negative change speed of the engine speed signal on line 611 through a resistor 659 and the positive throttle signal through a resistor 645 are all connected to the output line 686 of the multiplexer 616. In mode D couplers, the positive change ring voltage through a resistor 684 connected to the output line 686 of the multiplexer 616.

An amplifier 660 has a feedback resistor 661 connected from its output on a line 662 to its negative input on a line 686 which is also the output of multiplexer 616. In this way, the amplifier 660 and the associated resistor 661 act as an inverting amplifier . The positive input of amplifier 660 is connected to the coupling decoupling signal (CD) on line 641. Except when the coupling decoupling instruction (CD) is present, this input will be at a ground potential. During coupling, the output of the amplifier 660 on a line 662 will be the weighted sum of the input signals, the weighting being proportional to the ratio of the feedback resistor 661 with the input resistor connected to the amplifier 660 via multiplexer 616.

The signal on line 662 is applied to an input of dual input comparators 664, 665, 666 and 667 · Voltage divider resistors 670, 671, 672, 673, 674 and 675 provide various positive and negative voltages from the positive and negative voltage sources and apply voltage set points are established for comparators 664 through 667. The outputs of comparators 664 through 667 control amplifiers 680 through 683, which in turn control drain valves 51 and 50 and fill valves 47 and 48. When the signal on line 662 is less than the lowest setpoint voltage, namely that voltage associated with the operation of a comparator 665 and the fine discharge valve 50 and the comparator 666 and the fine fill valve 47, all comparator outputs will be zero and all clutch air valves will be off . When the coupling error signal deviates from zero and increases in either the positive or negative direction of the set point of comparators 664 through 667, one or more of the comparators will provide outputs and control the corresponding coupling air valves.

Kodus A clutches usually occur when the vehicle starts from or nearly idle. In this condition, the output of amplifier 660 on line 662 will be equal to the weighted sum of the throttle tilt (TP) signal minus the engine speed signal and minus the engine speed change rate. When the combination of motor speed and motor acceleration is less than the weighted valve signal, the output signal of the amplifier 660 will operate positively and depending on the size, the comparators 665 or 665 and 664 will operate causing the fine discharge valve 50 or the fine discharge valve 50 and the raw discharge valve 51 are ratified. The result of these valve actions will be a reduction in the air pressure in the clutch chamber 45 with a subsequent reduction in the clutch torque. This reduced torque reduces the torsional load of the motor 13 so that it can accelerate.

Conversely, when the combination of engine speed and engine acceleration is greater than the weighted throttle signal, the output of amplifier 660 on line 662 will become negative. Again depending on the magnitude of the signal on line 662, this can cause comparators 666 or 666 and 667 to energize the fine fill valve 58. The actuation of these valves causes an increase in the air pressure in the coupling chamber 45 and, consequently, an increase in the torque capability of the coupling. This will strain the engine.

When the combination of engine speed and engine speed change rate is equal to or substantially equal to the weighted throttle signal, the output of amplifier 666 on line 662 will be small and no valve will be energized. Thus, the response of the overall system is to set the clutch torque so that the motor 13 operates at or near a speed set by the weighted gas tip.

I nλ n C \ ^ 'D r ~

In a normal mode A start, when the driver presses the accelerator pedal 31, it increases fuel flow to the engine 13 so that it accelerates. At the same time, clutch control circuit 116 will increase clutch torque until the engine speed is maintained at the speed set by the weighted throttle position signal. The resulting torque will accelerate the vehicle. During this time, clutch 12 transmits the torque in a slipping manner when the motor speed is greater than the speed of the transmission input shaft. As the road speed of the vehicle increases, the speed of the transmission input shaft increases. Finally, the input shaft 55 and the motor 13 will rotate at the same speed. When this happens the motor speed increases, which causes the clutch to be coupled quickly.

Mode B clutch occurs when the vehicle is moving and the engine speed at the time of the clutch is greater than the transmission input shaft speed. Usually this occurs after an upshift. In this mode, the inputs are connected to the amplifier 660 through the multiplexer 616 which is connected to line 655- These are the positive speed changes of the engine speed and the positive weighted throttle position signal. As described above, the weighted sums of these signals appear from the output of amplifier 660 will cause the actuation of one or more of the fill or drain valves depending on the direction and size of the amplifier output. . In this case, increased clutch torque will tend to slow the motor 13. This motor delay causes a negative voltage which appears on line 61¾. typically, the weighted throttle signal on line 633 will cause the output of amplifier 660 to become negative, so that fine fill valve 47 and / or coarse fill valve 48 will be energized. The resulting increase in clutch air pressure increases clutch torque and causes increasing deceleration of engine 13. This process continues until the negative signal on line 614 resulting from the engine delay is balanced with the positive weighted throttle signal on line 633.

The operation of the system is such that during a mode B coupling the meter is decelerated to a speed set by the weighted gas tipping signal. The relative values of the quantities at the balanced condition, i.e., no output signal from the amplifier 660, are set by the ratio of the resistors 61 δ and 634. Furthermore, the change speed of the motor speed is weighted by the gain factor of the amplifier 603 of the transmission gear which is coupled.

During a B-kppling mode, the clutch is coupled such that the engine speed is forced to decrease to a speed that depends both on the throttle position and the gear-to-gear ratio. The various factors are weighted to provide proper coupling under all conditions. The torque provided by the clutch will respond through the control line and the motor gear arrangements. Improper clutches would result in unwanted high transition torque in the control line and / or feed of a jerky and jerky clutch by the driver.

The variation in the gear wheel ratio is compensated for by the variation in the weight of the engine speed term on line 614 caused by the variation in the gain factor of the gain 603. Furthermore, at light throttle settings, the weighted gas tip signal on line 633 will be relatively narrow, causing a relatively small engine speed deceleration is evoked. Under these conditions, the developed torque balanced will be very small. As the throttle 31 is further depressed, calling the weighted throttle signal on line 633 increases for a greater deceleration rate change and therefore higher torques. Thus, light throttle clutches can be made extremely smooth in all gears. When the accelerator pedal is pressed, the clutches accelerate, but with some increase in torque.

Mode C clutches occur when the vehicle is moving and the engine speed at the time of clutch is less than the speed of the transmission input shaft. Normally this is a result of a downshift. Under this condition, the torque generated by coupling the clutch 12 will accelerate the motor 13. The accelerated motor will provide a negative signal on line 611. Analogue regarding the case of the mode 3 link, this signal on line 611 is balanced by the weighted throttle position signal on line 633 -In all other respects, the mode C-coupling will be the same as the mode 3 link with the exception that the motor 13 will be accelerating.

In both a mode als and mode C clutch, the result of the clutch torque will be that the motor speed will approach the input shaft speed. When this difference is small or zero, the D-link condition mode will enter. Under these conditions, the multiplexer 616 connects line 685 to amplifier 660 via line 686. Hu, the input signal to amplifier 660 is the positive supply voltage through resistor 684. This causes the output of amplifier 660 on line 662 to be a large negative signal which energize both the fine fill valve 147 and the coarse fill valve 48. The result is coupling the coupling at the greatest possible speed. Since the speed difference across the clutch is effectively zero, the quick clutch "does not cause a transitional control line torque.

The clutch release signal (CD) on line 641 and the high pressure (HP) signal on line 643 directly affect the coupling of the clutch 12 through the multiplexer 616. A prohibition signal (INHI31T) is provided by the multiple input OR gate 642 when either the clutch disengage (CD) or the high pressure (H?) Signal is present. The inhibit signal (IKHI3IT) on line 644 disconnects the input of the inverting amplifier 660 from all speed and throttle position information fed to the multiplexer 616. "When only the clutch disengage (CD) signal is present, the inhibit signal (INHIBIT) is generated by the OR gate 642 as just described and a coupling error signal is provided by the coupling disconnect signal (CD) on line 641. The coupling disconnect (CD) signal is fed to the positive input of an inverting amplifier 660. When the coupling disconnect ( CD) signal is present, the error signal on line 662 becomes strongly positive. and triggers both comparators 664 and 665, which in turn open the coarse drain valve 51 and the fine drain valve 50. When only the high pressure signal (HP) is present, the dual input 0F port 642 provides the prohibition signal (INHIBIT) c? line 644. When this prohibition signal is present, the multiplexer 616 connects all inputs to the inverting amplifiers 660 and the coupling error signal on line 662 becomes zero. So no fill or drain valve will be on. In this way, the pressure in the chamber ^ 5 of the clutch operator 18 can be maintained at a constant predetermined level.

Next, the generation of the switching point by the transmission 10 will be described with reference to FIG.

Gear selection, notor operation conditions and vehicle operation are related. The shift initiator circuit 115 controls gear selection in such a way that optimum operation is maintained. This optimum may vary by design to satisfy different vehicle configurations, designs and wishes of the seller or driver. To meet these different requirements, a number of input signals are used including the motor speed in the adjacent gears; vehicle acceleration; accelerator pedal position and the speed of change of the accelerator pedal position; the direction and time elapsed since the last shift and the motor speed history since the last shift.

To facilitate understanding of these circuits, reference is made to Fig. 10: a graph of static shift point profiles for the six "forward gears of the transmission 11. Calculated motor speed (GOS) is plotted along the" abscissa and throttle position ( T?) Is plotted along the ordinate.

The switch point profiles consist of three parts. The first is the range of 35-100% of the accelerator pedal position in which the shift points increase linearly with the accelerator pedal position. Second, there is a series of full throttle shift and downshift limits for each gear. These are shown along the above 100% accelerator pedal position. Finally, in the range of 0-35 $ throttle, the downshift points are fixed at the 35 $ throttle value while gearshifts are fixed at the full throttle valve limiting value.

Two voltage signals are generated in each gear, which is derived from the accelerator pedal position (TP) signal. These voltages are compared to voltage signals representing the calculated motor speed (GOS). The downshift and upshift lines are thus graphical representations of the relationship between these generated voltages and the throttle position (TP) signal, but presented in terms of their corresponding engine speed EQUIVALENT. These lines will be referred to as the throttle-modulated gear change profile.

Usually the duty point 1 will fall between the downshift profiles on the left and the upshift profiles on the right.

When the motor duty point 1 moves from the left of the downshift profiles, an automatic downshift request (HD) is sent to the accelerator circuit 113. When according to the duty point 1 moves from the right of the upshift profiles, an automatic upshift signal (AU) is generated.

The shift initiator circuit 115 provides two such profiles for each gear.

(Note that in the cases of first and top gear, one profile is meaningless, i.e. no shifting is possible above top gear).

The changeover profiles are typically moved equally on each side of the peaks of the fuel consumption curves, limiting operation to most fuel efficient areas. It would be desirable from the fuel efficiency standpoint to have the shift profiles as close to the peaks as possible. However, they must be separated by at least the split between the various gear ratios of the transmission 11.

For the system shown, the transmission has ratios 7, 7; 08; 2.36; 1, ^ 7; 1.00 and 0.776 in gear 1 to 6. As an example of the limited success achieved using only static shift and downshift profiles, the vehicle is assumed to be in fifth gear and slow speed (point 2). At 1600 revolutions per minute an upshift to sixth gear would be requested. In sixth gear, the motor speed would be reduced by the numerical ratio of the fifth gear ratio to the sixth gear ratio, i.e., 1600 - 1.00 / 0.778 or 1250 revolutions per minute. This corresponds to point 3 of Fig. 10. As shown, point 3 is on the right side of the downshift line and the upshift can be made thereby. If the shifting profiles had been closer together, there could be a situation where point 3 falls to the left of the downshift profile. Should this occur, the gear would be rushed, ie any upshifting result in an immediate downshift instruction which in turn will generate an upshift. Such instability or agitation is not acceptable. "In the previous example, it was assumed that all conditions remained constant during and immediately after the switch. In reality, few of these conditions remain constant. During a switchover, the control line torque will be momentarily interrupted. Consequently, the motor speed will not remain constant. Demand for horsepower requirements can vary quickly if they occur when the vehicle encounters a slope. Finally, the driver can change the accelerator pedal position before or during gear changes.

In the shift initiator circuit 115, the base throttle modulated overshoot profiles are modified to properly account for the many dynamic conditions and interpret the driver's intentions as indicated by a throttle movement. These various modifications and their purpose will be described below.

In order to allow the throttle modulated switching profiles shown in Fig. 10 to be positioned as close together as possible, provision has been made to change the location depending on their recent history. To accomplish this, the gear shifting circuit 213 provides signals indicative of the direction of the last shift. These signals, last upshift (LU) and last * downshift (LD), are then generated when the accelerometer changes and are stored in memory.

After each upshift, the last upshift signal (LU) modifies the downshift profiles. This modification has two components. A static component moves the downshift profiles from the normal position shown in Figure 10 to lower motor speeds. This set-up will typically be 100 to 150 revolutions per minute. Almost this static * shift, the downshift profiles are temporarily shifted another 100 to 150 revolutions per minute. The downshift profiles then return to the static residual shift from 100 to 150 revolutions per minute over a period of several seconds.

Likewise, the upshift profiles are moved to the right after each downshift.

As stated, the static portion of the shift is retained, while the last switching (LU) or the last downshift (LD) signal remains. Additional circuitry is provided to reset the memory. After each upshift, a memory reset signal is generated when the motor operating point crosses the reset line ER from left to right. After a downshift, a reset signal is generated when the operating point crosses the reset line RH from right to left.

The RH reset line may move dynamically. Typically, this involves moving the reset line RH at about 300 revolutions to the left after an upshift and an equal amount to the right after a downshift.

These movements allow the throttle modulated switching profiles to move closer together without causing instability. In addition, the transition portions allow the system to ignore various transition oscillations of the control line which may occur as a result of switching. The provision of a reset minimizes the possibility of defining out-of-range operation where the static throttle modulation profile would occur.

The static downshift and upshift profiles also ignore the effects of vehicle acceleration and deceleration. In the shift initiation circuit 115, this factor is included in the shift decision by shifting the throttle modulated downshift and shift profiles by an amount proportional to the vehicle acceleration and deceleration. Typically, the downshift profiles offset to the left at a speed of 7.2 revolutions per minute per mile per hour per minute vehicle acceleration and to the right an equivalent amount for vehicle deceleration. The shift-up profiles have an offset near right at the rate of 16.4 revolutions per minute per mile per hour per minute vehicle deceleration. There is no corresponding left offset from the vehicle gear upshift profiles.

The effects γ & η of this movement can be illustrated by two examples. First consider the case of vehicle throwing point at point 4 of fig. 10. Stable operation implies that the accelerator pedal position is set so that the power delivered by the engine corresponds to that used by the vehicle, ie vehicle speed is constant. Now assume that the driver has fully depressed the accelerator. The operating point will shift to point 5 · On a static shift profile base, this would result in a downshifting of the operating conditions to point 6. The engine horsepower will then be substantially above demand and accelerate the vehicle 2al, resulting in a requirement to shift up to the original acceleration.

When the vehicle gear shifts the overshift profile to the left, point 5 may remain to the right of the downshift line and no downshift will occur. The surplus of horsepower will still be enough to accelerate the vehicle and no unnecessary sequence of shifts will occur.

As a second example, it is assumed that a vehicle is operating with the accelerator fully depressed above 1600 rpm, which vehicle is to climb an incline which is steep to create a downshift requirement. On a static base, the motor speed should drop to 1300 revolutions per minute before downshifting will occur. The deceleration-induced movement of the shifting profile would cause the downshift to occur at a higher mode speed which will enrich the operation of the vehicle's movement.

In addition, the changeover profiles can be moved in response to the speed of the accelerator pedal movement. Consider, for example, a vehicle operating at point 7, which faces a downward slope on which the driver does not wish to accelerate. Its normal response will be to return the accelerator pedal to operating point 7 · At point 7, no upshift will occur as the accelerometer counter 113 does not upshift when the accelerator is not depressed. On the other hand, since the operating point traverses the area between points 7 and 8, an upshift will occur. This problem will not occur if the speed of the accelerator pedal position has moved the upshift profile to the right. Accordingly, when returning from point 8 to point, the upshift profile will be shifted to the right again. The upshift profile is thus typically shifted to the right by the absolute value of the throttle position change speed.

• By itself, the throttle modulated shifts could result in incorrect shifts. Under no circumstances can a downshift be allowed which would result in excessive motor speed. Thus, the shift initiation circuit 115 includes a limiting downshift speed for each gear. In order for a downshift to occur in either automatic or manual mode, the calculated motor speed signal (GOS) must be less than the downshift release (DE) signal.

A limited speed for upshifts is also provided, namely the upshift limit (UL). This limitation is desirable for two reasons. First of all, in many cases, the throttle-actuated shifting profile, especially with large splits between gears, can lead to excessively high upshift speeds with a fully depressed accelerator. Second, the various factors driving the upshift profile can move the upshifts even to even higher speeds.

In automatic mode (AUTO), an upshift will be requested when the calculated motor speed (GOS) is greater than the modulated value (AU) or the limited value (UL).

Usually there will be a full family of setpoints one for each gear. The gear shift limit values (UL) will typically be set close to the speed at which the engine driver begins to limit the fully depressed accelerator to horsepower. The downshift release limit signal (DE) is then set to be approximately the gear split below the upper limit setting for the next lower gear. For example, in the case of the gear with a 1.28 split between the fifth and sixth gears, the sixth gear downshift release settings would be roughly equal to the fifth gear upper limit setting divided by 1.28.

Separation of these limiting signals UL and DB are controlled by the gear splitting. As is the case with modulated profiles, these limit values are shifted by the last upshift and last downshift signals. As shown in Fig. 10, the downshift enable signal is reduced by the last upshift signal LU, while the upshift limit speed üL is reduced by a last downshift (LD) signal. .

Usually, measures have also been taken to cause the limiting signals to move in response to other working conditions. Downshift release (DE) signal is active in manual mode (MAN). In this mode, the limitation is typically increased close to the maximum at which a downshift can be safely performed without 1st increasing the zoncer-load driver speed of the engine.

In some applications it is desirable to give the driver additional control of the switch points.

The downshift release signal (D5) allows downshifting in manual mode (CAN) only when the calculated motor speed (GOS) is below the set point. In manual mode (MAN), the shiftback release setpoint (DE) is normally moved to the highest speed in any gear where downshifting can be completed without increasing the maximum safe motor speed.

It is desirable and / or necessary to use engine compression brakes when driving down long or steep slopes. Under these conditions, the driver's foot will not be on the accelerator, and downshifts would occur at low engine speeds, resulting in small engine delays. Accordingly, the shift counter circuit 113 is provided with a signal (BS) when the vehicle's brakes are applied. At this time, a downshift occurs as soon as the downshift enable signal (DE) allows. At the same time, the brake signal (BS) will typically cause the downshift enable setting signal to increase to a higher than normal speed. This allows the most effective motor compression brakes to occur naturally.

For some applications, it is desirable to provide their deposition action similar to that provided in some passenger car transmissions. Typically, this would consist of a switch with a detent actuated at the limit of the throttle barrel. When the accelerator pedal is depressed to the limiting conditions, a throttle on the shelf (HTD) signal is generated by the throttle on the shelf switch 35.

In gas-on-the-shelf conditions, both the downshift release signal (DE) and the upshift limit (UL) speeds will be increased. This provides additional control of gear selection which is particularly advantageous on slopes. At normal upshift limit settings, upshifting will result in lower engine horsepower availability at the low engine speed. So, for example, on ramps, upshifts will result in insufficient power to maintain vehicle speed. This problem is further aggravated by the fact that under these conditions the vehicle speed can drop significantly during the changeover.

By increasing the upshift limit (UL) under gas-on-the-shelf conditions. cit problem can be solved. Typically, the upshift limit (üL) setting can be moved to an area of regulator hang so that there will always be increased horsepower or torque available after upshift. Normally this involves consideration of vehicle deceleration during the switchover.

Increasing the downshift release setting (DE) allows the driver to force past downshifts. This is advantageous when the operator is on a slope where downshifting will be required. The more downshifting will result in a minimal decrease in vehicle speed. The gas-cp-de-shelf provision can also be used to provide additional acceleration for situations such as passing another vehicle.

As has been the case with the throttle modulated shifting profiles, squeaky and movement of the limiting shift points can be adjusted to satisfy other needs. For example, to improve the fuel economy, the upshift limit (UL) for the following top gears can be set slightly lower than for the other gears and cannot be moved further by the RTD or last downshift (LD) signals.

The result limits the maximum engine speed when the motor vehicle is operating at higher road speeds.

Other shift point changes may be desirable for special circumstances, it has been observed that in some vehicle configurations a much flatter ride may be obtained when upshifts do not occur when the vehicle is accelerated rapidly.

This can be accomplished by forbidding siphons while the change axis of the output shaft exceeds preset levels.

It has also proved advantageous to achieve a minimum calculated motor speed below which a downshift is commanded. This can be achieved in part by appropriately forming the throttle modulated shift point characteristic. The movement of this profile by vehicle acceleration and other factors can lead to situations where an engine stalling failure was approached. To avoid this possibility, too low a speed signal is generated when the calculated motor speed (GOS) falls below a preset level. This too low speed signal forces a downshift request (AD).

Those skilled in the art will appreciate that various modifications can be made from the feed preferred embodiments as described above without departing from the scope and spirit of the invention.

SIGMAL'aOCF.PENLI JST:

The following glossary includes analog and digital signals provided to, operating on or generated by the central processing unit 2k of the mechanical automatic transmission 10. This glossary arranged alphabetically by signal code includes a brief description of each signal and in the case of digital signals a further explanation of the state of the signal (high or low) when the particular condition is true or false. The glossary will be useful when used in conjunction with the signal generation and response list, FIG.

-Signal dictionary-

LOGICAL SIGNAL ABBREVIATIONS DESCRIPTION

Alarm ALARM signal generated by the accelerator circuit 113 operating on an audible alarm 27 or to warn the driver of an incorrect action.

When ALARM = 1, the audible alarm is on.

Automatic AD downshift request upshifting arises through the shifting initiating circuit 115 based on throttle-modulated speed profile.

AD = 1 when switching is requested.

Automatic AUTO signal from driver shift control 26 indicating that the driver has selected the automatic mode. When AUTO = 1, switches are initiated automatically based on the logic rule and / or requests by the switch initiation circuit 115.

Automatic AU upshift request generated upshift through switchover initiation circuit 115 based on the throttle modulated speed guide profile.

AU = 1 when switching is requested.

Brake on 3S signal obtained from the brake switch 38 on the vehicle. This is used to change the downshift speeds in automatic mode.

BS = 1 when the brakes are on.

Motor GOS calculated a DC analog signal speed sew equal to the output shaft speed scaled by the numerical value of the ratio.

LOGICAL SIGNAL ABBREVIATIONS DESCRIPTION

(Continuation)

Clock Release CLE clears the counter, used to generate acceleration codes, to respond to clock pulse. This signal is generated by use in the gear counter circuits.

Clock pulse C? signal generated by the clock pulse oscillator when the count clearing signal is true.

Under these conditions, the clock pulse oscillator will provide clock pulses at a fixed rate, end characteristic at 100 pulses per second.

Coupling CD signal used to instruct clutch disengagement disengagement. This signal energizes the drain valve 52 associated with the coupling 12.

Coupling MODE A, coupling coupling modes. This coupling MODE 3, logic signals are generated by MODE C, generated by the coupling control M0D3 D circuit 116 and used for switching various analog inputs to the coupling error amplifier.

Coupling INHIBIT logic signal generated by the prohibit coupling control circuit 116 which blocks the normal analog inputs to the coupling error amplifier.

Downshift signal generated by the over-release circuit initiator circuit 115 when the output shaft speed is low enough to permit downshifting to the next lower gear without resulting in excessive motor speed. The DE signal is used in both automatic and manual modes.

LOGICAL SIGNAL COVERINC-SN DESCRIPTION

(Continuation)

DN DN back-up signal in the reseller circuit 113 showing the conditions in which a countdown will be made. This has been defined as an aid in determining the conditions necessary for a count-free signal to be generated.

Motor EH signal too high derived from the speed. power and synchronization circuit 112 from a comparison of the calculated rootcr speed (C-OS) and the actual motor speed (ES).

EH = 1 when the actual motor speed is greater than the calculated motor speed.

Too low motor EL signal derived in the speed speed driver and synchronization circuit 112 from a comparison between the calculated motor speed (GOS) and the actual motor speed (ES).

EL = 1 when the actual motor speed is less than the calculated motor speed.

Motor speed ES is a direct current analog signal proportional to the speed of a motor 13.

Error S signal generating speed and synchronization switch 112 which is based on a comparison of the output speed divided by the gear ratio for the selected gear. When the absolute value of the signal exceeds predetermined limits, E = 1.

LOGICAL! SIGNAL ABBREVIATIONS DESCRIPTION

(Continuation)

Error condition HOLD signal generated by logic to indicate an actual or potential error condition. No hold circuits have been applied. Typical conditions for generating a hold signal could be a loss of truck pressure, low battery voltage, speed pick-up failure, etc.

Fuel valve FV signal used to control the flow of fuel to the engine 13. When FV = 1 fuel is supplied.

Acceleration GC: J This refers to the four-bit count code developed by the accelerator circuit 113 to specify the selected gear.

Acceleration JRC this refers to the four-bit old on the output of the latch 401 in the instruction circuit 114 which maintains the existing binary code gear count information until a physical switch to a new gear is acceptable.

Gear K1 signals used to select control v.2 to control the solenoid valves M3 69 which accomplish gear selection F.4. When M (N) M5 is true, the valves will physically place the M6 transmission in. (N) '/ J gear. The value NR of M (1, 2, 3, 4, 5, 6, M or R) 0 is specified by GCN.

LOGICAL SIGNAL ABBREVIATIONS DESCRIPTION

(Continuation)

May pressure H? signal generated by the pressure switch 5¾ which senses the clutch air pressure. Switch 54 operates when the clutch air pressure exceeds the shift setting.

HP = 1 when coupling is coupled in set point.

Ignition IC-N signal derived from the vehicle ignition switch 25 indicating that the ignition switch is on when IGN = 1.

*

Low pressure L? signal generated by the pressure switch 53 which senses the clutch air pressure.

, An LP = 1 signal indicates that the clutch air pressure is below the clutch threshold.

LP = '1 when the clutch is disengaged.

MAN manual switching signal from the control changeover control 2p indicating that the selector lever is in the manual position. MAN s 1 when selector switch is in manual position

Manual reverse MDM switching signal from the control shifting switching control 26 indicating that the selector switch lever is in the manual downshifting request position

Manual upshift MUP shift signal from the gear changeover control 26 indicating that the selector lever is in the manual upshift mode.

LOGICAL SIGNAL ABBREVIATIONS DESCRIPTION

(Continuation)

Neutral NEjT signal from control switchover control 26 indicating that the selector lever is in the neutral position.

A CNE signal generated by the accelerometer circuit 113 to ensure that the accelerometer will change only one count each time the selector switch is moved from the MüP or MDN component.

Output Axis CS sew a DC analog signal speed proportional to the speed of the output axis 1¾.

Too high speed 0 signal generated in the speed and synchronization switch 112 indicating that the motor 13 could start running at too high a speed if a shift was completed in the selected gear. This signal is based on a comparison between the calculated motor speed (GOS) with a fixed reference.

Reset RESET signal generated by the accelerator circuit 113 and used for the reset. shifting from gear to the "O" state (neutral choice). The reset signal is preferable to all other signals and forces the accelerometer into the "G" position independently of all other signals.

(Continuation)

LOGICAL SIGNAL ABBREVIATIONS DESCRIPTION

Reverse REV signal from driver changeover controller 26 indicating that the selector lever is in the reverse position.

Throttle-on-the-shelf RTD detent switch 35 is a physical switch associated with the accelerator pedal 31. The switch 35 operates just a strong detent action when the accelerator pedal is pressed down to the limit.

RTD = 1 at greater than full throttle travel.

Choose first acceleration S1 abbreviation for acceleration acceleration, etc. S2 acceleration choice indicated in 53 acceleration counter binary code.

54 S1 means that the counter 55 code matches the

56 first gear, etc. SR

SR means that the acceleration SN counter binary code indicates a neutral choice. SN means that the accelerometer inner code indicates a reverse gear selection.

Downshift SON signal generated and used by the accelerator circuit 113 when a downshift has been requested from one of the new sources.

Upshifting SU? signal generated by and used by the accelerometer circuit 113 when a circuit has been requested from one of the possible sources.

Synchronization SE is a signal generated by the de-clearing structure logic circuit 114 when three conditions exist for operation of the syncronization coupling or brake. When SE = 1 synchronization can take place.

LOGICAL SIGNAL ABBREVIATIONS DESCRIPTION

(Continuation)

State of the T? an analog resistance accelerator pedal sews proportionally to the position of the accelerator pedal 31.

Accelerator pedal E3 signal generated by the toggle switch 34 associated with the accelerator pedal 31 · This switch energizes with light pressure on the pedal 31 and is used to indicate logic that the driver's foot is on the accelerator pedal.

TS = 1 when the foot is on the pedal.

Transmission GN signal derived from the neutral neutral switch 73 on the transmission 11 operating when an transmission rail is moved from the neutral position.

GN = 1 when the transmission is mechanically in neutral.

(Church: GN = 0 does not mean that the transmission is actually in gear).

Low vehicle U signal generated by the speed speed driver and synchronization circuit 102 when the speed of the output shaft 15 falls below a predetermined set point, typically 60 to 70 revolutions per minute.

U = 1 when the output shaft speed is less than about 70 revolutions per minute.

Do you shift up? signal generated by the accelerator counter 113 and used to control the accelerator when an addition is to be made.

Cp switch UL signal generated by the overshare limit initiator circuit Π5 indicating that the meter speed exceeds a variable limit. This signal is generated for a comparison of the calculated notch rate (GOS) with a limit.

• logic rules

Accelerator counter (11-3) UP * 'ÜU? · ONE · ÏÏ · Tio * ÏIÖLÜ * 'AUTO · TS "Vr Co · HOLD * ._' HUP · ONE- · TS · SM» U »HOU) +

AUTO · TS · SP · U · HOLD

DM i £ dm * ons' · ST · siï_ · sm · höld + · · AUTO · TS · SDN · SI. S $ HOLD ♦ AUTO SDM (S /. + S5 ♦ 56) T! 5D) * ΑΙΠ'Ο MI (S4 ♦ S? ♦ S6) HOLD +

U3 · SI · "S3 · HOLD

Clock freeze = UP + DN

Reset rev · u · ign · HüEU ♦ C03 · ïï ♦ CN · U · HOLD + 1GU · U ♦ AUTO · HUP · CN - U + NEUT · U + C03 REV · TS · U · IGIJ · WJLD ♦ C03 · ÏÏ *

REV · C03 · ICN

Alara · REV * CÖ3 ♦ KPN · ONE · gitt * IGN · U_ · NËÜ7 · CM +

NEUT · U · GM

• 5ND P2 · Ü * (AD ♦ AÜTO + BRAKE ♦ RTD)

SIPAU - KTD + L'L

Logic circuit instruction (114)

S set: (CCII i GCO) ♦ E

. reset: ïï · SE

} .ίΚ) GMO (K ') · S

SE 5 S -'GM · LP

CD = S + (Ë · SE) d * ÏÏ ♦ U · J3

FU = KUL * ICN

TD moves; S · jï_EH

reset: U + Egg!

Claims (1)

Conclusion. Automatic transmission device for vehicles having a valve-driven motor, a pinch controller and a transmission mechanism having a number of transmission ratio combinations, which can be selectively coupled between an input shaft of the transmission mechanism and an output shaft of the transmission mechanism being operatively connected with the motor, the transmission device comprising an information processing unit having a means for receiving a plurality of input signals and a means for generating output signals, the input signals comprising a signal indicating the position of the pinch controller and a signal which indicates the speed of the output shaft, the transmission mechanism comprising a means responsive to the output signals and operative to drive the transmission mechanism to engage one of the transmission gears to effect postural combinations and the processing unit includes means for processing input signals in accordance with a program to provide a predetermined transmission ratio for a given combination of input signals and to generate output signals, thereby providing the transmission device is operated in accordance with the program outlining a predetermined motor speed, on which upshifts and downshifts are commanded for each measured pinch control position, characterized in that the input signals comprise a signal indicating the rotational speed of the motor, and the processor includes a means for changing the program, comprising a means for changing the motor speed at which upshifts and downshifts are commanded by changing the program during a predetermined time interval following the uze a new gear ratio. Eindhoven, February 1993.