FR2872101A1 - Manual transmission controlling device for e.g. passenger car, has hydraulic circuit subdivided into three activating branches in which one branch supplies jack and has flow limiter placed between distributors - Google Patents

Abstract

The device has a hydraulic circuit subdivided into three activating branches in which one branch supplies a jack. The branch has a flow limiter (7) placed between distributors (D1a, D1b). Each of jacks (V2, V3) has three position detectors to detect position of magnetic cores at deployed, retracted and intermediate states of the jacks. A central control unit is fed by a battery of a vehicle with interposition of a converter.

Description

AUTOMATIC CONTROL DEVICE FOR MANUFACTURING A GEAR BOX

MANUAL OF A MOTOR VEHICLE

  The invention relates to a device for automatically controlling maneuvers of a manual gearbox of a motor vehicle. More specifically, the invention relates to an automatic control device of a clutch mechanism of a gearbox, and extends to a semi-automatic or automatic gearbox control device of a gear box. speeds.

  According to the invention, by semi-automatic or automatic control device, it is intended to define a control device capable of ensuring operation of a manual gearbox: E in automatic mode: manual selection of only gear shifts between the neutral position and the first gear and reverse positions, the automatic changeover of all other gears, both during ascent and descent of these gears, and automatic clutch and disengage maneuvers, É in semi-automatic mode; automatic: manual selection of all shifts, and automatic clutch and clutch maneuvers.

  Finally, according to the invention, the term "motor vehicle" is generally intended to mean any vehicle such as a motor car, a motorcycle or a heavy vehicle equipped with a manual gearbox comprising a clutch mechanism provided with at least one operating member of said clutch mechanism, and a gearshift mechanism provided with at least one operating member of said gearshift mechanism.

  The majority of motor vehicles are currently equipped with manual gearboxes whose gearshifts are controlled by means of a manually operated shift lever, and whose clutch and clutch maneuvers are controlled by means of a clutch pedal.

  Automatic and semi-automatic gearboxes are reserved for so-called high-end vehicles mainly because of their high cost and maintenance costs. These automatic and semi-automatic gearboxes are also, unfortunately, the only current gearboxes designed to equip motor vehicles accessible to the physically handicapped, so that such vehicles prove to be more expensive, even without specific fittings. terms of purchase and maintenance prices than conventional vehicles. In addition, the fleet of used vehicles is very little provided so that used vehicles are rare and often prohibitively expensive.

  The present invention aims to overcome these drawbacks and its main purpose is to provide a gearshift control device adaptable to all current manual gearboxes, and designed to transform said manual gearboxes into automatic or semi-automatic gearboxes. .

  Another object of the invention is to provide an adaptable control device on all vehicles, either new vehicles, directly on the assembly line of the latter, or used vehicles, whatever their age.

  Another object of the invention is to provide a control device that retains the vehicles' operating characteristics related to the presence of a manual gearbox (engine brake, 5 gears plus reverse ...) Another objective of the It is an object of the invention to provide a control device that is adaptable, by virtue of its performance, on competition vehicles.

  For this purpose, the invention aims, in the first place, a control device of a manual gearbox comprising a clutch mechanism provided with an operating member of said clutch mechanism, and a mechanism of changes of with at least one operating member of said gear change mechanism, said control device comprising in combination, according to the invention: - actuating means of the operating member of the clutch mechanism, adapted to be secured in direct engagement with said actuating member, and to move the latter between a clutch engagement position of the clutch mechanism, and a disengagement position of the clutch mechanism - a cut-off member of the clutch mechanism supply, ignition or injection of the vehicle, - means for detecting the position of the operating member of the clutch mechanism, capable of being activated respectively in each of the clutch and disengagement positions of said mechanism a means for detecting the engaged position of each of the ratios that can be engaged by the shifting mechanism, and the neutral position of said shifting mechanism, and a central unit of management of the control device programmed to: É in a neutral position of the gearshift mechanism: to be configured in a waiting position of a shift control of a first gear, first gear or reverse, 25. controlling the actuating means of the operating member of the clutch mechanism, when receiving a control passage of a first report, so as to move said actuator to its disengaged position, remain waiting for the activation of detection means 30 representative of the engagement of the first gear, controlling the actuating means of the operating member of the clutch mechanism, when activating the means of detection aforesaid, so as to move the said actuator to its clutch position, 5. and configure itself in a position of waiting for a command to return to the neutral position, or passage of the second gear when the first gear is engaged, É and in each position of the gearshift mechanism corresponding to the engagement of a forward gear ratio of the vehicle, 1 o first gear and following speeds: to be configured in a waiting position of a shift control of a gear, higher if the first gear is engaged, higher or lower if an intermediate gear is engaged, and lower if the last gear is engaged, 15. when receiving a gear shift command. a report, control, on the one hand the activation of the cut-off device of the vehicle power supply, and on the other hand the actuating means of the operating member of the clutch mechanism, so as to move the said actuating member towards its disengaged position, 20. remaining waiting for the activation of detection means representative of the commitment of the controlled ratio, when activating one of the aforementioned detecting means, controlling, a part of the deactivation of the cutoff device of the vehicle power supply, and secondly the means for actuating the actuating member of the clutch mechanism, so as to move said actuating member to its position clutch, and configure itself in a waiting position of a shift control of a higher or lower ratio.

  According to an advantageous embodiment of the invention: the means for detecting the clutch position of the actuating member of the clutch mechanism are arranged so as to determine a position of said intermediate actuating member between its positions; extremes of clutch release and clutch, defined during a preliminary calibration phase, and adapted to provide a final race between said intermediate and extreme clutch positions, equivalent to the guard stroke of a clutch pedal - the central unit is programmed, upon receipt of a command of passage of a first gear, first gear or reverse gear, or a gearshift control, to control the actuating means of the operating member of the clutch mechanism, so as to generate a rapid movement of said actuating member from its disengaged position to its intermediate position, and a slow displacement from this operating member from its intermediate position to its clutch position.

  The invention advantageously extends to a control device comprising means for actuating each of the operating members of the gearshift mechanism, able to be secured in direct engagement with said operating member, and to enable the commitment of each of the reports of the gearbox, the central unit being programmed to control the said actuating means, in the disengaged position of the operating member of the clutch mechanism, so as to enable engagement automatically each gear shift mechanism reports.

  The invention therefore consisted in providing, in its simplest version, a device for automatically controlling a clutch mechanism of a gearbox, and in its most elaborate version, a semi-automatic control device or automatic shifting gearboxes, equipped with actuating means designed so as to be secured in direct engagement with the actuating members of a conventional manual gearbox, and control means of these actuating means adapted to be grafted on this gearbox, and to control an automated operation of the latter consisting of substituting for actions conventionally performed by a driver, similar actions controlled by a central unit: management of the clutch maneuvers and disengagement, shift management, vehicle power cut management ...

  According to the principle of the invention, and firstly, the control device according to the invention can be adapted to all current manual gearboxes, in order to automate the controls of the latter, without, however, altering their characteristics. operation related to the presence of a manual gearbox (engine brake, 5 gears plus reverse ...).

  Moreover, by design, the control device according to the invention can be installed directly on the assembly line of new vehicles. It can also be in the form of a kit that can be installed on any used vehicle with a manual gearbox.

  According to an advantageous embodiment of the invention for controlling a conventional gearbox comprising two actuators of the gearshift mechanism, the actuating means of said actuators comprise separate actuators each connected to an actuator so as to obtain an overall displacement along the path of a conventional gearshift grid.

  According to another advantageous embodiment of the invention, the control device comprises two manual selection pallets gear ratios, adapted to be mounted on the steering wheel of a vehicle, and to be connected to the unit central to deliver to the latter a passage control of a report respectively higher or lower.

  On the basis of this principle of use of pallets, the central unit can, in addition, be advantageously programmed to control a semi-automatic mode of operation of the gearbox, consisting of controlling, for the passage of a any ratio, the actuating means of each of the operating members of the gear shift mechanism in response to the actuation of one of the pallets.

  Still based on this principle of use of pallets, the central unit can also be advantageously programmed to control an automatic mode of operation of the gearbox. For this purpose, and advantageously according to the invention, the control device comprises means for measuring the speed of rotation of the vehicle engine, and the central unit is connected to said measurement means and programmed to control a mode automatic operation of the gearbox, according to which: - for the passage of a first gear, first gear or reverse gear, the actuating means of each of the operating members of the shifting mechanism are controlled in response when one of the pallets is actuated, - an automatic shift to a higher gear is controlled when measuring a motor rotation speed higher than a given ceiling value Tm, and an automatic shift to a lower gear is controlled when measuring a motor rotation speed below a given threshold value Td.

  In order to perfect the automatic mode of operation of the gearbox, the control device according to the invention furthermore advantageously comprises a sensor adapted to be positioned opposite the accelerator pedal, so as to be activated. at the end of depression of said accelerator pedal, the central unit being programmed, upon activation of said sensor, to control the passage of a lower gear when the number of revolutions per minute T of the engine becomes lower at Tm, and the passage of a higher ratio when T becomes greater than a value T'm such that T'm> Tm.

  According to an advantageous embodiment of the invention, the actuating means of the actuating members comprise, on the one hand for each of said operating members, a fluid-controlled actuator, and at least one selective supplying distribution member. said actuator controlled by the central unit, and secondly a general fluid circuit for supplying the various actuators, comprising electrical means for circulating the fluid.

  According to this principle, the fluidic circuit may advantageously consist of a hydraulic circuit comprising a hydraulic unit equipped with an electric pump.

  According to an advantageous variant, this fluidic circuit may also consist of a pneumatic circuit comprising an electric compressor.

  Furthermore, advantageously according to the invention, the actuators consist of cylinders, the detection means consisting of position sensors mounted directly on said cylinders.

  Other features, objects and advantages of the invention will emerge from the detailed description which follows with reference to the accompanying drawings which represent by way of non-limiting example a preferred embodiment. In these drawings: FIG. 1 is a block diagram of the hydraulic circuit of the control device according to the invention, FIG. 2 is a block diagram of the management automation of this control device, FIG. a diagram showing a conventional gearshift of a five-speed gearbox plus reverse, and, vis-à-vis this grid, the actuators of the speed changes of the control device according to the FIG. 4 represents the general operating algorithm of the control device according to the invention, and FIG. 5 represents the algorithm of the subroutine R1 + (R1-) of the general operating algorithm of FIG. Figure 4, dedicated to the passage of the first report (first or reverse).

  The control device according to the invention, represented by way of example in FIGS. 1 and 2, is designed to fit on a conventional manual gearbox 1 of a motor car, in direct drive, respectively on the fork of clutch 2 and on the shift forks 3, 4 of said gearbox.

  This control device consists mainly of a hydraulic circuit incorporating respective actuating members clutch forks 2 and shifts 3, 4, and a management automation programmed to ensure operation of the box to 1: E in fully automatic mode: manual selection of only shifts between the neutral position and the first and reverse gear positions, automatic changeover of all other gears, both when climbing and when going downhill of these ratios, and automatic clutch and clutch maneuvers, É in semi-automatic mode: manual selection of all shifts, and automatic clutch and clutch maneuvers.

  Firstly, the hydraulic circuit comprises a hydraulic unit 5 conventionally composed of a liquid reservoir for filling and leveling said circuit, and an electric pump electrically connected directly downstream of the contact 10 of the vehicle, way to be powered as soon as the said contact is put.

  The liquid used for the filling of this hydraulic circuit advantageously consists of a cooling liquid for the intrinsic qualities of such liquids, as well as for their fluidity qualities which facilitate and accelerate their flow, and thus the maneuvers of the powered organs. that the aforementioned hydraulic circuit can be replaced by a pneumatic circuit comprising an electric compressor in place of the hydraulic unit; this option is mainly intended for 2872101 io vehicles of automobile competitions, and is particularized by a rapid response of the control device, and therefore an increased speed of shifting.

  The hydraulic circuit further comprises, at the outlet of the hydraulic unit 5, on the one hand, a pressure regulator R adapted to regulate the liquid pressure to a set value, for example of the order of 6 bars, and of on the other hand, a pressure switch Pr having a manual adjustment member 6 of the set value.

  The hydraulic circuit according to the invention is subdivided, for elsewhere, mainly into three branches of respective actuation of each of the three forks 2-4 of the gearbox 1.

  The first of these branches is adapted to feed a single actuator V1 elastic return to its retracted position. This jack V1 with internal magnetic core Ni is mounted on a ball 8 and comprises a rod Tl connected directly to the clutch fork 2, so that: É the engaged state of the gearbox 1 corresponds to the retracted state of the jack V1, É the disengaged state of the gearbox 1 corresponds to the deployed state of the jack V1.

  This first branch further comprises means for supplying the jack V1 (that is to say, the chamber of this jack V1 whose filling causes the deployment of the jack rod T1), comprising: two distributors 3/2 (three orifices / two positions) said upstream D 1 a and downstream Dib, considering the direction of flow of the liquid during the supply of the cylinder V1, É and a flow limiter 7 interposed between the two distributors Dia , Dib.

  These two distributors D la and Dib and this flow limiter 7 are hydraulically connected so that: E in the absence of electrical stresses of the distributors Dia and Dib, the liquid flows directly from the jack V1 to the hydraulic unit 5 (retraction 1), when an electrical load is applied to the only upstream distributor Dia, the liquid flows directly from the hydraulic unit 5 to the jack V1 (deployment of the jack V1), É and, during a electrical solicitation of the only downstream distributor Dib, the liquid flows from the cylinder V1 to the hydraulic unit 5 via the flow limiter 7 (slow retraction of the cylinder V 1).

  This first branch comprises, finally, two position detectors DP 1a, DP lb mounted on the body of the jack V1 and arranged to detect the position of the magnetic core N1, respectively: É in the deployed state of the jack V1 (detector DP lb), representative of the disengaged state of the gearbox, É and in a state of said cylinder, determined during a preliminary calibration phase, intermediate between its deployed and retracted states (DP detector la), adapted to provide a final race between said intermediate and retracted states equivalent to the guard stroke of a clutch pedal.

  The other two branches of the hydraulic circuit are adapted to feed each a double acting cylinder V2, V3 internal magnetic core N2, N3, the stem T2, T3 is directly connected to a shift fork 3, 4.

  As represented in FIG. 3, these two jacks V2, V3 are arranged so that their rods T2, T3 move along two orthogonal axes, and make it possible to obtain a conventional gear shifting grid as represented in FIG. which illustrates a five-speed grid plus reverse.

  According to the example shown, the jack V2 makes it possible to generate a displacement along the axial longitudinal axis of the gate, and to obtain a position opposite: E the transverse axis of the first and second ratios: state deployed from the cylinder V2, É the transverse axis of the third and fourth reports: intermediate state of the cylinder V2 between its deployed and retracted states, É the transverse axis of the fifth and reverse gear ratios: retracted state of the cylinder V2.

  The jack V3 makes it possible to generate, for its part, for each positioning of the jack V2, a displacement along the corresponding transverse axis and a positioning corresponding to either the engagement of a ratio for each of the deployed and retracted states of said jack or at the neutral position for a state of the intermediate cylinder V3 between its deployed and retracted states.

  According to this principle, furthermore, and as shown in FIG. 3, the neutral position is thus obtained in the intermediate state of the jack V3, whatever the state of the jack V2.

  Each of these cylinders V2, V3 is further fed by means of a closed center distributor D2, D3.

  Finally, each of these cylinders V2, V3 is equipped with three position sensors, respectively DP2a, DP2m, DP2b, and DP3a, DP3m, DP3b, arranged to detect the positions of the magnetic cores N2, N3 corresponding to the states deployed, retracted and intermediate said cylinders.

  The management automatism of the control device according to the invention comprises, for its part, in the first place, a programmable central management unit, or PLC, 9 powered by means of the battery 11 of the vehicle with the interposition of a converter 12 12V / 24V, and conventionally equipped with an information data input 9e bus and a control data output bus 9s.

  This management automatism furthermore comprises connected to the input bus 9e of the controller 9: É two actuators or pallets P +, P- designed to be adapted to the steering wheel of the vehicle so as to be actuable by the driver without the latter having to release the steering wheel, and intended to manually control the gear changes, E the different position sensors DP 1a, DP 1b, DP2a, DP2m, DP2b, DP 3a, DP3m, DP3b, S button one for selecting the operating mode of the control device according to the invention: fully automatic mode or semiautomatic mode (manual selection of the reports by means of P + and P-), É the pressure switch Pr, É a first inductive sensor C 1 disposed opposite of the flywheel and designed to perform the function of tachometer, for example by detecting a pin fixed on the flywheel and detectable by the said sensor, E a second inductive sensor C2 positioned opposite the pedal of accélérateu r so as to be activated in the rest position of said accelerator pedal, É and a third inductive sensor C3 positioned opposite the accelerator pedal, so as to be activated at the end of depression of said pedal accelerator, that is to say once this accelerator pedal has completed its entire race.

  The management automation also comprises, connected to the output bus 9s of the controller 9: É of the wired links with each of the distributors D1a, Db1, D2, D3, Éa relay G with a break contact supply of ignition or injection of the vehicle, É and a display 13, for example of the digital type, to allow the driver to view the gear engaged.

  Finally, the management automation comprises a dialogue terminal 14 adapted to be connected to a communication port of the PLC 9, and to enable data stored in said PLC to be read or modified.

  The operating algorithm of the control device according to the invention is described below with reference to FIGS. 4 and 5.

  According to the main operating algorithm shown in FIG. 4, once the contact 10 has been set, the automaton 9 remains waiting for a signal received from the pressure switch Pr representative of obtaining a liquid pressure in the hydraulic circuit. equal to the set point.

  It should be noted, moreover, that once the ignition 10 has been set and the set pressure obtained, the driver has the option, before starting the vehicle, to control, by actuating a pallet P + or P- , to a return to the neutral position of the gearbox 1 when said vehicle has been previously stopped with a gear engaged.

  With the gearbox 1 in the neutral position and once the vehicle has been started, the automaton 9 remains waiting for the actuation of one of the pallets P + or P- controlling the passage of the first gear: first gear if P + is pressed or backs up if P- is pressed.

  The actions necessary for the passage of this first report are the subject of subprogram R1, the algorithm of which is represented in FIG. 5, and more specifically, either of the subroutine R1 + controlling a passage in first gear, or of the sub-program program R1- (actions shown in parentheses in Figure 5 and also described in parentheses in the discussion below) controlling a passage in reverse.

  As shown in this FIG. 5, once the P + pallet has been actuated (or respectively the P-pallet), the automaton 9 controls the disengagement of the gearbox 1 obtained by electrically feeding the upstream distributor Dia in order to drive the deployment. of cylinder V1.

  Once the effective disengaged state, materialized by the activation of the position detector DPlb V1 jack, the controller 9 controls the passage in first gear (respectively reverse) obtained: É by electrically feeding the distributor D2 30 to drive the deployment of the jack V2 to its deployed state detected by the position detector DP2b (respectively to cause the retraction of the jack V2 to its retracted state detected by the position detector DP2a), É then feeding electrically the distributor D3 so as to cause the deployment of the cylinder V3 to its deployed state detected by the position detector DP3b (respectively so as to cause the retraction of the cylinder V3 to its retracted state detected by the position detector DP3a ).

  Once the first gear ratio (respectively reverse gear) engaged, the controller 9 checks the state of the sensor C2, so as to control the next step, clutch gearbox 1, only after deactivation said sensor, that is to say once the accelerator pedal actuated by the driver. This clutch step of the gearbox 1 is obtained in two

  successive phases of: É cut off the power supply of the upstream distributor 15 Dia so as to cause rapid retraction of the jack V1, É then electrically supply the downstream distributor Dib during the detection of the magnetic core N1 of the jack V1 by the detector of DP position la, so as to cause a slow retraction of the cylinder V1 on a final race adapted to be representative of the guard stroke of a clutch pedal.

  At this point, therefore, the first gear ratio (respectively reverse) is engaged and the gearbox engaged, so that the driver is supposed to want to control a movement of the vehicle.

  In order to confirm this will, however, the controller 9 is programmed to: E carry out a test consisting in checking the state of the sensor C2, É command a new disengagement of the gearbox 1 when this sensor C2 is detected active, representative of a return of the accelerator pedal in its rest position not solicited by the driver, and position itself waiting for a new acceleration materialized by the deactivation of the sensor C2.

  The automaton 9 is also programmed to carry out a second test consisting of checking whether an inverse pallet actuation does not invalidate the initial gearshift command: actuation of the pallet P- following an initial actuation of the pallet P + ( or respectively actuation of P + following an initial actuation of P-) Assuming that such a reversal of control is noted, the consequence is a control of transition to the neutral position by successive electrical power supplies distributors D2 and D3, and a new positioning of the controller 9 waiting for a control passage of a first gear, first gear or reverse gear.

  At the end of the subroutine R1 of the reversing management of the gearbox 1, the control device according to the invention is therefore adapted to position the gearbox 1 in its neutral position obtained by the gearbox 1. actuation of the pallet P +.

  At the end of the subroutine R1 + for managing the first speed of the gearbox 1, the control device according to the invention is also adapted to position the gearbox 1 in its neutral position if the pallet P is activated at the end of this subprogram.

  However, according to the general operating algorithm represented in FIG. 4, the logical sequence of this routine R1 + is to manage the shift from the higher gears to the first speed, both during the climb and during the descent of these gears. .

  According to this general algorithm, during a second-pass control command resulting from an actuation of the pallet P +, the automaton 9 controls: the disengagement of the gearbox 1 obtained by electrically supplying the upstream distributor D1 a so as to cause the deployment of the cylinder VI, É and a cut-off of the power supply of the ignition or the injection, by opening the relay G. The next step consists in controlling the effective passage of the second gear by electrically powering the distributors D2 and D3, and by managing these power supplies so as to bring the jack V2 in its deployed state marked by the position detector DP2b, and the jack V3 in its retracted state identified by the position detector DP3a.

  Once this gear engaged, the controller 9 controls a clutch of the gearbox 1 by cutting the supply of the upstream distributor Dla, and a closing of the relay G restoring the power supply ignition or injection.

  As represented in FIG. 4, the algorithm according to the invention then manages the passage of the other reports in response to the activation of one or the other of the pallets P + or P-, each shift consisting in disengaging and cut off the power, then once the gear engaged, to engage and restore power.

  It should be noted, moreover, that during each downshift, the distributors Dia and D lb are actuated so as to obtain a rapid retraction and then a slow final retraction of the jack V1, representative of a rapid ascent of a pedal. clutch until the engagement position of the clutch, then a slow ascent on the final guard stroke of this pedal.

  During each downshift, in addition, the controller 9 is programmed to check if the gear engaged consists of the first gear.

  If so, when measuring a rotational speed of the engine less than 1200 rpm, and detection of the active state of the sensor C2, this controller 9 is programmed to loop the main algorithm on the subroutine R1, waiting for the disengage command.

  The automaton 9 is furthermore programmed to make periodic readings of the measurements delivered by the sensor C 1, representative of the speed of rotation of the motor, and to prohibit false maneuvers of the driver. By way of example, the automaton 9 is thus programmed to: E prohibit a downshift maneuver at a speed of rotation of the motor greater than a predetermined ceiling speed, E prohibit the passage of a higher gear if the speed of motor rotation is below a predetermined threshold speed.

  The algorithm described above relates to a semi-automatic operation of the control device according to the invention, consisting in controlling all the gear changes by manually actuating the pallets P + and P-.

  The control device according to the invention can also operate in an automatic mode of manually selecting the only shifts between the neutral position and the first speed and reverse positions, the passage of all other reports, both during the climb only during the descent of these reports, taking place automatically.

  According to this automatic mode, instead of the actuation of the pallets P + and P-, the gear changes are automatically effected: É in view of the rise of the ratios, when the rotational speed of the motor measured by the sensor C 1 becomes greater than a given value Tm, E for the descent of the reports, when the rotation speed of the motor becomes less than a value Td <Tm.

  For example, for a turbo diesel engine, Tm can be chosen equal to 2500 RPM and Td equal to 2000 RPM.

  In addition, this automatic mode uses the C3 sensor positioned to be active when the accelerator pedal has completed its entire stroke.

  According to this automatic mode, an activation of C3 leads to control: E the passage of a lower gear when the number of revolutions per minute T of the engine becomes less than Tm, s E the passage of a higher gear when T becomes greater than a value T'm> Tm.

  These commands are equivalent to shifting up the Td-Tm interval when the C3 sensor is active.

  For the above numerical example, the interval Td-Tm can thus be raised to 2400-3120 revolutions per minute when C3 is active.

  The semi-automatic mode / automatic mode transition can also be controlled by means of a selection button S, with a specific adaptation of the programming software of the PLC 9.

  The control device according to the invention therefore has as main feature, that of being able to adapt to all manual transmissions of current motor vehicles, new and used, and to transform these gearboxes into automatic boxes or However, semi-automatic vehicles retain their operating characteristics related to the presence of a manual gearbox. 25

Claims (12)

  1 / control device of a manual gearbox (1) comprising a clutch mechanism provided with an operating member (2) s of said clutch mechanism, and a gearshift mechanism provided with a least one operating member (3, 4) of said gear change mechanism, said control device being characterized in that it comprises: - actuating means (5, 7, Dia, Dib, V l) the actuating member (2) of the clutch mechanism, adapted to be fixed in direct engagement with said actuating member, and to move the latter between a clutch engagement position of the clutch mechanism, and a position disengaging the clutch mechanism - a cut-off device (G) of the supply, ignition or injection, of the vehicle, - detecting means (DP 1a, DP lb) of the position of the operating member ( 2) of the clutch mechanism, able to be activated respectively in each of the clutch and disengagement positions of the said clutch mechanism, detecting means (DP2a, DP2m, DP2b, DP3a, DP3m, DP3b) of the engaged position of each of the reports adapted to be engaged by the shifting mechanism, and the neutral position said shifting mechanism; and a central control unit (9) programmed to control: S in a neutral position of the shifting mechanism: to configure itself in a waiting position of a controlling passage of a first gear, first gear or reverse, controlling the actuating means (5, 7, D 1 a, 30 Dib, V l) of the actuating member (2) of the clutch mechanism when receiving a command for passing a first report, so as to move said operating member to its disengaged position, remain waiting for the activation of detection means (DP2b-DP 3b, DP2a -DP3a) representative of the engagement of the first report, 5. order the actuating set (5, 7, D 1 a, Dib, V1) of the operating member (2) of the clutch mechanism, upon activation of the aforementioned detecting means, so as to move said member operating to its clutch position, and configure itself in a waiting position of a command to return to the neutral position, or to pass the second gear when the first gear is engaged, E and in each position of the gear change mechanism corresponding to the commitment of a forward gear ratio of the vehicle, first gear and following speeds: 15. To configure itself in a waiting position of a shift control of a gear, higher if the first gear is engaged, higher or lower if an intermediate gear is engaged, and lower if the last gear is engaged, when receiving a gear shift command, controlling, on the one hand the activation of the cut-off device (G) of the feed of the v vehicle, and secondly the actuating means (5, 7, D la, Dlb, Vl) of the actuating member (2) of the clutch mechanism, so as to move said actuating member to its release position, remain waiting for the activation of detection means 25 (DP2a, DP2m, DP2b, DP3a, DP3m, DP3b) representative of the commitment of the controlled ratio, when activating one of the detection means above, control, on the one hand the deactivation of the cut-off device (G) of the vehicle power supply, and on the other hand the actuating means (5, 7, Dla, Dib, V1) of the actuating member (2) of the clutch mechanism, so as to move said actuating member towards its clutch position, and to be configured in a waiting position of a passage control of a higher or lower ratio .   2 / control device according to claim 1 characterized in that s the detection means (DP la) of the clutch position of the actuating member (2) of the clutch mechanism are arranged to determine a position said intermediate actuating member between its extreme positions of disengagement and clutch, defined during a preliminary phase of calibration, and adapted to provide a final race lo between said intermediate and end positions of clutch, equivalent to the guard stroke of a clutch pedal, - the central unit (9) is programmed, upon receipt of a first-shift, first-speed, or reverse-gear command, or a speed demotion, for controlling the actuating means (5, 7, D la, Dib, V l) of the actuating member (2) of the clutch mechanism, so as to cause a rapid movement of said actuator member; maneuvering his disengagement position j until its intermediate position, and a slow movement of this actuator from its intermediate position to its clutch position.   3 / control device according to one of claims 1 or 2 characterized in that it comprises actuating means (5, D2, D3, V2, V3) of each of the operating members (3, 4) of the mechanism shifts, adapted to be secured in direct engagement with said actuator, and to allow the engagement of each of the reports of the gearbox, the central unit (9) being programmed to control said means d actuation, in the disengagement position of the actuating member (2) of the clutch mechanism, so as to automatically engage each of the reports of the gearshift mechanism.   4 / Apparatus according to claim 3 for controlling a gearbox comprising two actuators (3, 4) of the gear change mechanism, characterized in that the actuating means (5, D2, D3, V2, V3) said actuators comprise separate actuators (V2, V3) each connected to an operating member (3, 4) so as to obtain an overall displacement along the path of a conventional gear shift grid.   5 / control device according to one of claims 3 or 4 characterized in that it comprises two pallets (P +, P-) manual selection of gearbox ratios, adapted to be mounted on the steering wheel of a vehicle, and to be connected to the central unit (9) so as to deliver to the latter a passage control of a ratio respectively Io higher or lower.   6 / control device according to claim 5 characterized in that the central unit (9) is programmed to control a semi-automatic mode of operation of the gearbox, consisting of controlling, for the passage of any report , the actuating means (5, D2, D3, V2, V3) of each of the actuating members (3, 4) of the gear change mechanism in response to the actuation of one of the pallets (P +, P- ).   7 / control device according to claim 5 characterized in that it comprises means (C) for measuring the speed of rotation of the vehicle engine, and in that the central unit (9) is connected to said means of measured and programmed to control an automatic mode of operation of the gearbox, according to which: - for the passage of a first gear, first gear or reverse gear, the actuating means (5, D2, D3, V2, V3) of each of the shifting mechanism operating members (3, 4) are controlled in response to the actuation of one of the pallets (P +, P-), - an automatic shift to a higher gear is controlled when measuring a motor rotation speed higher than a given ceiling value Tm, - and an automatic shift to a lower gear is controlled when measuring a motor rotation speed below a given threshold value Td .   8 / Control device according to claim 7 characterized in that it comprises a sensor (C3) adapted to be positioned opposite the accelerator pedal, so as to be activated at the end of depression of said pedal of accelerator, the central unit (9) being programmed, upon activation of said sensor, to control the passage of a lower gear when the number of revolutions per minute T of the engine becomes less than Tm, and the io passage of a higher ratio when T becomes greater than a value T'm such that T'm> Tm.   9 / Control device according to one of claims 3 to 8 characterized in that the actuating means (5, 7, D 1 a, Dib, V1, D2, D3, V2, V3) actuators (2 -4) comprise, on the one hand for each of said actuators, a fluididically controlled actuator (V1, V2, V3), and at least one delivery member (D la, Dib, D2, D3) selectively said actuator controlled by the central unit (9), and secondly a general fluid circuit supplying the various actuators (V1, V2, V3) comprising electrical means (5) for circulating the fluid.   10 / control device according to claim 9 characterized in that the fluidic circuit consists of a hydraulic circuit comprising a hydraulic unit (5) with an electric pump.   11 / Control device according to claim 9 characterized in that the fluidic circuit consists of a pneumatic circuit 25 comprising an electric compressor.   12 / Control device according to one of claims 9 to 11 characterized in that the actuators (V 1, V2, V3) consist of cylinders, the detection means (DPla, DP lb, DP2a, DP2m, DP2b, DP 3a, DP3m, DP3b) consisting of position sensors mounted directly on said cylinders.