JPH0310825B2 - - Google Patents

Description

[Detailed description of the invention]

The present invention relates to electronically controlled mechanical transmissions and clutches, particularly electrical gear selection and shifting decisions based on measured parameters such as vehicle and engine speed, rate of change of vehicle and engine speed, etc. This invention relates to a mechanical automatic transmission. Operators of newer tractor trailers must be well trained and skilled to a substantial degree to drive such vehicles. Perhaps the operator's functions that require the greatest skill are gear selection and clutch operation to drive the vehicle effectively, economically, and safely. For example, the operator must be able to accurately correlate accelerator pedal position and therefore engine speed to clutch engagement in order to smoothly initiate vehicle travel. Engaging the clutch too late at excessive engine speeds will cause the clutch surfaces to wear more quickly. If the clutch is engaged too quickly under the same conditions, the truck will lurch or wobble as it begins to travel. Such improper operation may require premature clutch repair or result in cargo damage. A similar failure occurs when the clutch is engaged when engine speed is insufficient. Engagement of the clutch under these conditions will cause the engine to stall since insufficient power is being produced to move the vehicle at low engine speeds. When such a situation occurs on an uphill slope, the vehicle is susceptible to damage and is prone to accidents. Operating large trucks with heavy duty transmissions without gear synchronizers also requires skill in synchronizing the speed of the next selected gear with the parts it is intended to mesh. . Generally this is accomplished by depressing the clutch twice. That is, the operator disengages the clutch and shifts the transmission to a neutral position, then re-engages the clutch to drive the next selected gear, synchronizes this gear with the part to be engaged, and then operates the gear. The operator disengages the clutch, shifts the transmission to the selected gear, and re-engages the clutch. It is clear that this procedure requires considerable skill and judgment on the part of the operator and that this additional cycling increases wear on the clutch mechanism. The above description is basically about how to maneuver a tractor-trailer. There are many additional criteria and parameters for maneuvering that are desirable from an economical standpoint or necessary from a regulatory standpoint. For example, while a skilled operator can coordinate shifts, clutch engagement, and other control functions well, under such human control, all gear selections and shift points are generally aligned to maximize fuel economy. You cannot demand that it be optimal for the sake of it. Nor does such operation require that the noise of the vehicle be minimized or that the vehicle always be driven with gears that produce optimum performance from a load-performance-speed standpoint of the entire vehicle. Desirably, a system would control the speed and acceleration of the engine and vehicle, the selection of appropriate gear ratios, the synchronization of the intermeshing transmission parts, and the engagement of the clutches by means of an extensive repeatable logic program. It is clear that Logic programs replace instantaneous human judgment with repeatable accuracy in response to all operating conditions experienced by the vehicle. Such devices are conventionally known as purely mechanical automatic transmissions with a torque converter, a circulating gear train and a hydraulic pump. These transmissions are widely used in the automobile and light truck fields. These transmissions are highly adaptive and respond to changes in vehicle speed, engine speed, and operator commands, respectively. However, one goal that these transmissions have generally not been able to achieve is to have an overall efficiency as high as that of manual transmissions. It is clear that this lower efficiency during maneuvering results in higher fuel consumption in vehicles with automatic transmissions compared to equivalent vehicles with manual transmissions. A 5 to 10% increase in fuel consumption due to an automatic transmission is acceptable in a passenger car designed primarily for convenience. However, automatic transmissions such as those used in passenger cars have not so far been particularly effective when used in large tractor-trailer vehicles. 1st
The nominal 5 to 10 percent increase in fuel consumption with an automatic transmission creates a significant economic problem for the tractor manufacturer or user since the increase in fuel consumption is likely to be even higher with heavy duty truck transmissions. Additionally, since trucks travel between 50,000 and 75,000 miles per year, the actual cost increase of using a truck automatic transmission is significant. However, this fuel consumption is not a significant problem when a transmission of the type used in light vehicles is adapted to a tractor. Due to the severe and continuous operating conditions that tractors are required to perform at, such transmission components may be reduced by simply increasing the size of all components accordingly to provide increased torque and power. It has been found that this only results in a significant increase in frictional heat, vibration and shock loads. Conventional fully automatic transmissions that could handle the power needed to propel large tractor-trailer vehicles also had unwieldy dimensions. If such a transmission is to be used in place of a mechanical transmission in a tractor, it will be necessary to modify the tractor's chassis, drive system, and even the cab. The device of the present invention provides automatic gear selection, gear synchronization, and clutch engagement that is optimal for tractor use. Rather than using an entirely mechanical device similar to a conventional automatic transmission, the present invention utilizes a conventional manual transmission, electric and pneumatic actuators, and electronic analog-to-digital controls. This control device monitors the engine speed, the rate of change of the engine speed, the vehicle speed, the rate of change of the vehicle speed, and the throttle valve position, and commands the actuator to increase or decrease the speed and synchronize each transmission element. , engages and disengages the clutch. The electronic controllers are a group of programmed logic devices that base their decisions to change the operation of the transmission on input signals received by the controllers and on each step of a logic program. A logic program represents an encoding of operational rules that yield compromises and design choices obtained through experimentation, computer simulation, and empirical data. These compromises and design choices will be discussed in detail below. The electronic control system includes components that collect information from the vehicle and operator for use by the system. The mode selector switch allows the operator to select an automatic operation mode in which the transmission is electronically controlled, or a manual mode in which the operator commands speed-up and deceleration shifts (however, this command itself does not engage the clutch). Can be done. This selector also has neutral and reverse gear modes. The position of the throttle or accelerator pedal is also constantly monitored by this electronic control. Electronic rotational speed sensors constantly monitor engine speed, output shaft speed, and intermediate shaft speed. The signals from these sensors are used by the electronic controller not only to evaluate the immediate status of the entire system, but also to calculate the status of the transmission in the event of an upshift or a downshift. Use it for. These sensors are further used to control and verify that synchronization of the respective gears to be meshed is achieved. The electronic control unit generates signals to shift the transmission up or down. Another output controls engagement or disengagement of the clutch. Another output drives a synchronization operator to synchronize the speeds of each transmission section that is about to mesh. Yet another output controls the flow of fuel to the engine, cutting off fuel as desired to reduce engine speed regardless of throttle position. It is an object of the present invention to improve fuel efficiency and driving performance by performing economical and operationally appropriate automatic gear shifting according to a command program that accurately controls gear selection, speed up shifts, deceleration shifts, and clutch engagement. The aim is to provide an improved automatic transmission. Embodiments of an electro-mechanical automatic transmission and a transmission control device according to the present invention will be described in detail below with reference to the accompanying drawings. FIG. 1 shows a mechanical automatic transmission 10 according to the present invention.
Each part is shown. The automatic transmission 10 has an engine 13
It includes a conventional multi-speed gear transmission 11 operatively connected to a conventional friction plate clutch 12 in series with a conventional friction plate clutch 12. The output of automatic transmission 10 is transmitted by output 14 to appropriate vehicle components, such as differential gears, which do not form part of this invention. The basic power system parts mentioned above, namely the transmission 1
1, clutch 12, engine 13 and output shaft 14,
It is operated and monitored by a plurality of devices, which will be described in more detail below. These devices include input signal supply means for providing a plurality of input signals relating to vehicle operating information, and output signal response means for shifting the transmission to a predetermined selected gear ratio, here a fuel supply to the engine 13. and a throttle position monitoring device 1 as a throttle control means for detecting the position of the vehicle throttle valve.
6, an engine speed sensor 17 that detects the speed of the engine 13, a clutch actuating device 18 that engages and disengages the clutch 12, an intermediate shaft (input shaft) of the transmission 11, and an output of the transmission 11, respectively. The intermediate shaft speed sensor 19 and the output shaft speed sensor 20 that detect the speed of the shaft 14, and the transmission shift actuating device 21 that engages and disengages selected gears of the transmission 11, and the transmission that is to be linked to each other. Intermediate shaft brake device 2 that cooperates and synchronizes each part of the machine 11
2 and an intermediate shaft synchronous accelerator 23. These devices supply information to and receive commands from the central processing unit 24 as an information processing unit. The processing device 24 is shown in FIGS. 5, 6, 7,
The analog/digital electronic calculation logic circuit illustrated in FIGS. 8 and 9 is provided. This circuit will be described in detail later. The central processing unit 24 also includes an ignition switch 25 which operates the entire automatic mechanical transmission.
and a shift control device 26 that receives instructions from the operator regarding the operating mode of the transmission 10.
Get IGN. The central processing unit 24 generates an audible alarm 2 to indicate improper or unsafe operating conditions.
7 to supply the signal ALARM. A power supply 28 and a pressurized air supply 29 provide appropriate electricity and pressurized air, respectively, to the various components of the automatic mechanical transmission 10 illustrated in FIG. FIG. 2 shows the parts of the automatic mechanical transmission 10 that cooperate with the engine 13. The fuel shutoff valve 15 is
It is located in a fuel line 30 that supplies fuel to the engine 13. The stop valve 15 is connected to the central processing unit 24
is under the control of. Valve 15 is normally closed, but opens during normal operation due to the presence of fuel valve signal FV from central processing unit 24. clutch 1
When it is necessary to reduce the speed of engine 13 during the off gear shift period of 2, valve 15 is deenergized to stop the flow of fuel to engine 13. Further, a throttle position monitoring device 16 is made to cooperate with the engine 13. An accelerator or throttle pedal 31 mechanically controls a fuel conditioning device 32, such as a carburetor or diesel injector, by means of a linkage 33. Fuel regulator 32 controls the speed of engine 13 by regulating the flow of fuel to engine 13 in response to the position of throttle pedal 31 in a conventional manner. The link device 33 also has two switches 3
4, 35 and converter 36. The first switch, ie, the aperture switch 34, is connected to the aperture pedal 3.
The first movement of step 1 is detected and the aperture pedal 31 is closed.
The presence of the operator's feet on the vehicle indicates the presence of the operator's feet and generates the aperture switch logic signal TS. The second switch, the overstep prevention switch 35, is closed and the aperture pedal 31 is closed.
The full aperture signal indicates that the button has been pushed all the way to the floorboard.
Produces RTD. The transducer 36 consists of a potentiometer.
It produces an aperture position signal TP that varies in direct proportion to the position of the aperture pedal 31 from the no-load position when the first switch 34 is opened to the full aperture position when the second switch 35 is closed. On-off signals from each switch 34, 35, i.e. aperture switch signal
TS, overstep prevention switch signal RTD and converter 3
All of the proportional resistance signals or signals TP from 6 are supplied to the central processing unit 24 and utilized by its logic control circuit to control the automatic transmission 10. A brake pedal 37 is mounted adjacent the throttle pedal 31 and operates a vehicle brake system (not shown) in a conventional manner. brake pedal 3
Brake switch 38, which closes when 7 is pressed to apply the vehicle brake system, generates a brake signal BS by central processing unit 24 indicating that the brake is in use. Also associated with engine 13 is an engine speed sensor 17, such as a magnetic pickup, positioned in radial alignment with a toothed wheel, such as engine flywheel 39. The teeth of the flywheel 39 induce voltage fluctuations in the pickup's magnetic circuit and in the coil that provides output to the central processing unit 24. FIG. 3 shows a clutch 12 and a clutch actuating device 1.
8, a shift period 11, a synchronous brake device 22, and a synchronous acceleration device 23 are illustrated. Clutch 12 is a conventional friction plate construction having a circular clutch plate 40 that is spring-loaded and axially movable. Clutch plate 40 advances to contact a similar clutch plate fixed to the output shaft of an engine (not shown) and is retracted under the action of a plurality of spring pieces 41. The clutch plate 40 has a plurality of second
It moves in response to movement of the group lever 42. The actuator device 43 has an annular chamber 4 into which pressurized air is introduced.
It is acted upon by an inflatable annular diaphragm 44 constituting one wall of 5. Air is introduced into chamber 45 via passage 46. A plurality of conventional electrically actuated two position solenoid valves control the air flow and control the air pressure in passageway 46 and chamber 45 from zero psi to maximum air pressure. Fine fill valve 47 has an orifice diameter of approximately 0.020 inches and, when actuated by fine fill signal FF from central processing unit 24, flows pressurized air into passageway 46 at a relatively slow rate. Rough adjustment filling valve 4
8 has an orifice diameter of approximately 0.045 inches and, when actuated by a coarse fill signal CF from central processing unit 24, forces pressurized air into passageway 46 at a relatively rapid rate. During normal operation, each valve 47,
48 operate according to the order in which they are added. That is, first the fine fill valve 47 is actuated to slowly fill the chamber 45 or gradually increase the pressure therein, and then the coarse fill valve 48 is actuated in addition to the fine fill valve 47 to quickly fill the chamber 45. Fill it up. Clutch chamber 45 with similar equipment and operating sequence
Controls the discharge of pressurized air from. The fine discharge valve 50 has an orifice diameter of approximately 0.030 inches and, when actuated by the fine discharge signal FE from the central processing unit 24, discharges pressurized air within the chamber 45 and passageway 46 to the atmosphere at a relatively slow rate. do. Rough adjustment discharge valve 5
1 has an orifice diameter of approximately 0.060 inches and, when actuated by a rough adjustment discharge signal CE from central processing unit 24, discharges pressurized air within chamber 45 and passageway 46 to the atmosphere at a relatively rapid rate. The quick release valve 52 is approximately
It has an orifice diameter of 0.400 inches and, when actuated, almost instantaneously exhausts pressurized air within chamber 45 and passageway 46 to the atmosphere. The three drain valves 50, 51, 52 are additionally operated sequentially, i.e. first the fine-adjust drain valve 50 is actuated by the FE signal to slowly drain the clutch chamber 45 or gradually reduce the pressure therein; In addition to the coarse adjustment discharge valve 51 and the fine adjustment discharge valve 50,
Activated by the CE signal, chamber 45 can be opened earlier. 3 valves if necessary5
It is also possible to reduce the air pressure in the chamber 45 almost instantaneously to zero by operating all of the valves 0, 51, and 52. The passage 46 is opened by two pressure switches 53 and 54.
It detects the air pressure inside and sends a signal to the central processing unit 24. Low pressure switch 53 is normally closed and passage 4
When the pressure within 6 reaches approximately 16 psi, it opens and sends a low pressure signal LP to central processing unit 24. This pressure is
This represents the point at which the force generated by the air pressure in chamber 45 and transmitted to clutch plate 40 is equal to the preload of return spring piece 41. The opening and closing of pressure switch 53 thus signals central processing unit 24 that clutch movement is imminent or has just ended, respectively. High pressure switch 54 closes and sends a high pressure signal HP to central processing unit 24 when the air pressure in passageway 46 reaches approximately 55 psi. This pressure is sufficient to cause the pressurized air in chamber 45 to positively force clutch plate 40 against a complementary clutch plate mounted on the output shaft of engine 13. At 55 psi, the clutch's torque capacity is equal to the highest engine torque. Limiting clutch pressure to this level will result in clutch slip if transient driveline torques exceeding engine torque occur. In this way damage to the drive system is prevented. FIG. 3 also shows an input shaft 55, a plurality of constantly intermeshed driving gears 56 and driven gears 58 transmitting power at a fixed selectable reduction ratio, and two intermediate shafts 57, 57A (not shown). A normal double intermediate shaft type transmission 11 is shown. The meshing of one selected gear of the plurality of driven gears 58 is between a plurality of axially movable splined dog clutches 59 mounted coaxially on the output shaft 14 and the intermediate pair of driven gears 58. You can twist it. The transmission gears and shift mechanisms are conventional and obvious to those skilled in the art and will not be described in detail. The dog clutch 59 can be moved back and forth into engagement by the transmission shift actuator 21. The transmission shift actuator 21 includes a plurality of three-position pneumatic cylinders 60. Each cylinder 6
0 respectively drives one of the dog clutches 59 by the fork device 62 into a forward or rearward meshing position and into an intermediate neutral position. FIG. 3 shows two pneumatic cylinders 60 and their cooperating valves in axial section for clarity. The number of cylinders 60 must be equal to the number of dog clutches 59. Generally, the number of dog clutches 59 is 1/1/2 of the total number of selected forward and reverse gear ratios of the transmission, since each dog clutch 59 can provide meshing for two gear ratios.
It can be seen that the result is 2. Each cylinder 60 has a fork device 62.
A self-centering piston 61 is provided which is attached to a corresponding dog clutch 59 by means of a locking mechanism. Each piston 61 has two end rings 6
It is equipped with 3.64. Each ring 63, 64 is connected within a chamber 65, 66, respectively, between an adjacent end of the cylinder 60 and a fixing stop 67 on the wall of the cylinder 60 or a peripheral rib 68 on the outer surface of the piston 61, whichever comes into contact first. to slide. In this way, a piston is obtained which has a differential surface area that is virtually equal when the piston is centered. When the air pressure on both sides of the piston 61 is equal during operation, the force generated in a given direction is
It depends on whether it contacts the fixed stopper piece 67 or the peripheral cylinder rib 68. When the ring 63 contacts the stop piece 67, the force exerted by the pressurized air on the ring 63 is based on the stop piece 67, and the force exerted by the pressurized air on the piston 61 can be used to return the piston 61 to its position. When the ring 64 abuts the rib 68 of the cylinder 60, the force exerted by the pressurized air on the ring 64 is applied to the piston 61. This force is the piston 61
is greater than the force on the other side. In this way, the piston 61 is positively centered within the cylinder 60 by applying equal pressure on both sides thereof. This is because when the piston is positioned to the left or right of center, the effective area and therefore the force on piston 61 becomes stronger in the direction of centering the piston. Movement of the piston 61 to the right or left limits of travel is accomplished quickly by supplying pressurized air to the chamber 65 at one end of the piston 61 and exhausting it to the atmosphere from the other chamber 66. Pressurization and discharging of the cylinder 60 is accomplished by a plurality of three-way solenoid valves 69, in particular two valves for each piston 60 or one valve for chamber 63 or chamber 64. Each valve 69 is
It is connected to the cylinder 60 via a passageway 70 and via a manifold 71 to an air supply of the vehicle (not shown). Each valve 69 also includes an outlet 72 that allows pressurized air to escape to the atmosphere. Each solenoid valve 69 is a conventional electrically operated three-way valve that, when energized, blocks the flow of pressurized air from the manifold 71 and exhausts air from the cylinder 60 to the atmosphere through an outlet 72. On the other hand, when each solenoid valve 69 is demagnetized, pressurized air from the manifold 71 flows into the cylinder 60 and closes the outlet 72. A command to excite or demagnetize each valve 69 is sent to a central processing unit 2 electrically connected to each valve 69.
Occurs at 4. The transmission shift actuator 21 further includes a neutral switch 73. Neutral switch 73 mechanically detects the position of fork devices 62 and closes when all fork devices 62 are in their respective center positions, indicating that transmission 11 is in a neutral state. The neutral signal CN thus produced is used by the central processing unit 24 as described below. Information is also provided to central processing unit 24 by each speed sensor 19,20. Each sensor 19, 20 is
It consists of a magnetic pickup which operates as described above and is well known in the speed sensing industry. The input speed sensor 19 is aligned with one of the plurality of drive gears 56 attached to one of the intermediate shafts 57, 57A, detects the intermediate shaft speed of the transmission 11, and is connected to the central processing unit 24.
provide information to Since the intermediate shaft 57 rotates at a constant speed ratio with respect to the input shaft 55, the intermediate shaft speed measurement value is also used as a count value of the input shaft speed at an appropriate ratio. The output shaft speed sensor 20 is aligned with the toothed shaft 74 attached to the output shaft 14 and detects the speed thereof.
This information is input to the central processing unit 24. The automatic transmission 10 also includes an intermediate shaft synchronous braking device 22 and an intermediate shaft synchronous accelerator 23 located at the front and rear of the transmission 11, respectively.
The brake device 22 and the acceleration device 23 are connected to each transmission component (i.e., the gear 58
and the meshing clutch 59) in cooperation with each other so as to synchronize or substantially synchronize the respective speeds of the intermediate shaft 5.
7, 57A and gears 56, 58 are reduced or accelerated. The mechanism and theory of operation is detailed in the inventor's U.S. Pat. No. 3,478,851;
Only a brief description will be given to highlight the main differences in physical and mechanical structure between the present device and the structure described in the said patent specification. The synchronous braking device 22 includes intermediate shafts 57, 57A, speed circles of gears 56, 58, and meshing clutch 5.
9 acts to reduce the speed of a specific gear to be linked or engaged with the output shaft 14 so that it is synchronized with the output shaft 14. The braking action is carried out by two sets of clutch plates 76, 7 that sandwich each other.
An ordinary disk pack type clutch device 75 consisting of 9
This is done by The first clutch plate 76 includes a plurality of inward splines 77 that engage a plurality of mating splines 78 secured to the input shaft 55. A first set of clutch plates 76 is arranged alternately within a disc pack-type clutching device 75 with a second set of clutch plates 79 which are connected to a plurality of sets of clutch plates mounted on the housing of the transmission 11. A plurality of outward facing splines 80 are provided which engage outward splines 81 . An annular piston 82 is disposed coaxially with the input shaft 55 and is connected to each clutch plate 76, 7.
9 and are radially parallel to each other. The annular piston 82 is connected to the interlocking pair of clutch plates 7 of the disk pack type clutch device 75.
It expands and contracts in the direction perpendicular to 6 and 79. An annular piston 82 is located within an annular cylinder 83. Pressurized air is supplied to the cylinder 83 from a single electric three-way valve 85 via a passage 84 . The air valve 85 is
It has a discharge port 86, and when activated, pressurized air is supplied from the manifold 71 to the cylinder 83 and the discharge port 86 is closed. On the other hand, demagnetizing solenoid valve 85 blocks the flow of pressurized air from manifold 71 and air from cylinder 83 escapes to the atmosphere via outlet 86. By supplying pressurized air to the cylinder 83, the disc pack type clutch device 75 is pressed, and a frictional drag is generated between the friction plate 76 connected to the input shaft 55 and the friction plate 79 connected to the housing of the transmission 11. By increasing the input shafts 55 and 2
The speed of the heavy intermediate shafts 57, 57A is slowed to facilitate engagement of the selected dog clutch 59 with one of the driven gears 58. The intermediate shaft synchronous acceleration device 23 operates in exactly the same way as the intermediate shaft synchronous brake device 22, but works to accelerate the intermediate shafts 57, 57A and gears 56, 58. This arrangement is necessary when the output shaft 14 and the cooperating dog clutch 59 rotate faster than one of the gears 58 which is about to be engaged. The intermediate shaft synchronizer 23 includes a disk pack type clutch device 88 having two sets of mutually interleaved clutch plates 89, 93. 1st
The clutch plates 89 of the set are formed with a plurality of inward splines 90 that engage mating splines 91 of a collar 92 mounted on the output shaft 14. Second
The clutch plates 93 of the set are formed with a plurality of outward splines 94 that engage mating splines 95 on the inner surface of the gear 58. Gear 58 is coaxially mounted to output shaft 14 by a needle bearing or bearing in a manner well known in the art.
is adapted to rotate relative to the output shaft 14. An annular actuating member 96 is radially centered on the interdigitated portions of the disc pack type clutch device 88. The actuating piece 96 is an annular cylinder 99
An axial force is transmitted from an annular piston 98 located therein to a disc pack type clutch device 88. A thrust bearing device 97 is inserted between the annular actuating piece 96 and the annular piston 98. The thrust bearing device 97 has a relative position between an annular actuating piece 96 that rotates together with a disk pack type clutch device 88 and an annular piston 98 that is prevented from rotating by a rotating pin 100 that is oriented parallel to the axis of the output shaft 14. Make rotation easier. A rotating pin 100 is fixed to the rear wall of the annular cylinder 99 and projects into a blind hole 101 in the annular piston 98 . Compressed air is in passage 1
02 into the annular cylinder 99, by extending the annular piston 98 and advancing the annular actuating piece 96 towards the disk pack type clutch device 88, two sets of mutually interposed clutch plates 89,
Increase the friction between 93. In this manner, the speed of each intermediate shaft 57, 57A is increased to ensure that a selected one of the driven gears 58 is synchronized with its cooperating dog clutch 59 prior to engagement. Manifold 7
A three-way electric solenoid valve 103 connected to the three-way electric solenoid valve 1 forms an outlet 104 . Energizing valve 103 closes outlet 104 and pressurized air passes through valve 103 to operate intermediate shaft accelerator 23 in the manner described above. Demagnetizing valve 103 prevents the flow of pressurized air from manifold 71 and causes annular cylinder 9
The air inside 9 is released to the atmosphere through an outlet 104.
The energy for this synchronization operation is provided by the output shaft 14.
This is caused by the kinetic energy of the traveling vehicle transmitted to the transmission 11 by the kinetic energy of the vehicle. Intermediate shaft accelerator 23
The intermediate shaft accelerator 2 operates in cooperation with the output shaft gear 58A, that is, the first gear, which produces the highest deceleration.
3 connects each intermediate shaft 57, 57A to each transmission gear 58A.
Of course, each dog clutch 59 must be able to be driven to the fastest speed necessary to achieve synchronization. FIG. 4 shows a table illustrating the generation and flow of analog digital signals and signals processed by the central processing unit 24. The central processing unit 24 is categorized into six computing subsystems represented by boxes in FIGS. 4 and 4A. These generally correspond to different areas of the logic command function. Figures 4 and 4
The logic signals shown in Figure A are included in the logic signal description, which also includes a brief description of each logic signal. Although Figures 4 and 4A show all logic signals from all circuits, the following general description of logic signal generation and delivery is introductory in nature and describes all logic signals. Of course, it is not something that exists. Central processing unit 24 is divided into six subsystems: speed synchronization circuit 112, gear counting circuit 113, command logic circuit 114, shift initiation circuit 115, clutch control circuit 116, and power supply 117. The pilot shift control device 26 is the central processing unit 2
4 with all modes and manual shift commands.
Since the control device 26 is first connected to each logic circuit in the processing device 24, this control device 26
The explanation will be given below. The logic signals of the pilot shift control 26 allow for four modes of operation: automatic AUTO, manual MAN,
Along with the neutral NEUT and reverse REV signals, it includes two instantaneous commands that the operator uses to command shifts in manual mode: an upshift MUP and a deceleration shift MDN. These six logic signals are supplied to gear counting circuit 113. The magnetic pickups 201, 204, 207 are
Information is sent to the speed synchronization circuit 112 regarding the speeds of the transmission input shaft 55 or each intermediate shaft 57, 57A, the output shaft 14, and the engine 13. For engine 13, speed synchronization circuit 112 produces a DC signal or engine signal ES that is directly proportional to shaft speed.
Two DC signals are generated on the transmission output shaft 14. The first signal OS is an output shaft signal that is directly proportional to the speed of the output shaft 14. This output shaft signal is also a direct measurement of vehicle travel speed. Furthermore, the output shaft speed signal OS is amplified (multiplied) by a coefficient equal to the value of the selected transmission gear ratio by the gear counting circuit 113. This produces a DC voltage equal to the engine speed when clutch 12 is engaged in gears selected by transmission 11. This second signal is called the computing engine speed signal GOS. This GOS signal is a calculated value of engine speed obtained by multiplying the measured value of output shaft speed by the reduction ratio of the selected gear. In addition to these analog signals, speed synchronization circuit 112 provides a plurality of logic output signals indicating whether the shaft speed is greater or less than a preset value. These signals are an overspeed signal O derived from the GOS signal and a vehicle underspeed signal U derived from the speed of the output shaft 14. The speed synchronization circuit 112 also monitors the difference between the output shaft signal OS and the calculated output shaft signal. This difference is
It represents the actual speed error between the selected output shaft gear 58A and the output shaft 14. Whenever the absolute value of this error exceeds a predetermined limit, the clutch control circuit 1
Error signal E is output to 16. When one signal is output from the command logic circuit 114, the speed synchronization circuit 112 activates the appropriate synchronizer 2.
A synchronous brake drive signal SB and a synchronous clutch drive signal SC are sent to 2 and 23. The main output from gear counting circuit 113 is circuit 1
13, which is a binary coded information signal that identifies the specific gear selected by the gear count signal GCN. A linear 3-bit binary code is used for the neutral and forward gears. The fourth bit is used for reversing.
Other outputs or alarm signals from gear counting circuit 113
ALARM signals the operator via the operator shift control 26 that an illegal shift has been requested. The gear counting circuit 113 also provides a last accelerating signal indicating either an upshift or a deceleration shift indicating the direction of the last shift until commanded to be forgotten.
LU produces the final deceleration signal LD. Gear counting circuit 113 also consists of a 4-bit increment-subtraction counter and associated control logic. In response to acceptable and valid shift requests, the logic circuit provides a clock input to the counter, causing the counter to add or subtract depending on the direction. In automatic mode AUTO, a shift request is generated by shift initiation circuit 115. In manual mode MAN, a request for a shift occurs by movement of operator shift control 26 to the position of increasing speed MUP or decelerating shift MDN. The counter is reset by the neutral command NUET from the pilot shift control device 26. If the reverse command REV is valid, it also resets the counter and produces a bit 4 output shaft. The command logic circuit 114 is a mechanical automatic transmission 1
Binary encoded gear count signal indicating 0 state
It receives signals such as GCN, vehicle underspeed signal U and error signal E. Based on these inputs, logic circuit 114 issues two types of commands. The first type is the fuel sheath valve FV15 and the transmission actuation device 21.
direct signals M ₁ to M ₆ and MR. These are considered direct commands that perform a specific mechanical function, such as cutting off fuel flow to the engine 13 or engaging a specific gear ratio of the transmission 11.
The second type includes indirect commands SE, QD, CD used to control the operation of other actuating devices and circuits, primarily the synchronizers 22, 23 and the clutch actuating device 18.
It is. Command logic circuit 114 consists of a complex logic delay circuit. Shift initiation circuit 115 generates logic commands for upshifts AU and deceleration shifts AD in automatic mode. Circuit 115 also produces a deceleration shift enable signal DE for use in both automatic and manual modes.
Additionally, there are various other inputs, such as the last increase LD and last deceleration LD signals that are used to inhibit incorrect shifts or to initiate shifts in some circumstances. In automatic mode the shift calculates engine speed GOS,
It is initiated by the shift initiation circuit 115 based on a number of factors including vehicle acceleration, the position TP of the throttle piece 31, the rate of change of throttle position, the direction of LU and LD, and the elapsed time since the last shift. For each gear, the signal from throttle position transducer 36 is modified to produce both an upshift and a deceleration shift point. The clutch control circuit 116 is connected to the clutch actuating device 1
A drive signal is generated at 8. There are three main states of operation of clutch 12: disengaged, engaged, and engaged. Remove command
CD is generated by command logic circuit 114. In this case, clutch control circuit 116 simply sends drive signal CD to clutch actuator 18. In the absence of a release command, the operation of clutch 12 is entirely controlled by clutch circuit 116. There are two modes for engaging clutch 12. That is, it is a starting and running mode. When the calculated engine speed is lower than a value dependent on the throttle position, the clutch 12 is engaged in starting mode. Otherwise, clutch 12 is engaged in the drive mode. There are three categories to engage in drive mode depending on whether the actual engine speed is higher, lower, or equal to the calculated engine speed. Comparators within clutch control circuit 116 make this determination. The results of this determination are sent to command logic circuit 114 for use in fuel cutoff decisions. When clutch 12 has been engaged, a high voltage HP signal from high pressure switch 54 forces clutch control circuit 116 into an engaged state. Power supply 117 operates from the vehicle electrical system and provides all required voltage levels necessary to operate each electronic device. This includes, for example, filtered unregulated positive supply voltages, regulated +8V and -6V. This -6V is obtained from devices such as DC-DC converters, which are well known in the art. As shown in FIGS. 3 and 5, the speed synchronization circuit 1
12 includes a transmission output shaft speed sensor 20 equipped with a magnetic pickup 201. The magnetic pickup 201 detects the passage of teeth of a toothed wheel 74 (FIG. 3) attached to the output shaft 14. This construction produces an alternating voltage with a frequency directly proportional to the rotational speed of the transmission output shaft 14. The tachometer circuit 202 is activated by the magnetic pickup 201.
produces a DC voltage on output line 203 that is directly proportional to the rotational speed of output shaft 14 in accordance with the frequency of the pickup signal. Known tachometer (or frequency-voltage converter)
Many types of circuits can be used. For example, these circuits consist of a comparator that acts as a zero-axis crossing detector. The output of this comparator triggers a pulse generator that produces constant width amplitude pulses for each trigger. A low-pass filter in the tachometer circuit 202 removes the higher frequency components, leaving a DC signal proportional to the speed of the output shaft 14. The tachometer may also be a single chip tachometer circuit such as the LM2917 by National Semiconductor. The input shaft speed sensor 19 includes a tachometer circuit 20
A similar magnetic pick-up 20 sending an alternating current signal to 5
It is equipped with 4. The output of the tachometer circuit 205 via the output line 206 is connected to the input shaft 55 and the intermediate shaft 57,
It is a DC voltage proportional to the speed of 57A. Similarly, engine speed sensor 17 includes a magnetic pickup 207 that drives a tachometer circuit 208.
Tachometer circuit 208 produces a DC voltage on its output line 209 that is proportional to the speed of engine 13. The output shaft speed signal on output line 203 is amplified by operational amplifier 212 . 6 feedback resistors 214, 215, 216, 217, 218, 21
The 6-wire to 1-wire multiplexer 213 selects the appropriate one of the gear count signals from the gear count circuit 113.
GCN and this multiplexer 213
By using , the gain of operational amplifier 212 is directly proportional to the input/output shaft gear ratio, such that the ratio of these feedback resistors to input resistor 211 produces a gain in operational amplifier 212 equal to the input/output shaft gear ratio. ing. The signal thus obtained represents the calculated engine speed GOS from the input shaft 55 when the transmission 11 is in the gear state selected by the gear count signal GCN. Thus, the signal on output line 220 represents the engine speed when the driveline is locked, that is, when transmission 11 is in the gear selected by gear count signal GCN and clutch 12 is engaged. In fact, the signal on output line 220 is the calculated engine speed GOS at this selected gear. For various logic decisions it is necessary to know whether input shaft 55 and intermediate shafts 57, 57A or engine 13 will be at excessive speed at the completion of the shift. An overspeed signal O based on this calculated engine speed is generated by a comparator 221 and its bias resistors 222, 22.
This is caused by 3. Calculation engine speed from input shaft 55
A positive overspeed signal O is generated by comparator 221 whenever the voltage on lead 220 representing GOS exceeds the reference voltage produced by bias resistors 222, 223. The overspeed signal O on conductor 224 is available immediately after selecting a new gear and before input shaft 55 and intermediate shafts 57, 57A or engine 13 have finished accelerating. Therefore, the overspeed signal O on the output line 224
can inhibit shifting during overspeed conditions. For example, the overspeed indication is set to occur at or slightly above the no-load regulation speed of the engine 13. Similarly, it is necessary to know whether the vehicle speed is higher or lower than a previously set minimum speed. The output shaft speed signal on lead 203 is provided to a comparator 225 which produces a positive vehicle shortage signal U on lead 228 whenever the vehicle speed is less than a preset minimum speed. The input shaft voltage signal on conductor 206 is sent to polarity reversing operational amplifier 232 via resistor 231 . amplifier 2
A gain of 32 is achieved by a 6-wire to 1-wire multiplexer 233 and associated feedback resistors 234, 235, 236,
237, 238, 239. The multiplexer 233 receives 3-bit binary encoded information from the gear counting circuit 113, and inputs each feedback resistor 234,
Among the resistors 235, 236, 237, 238, and 239, the resistor corresponding to the gear ratio indicated by the gear count signal GCN from the gear counting circuit 113 is connected to the input terminal of the operational amplifier 232. Feedback resistor 23
The values 4, 235, 236, 237, 238, and 239 indicate that the gain of the operational amplifier 232 for each gear is the input shaft 55 or the intermediate shaft 57, 57A and the input shaft 14.
The value is inversely proportional to the gear ratio between. That is, the output voltage of the conductor 241 is the output voltage of the operational amplifier 232.
suitable resistors 234, 235, 236, 237, 238, corresponding to the selected gear ratio of the feedback circuit of
The input shaft speed signal is calculated by dividing the input shaft speed signal by using H.239. Furthermore, since operational amplifier 232 is connected as an inverting amplifier, the signal on conductor 241 is inverted, ie, equal to the negative input shaft speed divided by the selected gear ratio. The output of the polarity reversing operational amplifier 232 is routed through a voltage divider resistor 242 and the output of the tachometer circuit 202 on conductor 203 is routed through a voltage divider resistor 243 to an amplifier 244. Feedback resistor 245 is connected between the input and output terminals of amplifier 244. The output on lead 246 of amplifier 244 is connected to an inverting operational amplifier 232 - multiplexer 2 which receives the positive actual speed of output shaft 14 monitored by sensor 20 and a signal from input shaft speed sensor 19 .
represents the difference between the negative calculated velocity of the output shaft resulting from the combination of 33 and 33. The signal on conductor 246 is an error signal and rotates with the mainshaft gear 58 and output shaft 14 identified by the gear count signal GCN, which rotate in a gear-intermeshing relationship with respect to the interconnected transmission components, i.e., input shaft 55. It represents the relative difference in speed with the meshing clutch 59. This error signal on lead 246 is then sent to complementary voltage comparators 247 and 250. Voltage comparator 2
The output of 47 indicates that the speed of the selected main shaft gear 58 corresponds to the actual speed of the output shaft 19 through each voltage dividing resistor 248, 2.
It is always positive when it exceeds the reference level set by No. 49 by an amount equal to the reference level. Similarly, the output of the comparator 250 indicates that the speed of the selected main shaft gear 58 is
From the actual speed of 8, each voltage dividing resistor 251, 25
is always positive when it is lower by an amount equal to the reference level set by 2. These reference levels are set equal to or lower than an acceptable speed error, ie, the relative difference between the selected spindle gear 58 and output shaft 14 rotational speeds, to engage the dog clutch 59. For example, this reference level is of the order of 25 rpm or less. The output signal from each comparator 247, 250 is
As illustrated in the figure, the signal is sent to an OR gate 253 and two AND gates 254 and 255. OR gate 253 sends a logic error signal E to command logic 114 indicating that a speed error greater than an acceptable level exists between each transmission component. This error signal E is utilized by command logic 114 to control and sequence the shifting process. Attempting to synchronize transmission 11 can occur only if certain conditions are met, including disengaging clutch 12 and transmission 11 being in neutral. When all conditions are met and it is desirable to synchronize the transmission 11, the command logic circuit 114 sends the synchronization enable signal SE to the AND gate 2 on conductor 256.
Send to 54,255. When the synchronization enable signal SE is present and there is a positive signal from comparator 247 or comparator 250, the AND gate or AND gate 255 outputs the magnitude of the input/output speed error via buffers 257 and 258. and sends a necessary synchronous brake drive signal SB or synchronous clutch drive signal SC to the synchronous brake device 22 or synchronous acceleration device 23 as necessary depending on the direction. Speed synchronization circuit 112 further includes a complementary pair of comparators 261, 262 driven by the actual engine speed signal ES on lead 209 and the calculated engine speed signal GOS on lead 220. Each signal ES,
GOS is supplied to each comparator 261, 262 through four voltage dividing resistors 263, 264, 265, 266 connected as shown in FIG. Comparator 261
is the command logic circuit 114 and the clutch control circuit 1
16, sends an engine high speed EH signal indicating that the actual engine speed is higher than the calculated engine speed. Comparator 2
62 is an engine low speed signal which indicates to the clutch control circuit 116 that the actual engine speed is lower than the calculated engine speed.
Send EL signal. FIG. 6 shows an example of the gear counting circuit 113. The primary function of the gear counting circuit 113 is to select the appropriate gear ratio of the transmission 11 in response to logic signals applied thereto and to generate a binary encoded gear counting signal representing the selected gear ratio for use by other circuits. It is to generate GCN. The gear counting circuit 113 includes a speed synchronization circuit 112,
shift initiation circuit 115, ignition switch 25, operator shift control device 26, throttle switch 34, ride-through-detent switch 3
5. Brake switch 38 and neutral switch 73
receive a signal from. These signals are fed to a field programmable logic array 301 to produce the information on which gear selection is based. Also, separate logic elements can be used. Depending on the number of input terminals to the file programmable logic array 301, two additional logic devices, namely two fixed storage ROMs 302 and 303, are utilized to control the shift initiation circuit 115 and the pilot shift control system, respectively. The information received from 26 is pre-encoded. Logical array 301 that allows field programming
The logical instructions of the ROMs 302 and 303 are included in the logical laws q, v. Basically, each logical device, that is, a logical array 301 and ROM 302, 30
3 limits the binary encoded gear count signal to the number of forward gears contained within transmission 11, selects a new gear for automatic mode in response to a request to shift initiation circuit 115, and provides operator shift control. Selecting a new gear in manual mode in response to an explicit operator command by device 26, initiating a shift to the starting gear, usually the first gear, in automatic mode, and overspeeding engine 13 in any mode. The program is designed to inhibit the selection of subsequent gears, inhibit the selection of new gears, and generate a sequence of energization and deactivation if some defective condition is detected in the system. The gear count signal GCN is produced by a clock pulse oscillator 305 and an increment-decrement counter 306 driven by the logic outputs of a field programmable logic array 301. A field programmable logic array 301 is connected to a conductor 304.
A clock enable signal CLE which energizes clock pulse oscillator 305 on lead 307 and a logic signal UP on lead 307 which is positive or true to command an upshift and not zero or true to command a deceleration shift.
8 and generates a logic signal RESET which resets the increment-decrement counter 306 to zero, respectively. Clock pulse generator 305 generates clock pulses at a repetition rate of, for example, 100 Hz. Clock frequency is not critical. This clock frequency must be low enough for the various circuits, particularly speed synchronization circuit 112 and shift initiation circuit 115, to respond to new gear selections. At the same time, it must be fast enough to allow proper gear selection before the mechanical parts of the device can respond. The gear count signal GCN is transmitted through four conductors 309, 310, 311,
It is transported at 312. Increment-decrement counter 306 is
When a pulse is received by clock pulse oscillator 305 while a positive speed up shift signal UP is present on conductor 307, it counts up. In contrast, increment-decrement counter 306 counts down when pulsed by clock pulse oscillator 305 while no signal is present on line 307. The forward gear selected by the gear counting circuit 113 has three conductors 309, 310,
311 in binary encoded form. Increment-decrement counter 3 due to reset signal RESET on conductor 308
06 and connect the three conductors 309, 310,
311 signal becomes zero. Field programmable logic array 301 also produces a logic signal on fourth gear count lead 312 corresponding to the reverse gear, ie, shift reset signal SR. Each conductor 309, 310, 311, 312 illustrated in FIG. 6 carries a 1-bit gear count signal GCN. The following chart shows the binary codes used to represent the neutral, forward and reverse gears of transmission 11.

Delay device 319 sends a signal to the enable input terminal of field programmable logic array 301. This signal is generated by increasing the supply voltage to an acceptable level and then lasts for a fraction of a second. While the signal from delay device 319 is present, the output terminals of field programmable logic array 301 are not enabled. In this state, the logical array 3 that allows field programming
The logic level of the output from 01 is determined by each resistor connected from these output terminals to the ground potential or power supply voltage level. Each resistor 313, 314, 315, 316, 3
The arrangement at 17 is such that the counter 306 is reset and the oscillator is not activated or an alarm is not generated. Backward code conductor 312 is also set to a logic zero. In this manner, gear counter 306 is always forced into neutral selection when energized. The latch circuit 321 is connected to the increment-decrement counter 306.
counts one step in response to each explicit request for speed increase or deceleration by operator shift control 26. The signal on lead 322 is normally set and held high by the presence of an AUTO or MAN signal to ROM 303. Whenever a shift to increase (MUP) or decrease (MDV) is requested via pilot shift control 26, there is no signal on conductor 322. When there is no signal on lead 322 and a corresponding clock pulse on lead 323, the output (ONE) of latch circuit 321 is set to a low value to prevent further shifting. Therefore, for each request for speed increase or deceleration, the operator must return the operator shift control 26 to the manual or automatic position and set the output (ONE) to a high value before accepting another shift request. . Gear counting circuit 113 also produces a final increase signal (LU) and a final deceleration signal (LD) indicating the direction of the final shift. Each latch circuit 333, 33
6 stores on its respective output conductor 334, 337 the signal present on the data input line 307, 339A at the time of the voltage rise on the clock input line 323, respectively. The data input to the latch circuit 333 is via the conductor 30.
7 (UP) signal. Inverter 339 is connected between (UP) signal line 307 and the data input terminal of latch circuit 336. That is, the data input to latch circuit 336 is positive when the (UP) signal is not positive. That is, the latch circuit 333 in the conductor 334
The output (LU) of is always positive when counter 306 performs an incremental count. Similarly, the last deceleration signal (LD), which is the output of latch circuit 336 on lead 337, remains positive until counter 306 counts down or is reset by a signal on reset lead 335, discussed below. Similarly, the last deceleration signal (LD) on lead 337, once set, remains positive until counter 306 increments or until reset by the signal on reset lead 329, discussed below. The clock pulse (CP) signal on lead 323 also provides a delay device 325. The delay device 325 is
It produces a pulse that occurs simultaneously with the clock pulse and lasts about 0.5 seconds. This lengthened clock pulse is then applied to the input terminal of polarity inverting amplifier 326.
Inverting amplifier 326 produces a true or high signal whenever the lengthened clock pulse produced by delay device 325 is not present at the input terminal of amplifier 326. The output of the polarity inverting amplifier 326 is 3
It is supplied to one input terminal of the AND gate 327 with multiple input terminals. AND gate 327 with triple input terminals also connects conductor 331 from shift start circuit 115.
receives the shift reset (SR) signal. The third input to triple input AND gate 327 is provided from the output of latch circuit 333. The latch circuit 333 is the last speed increase (LU) of the conductor 334.
A signal is provided to shift start 115 and AND gate 327 with triple input terminals. This speed increase (LU)
The signal is positive or true if the direction of the last shift was an increase in speed. This signal remains positive until a deceleration shift command is given. When the last speed up (LU) signal is present on lead 334, the shift reset (SR) signal is present on lead 331 and the delayed clock pulse is not present at the input terminal of polarity reversing amplifier 326, resulting in the output of amplifier 326. becomes positive, and the triple input terminal AND gate 327 sends a positive signal to the latch circuit 333 via the reset conductor 335, resetting the output of the latch circuit 333 to the zero state. A similar circuit resets the final deceleration (LD) signal. This signal is supplied to shift start circuit 115. A second triple-input AND gate 328 also receives an inverted and delayed clock pulse output from the inverting amplifier 326. Furthermore, the AND gate 328 with triple input terminals receives a shift reset (SR) signal with the polarity inverted from the polarity inverting amplifier 332 and also receives a shift reset (SR) signal from the latch circuit 336 on the conductor 3.
At 37, the final deceleration (LD) signal is received. Whenever these three conditions are true, triple-input AND gate 328 produces a positive signal on conductor 329 that resets the output of latch circuit 336 to the zero state. In this way, in the present invention, the latch circuits 333 and 336 serve as memory means, and the latch circuits 333 and 336 are used as memory means to detect the next shift command in response to the last speed increase signal (LU) or deceleration signal (LD) indicating the previous shift command. If the shift is in the same direction, the contents of the memory are not changed. However, when the shift is in the opposite direction, the AND gate 327 or 378 issues a reset signal to the corresponding latch circuit to change the contents of the memory. FIG. 7 primarily illustrates the command logic circuit 114 that controls the operation of the clutch 13, fuel shutoff valve 15, and shift solenoid 69. In all cases, the operation of these components results from a determination by command logic 114 that transmission 11 is not in proper gearing. This decision is made in two ways. The first is an energizing signal sent to the solenoid valve 69 in accordance with the gear selected in this case by the gear counting circuit 113;
In this case, the input shaft 55 is equal to the selected gear.
is the ratio of the speed of the output shaft 14 to the speed of . The first decision is made as follows. The gear count signal (GCN) from the gear count circuit 113 is supplied to a 4-bit latch circuit 401. The output of the 4-bit latch circuit 401 is stored in a fixed memory device (ROM) 4.
02. ROM 402 decodes the binary gear code into a specific signal for each solenoid valve 69 associated with each gear. multiple amplifiers 4
04 amplifies a specific signal for each solenoid valve 69 from the ROM 402 to a level sufficient to drive the solenoid valve 69. 4-bit latch circuit 40
The gear count signal (GCN) for transmission 1
The output terminal of the latch circuit 401 is strobed only when the input signal 1 is to be placed in a certain gear. Logic comparator 403 compares the input and output of latch circuit 401, and when the input sign and output sign of latch circuit 401 do not match, logic inverter 40
5 to produce a signal on conductor 406. That is, if at any time the gear selected by the gear counting circuit 113 does not match the gear engaged or to be engaged by the transmission 11, a signal is generated. A second method for determining that transmission 11 is not in proper gear mesh is by comparing the respective speeds of input shaft 55 and output shaft 14. The speed synchronization circuit 112 calculates the actual speed of the output shaft 14 obtained by dividing (or multiplying) the measured speed of the input shaft 55 by the currently engaged gear ratio.
4, an error signal is generated. The error signal (E) from speed synchronizer 112 and the signal on conductor 406 are fed to OR gate 407 whose output is sent to R-S flip-flop 40.
8 set input. Thus, when either of these determination methods indicates that the transmission is not engaged in the selected gear, flip-flop 408 is set and produces a shift order command on lead 409. R-S flip-flop 4
08 is reset by a signal from AND gate 416 via conductor 417. Command logic circuit 114 also produces a synchronization enable signal (SE) on conductor 256 that controls the operation of synchronous braking device 22 and synchronous accelerator device 23 via speed synchronization circuit 112. The synchronization enable signal (SE) of the conductor 256 is connected to the AND gate 41 with triple input terminals.
This is caused by 1. The output of AND gate 411 with triple input terminals is a shift order command from R-S flip-flop 408 via conductor 409, a low voltage signal (LP) from low voltage switch 53 indicating that clutch 12 is disengaged via conductor 412, and a gear shift The transmission 1 is connected to the transmission 1 by the conductor 413 from the machine neutral switch 58.
Neutral signal (GN) indicating that 1 is neutral
is positive when exists. The error signal (E) from the speed synchronization circuit 112 is also provided to a polarity reversing amplifier 414, and the signal on lead 415 thus indicates the absence of an error signal at the input terminal of the amplifier 414, and vice versa. indicates the opposite. This inverted error signal on conductor 415 and the synchronization enable signal (SE) on conductor 256 are both applied to a dual-input AND gate 416. When both input signals to AND gate 416 are positive, AND gate 416
sends a logic signal on lead 417 to the reset input terminal of R-S flip-flop 408 and to delay device 418. Delay device 418 sends a logic signal via conductor 417 to one input terminal of dual-input AND gate 419 as soon as the signal on conductor 417 goes positive, and after the signal on conductor 417 disappears, approximately The signal continues to be sent to the input terminal of the AND gate 419 with double input terminals for 1/10 seconds. In other words, the signal on the conductor between the delay device 418 and one input terminal of the AND gate 419 with dual input terminals is free of the error signal (E) from the speed synchronization circuit 112, and can be synchronized with the conductor 256. Represents the transmission condition that the signal (SE) is present. Furthermore, the signal on the conductor between delay device 418 and one input terminal of dual-input AND gate 419 lasts approximately 1/10 second after either of the aforementioned conditions ceases to exist. Underspeed signal (U) from speed synchronization circuit 112
is applied to a polarity inverting amplifier 422, and the output indicating the absence of an underspeed signal is connected to the other input terminal of a dual input AND gate 419. That is, the output of the AND gate 419 is connected to the delay device 418 and the AND gate 41 with double input terminals.
The presence of a logic signal on the conductor to one input terminal of 9 represents a transmission condition, and the output of polarity reversing amplifier 422 is positive indicating that there is no underspeed condition. The aperture switch signal (TS) from the aperture switch 34 is supplied to a polarity inverting amplifier 423. The output of polarity inverting amplifier 423 is therefore positive when the operator's foot is not on aperture pedal 31 and aperture switch 34 is not closed. The signal from the polarity inverting amplifier 423 is applied to one input terminal of an AND gate 424 with dual input terminals. The underspeed signal from speed synchronization circuit 112 is sent to a second input terminal of dual input AND gate 424. The output of the AND gate 424 with dual input terminals is thus configured so that the underspeed condition of the vehicle is signaled by the speed synchronization circuit 112 to the throttle switch 34.
and is positive when polarity inverting amplifier 423 produces a signal indicating that the operator's foot is not on aperture pedal 31. Three signals: R-S by conductor 409
The output from the output terminal of the flip-flop 408, the output from the AND gate 419 with double input terminals, and the output from the AND gate 424 with double input terminals are connected to the OR gate 42 with triple input terminals.
5. OR gate 425 produces a positive output whenever at least one of its three inputs is positive. The output of OR gate 425 with triple input terminals is a clutch release signal (CD) and is supplied to clutch control circuit 116 and amplifier 426. Amplifier 426 is similar to amplifier 404 and increases the output signal from triple input OR gate 425 to a level sufficient to directly drive quick release solenoid 52 within clutch actuator 18. Normally, when an amplification shift occurs, the throttle valve on throttle pedal 31 opens, and when clutch 12 disengages, engine 13 accelerates to its no-load regulated speed. For this reason, throttling is increased during the shift to reduce the speed of the engine 13 to the approximate speed it will reach after completing the shift. Comparators 261, 262 of speed synchronization circuit 112 indicate when the actual engine speed is higher or lower than the calculated engine speed. The engine high speed signal (EH) from the comparator 261 is sent to an AND gate 428 with triple input terminals.
and one input terminal of the polarity inverting amplifier 429. Triple input AND gate 428 also receives a signal from polarity reversing amplifier 422 indicating that there is no underspeed condition on the engine and connects conductor 40.
A shift order command generated by R-S flip-flop 408 is received at 9. When all three inputs of triple-input AND gate 428 are positive, AND gate 428 produces a positive output that goes to the set input of R-S flip-flop 430. The output of the polarity inverting amplifier 429, which is positive in the absence of the engine high speed signal (EH), is provided to one input terminal of a dual input OR gate 431. OR gate 4 with dual input terminals
The second input terminal of 31 is a polarity inverting amplifier 422
and receives an underspeed signal (U) to be sent to AND gate 419 with dual input terminals. That is, in the absence of an engine high speed signal (EH) or in the presence of an underspeed signal (U), as indicated by the presence of the output from polarity reversing amplifier 429, the 2 A positive output is generated from the OR gate 431 with multiple input terminals. The output of the latch circuit or R-S flip-flop 430 is then positive and remains positive whenever the set input is positive since the inputs of the triple-input AND gate 428 are all positive. There is. The output of the latch circuit or R-S flip-flop 430 is positive when the reset input of the latch circuit or flip-flop 430 is positive due to one or both of the double-input OR gates 431 being positive. It always stops. The output of the latch circuit or R-S flip-flop 430 is applied to one input terminal of a dual-input AND gate 432. The second input terminal of dual input AND gate 432 is driven by the ignition signal (IGN), which indicates that the ignition switch is in the on position. Therefore, when the output of the latch circuit or R-S flip-flop 430 and the ignition on signal (IGN) from the ignition switch 25 are both positive, a positive output is produced by the dual-input AND gate 432. Operational amplifier 43
3. The output of operational amplifier 433 is at a voltage level sufficient to drive tail valve 15 and deliver fuel to engine 13 . FIG. 8 shows an example of the shift start circuit 115. Shift initiation circuit 115 generates a shift enable signal based primarily on the throttle position (TP) signal relative to the calculated engine speed (GOS). Amplifier 501 receives the signal from aperture converter 36 and provides a basic aperture correction shift point signal for deceleration shifting. Feedback resistor 502 is connected between the input and output terminals of amplifier 501. The gain of the amplifier 501 is determined by a plurality of resistors 504, 50.
5,506,507,508,509,510 into the amplifier 50 by using the electronic switch 50.
The adjustment is made by selectively introducing it into the feedback circuit of No. 1. Each resistor 504, 505, 506, 50
7,508,509,510 are scaled proportionally to generally represent the gear ratios available in the transmission 11. Electronic switch 503 receives a binary encoded gear coefficient signal (GCN) representing the currently selected gear from gear counting circuit 113. This electronic switch 503 has a plurality of resistors 504, 505, 50.
One resistor among 6,507,508,509,510 representing the currently selected gear is connected between the ground line and the feedback circuit of amplifier 501. That is, the gain of the amplifier 501 is controlled by the feedback resistor 502 and the resistor selected by the electronic switch 503, and the signal on the conductor 511 is controlled by the gear counting circuit 1.
13 represents the signal from the throttle transducer 36 proportional to the value determined by the resistor corresponding to the currently selected gear. The signal on conductor 511 is applied to a first input terminal of comparator 512 via a voltage dividing resistor 513. Also, the first
The final speed increase signal (LU) is sent from the gear counting circuit 113 to the input terminal of the gear counting circuit 113. This signal is provided to comparator 512 via voltage divider resistor 514. The signal (TP) from the aperture transducer 36 is also provided to the input terminal of an amplifier 515 via a capacitor 516. Feedback resistor 517 is connected between the input and output terminals of amplifier 515. When connected in this manner, amplifier 515 operates as a differential amplifier producing an output on conductor 518 that is proportional to the rate of change of aperture transducer 36. The polarity of amplifier 515 is
When the rate of change in the position of the aperture transducer 36 decreases, the output becomes positive, and when the rate of change in the position of the aperture transducer 36 increases, the output becomes negative. The output of the differential amplifier 515 is also connected to the comparator 5.
12 through a voltage divider resistor 519. A fourth signal representing the rate of change of output shaft speed is also sent to the first input terminal of comparator 512. A signal representing the speed of the output shaft 14 from the speed synchronization circuit 112 is supplied to an amplifier 520 via a capacitor 521. Feedback resistor 522 is connected between the input and output terminals of amplifier 220. When connected in this manner, amplifier 520 operates as a differential amplifier. The signal on conductor 523 thus represents the rate of change of output shaft speed. The output of differential amplifier 520 has inverted polarity. That is, when the speed of the output shaft 14 is increasing, the output of the differential amplifier 520 is negative; otherwise, it is positive. The signal on lead 523 is then provided to comparator 512 via voltage divider resistor 524 . A signal representing the engine speed (GOS) from the speed synchronization circuit 112 is provided on lead 525 to a second input terminal of the comparator 512. The calculated engine speed signal (GOS) of the conductor 525 is connected to the voltage dividing resistor 513,5.
14,519,524 and the first of comparator 512
An automatic deceleration (AD) signal is produced at the output terminal of comparator 512 whenever the sum of the respective voltages applied to the input terminals of . The automatic deceleration signal (AD) requesting this deceleration shift is utilized by the gear counting circuit 113 to generate a deceleration command. A similar circuit is used to generate an automatic speed up signal (AU) requesting an upshift. The signal (TP) from aperture transducer 36 is also provided to amplifier 531.
Feedback resistor 532 is connected between the input and output terminals of amplifier 531. A plurality of individually selectable resistors 533, 534, 535, 53
6,537,538 and electronic switch 539 are also connected to the feedback circuit of amplifier 531. Electronic switch 539 receives a gear count signal (GCN) indicating the currently selected gear from gear counting circuit 113, and connects a resistor corresponding to the currently selected gear into the feedback circuit of amplifier 531.
That is, the gain of the amplifier 531 is the same as that of the gear counting circuit 11.
3, selected by electronic switch 539 according to the currently selected gear. The signal on conductor 540 is then transmitted to aperture converter 36 modified by amplifier 531.
represents the position of The signal on conductor 540 is transmitted to comparator 54.
1 through a resistor 542. Also, at the first input terminal of the comparator 541, the last deceleration (LD) signal from the gear counting circuit 113 is added. This signal (LD) is sent on conductor 543 through resistor 544. Additional inputs, namely the rate of change of aperture position and the rate of change of output shaft speed, are also added to the first input terminal of comparator 541. The signal on conductor 518 represents the rate of change of position of aperture transducer 36 and is sent to a first input terminal of comparator 541 via resistor 545. The signal on conductor 523 represents the rate of change of velocity of output shaft 14 and is connected to a first input terminal of comparator 541 via resistor 54.
Sent through 6. A calculated engine speed signal (GOS) from shift synchronization circuit 112 is sent by conductor 525 to a second input terminal of comparator 541. In this case, comparator 5
Calculate engine speed signal (GOS) at the second input terminal of 41
is higher than the sum of the respective signals at the first input terminal of comparator 541 , an automatic speed increase (AU) signal is generated by comparator 541 and sent to gear counting circuit 113 . The shift initiation circuit 115 further calculates the maximum deceleration shift speed for each gear (engine speed (GOS)).
Represents a deceleration enable signal (DE) that allows or inhibits a requested shift based on a comparison to . Electronic switch 550 and multiple voltage dividing resistors 551, 55
2,553,554,555,556 connect conductor 557 to a voltage proportional to the currently selected gear as indicated by the binary encoded gear count signal (GCN) sent from gear counting circuit 113 to electronic switch 550.
occurs in The electronic switch 550 receives a constant voltage through a conductor 558 and has a plurality of resistors 551 and 55.
One resistor corresponding to the current gear selected by the gear counting circuit 113 is selected from among 2,553, 554, 555, and 556, and a voltage determined by the currently selected gear is generated in the conductor 557. A resistor 559 is connected between conductor 557 and the ground circuit. The voltage on conductor 557 is sent to one input terminal of comparator 560 with dual input terminals, and
The other input terminal of 60 is driven by a computational engine speed signal (GCS) at lead 525. The voltage on conductor 557 is modified by the presence or absence of a plurality of additional signals. The signal from overstep prevention switch 35 (RTD) passes through resistor 562 and is summed with the signal on conductor 557. Similarly, the final speed increase (LU) signal has its voltage level determined by resistor 564 and summed by conductor 557. Finally, the manual signal (MAN) from the manual position of the pilot shift control device 26 or the brake signal (BS) from the brake switch 38 is connected to a diode 565, respectively.
566 and is sent to a conductor 557 through a resistor 567. The signal (RTD) from the overstep prevention switch 35, the final speed increase signal (UP) from the gear counting circuit 113, the brake signal (BS) from the brake switch 38, and the manual signal (MAN) from the operator shift control device 26. ) are all summed at conductor 557 and comparator 560
This modifies the operating point that generates the deceleration enable signal (DE). Whenever the signal representative of computing engine speed (GOS) on lead 525 is lower than the sum of the signals on lead 557, comparator 560 produces a deceleration enable signal (DE). The signal from gear counting circuit 113 also passes to electronic switch 570. The electronic switch 570 is connected to the conductor 5
A constant voltage is received at 71 to produce a voltage on conductor 572 that is directly proportional to the currently selected gear as indicated by a binary coded gear count signal (GCN) sent from gear counting circuit 113. This means that, as described above, the plurality of voltage dividing resistors 573, 574, 575, 5 having values graded in proportion to the gear ratio of the transmission 11
This can be done by selecting one of 76, 577, 578. The signal from conductor 543 carrying the graded overstep prevention switch 35 signal (RTD) via resistor 579 and the final deceleration (LD) signal from gear counting circuit 113 via resistor 580 is are added at 572. The other input terminal of comparator 582 is driven by the engine speed signal (GOS) on lead 525. The signal on the conductor 525 representing the calculation engine speed is the signal of the overstepping prevention switch 35 (RTD) and the final deceleration signal (LD) on the conductor 543 from the gear counting circuit 113.
Comparator 58
2 produces a speed increase limit signal (UL). Finally, aperture transducer 36 also sends an aperture position signal (TP) to one input terminal of comparator 582 via resistor 584. The calculated engine speed signal (GOS) on conductor 525 is passed through resistor 585 to comparator 5.
83 input terminal. The other input terminal of comparator 583 is grounded. The signal representing the engine speed (GOS) on conductor 525 is summed with the signal from the aperture transducer 36 (TP), and when the input voltage of comparator 583 exceeds the threshold, comparator 583 Each latch circuit 3 in the gear counting circuit 113 generates the amplified signal (LU) and the final deceleration signal (LD).
Shift reset signal (SR) for 33 and 336
supply. Clutch control circuit 116 is illustrated in FIG. The clutch control circuit 116 is the speed synchronization circuit 1
An engine speed signal (ES) from 12 is received by a conductor 601. This signal is sent to a polarity inverting amplifier 603 via a capacitor 602. When connected in this manner, inverting amplifier 603 operates as a differential amplifier and provides an output representative of the rate of change of engine speed. The gain of the differential polarity inverting amplifier 603 is
A plurality of resistors 604, 6 connected to the feedback circuit of
05, 606, 607, 608, 609 and an electronic switch 610. Electronic switch 6
10 receives a gear count signal (GCN) from the gear count circuit 113 and connects a plurality of resistors 604, 605,
One resistor of 606, 607, 608, 609 is selected. That is, the signal on conductor 611 represents the rate of change of polarity reversal of engine speed graded by the value determined by the currently selected gear by gear counting circuit 113. The signal on conductor 611 is sent to amplifier 613 via resistor 612. Amplifier 613 is connected as a polarity inverting amplifier, thus amplifier 613
The output of represents a positive rate of change in engine speed. Feedback resistor 615 is connected between the input and output terminals of amplifier 613. and each resistor 61
The value of 2,615 is adjusted so that the gain of amplifier 613 is unity. The signal on lead 614, representing a positive rate of change of engine speed, and the signal on lead 611, representing an inverted or negative rate of change of engine speed, are sent to multiplexer 616 through resistors 617 and 618, respectively. The engine speed signal (ES) on conductor 601 is sent to multiplexer 61 via resistor 619.
Sent to 6. The clutch control circuit 116 also controls the throttle position converter 3.
6 receives a signal (TP) through a conductor 620. The signal from the aperture converter 36 is connected to each resistor 621, 62.
2,623 and a Zener diode 624 and sent to the input terminal of an inverting amplifier 625. In addition, the polarity inversion amplifier 625 includes an amplifier 625
Send a positive offset voltage to the input terminal of the The magnitude of the offset voltage delivered by resistor 626 is equal to or slightly greater than the voltage produced by throttle converter 36 during no-load operation of engine 13. The feedback resistor 627 is connected to the polarity inverting amplifier 625.
The amplifier 6 is connected between the input terminal and the output terminal of the amplifier 6.
25 gain controls. zener diode 62
4 has a voltage rating equal to, for example, 60 to 70% of the voltage delivered by the aperture transducer 36 at full aperture. At an aperture setting value below the Zener voltage of diode 624, the voltage at the junction of each resistor 622, 623 becomes zero. The output voltage of polarity inverting amplifier 625 thus increases linearly with respect to the position of aperture transducer 36. The gain of amplifier 625 is set by the value of each resistor 627, 621 plus the offset voltage sent through resistor 626. When the voltage on conductor 620 produced by aperture converter 36 is higher than the Zener voltage of Zener diode 624, the difference between the aperture voltage and the Zener voltage appears as an additional input signal to amplifier 625 through resistor 622. That is, the polarity inverting amplifier 625
The signal from the output terminal of 628 to lead 628 increases linearly in negative values with increasing aperture position until Zener diode 624 begins to conduct. During this conduction, the slope of the straight line exhibits a linear negative increasing change. The negative aperture signal on lead 628 is also sent to another polarity inverting amplifier 630. Inverting amplifier 630 has its associated input resistor 631 and feedback resistor 6
32, the polarity-inverting aperture position signal (TP) sent by the polarity-inverting amplifier 625 is again inverted, and the aperture position signal (TP) is outputted by the conductor 633 at the output terminal of the polarity-inverting amplifier 630. As the signal increases, the signal increases with positive values. Further, as with the polarity reversal signal on conductor 628, when Zener diode 624 begins to conduct, the slope of the straight line representing the relationship between the aperture position and the voltage on conductor 633 changes. The signal on the conductor 633 is connected to one input terminal of a comparator 635 with dual input terminals through a resistor 63 grounded from the same point as a resistor 636 connected to one input terminal of the comparator 635.
7 through a resistive voltage divider. A second input terminal of dual input comparator 635 receives the calculated engine speed signal (GOS) from speed synchronization circuit 112 on lead 638 . Conductor 638
A positive signal appears on conductor 640 produced by comparator 635 whenever the calculated engine speed signal (GOS) is lower than the signal sent by polarity inverting amplifier 630 to dual input comparator 635. A positive signal on conductor 640 enables a so-called A-mode engagement cycle by clutch 12. The A mode engagement cycle is described next. Clutch control circuit 116 also includes command logic circuit 11
Clutch disengagement signal (CD) from 4 to conductor 641
receive. This signal is sent to one input terminal of an OR gate 642 with dual input terminals. A second input terminal of dual input OR gate 642 receives a high voltage signal (HP) from high voltage switch 54 in cooperation with clutch 12 on conductor 643. When the clutch disengaged signal (CD) on lead 641 or the high voltage signal (HP) on lead 643 is positive, dual input OR gate 642 sends a positive signal to multiplexer 616 on lead 644. The declutch signal (CD) on conductor 641 is also sent to polarity reversing amplifier 660. Two additional signals are sent from speed synchronization circuit 112 to clutch control circuit 116. These are conductor 6
46 and an engine low speed signal (EL) sent through a conductor 647. The engine high speed signal (EH) is the speed of the engine 13 detected by the engine speed sensor 17.
It is always positive when the speed is faster than the speed of the input shaft 55 of the transmission 11 detected by. The engine low speed signal (EL) is always positive when the speed of the engine 13 sensed by the engine speed sensor 17 is lower than the speed of the input shaft 55 of the transmission 11 sensed by the transmission input speed sensor 19. The engine high speed signal (EH) is an AND gate 648 with double input terminals.
is sent to one input terminal of The second input terminal of the dual-input AND gate 648 is driven by the output of the polarity inverting amplifier 649. The input terminal of polarity inverting amplifier 649 is driven by the A mode signal on conductor 640. That is, the polarity inverting amplifier 6
The output of 49 will be positive when no A-mode signal is present on conductor 640 and negative otherwise. Therefore, the AND gate 648 with double input terminals
The B-mode output of lead 650 is positive when the A-mode condition is not present and the engine high speed signal (EH) is present. The B-mode signal on lead 650 also passes to multiplexer 616. Inverting amplifier 6 that is positive when no A-mode signal is present
The output of 49 is also an AND gate 6 with double input terminals.
51 to one input terminal. The second input terminal of the AND gate 651 with dual input terminals is connected to the conductor 64.
It is driven by the engine low speed signal (HL) of 7. That is, in the absence of an A-mode signal and an engine low speed signal (EL), dual-input AND gate 651 produces a positive C-mode signal on conductor 652. The C mode signal on lead 652 is also sent to multiplexer 616. Before continuing with the description of the clutch control circuit 116, there are four modes of clutch engagement: A mode;
The significance of B mode, C mode, and D mode will be explained. These modes are four possible conditions under which the clutch is required to be engaged. A
Mode represents a clutch engagement condition in which the output shaft 14 is not rotating or is rotating slowly. B mode is a condition in which the engine 13 operates at a speed exceeding the speed of the input shaft 55 of the transmission 11. Under this engagement condition, engine 13 will generally be slower in engaging clutch 12. C mode engagement means that the engine 13 speed is lower than the transmission input shaft 55.
This is a condition where the speed is slower than the speed of In this case, the speed of engine 13 will generally increase as clutch 12 is engaged. A fourth mode of clutch engagement, or D mode, exists when the vehicle is moving and the engine speed and input shaft speed are equal or nearly equal to each other, ie, when no A, B, or C modes are present. Multiplexer 616 provides an A mode signal on lead 640, a B mode signal on lead 650, and a B mode signal on lead 652.
The C-mode signal is received at the terminal 644, and the inhibition signal is received at the conductor 644, respectively. These signals are sent to multiplexer 616
is the control input to When the inhibit signal on conductor 644 is zero, multiplexer 616 connects one of its input terminals to conductors 654, 655, 656 or conductor 684, respectively, and connects its output terminal to conductor 68.
It is connected to 6. A positive A-mode signal on lead 640 connects lead 654 to output lead 686. A positive B-mode signal on conductor 650 causes conductor 6 to
55 to output conductor 686. A positive C-mode signal on conductor 652 causes conductor 656 to become output conductor 6.
Connect to 86. If no A mode signal is present on conductor 640, a B mode signal is present on conductor 650, and a C mode signal is present on conductor 652, multiplexer 616 connects conductor 685 to output line 686.
This corresponds to the D mode condition. If the inhibit signal on conductor 684 is positive, multiplexer 616 disconnects all input terminals from output line 686. That is, in A mode engagement, the positive engine speed rate of change signal in lead 614 is passed through resistor 617 to lead 614.
01 engine speed signal (ES) is passed through resistor 619 and the negative throttle signal on lead 628 is all passed through resistor 629 to output line 68 of multiplexer 616.
Sent to 6. In B-mode engagement, the positive engine speed rate of change on lead 614 is routed through resistor 618 and the positive throttling signal on lead 633 is routed through resistor 634 to output line 686 of multiplexer 616. In C-mode engagement, the negative engine speed rate signal on lead 611 is routed through resistor 659 and the positive throttle signal is routed through resistor 645 to multiplexer 6.
16 output lines 686. In D-mode engagement, the positive supply voltage across resistor 684 is connected to output line 686 of multiplexer 616.
join. Amplifier 660 connects feedback resistor 661 to its conductor 6.
62 is connected to the negative input terminal of a conductor 686 on the output terminal side of multiplexer 616. When connected in this manner, amplifier 660 and its associated resistor 661 act as an inverting amplifier. The positive input of amplifier 660 is connected to conductor 6
41 clutch release signal (CD). Except when the clutch release signal (CD) is present,
This input is at ground potential. During engagement, the output of amplifier 660 in conductor 662 is therefore a weighted sum of each input signal. This weighting is proportional to the ratio of feedback resistor 661 to the input resistor connected to amplifier 660 via multiplexer 616. The signal on conductor 662 is sent to one input terminal of each dual input comparator 664, 665, 666, 667. Each voltage dividing resistor 670, 671, 67
Comparators 664 and 675 receive various positive and negative voltages from positive and negative voltage sources.
5,666,667. The outputs of the comparators 664, 665, 666, 667 are outputted to the amplifiers 680, 681, 682, respectively.
683, these amplifiers drive the discharge valves 51,
50 and filling valves 47, 48. Conductor 6
62 is the lowest set point voltage or comparator 6
65, below the voltage that cooperates with the operation of fine discharge valve 50, comparator 666 and fine fill valve 47, all comparator outputs are zero and all clutch air valves are closed. As the clutch error signal moves away from zero and increases in a positive or negative direction above the set point voltage of each comparator 664, 665, 666, 667, one or more comparators provide an output to the corresponding clutch air valve. operate. A-mode engagement typically occurs when the vehicle is started from a standstill or near a standstill. Under this condition, the output of amplifier 660 on lead 662 is equal to the weighted sum of throttle position signal (TP) minus engine speed signal (ES) and engine speed rate of change. If the signal combination of engine speed and engine acceleration is lower than the weighted throttling signal, the output of amplifier 660 will be positive and depending on its magnitude, comparator 665 or each comparator 665, 664 will cause fine adjustment discharge valve 50 or The adjustment discharge valve 50 and the rough adjustment discharge valve 51 are operated. As a result of these valve operations, the clutch chamber 45
The air pressure within the clutch is reduced and therefore the clutch torque is reduced. This reduced torque causes the engine 13
The torque load of the engine 13 is reduced and the engine 13 is accelerated. On the other hand, if the signal combination of engine speed and engine acceleration is higher than the weighted throttling signal, conductor 6
The output of amplifier 660 by 62 goes negative. Similarly, depending on the magnitude of the signal on line 662, in this case the comparator 666 or each comparator 666, 667 actuates the fine-adjustment filling valve 48. Activation of these valves increases air pressure within clutch chamber 45 and thus increases the torque capability of the clutch. In this way, a load is applied to the engine 13. When the signal combination of engine speed and rate of change of engine speed is equal or approximately equal to the weighted throttling signal, the output of amplifier 666 on conductor 662 is minimal and does not actuate the valve. That is, the overall system response is to adjust the clutch torque so that the engine 13 operates at or near the speed set by the weighted throttle position. In a normal A-mode start, the operator presses the throttle pedal 31 to increase the flow of fuel to the engine 13 and accelerate the engine 13. At the same time, clutch control circuit 116 increases clutch torque until the engine speed is maintained at the speed set by the weighted throttle position signal. The torque thus obtained accelerates the vehicle. During this time, clutch 12 is slipping and transmitting torque at an engine speed higher than the transmission input shaft speed. As vehicle road speed increases, transmission input shaft speed increases. Eventually, the input shaft 55 and the engine 13 will be at the same speed. At this time, engine speed begins to increase and the clutch is engaged quickly. B-mode engagement occurs when the vehicle is moving and the engine speed at the time of engagement is greater than the transmission input shaft speed. This condition usually occurs after an upshift. In this mode, the input to amplifier 660 via multiplexer 616 is the input to lead 655.
These inputs are a positive rate of change signal of engine speed and a positive weighted throttle position signal. The weighted sum of these signals appearing at the output terminal of amplifier 660, as described above, actuates one or more of the fill or drain valves depending on the direction and magnitude of the amplifier output. In this case, the increased clutch torque causes the engine 13 to slow down. This engine deceleration causes a negative voltage to appear on conductor 614. Conductor 63
A weighted throttling signal of 3 causes the output of amplifier 660 to go negative, activating fine valve 47 or coarse valve 48, or both valves. The resulting increase in clutch air pressure increases clutch torque and increases deceleration of engine 13. This process continues until the negative signal on lead 614 from engine deceleration balances the positive weighted throttle signal on lead 633. The transmission action decelerates the engine 13 at a rate set by the weighted throttling signal while engaged in B mode. The relative value of each quantity in the balanced condition, ie, no output from amplifier 660, is set by the ratio of each resistor 618, 634. Additionally, the rate of change of engine speed is weighted by the gain of amplifier 603 according to the engaged transmission gears. That is, during engagement in B mode, the clutch 12
The engine speed is engaged to be reduced at a rate according to both throttle position and transmission gear ratio. Various factors are weighed to ensure proper gear engagement in all circumstances. The torque produced by clutch 12 exerts a reaction through the drive train and engine-transmission mountings. Improper gear engagement can result in undesirable high transient torques in the drive system or
This can result in a rough or abrupt gear engagement feel or both for the operator. Changes in transmission gear ratios are compensated for by the change in magnitude with respect to engine speed that occurs in conductor 614 due to the change in the gain of amplifier 603. An even lighter throttling setting requires a relatively small engine reduction ratio since the weighted throttling signal on conductor 633 is relatively small. Under these conditions, the torque generated during balancing is small. Further depression of throttle pedal 31 increases the weighted throttle signal on conductor 633, requesting a higher engine reduction ratio and therefore higher torque. In other words, all gears engage extremely smoothly during light squeezing. When the throttle pedal 31 is pressed, the engagement will be faster but the torque will be increased more. C-mode engagement occurs when the vehicle is moving and the engine speed at the time of engagement is less than the transmission input shaft speed. Usually this is the result of a deceleration shift. Under this condition, the torque generated by engaging clutch 12 accelerates engine 13. The accelerating engine produces a negative signal on lead 611. As with B-mode engagement, this signal on lead 611 is balanced by the weighted aperture position signal on lead 633. In all other respects, the C-mode engagement is the same as the B-mode engagement except that the engine 13 is accelerating. In either B-mode or C-mode engagement, the clutch torque results in bringing the engine speed closer to the input shaft speed. When this difference is small or zero, D
A mode engagement condition occurs. Under these conditions, multiplexer 616 connects conductor 685 to amplifier 660 via conductor 686. In this case, the input signal to amplifier 660 is the positive supply voltage across resistor 684. In this way, the conductor 662
The fine adjustment filling valve 47 is controlled by the output of the amplifier 660.
and produces a large negative signal which activates the coarse fill valve 48. This results in clutch 12 being engaged as quickly as possible. Since a zero speed difference on both sides of the clutch 12 is effective, early engagement will not produce any transient driveline torque. The clutch disengage signal (CD) on lead 641 and the high voltage signal (HP) on lead 643 directly affect engagement of clutch 12 via multiplexer 616. The inhibit signal (INHIBIT) is output from the OR gate 642 with double input terminals whenever the clutch disengaged signal (CD) or high voltage signal (HP) is present.
caused by The inhibit signal (INHIBIT) on conductor 644 disconnects the input terminal of polarity inverting amplifier 660 from all speed signals and aperture position information sent to multiplexer 616. When only the clutch disengaged signal (CD) is present, the inhibit signal (INHIBIT) is output to the OR gate 64 as described above.
2 and the clutch error signal is generated by lead 6.
41 is caused by a disengagement signal (CD).
Clutch disengagement signal (CD) is polarity inverting amplifier 6
60 positive input terminal. When a clutch out signal (CD) is present, the clutch error signal on conductor 662 is strongly positive and both comparators 66
4,665, and each coarse adjustment valve 51
and open the fine adjustment valve 50. When only the high voltage signal (HP) is present, the OR gate 642 with dual input terminals outputs an inhibit signal (INHIBIT) to conductor 644.
will occur. When this inhibit signal is present, multiplexer 616 disconnects all inputs to inverting amplifier 660 and the clutch error signal on lead 662 becomes zero. In other words, the fill valve or drain valve does not operate. In this way, the clutch operating device 18
The pressure inside the chamber 45 can be maintained at a constant predetermined level. Next, the generation of shift points by the transmission 10 will be described with reference to FIG. Gear selection, engine operating conditions and vehicle performance are interrelated. Shift initiation circuit 115 controls gear selection to maintain optimum performance. This optimum performance varies depending on the configuration of the various vehicles, their construction to meet the intended use and goals of the purchaser or operator. In order to meet these various requirements, engine speed signals, vehicle acceleration signals, aperture position signals, aperture position change rate signals, signals of direction and elapsed time since the last shift, and signals of the direction and elapsed time since the last shift in mutually adjacent gears are provided. Several input signals are utilized, including an engine speed history signal from the engine. For an explanation of these circuits, reference is made to FIG. 10, which is a diagram of static shift point limit lines for the six forward gears of transmission 11. The calculation engine speed signal (GCS) is plotted on the horizontal axis, and the aperture position is plotted on the vertical axis. The shift point limit line consists of three sections. 1st
The interval is a region from 35 to 100% of the aperture position where each shift point increases linearly with the aperture position. Second, there is a limit of one series of full throttle upshifts and deceleration shifts for each gear. These are along the limit line
An example is given above the 100% aperture position. 0 at the end
In the aperture range from 35% to 35%, the deceleration shift point is constant at the 35% aperture value, while the speed up shift is constant at the full aperture upspeed shift limit. Each gear produces a pair of voltage signals derived from the throttle position signal (TP). These voltages are compared to a voltage signal representative of computing engine speed (GOS).
That is, the deceleration shift line and the speed increase shift line graphically represent the relationship between these generated voltages and the throttle position signal (TP), but they are plotted with their corresponding engine speed equivalent values. be. These lines are referred to as the aperture adjustment shift limits. Normal operating point 1 falls between the left deceleration shift limit line and the right speed up shift limit line. When the engine operating point 1 moves to the left of the deceleration shift limit line, a request for automatic deceleration (AD) is sent to the gear counting circuit 113. A corresponding shift of operating point 1 to the right of the upshift limit line results in a request for automatic speed up (AU). Shift initiation circuit 115 generates a pair of such limit lines for each gear (one limit is meaningless for the first, fastest gear; ie, an upshift is not possible above the fastest gear). ) Each shift limit line constrains operation within the most efficient region of fuel by displacing each other equally on each side of the peak of the fuel consumption curve. From a fuel efficiency standpoint, it is desirable to have a shift limit line as close to the peak as possible. However, these are at least transmission 1
The various gear ratios are spaced apart from each other by a distance between the various gear ratios of 1. In the illustrated transmission 10, the transmissions 11 are 1 to 6.
The gears up to are 7.47, 4.08, 2.26, 1.47, respectively.
It has a ratio of 1.00 and 0.778. As an example of the limited success achieved by utilizing only the limits of static upshifts and deceleration shifts, a vehicle
It is assumed that the vehicle is operated with the following gears and gradually accelerates (point 2). At 1600rpm, an upshift to 6th gear is required. In the 6th gear, the engine speed is reduced by the numerical ratio of the 5th gear ratio to the 6th gear ratio, i.e. 1600
÷1.00/0.778 or 1250rpm. This is the 10th
Corresponds to point 2 in the figure. As shown, point 3 is to the right of the deceleration shift line and therefore an upshift occurs. If each shift limit line were closer to each other, a situation would occur where point 3 would be located to the left of the deceleration shift limit line.
If this occurs, the transmission will experience a hunting phenomenon, ie, each upshift will immediately command a deceleration shift and another upshift. Such instability or hunting phenomenon is unacceptable. The example above assumed that all conditions remained constant throughout and immediately after the shift. In practice, only a few of these conditions are constant. During a shift, driveline torque is momentarily interrupted. Therefore, the vehicle speed does not remain constant. The horsepower requirements change rapidly, as occurs when a vehicle encounters a hill. The operator also changes the aperture setting before, during, or as a result of the shift. In the shift initiation circuit 115, the basic throttle adjustment shift limits are modified to properly account for various dynamic conditions and interpret the operator's intentions as dictated by throttle pedal movement. These various modifications and their purpose are discussed below. The location of each limit is changed according to recent history so that the intervals between the aperture adjustment shift limit lines shown in FIG. 10 are made as close as possible. To accomplish this, gear counting circuit 113 provides a signal indicating the direction of the final shift. These signals, the last increase (LU) and the last deceleration (LD) signals, are generated and stored when the gear count changes. After each upshift, the last upshift (LU) signal modifies the deceleration shift limit line. This modification has two components. The static component moves the deceleration shift limit line from the normal position illustrated in FIG. 10 to lower the engine speed. This offset amount is, for example, 100 to 150 rpm. In addition to this static shift, the deceleration shift limit line is temporarily offset by an additional 100 to 150 rpm. This deceleration shift limit line is then statically offset back to the left by 100 to 150 rpm over a period of several seconds. Similarly, the upshift limit line moves to the right after each deceleration shift. As mentioned above, the static portion of the offset is maintained as long as the last increase (LU) or last deceleration (LD) signal remains. Additional circuitry is provided to reset the memory device. After each acceleration shift, the memory device is reset so that the engine operating point is at the reset line.
Occurs when crossing RR from left to right. After a deceleration shift, the reset signal is generated when the operating point intersects the reset line RR from right to left. Reset line RR can be moved dynamically.
For example, in this case, the reset line RR would be moved to the left by about 300 rpm after an upshift, and the same amount to the right after a deceleration shift. The movement of the reset lines associated with these speed-up and deceleration shifts allows the aperture adjustment shift limit lines to be brought close to each other without causing a dancing phenomenon. Furthermore, the transient portion allows the device to ignore various transient oscillations of the drive train that occur as a result of shifting. Resetting minimizes the probability of operating outside the area defined by static (no offset) aperture adjustment limits. Static deceleration and acceleration shift limits also ignore the effects of vehicle acceleration and deceleration. In shift initiation circuit 115, this factor is included when determining shifts by offsetting the limit lines for throttle adjustment deceleration and acceleration shifts by an amount proportional to the acceleration and deceleration of the vehicle. For example, the deceleration shift limit line is 7.2 rpm/MPH/
It is offset to the left at a rate of min and offset to the right by an amount corresponding to the vehicle deceleration. The speed increase shift limit line is 16.4 rpm/MPH/ for vehicle deceleration.
Offset to the right at a rate of min. There is no corresponding leftward offset of the upshift limit line for vehicle acceleration. This displacement offset can be illustrated in two examples. First, consider the case of a vehicle driven at point 4 in FIG. Stable operation means that the throttle position has been adjusted such that the power delivered by the engine matches the power consumed by the vehicle, ie the speed of the vehicle is constant. It is assumed that the pilot uses full aperture in this case. Driving point is point 5
Move to. Based on the static shift limit line, a deceleration shift occurs in this case which moves the operating conditions to point 6.
In this case, the engine horsepower is substantially above demand and the vehicle accelerates, creating a request for an upshift back to the gear. When the shift limit line is moved to the left due to vehicle acceleration, it leaves point 5 and moves to the right of the deceleration shift line, so that no deceleration shift occurs. Excess horsepower is still appropriate to accelerate the vehicle and avoid unnecessary sequential shifts. As a second example, consider a vehicle operating at full throttle above 1600 rpm that encounters a slope sufficient to cause a request for a deceleration shift. On a static basis, the engine speed must step down to 1300 rpm before a reduction shift occurs. Deceleration that induces shifting of the shift limit line causes deceleration shifts at higher engine speeds and increases engine performance. Furthermore, the shift limit line moves in response to the rate of movement of the aperture. For example, consider a vehicle being driven at point 7, which encounters a downhill slope for which the operator does not wish to accelerate. The normal response of this operator is to move away from the throttle moving to operating point 7. At point 7, the gear counting circuit 113 does not perform an accelerating shift with zero aperture, so no accelerating shift occurs. Also, when the operating point crosses the region between points 7 and 8, an accelerating shift occurs. This problem can be avoided by moving the accelerating shift limit line to the right depending on the rate of change of the throttle section. Similarly, when returning from point 8 to point 7, the speed up shift limit line moves to the right again. That is, the speed-up shift limit line moves to the right, for example, by the absolute value of the rate of change of the aperture position. Aperture adjustment shift limits alone can cause incorrect shifting. For example, deceleration shifts that would result in excessive engine speeds are not possible in any case. That is, shift initiation circuit 115 includes a limiting deceleration shift speed for each gear. For a deceleration shift to occur in automatic or manual mode, the Calculated Engine Speed (GOS) must be lower than the Deceleration Enable (DE) value. A speed limit or upshift limit (UL) for upshifting is also provided. This limit is desirable for two reasons. First, in many cases, especially when there is a large spacing between each gear, the throttle adjustment shift limit will result in an excessively high speed increase at full throttle. Second, various factors that move the upshift limit line move upshifts to higher speeds. There are all types of settings, one for each gear. For example, the upshift limit (UL) value is set close to the speed at which the engine governor begins to constrain full throttle horsepower. The deceleration enablement (DE) limit is then set such that this limit is close to the gear spacing below the upper limit setting for the next slowest gear. For example, in the case of a transmission with a spacing of 1.28 between the fifth and sixth gears, the deceleration enable setting for the sixth gear is the fourth gear.
is roughly equal to the upper limit setting for the gear divided by 1.28. The interval between these limit signals (UL) and (DE) is adjusted by the gear interval. In the case of adjusted limit lines, these limit values are transferred by the last increase signal (LU) and the last deceleration signal (LD). As shown in Figure 10, the speed at which deceleration is enabled is the last speed increase signal (LU).
However, the increasing shift limit (UL) speed is increased by the final deceleration signal (LD). The normal limit signal is also designed to be activated in response to other operating conditions. The deceleration enable signal (DE) operates in manual (MAN) mode. Manually, this limit can be safely raised to near the maximum that can be safely achieved without exceeding the engine's no-load regulated speed for deceleration shifts. In some applications it is desirable to have additional operator control over shift points. The deceleration enable signal (DE) enables manual (MAN) operation as long as the calculation engine speed (GOS) is below the set point.
Mode allows for deceleration shifts. In manual (MAN) mode, the deceleration enable (DE) set point is typically set at each gear,
Move to the highest speed at which the deceleration shift can be completed without exceeding the highest safe engine speed. It may be desirable or necessary to use engine compression braking when descending long or steep slopes. Under these conditions, the operator's foot is not on the throttle pedal, the deceleration shift occurs at low engine speed, and there is little engine lag. Therefore, gear counting circuit 1
13 generates a signal (BS) when the vehicle is braked. In this case, the deceleration shift occurs as soon as the deceleration enable signal (DE) occurs. At the same time, the brake signal (BS) increases the deceleration enable setting to a speed higher than the normal speed. Of course, in this case the most effective engine compression braking effect occurs. In some applications it is desirable to provide a kickdown effect similar to that which occurs in some passenger car transmissions. This transmission is equipped with a detent switch that is actuated at the limits of throttle pedal travel. When the aperture pedal is pushed to its limit, the overstep prevention switch 35 generates an overstep prevention signal (RTD). Under the overstepping prevention condition, the speeds of the deceleration enable signal (DE) and the speed up shift limit signal (UL) increase. In this case, additional control of gear selection is possible, which is particularly advantageous on slopes. With normal upshift limit settings, upshifting allows lower engine horsepower to be utilized at relatively lower engine speeds. For example, on a hill, an upshift may provide insufficient power to maintain vehicle speed. This problem is further exacerbated by the fact that under these conditions the vehicle speed drops significantly during the shift. This problem can be solved by increasing the speed up shift limit under overstep prevention conditions. The upshift limit (UL) setting can be moved to a region where the governor is throttled so that more horsepower or torque is always available after an upshift. This usually takes into account the deceleration of the vehicle during the shift. Increasing the deceleration enable signal (DE) setting forces the pilot to perform earlier deceleration shifts. This is advantageous when the operator anticipates a slope requiring a deceleration shift. Early deceleration shifts minimize vehicle speed loss. The overstep arrester can also be used to provide additional acceleration for situations such as overtaking another vehicle. As with the aperture adjustment shift limits, the location and movement of the limit shift points can be adjusted to meet other goals. For example, increase shift limits (UL) for gears next to the fastest gear to improve fuel economy.
is set somewhat lower than for other gears, and
It does not have to be moved by the RTD signal or the final deceleration signal (LD). This results in a limit to the maximum engine speed when the vehicle is traveling at high road speeds. Other modifications of shift points are desirable in special cases. In some vehicle configurations, a much smoother ride is obtained if the accelerating shift does not occur while rapidly accelerating the vehicle. This is accomplished by inhibiting upshifts while the rate of change of the output shaft exceeds a preset level. It has also been found convenient to provide a minimum computing engine speed required under conditions requiring a downshift. This speed is achieved in part by suitably shaping the aperture adjustment shift point characteristics. Movement of this limit line due to vehicle acceleration and other factors will result in a condition approaching an engine shutdown condition. To avoid this fear, the calculation engine speed (GOS)
An underspeed signal is generated whenever the speed decreases below a previously set level. This insufficient speed signal requests a deceleration shift (AD). SUMMARY OF SIGNALS The following summary includes the analog-digital signals provided, acted upon, or produced by the central processing unit 24 of the automatic mechanical transmission 10. This summary, arranged alphabetically by the signal symbol, gives a brief description of each signal and, in the case of digital signals, also describes the state (high or low) of the signal when a particular condition is true or not. An explanation has been given. This summary is particularly useful for guiding the signal generation and function of FIG.

[Table] Switching to latch error amplifier
Use it to

[Table]

[Table] is at the speed increase shift request position.
switch that instructs
signal.

[Table] The number indicates the choice of neutrality.
It means that. SR is a gear
Counter binary code is reverse gear
is intended to instruct the selection of
Taste.

It is generated by comparing [Table].
Although the present invention has been described above in detail with respect to its embodiments, it goes without saying that the present invention can be modified in various ways without departing from its spirit. The automatic transmission of the present invention comprises an information processing unit and a memory means for storing data indicating the direction of the previous shift, whereby the data is supplied to the information processing unit and the program by this unit is such that the previous shift is an upshift. Or, depending on the case of downshifting, each value will be different. One gear ratio is set according to the corresponding output signal, and parameters of multiple input signals are used to determine this gear ratio, so The optimum shift can be performed by comparing the data indicating the shift command with the received current data. Further, since a means is provided for modifying the operating point at which the transmission is shifted from one selected gear ratio to another selected gear ratio in response to a predetermined change in the valve position of the throttle control means, the fuel supplied to the engine can be adjusted. Adjustment,
The appropriate gear ratio of the transmission can be determined by the position of the throttle valve that adjusts the output. The information processing unit is also programmed to process the input signal according to a program for selecting one optimal combination of gear ratios and to select different optimal gear ratios based on the direction of the previous shift. and means for modifying the operating point at which the transmission is shifted from one selected gear ratio to another in response to an input signal indicative of the ratio of acceleration and deceleration so that the acceleration and deceleration are proportional to the acceleration and deceleration of the vehicle. The operating point at which the transmission shifts from one selected gear ratio to another can be corrected to perform fine shifting operations. Also, the speed of the engine at which a downshift is commanded is decreased in proportion to the acceleration of the vehicle, the speed of the engine at which a downshift is commanded is increased in proportion to the deceleration of the vehicle, and the engine speed at which an upshift is commanded is proportional to the deceleration of the vehicle. Since the present invention has a means for modifying a program such as increasing the upshift and downshift, the operating points of upshift and downshift can be finely modified. Additionally, by modifying the program at predetermined time intervals following the selection of a new gear ratio, the program is modified to provide a means for modifying the engine speed at which upshifts and downshifts are commanded, thereby eliminating temporary vibrations that occur during shifts. This can prevent automatic shifting in response. It also commands upshifts and downshifts to correct engine speed, differentials the input signal indicating throttle valve position in time, and controls all input signals, including the valve position signal of the differential throttle valve. By incorporating the driver's foresight into the driving situation into the automatic transmission by modifying the speed of the engine that shifts the transmission from one predetermined gear ratio to another optimal gear ratio in response, e.g. during sudden acceleration. Appropriate shift switching can be performed in immediate response to a quick change in throttle position perceived in response to speed or deceleration. In this way, the hunting phenomenon of each transmission of the present invention, that is, when upshifting or downshifting at a certain critical operating point, the idle speed of the engine is not stable and becomes faster or about to stop. In addition to ensuring smooth gear shifts, automatic transmission switching is optimally matched to each driving condition, saving fuel and improving fuel efficiency.

[Brief explanation of the drawing]

FIG. 1 shows one example of a mechanical automatic transmission according to the present invention.
Fig. 2 is a side view of each part of the transmission shown in Fig. 1, and Fig. 3 is an axial sectional view of the transmission, synchronizer, and clutch device of the transmission shown in Fig. 1. be. 4 and 4A are diagrams showing signal coincidence, generation points, and processing of the central processing unit of the transmission, FIG. 5 is a wiring diagram of the speed synchronization circuit of the transmission control device of the invention, and FIG. The wiring diagram of the gear counting circuit of this control device, Fig. 7 is the wiring diagram of the command logic circuit of this control device, Fig. 8 is the wiring diagram of the shift start circuit of this control device, and Fig. 9 is the wiring diagram of the clutch of this control device. It is a wiring diagram of a control circuit. FIG. 10 is a diagram of engine speed versus throttle position illustrating each shift point of the transmission of the present invention. 10...Transmission, 11...Transmission, 12...
Clutch, 13... Engine, 14... Transmission output shaft, 15... Fuel sheath valve, 16... Throttle position monitoring device, 17... Engine speed sensor, 18... Clutch actuating device, 19, 20... ...Axis speed sensor, 2
DESCRIPTION OF SYMBOLS 1... Transmission shift actuation device, 22... Synchronous brake device, 23... Synchronous acceleration device, 24... Central processing unit, 26... Operator shift control device, 31
...Aperture pedal, 55...Transmission input shaft, 112
... Speed synchronization circuit, 113 ... Gear counting circuit, 1
14... Command logic circuit, 115... Shift start circuit, 116... Clutch control circuit, 117... Power supply, 302, 303... Fixed storage device, 402
...Fixed storage device.

Claims (1)

[Claims] 1. It has an engine 13, a throttle control means 16 for controlling the speed of the engine, an input shaft and an output shaft, and it is possible to selectively engage the input and output shafts to combine a plurality of gear ratios. A transmission control device for a vehicle comprising a transmission 11 having a transmission 11 and a coupling means for connecting an input shaft to the engine in a maneuverable state, the transmission control device comprising: a transmission 11 having a transmission 11 configured to operate the engine; means, an information processing unit 24 for processing input signals in accordance with a program for providing a predetermined gear ratio for a given input signal combination and for generating an output signal, and for indicating the direction of the previous shift. It comprises memory means 333, 336 for storing data, whereby said data is supplied to an information processing unit, said program causes said combination of input signals to take a certain value when a previous shift is an upshift; Further, when the previous shift was a downshift, a different value is given to generate the output signal; an output signal response means actuated by said coupling means and a transmission for engaging the combination of said input signal means (a) said input signal supply means being connected to said throttle control means; (b) means 17 for providing an input signal from which the speed of the engine can be determined. 2. The input signal supply means further includes (c) means 19 connected to the input shaft for providing a signal indicating the rotational speed of the input shaft, (d) means 20 for providing a signal indicating the speed of the vehicle, and (e) a gear shift. means 7 connected to the machine for indicating when the transmission is in the neutral position;
3. The electromechanical automatic transmission device for a vehicle according to claim 1, characterized in that the electromechanical automatic transmission device comprises: 3. 3. The input signal supply means further includes (c) means 20 connected to the input shaft for providing a signal indicative of the rotational speed of the input shaft, and (d) means 20 for providing a signal indicative of the speed of the vehicle; An electromechanical automatic transmission system according to claim 1, characterized in that the means includes means (15) for stopping the fuel supply to the engine. 4. The throttle control means includes means 36 for providing a signal that varies in response to the position of the throttle valve, means 34 for providing a signal indicating that the operator's foot is on the throttle pedal, and that the throttle pedal has been fully depressed. 2. An electromechanical automatic transmission for a vehicle according to claim 1, characterized in that it includes means 35 for providing a signal for indicating. 5. Vehicle electrical equipment according to claim 1, characterized in that the information processing unit includes means 113 for generating unique logic codes representing each of a plurality of forward and reverse gear ratio combinations of the transmission. Mechanical automatic transmission. 6. An electromechanical automatic transmission for a vehicle according to claim 1, characterized in that the memory means includes means 327, 328 for clearing data indicating the direction of the final shift. 7 further comprising an effective transmission synchronizer 22, 23 for synchronizing the speeds of a transmission element rotating with the input shaft and a transmission element rotating with the output shaft before meshing thereof; a synchronous braking device 22 operably connected to any of the transmission elements;
2. The electromechanical automatic transmission for a vehicle according to claim 1, further comprising a synchronous accelerator 23 operably connected to any of said transmission elements. 8. The information processing unit modifies the program by blocking the output signal controlling the means 21 for actuating the transmission when the means for providing a signal indicating that the operator's foot is on the throttle pedal is not activated. 4. An electromechanical automatic transmission for a vehicle as claimed in claim 3, characterized in that it includes means 424. 9 means 424 for modifying the program by inhibiting the output signal controlling the means for operating the transmission;
9. The electromechanical automatic transmission for a vehicle according to claim 8, characterized in that it is operable only to prevent a downshift. 10 Means 42 for modifying the program by inhibiting the output signal controlling the means 21 for actuating the transmission
10. The electromechanical automatic transmission device for a vehicle according to claim 9, wherein gear No. 4 is operable only to prevent a downshift below the third gear. 11. The electric vehicle according to claim 3, wherein the information processing unit includes a counting means 113 for generating a unique code indicating each ratio combination of a plurality of forward and reverse gears of the transmission. Mechanical automatic transmission. 12. Claim 3, characterized in that the information processing unit includes means for modifying the program in response to a signal from the means for providing an input signal indicating that the brakes of the vehicle are being applied. An electromechanical automatic transmission device for a vehicle as described in Section 1. 13 A transmission 11 having an engine 13, a throttle control means 16 for controlling the speed of the engine, an input shaft and an output shaft, and which selectively engages the input and output shafts to enable combinations of a plurality of gear ratios. and a coupling means for connecting an input shaft to the engine in a maneuverable state, the vehicle transmission control device comprising: a plurality of input signals related to vehicle driving information, at least (a) a rotational speed of the input shaft; ,(b)
(c) input signal supply means for providing signals indicative of the speed of the vehicle; and (c) the valve position of said throttle control means; It comprises an information processing unit 24 for processing an input signal and generating an output signal in accordance with a program for giving a ratio, and memory means 333, 336 for storing data indicating the direction of the previous shift, whereby the above-mentioned Data is supplied to an information processing unit, and the program specifies that the combination of input signals takes on a certain value when the previous shift was an upshift, and another value when the previous shift was a downshift. means for generating said output signal and further comprising means for shifting said transmission to a newly selected gear ratio in response to a change in said selected gear ratio; and a valve of said slot control means. and means for modifying the operating point at which the transmission is shifted from one selected gear ratio to another selected gear ratio in response to a predetermined change in position. Electromechanical automatic transmission. 14 The correcting means adjusts the speed of the engine to a speed at which an upshift or downshift to another gear ratio is commanded when an input signal indicating the valve position of the throttle control means indicates that the vehicle throttle pedal has been fully depressed. 14. An electromechanical automatic transmission for a vehicle as claimed in claim 13, characterized in that it includes means for raising. 15. The modification means modifies the operating point at which the transmission is shifted from one selected gear ratio to another in response to the rate of change of an input signal indicative of the valve position of the throttle control means. Range 13th
An electromechanical automatic transmission device for a vehicle as described in Section 1. 16 A transmission 11 having an engine 13, a throttle control means 16 for controlling the speed of the engine, an input shaft and an output shaft, and which selectively engages the input and output shafts to enable combinations of a plurality of gear ratios. , and a coupling means for connecting an input shaft to the engine in a maneuverable state, the vehicle transmission control device comprising: a plurality of input signals relating to vehicle driving information; at least (a) the rotational speed of the input shaft; (b) a speed of the vehicle; and (c) input signal supply means for providing signals indicative of the acceleration and deceleration ratio of the vehicle; and an optimal combination of one of said gear ratios. processing the input signal according to a program for selecting;
an information processing unit 24 programmed to select different optimal gear ratios based on the direction of the previous shift; memory means 333, 336 for storing data indicative of the direction of the previous shift; and said selected gear ratio. means 21 for shifting said transmission to a newly selected gear ratio in response to a change in;
and means 512 for modifying the operating point at which the transmission is shifted from one selected gear ratio to another selected gear ratio in response to an input signal indicative of the ratio of acceleration and deceleration;
An electromechanical automatic transmission for a vehicle, comprising: an output signal response means comprising: 541; 17. Means 512 for reducing the speed of the engine at a time when a downshift to another gear ratio occurs in proportion to the acceleration of the vehicle; and means 541 for increasing the speed of the engine at the point at which an upshift to another gear ratio occurs in proportion to the deceleration of the vehicle. Electromechanical automatic transmission for vehicles. 18 A transmission 11 which has an engine 13, a throttle control means 16 for controlling the speed of the engine, an input shaft and an output shaft, and which selectively engages the input and output shafts to enable combinations of a plurality of gear ratios. and a coupling means for connecting an input shaft to the engine in a maneuverable state, the vehicle transmission control device comprising: (a) a plurality of input signals relating to vehicle driving information;
a signal indicative of the valve position of the throttle control means; (b) a signal indicative of the speed of the engine; (c) a signal indicative of the rotational speed of the output shaft;
an input signal supply means for providing these signals; a means for receiving the plurality of input signals; and a means for generating an output signal; means for generating a signal indicative of acceleration or deceleration of the vehicle; and an output for controlling the transmission by processing said input signals in accordance with a program that provides a predetermined gear ratio for a given combination of input signals. means for generating a signal, said program indicating a predetermined engine speed at which upshifts and downshifts are commanded for each sensed throttle control means valve position; Upshifts and downshifts are commanded by decreasing the speed of the engine on which the downshift is commanded to be proportional to the deceleration of the vehicle, and increasing the speed of the engine on which the upshift is commanded to be proportional to the deceleration of the vehicle. Means for modifying engine speed 5
an information processing unit 24 including means for modifying said program comprising: 12,541; and an output signal from said information processing unit for starting said coupling means and said transmission and for starting said transmission in response to a change in selected gear ratio. an output signal response means for shifting to a selected gear ratio. 19. wherein the input signal further includes (d) an input signal indicative of a current meshing gear ratio, wherein the speed of the engine at which upshifts and downshifts are commanded by the program is also a function of the sensed current meshing gear ratio. An electromechanical automatic transmission for a vehicle according to claim 18. 20 The input signal indicative of the speed of the engine comprises an input signal indicative of the output shaft rotational speed, and the information processing unit receives the input signal indicative of the output shaft rotational speed according to a factor related to the current meshing gear ratio. 20. The electromechanical automatic transmission system for a vehicle according to claim 19, further comprising means for determining a calculated value of the detected engine speed multiplied by the detected engine speed. 21. An engine, wherein the information processing unit includes means for modifying the program at predetermined time intervals following selection of a new gear ratio, and wherein the information processing unit generates a signal for said modifying means to actuate the transmission to upshift. Claims 18 to 20, characterized in that the output signal response means sends a signal to the modifying means to increase the speed of the engine and activate the transmission to downshift. The electromechanical automatic transmission device for a vehicle according to item 1. 22 A transmission 11 having an engine 13, a throttle control means 16 for controlling the speed of the engine, an input shaft and an output shaft, and which selectively engages the input and output shafts to enable combinations of a plurality of gear ratios. and a coupling means for connecting an input shaft to the engine in a maneuverable state, the vehicle transmission control device comprising: (a) a plurality of input signals relating to vehicle driving information;
a signal indicative of the valve position of the throttle control means; (b) a signal indicative of the speed of the engine; (c) a signal indicative of the rotational speed of the output shaft;
an input signal supply means for providing these signals; a means for receiving the plurality of input signals; and a means for generating an output signal; means for processing said input signal and generating an output signal for controlling a transmission in accordance with a program providing a ratio, said program commanding upshifts and downshifts with respect to each sensed throttle control means valve position; Modifying said program to indicate a predetermined engine speed and further comprising means for modifying the engine speed at which upshifts and downshifts are commanded by modifying said program at predetermined time intervals following selection of a new gear ratio. an information processing unit 24 including means for
and an output signal response means for starting the coupling means and the transmission in response to an output signal from the information processing unit and for shifting the transmission to the selected gear ratio in response to a change in the selected gear ratio. Electromechanical automatic transmission. 23 A transmission 11 having an engine 13, a throttle control means 16 for controlling the speed of the engine, an input shaft and an output shaft, and which selectively engages the input and output shafts to enable combinations of a plurality of gear ratios. and a coupling means for connecting an input shaft to the engine in a maneuverable state, the vehicle transmission control device comprising: (a) a plurality of input signals relating to vehicle driving information;
a signal indicative of the valve position of the throttle control means; (b) a signal indicative of the speed of the engine; (c) a signal indicative of the rotational speed of the output shaft;
an input signal supply means for providing these signals; a means for receiving the plurality of input signals; and a means for generating an output signal; processing the input signal according to a program that provides a ratio;
means for generating an output signal for controlling a transmission, said program indicating a predetermined engine speed at which upshifts and downshifts are commanded for each sensed throttle control means valve position; means for modifying said program comprising means for modifying the speed of said engine, wherein said input signal indicative of the position of said throttle control means changes in response to a valve position of said throttle control means; means 515 for differentially displaying said input signals in time, and in response to said differential input signals, including said differential throttle valve valve position signal, moving the transmission from one predetermined gear ratio to another; an information processing unit 24 including means for modifying the speed of the engine to be shifted; an output signal from the information processing unit for starting the coupling means and the transmission and selecting the transmission in response to a change in the selected gear ratio; and output signal response means for shifting the gear ratio to a specified gear ratio.