MXPA97003171A - Semi-automatic implementation of change - Google Patents

Abstract

The present invention relates to a manually changed vehicle transmission system, comprising: a transmission section having an input shaft driven by means of a fuel controlled engine, an output shaft, a plurality of linkable traction ratios and selectably detachable, and a selectable neutral relationship, all of the said traction and neutral ralations selected by selectively linked and detached jaw clutch, operatively positioned by a manually operated shift lever having a plurality of lever positions of changes, means for detecting a transmission section neutral condition, means for determining a target forward gear ratio, and means for automatically controlling the fuel supply of the engine, said means being effective, by detecting neutral of the transmission section. transmission, to make q The engine reaches a synchronous speed to link said target gear ratio, and means to detect that said motor reaches a synchronous speed to link said target gear ratio and to cause the operator to be informed that the target gear ratio is linkable to substantially synchronous speeds

Description

SEMI-AUTOMATIC IMPLEMENTATION OF CHANGES Field of the Invention The present invention relates to a system / method of control of semi-automatic change implementation for semi-automatic changes of a mechanical transmission changed by lever, preferably a composite transmission of the type of range and / or divider . More particularly, in a preferred embodiment of the present invention, a composite divider or combination divider and range type with controls and actuators is provided to manually perform dynamic forward changes in the main section without requiring manual throttling or manual throttling. manipulation of the master clutch by shifting with the lever with automatic motor control to cause torsional breaks to change to neutral and / or to synchronize to link the target gear ratio. Description of the Prior Art Compound type mechanical range transmissions, using so-called "double H" type controls, where a change of range is automatically selected by the movement of the shift lever, without requiring the operator to use a button or lever to selecting a change in range are well known in the prior art, as can be seen by reference to U.S. Patent Nos. 3,429,202; 4,561,325; 4,455,883; 4,663,725; and 4,944,197, the disclosures of which are incorporated herein by reference. Compound mechanical transmissions of the combined type of splitter and range are widely used for heavy duty vehicles and are well known in the prior art, as can be seen by reference to U.S. Patent Nos. 4,754,665; 4,944,197; 5,193,410; and 5,390,561, the disclosures of which are incorporated herein by reference. The systems of semi-automatic implementation of changes for compound mechanical transmissions where, upon manual change to the upper grouping of gear ratios, automatic change is provided within only that upper grouping, are known in the prior art and are disclosed in the patents of the United States Nos. 4,722,248 and 5,038,627, the disclosures of which are incorporated herein by reference. Systems of semi-automatic implementation of changes for mechanical transmissions where the vehicle operator is required to manually cause a torsional interruption and / or achieve synchronous conditions, are known in the prior art and are disclosed in the United States patent No 5,053,961, the disclosure of which is incorporated herein by reference. At least partially automated systems where engine fuel control is used, such as engine shuddering, to cause non-twisting conditions to change to neutral without requiring manipulation of the master clutch are known in the prior art and are disclosed in the U.S. Patent Nos. 4,850,236 and 5,105,357, the disclosures of which are incorporated herein by reference. U.S. Patent No. 5,435,212, the disclosure of which is incorporated herein by reference, discloses a system of semi-automatic implementation of changes that, for each lever position, has automatic divisor changes, which allows a transmission composed of 10 speeds, type "(2 + 1) x (2) x (2)" is driven with the ease of a five-speed automatic transmission. The above systems, as described, were not completely satisfactory for certain applications, since the operator could possibly be required to manipulate the splitter control and / or the throttle and / or the master clutch for changes with the lever. SUMMARY OF THE INVENTION In accordance with the present invention, many of the features of the prior art are used in a novel way to provide a system / method of semi-automatic change implementation control for a multi-speed transmission system, preferably a composite transmission system, which preserves the efficiency of a mechanical transmission, preferably a mechanical composite transmission, allowing such a transmission system to be provided with relatively inexpensive sensors, actuators and controls, which will allow the operator to perform many of the Change decisions, and allow the transmission to be changed with the ease of a simple, synchronized manual transmission of a typical passenger car. The foregoing is achieved in a preferred embodiment by providing a control system / method for a transmission, preferably a mechanical split-type composite transmission, having relatively simple and inexpensive controls, sensors and actuators, where changes in the forward ratio of the main section (ie, changes with the lever) are manually implemented without the requirement of manual selection of splitter shift or master clutch manipulation and with automatic motor controls to break the torque and / or synchronize the target gear ratio, and the forward dynamic single changes of the divisor for each main section relation forward are fully automatic. Preferably, if a compound transmission type divider and range, combined, is to be controlled, the range change will be selected automatically by means of lever movement, as is known in commercially available "double H" type controls. In preferred embodiments, a screen will be used to inform the driver of the suggested target relationship and / or the automatically synchronized relationship and / or to inform the operator that there are sufficiently synchronous conditions for the completion of a change and / or a sensor Change intent will be used to detect when an operator intends to change from a relationship currently linked to neutral and then to an objective relationship to cause the pre-selection of the required splitter change and cause the engine to be fueled to alleviate or minimize torsion lock conditions. Accordingly, it is an object of the present invention to provide a new and improved system of semi-automatic change implementation for a mechanical transmission, preferably a compound transmission changed by a lever, which is relatively simple and inexpensive and which allows the transmission be driven in a way similar to a synchronized manual transmission of a simple passenger car. This and other objects and advantages of the present invention will be apparent from a reading of the following detailed description of the preferred embodiments, taken in conjunction with the accompanying drawings. Brief Description of the Drawings Figures 1 and 1A are a plan view of a composite range and divider type composite transmission. Figure 2 illustrates a pattern of changes of the prior art for the transmission of Figure 1. Figure 3 is a schematic illustration, in block diagram format, of a preferred embodiment of the transmission system with semi-automatic implementation. of changes of the present invention. Figure 4 is a graph illustrating the change point logic of the control system / method of the present invention. Figures 5A-5D are schematic illustrations, in flowchart format, of a preferred embodiment of the present invention. Description of the Prior Art Some terminology will be used in the following description for convenience of reference only, and will not be limiting. The words "upwards", "downwards", "to the right" and "to the left" will designate addresses in the drawings to which reference is made. The words "front" and "rear" will refer respectively to the front and rear ends of the transmission, as conventionally mounted on a vehicle, being respectively from the left and right sides of the transmission, as illustrated in figure 1. The words "inward" and "outward" shall refer to directions towards and away, respectively, from the geometric center of the device and its parts designated. Said terminology will include the words previously mentioned specifically, their derivations and words of similar connotation. The term "composite transmission" is used to designate a gear shift transmission or gear change transmission having a main transmission section and an auxiliary drive train unit, such as an auxiliary transmission section, connected in series, with the which gear reduction selected in the main section of the transmission can be combined by the gear reduction selected additionally in the auxiliary section of the transmission. The term "change at higher speed", as used herein, will mean change from a lower speed ratio to a higher speed ratio, and the term "change at lower speed", as used herein, will mean change of a speed ratio greater than a lower speed ratio. FIGS. 1 and 1A illustrate a combined composite range and divider transmission 10 which is especially suitable for control by the system / control method of semi-automatic implementation of changes of the present invention. The transmission 10 comprises a main transmission section 12 connected in series with an auxiliary transmission section 14, having both range and divider gear. Typically, the transmission 10 is housed within a single multi-part housing 16 and includes an inlet arrow 18 driven by a motor, such as a diesel engine, by a selectively unlinked, normally linked friction master clutch. In the main transmission section 12, the input shaft 18 carries an input gear 20 for driving at least one counter shaft assembly 22. Preferably, as is well known in the prior art and illustrated in the United States patents Nos. 3,105,395 and 3,335,616, the disclosure of which is incorporated herein by reference, the input gear 20 simultaneously drives a plurality of substantially identical counter-section assemblies at substantially identical rotation speeds. Each of the main section countershaft assemblies comprises a main section countershaft 24 supported by bearings 26 and 28 in the housing 16 and is provided with fixed section counter-shaft gears 30, 32, 34, 36 and 38 to her. A plurality of main section traction or main shaft gears 40, 42 and 44 surround the main shaft 46 of the transmission and are selectively clutch, one at a time, to the main shaft 46 for rotation therewith by sliding clutch collars. 48 and 50, as is well known in the art. The clutch collar 48 can also be used to engage the input gear 20 to the main shaft 46 to provide a direct drive relationship between the input shaft 18 and the main shaft 46. Preferably, each of the shaft gears Main section main surrounds the main arrow 46 and is in continuous engagement linkage with and is supported in a floating manner by the associated counter-gear engagement groups, which mounting means and the special advantages resulting therefrom are explained in greater detail. detail in the aforementioned US Patents Nos. 3,105,395 and 3,335,616. Typically, the clutch collars 48 and 50 are axially positioned by means of shift yokes or yokes 52 and 54, respectively, associated with a shift bar housing assembly 56, which may be multi-shifting type or single-shaft type. of changes, as is known in the prior art, and which is controlled manually by a shift lever 57. The clutch collars 48 and 50 are, in the preferred embodiment, of the well known double-action jaw clutch type, not synchronized The main shaft main shaft gear 44 is the reverse gear and is in continuous engaging engagement with the counter shaft gears 38 by means of conventional intermediate gears 57 (see FIG. IA). The main section countershaft gear 32 is provided to drive power take-off devices and the like. The jaw gears 48 and 50 are three-position clutches as they can be placed in an axially centered position not displaced, not linked, as illustrated, or in a position totally linked to the right or linked totally to the left.

The auxiliary transmission section 14 is connected in series with the main transmission section 12 and is of the three-layer, four-speed, splitter / range combined type, as illustrated in the aforementioned US Pat. Nos. 4,754,665 and 5,390,561. The main arrow 46 extends toward the auxiliary section 14 and is coaxed at the inward end of the exit arrow 58, which extends from the rearward end of the transmission. The auxiliary transmission section 14 includes in its preferred embodiment a plurality of substantially identical auxiliary countershaft assemblies 60 (see FIG. IA), each comprising an auxiliary counter shaft 62 supported by bearings 64 and 66 in the housing 16 and carrying three gears of auxiliary section counterflex 68, 70 and 72 fixed for rotation with it. The auxiliary countershaft gears 68 are constantly meshed with an auxiliary support section divider gear 74. The auxiliary counterfreeze gears 70 are constantly engaged with and hold splitter / auxiliary support section 76 gears surrounding the output shaft. 58 at its end adjacent to the internal coaxial end of the main shaft 46. The auxiliary section counter shaft gears 72 constantly engage with and support the auxiliary support section range gear 78, which surrounds the output shaft 58. Accordingly , the auxiliary section countershaft gears 68 and the splitter gear 74 define a first gear layer, the auxiliary section countershaft gears 70 and the splitter / range gear 76 define a second gear layer, and the counter-gear gears of auxiliary section 72 and range 78 gear define a third layer, or group of gears, of the auxiliary section of t Dividers type and combined range. A sliding double-sided jaw clutch collar 80 is used to selectively engage either the splitter gear 74 or the splitter / range gear 76 with the main shaft 46, while a two-position synchronized clutch assembly 82 is used to selectively couple the splitter / range gear 76 or the range 78 gear with the output shaft 58. The structure and function of the double action jaw clutch collar 80 are substantially identical to the structure and function of the jaws. sliding clutch collars 48 and 50 used in the main transmission section 12, and the function of the double-action synchronized clutch assembly 82 is substantially identical to the function of a dual-action synchronized clutch assembly of the prior art, examples of the which can be seen by reference to U.S. Patent Nos. 4,462,489; 4,125,179; and 2,667,955, the disclosures of which are incorporated herein by reference. The illustrated synchronized clutch assembly 82 is of the pin type described in the aforementioned U.S. Patent No. 4,462,489. The splitter jaw clutch 80 is a double-sided or double-acting clutch assembly that can be selectively positioned at the extreme right or left extreme positions to link either gear 76 or gear 74, respectively, to the main arrow 46. In the prior art, the splitter jaw clutch 80 is axially positioned by means of a shift fork 84 controlled by a two-position piston actuator 86, which is operable by a driver selection switch (such as a button or the like) on the shift knob, as is known in the prior art. The two-position synchronized clutch assembly 82 is also a two-position clutch that can be selectively positioned at the extreme right or left end positions thereof to selectively engage either the gear 78 or 76, respectively, to the output shaft 58 The clutch assembly 82 is positioned by means of a shift fork 88 operated by means of a two-position piston device 90., whose operation and control will be described later in greater detail. As can be seen by reference to Figs. 1-2, by selectively axially positioning both the splitter clutch 80 and the range clutch 82 in their front and rear axial positions, four different ratios of rotation of the main shaft to rotation can be provided. of the exit arrow. Accordingly, the auxiliary transmission section 14 is a combined three-layer auxiliary section of the range and divider type that provides four selectable speeds or gear ratios between its input (main arrow 46) and output (output arrow 58). The main section 12 provides a reverse speed and three potentially selectable forward speeds. However, one of the selectable forward gear ratios of the main section, the low speed gear ratio associated with the main arrow gear 42, is not used in the high range. In this way, transmission 10 is appropriately designated as a transmission of the type "(2 + 1) x (2) x (2)", providing nine or ten selectable forward speeds, depending on desirability and practicality. to divide the low gear ratio. Although the clutch 82, the range clutch, must be a synchronized clutch with double acting collar 80, the splitter clutch is not required to be synchronized. According to the prior art, as disclosed in the aforementioned U.S. Patent No. 4,944,197, the main section relationships are selected and implemented manually by means of a shift lever, the divider changes are selected manually by operation of a lever or manual selector button, often located on the shift lever or built in the shift knob, and are implemented by a two-position remote actuator. The change of range is selected manually or automatically and implemented by a remote actuator of two positions. A separate range control knob / lever may be provided, or as illustrated in Figure 2, a "double H" type control operated by a lever may be used. Actuators and range and divider controls of this type are well known in the prior art, as can be seen by reference to U.S. Patent No. 4,788,889, the disclosure of which is incorporated herein by reference. The prior art shifting pattern for changing the transmission 10 is schematically illustrated in Figure 2. Divisions in the vertical direction in each gear lever position mean divider changes, while movement in the horizontal direction of the leg 3/4 and 5/6 of the pattern in "H" to the leg 7/8 and 9/10 of the pattern in "H" means a change from the low range to the high range of the transmission. As discussed above, in the prior art, divider changes are achieved in the usual manner by means of a divider drive button of the vehicle operator or the like, usually a button located on the knob of the control lever. The operation of the range clutch shift set is an automatic response to the movement of the gear shift lever between the central and extreme right legs of the shift pattern, as illustrated in Figure 2.

Range change devices of this general type are known in the prior art, as can be seen by reference to the aforementioned US patents Nos. 3,429,202; 4,455,883; 4,561,325 and 4,633,725. Referring again to Figure 2, assuming that it is desirable for a transmission to have generally equal relationship steps, the relationship steps of the main section should generally be the same, the divisor steps should generally be equal to the square root of the ratio steps of the main section, and the rank step must be equal to around the ratio step of the main section raised to the nth power, where N is equal to the number of ratio steps of the main section occurring in both ranges (ie, N = 2 in the transmission (2 + l) x (2) x (2) 10). Given the desired ideal relationships, gear is selected to approximate these relationships. In the previous example, the divisor steps are around 33.3%, while the range step is around 316%, which is generally adequate for a "2 + 1" main transmission section that has steps around of 78%, because the square root of 1.78 is equal to about 1.33 and 1.78 raised to the second power (that is, N = 2 = is equal to around 3.16) to achieve a change of the range section of the transmission 10 without requiring the operator to operate any control device other than the movements of the shift lever to the extreme right leg of the shift pattern, as seen in Figure 2, a range control valve assembly is provided to provide a signal to the slave valve 92, located in the piston assembly 90, to change the shift fork 88. In accordance with the present invention, at least the forward transmission 10 changes are implemented semi-automatically by the vehicle semi-automatic transmission stema 100, illustrated in Figure 3. A composite type transmission 10 comprising a main section 12 coupled to an auxiliary section 14 controlled by the change control system / method of the invention is viewed in Figure 3. The main section 12 includes an inlet arrow 18, which is operatively coupled to the traction arrow of the motor 102 of the vehicle by a master clutch 104, and the output arrow 58 of the auxiliary section 14 is coupled operatively, commonly by means of a traction arrow, to the vehicle traction wheels (not shown). The available gear shift ratios of the main transmission section 12 are selectable by placing the shift lever 57 in accordance with the prescribed shift pattern to link the particular ratio of the desired gear change of the main section 12. As will be described, Master clutch 104 manipulation and manual synchronization are not required. Preferably, the system will include means to detect an attempt for changes and will automatically take actions to minimize or alleviate torsional lock conditions, allowing an easier to neutral change of the main section from the linked relationship of the main section and additionally allowing changes of divider required to be pre-selected for rapid consummation upon occurrence of a torsional break and change to neutral. The system 100 includes sensors 106 for detecting the rotational speed of the motor (ES), 108 for detecting the rotation speed of the input shaft (IS), and 110 for detecting the rotation speed of the output shaft (OS) and provide signs indicative of them. The motor 102 can be controlled automatically, including an electronic controller 112 that communicates by means of an electronic data link (DL) that operates under a standard protocol in the industry such as SAE J-1922, SAE J-1939, ISO 11898 , or similar. The throttle position (driver demand) is a desirable parameter for selecting change points and other control logic. A separate choke position sensor 113 can be provided, or the throttle position (THL) can be detected from the data link. A manual clutch pedal 115 controls the master clutch, and a sensor 114 provides a signal (CL) indicative of the condition linked or disengaged from the clutch. The condition of the clutch can also be determined by comparing the speed of the motor with the speed of the input arrow. A splitter actuator 116 is provided to operate the splitter clutch 82 in accordance with command output signals. The shift lever 57 has a knob 118 containing sensing means or a button 120 by which the attempt to change a conductor can be detected. The sensor 122 provides a signal (ITS) indicative of the detected presence or absence of a driver's attempt to change to neutral. Various other sensors that detect movement of the shift lever can be used, as can be seen by reference to SAE No. 840307. A driver's control display unit 124 includes a graphic representation of the six-position shift pattern with buttons individually illuminable or other display elements 126, 128, 130, 132, 134 and 136, each representing the selectable linking positions. The unit also includes a button 138 connected to tension arm controls to select the high or low divider range for selection of the start divider position from the stop. The selection will be indicated by lights 142 or 144. The system includes a control unit 147, preferably a microprocessor-based control unit of the type illustrated in U.S. Patent Nos. 4,595,986.; 4,361,065; and 5,335,566, the disclosures of which are incorporated herein by reference, to receive input signals and process them according to predetermined logic rules for issuing command output signals 150 to system actuators, such as the splitter section actuator 116, the motor controller 112 and display unit 124. A separate system controller 146 may be provided, or the motor controller 112 communicating by an electronic data link may be used. The splitter driver 116 may be a two-position device or, as shown in pending United States Patent Application Serial No. 08 / 597,304, a three-position device, allowing a selectable and maintainable neutral of the section from. divider. Dynamic changes forward, only divisor, such as changes from third to fourth or fourth to third, are implemented automatically without driver intervention. By way of example, assuming a three-position divider actuator, upon detection that a splitter change is required, the ECU 146 will issue commands to the actuator 116 to bias the actuator to neutral, and to the motor controller 112 to minimize or break the torsion. As soon as the splitter neutral is detected, the motor will be ordered at a synchronous motor speed for the target gear ratio at the current speed of the output shaft (ES = IS = 0S * GRt ± ERROR). The linkage is timed, in view of the reaction times and the speeds and accelerations of the arrow, to occur just out of synchrony to prevent clutch stop. Automatic divider changes of this type are illustrated in the aforementioned US Patents Nos. 4,722,248 and 5,435,212. The linked and neutral (unlinked) conditions of the transmission 10 can be detected by comparing the rotation speeds of the input arrow / output arrow with known gear ratios (IS / OS = Gri = 1 to 10 ± Y?) By a period of time. Position sensors can be used instead of or in addition to the logic of input arrow speed and output arrow. When synchronized to link a target ratio, the motor is directed to achieve and remain at a speed of about 30 to 100 rpm (preferably about 60 rpm) above or below (preferably below) the true synchronous speed ( ESSYNCHR0 = (OS X GRT) - 45 RPM) to achieve a good quality jaw clutch engagement without stop. To verify the linkage of an objective relation, the system searches for a speed of the input arrow equal to the product of the speed of the output arrow and the numerical value of the target ratio, more or less around 10 to 30 rpm (IS = (OS * GRt) ± 20 RPM) for a period of time, around 100 to 400 milliseconds. The previous logic allows linked and neutral conditions of the transmission to be determined based on the velocities of the input and output arrows without detection of false linkage caused by motor synchronization to link an objective relation. When it is in an even number relationship (that is, when it is in the high divider ratio) and over a given engine speed / arrow speed (for example, about 1,375 rpm for a governed diesel engine at around 2,100 rpm), a shift to higher lever speed (with an automatic change at lower speed divider) is appropriate and the system, if requested by the driver, will semi-automatically implement it. Similarly, when you are in a non-number relationship (that is, when you are in the low divider ratio) and below a given engine speed (for example, around 1,350 rpm for the same engine), a change at lower lever speed (with an automatic change to higher speed divider) is appropriate and the system, if requested by the driver, will semi-automatically implement it. Figure 4 illustrates the points of automatic changes of the divider and the appropriate points of the shift lever. It is noted that the splitter changes are implemented automatically, while the lever changes, with accompanying changes of splitter, require the driver to start and manipulate the main section jaw clutch.

The display unit 124 will inform the driver of the currently linked position of the shift lever and the lever position of the currently appropriate lever change, if any. In one embodiment, the lever position of the currently linked relationship will be indicated by a steady illuminated button, while the lever position of the appropriate lever change will be indicated by a flashing button. Assuming that the fourth speed is linked and the input arrow speed is 1.525 rpm, the 3/4 130 button will be illuminated stably, indicating that the third or fourth speed is linked and, as appropriate, a change at a speed higher than fifth, the 5/6 button 132 will flash. The driver can choose to remain at the fourth speed or decide that a change to fifth is desirable. If the driver moves the lever to neutral and is confirmed neutral with the master clutch engaged, the 3/4 button will be turned off, while the controller 146 issues commands to the motor controller to make the motor and arrow speeds input will approach their synchronous values, when the appropriate change of divisor is completed (in this example, a high-to-low splitter change). Upon confirmation that synchronous conditions exist, the operator can easily switch to the 5/6 lever position without the use of the clutch. Upon confirmation that the fifth is linked, the 5/6 132 button will be illuminated in a stable manner. Preferably, the shift knob 118 will include a sensor or an attempt to change button 120, whereby the driver will indicate that he intends to initiate a sequence of lever changes. Upon receipt of the attempt to change (ITS) signal, the controller 146 will issue commands to the motor controller 112 to relieve the fuel handling torque lock and the auxiliary section actuator 116 to pre-select the required splitter change. This will allow easy change from the linked (fourth) to neutral relationship without manipulation of throttle or clutch disengagement by the operator, as well as provide a rapid change of splitter. Engine manipulations for relieving the torsion lock without requiring clutch detachment are described in greater detail in the aforementioned U.S. Patent Nos. 4,850,236 and 5,105,357. Preferably, if no lower change is appropriate then the attempt to change signal will not be considered for drive. When it is in neutral, the operator will usually develop a rhythm of when to switch to the objective relationship. Alternatively, the system can inform the operator when the engine speed is or approaches synchrony sufficiently to allow the lever to be moved to the target lever position. This can be by an audible alarm, a separate light of "OK to change" and / or by simply changing the scintillation frequency of the target lever position button. Alternatively, as shown in U.S. Patent No. 4,023,443, the disclosure of which is incorporated herein by reference, the report to the operator may comprise preventing or inhibiting the change until appropriately synchronous conditions exist. Also, instead of illuminating an entire position button, such as the lever position button 3/4 130Illuminated, individually controlled or similar buttons may be provided for each ratio (i.e., a separately controlled display element for each of the two reverse speed ratios and ten forward gear ratios). When a change is made and its confirmation occurs, the control of the fuel supply is returned to the operator. The clutch pedal 115 is not intended to be used, except for start-up starting operations. If the clutch is manually unlinked during a shift operation, the throttle control is immediately returned to the operator. The output speed (OS) is constantly monitored and, if the speed changes «i cause a change in the proper gear or the" best gear "during a sequence of changes, a new" best gear "will be indicated by a button that flashes and will be synchronized.

In the absence of an attempt sensor to change, to achieve a lever change (such as a fourth to fifth change), the operator will change from the 3/4 position of the lever to neutral, when this occurs, if the clutch 104 is linked, the controller will then initiate the required change at the lower speed of the divider and fuel the motor 102 to cause a synchronous speed of the motor and the arrow and input to link the fifth target speed (Es = IS = (OS * 3.16) ± X). When linkage of the fifth speed occurs and its confirmation, the 5/6 button will be illuminated in a stable way and the control of the fuel supply will be returned to the operator. Under many conditions, the change to neutral will require manipulation of the throttle and / or the master clutch by the operator. Similar logic can be used to control or detect a difference in speeds in the linked or linking clutch teeth. In that case, the clutches 48 and 50 are rotating at the speed of the output arrow by the auxiliary section ratio in the target gear ratio (OS * GRAT), while the clutch members fixed to the gears are rotating to the speed of the output arrow by the ratio of the main section in the target gear ratio (IS * GRMT). As an example, to cause a difference of 60 rpm through the main section clutch that is linking, assuming that the auxiliary section is properly linked, the engine speed and the input arrow speed would be of ES = IS = ((OS * GRAT) - 60) / GR ^. Although many of the characteristics of the control system / method of the present invention are applicable to many types of transmissions, the present invention is particularly well suited for a splitter type transmission or a divider and range type transmission combined with an automatic changeover characteristic. range (see U.S. Patent No. 5,000,060, the disclosure of which is incorporated herein by reference), since these types of transmissions utilize a minimum number of leverage changes for a given number of forward relations. It is also noted that in the event of a complete or partial failure of the system 100, the transmission 10 will have a lax mode of operation, allowing the linking of two, three or five speeds forward of the relationship step. Although the present invention has been described with a certain degree of particularity, it is understood that the description of the preferred embodiment is by way of example only and that numerous changes in form and detail are possible without departing from the spirit and scope of the invention. , as claimed in the following.

Claims (60)

1. CLAIMS 1. A manually changed vehicle transmission system, comprising: a transmission section having an input shaft driven by means of a fuel-controlled engine, an output shaft, a plurality of linkable tensile ratios and disconnecting them from selectable manner, and a selectable neutral ratio, all of said mentioned traction and neutral ratios selected by selectively linked and detached jaw clutches, operatively positioned by a manually operated shift lever having a plurality of shift lever positions; means for detecting a transmission section neutral condition; means for determining a target forward gear ratio; and means for automatically controlling the fuel supply of the engine, said means being effective, upon neutral detection of the transmission section, to cause the motor to reach a synchronous speed to link said target gear ratio. The system of claim 1, wherein said transmission section comprises a main transmission section of a composite transmission. 3. The system of claim 1, further comprising means for detecting the engagement of said target gear ratio, said means for automatically controlling the fuel supply being effective to cause the fuel supply to the engine to be in accordance with the operator's demand to occur detected linkage of said objective relationship. The system of claim 1, wherein said jaw clutches are unsynchronized jaw clutches. The system of claim 1, wherein said motor is driven in a driven manner to said input shaft by a manually controllable friction clutch and further comprising means for detecting an untied condition of said friction clutch, said means for automatically controlling the effective fuel supply to cause the fuel supply to the engine to be in accordance with the demand of the operator when the detected non-linkage of said friction clutch occurs. The system of claim 3, wherein said motor is driven in a driven manner to said input shaft by a manually controllable friction clutch and further comprising means for detecting an untied condition of said friction clutch, said means for automatically controlling effective fuel feed to cause the fuel supply to the engine to be in accordance with the demand of the operator upon occurrence of detected friction clutch engagement. The system of claim 4, wherein said motor is driven in a driven manner to said input shaft by a manually controllable friction clutch and further comprising means for detecting an untied condition of said friction clutch, said means for automatically controlling effective fuel feed to cause the fuel supply to the engine to be in accordance with the demand of the operator upon occurrence of detected friction clutch engagement. The system of claim 1, further comprising means for detecting that said engine reaches a synchronous speed to link said target gear ratio and to cause the operator to be informed that the target gear ratio is engageable at substantially synchronous speeds. The system of claim 3, further comprising means for detecting that said engine reaches a synchronous speed to link said target gear ratio and to cause the operator to be informed that the target gear ratio is linkable at substantially synchronous speeds. 10. The system of claim 4, further comprising means for detecting that said motor achieves a synchronous speed to link said target engagement ratio and to cause the operator to be informed that the target engagement ratio is engageable at substantially synchronous speeds. The system of claim 5, further comprising means for detecting that said engine reaches a synchronous speed to link said target engagement ratio and to cause the operator to be informed that the target engagement relationship is engageable at substantially synchronous speeds. The system of claim 1, further comprising means for detecting conditions indicative of an attempt by the operator to change to neutral from the transmission section from a currently linked relationship, said means for automatically controlling the fuel supply being effective for causing the engine to be fueled to minimize torque on the currently attached jaw clutches in response to detecting said conditions indicative of an attempt by the operator to switch to neutral from the transmission section. The system of claim 3, further comprising means for detecting conditions indicative of an attempt on the part of the operator to change to neutral from the transmission section from a currently linked relationship, said means for automatically controlling the fuel supply being effective for causing the engine to be fueled to minimize torque on the currently attached jaw clutches in response to detecting said conditions indicative of an attempt by the operator to switch to neutral from the transmission section. The system of claim 4, further comprising means for detecting conditions indicative of an attempt by the operator to change to neutral from the transmission section from a currently linked relationship, said means for automatically controlling the fuel supply being effective for causing the engine to be fueled to minimize torque on the currently attached jaw clutches in response to detecting said conditions indicative of an attempt by the operator to switch to neutral from the transmission section. The system of claim 5, further comprising means for detecting conditions indicative of an attempt on the part of the operator to change to neutral of the transmission section from a currently linked relationship, said means for automatically controlling the fuel supply being effective for causing the engine to be fueled to minimize torque on the currently attached jaw clutches in response to detecting said conditions indicative of an attempt by the operator to switch to neutral from the transmission section. 16. The system of claim 8, further comprising means for detecting conditions indicative of an attempt on the part of the operator to switch to neutral of the transmission section from a currently linked relationship, said means for automatically controlling the fuel supply being effective to cause the engine is fueled to minimize torque on currently attached jaw clutches in response to detecting such conditions indicative of an operator's attempt to switch to neutral from the transmission section. The system of claim 1, further comprising a screen for indicating the current position of the shift lever and the position on the shift lever of the target gear ratio. The system of claim 3, further comprising a screen for indicating the current position of the shift lever and the position on the shift lever of the target gear ratio. The system of claim 4, further comprising a screen for indicating the current position of the shift lever and the position on the shift lever of the target gear ratio. The system of claim 5, further comprising a screen for indicating the current position of the shift lever and the position on the shift lever of the target gear ratio. The system of claim 8, further comprising a screen for indicating the current position of the shift lever and the position on the shift lever of the target gear ratio. The system of claim 12, further comprising a screen for indicating the current position of the shift lever and the position on the shift lever of the target gear ratio. The transmission system of claim 2, wherein said composite transmission is a splitter-type transmission and further comprising means for automatically initiating and completing all forward dynamic divider changes. The transmission system of claim 3, wherein said composite transmission is a splitter type transmission and further comprising means for automatically initiating and completing all forward dynamic divider changes. 25. The transmission system of claim 4, wherein said composite transmission is a splitter-type transmission and further comprising means for automatically initiating and completing all forward dynamic divider changes. 26. The transmission system of claim 5, wherein said composite transmission is a splitter type transmission and further comprising means for automatically initiating and completing all forward dynamic divider changes. The transmission system of claim 8, wherein said composite transmission is a splitter-type transmission and further comprising means for automatically initiating and completing all forward dynamic divider changes. 28. The transmission system of claim 12, wherein said composite transmission is a splitter-type transmission and further comprising means for automatically initiating and completing all forward dynamic divider changes. 29. The transmission system of claim 17, wherein said composite transmission is a splitter-type transmission and further comprising means for automatically initiating and completing all forward dynamic divider changes. The system of claim 1, further comprising sensors for providing input signals indicative of the speed of the input arrow and the speed of the output arrow, said means for detecting the neutral condition of the transmission section performing such determination as a function of said speed signals. 31. The system of claim 3, further comprising sensors for providing input signals indicative of the speed of the input arrow and the speed of the output arrow, said means for detecting the neutral condition of the transmission section making such determination as a function of said Speed signals. 32. The system of claim 4, further comprising sensors for providing input signals indicative of the speed of the input arrow and the speed of the output arrow, said means for detecting the neutral condition of the transmission section performing such determination as a function of said speed signals. The system of claim 5, further comprising sensors for providing input signals indicative of the speed of the input arrow and the speed of the output arrow, said means for detecting the neutral condition of the transmission section performing such determination as a function of said speed signals. 34. The system of claim 8, further comprising sensors for providing input signals indicative of the speed of the input arrow and the speed of the output arrow, said means for detecting the neutral condition of the transmission section performing such determination as a function of said speed signals. 35. The system of claim 12, further comprising sensors for providing input signals indicative of the speed of the input arrow and the speed of the output arrow, said means for detecting the neutral condition of the transmission section performing such determination as a function of said speed signals. 36. The system of claim 17, further comprising sensors for providing input signals indicative of the speed of the input arrow and the speed of the output arrow, said means for detecting the neutral condition of the transmission section performing such determination as a function of said speed signals. 37. The system of claim 23, further comprising sensors for providing input signals indicative of the speed of the input arrow and the speed of the output arrow, said means for detecting the neutral condition of the transmission section performing such determination as a function of said speed signals. 38. The system of claim 5, further comprising sensors for providing input signals indicative of the speed of the motor and the speed of the input shaft, said means for detecting an unlinked condition of said friction clutch performing such determination as a function of said speed signals. 39. The system of claim 12, wherein said transmission is a composite type transmission and further comprising means for initiating a change of the divider in response to the detection of said conditions indicative of an attempt by the operator to change to neutral of the transmission section. . 40. The system of claim 13, wherein said transmission is a composite type transmission and further comprising means for initiating a change of the splitter in response to the detection of said conditions indicative of an attempt by the operator to change to neutral of the transmission section. . 41. The system of claim 14, wherein said transmission is a composite type transmission and further comprising means for initiating a change of the splitter in response to the detection of said conditions indicative of an attempt by the operator to change to neutral of the transmission section. . 42. The system of claim 1, further comprising a screen for indicating at least one position between the current position of the shift lever and the position on the shift lever of the target gear ratio. 43. The system of claim 3, further comprising a screen for indicating at least one position between the current position of the shift lever and the position on the shift lever of the target gear ratio. 44. The system of claim 5, further comprising a screen to indicate at least one position between the current position of the shift lever and the position in the shift lever of the target gear ratio. 45. The system of claim 8, further comprising a screen for indicating at least one position between the current position of the shift lever and the position in the shift lever of the target gear ratio. 46. The system of claim 12, further comprising a screen for indicating at least one position between the current position of the shift lever and the position on the shift lever of the target gear ratio. 47. The system of claim 3, further comprising sensors for providing input signals indicative of the speeds of the input arrow and the output arrow, said means for detecting the binding of said target gear ratio by performing such determination as a function of said speed signals. 48. The system of claim 1, further comprising sensors for providing input signals indicative of the speeds of the input arrow and the output arrow, and means for detecting the binding of said tensile relationships as a function of said signals. of speed. 49. The control system of claim 1, wherein said motor includes a microprocessor-based motor controller mounted on said motor and having a memory, said means for detecting neutral of the transmission, determining a target gear ratio and automatically controlling the fuel supply comprising logical rules stored in said memory. 50. The control system of claim 1, wherein said motor includes a microprocessor-based motor controller having a memory, said means for determining a target gear ratio and for automatically controlling the fuel supply comprising logic rules stored in said motor. memory. 51. The control system of claim 5, wherein said motor includes a microprocessor-based motor controller having a memory, said means for determining a target gear ratio and for automatically controlling the fuel supply comprising logic rules stored in said motor. memory. 52. The control system of claim 6, wherein said motor includes a microprocessor-based motor controller having a memory, said means for determining a target gear ratio and for automatically controlling the fuel supply comprising logic rules stored in said motor. memory. 53. The control system of claim 8, wherein said motor includes a microprocessor-based motor controller having a memory, said means for determining a target gear ratio and for automatically controlling the fuel supply comprising logic rules stored in said motor. memory. 54. The control system of claim 9, wherein said motor includes a microprocessor-based motor controller having a memory, said means for determining a target gear ratio and for automatically controlling the fuel supply comprising logic rules stored therein. memory. 55. The control system of claim 12, wherein said motor includes a microprocessor-based motor controller having a memory, said means for determining a target gear ratio and for automatically controlling the fuel supply comprising logic rules stored in said motor. memory. 56. The control system of claim 13, wherein said motor includes a microprocessor-based motor controller having a memory, said means for determining a target gear ratio and for automatically controlling the fuel supply comprising logic rules stored in said motor. memory. 57. The control system of claim 15, wherein said motor includes a microprocessor-based motor controller having a memory, said means for determining a target gear ratio and for automatically controlling the fuel supply comprising logic rules stored therein. memory. 58. A microprocessor-based system controller for controlling a manually changed vehicular transmission system, comprising a transmission section having an input shaft driven by a fuel-controlled engine, an output shaft, a plurality of selectively tightened ratios linkable and detachable, and a selectable neutral, all said traction and neutral ratios selected by means of selectively linked and disengaged jaw clutches, operatively positioned by means of a manually operated shift lever having a plurality of shift lever positions, said system controller having a memory that stores effective logic rules: to determine a neutral condition of the transmission section; to determine a target forward gear ratio; to automatically control the fuel supply of the engine, including, when detecting neutral of the transmission section, to cause the engine to achieve a synchronous speed to link said target gear ratio; and to detect the linkage of said target gear ratio and to automatically cause the fuel supply to the engine to be in accordance with the operator's demand when detected linkage of said target gear ratio occurs. 59. The system controller of claim 50, wherein said motor is driven to said input shaft by means of a manually controllable friction clutch, said logic rules further comprising logic rules for detecting an unlinked condition of said friction clutch. , and to automatically make the supply of fuel to the engine in accordance with the demand of the operator when no friction clutch is detected. 60. A microprocessor based system controller for controlling a manually changed vehicular transmission system, comprising a transmission section having an input shaft driven through a friction clutch manually controllable by a fuel controlled engine, a exit arrow, a plurality of selectively linkable and unlinkable tensile ratios, and a selectable neutral, all said traction and neutral ratios selected by means of selectively linked and disengaged jaw clutches operatively positioned by means of a manually operated shift lever having a plurality of shift lever positions, said system controller having a memory that stores effective logic rules: to detect a neutral condition of the transmission section; to determine a target forward gear ratio; to automatically control the fuel supply of the engine, and effective, when detecting neutral of the transmission section, to cause the engine to reach a synchronous speed to link said target gear ratio; and to detect an unlinked condition of said friction clutch and to automatically make the supply of fuel to the engine in accordance with the demand of the operator upon occurrence of no detected engagement of said friction clutch.