MXPA97003172A - Semi-automatic implementation of change of attempt to change - Google Patents

Abstract

The present invention relates to a system of semi-automated implementation of changes for vehicles, comprising: a composite transmission, of manual changes, having a main section and a main section and a divider section, said transmission having an input arrow driven by a fuel-controlled motor, an output shaft and a plurality of selectably linkable and detachable jaw clutches that allow the selection of a plurality of tension and neutral drive ratios, said jaw clutches selectively positioned by means of a manually operated shift lever having a plurality of selectable shift lever positions that define a shift pattern; a manually operated shift intention switch, by which an operator can signal, independent of moving said shift lever, an intention to manually change the transmission; edios to detect the operation of said switch of intent to change and effective, upon detecting the operation of said interruption of intent to change, (1) to automatically cause said engine to be fueled to minimize the transfer of torsion between said arrow of input and said output arrow, and (2) to automatically start a change of divis

Description

SEMI-AUTOMATIC IMPLEMENTATION OF CHANGES OF ATTEMPT TO CHANGE 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, there is provided a splitter or combination type divider and range transmission with controls and actuators for forward lever changes with automatic splitter change and automatic motor control to cause breakages of torque for changes to neutral and / or to synchronize to link the target gear ratio. A controller is provided with means for detecting an attempt to change to neutral by the operator and responds to cause the engine to be fueled to minimize the twist lock and / or initiate a splitter change. An attempt to change manually operated switch may be used. 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 change implementation for compound mechanical transmissions where, when manual change to the upper grouping of gear ratios occurs, 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 control of semi-automatic change implementation for a multi-speed transmission system, preferably a composite transmission system, which retains 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 make 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 above is achieved by providing a control system / method for a transmission, preferably a mechanical split type transmission, having relatively simple and inexpensive controls, sensors and actuators, where the changes of the forward relation of the main section (i.e. , changes with the lever) are implemented manually without the requirement of manual selection of change of splitter or manipulation of master clutch and with automatic motor controls to break the torsion and / or synchronize the target gear ratio, and the dynamic changes forward Only the divisor for each main section relationship 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, an attempt to change sensor will be used to detect when an operator intends to change from a relationship currently linked to neutral and then towards the objective relationship to cause pre-selection of the required change of the divisor and / or to cause the engine is fueled to alleviate or minimize torsional lock conditions. The attempt to change sensor may comprise a button or switch operated by operator or may be a sensor that detects the movement of the shift lever or the shift knob. 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 combined 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 to and from, respectively, of the geometric center of the device and its designated parts. 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. Figures 1 and 1A illustrate a combined range and divider 10 composite transmission 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 main section countershaft gears 30, 32, 34, 36 and 38 fixed thereto. 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. 1A). 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. 1A), each comprising an auxiliary counter-shaft 62 supported by bearings 64 and 66 in housing 16 and carrying three gears of contraflecha of auxiliary section 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 United States Patents 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 right positions to engage either the gear 76 or the gear 74, respectively, with 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 similar) in 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 actuation and control will be described in more detail below. 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 synchronous 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 operated by 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 illustrated schematically in Figure 2. Divisions in the vertical direction at each gear lever position mean splitter shifts, while the movement in the horizontal direction of the paw 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 center and extreme right legs of the shift pattern, as illustrated in Figure 2. Range shift 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 (that is, 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%, since the square root of 1.78 is equal to around 1.33 and 1.78 raised to the second power (ie, 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, manipulation of the master clutch 104 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 throttle 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. A comparison of the motor speed and the speed of the input shaft can be used to determine the condition of the master clutch. 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 the movement of the gear 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 individually illuminable buttons or other display elements 126, 128, 130, 132, 134 and 136, representing each of 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, whose disclosures 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 the display unit 124. A separate system controller 146 may be provided, or the motor controller 112 communicating via 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 for a selectable and maintainable neutral. of the divisor section. Dynamic changes towards eidelante, 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 = OS * GRt + ERROR). The link 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 GRr) - 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 above logic allows binding and neutral transmission conditions to be determined based on the speeds of the input and output arrows, while minimizing the possibility of false readings caused by motor synchronization. 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 to 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 receiving the signal to attempt to change (ITS), the controller 146 will issue commands to relieve the torque lock by fuel manipulations and 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. 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 3/4 position lever button 130, illuminated, individually controlled buttons or the like can be provided for each ratio (i.e., a screen element controlled by separate for each of the two reverse speed ratios and ten forward gear ratios). When a change is consummated 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 changes in speed cause a change in the "best gear" during a sequence of changes, a new "best gear" will be indicated by a flashing button that 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 lower speed of the divider and fuel the motor 102 to cause a synchronous speed of the motor and of 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 (0S * GRAT), while the clutch member fixed to the gears is rotating at the speed of the output arrow by the ratio of the main section in the target gear ratio (IS * GRMr). 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 "t. 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. Preferably, when a lever change is not then appropriate, the attempt signal to change will not be considered for drive. 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 (34)

1. A semi-automated vehicle change implementation system, comprising: a transmission of manual changes having an input shaft driven by a fuel-controlled engine, an output shaft and a plurality of selectively linkable and detachable jaw clutches allowing selecting a plurality of tension and neutral ratios, said jaw clutches selectively positioned by a manually operated shift lever having a plurality of selectable positions of the shift lever that define a pattern of changes; I means to detect conditions indicative of an intention of the operator to change said transmission to neutral and effective, when detecting conditions indicative of the intention of the operator to change to neutral, to automatically cause said engine to be fueled to minimize the transfer of torsion between said input arrow and said output arrow. The system of claim 1, wherein said jaw clutches are unsynchronized jaw clutches. The system of claim 1, wherein said transmission is a composite splitter type transmission and said means are effective, upon detecting conditions indicative of an operator's intention to change to neutral, to automatically pre-select a splitter change. The system of claim 1, wherein said conditions comprise manipulation of the shift lever by the operator. The system of claim 1, further comprising an attempt to change switch, said conditions comprising operation of said switch. The system of claim 5, wherein said switch comprises a manually operated button, located on said shift lever. The system of claim 3, further comprising a manually operated switch, said conditions comprising the operation of said switch by the operator. The system of claim 7, wherein said switch comprises a button located on said shift lever. The system of claim 1, further comprising means for detecting neutral of the transmission and, upon neutralizing the transmission, terminating the fuel supply to the engine and minimizing the torsional transfer between said input arrow and said output shaft. . The system of claim 3, further comprising means for detecting neutral of the transmission and, upon neutralizing the transmission, terminating the supply of fuel to the engine and minimizing the transfer of torque between said input shaft and said output shaft. . The system of claim 5, further comprising means for detecting neutral of the transmission and, upon neutralizing the transmission, terminating the supply of fuel to the engine and minimizing the transfer of torque between said input arrow and said output arrow. . The system of claim 6, further comprising means for neutralizing the transmission and, upon neutralizing the transmission, terminating the fuel supply to the engine and minimizing torsional transfer between said input shaft and said output shaft. . 13. A semi-automated vehicle change implementation system, comprising: a manually changed transmission having an input shaft driven by a fuel-controlled engine, an output shaft and a plurality of selectively linkable and detachable jaw clutches. , allowing selection of a plurality of tension and neutral ratios, said jaw clutches selectively positioned by means of a manually operated shift lever and having a plurality of selectable positions of the shift lever defining a shift pattern; an effective motor controller to feed fuel to said motor according to command output signals; an attempt to change switch, operated by the operator, to provide an attempt signal to change indicative of the operator's intention to change to neutral; and a controller for receiving input signals including said attempt signals to change and for processing them in accordance with predetermined logic rules for issuing command output signals to system actuators, including said motor controller. The system of claim 13, wherein said logic rules include rules for causing said motor to be fueled to minimize the transfer of torque between said input and output arrows upon detecting the actuation of said intent switch by changing for part of the operator. The system of claim 13, wherein said jaw clutches are non-synchronized jaw clutches. 16. The system of claim 14, wherein said jaw clutches are unsynchronized jaw clutches. The system of claim 13, wherein said transmission is a composite splitter type transmission and said logic rules include rules for automatically selecting a splitter change upon detecting operation of said intent switch to be changed by said operator. The system of claim 14, wherein said transmission is a composite splitter type transmission and said logic rules include rules for automatically selecting a splitter change upon detecting operation of said intent switch to be changed by said operator. The system of claim 14, further comprising sensors for providing input signals indicative of the linked and neutral condition of said transmission; said logic rules including rules to determine if the transmission is in neutral and to cause the fuel supply to the engine to minimize the transfer of torque between said input and output arrows only if said transmission is not in neutral. The system of claim 16, further comprising sensors for providing input signals indicative of the linked and neutral condition of said transmission; said logic rules including rules to determine if the transmission is in neutral and to cause the fuel supply to the engine to minimize the transfer of torque between said input and output arrows only if said transmission is not in neutral. The system of claim 17, further comprising sensors for providing input signals indicative of the linked and neutral condition of said transmission; said logic rules including rules to determine if the transmission is in neutral and to cause the fuel supply to the engine to minimize the transfer of torque between said input and output arrows only if said transmission is not in neutral. 2

2. The system of claim 13, wherein said switch is a button resiliently polarized to a non-activated position and located in said shift lever. 2

3. The system of claim 14, wherein said switch is a button resiliently polarized to a non-activated position and located in said shift lever. The system of claim 16, wherein said switch is a resiliently polarized button to a non-activated position and located on said shift lever. The system of claim 17, wherein said switch is a button resiliently polarized to an unactuated position and located in said shift lever. 26. The system of claim 19, wherein said switch is a resiliently polarized button to a non-activated position and located on said shift lever. 27. The system of claim 13, wherein said motor is driven to said input shaft by a manually controlled friction clutch, further comprising sensors that provide input signals indicative of the conditions linked and disengaged from said friction clutch., and said logic rules include rules to determine the conditions linked and disconnected from said friction clutch and cause said motor to be fueled according to the demand of the operator when detecting detachment of said friction clutch. The system of claim 14, wherein said motor is driven to said input shaft by a manually controlled friction clutch, further comprising sensors that provide input signals indicative of the conditions linked and disengaged from said friction clutch, and said logic rules include rules to determine the conditions linked and disconnected from said friction clutch and cause said motor to be fueled according to the demand of the operator when detecting detachment of said friction clutch. 29. The system of claim 16, wherein said motor is driven to said input shaft by a manually controlled friction clutch, further comprising sensors that provide input signals indicative of the conditions linked and disengaged from said friction clutch, and said logic rules include rules to determine the conditions linked and disconnected from said friction clutch and cause said motor to be fueled according to the demand of the operator when detecting detachment of said friction clutch. The system of claim 17, wherein said motor is driven to said input shaft by a manually controlled friction clutch, further comprising sensors that provide input signals indicative of the conditions linked and disengaged from said friction clutch, and said logic rules include rules to determine the conditions linked and disconnected from said friction clutch and cause said motor to be fueled according to the demand of the operator when detecting detachment of said friction clutch. The system of claim 19, wherein said motor is driven to said input shaft by a manually controlled friction clutch, further comprising sensors that provide input signals indicative of the conditions linked and disengaged from said friction clutch, and said logic rules include rules to determine the conditions linked and disconnected from said friction clutch and cause said motor to be fueled according to the demand of the operator when detecting detachment of said friction clutch. 32. The system of claim 22, wherein said motor is driven to said input shaft by a manually controlled friction clutch, further comprising sensors that provide input signals indicative of the conditions linked and disengaged from said friction clutch, and said logic rules include rules to determine the conditions linked and disconnected from said friction clutch and cause said motor to be fueled according to the demand of the operator when detecting detachment of said friction clutch. The control system of claim 13, further comprising a microprocessor-based computer mounted on said engine and having a memory, said logic rules stored in said memory. 3

4. The control system of claim 14, further comprising a microprocessor-based computer mounted on said engine and having a memory, said logic rules stored in said memory.