MXPA98001016A - Confirmation of desvinculac - Google Patents

Abstract

The present invention relates to a method of verifying the disengagement of a known gear ratio (GR) in an at least partially automated mechanical transmission system comprising a mechanical transmission driven by a motor and a controller for receiving input signals, including signals indicative of the speed of rotation of the input shaft of the transmission (ES = IS) and of the speed of rotation of the output shaft of the transmission (OS), and to process them according to logical rules to issue signals of command output to system actuators, said method comprising: (a) detecting values indicative of the speed of rotation of the input shaft and the output shaft; and (b) declaring said relationship unlinked if, after a period of time, the quotient of the input shaft rotation speed divided by the output shaft rotation speed is and remains one of the greater of the ratio of gear plus a first reference and less than the gear ratio minus a second reference (IS / OS> GR * (1 + REF1) or IS / OS

Description

CONFIRMATION OF DISSOLUTION BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to a control logic for confirming the uncoupling of a gear ratio that disconnects in an automated mechanical transmission using speed-of-rotation signals from the input or motor shaft. and signals of rotation speed of the exit arrow. Description of the Prior Art Partially automated vehicle transmission systems that require manual changes in the lower ratios and having a control for automated changes in the higher ratios are known in the prior art, as it can by reference to the patents of the United States. United Nos. 4,722,248; 4,850,236; 5,038,627; 5,393,276; 5,393,277; and 5,498,195, the disclosures of which are incorporated herein by reference. Composite range and divider type composite and splitter type vehicle transmissions that require manual changes of the splitter are well known in the prior art, as can be seen by reference to the patents of the United States.

United 3,799,002; 4,754,665; 4,974,468; 5,000,060; 5,370,013 and 5,390,561, the disclosures of which are incorporated herein by reference. SUMMARY OF THE INVENTION In accordance with the present invention, a new and improved automated mechanical transmission control having improved logic is provided to confirm disengagement from a disconnected relationship. The above is achieved by providing control logic by which the confirmation of a disengaging gear ratio requires that the ratio of the speed of rotation of the motor or of the input arrow to the rotation speed of the output shaft remain shifted. of the gear ratio that disconnects in an amount that increases with time during the entire test period, around 100 to 200 milliseconds. Preferably, the amount will be increased as a staggered function related to the time of the control loop and, at its highest value, will be less than 20%, preferably less than 10%, of the transmission ratio steps. In a preferred embodiment, if the ratio of the speed of rotation of the motor or of the input arrow becomes close to the gear ratio that is disconnected that the amount shifted to an incremental value of the amount shifted, the test The unlinking will continue to the next lower incremental value for the displaced amount.

Accordingly, it is an object of the present invention to provide a new and improved control method / system for an automated mechanical transmission system. This and other objects and advantages of the present invention will be apparent from a reading of the following description of the preferred embodiment, taken in relation to the accompanying drawings. Brief Description of the Drawings Figures 1 and 1A are sectional views of a typical compound type splitter or combined divider and range type. Figure 2 is a schematic illustration of the pattern of manual changes and relationship steps for the transmission of Figures 1 and ÍA. Figure 3 is a schematic illustration of a partially automated vehicle mechanical transmission system having both manual and automatic changes of the divider and using the control of the present invention. Fig. 4 is a valve table for the control valve assembly used in the system of Fig. 3. Fig. 5 is a schematic illustration, similar to Fig. 2, of the shift pattern and ratio steps for the system of transmission of figure 3. Figure 6 is a graphic representation of the logic of confirmation of decoupling from the system of figure 3.

Figure 7 is a schematic illustration of the control logic of the present invention. Description of the Preferred Embodiment Form Figures 1, IA and 2 illustrate a typical composite mechanical transmission type divider and combined range 10 of the type advantageously used in relation to the control of the present invention. The transmission 10 comprises a transmission main section 12 connected in series with an auxiliary transmission section 14 having both range type and divider type gear. Typically, the transmission 10 is housed within a single multi-piece housing 16 and includes an input shaft 18 driven by a motor (such as a diesel engine) by a normally linked, selectively disengaged 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 as illustrated in the United States patents. US Nos. 3,105,395 and 3,335,616, the disclosures of which are hereby incorporated by reference, the input gear 20 simultaneously drives a plurality of substantially identical main section countershaft 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 countershaft gears 30, 32, 34, 36 and 38 the same. A plurality of main section or main shaft traction 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 means of clutch collars slides 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 gearing linkage with and is supported in a floating manner by the associated counter-gear groups, which mounting means and the special advantages resulting therefrom are explained with greater detail in the aforementioned US Patents Nos. 3,105,395 and 3,335,616. Typically, clutch collars 48 and 50 are axially positioned by means of shift yokes 52 and 54, respectively, associated with a shift bar housing assembly 56 of the type illustrated in US Pat. Nos. 4,920,815 and 5,000,060. The clutch collars 48 and 50, in the preferred embodiment, are of the well-known double-acting, non-synchronized jaw clutch type. The main shaft main shaft gear 44 is the reverse gear and is in continuous gear engagement with counter shaft 38 by means of conventional intermediate 57 intermediate gear (see FIG. IA). The main section countersink gear 32 is provided to energize power take-off devices and the like. The jaw clutches 48 and 50 are three-position clutches because they can be placed in an axially centered, non-displaced, unlinked position, as illustrated, or in a position totally linked to the right or totally bound to the left. The auxiliary transmission section 14 is connected in series with the main transmission section 12 and is of the combined, four-speed, three-layer divider / range type, as illustrated in the aforementioned U.S. Patent No. 4,754,665. The main arrow 46 extends towards the auxiliary section 14 and is muted at the inward end of the exit arrow 58, which extends from the rear end of the transmission. The transmission auxiliary 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 housing 16 and carrying three counterfricting gears of auxiliary section 68, 70 and 62 fixed for rotation with it. The auxiliary section countershaft gears 68 are constantly engaged with and support the auxiliary section divider gear 74. The auxiliary section countershaft gears 70 are constantly engaged with and support the auxiliary section divider / range gear 76, which surrounds the exit arrow 58 at its end adjacent the coaxial inner end of the main arrow 46. The auxiliary section counterfreeze gears 72 constantly mesh with and support the auxiliary section range gear 78, which surrounds the exit arrow 58. In As a result, the auxiliary section countershaft gears 68 and the splitter gear 74 define a first gear layer, the auxiliary section counter-gear gears 70 and the splitter / range gear 76 define a second gear layer, and the gears of auxiliary section counter-shaft 72 and range 78 gear define a third layer or group of gears, of the auxiliary section of tr ansmisión 14 divider type and rank combined. A two-position sliding jaw clutch collar 80 is used to selectively couple either the indexing gear 74 or the index / range gear 76 to the main shaft 46, while a two-position synchronized clutch assembly 82 is used. for selectively coupling the splitter / range gear 76 or the range 78 gear to the output shaft 58. The splitter jaw clutch 80 is a two-position clutch assembly that can be selectively positioned in the extreme right or left positions end to engage either the gear 76 or the gear 74, respectively, with the main arrow 46. 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 normally 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 range clutch assembly 82 is also a two-position clutch that can be selectively positioned at its extreme right or left extreme positions to selectively engage 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 are described in greater detail in the aforementioned U.S. Patent No. 4,974,468. As will be seen by reference to Figs. 1-2, by axially selectively placing 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 arrow can be provided in relation to of the exit arrow. Accordingly, the auxiliary transmission section 14 is a three layer auxiliary section of the combined range and divider type providing four selectable velocities or tensile 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, main section forward gear ratios, the low speed gear ratios associated with the main shaft gear 42, is not used in the high range. In this way, the transmission 10 is appropriately designated as a transmission type "(2 + 1) x (2x2)", providing new or ten selectable forward speeds, depending on the desirability and practicality of splitting the low gear ratio. Although the clutch 82 (the range clutch) must be a synchronized clutch, the dual-action clutch collar 80 (the splitter clutch) does not need to be synchronized. The pattern of changes to manually change the transmission 10 is illustrated schematically in Figure 2. Divisions in the vertical direction at each position of the shift lever signify divisor 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, manual changes of the divider are achieved in the usual manner by means of an actuator divider button by the vehicle operator or the like, usually a button located on the knob of the shift lever, while the Operation of the shift clutch range assembly 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 type They are known in the prior art and can be seen by reference to US Pat. Nos. 3,429,202.; 4,455,883; 4, 561, 325 and 4, 663, 725, the disclosures of which are incorporated herein by reference. Manually operated splitter and range shift actuators are known in the prior art and can be seen by reference to U.S. Patent Nos. 5,193,410; 5,199,314; and 5,329,826, the disclosures of which are incorporated herein by reference. A partially automated vehicle mechanical transmission system 92, utilizing the control system of the present invention, is illustrated in Figure 3. The partially automated system 92 is of the type requiring manual changes in the lower gear ratios (from the first to the eighth) and, after the initial manual selection of one of the two higher ratios, provides automatic changes in the higher gear ratios (ninth and tenth), as described in the aforementioned patents of the United States. 4,722,248; 4,850,236; 5,038,027; and 5,393,276. The pattern of changes for the partially automated operation of the system 92 is illustrated schematically in Figure 5. The system includes a divider control valve assembly 94 and a motor (such as a diesel engine 96) that drives the input shaft 18 of the transmission 10 through a friction master clutch 98. The transmission 10 includes a shift lever 100 having a shift knob 102, which is associated with the shift bar housing 56 for manually changing the main section 12 and the range clutch 82 of the auxiliary section 14. A manually operated divider valve 104, having a selector lever or button 106, is provided, usually in or integral with the shift knob, to manually change the divider clutch 80. The divider valve 104 is a manually operated three-way valve, two positions, effective to selectively connect a first pilot conduit 108 to discharge (" Ex ") or pilot pressure, respectively, to manually select the divider ratio either high or low. The pilot pressure can be equal to the supply pressure ("S") or a lower value. In a typical on-board pneumatic system, the supply is filtered air, regulated at around 60 to 80 psi. The first pilot conduit 108 can fluidly communicate with a second pilot conduit 110 in series through the control valve assembly 94 of the present invention. The second pilot conduit 110 is effective to act on a three-way pilot valve, two positions 112, which is effective to normally vent or selectively pressurize a control chamber 114 of the piston / cylinder actuator assembly of the divider 86. The chamber 114 is exposed to the large area face 116 of a differential area piston 118 having a face of smaller area 120 constantly exposed to the supply pressure in the polarization chamber 122. As is known, a spring can be used in place of or in combination with the piston face of smaller area 120 to polarize the piston 118 to the right, as seen in figure 3. As can be seen, when the pilot conduit 110 is discharged, the pilot valve 112 will connect the control chamber 114. with the discharge, and the supply pressure acting on the smaller area face 120 will cause the shift fork 84 to move the splitter clutch 80 to engage the gear 76 for the low divider ratio, and when the pilot conduit 110 is pressurized, the valve 112 will move against a bias to a position to pressurize the control chamber 114, causing the piston 118 to move to the left to cause the clutch of splitter 80 link gear 74 for the high ratio of the splitter. Except for interposing the control valve assembly 94 in series between the pilot conduits 108 and 110, the components described above are structurally and functionally equivalent to the components used to change the transmission of manual changes of the figures 1, IA and 2. To provide the partially automated operation of the system 92, a controller 124, preferably a microprocessor-based controller, is provided to receive input signals 126 and to process them according to predetermined logic rules for issuing output signals. of command 128 to various system actuators, such as the fuel control of the engine 130 and a solenoid exciter and fault detection unit 132. Controllers of this type can be seen by reference to US Pat. Nos. 4,361,060 and 4,595,986, the disclosures of which are incorporated herein by reference. The program for the controller 124 is stored in a computer-usable medium, such as a floppy disk, a hard disk, a CD-ROM drive, a tape or other internal or external storage medium. The program for the controller 124 is stored in a computer-usable medium, such as a floppy disk, a hard disk, a CD-ROM drive, a tape or other internal or external storage medium. Sensors may be provided to detect the engine speed (ES) and / or the speed of the input shaft (IS) and the speed of the output shaft (OS), as well as sensors to detect fuel supply faults to the THL motor. and the SF solenoid, all of which provide input signals indicative of the above to the controller 124. With the clutch 98 engaged, the speed of the input arrow can be assumed to be equal to the motor speed. As is known, the motor 96 can have an interconstructed controller 96A and / or can communicate with the controller 124 via an electronic data link of the type that complies with the protocols SAE J-1922, SAE J-1939, ISO 11898, or the like . All or a portion of the controller 124 may be defined by equipment and / or software associated with the motor controller 96A. A sensor can be provided to provide a signal (GR) indicative of the linked gear ratio or the gear ratio can be calculated and confirmed by dividing the speed of the input shaft or the speed of the motor by the velocity of the Output arrow (GR = ((IS or ES) / OS) ± error?). The control valve assembly 94 of the present invention is interposed in series between the manual splitter change selection valve, standard 104 and the standard pilot valve 112 / divider drive 86 and is operated in response to command output signals of the controller 124. The assembly includes, in series, a first valve controlled by a three-way solenoid, two positions 134 and a second valve controlled by a three-way solenoid, two positions 136, and a solenoid exciter and sensing unit. failure 132 that operates in response to controller command output signals. The valve 134 has an inlet 138 connected to the pilot conduit 108 and two outlets 140 (connected to an inlet 142 of the valve 136) and 144 (connected to the discharge). The valve 134 has a first normal or default position where the inlet 138 is connected to the outlet 140, and thus to the inlet 142 of the valve 136, while the outlet 144 of the valve 134 is blocked. The valve 134 has a second position or actuated position upon energizing the first solenoid S # l, where the outlet 140 is connected to the discharge at the outlet 144 and the inlet 138 is blocked. Valve 136 has two inlets 142 (connected to outlet 140 of valve 134) and 146 (connected to the pressurized fluid source) and an outlet 148 connected to second pilot conduit 110 controlling pilot valve 112. Valve 136 has a first normal or default position where the input 142 is connected to the output 148 and the input 146 of the source pressure is blocked, and a second position is actuated by energizing the second solenoid S # 2 where the input 14 is blocked and the Source pressure at the inlet 146 communicates with the outlet 148 and the pilot duct 110. The table of valves for operation of the solenoid operated valves is set forth in Figure 4. The controller 124 detects a manual operation mode of the divider by detecting a condition of the change bar GR other than AUTO (see figure 5). In this mode (ie, the gear ratios 1-8), the solenoid driver is ordered to de-energize both solenoids, and valves 134 and 136 will assume their default positions. The pilot conduit 108 will communicate with the pilot conduit 110 through the valves 134 and 136, and the actuator 86 will be under manual control of the selector valve 104. AUTO mode or AUTO mode conditions can be detected by the position sensors or processing the ES and OS signals according to predetermined logical rules. Upon detecting a manual change to the AUTO position, the controller will cause the solenoid driver 132 to energize the first solenoid S # l to create an automatic only divider situation, as the valve 134 moves to its second position, where the pilot conduit 108 controlled by the manual selector valve 104 is blocked at the inlet 138 and, thus, the series connection through the gate 140 ci the pilot valve 112 is blocked. With the valve 134 in its second position or actuated position, the manual selector 134 is ineffective for controlling the pilot valve 112 or the divider actuator 86. In the current example, the ninth and tenth speeds are the mode gear ratios. AUTO, while the eighth speed is the "input gear ratio". A change or attempt to change to AUTO mode is confirmed when: (1) the gear ratio is the input gear ratio, and (2) the vehicle speed exceeds a first reference value (REFX), followed by (3) ) a change to neutral; or (1) the vehicle speed exceeds the first reference value, and (2) the gear ratio is one of the AUTO mode relations. The first reference value (REFX) is a speed of the output arrow at which a manual change is expected at higher speed from the input gear, usually around the minimum speed of the output arrow at which Expect a change at higher speed to occur from the input gear. When in the AUTO mode of operation, the manual control 104 is exceeded and, based on the vehicle speed, as indicated by the speed of the output arrow OS and / or the other parameters detected, the control 124 will automatically determine if an automatic change is required at a higher speed of ninth to tenth or an automatic change at a lower speed of tenth to ninth, and it will control the fuel supply to the engine and the second solenoid-controlled valve 136 to implement it. With the valve 134 actuated and the valve 136 in its normal or default position, the pilot conduit 110 is discharged in the gate 144 of the valve 134, and the pilot valve 112 will discharge the control chamber 114 of the piston / cylinder assembly 86. , causing the piston to urge the splitter clutch in the direction of the low divider ratio. With the second valve controlled by solenoid 136 driven, the pilot conduit 110 is connected to the source pressure through the inlet 146 and the outlet 148 of the valve 136, regardless of the position of the valve 134, and the pilot valve 112 will cause the control chamber 114 to be pressurized, causing the piston 118 to urge the splitter clutch in the direction of the high divider ratio. The valve 134 can be deactivated provided the valve 136 is energized to reduce the generation of heat. In addition to causing the splitter clutch to be properly positioned in the AUTO mode, the controller 124 will also cause the motor to be fueled appropriately to de-link the existing and synchronized splitter relationship to link the target ratio of the splitter. When detecting a change at higher speed from octave to ninth to AUTO mode, the motor will be synchronized for the required linkage of the main and divider clutch. In the current example, continuing the operation in the AUTO mode is confirmed when either: (1) the gear ratio confirmed is an AUTO mode ratio (ie ninth or tenth), and (2) the vehicle speed exceeds. the first reference value (OS * GRENTRy greater than or equal to the rpm value of manual gearbox at higher speed expected from the input gear); or a change in the AUTO mode (ninth to tenth, tenth to ninth) is in progress. Upon detecting that a change of the AUTO mode has occurred, the controller 124 will cause the solenoid driver 1.32 to deactivate both solenoids to return control of the splitter to the operator. In the current example, a condition not AUTO mode is confirmed when either: (1) a change in AUTO mode is not in progress, and (2) the speed of the vehicle is less than a second reference value (REF2), followed by (3) a change to neutral; or (1) an AUTO change is in progress, and (2) after a given period of time, the link in a AUTO mode relationship can not be confirmed; or the link is confirmed in a relation not in the AUTO mode. The first example, immediately preceding, involves a change at a lower speed outside the AUTO mode, while the second example involves an apparent change of the operator to neutral from the main section during a change event of the AUTO mode.

By causing synchronous conditions for linking a target gear ratio, the motor is commanded to assume a rotation speed equal to a true synchronous speed (ES = 0S * GRt) plus or minus a displaced value X equal to about 30 to 50 rpm . Consequently, the motor is ordered alternately at a speed (ES = (OS + X) * GRT), and then at a speed (ES = (OS - X) * GRT). To confirm linkage / non-linkage, the ES / OS value is compared over a period of time to know gear ratios more or less a given percentage Y (such as 0.5 to 1.5%). In this way, as an example, over a period of time, if ES / OS = GR * (1 ± Y%), then a confirmation of the GR binding is true. The displaced value X and the percentage error Y are selected so that at ES = (OS + X) * GRT, or at ES = (OS - X) * GRT, ES / OS will not be equal to GR * (1 ± Y% ). The foregoing, as discussed in the pending United States patent application Serial No. 08 / 649,829, allows the use of speed signals to confirm linked and neutral conditions without false readings due to engine timing. To confirm disengagement (from the input gear ratio or from one of the AUTO mode ratios), the ES / OS ratio is compared to the numerical value of the disconnected gear, plus or minus a gear error value that disconnects , which may exceed the magnitude of the gear error value used to confirm the linkage. For example, the mesh error value that you unlink can be equal to 1.5%, while the mesh error value that you link can be equal to 1%. Additionally, the gear error value used to confirm disengagement can be set larger on the positive side of gear synchronization that disconnects than on the negative side to minimize false indications of neutral. Speed separations while geared exists tend to be superior on the positive side of synchronicity due to higher traction torque (the motor that drives the vehicle tends to produce a greater positive torque magnitude than the negative torque produced when it runs downhill free with the vehicle driving the engine). Providing a greater signal Pos_Disengage_Gear_Error and a smaller signal Neg_Disengage_Gear_ Error allows protection against false indications of neutral on the positive side caused by an aggressive throttling application, while still providing a rapid confirmation of neutral in the negative direction (the direction in which it is confirmed neutral in most changes). In the preferred embodiment, the calculated gear ratio, ES / OS, is compared to a window that expands on error values and will be confirmed as unlinked only if it continues to be outside the window. In the current example (see figure 6), the calculated gear ratio must fall outside a range of: [Linked GR * (1- (40 * Counter * Loop_Time * Neg_Disengage_Gear_Error))] to [Linked GR * (1+ ( 40 * Counter * Loop_Time * Pos_Disengage_Gear_Error))] where the Counter value is incremented by one each time it is true and reduced each time it is not true (minimizing by a value of 1). Unlinking is confirmed when the Counter value reaches or exceeds a value equal to (Synch_ Disengage_Time / Loop_Time). In the preferred embodiment, the values of Neg_Disengage_Gear_Error = 1%, Pos_Disengage_Gear_ Error = 1.5%, and the maximum value of (40 * Counter * Loop_Time) = 6. The advantage of this "expanding window" over a fixed error band (prior art) is which allows the decoupling confirmation to begin sooner (using the relatively small initial error window) while simultaneously providing better protection against false confirmations of neutral (using the fully expanded, relatively large window, before confirming). If the calculated gear ratios fall back into the window during the decoupling confirmation process, the window will be reduced to the next smallest value (or to the smallest window) and when the gear ratio calculated outside the window drops, the decoupling process will continue. The advantage gained with this "shrinking window" over immediately resetting to the smallest error window is that it maintains a rapid confirmation of true unlinking even if a data point falls within the limits of expanding error, while prevents false confirmation of neutral with transient velocity separations induced by large torsional oscillations. This logic is illustrated schematically, in flowchart format, in Figure 7. In certain embodiments, Neg_Disengage_Gear_Error and Pos_Disengage_Gear_Error can be defined as an array of values that can vary with the Counter value rather than being direct multiples thereof. In order to achieve a reduced torsional condition, by enabling the disassociation of the then-attached splitter clutch, the fuel supply to the engine is controlled to oscillate above and below the zero torsion in the calculated or estimated line of traction. If an electronically controlled motor is used, the motor can be controlled in torsion control mode, as provided in SAE J-1922, J-1939 and similar protocols. If the arrow speeds indicate that the splitter clutch is disengaging, the torque required in the traction line will be left to oscillate at or remain at a negative value as long as decoupling is confirmed by the calculated gear ratio, ES / OS, remaining outside the expanding window illustrated in figure 6. It is preferred to control the engine to a negative torsion (ie, a downward running torque), as the engine is less likely to tremble and a greater change is provided. quality. When a power failure occurs, solenoid controlled valves will return to their open positions, connecting conduits 108 and 110 in fluid communication, and allowing manual selection of the ten forward relations. Upon detection of the solenoid driver conditions indicative of a fault in one or both solenoids, the controller will cause both solenoids to be de-energized again, causing both valves 134 and 136 to assume their open positions, and allowing manual selection of the ten forward relationships. The control valve assembly 94, in this manner, provides a control that allows both manual and automatic divider shifts, provides a favorable failure mode and as a module requires only four additional fluid connections (from duct 108 to the gate) 138, from conduit 110 to gate 148, from source S to gate 146 and from discharge Ex to gate 144) to the manual divider control normally used. As used herein, the "main section" relationship positions will include positions 1/2, 2/3, 3/4, 5/6, 7/8 and 9/10 (A), and the range is considered a portion of the main section changed manually. Accordingly, it can be seen that an improved composite transmission and an improved change control unit have been provided. Although the present invention has been described with a certain degree of particularity, it will be 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 hereinafter.

Claims (7)

1. CLAIMS 1. A method for verifying the uncoupling of a known gear ratio in a mechanical transmission system at least partially automated comprising a mechanical transmission driven by a motor and a controller to receive input signals, including signals indicative of the rotation speed of the input arrow of the transmission and the rotation speed of the output arrow of the transmission, and to process them according to logic rules for issuing command output signals to system actuators, said method comprising: detect values indicative of the rotation speed of the input arrow and the output arrow; declare said unlinked relationship if, after a period of time, the quotient of the rotation speed of the input arrow divided by the rotation speed of the output arrow is and remains one of the greater of the. gear ratio plus a first reference and less than the gear ratio minus a second reference, said first and second reference values increasing in value during said period from an initial value to a higher final value.
2. 2. The method of claim 1, wherein said first and second reference values are incremented in steps. The method of claim 2, wherein said step sizes are a function of the control loop time. The method of claim 1, wherein if said quotient is not one greater than the gear ratio plus a first reference and less than the gear ratio minus a second reference, when said reference values are greater than their initial values , reduce the values of said references to an immediately lower value and continue the comparison process. The method of claims 1, 2, 3 or 4, wherein the relationship steps of said transmission are at least five times greater than said final values of said first and second reference values. The method of claims 1, 2, 3 or 4, wherein said first reference is greater than said second reference. A method for causing disengagement from a known gear ratio in an at least partially automated mechanical transmission system having a control mode for limiting the torque supplied to the input shaft of the transmission, comprising a mechanical transmission having an input shaft driven by a motor and a controller to receive input signals, including signals indicative of the speed of rotation of the input shaft of the transmission and the speed of rotation of the output shaft of the transmission, and for processing them according to logic rules for issuing command output signals to system actuators, said method comprising: detecting values indicative of the rotational speed of the input arrow and the output arrow; determining a value of the total torque of the motor required to provide zero torsion to said input arrow; upon the occurrence of a requirement to de-link said engagement relationship, cause said engine to provide in a repeated sequence an engine torque greater than, and then less than, said value of the total torque of the engine; and if the quotient of the rotation speed of the input arrow divided by the rotation speed of the output arrow is and remains one of greater than the engagement ratio plus a first reference and less than the engagement ratio minus a second reference, causing said motor to provide an engine torque less than said value of the total torque of the engine until the disengagement of said gear ratio is verified.