MXPA98001018A - . t stop energy automatic transmission system - Google Patents

Abstract

The present invention relates to an automated mechanical transmission system type divider, which includes a mechanical transmission having a main section connected in series with a splitter-type auxiliary section, an electronic control unit for receiving input signals including signals indicative of the linked gear ratio, the vehicle speed and power shutdown conditions of the system, and to process them according to predetermined logic rules for issuing command output signals to system actuators including an actuator to cause automatic changes of said divider section, said system characterized in that: said controller includes effective logic when starting a power shutdown of the system to prevent automatic change of said divider section until at least one condition occurs whether either (a) the vehicle speed falls below a reference value or (b) a change towards neutral of the princip section

Description

STOP ENERGY OF AUTOMATED TRANSMISSION SYSTEM Background of the Invention Field of the Invention The present invention relates to a mechanical transmission system at least partially automated, vehicular, and to an energy stop control routine for the same. In particular, the present invention relates to a splitter-type mechanical transmission system, at least partially automated, having automatic splitter changes in at least certain main section relationships and an energy stop control routine for the same. 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. I-automatic mechanical transmission systems having only automatic changes of the divider are known in the prior art, as can be seen by reference to U.S. Patent No. 5,435,212, the disclosure of which is incorporated herein by reference. Composite range and divider type composite and divisor type vehicle transmissions that require manual changes of the divider are well known in the prior art, as can be seen by reference to United States Patents 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 power stop control routine for at least semi-automated mechanical transmissions is provided by having automatic changes of the splitter in at least some ratios. The above is achieved by providing a semi-automated mechanical transmission control system / method that is effective, when the vehicle operator causes an energy shutdown by turning the ignition control to an inactive position, to retain the divider section linked in the relationship then linked until the speed of the vehicle is below a reference value or the main section of the transmission is changed to neutral. The above power stop control will minimize the occurrence of an accidental divider section neutral condition when motor braking may be desirable.

Accordingly, it is an object of the present invention to provide a new and improved energy stop control system / method for an at least partially automated vehicular 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. Figure 4 is a table of valves for the control valve assembly used in the system. Figure 3. Figure 5 is a schematic illustration, similar to Figure 2, of the shift pattern and relationship steps for the transmission system of Figure 3. Figure 6 is a graphic representation of the decoupling confirmation logic. of 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 engaging engagement 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 auxiliary transmission section 14 includes, in its preferred embodiment, a plurality of substantially identical auxiliary countertop 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 fixed section countershaft gears 68, 70 and 62 for rotation therewith. 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 countershaft gears 70 and the splitter / range gear 76 define a second gear layer., and the auxiliary section countershaft gears 72 and the range gear 78 define a third layer or group of gears, of the auxiliary transmission section 14 type divider and range 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 "(2 + 1) x (2x2)" type transmission, providing new or ten selectable forward speeds, depending on the desirability and practicality of dividing the relationship. of low gear. 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 operator of the vehicle or the like, usually a button located on the knob of the shift lever, while the operation of the set of clutch range changes 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-switching devices of this general type 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, which uses the control system of the present invention, is illustrated in Figure 3. The partially automated system 92 is of the type that requires manual changes in gear ratios. lower (from the first to the eighth) and, after the initial manual selection of one of the two higher ratios, provides automatic changes-li in the higher gear ratios (ninth and tenth), as described in the aforementioned patents from the United States Nos. 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 clutch of divider 80. 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 to 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 that. acting on the smaller area face 120 will cause the shift fork 84 to move the splitter clutch 80 to link the gear 76 for the low splitter ratio, and when the pilot duct 110 is pressurized, the valve 112 will move against a bias to a position for pressurizing the control chamber 114, causing the piston 118 to move to the left to cause the splitter clutch 80 to engage the gear 74 for the high ratio of the divider.

Except for interposing the control valve assembly 94 in series between the pilot ducts 108 and 110, the components described above are structurally and functionally equivalent to the components used to change the manual shift transmission of Figures 1, AIA, 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 to issue command output signals 128 to various system actuators, such as fuel control of the motor 130 and a solenoid exciter and fault detecting unit 132. Controllers of this type can be seen by reference to U.S. Patent 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 arrow (IS) and the speed of the output arrow (OS), as well as sensors for detecting fuel supply failures at THL motor and SF solenoid, all of which provide input signals indicative of the above to controller 124. With 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 can 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 motor speed by the speed of the output shaft (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 standard pilot valve 112 / splitter driver 86 and operated in response to command output signals from controller 124. The assembly includes, in series, a first valve controlled by three-way solenoid, two positions 134 and a second valve controlled by three-way solenoid, two positions 136, and a solenoid exciter and fault sensing unit 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 (i.e., gear ratios 1-8), the solenoid driver is commanded 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 detied 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 to 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 gear ratios of the AUTO mode, 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 (REF, 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 (REF) 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 it is expected. A higher speed change occurs from the input gear When in the AUTO mode of operation, the manual control 104 is exceeded and, based on the speed of the vehicle, 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 will control the supply of fuel to the engine and the second valve controlled by solenoid-of-136 to implement it With the valve 134 actuated and the valve 136 in its normal or default position, the pilot duct 110 is discharged into the to gate 144 of valve 134, and pilot valve 112 will discharge control chamber 114 from 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 ou 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 the 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 132 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 binding is confirmed in a non-mode relationship CAR. 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 ordered to assume a rotation speed equal to a true synchronous speed (ES = OS * 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 dill 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 application of strangulation, while still providing a rapid confirmation of neutral in the negative direction (the direction in which it is confirmed neutral in most of the 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 * oop_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" on 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 preventing the false confirmation of neutral with transient velocity separations induced by large torsional oscillations. 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 relations to ahead. 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 can be seen by reference to Figure 3, an ignition switch operated by operator 170 is provided, allowing the vehicle operator to select vehicle operating conditions on or off. The ignition switch typically requires a key or code for its operation and provides a signal to the ECU. When the power supply is stopped, or power shutdown, if the manual reading of the splitter selector 104 does not match the existing condition of the splitter driver 86, a splitter change can be initiated unless the solenoid controlled valves 134 and / or 136 are maintained as such. If such a splitter change is allowed to start under certain energy shutdown conditions, the change may not be consummated, which may result in a neutral condition of the unintended and / or undesirable transmission. As an example, with an unlinked divider section, engine braking may not be used to retard the vehicle. In accordance with the present invention, illustrated schematically in Figure 7, when the ignition is turned off, or in other possible power-off conditions, if the vehicle's electrical system has sufficient power to energize the ECU and to energize the solenoids. and S2, the logic rules of the ECU will cause the solenoid driver 132 to maintain the SI and / or S2 solenoids in their current conditions until either (i) the vehicle speed becomes lower than a reference value (OS less than REF) and / or (ii) the main transmission section 12 is changed to neutral. Briefly, at less than about 10 to 15 miles per hour, engine braking is less critical and a neutral shift of the main section increases the probability of completing a change of divisor section and / or indicates that a condition of Neutral transmission is acceptable. 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 unidirection of change control 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. invention, as claimed hereinafter.

Claims (9)

1. CLAIMS 1. An automated mechanical type splitter transmission system, which includes a mechanical transmission having a main section connected in series with an auxiliary splitter type section, an electronic control unit for receiving input signals including signals indicative of the gear ratio linked, vehicle speed and power shutdown conditions of the system, and to process them according to predetermined logic rules for issuing command output signals to system actuators including an actuator to cause automatic changes of said divider section, said system characterized in that: said controller includes effective logic upon starting a power shutdown of the system to prevent the automatic change of said divider section until at least one condition occurs whether either (a) the vehicle speed falls below a value of reference or (b) a change towards neutral is detected of the main section.
2. 2. The system of claim 1, wherein said reference value is less than 15 miles per hour.
3. 3. The system of claim 1, wherein said reference value is less than 10 miles per hour. The system of claim 1, further comprising an ignition switch operated by the operator for manual selection of the power on and stopping conditions of the system. 5. A partially automated vehicular transmission system, comprising a composite transmission having a main section and a two-speed auxiliary section, an auxiliary section change actuator having first and second positions for linking first and second section relationships auxiliary, respectively, a controller for receiving input signals indicative of operating conditions of the system and for processing them according to logic rules for issuing command output signals to system actuators including an actuator of the control assembly, a first conduit having first and second states, a manually controlled selector for selectively causing said first conduit to have said first and second states, a second conduit having first and second states, said exchanger actuator responding to said second conduit being in said first condition for moving to said first po tion, thereof and responding to said second conduit being in said second state to move to said second position thereof, a control assembly interposed in series between said first and second conduits, said control assembly controlled by said actuator of the assembly of control and having a first condition for establishing communication between said first and second conduits, and a second condition for blocking communication between said first and second conduits and selectively causing said second conduit to have said first and second states independently of said manual selector, said controller including logical rules, effective upon the occurrence of power shutdown of the system, to cause said control set to not change from said second to said first condition unless at least one condition of (a) that the speed of the vehicle becomes less than a reference value and (b) is detected neutral from the main section The transmission system of claim 5, wherein said rules include rules for detecting the selection of a mode of auxiliary section changes and a mode of automatic changes of auxiliary section. 7. A partially automated vehicular transmission system, comprising a composite transmission having a main section, a two-speed auxiliary section, an auxiliary section change actuator having first and second positions for linking first and second section relationships auxiliary, respectively, a manually controlled selector that has first and second states, a controller for receiving input signals indicative of system operating conditions and for processing them according to logic rules, including logic rules for detecting a mode of manual changes of auxiliary section and a mode of automatic changes of auxiliary section, for issuing command output signals to system actuators including an actuator of the control assembly, a control assembly interposed in series between said selector and controlled by said actuator of the control assembly and having a first condition wherein said change actuator will assume said first position thereof in response to said selector being in said first state and said second position thereof in response to said selector being in said second state, and a second condition for causing said shift actuator to assume a selected position of said first and second positions, independently of the state of said selector, said controller including logical rules, effective upon the occurrence of energy shutdown of the system, to cause said actuator to not change from said second to said first condition unless there is at least one condition of (a) that the speed of the vehicle becomes smaller than a reference value and (b) it is detected neutral of the main section. The system of claim 7, wherein the selection of said mode of automatic changes of auxiliary section requires linking, untying or operation in one of the two higher relations of the transmission (ninth and tenth). 9. A semi-automatic mechanical transmission system, comprising a shift control system and a split-type composite vehicular transmission having a main section connected in series with an auxiliary section including splitter gear, said transmission having a plurality of groups of forward gear gear ratios, each of said groups (i) being manually selectable by an operator, (ii) corresponding to a particular ratio of the main section of the transmission, and (iii) including a plurality of gear ratios sequentially related divider, said transmission including actuator means allowing automatic changes of the divider between two gear ratios sequentially related within at least one of said groups, and said operable control system for ordering the actuator means to make automatic changes of the divider between related gear relations s sequentially within at least one of said groups when at least one of said groups is manually selected by the operator, said system characterized in that said control system includes effective logic rules upon the occurrence of power shutdown of the system to retain said divider section in its condition then linked until at least one condition of (a) occurs that the vehicle speed becomes smaller than a reference value and (b) is detected neutral from the main section.