NL9300350A - ELECTRO-MECHANICAL AUTOMATIC TRANSMISSION. - Google Patents

Description

Short designation: Electro-mechanical automatic transmission.

The present invention relates to an electro-mechanical automatic transmission system for vehicles with a throttle control ctm, a drive shaft operatively connected to ground coupled drive wheels, a mechanical transmission with a number of forward and rearward tanc wheel ratio combinations selectively between a gear input shaft and gear output shaft, which gear input shaft is operatively connected to the motor and which gear output shaft is connected to the drive shaft to operatively connect the motor to the drive shaft, a coupling unit between the motor and a gear synchronizing device effective for synchronizing the speed of the transmission elements with that of the drive shaft prior to coupling therewith.

Furthermore, the invention relates to a transmission control system for controlling a transmission of a motor vehicle with an engine, throttle means for controlling the engine and a clutch operatively connected between the engine and the transmission, which transmission is an input shaft, a syr. Chronic brake braking device operatively connected to the input shaft, an output shaft, a synchronizing gear device operatively connected to the output shaft, and a number of forward and backward wheel-to-wheel ratio combinations selectively coupled between the input shaft and the output shaft.

In particular, the invention relates to such a system, where gear selection and shifting decisions were made and executed based on measured parameters, such as vehicle and engine speed, vehicle and engine speed change, etc.

The driver of a modern trailer truck or lorry must be properly trained and have an essential level of training in order to drive such a vehicle. The driver's actions, which are likely to require the most training, are the choice of gears and clutch operation to ensure that the vehicle is driven efficiently, economically and safely. For example, the driver should be able to accurately correlate the gear position with clutch clutch in order to slowly start the vehicle. If the clutch is coupled slowly, while the engine speed is excessive, it will result in rapid wear of the clutch plates. When the clutch is abruptly coupled under the same conditions, the truck will hit and hit when it starts moving. Early clutch repair or damaged cargo may be the result of such operation.

Clutching the clutch with insufficient engine speed can also be disadvantageous. At low revolutions, the engine may not develop enough power to set the vehicle in motion and clutch clutch under these conditions will stall the engine. If this occurs on a slope, the vehicle will be in a vulnerable situation prone to accidents.

Driving large trucks, which are heavy duty with gears that do not have gear synchronizers, requires skill in order to synchronize the speed of the next selected gear with the elements where it interlock. Usually this is accomplished by double clutch, ie the driver disengages the clutch and shifts the transmission into neutral; then it re-engages dl clutch and attempts to use the engine speed to drive in the next selected gear in synchronism with the element to be coupled with (jgge, then disengages at the clutch, shifts the transmission into the selected gear and re-engages the It is clear that this procedure requires a high level of workmanship from the driver, while accelerated wear of the clutch mechanism occurs due to additional coupling and uncoupling.

The foregoing relates to driving a truck or lorry knife trailer in the most narrow sense. There are many other control criteria and parameters that are either desirable from an economic standpoint or necessary from a regulatory standpoint. For example, although skilled drivers may very well be able to coordinate shifting with clutch and other control functions, it cannot generally be claimed that under such human control all gear choices and shift points are optimized in terms of minimum fuel consumption. . Nor can it be argued that such operation results in the generation of a minimum amount of noise, or that the vehicle would always drive in gear, which provides optimum operation from the overall vehicle load / operation / speed position.

What is clearly desired is a system that monitors engine and vehicle speed and acceleration, selects a proper gear ratio, synchronizes the engagement of transmission elements, and controls clutch coupling in accordance with a repeatable and total logic program. The logic program takes the place of spontaneous human judgment with repeatably accurate response to all operating conditions to which the vehicle is subjected.

Such prior art systems are represented by fully mechanical, automatic transmissions using torque converters, epicyloid transmission trains and hydraulic pumps. These transmissions have gained a step in acceptance for automobiles and light trucks. They represent a high degree of intelligence for their response to changes in vehicle speed, engine speed and driver instructions. A goal which has been generally achieved is an efficiency equal to an equivalent manual transmission. In operation, this lower efficiency manifests as a lower fire consumption in a vehicle equipped with an automatic transmission m relation to a comparable vehicle equipped with a manual transmission. In passenger cars where discomfort is to be considered as the main aspect, a consumption level of automatic transmission of 5 to 10% is tolerated.

Automatic transmissions of the type used in passenger cars have never been particularly successful when suitable for use in large trucks. Firstly, the nominal 5-10% fuel consumption of an automansune uverui eugiug is of economic weight for a truck manufacturer or user as the drawback of additional fuel consumption tends to be even greater with a large truck transmission.

Since the truck travels 50 * 00 to 75-000 x 1.6 per year, the actual fuel cost increase when using an automatic truck transmission is much greater.

However, extra fuel consumption is not the main drawback encountered when adapting the transmission type used in smaller vehicles to large trucks, due to the serious and continuous service that trucks require after so-called "upscaling", ie simply proportional enlargement of all parts to support increased torque as well as power has not been found to be satisfactory because of the greatly increased frictional heating, vibration and shock loading encountered with such transmission components. State-of-the-art fully automated transmissions included in the handling of power required to propel a large trailer truck also had non-practical dimensions. If such a transmission were to be housed in a truck rather than a mechanical transmission, it would require a completely new design of the truck's frame, the gear train and probably the cab.

The invention aims to overcome the above drawbacks and provides for this purpose an electro-mechanical automatic transmission system which is characterized in that the transmission system further comprises: an electronic information processing unit with means for receiving and generating a number of input and output signals from a plurality of input and output signal generating and receiving means, which include input signal micelles: means associated with the throttle link effective to provide an electrise input signal indicating the position of the throttle, means connected to the engine effective to provide an electriseh input signal indicating the speed of the motor means connected to the transmission input shaft effective to provide an eleotrison m-Λ λ. η n (- f \ gait signal indicating the speed of the shaft, means associated with the transmission effective for indicating when the transmission is in neutral position and which output signal reception means include: means for an electronic signal effective to cutting off the fuel supply to the engine regardless of throttle position, an electrical signal effective to couple and disengage the clutch, an electrical signal effective to energize the synchronizer, and an electrical signal effective to power the transmission for effecting coupling of one of the gear combinations, the processing unit comprising a memory track for storing certain input signals, means for processing stored and valid input signals in accordance with a program for providing a predetermined scan wheel ratio for a given combination of prevailing and stored input signals and for generating the output signals, the vehicle transmission system operating in accordance with the program.

The invention further provides for the elimination of the above-mentioned drawbacks in a transmission control system, characterized in that the transmission control system comprises a number of means for providing input signals, memory parts for storing certain input signals, means for processing the input signals. stored and valid input signals in accordance with a program for selecting the predetermined gear ratio and generating a plurality of output signals from a given combination of valid and stored input signals, and means for receiving the output signals at which the input signals are signal-providing means include: means associated with the throttle valve means for providing an input signal indicating the position of the throttle means, means for providing an input signal characteristic of the engine speed, means for providing of an entrance typical for the speed of the transmission input shaft, means for providing an input signal typically for the speed of the transmission output shaft, and uj. j va s »--1 —.---- - · parts for cutting off the fuel supply to the engine regardless of the position of the throttle, means for coupling and uncoupling the coupling, means for energizing the synchronizers braking means, means for energizing the synchronizer-accelerating device and means for energizing the transmission for effecting the clutch of one of the gear combinations.

The invention thus relates, inter alia, to an automatic transmission system with automatic gear selection, gear synchronization and clutch coupling which is suitable for use in trucks. Rather than using a fully mechanical device in accordance with the prior art, the invention uses a conventional manual transmission, electric and pneumatic powered, and an electronic analog and digital control system which monitors the engine speed as well as the rate of change engine speed, vehicle speed, vehicle speed change rate, and gas tip position, and the control system instructs the actuators to shift up and down, synchronize the transmission elements, and clutch or disengage the clutch. The electronic control system is basically a grouping of programmed logic devices that base their decision on the input signals they receive and the logic program steps for changing the operation of the transmission. The logic program represents a codification of operational rules that represent themselves through compromises and design choices made after exhaustive experiments, computer guided simulation and empirical data. These compromises and design choices will be fully explained below.

The system includes components that collect information from the vehicle and the driver for use by the electronic control system. A selector switch allows the driver to select either the automatic operating focus, with the transmission being fully controlled by the electronic control or manual mode, with the upshift and downshifts (but not the clutch torque per se) being instructed by a driver . This selector switch also includes a neutral and reverse gear mode. The position of a throttle or the accelerator pedal is also continuously monitored by the electronic control.

Electronic tachometer type sensors continuously monitor car speed, input speed and output speed. Signals from these scanners are used by electrical control to not only evaluate the current status of this system, but are also used to calculate the status of the transmission when an upshift or downshift has been performed. They are further used to control and confirm synchronisms between the gears that are about to be pinched.

The electronic control system generates a signal which upshifts or downshifts the transmission. Another output signal controls coupling or uncoupling of the coupling in a controlled manner. Another output signal controls the synchronizer bed borers which synchronize the speed of the transmission elements about to be coupled. Yet another output signal controls the fuel flow to the engine and shuts it down to reduce the engine speed when desired, regardless of the throttle or throttle position.

From the foregoing, it can be recognized that an object of the invention is to provide a fully automatic transmission for use in trucks.

It is also an object of the invention to enable such an operation using the gear which is similar in size to a conventional manual gear shift.

It is a further object of the invention to provide an automatic transmission which requires a minimum of inputs generated by the driver, namely mode selection and throttle position.

It is a further object of the invention to provide an automatic transmission which has superior fuel consumption characteristics typical of manual transmissions.

i Y- 'jïvjS ccw u * 4uv * «w * -------- w - of a system with gear selection, upshifting, downshifting and clutch control that is suitable for precise and repeated making economic and noise-minimizing decisions in accordance with a precisely defined instruction program.

Further objects and possibilities for practicing the invention will become apparent from the following description in connection with the drawing, in which: fia. 1 schematically shows the components and interconnections of a mechanical transmission in accordance with the invention: FIG. 2 schematically shows the components of the mechanical automatic transmission which cooperate with the motor. FIG. 3 is a complete cross section of a transmission -synchronizer and coupling device according to the invention; Figures 4 and Üa are a table of signal identity, generation point and processing in the central processing unit; Fig. 5 is a schematic of the speed and synchronization circuit; Fig. 6 is a schematic of the accelerator circuit; FIG. 7 is a schematic of the logic circuit; FIG. 8 is a schematic of switching initiation circuit; Fig. 9 is a schematic of the clutch control circuit; and FIG. 10 is a graph of the engine speed against the accelerator pedal position showing the shift points of the mechanical automatic transmission.

Fig. 1 schematically shows the components of the mechanical automatic transmission which is generally indicated by reference numeral 10. The automatic transmission 10 comprises a conventional multi-speed gear transmission 11 operatively connected to a conventional free-plate type coupling 12 which in turn is connected to a motor 13. 3rd output of the automatic transmission 10 is provided by an output shaft 1¾ to a suitable vehicle, 17 17 component. such as a differential, which is not part of this invention.

The basic power train components 12-1¾, which have just been discussed, affect and are monitored by various devices, which will be discussed in more detail below. These include a fuel shut-off valve 15, which blocks fuel flow to the engine, a throttle position monitor 16 that senses the position of the throttle or the accelerator pedal of the vehicle, an engine speed sensor 17 that senses the speed of the engine 13, a clutch operator 18 the clutch 12 couples and disengages, a counter-shaft speed sensor 19 and an output shaft speed pusher sensor 20 which senses the speed of the counter or input shaft of the transmission 11 and the output shaft 14 of the transmission 11, a gear shift operating device 21 which selects a selected gear engages and disengages in the transmission 11, and a contra-axle braking device 22 and a counter-axis synchronizer accelerator 23, which cooperatively synchronize the elements of the transmission 11 to be coupled.

These devices provide information and accept instructions from a central processing unit 24. The processing unit 24 comprises analog and digital electronic calculation and logic circuits shown in Figures 5 to 9, which will be described in more detail below. The central processing unit 24 also accepts an information signal (j.G'vt) from an ignition links <= r 25 which energizes the entire mechanical automatic transmission i0 and comes from a shift control device 26, which in turn accepts driving instructions as regards the mode of operation of the transmission 10. The central processing unit 24 provides a signal (ALARM) to an audible alarm 27, indicating incorrect or unsafe working conditions. An electrical power source 28 and a pressurized air source 29 provide proper electrical power and pressurized air to the various components of the mechanical automatic transmission 10 shown in Fig. 1.

? ig. 2 shows the components of the mechanical automatic transmission 10 which are associated with the engine 13.

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\ valve 15 is mounted with a Dranusouixxjw ου, wunowi provided to the motor 13. The shutoff valve 15 is under the control of a central processing unit 24. The valve 15 is of the normally closed type, but is open in normal operation due to the presence of an excitation signal (F7) from the central processing unit 21. When it is necessary to reduce the speed of the engine during the gear shifting interval when clutch 12 is disengaged, valve 15 is turned off and fuel supply to engine 13 is stopped.

Also associated with the engine 13 is the throttle position monitoring device 16. A throttle 31 mechanically controls a fuel gauge 32 such as a carburettor or diesel injector by means of a joint 33. The fuel gauge 32 controls the speed of the engine 13 by adjusting the fuel flow rate thereto in response to the position of the accelerator pedal 31 in a conventional manner. Link 33 also operates two switches 3¾ and 35 and a transducer 36. The first switch, an accelerator pedal switch 34, senses the initial movement of the accelerator pedal 31 and closes to indicate that the driver's foot is present on the accelerator pedal 31 which provides the accelerator pedal logic signal (TS).

The second switch, the throttle on-the-shelf switch 35, closes to indicate that the accelerator pedal 31 is fully depressed down to the plank and provides the fully depressed accelerator pedal signal (RTD). The transducer 36, which is in the form of a potentiometer, provides a resistance signal (TP) which varies directly proportional to the position of the accelerator pedal 31 from a free step when the first switch 3 ^ is open to a fully depressed accelerator pedal position when the second switch 35 is closed. The on-signal from the switches o4 and o5, namely TS and RTD and the proportional resistance signal from the converter 36, namely T0, are all supplied to the central processing unit 24 and are used by logic and control circuits therein to control the automatic transmission 10.

Adjacent to the accelerator pedal 31, a brake pedal 37 is mounted and activates the vehicle braking system (not shown) in a conventional manner. The brake switch 38, which closes when the brake pedal 37 is depressed and the vehicle braking system is energized, provides a logic signal (BS) «each indicating this condition for use by the central processing unit 2¾.

Also associated with the motor 13 is a motor speed pulse probe 17, such as a magnetic sensor arranged in radial line with a gear such as a motor flywheel 39, teeth on the wheel 39 induce fluctuations in the magnetic circuit of the sensor, which induces voltage fluctuations in a coil, the output signal of which is supplied to the central processing unit 2¾.

In Fig. 3, the clutch 12, clutch control 18, transmission 11, transmission speed sensors i9 and 20, transmission controller 21, synchronizer brake device 22 and synchronizer accelerator device 23 are shown.

The clutch is a conventional friction plate clutch with a spring-centered, circular, axially-translatable clutch plate 40 which is brought into contact with a corresponding plate attached to the engine output shaft (not shown) and is retracted by the action of several springs 141. The clutch plate 40 moves in response to movement of a number of second-class levers 42 which transmit the movement of an actuator 43 to the clutch plate 40. The actuator is in turn affected by an expandable annular diaphragm 44 which includes one wall of an annular chamber 45 into which pressurized air is introduced. The air is introduced into the chamber 45 through a passage 46. A number of conventional electrically operated two-position solenoid valves control the air flow and thus the air pressure in the passage 46 and the chamber 45 from 0 p.s.i. to maximum air pressure.

A fine fill valve 47 has an opening of about 0.020 x 2.54 cm when it is energized by the fine fill signal (FF) from the central processing unit 24, pressurized air is introduced into the passage 46 at a relatively small speed. The coarse fill valve 48 has an opening diameter of about 0.045 x 2.54 cm and when energized cocr the coarse fill signal (CF) from the central processing unit - - '• V r * * ”* · C (i · 60; · - s w

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just relatively fast speed. In normal operation, the valves 47 and 48 are actuated in subsequent order, that is, first the fine fill valve? 47 energized to slowly fill the chamber 45 or gradually increase the pressure therein, after which the coarse fill valve 48 is energized while the fine fill valve 47 remains energized to rapidly fill the chamber 45.

Corresponding devices and operating sequences control the pressurized air outlet from the coupling chamber 45. A fine outlet valve 50 has an opening diameter of about 0.033 x 2.54 cm and when energized by the fine outlet signal (FE) of central processing unit 24 is pressurized air in chamber 45 and passage 46 is vented to atmosphere at a relatively slow rate. A coarse exhaust valve 51 has an opening diameter of about 0.060 x 2.54 cm and when energized by the coarse exhaust signal (CS) from the central processing unit 24 exits pressurized air into chamber 45 and passage 46 at a relatively high speed. A rapid dump valve 52 has an opening diameter of about 0.400 x 2.54 cm and when energized, pressurized air is introduced into chamber 45 and passage 46 instantaneously into the atmosphere. The three outlet coulter 50, 51 and 52 'are subsequently additionally energized, i.e., first the fine exhaust valve 50 is energized by slowly emptying the FE signal or the clutch chamber 45 into the clutch chamber 45, then the coarse exhaust valve 51 is energized by the CE signal, while the fine outlet valve 50 remains energized and a faster emptying of the chamber 45 is achieved, if necessary, all three valves 50, 51 and 52 are energized and the air pressure in the chamber 45 will be almost instantaneous to zero take.

Many pressure switches 53 and 54 test the air pressure in passage 46 and provide signals to the central processing unit 24.

The low crank switch 53 is normally closed and opens when the crank in passage 46 around 15 p.s.i. to provide a low crank signal (LP) to the central processing unit 24. This pressure is increased. F * "- represents the point at which the force supplied by the pressurized air in the whipper 45 is equal to the preload in the return spring 141 after being fed into the clutch plate 40. As a result, it signals open and closing the pressure switch 53 to the central processing unit 24 that either the clutch movement is eminent or has just ceased The high pressure switch 54 closes when the air pressure in the initial 46 is approximately 45 psi and provides a high pressure signal (H?) to the central processing unit 24. This crank represents the point at which the force provided by the pressurized air in the chamber 45 is sufficient to cause the clutch plate 40 to rest positively ορ the ccmDouble clutch plate mounted on the output shaft torque of the engine 13-3ij 55 psi the torque of the clutch is equal to the maximum engine torque Limiting the clutch pressure at this level will cause the clutch to slip when z ich transition control line moments should be developed in addition to the motor moment. This can prevent control line damage.

Fig. 3 also shows the transmission 11 which is of the conventional double-countershaft type with an input shaft 55 (a plurality of constantly interlocking drive gears 66 and driven gears 58, which transmit power with fixed, selectable reduction ratios, and two counter-shafts 57 and 57A (not shown) The coupling of a selected gear of the number of driven gears 58 is accomplished by a number of axially translatable S-slot claw coolers 59 mounted coaxially on the output & s 14 and center pairs of the driven gears 58. transmission shifting and shifting mechanism are conventional and are believed to be readily understood by those skilled in the art, these will not be further described.

The clamp clutches 59 are advanced or retracted to establish a clutch with the gear shift lever 21. The gear shift actuator 21 includes a plurality of pneumatic cylinder 60 positions, each of the cylinders 60 driving one of the clamp clutches 59. a forward or reverse coupled position and a central neutral position by means of a fork device 62. FIG. 3 shows only two pneumatic cylinders 60 and the associated valves in cross section for clarity. It is to be understood that the number of cylinders 60 should be equal to the number of claw clutches 59 and that usually the number of claw clutches 59 will be half of the total number of forward and reverse gear ratios to be selected in the transmission since each claw clutch 59 will coupling of two gear ratios can be effectuated.

The cylinders 60 each contain a self-centering piston 61 which is attached to a corresponding clamp coupling 59 by a fork device 69. The pistons 61 each comprise two end brackets 63 and 61 which can slide into the chambers 65 and 66 between the adjacent end of the cylinder 60 and a fixed stop 67 in the wall of the cylinder 60 or a circumferential rib 68 on the exterior surface of the piston 61 which is first brought into contact. This in effect creates a piston with differentials main surfaces which equalize when the piston is centered. In operation with equal air pressure on both sides of the piston 61, the force imposed in a given direction depends on whether the collars 63 and 6H are in contact with either the fixed stop member 67 or the circumferential hinder rib 68, when the collar 63 is in contact with the stopper 67, the force generated by the pressurized air against the collar 63 will be grounded against the stopper 67 and only the force generated by the pressurized air against the piston 61 will be available to reposition. When the collar 61} is adjacent to rib 68 on the cylinder 61, the force generated by the pressurized air against the collar 61} will be added to that generated by the air pressure against the piston 61 and this force will be greater than the force against the other side of the piston 61. In this manner, the piston 61 can be positively centered in the cylinder 60 by applying equal pressure to both sides of the pistons 61 since when a piston is positioned to the left or right of the center, the effective area and therefore, the force against the piston 61 will be greater than in a direction that tends to center the piston.

Movement of the pistons 61 to the right or left limit is smoothly effected by providing pressurized air to the chamber 65 at one end of the piston 61, while the other chamber 66 is pressurized to the atmosphere. Pressurization and movement of cylinders 60 is accomplished by a number of three-way solenoid valves 69, more particularly two valves for each piston 60 and one for each chamber 63 or 64. The valves 69 are connected to the cylinders 60 through passages 70 and are connected via a manifold 71 to the vehicle air supply (not shown). Valves 69 also include an exhaust port 72 through which pressurized air can escape to the atmosphere. The solenoid valves 69 are conventional, electrically operated three-way valves which, when energized, by flow of pressurized air, block the manifold 71 and exhaust air from the cylinders 60 to atmosphere through the delivery ports 72. Inverted, when the solenoid valves 69 fall off, pressurized air from the manifold 61 into the cylinders 60 and the discharge ports 72 are closed. Instructions for energizing and dropping the valves 69 originate from the central processing unit 24 to which they are electrically connected.

The gear shift operating device 21 further includes a neutral switch 73. The neutral switch 73 mechanically senses the position of the locking devices 62 and, when all of them are in their center position, indicates that the gear 11 is in its neutral position. The signal (GN) thus generated is used by the central processing unit 24 in a manner which will be described below.

Information is also provided by the electronic control device 24 by high-speed scanners 19 and 20. These scanners are in the form of magnetic cells, the operation of which has been described above and are well known in the art of velocity scanning. The input speed sensor 19 is aligned with one of a plurality of drive gears 56 on one of the counter shafts 57 or 57A senses the speed of the counter shaft from the transmission 11 and provides this information to the central processing unit 24. Adjusted

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Considering the counter axis 51 oraau mei, a --- with respect to the input axis 55, the counter axis speed measurement can also be used with appropriate scaling as a measurement of the input axis speed. The output shaft speed sensor 20 is aligned with a gear 74 on the output shaft 14, senses its speed, and provides this information to the central processing unit 24.

The automatic transmission 10 also includes a counter-axis synchronization brake device 22 and counter-axis synchronizer gear device 23 mounted on the front and rear of the transmission 11. The brake device 22 and gear device 23 cooperate to decelerate or accelerating the speed of the counter-shafts 57 and 57A and gears 56 and 58 to ensure that the speeds of the transmission elements (i.e., the gears 58 and claw couplings 59) to be coupled are synchronized or are nearly synchronized. The mechanism and theory of its operation is fully described in U.S. Pat. No. 3,478,851 and only a brief description emphasizing the difference between this device and the one described herein which is substantially different from physical and mechanical are described below.

The synchronizer braking device 22 acts to slow the speed of the counter-shafts 57 and 57A and gears 56 and 58 such that the speed of the particular gear to be coupled or to engage the output shaft 15 by one of the the jaw crumbles 59 are synchronized with the output shaft 14. Braking is accomplished by a conventional disc-one-piece clutch device 75 consisting of two sets of interleaved plates 76 and 79. The first set of plates 76 includes a number of inwardly directed keys 77, which coupling a plurality of matching keys 78 attached to the input shaft 55. The first set of plates 76 is interspersed in the second plate stacker 75 with a second set of plates 7S having a plurality of outwardly directed keys 80 coupling a number of corresponding keys 81 connected to the housing of the transmission 11. Coaxially arranged with the input shaft 55 and radial m

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in line with cs interleaved sections, the tracks 76 and 79> is an annular piston 82 which extends and retracts perpendicularly to the interleaved gaps 76 and 79 of the plate stacking coupling device 75-e annular piston 82 is disposed within an annular cylinder 83 to which pressurized air is supplied through a passage 84 through a single electrically operated three-way solenoid valve 85. The air valve 85 includes a discharge port 86 and when energized it supplies pressurized air to the manifold 71 to the cylinder 83 and blocks the exhaust port 86. When the solderoid valve 85 inversely drops, the pressurized air flow from the manifold 61 is blocked and the air from the cylinder 83 escapes to the atmosphere through the exhaust port 86.

By supplying pressurized air to the cylinder 83, the plate stacking-like coupling device 75 is depressed, thereby increasing the friction between the plates 76 connected to the input shaft 55 and the plates 79 connected to the transmission housing 11, thereby increasing the speed of the input shaft 55 is decelerated and the two left crankshafts 57 and 57A facilitate coupling of the selected claw coupling 59 with one of the driven gears 58.

The counter-axis synchronizer-counter device 23 largely functions itself as the cor-axis synchronizer-brake device 22, but is activated to accelerate the radiators 57 and 57A and the gears 56 and 58. This is necessary when the output shaft 14 and the associated jaw clutches 59 rotate faster than one of the gears 58 to be coupled. The counter-synchronizer device 23 comprises a plate pack-like coupling device 88 comprising two sets of interleaved plates 89 and 93. The first set of plates 89 includes a number of inwardly directed splines 90 which couple with corresponding splines 91 on collar 92 mounted on the output shaft 14. The second set of plates 93 comprise a number of outwardly directed splines 94 which couple with corresponding splines 95 on the inner surface of a gear 58. The gear 58 is mounted coaxially with the expansion shaft 14 by means of

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of needle or roller blades in a manner known in the art so that they rotate with respect to the output axis. Radial centered on the interleaving. part the plate package coupling device 88 is an annular activator 98 which transmits axial force to the plate package coupling device 88 νεη an annular piston 98 which is arranged within an annular cylinder 99. Between the annular activator 96 and the annular piston 98 there is a thrust bearing with side treads 97 which facilitate relative rotation between the annular actuator 96 which rotates with the plate pack coupling device 88 and the annular piston which is prevented from rotating by a locking pin 100 arranged parallel to the axis of the output shaft 14. The locking pin 100 'is attached to the rear of the annular cylinder 99 and extends into a corresponding blind hole 101 in the annular piston 98. Compressed air is supplied to the annular cylinder through a passage 102, extends the annular piston 98 and the annular actuator 96 moves against the plate stack coupling device 88, thereby increasing the friction between the two interleaved plates 89 and 93. Thus, the speed of the counter-shafts 57 and 57A can be increased to ensure that the selected driven gear 44 will be synchronized with the associated jaw clutch 50 prior to coupling. A three-way electrically controlled solenoid valve 103 connected to the manifold 71 has a discharge port 104. When the valve 103 is energized, the exhaust port 104 is closed, pressurized air flows through the valve 103 and activates the counter-shaft accelerator 23 in the manner just described. . When the valve falls off, the flow of pressurized air from the manifold 71 is blocked and the air in the annular cylinder 99 can escape to the atmosphere through the discharge port 104. Energy for this synchronization operation is provided by the kinetic energy of the movement -the vehicle which is transferred to the transmission 11 by the output shaft 14. It should be understood that the counter-shaft accelerator 23 must operate in conjunction with the output gear 58a which provides the largest gear ratio, namely the first gear, so that the counter shaft gear direction 23 will be able to drive the counter shafts 57 and 57A to the most necessary speed to achieve synchronization of the transfer gears 58A and the claw clutches 59

Fig. 4 shows a table showing the provision and flow of analog and digital signals as well as signal processing in the central processing unit 24. The central processing unit 24 is shown divided into six operational subsystems, indicated by the blocks in Fig. 4 and 4A. These generally correspond to various areas of logic and instructional functions. The logic signals listed in Figures 4 and 4a are included in the logic signal glossary, which also includes a brief description of each logic signal. It is to be understood that although FIG. 4 and FIG. 4A indicate all logic signals for all circuits, the following general description of logic signal generation and its course is introductory and does not describe every logic signal (the logical signal glossary is at the end of the description).

The central processing unit 24 is divided into six subsystems: a speed and synchronization circuit Π2, an accelerometer circuit 113, an instruction logic circuit 114, a shift initiation circuit 115, a torque control circuit 116 and a power source 117. The shift control 26 provides all modes and manual shift instructions. to the central processing unit 24 and because of the close relationship with the logic circuit therein, it will be included in the description below.

The logic signals from changeover control 26 include the four exclusive operating modes, namely automatic (AUTO), manual (MAN), neutral (NEUT) and reverse (F.EV) as well as two instantaneous instructions, upshifting O'U?) And downshifting (MDN), docr uses the driver for it. instructing to switch to manual mode. These six logical signals were provided to the acceleration f \ f \ * '* Λ v; counter circuit 113.

Magnetic sensors provide information to the speed and synchronization circuit 112 with regard to the speed of the transmission input shaft 55 or counter-axes 57 and 57A, output shaft 1 * 1 and motor 13. For the motor 13, the speed and Synchronizing circuit 112 has a DC signal on (ES) directly proportional to the axis speed. Two direct current signals were generated for the transmission output shaft I1. The first (OS) is directly proportional to the speed of the output shaft 14. In addition, the output shaft signal (OR) is amplified (multiplied) by a factor equal to the numerical value of the gear position, which is the ratio selected by The gear counter circuit 113. This provides a DC voltage equal to the motor speed when the transmission is in the selected gear with the clutch 12 locked. This signal is hereinafter referred to as the calculated rootor speed signal (GOS).

In addition to these analog signals, the rate and synchronization circuit 112 provides several logic output signals, which indicate when the axis speed is greater or less than preset values. These include an overspeed signal (0) derived from the calculated speed of the engine 13 and an overspeed vehicle speed signal (ü) derived from the speed of the output shaft 14.

The rate and synchronization circuit 112 also monitors the difference between the output axis signal (OS) and a calculated output axis signal. This difference represents the actual speed error between 3rd selected output shaft gear 56a and the output shaft 14. When the absolute value of this error is a predetermined boundary crossing, an error signal (Ξ) is provided by the torque control circuit 116. When actuated by a signal of the instruction logic circuit 114, the rate and synchronization circuit 112 also provides the control signals (S3) and (SC) to the appropriate synchronizer 22 and 23.

The primary output of the accelerator circuit 113 is a binary coded information signal (GCN) which identifies the specific gear selected thereby valid. A neutral three-bit binary code is used for neutral gears. The fourth bit is used for reverse.

Another output axis signal (ALARM) from the accelerator circuit 113 signals the driver that an unauthorized shift has been requested through the driver shift control 26. gg accelerator also provides 'instructed to forget' signals (LU) and (LD) which indicate the direction of the last shift, that is, upshift or downshift. Accelerator circuit 113 consists of a four-bit up / down counter and associated control logic. In response to acceptable valid switch requests, the logic operates a clock ir.gar.g to the counter whereby it counts down as instructed. In automatic mode (AUTO), changeover requests are generated by the shift initiation shift 115 · In manual mode (MAN), the shift request was issued by the movement of the driver shift control 26 to the upshift (Mü?) Or downshift. MDN) mode. A neutral instruction (NEUT) from the driver changeover control 26 resets the counter. A reverse command also resets the counter, if valid, and provides the bit-four output.

The logic logic circuit 114 receives signals such as the binary coded gear adjustment information (GCN), vehicle under speed (U) and the error (E) signals indicating the status of the mechanical automatic transmission 10. Based on these input signals, it transmits two types of signals, ie instructions. The first type are direct signals to the fuel shut-off valve (FV) 15 and the transmission operator 21 (M1 to M6 and MR). These can be regarded as direct instructions for performing a specific mechanical function such as shutting off the flow of fuel to the engine 13 or coupling a given gear ratio in the transmission 11. The second type includes indirect commands used for controlling the operation of other actuators and circuits, mainly the synchronizing devices 22 and 23 (SE) and the clutch operator iB (O) <'y \ if \} and (CD). The instruction logic circuit 114 consists of combined logic and delay circuits.

The shift initiation circuit 115 generates logic instructions for upshift (AU) and downshift (AD) in automatic mode. It also provides a downshift enable signal (DE) used in both automatic and manual modes. In addition, there are several other input signals, such as the last upshift (LU) and the last downshift (LD) signals, which use either to prevent on-board switching or in some circumstances to initiate a switchover.

In automatic mode, shifts are initiated by the shift initiator circuit 115 based on several factors including: calculated engine speed (GOS), vehicle acceleration, accelerator pedal position 31 (IP), accelerator pedal position change speed, and direction of ( LU) and (LD) .and the elapsed time since the last switch. In each gear, the position signal of the accelerator pedal transducer 36 is converted to provide both an upshift and a downshift solenoid.

The head cell control circuit 1 6 provides the control signals to the clutch operator 18. Namely, three main operating conditions of the clutch 22 are disengaged, coupled and coupled. Purchase instructions (CD) were sent by the instruction logic circuit 114. In this condition, the clutch control circuit 116 simply forwards the control signal (CD) to the clutch operator 18. In the absence of a disconnect command, the operation of the clutch 12 is fully controlled by the clutch circuit 116. There are two clutches of clutch 12: start and run. When the calculated engine speed is below a value depending on the accelerator pedal position, clutch torque is made in the start-up focus. Otherwise, pairing is established in a running mode. There are three subdivisions of the run mode clutch depending on the actual speed of the motor 13 which is greater than, less than or equal to the calculated speed of ce nn r λ C £ motor 13. Comparators in the torque control switch 116 distinguish . The result of this distinction is provided to the instruction circuit 14 for use in the fuel shutdown determination. When the coupling 13 is fully coupled, the high pressure (H?) Signal from the high pressure switch 5¾ places the kc peling control circuit in the coupled condition. The power source 117 operates from the vehicle electrical system to provide the required supply voltage level to operate the electronics. Typically, this will include: a filtered unstabilized positive battery voltage, and stabilized 8 volt and -6 volt voltage. The latter voltage is obtained from a device such as a DC to DC converter which is known in the art.

As shown in Figs. 3 and 5, the speed and sync circuit 112 includes a transmission output shaft speed sensor 20 which includes a magnetic pickup 201. The magnetic pickup 201 senses the passing of teeth on a gear 74 shown in FIG. 3, which is mounted on the output shaft 14. Acting after the magnetic pickup 201, a tachometer circuit 202 generates a DC voltage on the line 203, which is directly proportional to the frequency of the sensor signals and consequently to the rotational speed of the output shaft 14.

Most known tachometer (or frequency to voltage converter) circuits will be suitable. Typically in such circuits, a comparator functions as a zero transition detector. The comparator output triggers a pulse generator, the output of which has a constant width, and an amplitude pulse feeds each triggering. The low-pass filter in the tachometer switch 202 removes the high-frequency components making the DC signal proportional to the speed of the output shaft 14. Alternatively, a single chip tachometer switch such as the LM 2917 manufactured by National Semiconductor may be used.

The ir-axis velocity sensor 19 includes a corresponding nagr. f 'r -,.

mains transducer 204, which provides an AC voltage signal as a tachometer circuit 205. The output of the tachometer circuit 205 on a line 206 is in DC voltage proportional to the speed of the input axis 55 and the counter-axes 57 and 57a. Likewise, the motor speed sensor 17 includes a magnetic pickup 207 which controls a tachometer circuit 208 which provides a DC voltage on a line 209 which is proportional to the speed of the current. * 13

The output shaft speed signals on line 203 is amplified by an operational amplifier 212. The amplification factor of the operational window 212 is directly proportional to the input * to output gear ratio using a six line to one line multiplexer 213, which contains three-bit omarly encoded information. receives (C-CN) from the accelerator circuit 113 and selects the correct one from the six feedback resistors 214 to 219 so that the ratio of these feedback resistors to mating resistor 211 has the operational amplifier 212 having a gain factor equal to the input to output gear ratio .

The resulting signal represents the speed of the input ss 55 (C-0S) when the gear 11 is in gear selected by GCN. It should be noted that the signal on line 220 represents the speed of the motor 13 when the control line is locked, that is, the transmission 11 is in gear selected by the GCN and the clutch is engaged. In fact, the signal on line 220 becomes the calculated speed signal of the motor 13 (GOS) in the selected gear.

For several logical decisions it is necessary to know whether the input shaft 55 (and counter-axes 57 and 57A) on the motor 13 will be subjected to excessive speed upon completion of a switchover. This information (0) is generated by a comparator 2 \ 2 and its biasing resistors 222 and 223- When the voltage on the line 220, which represents the calculated input axis speed (GOS), exceeds the reference voltage produced by setting resistors 222 and 223, a positive signal (0) is provided by comparator 221. The overspeed signal (0) is in line

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immediately available after a new gear has been selected and before neither the input shaft 55 and the counter-axes 57 and 57A nor the motor 13 can be accelerated. For this reason, the overspeed signal (0) o? a line 224 prohibit switches which, if performed, would result in too great a speed condition. Typically, the overspeed speed indicator is set to occur at or is above the unloaded speed of the engine 13. Accordingly, it is necessary to know whether the vehicle speed is above or below the preset minimum speed. This information (U) is provided by comparator 225 and two bias resistors 225 and 227. The output power signal on line 203 is provided to comparator 225 which provides a positive signal (0) on line 228 when the vehicle speed is below the predetermined speed. set minimum speed. The input amplification signal on a line 206 is fed to an inverterence operational amplifier 232 through a resistor 231. The gain of the amplifier 232 is set by a six lines to a .line multiplexer 233 εη associated feedback resistors 234 through 239. The multiplexer 233 receives crie bit binary coded information from the accelerator circuit 113 and selectively connects one of the feedback resistors 234 to 259 corresponding to the accelerator ratio indicated by the signal (GCN) from the accelerator circuit 1131 to the input of the operational amplifier 232. The values of the feedback resistors 232 to 239 iT such that for each gear, the gain of the operational amplifier 232 is inversely proportional to the gear ratio between the input shaft 55 (or counter-axes 57 and 57A) and the output shaft 14. The output voltage on line 241 is therefore proportional to me The speed of the main shaft gear 58 corresponding to the gear identified by the gear count signal (GC.) is calculated by dividing the input shaft speed using the appropriate resistor 234 to 239 corresponding to the selected gear ratio in the feedback circuit of the operational amplifier 232. Furthermore, since the operational amplifier 232 is connected as an inverterence amplifier, the signal cp r ~ ~ * 'will invert the line 241, that is, equal to the negative input axis velocity divided by the selected tanc wheel ratio. öing.

The output of the inverting operational amplifier 232 is fed through an insulating resistor 242 and the output of the tachometer circuit 202 on a line 203 is fed through an insulating resistor 243 to an amplifier 244. A feedback resistor 245 is connected between the input and the output of the amplifier 244. The output of the amplifier 244 cd a line 246 represents the difference between the positive actual speed of the output shaft 14 as monitored by the sensor 20 and the negative calculated speed of the output shaft provided by the inverting operational amplifier 232-zero ticlexer 233 combination which receives a signal from the input spindle speed sensor 19. When the signal on line 246 is an erroneous signal directly representing the relative difference of the speed of the coupling transmission components, namely the main shaft gear 58, identified by the diff. counting ooce (GCN) in g The relationship causes the input shaft 55 and the corresponding claw coupling 59 to rotate with the output shaft 14.

The error signal on line 246 is then fed to a complementary pair of voltage comparators 247 and 250. The output of voltage comparator 247 becomes positive when the speed of the selected main gear wheel 58 exceeds the actual speed of the output shaft 19 by an amount equal to the right. ference level set by the voltage dividing resistors 284 and 249. Accordingly, the output of comparator 250 will be positive when the speed of the selected main shaft gear 58 is less than the actual speed of the output shaft 58 by an amount equal to the reference levels set by the voltage sensor resistors. 251 and 252. These reference levels are set equal to or just below the acceptable speed error, ie the relative difference between the rotational speed of the selected main shaft gear 58 and the output shaft 14, for coupling the claw clutches 59. Typically this will in the order of magnitude to be 25 revolutions per minute or less.

The output signals of the comparators 247 and 250 are connected as shown in Fig. 5 εεη one OR gate 253 and two ΞΜ gates 254 and 255. The r gate 253 provides a logic error signal (Ξ) to the ir logic circuit 114 indicating that the speed error is greater than the acceptable level between the transmission elements. This signal (E) is used by the instructional circuit 114 to control the sequence of the switching process.

It is essential that attempts to synchronize transmission 11 only occur when certain conditions are met, including the fact that transmission 11 is in neutral with clutch 12 disengaged. When all conditions are met and it is desired to synchronize the transmission 11, the logic circuit 114 provides a synchronization release instruction (SE) on a line 256 to the EN cells 254 and 255. When the sync release instruction (SE) ) is present and there is a positive signal from either comparator 247 or comparator 250, SN gates 254 or 255 via buffers 257 and 253 will provide the necessary control signals (S3) or (SC) to the syncronizer braking device 22 or the synchronizer accelerator 23 as required by the size and direction of the input output speed cut.

The speed and synchronization circuit 112 further includes a complementary pair of comparators 261 and 261 controlled by the actual motor speed (ES) on line 209 and the calculated mode speed (GOS) on the 3-jn 220. The signals ES and GOS are provided by the comparators 261 and 262 connected by four scaling resistors 2631, 264, 265 and 266 as shown in Fig. 5. Comparator 261 provides too high a speed signal (ΞΗ) to instruction logic circuit 114 and clutch control circuit 116 indicating that the actual rate of the motor 13 is above the calculated motor speed. Comparator 262 provides too low motor speed signal (EL) to clutch control circuit 116 indicating that the actual speed of the motor is below the calculated rotor speed value. In FIG. 6, the accelerator circuit 113 is shown. The primary function of the accelerator circuit 113 is to select the correct gear ratio of the transmission in response. The logic signals provide thereto and generate a binary coded signal (GCN) representative of the selected gear ratio for use by the other circuits.

The accelerator circuit 113 receives signals from the speed and synchronization circuit 112, the shift initiator circuit 115, the ignition switch 25, the control cerover control control 26, the throttle switch, the throttle switch 55, the switch 3δ, and the switch. neutral switch 73. these signals are applied to a field-programmable logic array 301 and provide the information on which the gear selection is based. Discrete logic elements can also be used. Due to the number of inputs to the field-programmable logic array 301, two additional logic devices, namely two read only memories (ROMs) 302 and 303, are used to pre-encode the information received from the switching initiation circuit 115 and the driver switching rule 26, respectively. . The logic instructions from the field-programmable logic array 301 and the ROKs 302 and 303 are contained in the logic rules (which are also included after the description). In principle, logic devices 301, 302 and 303 are programmed to: limit the binary coded gear count information to the number of forward gears contained in the transmission 11; selecting a new gear in automatic mode in response to the request from the override initiator circuit 115; selecting a new gear in manual mode in response to the explicit driver instructions via the driver shift control 26; choosing either neutral or reverse in response to explicit driver instructions; starting a shift to a starting gear, normal first gear, in automatic mode; forbidding the selection of a gear in any mode which will result in too great a speed of the motor 13; prohibiting the selection of a new gear when certain faulty conditions are detected in the system; and providing turn-on and turn-off sequences.

The binary coded acceleration adjustment information (GCN) is generated by a clock pulse oscillator ^ 05 and an update counter 306, which are controlled by logic outputs from the field programmable logic array 301. The field programmable logic arrey 301 provides a klc-k free-signal (OLE) at a line 304 which activates the clock pulse oscillator 305, a logic signal (U?) o? a line 307 which is the positive or true signal when a upshift is instructed and zero or false where a downshift is instructed and a logic signal (RESET) on a line 308 which resets the counter counter 306 to zero. The clock oscillator 305 provides the clock pulses which typically have a 100 Hz repetition rate. The clock frequency is not critical. It should be low enough for various gears, mainly for the speed and synchronization shift 112 and the overshoot initiation circuit 115 to respond to the new gear selection. At the same time, it must be fast enough to make the correct gear selection before the mechanical elements of the system can react. The binary coded gear count information (GCN) is carried on four lines 309, 310, 311 and 312. The up counter 306 adds when pulsed by the clock pulse oscillator 3C5, while a positive signal (UP) exists on the line 307 Conversely, the up counter counts down when a beat is pulsed at the clock pulse oscillator 305 while there is no signal on line 307. The current forward gear selected by the accelerator counter circuit 113 is represented in binary code on the three lines 309, 310 and 311. A reset signal (RESET) on line 308 resets the up counter 306 and the signals on three lines 309, 310 and 311 become zero. The field programmable logic array 301 also provides a logic signal (SR) in the fourth gear count line 312 corresponding to reverse gear. Each of lines 309 through 312 shown in Figure 6 carries one bit of the binary coded information (GCN). The following table indicates the binary code used with the neutral, spring and reverse gears of the over- * r r. r ": give Q 3 Γ Λ ferenging Π εεη.

VE3SNSLLINC SETTING INFORMATION (GCN)

YersrelTinnke choice Logical symbol Binary bit line (fig. 6) -—-- “309 310 311 312

Xeutrsal * 0 0________0 0 0 _

First SI 1000

Second S2 010

Third S3 ^ 1 0

Fourth S ^ 0010

Fifth S5 1 0 1 λ 2 “sth S6 0 1 1 0

Reverse SR o 0 0 1

A delay device 319 provides a signal to a release input of the field-programmable logic array 301. This signal is initiated at the rise of the supply voltage to an acceptable level and persists for a fraction of a second thereafter. Although the signal of the delay 319 is present, the outputs of the Rim Programmable Logic Array 301 are disabled. In this condition, the logic levels of the outputs of the field-programmable logic array 301 are determined by the resistors connected from these outputs to either ground or to supply voltage levels.

The arrangement of resistors 313 through 317 such that when counter 306 is reset the oscillator is not energized and there is no alarm. The reverse code line 312 is also reset to the logic zero. In this way, the accelerometer 306 is always forced to a neutral choice after being turned on.

A latch 321 provides a signal which ensures that the up counter 306 will count only one step in response to any explicit cp or down request by the driver shift control 26. A signal on line 322 is set normally and is high by The presence of either the auto (AUTO) or manual (Kali) signal from the read-only memory 303- When an up (EU?) or a back (MDV) shift is requested through the driver shift control 26, the signal on line 3 12 is present. The absence of the signal on line 322 together with a clock pulse on line 322 sets the output of the latch 321 (ONE) low, preventing further switching. As a result, after each request to shift up or down, the driver must return the driver shift control 26 optionally to manual or auto mode, setting ONE high before another shift request will be accepted.

Accelerator circuit 113 also generates logic signals (LU) and (LD), which indicate the direction of the last shift. The latches 333 and 336 store in their output lines 33 and 337, respectively, the signal present on their data inputs, namely lines 307 and 339a at the time when the input lines 333 become higher. The data input to 333 is the UP signal al cp line 307. The inverter 339 is connected between the UP signal line 307 and data input from latch 336. Thus, the data input to latch 336 will be positive if the UP signal is not positive.

The output (LU) the lock 333 on line 33 ^ will go positive when counter 306 performs an UP count. Accordingly, the output (LD) of latch 336 on line 337 will go positive. When counter 306 performs a countdown, the last upshift (Lü) signal on line 35 ^ will remain positive until counter 307 performs a countdown. or that it is reset by a signal at the reset line 335) as will be described next. Accordingly, the last downshift signal (LD) put on line 337 will remain positive until or the counter 3C6 performs an UP count or until it is reset by a signal on the reset as will also be described below.

The clock pulse (C1) signal on line 323 is also applied to delay device 325. Delay device 325 provides a pulse that simultaneously begins with the clock pulse and continues for about 0.5 seconds. This extended clock pulse is then applied to the input of an inverting amplifier 326. The inverting amplifier 326 provides a signal which is high or high when the extended clock pulse provides the delay device 25 is not present on its input. The output of the inverting amplifier 326 is supplied as an input of a triple input AND gate 327 · The triple input AND gate 327 also receives an overshoot reset (SR) signal on a line 331 of the switch initiation circuit 115. The third input of the triple input AND gate 327 is powered from the output of a lockout 333. The lockout 333 provides a final upshift (LU) signal on a line 33 ^ to the switchover circuit 115 and the triple input = .N port 327 which is positive or true if the last changeover was in the upshift direction. The signal remains positive until a downshift instruction is given. When a final cp switching signal (LU) is present on line 33 ^, a switchover reset (SR) signal is present on line 331 and no delayed clock pulse is present at the input of inverting amplifier 326 so that its outputs will be positive , the triple input AND gate 327 will provide a positive signal on a reset line 335 to the latch 333 to reset the latch output to a zero or zero state.

A corresponding circuit resets the last downshift logic signal (LD) which is also applied to the switchover switching circuit 115. A second triple input AND gate 328 is also supplied with the inverted delayed clock pulse output of the inverting amplifier 326. In addition, the triple input AND gate 328 receives an interposed switchover reset signal (SR) from an inverting amplifier 332 and the last downshift signal (LD) from the latch 336 on a line 337. When these three conditions are true, provide the triple input AND gate 328 has a positive signal on line 329 which resets the output of the latch 336 to a zero or zero state.

In f sharp. 7, the logic circuit 11-4, which primarily controls the operation of the clutch 13, the fuel shut-off valve 15, and the shift solenoid 69, is shown. In all cases, the operation of these components results from a determination by the instruction logic circuit 11 ^ that the gear 11 is not in the correct gear. This determination is made in two ways: first, it is energized to the solenoid valves 69 in accordance with the gear n O r \ f ·: - · · / which has just been selected with the accelerator circuit 1 1o and_____ second, the ratio of the speed of the output shaft 14 to the speed of the input shaft 55 is equal to the gear just is selected by the accelerator circuit 113 ·

The first determination is made as follows: the binary accelerator information (GCN) of the accelerator circuit 113 is supplied to a four-bit latch 401. The output of the four-bit interlock is supplied to a read-only memory (HOM) 402 which decodes the binary downsetting code into a specific signal for each solenoid valve 59 associated with each gear. The number of amplifiers 404 amplifies the specific signal for each solenoid valve 69 from the read-only memory 402 to a level high enough to scratch the solenoid valve 69. The binary acceleration code information (GCN) to the four-bit latch 401 is polished to the outputs of the latch 401 only when the transmission 11c? the point is to accelerate. A logic comparator 403 compares the inputs and outputs of the latch 401 and a logic inverter 405 provides a signal on the line 406 when the input and output codes of the latch 401 do not match, so when at some point the gear selected by the accelerometer circuit 113 does not correspond to the gear engaged or attempted to be coupled by the transmission 11, a signal is provided.

The two methods of determining that the transmission 11 is not in proper gear are compared with the speeds of the input shaft 55 and the output shaft 14. The speed and synchronization circuit 112 generates a differential when the actual speed of the output shaft 14 differs from the calculated speed of that shaft obtained by counting (or multiplying) the measured speed of the input shaft 55 with the current coupled gear ratio.

The error signal (Ξ) of the control unit synchronization circuits 112 and the signal 0? line 4c6 were fed to an 0F gate 407 from which the output is set to a control input of an R-S flip-flop 408. Accordingly, one of these provisions indicates that the over-

O Q r ·; D U

v / \ -J

is not coupled in the selected gear), the flip-flop 408 becomes sesot and provides a switch-over sequence instruction on a line 409. The R-S flip-flop 408 is reset by a signal from the AND gate 416 on the line 417-

The instruction logic circuit 114 also differs a sync release command (SE) on the line 256 which controls the operation of the synchronizer braking device 22 and the sync accelerator device 23 through the speed and sync timing circuit 112. The sync release command (SE) on the line 256 is provided by a triple input SN type 411. The output of the triple input oort ear 411 becomes positive when there is a switching sequence instruction on a line 409 of the RS flip-flop 408, a signal (L? ) on a line 412 of the low pressure switch 53 that the clutch 12 is disconnected and the signal (GN) on a line 413 of the transmission neutral switch 58 indicates that the transmission 11 is in the neutral position.

The error signal (E) from the speed and synchronization circuit 112 is also applied to an inverting amplifier 414 and thus indicates a signal on line 415 that no error signal is present in the input of amplifier 414 and vice versa.

This inverted error signal on line 415 and the synchronization enable signal (SE) on line 256 are both applied to a dual input AND gate 416. When the inputs to AND gate 416 are positive, this provides a logic signal on a line 417 to beice reset inputs of the RS flip-flop 408 and a delay device 418. The delay device 418 immediately passes the logic signal on line 417 to an input of a dual input AND gate 419 when the signal on line 417 positively and continues to provide a signal ac input from the dual input AND gate 419 for about 1/10 second after the signal has ceased on line 4.17. Thus, the signal on the line between the delay switch 418 and one input of the dual input AND gate 419 represent a condition of the system when both there is no error signal (E) from the speed

Q q Λ "·; ö G

and synchronizing circuit 112 and the presence of a synchronizing enable signal (SS) on line 256. Furthermore, the signal cp the line between delay switch 418 and one input of dual input AND gate 419 continues for 1/10 of a second after one of the aforementioned conditions ceases to exist.

The too low speed signal (U) of the speed and synchronization circuit 112 is applied to an inverting amplifier h22 and the output indicating the draw of a too low speed signal is connected to the other input of the dual input EN-protocol. 219. The output of the ΞΝ-pocrt 419 thus represents the condition of the system in which a logic signal exists at the line between the delay circuit 218 and an input of the dual input AND gate 419 and the output of the inverting amplifier 422 is positive, indicating that there is no low degree of restraint.

The signal (TS) from the throttle switch 34 is supplied to an inverting amplifier 423. Thus, the output signal of the inverting amplifier 423 becomes positive when the driver's foot is not on the accelerator and throttle pedal 54 is not closed. The signal from the inverting amplifier 423 is applied to one input of a dual input AND gate 424. The too low signal of the speed and synchronization circuit 112 is fed to the second input of the dual input EN-protocol 4p4. . Thus, the output of the dual input AND gate 424 ~ is positive when both too low a speed condition of the vehicle is signaled by the speed and synchronization circuit 112 and the throttle switch 34 and inverting amplifier 423 provide a signal characteristic of the fact that the driver's foot is not on the accelerator.

Erie signals, that of the output of RS flip-flop 408 on line 409, the output of the double input AND gate 419 and the output of the double input EN point 424 were fed to a triple input CE-cort 425 CF gate 425 provides a positive output when at least one of the three inputs is positive. The output of, - · - · "ff Π

O v '· V

The triple input OR gate 425 is the link coupling signal (CD) and is applied to the link controller 116 and amplifier 426. Amplifier 426 is equal to amplifier 404 and amplifies the output of triple input OR gate. 424 to a level sufficiently high to directly control the rapid dump solenoid 52 in the clutch operator 18.

Normal upshifts will occur rowing. the jacket valve 31 open. "As soon as the clutch 12 is disengaged, the mc ^ cr 13 will tend to accelerate to its non-load controlled speed. For this reason, throttle dipping during shifting is provided to reduce the speed of the engine 13 down to the average speed it will assume after the shift is complete Comparator 261 and 262 in the acceleration and syncronization circuit 112 indicate when the actual speed of the motor 13 is greater or less than the calculated motor speed.

The overspeed motor speed signal (EH) from comparator 261 is applied to both first inputs of a triple input poort port 428 and an inverting amplifier 429 · The triple input ΞΝ port 428 is also supplied with a signal from the inverting amplifier 422 which indicates the lack of low speed condition in the motor and the switching sequence instruction on line 4C9 generated by the RS flip-flop 408. Maintain all three inputs of the triple input SN-port 428 positive, it generates a positive output cp which is supplied to the set input of an RS flip-flop 430. The output of the inverting amplifier 429 is positive when no high motor speed signal (EH) is fed to one input of one. dual input OR gate 431. The second input of the dual input OR gate 431 is connected to the single speed signal (U) feeding the inverting amplifier 422 and the dual input IN gate 419.

If there is either no too high motor speed signal (~ H) - indicated by the presence of an output from the inverting amplifier ü29 or there is too low a speed signal (ü), there will be a positive output of the dual input OR gate 431 welxe λ f'i r ~ f- * ') u 9 o - vv- v is fed to the reset input of the RS flip-flop 430. Thus, the output of the interlock or RS flip-flop 430 becomes positive and remains positive when the input input is positive due to the fact that all inputs of the triple input AND gate 428 are positive. The lock cell or R-S flip-flop 430 output ceases when the reset input of the lock on flip-flop 450 is positive due to one or both of the inputs of the dual input CF gate 431 being or are positive. The uigar.g of the interlock or RS flip-flcp 330 is applied to one input of a double input EN-port 432. The second input of the double input ES-protocol D32 is controlled by a signal (IGN) indicating the ignition. .g switch is in the on position, when both the inputs of the locking cell or RS flip-flop 430 and the signal (IGN) of the ignition switch 55 are positive, a positive output will be generated by the double inputs. - gate 432 and amplified by operational amplifier 433- The output signal from operational amplifier 433 will be of sufficient level to control the fuel exhaust valve 15 and supply fuel to the engine 13 ·

In Fig. 8, the switching initiation circuit 115 is shown. The shift initiation circuit 115 provides a shift enable signal based on the gas tilt position (TP) at the calculated speed of detector (G0o).

An amplifier 501 receives a signal from the throttle converter 36 and generates the base throttle modulated switching point signal for downshifts cp. A feedback resistor 502 is connected between the input and output of the amplifier 501. The gain of the amplifier 501 is set by the selective introduction of one of a number of resistors 504 to 510 into the feedback circuit of the amplifier 501 using an electronic switch 503. Resistors 5C4 through 510 are scaled proportionally to generally represent the gearwheel ratios available in transmission 11. Electronic switch 503 receives the binary coded gear count information (GCN) from the accelerator circuit 113 each time. currently selected gear. The electronic switch 5C3 connects one of a number of positions 50¾ to 510, which represent the currently selected gear between ground and the feedback circuit of the amplifier 501. Thus, the gain of the amplifier 501 is controlled by the feedback resistor 502 and the resistance selected by the electronic circuit 503 such that the signal on the line 51 "represents the signal from the throttle converter p6 scaled by a value determined by the resistance corresponding to the gear currently selected by the accelerator circuit 113 · the signal on line 511 is connected to the first input of a comparator 512 through an isolation and scaling resistor 513. Also connected to the first input of comparator 512 is the last upshift signal (LU) of the accelerator circuit 113 · Hit signal is applied to a comparator 512 through an isolation and scaling w standing 51¾.

The signal (XP) from the throttle converter 36 is also applied to the input of an amplifier 515 through a capacitor 516. Feedback resistor 517 is connected between the input and output of the amplifier 515. Thus connected, the amplifier 515 acts as a power supply. shell amplifier, the output of which on line 518 is proportional to the rate of change of the throttle converter 36. The polarity of the amplifier 515 is such that the output is positive when the idle speed of the throttle converter 36 position decreases and negative when the rate of change of the throttle transducer 36 position increases. The output of the differential amplifier 515 is also applied to the first input of the comparator 512 through a scale and isolation resistor 519.

A fourth signal representing the rate of change of the output shaft speed is also applied to the first input of the comparator 512. The signal of the speed and synchronization circuit 112 represents the speed of the output shaft 1¾ and is supplied to an amplifier 510 via a capacitor 521. A feedback resistor 522 is connected between the input and the output of the amplifier 520. Thus connected, the amplifier 520 acts as a differential amplifier and the signal on line 523 represents the rate of change of the output axis speed. The output signal r-Λ of the differential amplifier 520 is inverted, that is, when the speed of the output shaft 14 increases, the output of the differential amplifier 520 is negative and vice versa, the signal on line 523 is then applied to the comparator 512 via insulation and scale resistance 524.

A signal (GOS) from the speed and synchronization switch 112 representing the calculated speed of the motor is supplied to the second input of the comparator 522 on a line 525. When the signal on the line 525, representing the calculated motor speed (GOS) is less than the sum of the voltages provided by the first input of comparator 512 through the scale and isolation resistors 513, 514, 519 and 524, an automatic downshift signal (AD ) generated at the output of comparator 512. This downshift request signal (AD) is utilized by the accelerator circuit 113 to compose a downshift instruction.

A corresponding circuit is used to generate an upshift request (AU) signal. The signal (TP) from the throttle converter 36 is also supplied to an amplifier 531. A feedback resistor 532 is connected between the input and the output of the amplifier 531. Pin number of individually selectable resistors 533 to 538 and an electronic switch 539 are also connected in the feedback circuit of the amplifier 531. The electronic switch 539 receives binary coded acceleration information (GCN) from the accelerator circuit 113 indicating the gear applicable selected by that circuit and connects the resistor corresponding to the currently selected gear in the feedback circuit of the amplifier 531 · The amplification factor of the amplifier 531 is thus selected by electronic switch 539 in accordance with the acceleration valid chosen by the accelerometer circuit 113 and the signal c? a line 540 represents the position of the. throttle transducer 56 as modified by amplifier 531. The signal on line 540 is fed to a first input of a comparator. Equalizer 541 via isolation and sealing resistor 542. Also summed at the first input of comparator 541 the last downshifted (LD) signal from the accelerator circuit 113. This signal (LD) is applied to a line 5 ^ 3 via scale and insulation resistance 544.

The signal (C-0S) on line 525, which represents the calculated motor speed of the shift and sync switch 112, is applied to the second input of the comparator 541. When the signal (GCS) is on the second input of comparator 541, which represents that the calculated motor speed is greater than the sum of the signals on the first input of comparator 541, an automatic upshift signal (AH) is generated by comparator 541 and applied to the accelerator counter circuit 113 -

The shift initiating circuit 115 further generates a downshift enable signal (DE), which permits or prohibits the requested shifting based on a comparison of the maximum allowable downshift speed for each gear with the calculated rotor speed (GOS). An electronic switch 550 and a number of proportional scaling resistors 551 through 556 provide a voltage on a line 557 in proportion to the currently selected gear as indicated by the binary coded gear count information (GCk) provided by the electronic switch 550 through the accelerometer counter circuit 113 The electronic switch 550 receives a constant voltage on line 558 and selects one of the number of resistors 551 through 556 corresponding to the current gear selected by the accelerator circuit 113 and provides a voltage on the line 557 determined by the current selected gear. A resistor 559 is connected between line 557 and ground. The tension o? line 557 is applied to one input of a two-input comparator 560 and the other input of comparator 560 is controlled by the signal (GOS) on line 525, which represents the calculated motor speed. The voltage on line 557 is modified by the presence or absence of the various additional signals. The signal (ETD) of the gas-cp-de-plank switch 55 is summed sum at the ornamental. C "a line 557 through a scale resistor 562. Accordingly, the last upshift signal (LU) is scaled by a resistor 56¾ and summed on the line 557. Finally, a signal (CAN) of the manual mode of the driver changeover control 26 or a signal (BS) from the brake switch 38 supplied through the diodes 565 and 566, respectively, through a resistor 567 and on the line 557. Presence or absence of the signals from the gas-op-plar.k switch 35 (EID ), the last upshift signal (LU) from the shift lever circuit 113 »the brake signal (3S) from the brake switch 38 and the manual (CAN) signal from the driver-switch 1 ir.gsrege 1 ir.g 26 were all summed on the line 557 and thus modify the operating point at which a downshift release {DE) instruction is generated by comparator 560. When the signal (GOS) on line 525 representing the calculated motor speed is less than the sum of the signals on the line n 557, a downshift enable (DE) signal is generated by a comparator 560.

The signal from the shift counter circuit 113 is also applied to an electronic switch 570. The electronic switch 570 receives a constant voltage on line 571 and provides a scaled voltage on line 572 directly proportional to the currently selected gear as indicated by the binary coded accelerometer counting information (GCN) provided by the accelerometer circuit 113.

This is accomplished, as already described by choosing one of a number of scale resistances 573 through 578 with value proportional to the gear ratio ratios 11. Signals from the gas cp-ce-plank switch (RTD) which are scaled by a resistor 579 and from a line 5 ^ 3 carry the last downshift signal (LD) of the accelerator circuit 113 which is scaled through a resistor 580 are also summed on the line 572. The other input of the comparator 582 is controlled by the calculated engine speed signal (GOS) on line 525. When the signal on line 525, which represents the calculated engine speed, is greater, the signal on line 572 showing the borrowed selected gear ratio as modified by the gas-on-the-plane. switch 35 signal (RTD) and last downshift signal (LD) cp ce line 5 ^ 3 of the accelerator circuit 133> nem j Γ 0 the comparator 582 generates an upper limit signal (UL) on.

Finally, the throttle transducer 36 also provides a signal (TP) to an input of a comparator 582 through a scale and isolation resistor 58¾. The signal (GOS) on line 525 represents the calculated motor speed and is also applied to this input of comparator 583 through a scale isolation resistor 5δ5. The other input of comparator 583 is grounded. The signal (GOS) on line 525 represents the calculated engine speed and is added to the signal (TP) from throttle converter 36 and when the input signal on comparator exceeds 583 in threshold, it causes an overshoot reset (SR) signal for the latches 333 and 336 in the accelerator circuit 113 which generates the last shift signal (LU) and the last reverse shift signal (LD).

In Fig. 9, 8th clutch control circuit 116 is shown. The clutch control circuit 116 receives a signal (CES) from the speed and synchronization circuit 112 on the line 601 which represents the motor speed 13. This signal is supplied to an inverting amplifier 603 through a capacitor 602. Thus connected, the inverting amplifier 603 acts as a differential amplifier and provides an output representing the change speed of the motor speed. The gain of the differential amplifier 603 is controlled by a number of resistors 60¾ to 609 and an electrical switch 610 connected in feedback circuit of the amplifier 603. The electronic circuit 610 receives the binary coded accelerometer information (GCN) from the accelerator circuit 113 and selects the resistance from the number of resistors 6 through 69. The signal on line 611 represents an inverted gear change of the motor speed scaled by a value determined by the gear selected in effect by the accelerator circuit 113.-The signal on line 611 is supplied through a resistor 612 to amplifier 613. The amplifier 613 is connected as an inverting amplifier and consequently the output of the amplifier 613 represents the positive change speed of the motor speed. A feedback resistor 615 is connected between the input and output of the amplifier 613 and the value of the spring positions 612 and 615 are so .......

Suppose the gain of amplifier 613 is one. The signals on lines 614 represent the positive speed change of the rotor speed _ and the signal on line 611 represents the inverted or negative change speed of the motor speed are each fed to a multiplexer 616 through resistors 617 and 618. The motor speed (ES) on the line 601 is supplied to the multiplexer 616 via a scale resistor 619.

The clutch control circuit 116 also receives a signal (T?) From the throttle converter 36 on a line 630. The signal from the throttle converter 36 is modified by the resistors 621 through 623 and a zener diode 62ode and supplied at the input of a inverting amplifier 625. Also associated with inverting amplifier 625 is a resistor 626, which provides a positive offset voltage to the input of inverting amplifier 625. The magnitude of the offset voltage provided by the resistor 626 is equal to or slightly greater than the voltage provided through the throttle transducer 36 when the motor is 13. A feedback resistor 627 is connected between the input and output of the inverting amplifier 625 and controls the gain of the amplifier 625. The zener diode 624 has an amplified voltage which is typically equal to 60-70¾ of the voltage supplied by the throttle transducers 36 with the accelerator pedal fully depressed Axis pedal settings below the zener voltage of diode 624 will zero the voltage at the junction of resistors 622 and 623. to be. Thus, the output voltage of the inverting amplifier 625 will increase linearly with respect to the position of the throttle converter 36.

The gain of the amplifier 625 is set to the value of the resistor 627 and 621 plus the offset voltage provided by the resistor 626. When the voltage on line 620 generated by the throttle actuator 36 is greater than the zener voltage of the zener diode 624, zcl the difference between the throttle spar.nir.g and the zener voltage occurs as an additional input signal to the amplifier 625 through the resistor 622. The signal at the output of the inverting amplifier 625 on line 628 increases negative and linear with the increased throttle position until the zener diode 624 begins to conduct at which time the slope of OQ; The line indicating this linear negative gain changes.

The negative throttle signal on line 628 is also fed to another inverting amplifier 630. The invetting amplifier 630 associated with its input resistor 631 and feedback resistor 632 is set to have the gain factor 1 and inverts the inverted throttle again. position signal (7?) provided by inverted amplifier 625 so that at the output of inverting amplifier 630 on line 633 the signal increases positively as the throttle valve signal (TP) increases. Furthermore, as was the case with the inverted signal on line 628 when the diode 624 begins to slide, the line representing the relationship between the gas tilt and line 633 changes. The signal on line 633 is also applied to one input of a dual input comparator 635 through a resistance divider consisting of a resistor 656 connected to one input of comparator 635 and a resistor 637 connected from that same point to ground. The second input of the dual input comparator 635 receives a signal (GOS) on a line 638 which represents the calculated motor speed of the speed and synchronization circuit 112. When the calculated motor speed signal (GOS) cp the line 638 is less than the signal supplied to the dual input comparator 635 by inverting equation 630, a positive signal is generated by comparator 655 and appears on line 640. A positive signal on line 640 makes, which will be referred to as a mode A head Cyolus acting through coupling 12. The mode A coupling cycle will be described in the following.

The head cooling control circuit 116 also receives a link decoupling signal (CD) from the instruction logic circuit 114 on a line $ 41. This signal is applied to an input of a dual input line 642. The second input of the dual input 0F item 642 receives a signal (H?) on a line 643 of the high pressure switch 54 associated with the coupling 12. When the coupling disconnect signal (CD) on line 641 or the high pressure signal (H?) on line 643 is positive, the dual input OR gate 642 sew a positive signal on a line 6bb to the multiplexer 616. The coupling decoupling signal (CD) on line 6bl is also applied to an inverting amplifier 660,

Two additional signals are applied to the clutch control circuit 116 through the speed and synchronization circuit 112. These are the too high motor speed signals (SH) applied to a line 6b6 and the too low motor speed signals (EL) applied to a line. 6b7. The overspeed motor speed signal (ΞΗ) is positive when the speed of motor 13 as sensed by motorsrelics scanner 1? is greater than the speed of the input shaft 55 of the transmission 11, as scanned, by the transmission input speed sensor 19. The motor speed signal (EL) too low is positive when the speed of the motor 13 as scanned by the motor speed sensor 17 is smaller. then the speed of the input shaft 55 of the transmission 11, as sensed by the transmission input speed sensor 19. The motor speed signal too high is applied to one input of a dual input AND gate 6b8. The second input of the dual input AND gate 6b8 is controlled by the output of the inverting amplifier 6b9. The input of the inverting amplifier 6119 is controlled by the mode A signal on line 6b0. The output of the inverting amplifier 6b9 is positive when a mode A signal does not exist on line 6b0 and vice versa. It follows that the output of the dual input AND gate 6b8 indicated mode B on line 650 is positive when both mode A condition does not exist and motor speed signal (EH) is too high. The mode B signal on line 650 is also applied to the multiplexer 616. The output of the inverting amplifier 6 ^ 9, which is positive when a mode A signal is not present, is also applied to an input of a dual input AND -pccrt 651. The second input of the dual input AND gate 651 is controlled by the motor speed signal (EL) that is too low on line 6b7. Thus, when no mode A signal is present and a too low mctor speed signal (EL) is present, the dual input AND gate 651 provides positive mode C signal cp line 652. The mode C signal cp line 652 is also supplied by the multiplexer 616.

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Before proceeding with the description of the clutch control circuit 116, the meaning of the four clutch torque modes, namely mode A, mode B, mode C and mode D will be explained. These modes relate to the four possible conditions under which the link can be called to link.

Mode A represents a clutch torque condition in which the output shaft 1¾ does not rotate or rotate slowly. Mode 3 indicates the condition in which the motor 13 is operating at a speed greater than the speed of the input shaft 55 of the transmission 11.

Under these clutch conditions, the motor will usually run slower when the. link 12 is linked. Mode C clutch refers to those conditions in which the speed of the motor 13 is slower than that of the transmission shaft 55.

The speed of the motor is usually higher when the coupling 12 is coupled. The fourth clutch torque mode mode D exists when the vehicle is moving and the engine speed and input shaft speed are equal or approximately equal, i.e., when none of modes A, 3 or C exist.

The multiplexer 616 receives the mode A signal on line 6 ^ 0, the mode B signal on line 650 and the mode C signal on line 652 and the prohibit signal on line 6 de. These are the control inputs to multiplexer 616. When the prohibition signal on line 6¾4 is zero, multiplexer 6¾ 6 connects one of its inputs to lines 65 ^ 4, 655, 656, or 68 ^ at its output on line 686. A positive mode A signal on line 6H0 connects line 65¾ to line 686.

A positive mode 3 signal on line 650 connects line 655 to output line 686. A positive mode C signal on line 652 connects line 656 to output line 686. In the absence of a mode A signal on line 6 * 10, a mode B signal on the line 650 and a mode C signal on the line 652 connects the multiplexer 616 and line 685 to the output line 686. This corresponds to the 3-cor mode. When the prohibition signal on a line 66¾ is positive, the multiplexer 616 disconnects all inputs from the output line 686. Thus, in mode A couplings, the positive change speed of the engine speed signal on line 61¾ through a resistor 617, a motor speed (ES) on line 601 _ _ ~ ~ * · - r- through a spring position 619, and the negative throttle signal on a line 628 through a resistor 629 all connected to the output line 686 of the multiplexer 616. In mode B couplings, the positive change speed of the motor speed line 614 through resistor 618 and the positive throttle signals on line 633 through a resistor 634 are all connected to the output line 686 of the multiplexer 616. In mode C couplings, the negative rate of change of the engine speed signal on line 611 through a resistor 659 and the positive throttle signal through a resistor 645 are all connected to the output line 686 of the multiplexer 616. In mode D Couplings, the positive change voltage is connected through a resistor 684 to the output line 686 of the multiplexer 615.

An amplifier 660 has a feedback resistor 661 connected from its output on a line 662 to its negative input on a line 686 which is also the output of multiplexer 616. In this way, the amplifier 660 and the associated resistor 661 act as an inverting amplifier . The positive input of the amplifier 660 is connected to the coupling decoupling signal (CD) on line 641. Except when the coupling decoupling instruction (CD) is present, this input will be at a potential. During coupling, the output of the amplifier 660 on a line 662 will be the weighted sum of the input signals, the weighting being proportional to the ratio of the feedback resistor 661 to the input resistor connected to the amplifier 660 via multiplexer 616.

The signal on line 662 is applied to an input of dual input comparators 664, 665, 666 and 667. Voltage divider resistors 670, 671, 672, 673, 674 and 675 provide various positive and negative voltages from the positive and negative voltage sources and apply spar.setting setpoints are established for comparators 664 through 667. The outputs of comparators 664 through 667 control amplifiers 680 through 683, which in turn control drain valves 51 and 50 and fill valves 47 and 48. When the signal on line 662 is less than the lowest set point voltage, namely that voltage associated with the operation of a comparator 665 and the fine drain valve 50 and the

350 comparator 666 and fine fill valve 47 all comparator outputs will be zero and all clutch air valves will be off. When the coupling error signal deviates from zero and the positive or negative direction of the set point of comparators 664 through 667 increases, one or down of the comparators will provide outputs and control the corresponding coupling air valves.

Mode A clutches usually occur when the vehicle starts from or substantially out of the rest condition. condition will the output of the amplifier 660 o? line 662 equals the weighted sum of the throttle tip (TF) signal minus the engine speed signal and minus the rate of change of the engine speed. when the combination of motor speed and motor acceleration is less than the weighted valve signal, the output signal of the amplifier 660 will operate positively and depending on the size, the comparators 665 or 665 sn 664 will operate causing the fine discharge valve 50 or the fine discharge valve 50 and the raw discharge valve 51 be ratified. The result of these valve actions will be a reduction of the air pressure in the clutch chamber 45 with a subsequent reduction of the clutch torque. This reduced torque reduces the torsional load of the motor 13 so that it can accelerate.

Conversely, when the combination of engine speed and engine acceleration is greater than the weighted throttle signal, the output of amplifier 660 cp line 662 will become negative. Again depending on the magnitude of the signal on line 662, this can cause comparators 666 or 666 and 667 to energize the fine fill valve 58. The actuation of these valves causes an increase in the air pressure in the coupling chamber 45 and, consequently, an increase in the torque capability of the coupling. This will strain the engine.

When the combination of engine speed and change rate of engine speed is equal to or substantially equal to the weighted throttle valve scale, the output of amplifier 666 on line 662 will be small and no valve will be energized. Thus, the response of the overall system is to set the clutch torque so that the motor 13 operates at or near a speed set by the weighted gas tip.

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In a normal mode A start, when the driver presses the accelerator pedal 31, it increases fuel flow to the engine 13 so that it accelerates. At the same time, the clutch control circuit, 116 will increase the clutch torque until the engine speed is maintained at the speed set by the weighted throttle position signal. The resulting torque will accelerate the vehicle. During this time, the clutch 12 slips the torque when the engine speed is greater than the transmission input shaft speed. As the road speed of the vehicle increases, the speed of the transfer input shaft increases. Finally, the input shaft 55 and the motor 13 will rotate at the same speed, when this happens the motor speed increases, causing the clutch to be coupled quickly.

Mode 3 torque occurs when the vehicle is moving and the engine speed at the time of clutch is greater than the gear input shaft speed. Usually this occurs after a circuit. In this mode, the inputs are connected to amplifier 660 through multiplexer 616 connected to line 655. These are the positive speed changes of the engine speed and the positive weighted throttle position signal. As described above, the weighted sums of these signals appearing from the output of amplifier 660 will cause the actuation of one or more of the fill discharge valves depending on the direction and magnitude of the amplifier output. In this case, increased clutch torque will tend to slow the motor 13. This engine delay causes a negative voltage to appear on line 614. Typically, the weighted throttle signal on line 633 will cause the output of amplifier 660 to become negative so that fine fill valve 47 and / or coarse fill valve 48 will be energized. The resulting increase in clutch air pressure increases clutch torque and causes increasing deceleration of engine 13. This process continues until the negative signal on line 614 resulting from the engine deceleration balances the positive weighted throttle signal on line 633.

The operation of the system is such that during a mode 3 link the meter is decelerated at a speed set by -. r ^ rt * v> - /

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a weighted gas tipping signal. The relative values of the quantities at the balanced condition, i.e., no output signal from the amplifier 660, are set by the ratio of the resistors 618 and 63 ^. Furthermore, the change speed of the motor speed is weighted by the gain of the amplifier 603 depending on the transmission gear being coupled.

During a mode 3 clutch, the clutch is coupled such that the engine speed is forced to decrease to a speed that depends both on the throttle position and the gear-wheel ratio. The various factors are weighted to provide proper coupling under all conditions. The torque provided by the clutch will respond through the control line and the motor gear shafts. Improper clutches would result in unwanted high transition torque in the control line and / or feed of a jerky and jerky clutch by the driver.

The variation in the gear wheel ratio is compensated for by the variation in the weight of the ipotor speed term on line 61H caused by the variation in the gain of the gain 6C3. Further, at light throttle settings, the weighted gas tip signal o? line 633 are relatively narrow, causing a relatively small engine speed delay. Under these conditions, the developed torque balanced will be very small. As the throttle 31 is further depressed, calling the weighted throttle signal on line 633 increases for a greater deceleration rate change and therefore higher torques. Thus, light throttle clutches can be made extremely smooth in all gears. When the accelerator pedal is pressed, the clutches are made faster, but with some increase in torque.

K'ocus C coupler occurs when the vehicle is moving and the engine speed at the time of coupling is less than the speed of the transmit input shaft. Normally this is a result of an ierua-switchir.g. In this circumstance, the torque generated by coupling the clutch 12 will accelerate the engine 13. The accelerated motor will send a negative signal c? provide line 611. Analogue to the facade of the Mode 3 link, this signal on line 611 is balanced by the weighted throttle position signal on line 633

In all other respects, the C-clutch mode will be the same as the 3-clutch mode except that the engine 13 will be accelerating.

In both a mode B and mode C coupling, the result of the torque will result in the motor speed approaching the input shaft speed 2Al. When this difference is small or zero, D-torque mode will occur. Under these conditions, the multiplexer 616 connects the line 665 to the amplifier 660 through the line 686. Vu, the input signal to the amplifier 660 is the positive supply voltage through the resistor 68¾. This causes the output of amplifier 660 on line 662 to have a large negative signal which energizes as much the fine fill valve 47 as the coarse fill valve 48. The result is coupling the coupling at the greatest possible speed. Since the speed difference across the clutch is effectively zero, the quick clutch does not cause a transition control line torque.

The coupling control signal (CD) on line 641 and the high pressure (HP) signal on line 643 directly affect the coupling of coupling 12 through multiplexer 616. A prohibition signal (INHIBIT) is provided by the multiple input QF-pcor -t 642 when either the clutch release (CD) or the high pressure (H?) signal is present. The prohibition signal (INHIBIT) on line 644 disconnects the input of the inverting amplifier 660 from all speed and throttle valve information fed to the multiplexer 616. When only the clutch disengage (CD) signal is present, the prohibition signal (INHIBIT) is generated through the OR gate 642 as just described and a coupling error signal is provided by the coupling decoupling signal (CD) on line 641. The coupling decoupling (CD) signal is fed to the positive input of an inverter amplifier 660. When the coupling decoupling (CD) signal is present, the error signal on line 662 becomes highly positive and triggers both comparators 664 and 665, which in turn open the coarse drain valve 51 and the fine drain valve 50. When only the high pressure signal (H?) Is present, the double input OR gate 6 ^ 2 provides the prohibit signal (INHIBIT) on line 644. When Git prohibit signal is present, - r, r *: - '' the multiplexer 616 all inputs to the inverting amplifiers 660 and the coupling error signal on line 662 becomes zero. Thus, a fill or discharge valve will be on. In this way, the pressure in the chamber 15 of the clutch operator 18 can be maintained at a constant predetermined level.

Next, the generation of the cver switching point by the transmission 10 will be described with reference to FIG.

· Gear selection, engine operating conditions and vehicle operating conditions are related. This shift initiation circuit 115 controls gear selection in such a way that optimum operation is maintained. This optimum may vary by design to satisfy different vehicle features, designs and seller or driver requirements. To meet these different requirements, a number of input signals are used including the motor speed in the adjacent gears; vehicle acceleration; accelerator pedal position and the speed of change of the accelerator pedal position; the direction and time elapsed since the last shift and the motor speed history since the last shift.

To facilitate understanding of these circuits, refer to Figure 10: a graph of static shift point profiles for the six forward gears of the transmission 11. Calculated motor speed (GOS) is plotted along the 'abscissa and throttle position (T ?) has been plotted along the ordinate.

The switch point profiles consist of three parts. The first is the 35-100¾ range of the accelerator pedal position in which the shift points increase linearly with the accelerator pedal position. Secondly, there is a series of full throttle shift and downshift limits for each gear. These are shown along the top T00% throttle position. Finally, in the range of 0-35¾ throttle, the downshift points are fixed at the 35¾ throttle value while scallops are fixed at the full throttle shift limiting value.

Two voltage signals are generated in each gear, which is derived from the accelerator pedal position (TP) signal. These voltages are compared to voltage signals representing the calculated motor speed (GOS). The downshift and upshift lines are graphical representations of the relationship between these generated voltages and the gas tip (TP) signal, but shown in terms of their corresponding engine speed equivalent. These lines will be referred to as the throttle modulated switchover profile.

Typically, duty point 1 will fall between the downshift profiles on the left and the upshift profiles on the right.

When the motor operating point 1 will move from the left of the downshift crophiles, an automatic downshift request (HD) is sent to the accelerator circuit 113- When according to the workpoint 1 moves from the right of the upshift profiles, an automatic downshift signal (Ad) is generated .

The shift initial circuit 115 provides two such profiles for each gear.

(Note that in the cases of the first and de.topvers_nellir.g, one profile is meaningless, i.e. no switching is possible above the topverselling).

The changeover profiles are typically moved equally on each side of the peaks of the fuel consumption curves, limiting operation to most fuel efficient areas. It would be desirable from the fuel efficiency standpoint to have the shift profiles as close to the peaks as possible. However, they must be separated by at least the split between the various gear ratios of the transmission 11.

For the system shown, the transmission has ratios 7,117; 21.08; 2.36; 1.47; 1.00 and 0.776 in gear 1 to 6. If an example of the limited success achieved using only static upshift and downshift profiles, the vehicle is assumed to be operating in fifth gear and accelerating slowly (paragraph 2) . At 1600 revolutions per minute an upshift to sixth gear would be requested. In sixth gear, the motor speed would be reduced by the numerical ratio of the fifth gear ratio to the sixth gear ratio, ie, 1600-1.00 / 0.778 parts 1250 revolutions per minute. This corresponds to point 3 of Fig. 10. As shown, point 3 is on the right side of the downshift glue and the upshift can be made thereby. If the switch gear profiles were • closer together, a situation could arise where point 3 falls to the left of the downshift profile. Should this occur, the transmission would be rushed any upshifting would result in an immediate downshift instruction which in turn would generate an upshifting, such instability or agitation is not acceptable.

• In the previous example, it was assumed that all conditions remained constant during and immediately after the switch. In reality, few of these conditions remain constant. During a switchover, the control line torque will be momentarily interrupted. Consequently, the motor speed will not remain constant. Demand for horsepower requirements can vary quickly if they occur when the vehicle encounters a slope. Finally, the driver can change the position of the accelerator pedal before during or as a result of switching.

In the shift initiation circuit 115, the base throttle-moculated shift profiles are modified to properly account for the many dynamic conditions and interpret the intentions of the driver as indicated by movement of the throttle. These various modifications and their purpose will be described below.

In order to make the throttle-modulated gear change diagram shown in Fig. 10 as close together as possible, provision has been made to change the location depending on their recent history. To accomplish this, the gear shifting circuit 213 provides signals characteristic of the direction of the last shift. These signals, last upshift (LU) and last downshift (LD), can be generated when the acceleration counter is changed and are stored in memory.

After each upshift, the last upshift signal (LU) modifies downshift profiles. This modification has two components. A static component moves the downshift profiles from the normal position shown in Figure 10 to lower motor speeds. This set-up will usually be 100 to 150 revolutions per minute. In addition to this static shift, the recoil profiles were temporarily shifted TOO up to 150 revolutions per minute. The downshift profiles then return to the static residual shift from 100 to 150 revolutions per minute over a period of several seconds.

Similarly, the uplift profiles are moved to the right after each downshift.

As claimed, the static portion of the shift is retained, while the last shift up (LU) or the last downshift signal (LD) remains. Additional circuitry is provided to reset the memory. At each upshift, a memory reset signal is generated when the motor operating point crosses the reset line HE from left to right. After a downshift, a reset signal is generated when the operating point crosses the reset line ER from right to left.

The reset line EE is allowed to move dynamically. Typically, this involves moving the reset line EE at about 300 revolutions to the left after an upshift and an equal amount to the right after a downshift.

These movements allow the throttle modulated shift profiles to move closer together without causing instability. In addition, the transition portions allow the system to ignore several control oscillations of the control line which may occur as a result of switching. The provision of a reset minimizes the possibility that the out-of-range operation defines the static throttle modulation profile would occur.

The static downshift and upshift profiles also ignore the effects of vehicle acceleration and deceleration. In the shift initiation circuit 115, this factor is included in the shift decision by shifting the throttle modulated downshift and gearing profiles by an amount proportional to the vehicle acceleration and deceleration. Typically, the downshift profiles are offset to the left of a speed of 7.2 revolutions per minute per mile per hour per minute of vehicle acceleration and to the right an equivalent amount of vehicle deceleration. The shift-up profiles are offset down right with the speed of 16, Ί revolutions per minute per mile per hour per minute vehicle deceleration. There is no corresponding left offset from the vehicle gear upshift profiles.

The effects of this movement can be illustrated by two examples. First consider the case of vehicles. working point at point 4 of fig. 10. Stable operation implies that the position of the accelerator pedal is set so that the power delivered by the engine corresponds to that used by the vehicle, that is to say that the speed of the vehicle is constant. Now assume that the driver has fully depressed the accelerator. The duty point will shift to point 5. On a static overshift profile base, this would result in a downshifting of the operating conditions to point 6. The engine horsepower will then be substantially above demand and the vehicle will accelerate, resulting in a requirement to shift up to the original acceleration.

When the vehicle gear shifts the shift profile to the left, point 5 can remain to the right of the downshift line and no downshift will occur. The surplus of horsepower will still be sufficient to accelerate the vehicle and no unnecessary sequence of shifts will occur.

As a second example, it is assumed that a vehicle with a fully depressed accelerator pedal above 1600 revolutions per minute, which vehicle is to climb an incline sufficiently steep to create a downshift requirement. On a static base, the motor speed should drop to 1300 revolutions per minute before downshifting will occur. The deceleration-induced movement of the shifting profile would cause the downshift to occur at a higher mode speed thereby enriching the operation of the vehicle's movement.

In addition, the switching profiles can be moved in response o? the speed of the accelerator pedal movement. For example, consider a vehicle operating at point 7, which has a downward slope why? the driver does not wish to accelerate. His normal response will be to return his accelerator pedal to operating point 7-0? Point 7 will not be upshifted since the Accelerometer Switch 113 does not upshift if the accelerator pedal is not pressed. On the other hand, since the operating point traverses the region between the points 7 and 8, an on-shift will occur when the rate of change of the accelerator pedal position changes the shift-up profile r. Move £ 2.Γ to the right, this problem will not occur. Accordingly, when returning from point -8 to point, the upshift profile will again be shifted to the right. The upshift profile is thus typically shifted to the right by the absolute value of the speed of change of the accelerator pedal position.

On their own, the throttle-moculated shifts could result in incorrect shifts. Under no circumstances can a downshift be allowed which would result in excessive motor speed. Thus, the shift initiation circuit 115 includes a limiting downshift speed for each gear. In order for a downshift to occur in either automatic or manual mode, the calculated motor speed signal (GOS) must be less than the downshift-free (Os) signal.

A limited speed for upshifts is also provided, namely the upshift limit (UL). This limitation is desirable for two reasons. First, in many cases, the throttle-actuated shifting profile, especially with large splits between gears, can lead to excessively high upshift speeds with a fully depressed accelerator. Second, the various factors that move the upshift profile and upshifts can even move to even higher speeds.

In automatic mode (AUTO), an upshift will be requested when the calculated notor speed (GOS) is greater than the modulated value (AU) or the limited value (UL).

Usually there will be a full family of setpoints one for each gear. Shift Limit Values (UL) will typically be set in addition to the speed at which the engine driver begins to limit the fully ir-depressed accelerator to horsepower. The downshift release limit signal (CUE) is then set to be approximately the gear split below the upper limit setting for the next lower gear. For example, in the case of the gear with a 1.28 split between fifth and sixth gears, the sixth gear downshift release settings would be roughly equal to the fifth gear upper limit setting divided by 1.28.

• Separation of these limit signals UL and Bi are controlled by the acceleration split. As is the case with modulated profiles, these fc limit values are shifted by the last downshift 1 irgs and last downshift signals. As shown in Fig. 10, the downshift enable signal is reduced by the last upshift signal LU, while the upshift limit speed UL is reduced by a last downshift signal ( LD).

Likewise, measures have also been taken to cause the limiting signals to move in response to other working conditions. Downshift Release (DE) signal is active in manual mode (WAN). In this mode, the limitation is typically increased close to the maximum at which a downshift can be safely performed without 1st increasing the mouor's no-load driver speed.

In some applications it is desirable to give the driver additional control of the switch points.

The downshift release signal (PK> allows downshifting in manual mode (CAN) only when the calculated motor speed (GOS) is below the set point. In manual mode (MAN) the downshift release setpoint (DE) is normally moved to the highest speed in each gear on which a downshift can be completed without increasing the maximum safe motor speed.

It is desirable and / or necessary to use engine compression brakes when driving down long or steep slopes. Under these conditions, the driver's foot will not be on the accelerator and downshifts would occur at low engine speeds, resulting in small engine delays. Accordingly, the shifting circuit 113 is provided with a signal (BS) when the re. and be energized from the vehicle. At this time, a downshifting occurs as soon as the downshift enable signal (DE) allows. At the same time, the retrenchal (3S) will typically increase the downshift enable signal to a higher than normal rate. This allows for the most effective root compression brakes in a natural way.

For some applications, it is desirable to provide their deposition action similar to that provided in some passenger car transmissions. Typically, this would consist of a switch with a detent lever energized at the limit of the throttle barrel. When the accelerator pedal is depressed to the limiting conditions, a throttle cp-de-plank (r.i.D) signal is generated by the gcs-on-the-plank switch 35.

In gas-on-the-shelf conditions, both the downshift release (DE) and upshift (UL) speeds will be increased. This provides additional control of gear selection which is particularly advantageous on slopes. At normal upshift limit settings, upshifting will result in lower motor horsepower availability at the low motor speed. Thus, for example, on ramps, upshifts will result in insufficient power to maintain vehicle speed. This problem is further aggravated by the fact that under these conditions the vehicle speed can drop significantly during the changeover.

By raising the chop limit (UL) under gas-on-the-shelf conditions, cit problem can be solved. Typically, the dTop shift limit (UL) setting may have been moved to an area of regulator hang so that there will always be increased horsepower or torque available after the upshift. Normally this involves consideration of vehicle deceleration during the switchover.

Increasing the downshift release setting (DE) allows the CEO to force past downshifts. This is advantageous when the operator is on a slope where downshifting will be required. The more downshifting will result in a minimal decrease in vehicle speed. The gas-off-the-shelf view can also be used to provide additional acceleration for situations such as passing another vehicle.

As was the case with the throttle-robotic shifting profiles, location and movement of the limiting shift points can be adjusted to satisfy other needs. For example, to improve fuel economy, the upscaling limit (UL) for the following top gears is something. set lower than for the other gears and do not move by the RTD or last shift back (LD) signals.

The result limits the maximum engine speed when the motor vehicle is operating at higher road speeds.

Other changes of the switch points may be desirable for special circumstances. It has been observed that in some vehicle configurations a much flatter ride can be obtained when shifts do not occur when the vehicle is accelerated rapidly.

This can be accomplished by prohibiting upshifts while the output axis change rate exceeds preset levels.

It has also been found to be beneficial to achieve a minimum calculated engine speed below when a downshift is commanded. This can be achieved in part by appropriately forming the gas-tip-modulated switch-point character. The bes. Weighting this profile by vehicle acceleration and other factors can lead to situations where an engine stalling failure was approached. To avoid this possibility, a too low speed signal is generated when the calculated motor speed (GOS) falls below a preset level. This too low speed signal forces a downshift request (AD).

Those skilled in the art will appreciate that various modifications can be made from the preferred embodiment as described above without departing from the scope and spirit of the invention of the invention.

S IC-ΝΑ ALVvOCnDmN LI JST:

The following glossary includes analog and digital signals provided to, operating on or generated by the central processor 2k of the mechanical automatic transmission 10. This glossary arranged alphabetically by signal code includes a brief description of each Signal and in the case of digital signals a further explanation regarding the state of the signal (high or low) when the particular condition is true or false. The glossary will be useful when used in conjunction with the signal generation and refraction list fig.

-Signal Glossary- LOGICAL SIGNAL ABBREVIATIONS BS_ ALARM signal generated by the accelerometer circuit 113 operating on an audible alarm 27 to warn the driver of improper action.

When ALARM = 1, the audible alarm is on.

, .. f o downshift request on "downshift" r r r r!!!!! iër 115 115 115 115 115 115 115 115 115 115 115 gebaseerd gebaseerd gebaseerd gebaseerd gebaseerd gebaseerd gebaseerd gebaseerd gebaseerd gebaseerd gebaseerd op gebaseerd gebaseerd op op gas gas gas gas gas gas gas gas gas gas gas 115 115 115 115 115 115 115 115 115 115 by using the throttle modulated speed profile.

AD = 1 when switching is requested.

tuto ^ atic AUTO signal from driver shift control 26 indicating that the driver has selected the automatic mode. When AUTO = 1, switches are initiated automatically based on the logic rule and / or requests by the switch initiation circuit 115.

Automatic AU upshift request generated n ^ scbakeii-ε. By the switch-timing switch 115 based on the throttle modulated speed guide profile.

AU = 1 when switching is requested.

—M εεη 3s signal obtained from the brake switch 38 on the vehicle. This is used to change the downshift speeds in automatic mode.

BS = 1 when the brakes are on.

Calculated motor C-OS a DC analog sig speed sew seuJk εεη the speed wn the output axis scaled by the numerical value of the ratio.

LOGIC SIC-NEEDLE ABBREVIATIONS DESCRIPTION

(Absurd)

Clock-free CLE clears the counter, used to generate acceleration codes, to respond to clock pulse. Git signal is generated by use in the gear counter circuits.

Clock pulse C? signal generated by the clock pulse oscillator when the count-free signal is true.

Under these conditions, the clock pulse oscillator will provide clock pulses at a fixed rate, end characteristic at 100 pulses per second.

Heads ngc- "CD signal used to instruct decoupling decoupling decoupling. This signal energizes the drain valve 52 associated with the coupling 12.

Coupling MODE A, coupling coupling modes. This coupling MODE 3, logic signals are generated by MODE C, generated by the coupling control MODE D circuit 116 and are used for switching various analog inputs to the coupling error amplifier.

Coupling INHIBIT logic signal generated by the prohibition coupling control circuit 116 which reverses the normal analog inputs to the coupling error amplifier.

Downshift signal generated by the over-release circuit initiation circuit 115 when the output shaft speed is low enough to permit downshifting to the next lower gear without resulting in excessive motor speed. The DE signal is used in both automatic and manual modes.

LOGICAL SIGNAL QUICK REFERENCE AND DESCRIPTION

(Continuation)

Downshift BS impedance signal in the sales counter circuit 113 which represents the conditions in which a countdown will be made. This is part. defined as an aid in determining the conditions necessary for a count clearing signal to be generated.

Too high motor BH signal derived from the power and synchronization circuit 112 from a comparison of the calculated root cr speed (C-OS) and the actual motor speed (ES).

H EH = 1 when the actual motor speed is greater than the calculated motor speed.

Too low motor EL signal derived in the speed and syncronature circuit 112 from a comparison between the calculated motor speed (GOS) and the actual motor speed (ES).

EL = 1 when the actual motor speed is less than the calculated motor speed.

Motor speed ES is a direct current analog signal proportional to the speed of a motor 13.

2 ^ signal-generating speed and synchronization switch 112 which is based on a comparison of the output speed divided by the gear ratio for the selected gear. When the absolute value of the signal vocrai exceeds certain limits, "- 1 u - I ·, ** a Γ:" * = "J. _________..

L0GISCH1 SIGNAL ABBREVIATIONS DESCRIPTION

(Continued) routine speed * 010 siS "eal ° Pffkt gica to indicate an actual or potential error condition. No hold circuits have been applied. Typical conditions for generating a hold signal. Could be a loss of truck pressure, low battery voltage, rapid heat regression; failure, etc.

Fuel color FV signal used for Set controlling the flow of fuel to the engine 13. When FV = 1 fuel is supplied.

Acceleration GCN this refers to the four-bit acceleration developed by the accelerator circuit 113 to specify the selected gear.

Acceleration JRC this refers to the four bit. , "* d" at the output of the lockout U01 in the instruction logic circuit 11 ^ which keeps the existing binary code gear count information until a physical shift to a new gear is acceptable -

Speed Xi signals used to control K2 control of the solenoid valves vj 69 which accomplish the gear selection y [j. When K (N) v5 is true, the valves will physically place the dg vg transmission in (N) vj gear. The value; fR of K (1, 2, 3, 5, 6, N or R) q is specified oocr CCW.

rw r. Ιλ (Continued)

γγ:; λώφτιιρ.ρη 35 WRITING

T.0G1SCH SIC-NEAL Ar. ^ RTlfW --- signal generated by the

High pressure no pressure switch 54 which senses the cooling air pressure. The switch 54 operates when the clutch air pressure exceeds the switch setting.

HP = 1 when coupling is coupled in set point.

-γα: signal derived from the

On uSueKing vehicle ignition switch 25 indicating that the ignition switch is on when ÏGN = 1 · i -j signal generated by the ^

Low pressure pressure switch 53 which senses the clutch air pressure.

An LP = 1 signal indicates that the clutch air pressure is below the clutch threshold.

L? = '1 when the clutch is disengaged.

/R-.i switching signal from the control

Manual "jl" ring switching control ^ 2p indicating that the selector lever is in manual mode sua & t. CAN = 1 when selector switch is in manual mode * - ·, ou switching signal of control

Manual downshift shifting control 26 "indicating that the selector lever lift is in the manual downshift release position.

vnp switching signal from the control

Manual override switch control 26 actuate that the selector lever is in the manual shift position * stsst * · ** \

LOGIC SIGNAL ABBREVIATIONS DESCRIPTION

(Continued) ",, V - JT signal from control r. \ Eutrael - changeover control 26 indicating that the selector lever is in neutral position.

signal generated by the -and ·. accelerometer circuit 113 to ensure that the gear counter will change only one beat each time the selector switch is moved from the MUP or MDN interface.

... j_ 0ς a direct current analog signal

Lllof ^! ^ £ S "" sew proportional to the speed of the output shaft 1¾.

_, .. Λ. . λ signal generated in the high speed, speed and synchronization cycle 112, indicating that the motor "13 could run at too high a speed if a gear change was completed in the selected gear. This signal is based on a comparison between the calculated motor speed (GOS) with a fixed reference.

^ "S ~ T signal generated by the reset accelerator circuit 113 ~~ and used for the reset.

shifting from acceleration to the “C” state (neutral selection). The reset signal takes precedence over all other signals and forces the accelerator into the “C” position independently of all other signals.

(Continued) αρκγ ^ τγίο ^ ν description. ï nr-TSCH SIGNAL, ACCOUNT ^ signal from driver

Reverse shift controller 26 indicating that selector lever m is in reverse.

"Detent switch 35 phys

Throttle-on-the-spot-associated with the accelerator pedal switch 31. The switch 35 has a strong detent action when the accelerator pedal is pressed down to the limit.

RTD = 1 at greater than full throttle travel.

short notation for acceleration

Choose first gear selection specified m gear, etc. “gear counter binary code.

Λ S1 means that the counter binary code corresponds to the first gear, etc. SR :: means that the acceleration counter binary code indicates a neutral S; s' ie choice. SN means that the accelerometer binary code indicates a reverse gear selection.

c-.u signal generated and used by

Downshifting ^ Accelerator circuit 113 when downshifting is requested from one of the common sources.

- ς-ο signal generated ^ by and

Upshifting by acceleration counter switching 113 when shifting has been requested from one of the possible sources.

cp a signal generated by -n

Synchroniser mgs ^ structure logic switch _ .. & ^ release when crie conditions exist for operation of the syncnumber * coupling clutch or brake. when. -1 can find synchronization pia * vs-.

LOGICAL SIGNAL ABBREVIATIONS DESCRIPTION

(Continuation)

State of the T? a sn2loog Reverse throttle = all proportional to the throttle position 31.

Gas throttle valve T3 signal generated by the. switch 3 * 1 associated; with the accelerator pedal 31. This switch energizes with light pressure on the pedal 31 and is used to indicate to the logic that the driver's foot is on the pedal pedal.

TS = 1 when the foot is on the pedal.

Transmission GGS GK signal derived from the neutral neutral shifting axis 73 on the transmission 11 operating when a crossover busbar is moved from the neutral position.

GN s 1 when the transmission is mechanically in neutral.

(Church: GN = 0 does not mean that the transmission is actually in gear).

Low vehicle U signal generated by the speed J, d heics and synchronization circuit 102 when the speed of the output shaft 15 falls below a predetermined set point, typically 60 to 70 revolutions per minute.

U = 1 when the output shaft speed is less than about 70 revolutions per minute.

roschakei You? signal generated by the accelerometer circuit 113 and a used to control the accelerometer when an addition is to be made.

O hakeiKe-CL signal generated by the switch

The "initiation circuit Ho" indicates that the microspeed exceeds a variable limit. This signal is generated by a comparison of the calculated motor speed (GOS) with the ce.

<sJ yJ H "

Claims (3)

1. Automatic transmission for vehicles having a valve-driven motor, a squeezer controller and a transmission mechanism having a number of transmission ratio combinations selectively linkable between an input shaft of the transmission mechanism and an output shaft of the transmission mechanism acting is connected to the motor, the transmission device comprising an information processing unit having a means for receiving a plurality of input signals and a means for generating output signals, the input signals comprising a signal indicating the position of the pinch controller and a signal indicating the speed of the output shaft, the transmission mechanism comprising a means responsive to the output signals and operative to drive the transmission mechanism to engage one of the transmissions. to achieve ratio relationships and wherein the processing unit includes a means for processing input signals in accordance with a program to provide a predetermined transmission ratio for a given combination of input signals and for generating output signals, thereby providing the transmission device is operated in accordance with the program outlining a predetermined motor speed on which upshifts and downshifts are commanded for each measured pinch control position, characterized in that the input signals include a signal indicating the rotational speed of the motor, which is the processor provided with a means for changing the program, comprising a means for changing the motor speed at which upshifts and downshifts are commanded and that the input signal indicating the position of the pinch controller varies in proportion For convenience with the position of the pinch controller and the processing unit, it comprises means for differentiating in time the input signal indicating the position of the pinch control and a means which responds to all input signals including the differentiated pinch control position signal for changing the motor speed to which the transmission mechanism is switched from a predetermined transmission ratio to another predetermined transmission ratio. 2 Automatic transmission device for devices having a valve-driven motor, a pinch controller and a transmission mechanism having a number of transmission ratio combinations selectively engageable between an input shaft of the transmission mechanism and an output shaft of the transmission mechanism acting is connected to the motor, the transmission device comprising an information processing unit having a means for receiving a plurality of input signals and a means for generating output signals, the input signals comprising an input signal indicating the position of the valve controller , a means associated with the transmission mechanism operable to drive the transmission mechanism to effect m -i [ju of any of the transmission ratio combinations in response to the output signals of the processing A unit is provided with a means for processing stored information and subsidiary input signals in accordance with a program to provide a predetermined transmission ratio for a given combination of stored information and valid input signals and to generate output signals thereby transforming the transmission device. operated in accordance with the program, characterized in that d = .o the input signals comprise an input signal which indicates the rotational speed of the motor and the processing unit is provided with a memory means for storing information pointing in the direction of the previous changeover and that the input signal indicating the position of the pinch controller varies in proportion to the position of the pinch controller and the processing unit comprises a means for differentiating in time the input signal indicating the position of the pinch controller and a means which addresses such a differentiated pinch control position input signal for changing the measured motor speed at which the transmission mechanism is switched from a predetermined transmission ratio to another predetermined transmission ratio. Automatic transmission device according to claim 2, characterized in that the input signal indicating the position of the kmjp control ± ngs-i element is provided with an input signal indicating when the pinch control is at its maximum setting and that the processing device unit includes a means for changing the predetermined program, including increasing the measured motor speed at which upshifts and downshifts are commanded when the input signal indicating the pinch control is at its maximum setting is activated . Eindhoven, February 1993.