US3667577A - Vehicle speed responsive controls for transmission, clutch and engine - Google Patents

Vehicle speed responsive controls for transmission, clutch and engine Download PDF

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Publication number
US3667577A
US3667577A US26305A US3667577DA US3667577A US 3667577 A US3667577 A US 3667577A US 26305 A US26305 A US 26305A US 3667577D A US3667577D A US 3667577DA US 3667577 A US3667577 A US 3667577A
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Prior art keywords
ratio
jack
changing
contactor
clutch
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Expired - Lifetime
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US26305A
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English (en)
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Charles Terres Weymann
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S I D A R O SOC IND DE DISPOSI
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S I D A R O SOC IND DE DISPOSI
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0605—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
    • F16H61/0211—Layout of electro-hydraulic control circuits, e.g. arrangement of valves characterised by low integration or small number of valves

Definitions

  • the present invention relates to an automatic gearbox control device for automobiles which is ap licable to any conven- [22] 1970 tional mechanical gearbox and can b: coupled to an existing ⁇ 2 ⁇ A l, N 26,305 vehicle without any major modification.
  • the control device comprises a source of pressure fluid, a double-action ratiochanging jack actuated by said pressure fluid through two [30] Fore'gn Apphcat'on Pnomy Dam electrovalves selectively,and an electrical regulating contac- Apr. 28, 1969 France ..6913392 impelled a Speed that vehicle and comprising two terminals selectively supplied with current by 52 us. 01 ..192/.0s, 192/092, 192/358, said regulam' mm the vehicle suPPYmg 192/084 74/873 91/189 nections to said electrovalves respectively, each of said con- 51 im. c1.
  • the present invention relates to an automatic gearbox control for automobiles.
  • Automatic controls known up to the present generally require a special gearbox, for example, with an epicyclic gearing, a hydraulic converter, a continuous variator, etcetera, and are generally adaptable only to a vehicle designed for this purpose.
  • the present invention envisages an automatic control which is applicable to any conventional mechanical gearbox; the automatic control can be coupled to an existing vehicle without any major modification.
  • the automatic control according to the invention can be instantly disengaged if desired, simply by operating an electrical switch.
  • the conventional manual gearchange system which remains unaltered, is thus always available, giving total functional reliability.
  • a range selector allows optional choice of velocity stages for which the changes in ratio occur, so that the control is adaptable to the preferred driving method of every driver.
  • the automatic control is just as suitable for threeor fourratio touring vehicles as for utility vehicles, lorries or buses which incorporate a larger number of ratios.
  • a device for automatic control device for the mechanical gearbox of a motor vehicle, comprising: a source of fluid at a pressure different from atmospheric pressure; a double-action ratio-changing jack, activable by said fluid, and whose piston rod is connected to a ratio-changing member of the said gearbox; a first and second electro-valves interposed between said source and, respectively, both ends of the cylinder of said jack; and electrical regulating contactor, propelled at a speed proportional to that of the vehicle, and comprising at least one first and one second output terminals, selectively supplied with current by said regulator, from the vehicles battery, for a first and a second range of velocities; a first and second electrical connection, respectively interposed between the first output terminal and the first electrovalve, and between the second output terminal and the second electrovalve, each of the said connections comprising two contactors in parallel, of which one is a selfmaintaining contactor activated by the said ratio-changing member, and of which the other is a maneuver contactor, activate
  • FIG. 1 a diagrammatic view of the device for controlling a two-ratio gearbox
  • FIGS. 2,3 the positions for the first and second gear ratios of the de-clutch and self-maintaining switches
  • FIG. 4 a diagrammatic view of the connection, by hydraulic connecting-rod, between a gear-change jack and a gearchange lever;
  • FIG. 5 a supplementary jack used in a device for controlling a four-speed box
  • FIG. 6 members which must be added to the device shown in FIG. 1 to ensure control of a four-speed box.
  • FIG. 1 there will firstly be described an embodiment of a device which is applied to the control of a gearbox with two speeds only.
  • automobiles have three or four gear ratios, or even more in the case of lorries, but description is simplified if it is illustrated in the case of a two-speed box.
  • F 168. a description will then be given of the invention applied to gearboxes with more than two ratios.
  • the device comprises: a gear change control servomechanism 1, a fuel-throttling servomechanism 3, and a clutch servomechanism 5.
  • Each of these servomechanisms comprises at least one jack or hydraulic piston and cylinder device activated by a fluid at a pressure different from atmospheric pressure.
  • all these jacks are pneumatic jacks activated by air, at a pressure below atmospheric pressure, which is stored in a tank 7 connected to a low-pressure tube from the engine.
  • servomechanism 1 comprises a double-acting jack 9, or ratio-changing jack which, via a piston rod 11, or through a liquid connecting-rod transmission (not shown) controls a member of the gearbox, for example, the lever 13 of the gearbox.
  • Two electrovalves 15,17 allow source 7 to be connected selectively to one or the other end of jack 9.
  • electrovalve 15 When electrovalve 15 is activated, the piston of the jack and the rod 11 move to the left, and bring lever 13 into a first ratio, indicated by ratio A.
  • electrovalve 17 When electrovalve 17 is activated, lever 13 comes into the other ratio B.
  • a return system (not shown) brings the piston of jack 9 to the center, in the position shown in the Figure.
  • Ratios A and B are two ratios on the same longitudinal axis and, for example, for the most prevalent velocity ranges, these are the first-second, or else third-fourth gears.
  • servomechanism 3 likewise comprises a low-pressure jack 19, or fuel-control jack, whose piston rod is connected to the engine's fuel control 21.
  • servomechanism 5 comprises a low-pressure jack 25, or clutch jack, whose piston rod 27 controls a member of the vehicles clutch system, for example, the clutch pedal 29.
  • servomechanism 5 can advantageously form part of an automatic clutch control system.
  • the device further comprises a centrifugal regulating system 33, which will be indicated in the following by the term govemor.”
  • One input terminal 35 of the governor 33 can be connected by a range switch 37 to one of the poles of the battery.
  • the governor 33 which rotates at a speed proportional to the vehicles road speed, closes an electrical contact between the input 35 and a first output 39 for a first velocity range (e.g. 0-30 km/h), corresponding to ratio AfFor a second velocity range, e.g. above 30 km/h, the centrifugal regulator 33 opens the first contact and completes a second circuit, connecting input 35 to a second output 41.
  • the governor 33 comprises as many outputs as there are ratios to be controlled on the gearbox.
  • switch 37 may serve as a range selector in order to modify the extent of the different velocity ranges chosen.
  • the device also comprises a relay for controlling each ratio, in the case of FIG. 1, a relay 43 corresponding to ratio A and a relay 45 for ratio B.
  • the device finally comprises a first and second set of three switches each.
  • Switches 47,49,51 of the first set have mobile contacts, controlled by the movements of the gearbox member controlling the changes in ratio.
  • piston rod 11 of servomechanism l is shown diagrammatically as activating the mobile contacts of these switches.
  • Switches 53,55,57 of the second set have mobile contacts controlled by the movements of the member controlling the clutch, for example, piston rod 27 of servomechanism 5.
  • Switch 47 with three contacts 47a, 47b, 47c, controls the clutch electrovalve 31 in association with the contacts of relays 43 and 45, which are respectively mounted in parallel with contacts 47a, 47b and 47b, 470, as shown in dotted lines in FIG. 1.
  • Switch 53 controls the fuel electrovalve 23.
  • the switch 55 or maneuver switch, in association with the switch 49, or selfmaintaining switch, controls electrovalve 15.
  • Switch 57 (maneuver), in association with switch 51 (self-maintaining), controls electrovalve 17.
  • the different elements are electrically connected together according to the circuits of FIG. 1, which shows the device at dead center.
  • the device functions as follows: with the engine running and the vehicle stationary, and lever 13 at dead center, the driver closes a feed-switch 59 supplying governor 33 and terminal 47a of switch 47.
  • piston rod 27 closes both contactors 55,57, whose purpose will be described later.
  • the vehicle is thus travelling normally in the first ratio A and, when it reaches the speed provided for the change of ratio, the governor 33 cuts off the current at output 39 and establishes the supply on output 41.
  • piston rod 1 moving to the right, opens contact 47a,47b and closes contactor 51 (FIG. 3).
  • the range selector 37 connected optionally by the driver, on the first contact 35 of governor 33 or on a second contact 70, allows choice of the vehicle speed at which changes of ratio will occur. For example, in the case of a four-speed box, the changes will occur at 20-40-60 km/h for the first change and at 30-50-80 km/h for the second change.
  • Pneumatic jack 9 is fed with low-pressure air by one or other of the electrovalves 15 or 17, as seen above, and its rod 72 activates the piston 74 of an oil master cylinder both of whose ends are connected by tubes 78,80 to an oil receiver jack 82 whose piston rod 11 activates lever 13.
  • a tube 84 which incorporates a valve 86, connects both ends of the receiver jack. If valve 86 is opened, the transmission by fluid connecting-rod is eliminated and lever 13 can be operated manually. It will thus be seen that if the automatic control fails, the gear-change can still be used manually.
  • Valve 86 is preferably an electrovalve which closes when the supply contactor 59 of the automatic control (FIG. 1) is closed. Thus one manual operation is enough to activate or de-activate the automatic gear-change control.
  • the clutch disengagement electrovalve is excited through a relay 87 shown in dotted lines in FIG. 1.
  • governor 33 comprises four outputs (FIG. 6), that is outputs 39 and 40 already described (controlling ratios A and B, that is ratios III and IV for the four-speed box), and two extra outputs 90-92 (respectively controlling the first and second ratios I and II).
  • FIG. 6 does not show the entire device as in FIG. 1, the latter remaining unchanged, only the connector-points H and K on the circuit already described (FIG. 1) being shown, and the extra members controlling the change of gears into first and into second.
  • This may be more fully understood by viewing the governor 33 of FIG. 1 as possessing two additional output terminals 90 and 92.
  • applicant has used the same reference numeral to indicate a similar device, thus one need only imagine the similar input terminals 35 and 39 to the governor 33, thus the governor 33 would be connected, as in FIG. 1, to the control switch 47 (source 59).
  • the gear-shift lever 13 of FIG. 1 is movable from neutral position longitudinally in one or the other of two opposite directions into one or the other of two speed-engaging positions; the gear-shift lever 13 in FIG. 6 is also movable in a transverse direction to a second neutral position from which it may be moved longitudinally in one or the other of two op posite directions into one or the other oftwo additional speedengaging positions. All of this may be done by the same system and in the same manner as described with reference to FIG. 1.
  • the invention provides a piston having a piston rod 98 connected to lever 13.
  • the piston is responsive to fluid pressure controlled by the additional output terminals 90 and 92 so as to move the lever 13 against the action of the resilient means (not shown) in the transverse direction to the second neutral position thereof, from which the lever will be moved (by piston rod FIG. 11 of FIG. 1) into one or the other of the two speed-engaging positions corresponding to said additional output terminals 90 and 92.
  • the line from switch 59 to contact 47 A in FIG. 1 is thereby repeated in FIG. 6, thus it is clear FIG. 1 and FIG. 6 can be combined for the shifting of a four-speed transmission.
  • These extra members in FIG. 6 comprise a relay 94, or firstgear relay, whose coil is activated by the current coming from output 90 of governor 33, and a contactor 96 whose mobile contact is activated by the rod 98 connecting the piston of selector jack 88 to lever 13.
  • the supply to low-pressure jack 88 is controlled by an electrovalve 100 incorporated in a pipeline 102 linked to the lowpressure air source 7.
  • a relay 104 identical to relay 94, has its coil symmetrically connected to output 92 (second gear output) of the governor, and is connected to a contactor 106 likewise activated by piston rod 98.
  • the start of the operation is identical to that described above, that is the engine is de-clutched and the fuel mixture cut back, from circuit 47a,47c,53a, activating the de-clutching electrovalve 31, then electrovalve 23.
  • governor output 90 is supplied and, via the symmetrical circuit of relay 104, and of contactor 106, the selector jack electrovalve 100 is again excited in order to keep lever 13 in the alignment III of the range.
  • point K is put under current by the circuit 92-closed contacts 1-3 of relay l04-closed contact 106.
  • lever 13 is brought into position B, i.e. into the ratio of second on the four-speed range.
  • an automatic gearchanging system comprising: a vehicle speed responsive governor connected to said source and having at least two output terminals corresponding each to one of different speed ratios, respectively; first electromagnetically controlled means operative, when the electromagnet of said first means is energized, to move said clutch from the engaged position into disengaged position; second electromagnetically controlled means operative, when the electromagnet of said second means is energized, to move said throttle member into idling position; third electromagnetically controlled means operative, when the electromagnet of said third means is energized, to move said gear-shift member from its neutral position into one speed-engaging position corresponding to one-of said different speed ratios; fourth electromagnetically controlled means operative, when the electromagnet of said fourth means is energized, to move said gear shift member from its neutral position into another speed-engaging position corresponding to another one of said different speed ratios; first circuit means
  • said automatic gear-changing system further comprises fifth electromagnetically controlled means operative, when said electromagnet of said fifth means is energized, to move said gear-shift member from said neutral position thereof to a second neutral position from which said gear-shift member is movable into a speed-engaging position corresponding to one of said two additional speed ratios or into another speed-engaging position corresponding to the other of said two additional speed ratios; fifth circuit means comprising a fifth control switch for connecting said third circuit means comprising said third control switch and said first holding switch to said fifth circuit means; a first relay connected to a first one of said two additional governor output terminals and adapted, when energized through said first output terminal, to connect said fifth circuit means and the electromagnet of said fifth controlled means to said first output terminal, sixth circuit means including a sixth control switch for connecting said fourth circuit means
  • An automatic control device for the mechanical gearbox of a motor vehicle comprises a ratio-changing member
  • the motor vehicle comprises a battery, clutch having a control member, and an engine idler member
  • said automatic control device comprises;
  • ratio-changing jack piston rod is connected to said ratio-changing member
  • first and second electrovalves interposed between said source and, respectively, both ends of said ratio-changing jack cylinder;
  • an electrical regulating contactor propelled at a speed proportionate to that of the vehicle and comprising at least first and second output terminals selectively supplied with current by said regulating contactor from said battery, for a first and second range of velocity;
  • each of said connectors comprises two contactors in parallel, one of said contactors is a selfmaintaining contactor activated by said ratio-changing member, said second contactor is maneuver contactor activated by the clutch, said maneuver contactor closes in the declutch position;
  • a de-clutching single-action jack activated by said fluid
  • said de-clutching jack piston rod is connected to said control member of said clutch
  • said connection comprising two de-clutching contactors in series activated by said ratio-changing member; said ratio-changing member opens one or the other of said contactors when one or the other of said gear ratios is interlocked, each of said contactors being mounted parallel respectively with the contactor of said relay, said relay including a coil energized by said output terminals of said electrical regulating contactor;
  • a single-action fuel-controlling jack activated by said fluid; said fuel-controlling jack piston rod is connected to said engine idler members;
  • said connection comprises an idler contactor means for activation at the start of the de-clutching procedure by said member integral with said clutch control member.
  • An automatic control device for a four-ratio mechanical gearbox of a motor vehicle comprises a ratiochanging member
  • the motor vehicle comprises a battery, a clutch having a control member, and an engine idler member
  • said automatic control device comprises;
  • ratio-changing jack piston rod is connected to said ratio-changing member of said gearbox;
  • first and second electrovalves interposed between said source and, respectively, both ends of said ratio-changing jack cylinder;
  • an electrical regulating contactor propelled at a speed proportional to that of said vehicle, and comprising at least one first and one second output terminals, selectively supplied with current by said regulating contactor from said battery for a first and second range of velocity;
  • a first and second electrical connection respectively interposed between said first output terminal and said first electrovalve and between said second output terminal and said second electrovalve, each ofsaid connections comprising two contactors in parallel, of which a first of said contactors is a self-maintaining contactor activated by said ratio-changing member, and of which a second of said contactors is a maneuver contactor, activated by said clutch; and said second contactor closes in the de-clutch position and further comprises a second ratio-changing jack, said second ratio-changing jack piston rod is connected to said ratio-changing member of said gearbox, said second jack activating said ratio-changing member in transverse direction if said firstmentioned ratio-changing jack activates said ratio-changing member in the longitudinal direction;
  • a de-clutching, single-action jack activated by said fluid
  • said de-clutching ratio-changing jack piston rod is connected to said control member of said clutch
  • an electrovalve interposed between said source and said declutching jack; an electrical connection between said battery and said electrovalve, said connection comprising two de-clutching contactors in series, activated by said ratio-changing member; said de-clutching contactors open one or other of said contactors when one or other of said gear ratios is interlocked; a relay;
  • each of said contactors is mounted in parallel respectively with the contactor of said relay; said relay including a coil energized by one of said output terminals of said regulating contactor; a single-action fuel-controlling jack, activated by said fluid; said fuel-controlling jack piston rod is connected to said engine idler member;
  • said connection comprises an idler contactor activated at the start of the de-clutching procedure by said member integral with said clutch control member.
  • a device as recited in claim 6, comprises a low-pressure tube; said source of fluid at a pressure different from atmospheric pressure is an air tank at a pressure lower than atmospheric pressure, connected to said low-pressure tube.
  • a device as claimed in claim 7, comprises a fluid connector rod, said ratio-changing jack comprises a pneumatic jack connected to said ratio-changing member by said fluid connecting rod and further comprises a master cylinder and a hydraulic receiver jack.
  • a device as recited in claim 8 comprising a hydraulic duct; a valve; both ends of said hydraulic receiver jack are interconnected by said hydraulic duct fitted with said valve.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Structure Of Transmissions (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
US26305A 1969-04-28 1970-04-07 Vehicle speed responsive controls for transmission, clutch and engine Expired - Lifetime US3667577A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR6913392A FR2041503A5 (ja) 1969-04-28 1969-04-28

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US3667577A true US3667577A (en) 1972-06-06

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US26305A Expired - Lifetime US3667577A (en) 1969-04-28 1970-04-07 Vehicle speed responsive controls for transmission, clutch and engine

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US (1) US3667577A (ja)
DE (1) DE2014052A1 (ja)
ES (1) ES371968A1 (ja)
FR (1) FR2041503A5 (ja)
GB (1) GB1293207A (ja)

Cited By (21)

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US4194608A (en) * 1976-04-19 1980-03-25 Nissan Motor Company, Limited Controls for clutch, motor and transmission
US4226141A (en) * 1977-06-10 1980-10-07 Robert Bosch Gmbh Automatic transmission gear change shock reduction system particularly for automotive drive trains
US4275804A (en) * 1977-12-30 1981-06-30 Autoipari Kutato Intezet Controlling and operating device for friction clutches for motor vehicles
US4281751A (en) * 1978-04-17 1981-08-04 Nissan Motor Company, Limited Automatic gear shifting method
US4324322A (en) * 1974-04-24 1982-04-13 Sibeud Jean Paul Method for the automatic control of a gearbox, in particular on a motor vehicle
US4355550A (en) * 1978-09-29 1982-10-26 Robert Bosch Gmbh Torque control for internal combustion engines
US4366889A (en) * 1980-08-12 1983-01-04 Wang Ching C Automatically and manually operable gear shifter
US4422353A (en) * 1980-10-03 1983-12-27 Nissan Motor Co., Ltd. Lock-up control method of and system for automatic transmission for automotive vehicle having engine provided with fuel cut means
US4493228A (en) * 1980-03-31 1985-01-15 General Motors Corporation Throttle control system for an automatic shift countershaft transmission
US4505368A (en) * 1981-09-18 1985-03-19 Robert Bosch Gmbh Operator-controlled automotive gear or transmission change system
US4516669A (en) * 1980-04-14 1985-05-14 Bostroem Karl J Gear shifting device
US4560045A (en) * 1983-04-22 1985-12-24 Ford Motor Company Transmission control system for a transmission having input shafts clutched to a power source
US4579209A (en) * 1984-04-30 1986-04-01 Butterworth Inc. Clutch and throttle system for remote control of engine speed
US4591035A (en) * 1983-06-03 1986-05-27 Toyota Jidosha Kabushiki Kaisha Control device for controlling selection of gear ratio in secondary transmission
US4674345A (en) * 1984-02-14 1987-06-23 Aisin Seiki Kabushiki Kaisha Automatic transmission having hydraulic and electronic control systems
US4714144A (en) * 1986-04-18 1987-12-22 Eaton Corporation Method for controlling AMT system start from stop operation
US4817466A (en) * 1985-11-14 1989-04-04 Sanshin Kogyo Kabushiki Kaisha Remote control system for marine engine
US4843914A (en) * 1987-02-09 1989-07-04 Sanshin Kogyo Kabushiki Kaisha Shift assisting device for marine propulsion unit
US5323667A (en) * 1992-10-02 1994-06-28 Caterpillar Inc. Integrated engine and transmission control system
US5569115A (en) * 1995-07-27 1996-10-29 Rockwell International Corporation Engine speed synchronization system for assisting in manual transmission shifting
US5582558A (en) * 1995-07-27 1996-12-10 Rockwell International Corporation Combined system for assisting shifting of manual transmission

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Cited By (21)

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Publication number Priority date Publication date Assignee Title
US4324322A (en) * 1974-04-24 1982-04-13 Sibeud Jean Paul Method for the automatic control of a gearbox, in particular on a motor vehicle
US4194608A (en) * 1976-04-19 1980-03-25 Nissan Motor Company, Limited Controls for clutch, motor and transmission
US4226141A (en) * 1977-06-10 1980-10-07 Robert Bosch Gmbh Automatic transmission gear change shock reduction system particularly for automotive drive trains
US4275804A (en) * 1977-12-30 1981-06-30 Autoipari Kutato Intezet Controlling and operating device for friction clutches for motor vehicles
US4281751A (en) * 1978-04-17 1981-08-04 Nissan Motor Company, Limited Automatic gear shifting method
US4355550A (en) * 1978-09-29 1982-10-26 Robert Bosch Gmbh Torque control for internal combustion engines
US4493228A (en) * 1980-03-31 1985-01-15 General Motors Corporation Throttle control system for an automatic shift countershaft transmission
US4516669A (en) * 1980-04-14 1985-05-14 Bostroem Karl J Gear shifting device
US4366889A (en) * 1980-08-12 1983-01-04 Wang Ching C Automatically and manually operable gear shifter
US4422353A (en) * 1980-10-03 1983-12-27 Nissan Motor Co., Ltd. Lock-up control method of and system for automatic transmission for automotive vehicle having engine provided with fuel cut means
US4505368A (en) * 1981-09-18 1985-03-19 Robert Bosch Gmbh Operator-controlled automotive gear or transmission change system
US4560045A (en) * 1983-04-22 1985-12-24 Ford Motor Company Transmission control system for a transmission having input shafts clutched to a power source
US4591035A (en) * 1983-06-03 1986-05-27 Toyota Jidosha Kabushiki Kaisha Control device for controlling selection of gear ratio in secondary transmission
US4674345A (en) * 1984-02-14 1987-06-23 Aisin Seiki Kabushiki Kaisha Automatic transmission having hydraulic and electronic control systems
US4579209A (en) * 1984-04-30 1986-04-01 Butterworth Inc. Clutch and throttle system for remote control of engine speed
US4817466A (en) * 1985-11-14 1989-04-04 Sanshin Kogyo Kabushiki Kaisha Remote control system for marine engine
US4714144A (en) * 1986-04-18 1987-12-22 Eaton Corporation Method for controlling AMT system start from stop operation
US4843914A (en) * 1987-02-09 1989-07-04 Sanshin Kogyo Kabushiki Kaisha Shift assisting device for marine propulsion unit
US5323667A (en) * 1992-10-02 1994-06-28 Caterpillar Inc. Integrated engine and transmission control system
US5569115A (en) * 1995-07-27 1996-10-29 Rockwell International Corporation Engine speed synchronization system for assisting in manual transmission shifting
US5582558A (en) * 1995-07-27 1996-12-10 Rockwell International Corporation Combined system for assisting shifting of manual transmission

Also Published As

Publication number Publication date
ES371968A1 (es) 1971-11-16
DE2014052A1 (de) 1970-11-05
FR2041503A5 (ja) 1971-01-29
GB1293207A (en) 1972-10-18

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