Semi-automatic shift implementation control system

Abstract: A control system (104) for controlling execution of selected upshifts and downshifts of a mechanical transmission system (10) is provided. The control system includes a central processing unit (106) for receiving input signals indicative of transmission input shaft (16) and output shaft (90) speeds and from a driver control console (108) indicative of manual selection of upshifts or downshifts from a currently engaged gear ratio and processing the same in accordance with predetermined logic rule to issue command output signals to a transmission actuator (112, 70, 96) to implement the selected shifts upon a manual caused torque break of the transmission and manual substantial synchronization of the transmission thereafter. The predetermined logic rules include an algorithm providing enhanced recovery from a missed shift condition.

Description: RELATED INVENTIONS This invention is related to the Applications corresponding to EP-A-404 352; EP-A-404 353; EP-A-404 354; and EP-A-404 387; all assigned to Eaton Corporation, and all filed the same day as this application. BACKGROUND OF THE INVENTION Field of the Invention This invention relates to vehicular semi-automatic mechanical transmission systems and, in particular, to semi-automatic mechanical transmission systems of the type providing partially automatic implementation of manually or automatically selected changes or shifting of mechanical transmission gear ratios. More particularly, the present invention relates to a control system which enhances recovery from missed shifts in a semi-automatic shift implementation requiring the vehicle operator to create synchronous or substantially synchronous conditions for engagement of the transmission nonsynchronised jaw clutches. Description of the Prior Art Fully automatic transmission systems, both for heavy-duty vehicles such as heavy-duty trucks, and for automobiles, that sense throttle openings or positions, vehicle speeds, engine speeds, and the like, and automatically shift the vehicle transmission in accordance therewith, are well known in the prior art. Such fully automatic change gear transmission systems include automated transmissions wherein pressurized fluid is utilized to frictionally engage one or more members to other members or to a ground to achieve a selected gear ratio as well as automated mechanical transmissions utilizing electronic and/or pneumatic logic and actuators to engage and disengage mechanical (i.e. positive) clutches to achieve a desired gear ratio. Examples of such transmissions may be seen by reference to U.S. Pat. Nos. 3,961,546; 4,081,065 and 4,361,060. Such fully automatic change gear transmissions can be unacceptably expensive, particularly for the largest heavy-duty vehicles which are not typically sold in high volumes. Additionally, those automatic change gear transmissions utilizing pressurized fluid and/or torque converters tend to be relatively inefficient in terms of power dissipated between the input and output shafts thereof. Semi-automatic transmission systems utilizing electronic control units which sense throttle position, engine, input shaft, output shaft and/or vehicle speed, and utilize automatically controlled fuel throttle devices, gear shifting devices and/or master clutch operating devices to substantially fully automatically implement operator manually selected transmission ratio changes are known in the prior. Examples of such semiautomatic transmission systems may be seen by reference to U.S. Pat. Nos. 4,425,620; 4,631,679 and 4,648,290. While such semi-automatic mechanical transmission systems are very well received as they are somewhat less expensive than fully automatic transmission systems, allow manual clutch control for low speed operation and/or do not require automatic selection of the operating gear ratio, they may be too expensive for certain applications as a relatively large number of sensors and automatically controllable actuators, such as a master clutch and/or a fuel throttle device actuator, are required to be provided, installed and maintained. EP-A-0 271 617 represents the state of the art and discloses a system which checks for substantial synchronization before automatic shifting into the required gear is carried out. It does not adequately cater for the case when synchronization has been missed. SUMMARY OF THE INVENTION In accordance with the present invention, the drawbacks of the state of the art are overcome or minimized by Claim 1, which features the provision of a semi-automatic shift implementation system/method for a mechanical transmission system for use in vehicles having a manually only controlled engine throttle means, and a manually only controlled master clutch. The system includes a control/display panel or console for operator selection of upshifts, downshifts or shifts into neutral, an electronic control unit (ECU) for receiving input signals indicative of transmission input and output shaft speeds and of manually selected shifts and for processing same in accordance with predetermined logic rules to issue command output signals and a transmission actuator for shifting the transmission in accordance with the command output signals. The control/display device will allow the operator to select/preselect a shift into a higher ratio, a lower ratio or into neutral and will display the selected but not yet implemented shift as well as the current status of the transmission. Accordingly, a control system/method for a vehicular semi-automatic mechanical transmission system for partially automatic implementation of driver selected transmission shifts is provided which does not require throttle or clutch actuators, and which requires only two speed signal inputs, is provided. A concern with a semi-automatic mechanical transmission system requiring an operator to manually bring the transmission within an acceptable range of synchronous conditions before the control allows or commands engagement of a target gear ratio, is that the ranges are set at relatively small bands, to increase shift quality, which may result in the operator missing the band and becoming stuck in neutral, which is usually very understandable. According to the control of the present invention, if the selected shift is not implemented within a given period of time, the control logic will assume that the operator has missed the shift and will increase the bands or ranges to allow for a harsher shift which enhances the probability that the operator's efforts will result in implementation of the selected shift. This and other objects and advantages of the present invention will become apparent from a reading of the detailed description of the preferred embodiment taken in connection with the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic illustration of the vehicular mechanical transmission system partially automated by the system of the present invention. Figure 1A is a schematic illustration of the shift pattern of the transmission of Figure 1. Figure 2 is a schematic illustration of the semi-automatic shift implementation system for a mechanical transmission system of the present invention. Figure 3 is a schematic illustration of an alternate control console for the system of Figure 2. Figures 4A and 4B are schematic illustrations, in flow chart form, of the present invention. DESCRIPTION OF THE PREFERRED EMBODIMENT Certain terminology will be used in the following description for convenience in reference only and will not be limiting. The words "upwardly", "downwardly", "rightwardly", and "leftwardly" will designate directions in the drawings to which reference is made. The words "forward", "rearward", will refer respectively to the front and rear ends of the transmission as conventionally mounted in a vehicle, being respectfully from left and right sides of the transmission as illustrated in Figure 1. The words "inwardly" and "outwardly" will refer to directions toward and away from, respectively, the geometric center of the device and designated parts thereof. Said terminology will include the words above specifically mentioned, derivatives thereof and words of similar import. The term "compound transmission" is used to designate a change speed or change gear transmission having a multiple forward speed main transmission section and a multiple speed auxiliary transmission section connected in series whereby the selected gear reduction in the main transmission section may be compounded by further selected gear reduction in the auxiliary transmission section. "Synchronized clutch assembly" and words of similar import shall designate a clutch assembly utilized to nonrotatably couple a selected gear to a shaft by means of a positive clutch in which attempted engagement of said clutch is prevented until the members of the clutch are at substantially synchronous rotation in a relatively large capacity friction means are utilized with the clutch members and are sufficient, upon initiation of a clutch engagement, to cause the clutch members and all members rotating therewith to rotate at substantially synchronous speed. The term "upshift" as used herein, shall mean the shifting from a lower speed gear ratio into a higher speed gear ratio. The term "downshift" as used herein, shall mean the shifting from a higher speed gear ratio to a lower speed gear ratio. The terms "low speed gear", "low gear" and/or "first gear" as used herein, shall all designate the gear ratio utilized for lowest forward speed operation in a transmission or transmission section, i.e., that set of gears having the highest ratio of reduction relative to the input shaft of the transmission. A "selected direction" of shifting will refer to selection of either single or multiple upshifting or downshifting from a particular gear ratio. Referring to Figure 1, a range type compound transmission 10 of the type partially automated by the semi-automatic mechanical transmission system of the present invention is illustrated. Compound transmission 10 comprises a multiple speed main transmission section 12 connected in series with a range type auxiliary section 14. Transmission 10 is housed within a housing H and includes an input shaft 16 driven by a prime mover such as diesel engine E through a selectively disengaged, normally engaged friction master clutch C having an input or driving portion 18 drivingly connected to the engine crankshaft 20 and a driven portion 22 rotatably fixed to the transmission input shaft 16. The engine E is fuel throttle controlled by a manually controlled throttle device (not shown) and the master clutch C is manually controlled by a clutch pedal (not shown) or the like. An input shaft brake B, operated by the clutch pedal, is preferably provided to provide quicker upshifting as is well known in the prior art. Transmissions similar to mechanical transmission 10 are well known in the prior art and may be appreciated by reference to U.S. Pat. Nos. 3,105,395; 3,283,613 and 4,754,665. In main transmission section 12, the input shaft 16 carries an input gear 24 for simultaneously driving a plurality of substantially identical countershaft assemblies 26 and 26A at substantially identical rotational speeds. The two substantially identical countershaft assemblies are provided on diametrically opposite sides of mainshaft 28 which is generally coaxially aligned with the input shaft 16. Each of the countershaft assemblies comprises a countershaft 30 supported by bearings 32 and 34 in housing H, only a portion of which is schematically illustrated. Each of the countershafts is provided with an identical grouping of countershaft gears 38, 40, 42, 44, 46 and 48, fixed for rotation therewith. A plurality of mainshaft gears 50, 52, 54, 56 and 58 surround the mainshaft 28 and are selectively clutchable, one at a time, to the mainshaft 28 for rotation therewith by sliding clutch collars 60, 62 and 64 as is well known in the prior art. Clutch collar 60 may also be utilized to clutch input gear 24 to mainshaft 28 to provide a direct drive relationship between input shaft 16 and mainshaft 28. Typically, clutch collars 60, 62 and 64 are axially positioned by means of shift forks associated with the shift housing assembly 70, as well known in the prior art. Clutch collars 60, 62 and 64 may be of the well known acting nonsynchronized double acting jaw clutch type. Shift housing or actuator 70 is actuated by compressed fluid, such as compressed air, and is of the type automatically controllable by a control unit as may be seen by reference to U.S. Pat. Nos. 4,445,393; 4,555,959; 4,361,060; 4,722,237 and 2,931,237. Mainshaft gear 58 is the reverse gear and is in continuous meshing engagement with countershaft gears 48 by means of conventional intermediate idler gears (not shown). It should also be noted that while main transmission section 12 does provide five selectable forward speed ratios, the lowest forward speed ratio, namely that provided by drivingly connecting mainshaft drive gear 56 to mainshaft 28, is often of such a high gear reduction it has to be considered a low or "creeper" gear which is utilized only for starting of a vehicle under severe conditions and, is not usually utilized in the high transmission range. Accordingly, while main transmission section 12 does provide five forward speeds, it is usually referred to as a "four plus one" main section as only four of the forward speeds are compounded by the auxiliary range transmission section 14 utilized therewith. Jaw clutches 60, 62, and 64 are three-position clutches in that they may be positioned in the centered, nonengaged position as illustrated, or in a fully rightwardly engaged or fully leftwardly engaged position by means of actuator 70. As is well known, only one of the clutches 60, 62 and 64 is engageable at a given time and main section interlock means (not shown) are provided to lock the other clutches in the neutral condition. Auxiliary transmission range section 14 includes two substantially identical auxiliary countershaft assemblies 74 and 74A, each comprising an auxiliary countershaft 76 supported by bearings 78 and 80 in housing H and carrying two auxiliary section countershaft gears 82 and 84 for rotation therewith. Auxiliary countershaft gears 82 are constantly meshed with and support range/output gear 86 while auxiliary section countershaft gears 84 are constantly meshed with output gear 88 which is fixed to transmission output shaft 90. A two-position synchronized jaw clutch assembly 92, which is axially positioned by means of a shift fork (not shown) and the range section shifting actuator assembly 96, is provided for clutching either gear 86 to mainshaft 28 for low range operation or gear 88 to mainshaft 28 for direct or high range operation of the compound transmission 10. The "shift pattern" for compound range type transmission 10 is schematically illustrated in Figure 1A. Range section actuator 96 may be of the type illustrated in U.S. Pat. Nos. 3,648,546; 4,440,037 and 4,614,126, the disclosures of which are hereby incorporated by reference. Although the range type auxiliary section 14 is illustrated as a two-speed section utilizing spur or helical type gearing, it is understood that the present invention is also applicable to range type transmissions utilizing combined splitter/range type auxiliary sections, having three or more selectable range ratios and/or utilizing planetary type gearing. Also, any one or more of clutches 60, 62 or 64 may be of the synchronized jaw clutch type and transmission sections 12 and/or 14 may be of the single countershift type. For purposes of providing semi-automatic shift implementation operation of transmission 10, an input shaft speed sensor and an output shaft speed sensor 100 are utilized. Alternatively to output shaft speed sensor 100, a sensor 102 for sensing the rotational speed of auxiliary section countershaft gear 82 may be utilized. The rotational speed of gear 82 is, of course, a known function of the rotational speed of mainshaft 28 and, if clutch 92 is engaged in a known position, a function of the rotational speed of output shaft 90. The semi-automatic shift implementation control system 104 for a mechanical transmission system of the present invention is schematically illustrated in Figure 2. Control system 104, in addition to the mechanical transmission system 10 described above, includes an electronic control unit 106, preferably microprocessor based, for receiving input signals from the input shaft speed sensor 98, from the output shaft speed sensor 100 (or, alternatively, the mainshaft speed sensor 102) and from the driver control console 108. The ECU 106 may also receive inputs from an auxiliary section position sensor 110. The ECU is effective to process the inputs in accordance with predetermined logic rules to issue command output signals to a transmission operator, such as solenoid manifold 112 which controls the mainsection section actuator 70 and the auxiliary section actuator 96, and to the driver control console 108. The driver control console allows the operator to manually select a shift in a given direction or to neutral from the currently engaged ratio, or to select a semi-automatic preselect mode of operation, and provides a display for informing the operator of the current mode of operation (automatic or manual preselection of shifting), the current transmission operation condition (forward, reverse or neutral) and of any ratio change or shift (upshift, downshift or shift to neutral) which has been preselected but not yet implemented. Console 108 includes three indicator lights 114, 116 and 118 which will be lit to indicate that the transmission 10 is in a forward drive, neutral or reverse drive, respectively, condition. The console also includes three selectively lighted pushbuttons 120, 122, and 124 which allow the operator to select an upshift, automatic preselection mode or a downshift, respectively. A pushbutton 126 allows selection of a shift into neutral. A selection made by depressing or pushing any one of buttons 120, 122, 124 or 126 and may be cancelled (prior to execution in the case of buttons 120, 124 and 126) by redepressing the buttons. As an alternative, multiple depressions of buttons 120 and 124 may be used as commands for skip shifts. Of course, the buttons and lighted buttons can be replaced by other selection means, such as a toggle switch and/or a toggle switch and light or other indicia member. A separate button or switch for selection of reverse may be provided or reverse may be selected as a downshift from neutral. Also, neutral may be selected as an upshift from reverse or as a downshift from low. In operation, to select upshifts and downshifts manually, the operator will depress either button 120 or button 124 as appropriate. The selected button will then be lighted until the selected shift is implemented or until the selection is cancelled. Alternatively, at a given engine speed (such as above 1700 RPM) the upshift button may be lit and remain lit until an upshift is selected by pushing the button. To implement a selected shift, the manifold 112 is preselected to cause actuator 70 to be biased to shift main transmission section 12 into neutral. This is accomplished bY the operator causing a torque reversal by manually momentarily decreasing and/or increasing the supply of fuel to the engine and/or manually disengaging the master clutch C. As the transmission is shifted into neutral, and neutral is verified by the ECU (neutral sensed for a period of time such as 1.5 seconds), the neutral condition indicia button 116 is lighted. If the selected shift is a compound shift, i.e. a shift of both the main section 12 and of the range section 14, such as a shift from 4th to 5th speeds as seen in Figure 1A, the ECU will issue command output signals to manifold 112 to cause the auxiliary section actuator 96 to complete the range shift after neutral is sensed in the front box. When the range auxiliary section is engaged in the proper ratio, the ECU will calculate or otherwise determine, and continue to update, an enabling range or band of input shaft speeds, based upon sensed output shaft (vehicle) speed and the ratio to be engaged, which will result in an acceptably synchronous engagement of the ratio to be engaged. As the operator, by throttle manipulation and/or use of the input shaft brake, causes the input shaft speed to fall within the acceptable range, the ECU 106 will issue command output signals to manifold 112 to cause actuator 70 to engage the mainsection ratio to be engaged. Preferably, the actuator will respond very quickly not requiring the operator to maintain the input shaft speed within the acceptable range for an extended period of time. To select a shift into transmission neutral, selection button 126 is pushed. Indicating light 116 will flash until the ECU confirms that neutral is obtained at which time the light 116 will assume a continuously lighted condition while the transmission remains in neutral. In the control algorithms, the issuing of command output signals for engagement of a target gear is dependent upon the transmission (i.e. the input shaft) being manually brought to within an acceptable synchronous point. This synchronous point is usually a range of RPMs (error band) centered about an error of zero RPM. When the control electronics sense that the input shaft speed falls within the error band it will fire the solenoid of manifold 112 that will cause the target gear to be engaged. The error bands are selected to give the best shift quality for each gear ratio. These error bands are usually stored in software in the form of tables that are indexed as a function of target gear. When these tables are set up for best shift quality the bands must be made small to minimize "clunking" as the target gear is engaged. With small error bands it is more difficult for the driver to bring the transmission to the correct synchronous point and he may miss it altogether and end up in neutral. The object of this invention is an algorithm that will access a second set of tables a short time after neutral has been sensed (one second). In a normal shift, one second is ample time for the driver to have brought the transmission to the synchronous point. If the neutral state has existed for more than the allowed time the algorithms will assume the driver has missed the shift and call for the new set of tables. This second set of tables will open the error bands to allow for a harsher shift which enhances the probability that the driver's efforts will result in engagement of the target gear instead of remaining in a neutral state. The enhanced missed shift recovery method of the present invention is illustrated in flow chart format in Figures 4A and 4B. Briefly, the system continuously monitors the input and output (or mainshaft) speeds (operation block 150) and, upon determining that a shift is manually or automatically selected and that the transmission is in neutral (operation block 152), will start a timer (154), preferably a timer associated with the ECU 106. The ECU logic will, as indicated at operation block 156 calculate the current value of input shaft speed for exactly synchronous engagement of the selected or target gear ratio. Then, the logic will determine, as at decision block 158, if the transmission has been in neutral for greater than the reference period. If the reference period has not been exceeded, see operation block 160 and decision block 162, the first or smaller range will be utilized to determine if a shift should be commanded as indicated at operation block 164. If the reference time has been exceeded, the second or expanded range will be utilized to determine if a shift into the target ratio should be commanded, see operation block 166 and the decision block 168. By way of example, in the mainsection 12 of transmission 10, shifts between 1st and 2nd speeds and 2nd and 3rd speeds are manually acceptable at ± 40 RPM, while shifts between 3rd and 4th speeds are normally acceptable at ± 80 RPM, from true synchronous. However, in the enhanced missed shift recovery mode, the comparable ranges are expanded to, ± 60 RPM and ± 100 RPM, respectively. In the automatic preselection mode of operation, selected by use of lighted pushbutton 122, the ECU will, based upon stored logic rules, currently engaged ratio (which may be calculated by comparing input shaft to output shaft speed) and output shaft speed, determine if an upshift or a downshift is required and preselect same. The operator is informed that an upshift or downshift is preselected and will be semi-automatically implemented by a command output signal from ECU 106 causing either lighted pushbutton 120 or lighted pushbutton 124 to flash and/or an audible shift alert signal. The operator may initiate semi-automatic implementation of the automatically preselected shift as indicated above or may cancel the automatic mode by depression of pushbutton 122. As an alternative, the neutral condition indication light 116 may be eliminated and neutral selection pushbutton 126 replaced by a lighted pushbutton. An alternate driver control and display console 130 may be seen by reference to Figure 3. A joy stick 132 is movable against a resilient bias from its centered position to select upshifts, downshifts, a shift to neutral or the automatic preselect mode by movement up, down, leftward or rightward, respectively, as indicated. Indicia lights 134 and 136 are lighted to indicate an upshift or downshift, respectively, is preselected. Indicia lights 138 and 140, respectively, are lighted to indicate a vehicle forward or reverse, respectively, mode of operation. Indicia light 142 is steadily lighted to indicate a transmission neutral condition and is flashed to indicate a preselected but not yet confirmed neutral condition. Indicia light 144 is lighted to indicate system 104 is operating in the automatic preselection mode of operation. Accordingly, it may be seen that a relatively simple and inexpensive semi-automatic shift implementation control system (104)/method for a mechanical transmission system 10 requiring only a transmission shift actuator (112/70/96) and two speed inputs to be added to vehicle mechanical transmission system is provided. An electronic control unit 106 for receiving the two speed inputs, and inputs from an operator's console and for issuing command outsignals to the actuators and to the display portion of the operator's console is also provided. The system semi-automatically executes manually or automatically preselected shifts requiring the operator to (i) cause a torque break for disengaging the currently engaged ratio and (ii) to cause substantially synchronous rotation for engagement of the selected ratio, which allows the system to operate without requiring automatically operated throttle controls or master clutch actuators. The system includes an algorithm to provide enhanced recovery from missed shifts.

Claims: A control system (104) for controlling the implementation of selected shifts of a mechanical change gear transmission system comprising a fuel throttle controlled engine (E), a multi-speed change gear mechanical transmission (10), a master friction clutch (C) drivingly interposed between the engine and the transmission, a first sensor (98) for providing a first input signal indicative of transmission input shaft (16) rotational speed, a second sensor (100) for providing a second input signal indicative of the rotational speed of a transmission shaft (90) independently rotatable relative to the transmission input shaft under at least certain transmission operating conditions and a transmission actuator (112,70,96) for controlling shifting of the transmission, said control system including; means (120, 124/132) for selecting an upshift or a downshift from a currently engaged transmission ratio or from neutral to a selected ratio, and providing a third input signal indicative of said selection; a central processing unit (106) for receiving said first, second and third input signals and for processing same in accordance with predetermined logic rules to issue command output signals, said central processing unit including; means responsive to (i) a selection of a shift from a currently engaged ratio or from neutral into a selected ratio and (ii) confirmation of a transmission neutral condition (152) for (i) sensing substantial synchronization of the transmission (162) and (ii) thereafter for issuing command (164) output signals to said actuator to enable the transmission to be shifted into the selected ratio; and characterized in that the last mentioned means includes means for initiating (154) the start up of a timing member after the neutral condition has been confirmed (152); in that the means sensing substantial synchronization of said transmission compares said first signal to a first reference range if the timer indicates a time period less than a reference time and compares said first signal to a second reference range if the timer indicates a time period greater than the reference time; and in that said first and second ranges are determined as a function of the selected ratio to be engaged and of the current value of said second input signal, and said second range is larger than said first range. The system of Claim 1 wherein said second range is at least twenty percent (20%) greater than said first range. The system of claim 1 wherein said second range is at least fifty percent (50%) greater than said first range. The system of Claims 1, 2 or 3 wherein said reference time period is at least one second. The system of Claims 1, 2, or 3 or 4 wherein both said first and second ranges are ranges of values of said first input signal having an average value substantially equal to the expected value of said first input signal when the jaw clutches of the selected ratio to be engaged are rotating at substantially synchronous speed. The control system of any of Claims 1-5 additionally including indicia means (120, 124, 114/134, 136, 142) for indicating selection, but not confirmed execution, of a shift from the currently engaged transmission ratio. A control method for controlling semi-automatic implementation of selected shifts of a semi-automatic mechanical change gear transmission system (104) comprising a manually controlled fuel throttle controlled engine (E), multiple speed change gear mechanical transmission (10), a controllable master friction clutch drivingly interposed between the engine and the transmission, a first sensor (98) for providing an input signal indicative of the transmission input shaft (16) rotational speed, a second sensor (100) for providing an input signal indicative of the rotational speed of a transmission shaft (90) independently rotatable relative to the input shaft under at least certain transmission operating conditions, a non-manually controllable actuator (70/96) for controlling shifting of the transmission, a driver operable control console (108) including means (120, 124/132) for manually selecting an upshift or a downshift from a currently engaged ratio or neutral to a selected ratio and to provide an input signal indicative of same, and a central processing unit (106) for receiving said input signals and for processing same in accordance with predetermined logic rules to issue command output signals, said method further comprising: (a) responding to sensed selection of a shift from a currently engaged ratio by issuing command output signals to said actuator to bias the transmission to be shifted into neutral; and (b) responding to (i) a sensed selection of a shift from a currently engaged ratio into a selected ratio and (ii) confirmation of a transmission neutral condition by (i) sensing manual substantial synchronization of the transmission and (ii) thereafter issuing command output signals to said transmission actuator to cause the transmission to be shifted into the selected ratio, characterized in that: said responding to (the sensed selection and confirmation of a neutral (152) comprises starting (154) a timer to provide a time value; and said sensing of manual substantial synchronization comprises: comparing said first value to a first reference range if the time value is less than a reference time value and comparing said first value to a second reference range if the time value is greater than said reference time value, said first and second ranges being determined as a function of the selected ratio to be engaged and the current value of said second input signal, said second range being larger than said first range. The method of Claim 7 wherein both said first and second ranges are ranges of values of said first input signal having an average value substantially equal to the expected value of said first input signal when the jaw clutches of the selected ratio to be engaged are rotating at substanitally synchronous speed. The method of claims 7 or 8 wherein said second range is at least twenty percent (20%) greater than said first range. The method of Claim 7 or 8 wherein said second range is at least fifty percenty (50%) greater than said first range. The method of any of Claims 7-10 wherein said reference time is about one second. The method of any of claims 7-11 wherein said control console additionally comprises indicia means (120,124/134,136) for indicating manual selection of an upshift or downshift from a currently engaged transmission ratio and said method comprises the additional step of issuing command output signals to said indicia means to cause same to indicate said selection until said selection is cancelled or execution of the selected transmission shift is confirmed.

Inventors: MACK WILLIAM JOSEPH, MARKYVECH RONALD KEITH, MACK, WILLIAM JOSEPH, MARKYVECH, RONALD KEITH
Applicants: EATON CORP, EATON CORPORATION
Application year: 1990
Main classification: F16H61
IPC codes: F16H59, F16H61, F16H63, B60K23