Shift implementation control system and method for mechanical transmission system

Abstract: A control system (104) for at least partially automatically executing manually 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) 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. The processing unit logic rules include rules for sensing conditions indicative of non-torque lock at an engaged jaw clutch and for issuing commands to disengage an engaged jaw clutch only if non-torque lock conditions are sensed.

Description: BACKGROUND OF THE INVENTION Field of the Invention This invention relates to vehicular automatic and semi-automatic mechanical transmission systems and, in particular, to at least partially automatic mechanical transmission systems of the type providing at least partially automatic implementation of selected changes or shifting of mechanical transmission gear ratios including sensing of non-torque lock conditions prior to attempting to disengage an existing ratio to minimize wear and damage to the actuators, shift forks and/or jaw clutch members. 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, the disclosures of which are hereby incorporated by reference. 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 semi-automatic transmission systems may be seen by reference to U.S. Pat. Nos. 4,425,620; 4,631,679 and 4,648,290, the latter disclosure comprising the state of the art, and being summarized in the pre-characterizing portion of Claim 1. The prior art automatic/semi-automatic transmission systems 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 and/or if not provided with clutch and/or fuel throttle actuators tended to command disengagement of existing ratios under torque lock conditions which resulted in unacceptably high wear of the actuator, shift forks and/or jaw clutches. In the state of the art reference U.S. 4,648,290 immediately upon determing that shift should occur from an initial, gear ratio to a target gear ratio, the shift fork is biased to neutral even though the clutch is torque locked in gear. Then, when torque lock ceases to exist, the transmission will shift into neutral. There is no teaching of waiting until a non-torque lock condition exists to bias the shift into neutral. This can cause wear on the shift forks, clutch collars etc. In sharp contrast, the present invention, set out in Claim 1, proposes not to bias (preselect) a shift from initial ratio into neutral until non-torque lock conditions are sensed. SUMMARY OF THE INVENTION In embodiments of the present invention, the drawbacks of the prior art are overcome or minimized by the provision of a shift implementation system/method for a mechanical transmission system which senses non-torque lock conditions prior to commanding disengagement of a currently engaged ratio. The system/method is particularly useful for partially automated mechanical transmission systems for use in vehicles having a manually only controlled engine throttle means, and a manually only controlled master clutch. The transmission system preferably 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 mechanical transmission system for at least partially automatic implementation of selected transmission shifts is provided which does not require throttle or clutch actuators, which senses non-torque lock conditions prior to commanding disengagement of a currently engaged ratio and which requires only two speed signal inputs, is provided. 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. 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 respectively 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, the disclosures of which are incorporated by reference. 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, the disclosures of which are incorporated by reference. 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 a shift lever 72. 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 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 may be cancelled (prior to execution in the case of buttons 120, 124 and 126) by redepressing the buttons. 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 of 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. According to the present invention, to implement a selected shift, upon sensing conditions indicative of non-jaw clutch torque lock, the manifold 112 is preselected to cause actuator 70 to be biased to shift main transmission section 12 to neutral. This is accomplished by the operator causing a torque break 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, 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. As is well known, in a mechanical transmission using jaw clutches, such as clutches 60, 62, 64 or 92, when significant torque is being transferred by an engaged clutch, such as by clutch 60 if gear 50 is clutched to mainshaft 28, the clutch will not disengage under the force applied thereto by the actuator through the shift fork. This condition is commonly referred to as "torque lock" of the jaw clutch. Torque lock is commonly relieved by momentarily disengaging the master clutch and/or modulation of the fuel supply to the engine. If the actuator is biased to disengage a torque locked jaw clutch for a significant period of time, a considerable amount of wear on the actuator, shift fork and/or jaw clutch may occur. To prevent or minimize attempts to disengage a torque locked jaw clutch, the EPU 106 will monitor existing inputs, namely input shaft of engine speed (with clutch C engaged, engine and input shaft speeds are essentially equal) to sense for conditions indicative of a non-torque lock condition, and only after sensing such conditions, issue command output signals to the actuator 70 to disengage the currently engaged ratio. It has been found that a decrease in engine/input shaft speed of at least a predetermined magnitude over a predetermined period of time is indicative that the torque transfer at the engaged jaw clutch is sufficiently low, or actually reversing, to allow the jaw clutch to be disengaged. In a test of a heavy duty truck equipped with a diesel engine and a 9-speed transmission similar to transmission 10, a decrease of greater than fifty revolutions per minute (50 RPM) is a forty microsecond (40 ms) period is an indication of quick engine deceleration associated with an actual or impending torque reversal at the engaged jaw clutch. The value of the minimum reference decrease in engine/input shaft speed may be fixed, or may vary with type of engine, type of transmission, initial engine/input shaft speed and/or currently engaged ratio. Alternatively, although somewhat expensive, a torque sensor 150 can be provided to sense torque being transmitted by input shaft 16, mainshaft 28, or other members of the drive train, and to provide an input signal indicative thereof. 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 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. 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 automatic shift implementation control system (104)/method for a mechanical transmission system 10 is provided which reduces wear on the shift actuation members by minimizing or eliminating attempts to disengage torque locked jaw clutches is provided.

Claims: A control system (104) for at least partially automatic implementation of selected shifts involving disengagements and re-engagements of jaw clutches of a mechanical change gear transmission system comprising a manually controlled fuel throttle controlled engine (E), a multi-speed change gear mechanical transmission (10), a manually controlled master friction clutch (C) drivingly interposed between the engine and the transmission, a first sensor (98,150) for providing a first input signal the value or rate of change of which is indicative of a presence or absence of conditions indicate of non-jaw clutch torque lock conditions, means of reselecting an upshift, downshift or shift to neutral from a currently engaged transmission ratio and for providing a second input signal indicative thereof, a central processing unit (106) for receiving at least said first and second input signals and for processing same in accordance with predetermined logic rules to issue command output signals and a nonmanually controllable transmission actuator (112,70,96) for controlling shifting of the transmission, said control system comprising logic rules and means: for sensing for a selection of a transmission shift from a transmission shift from a currently engaged ratio as a function of said second output signal; said rules and last means characterized in that they are arranged, upon sensing a selection of a transmission shift from a currently engaged ratio, for; (i) determining the presence of absence of conditions indicative of non-jaw clutch torque lock conditions as a function of said first input signal and for, (ii) prohibiting issuing command output signals to said transmission actuator to cause disengagement of said currently engaged transmission ratio until it is determined that said conditions indicative of non-jaw clutch torque lock conditions are present. The control system of Claim 1 wherein conditions indicative of non-jaw clutch torque lock conditions comprise said first signal decreasing by at least a first predetermined value during a predetermined period of time. The control system of Claim 2 wherein said first input signal is indicative of engine rotational speed. The control system of Claim 2 or 3 wherein the ratio of said first predetermined value to said predetermined period of time is a function of the currently engaged ratio. The control system of Claim 2 or 3 wherein the ratio of said first predetermined value to said predetermined period of time is a function of the initial value of said first input signal. The control system of claim 1 wherein said first sensor (150) is a torque sensor and provides a first input signal indicative of the torque transmitted by a transmission shaft. A control method for at least partially automatic implementation of selected shifts involving disengagements and engagements of jaw-clutches of a mechanical change gear transmission system comprising a manually controlled fuel throttle controlled engine (E), a multispeed change gear mechanical transmission (10), a manually controlled master friction clutch (C) drivingly interposed between the engine and the transmission, a first sensor (98,150) for providing a first input signal the value or rate of change of which is indicative of a presence or absence of conditions indicative of non-torque lock conditions, means for selecting an upshift, downshift or shift to neutral from a currently engaged transmission ratio and for providing a second input signal indicative thereof, a central processing unit (106) for receiving at least said first and second input signals and for processing same in accordance with predetermined logic rules to issue command output signals and a nonmanually controllable transmission actuator (112,70,96) for controlling shifting of a transmission, said control method comprising: sensing for a selection of a transmission shift from a currently engaged ratio as a function of said second signal; upon sensing a selection of a transmission shift from a currently engaged ratio, characterized by determining the presence or absence of conditions indicative of non-jaw clutch torque lock conditions as a function of said first input signal; and prohibiting issuing command output signals to said transmission actuator to cause disengagement of said currently engaged transmission ratio until it is determined that said conditions indicative of non-jaw clutch torque lock conditions are present. The control method of claim 7 wherein said first sensor (150) is a torque sensor and provides a first input signal indicative of the torque transmitted by a transmission shaft. The control method of Claim 7 or 8 wherein sensing conditions indicative of non-jaw clutch torque lock conditions comprises sensing a decrease in said first input signal equal to a first predetermined value during a predetermined period of time. The control method of Claim 7 or 9 wherein said first input signal is indicative of engine rotational speed. The control method of Claim 7,8 or 9 wherein the ratio of said first predetermined value to said predetermined period of time is a function of the currently engaged ratio. The control method of Claim 7,8 or 9 wherein the ratio of said first predetermined value to said predetermined period of time is a function of the initial value of said first input signal. The control system or method of any preceding claim, wherein the master clutch is only manually controllable. The control system or method of any preceding claim, wherein the engine throttle means is controllable only manually.

Inventors: STEEBY JOHN ALLEN, STEEBY, JOHN ALLEN
Applicants: EATON CORP, EATON CORPORATION
Application year: 1990
Main classification: F16H61
IPC codes: F16H59, F16H61, F16H63