Patent GB-1105781-A (GB)
Title: Improvements in change-speed transmissions for vehicles
IPC: B60W30/18
Filed: 1965-03-10
Abstract: 1,105,781. Change-speed and clutch control. REGIE NATIONALE DES USINES RENAULT. 10 March, 1965 [11 March, 1964], No. 10270/65. Headings F2D and F2L. An automatically and/or manually controlled stepped change-speed gear 7, driven through an electromagnetic or electro-hydraulic main clutch 3 by an internal combustion engine 1 on a motor-vehicle, has synchronizing means whereby, once ratio shift and progressive actuation of the main clutch have been initiated, comparison is made between the electrical outputs of tachometer-generators 21, 18 driven respectively by the engine 1 and the gear output shaft 12, at. least one, e.g. 21, of which has its output varied in accordance with the gear ratio engaged or to be engaged, which comparison produces an electrical signal controlling an auxiliary throttle 24, or the main throttle 27 of the engine, or the timing of its ignition, to maintain engine speed at least equal to or slightly greater than that of the output shaft, allowing for the gear ratio. General.-The tachometers 18, 21 may be alternators or impulse transmitters; that of the engine may be ignition operated and, as shown, it is tapped to give two outputs corresponding to the two speed ratios concerned. In the twospeed gear shown, the shift-fork 13 of the synchromeshed dog-clutch is actuated by an electric or hydraulic motor 23, with limit switch 41, 42, through a spring 98, the shift-fork 13 also operating neutral and limit switch contacts 32 ... 38. Manual push-buttons 40, 39, 140 select forward, neutral and reverse, and a transistorized control circuit, Fig. 2, is housed in a casing 19. Function summary.-The engine tachometer 21 controls clutch energization for starting through a waveform device 97, Fig. 2, not described. Shift event-sequence is determined by the direction of shift (up or down) and by the raised or depressed condition of the manually operated engine accelerator pedal 26 controlling circuit-preparing contacts 100, 101. For an open-throttle upshift, signalled by the output tachometer 18, with load control not described, the main clutch 3 is disengaged throughout the whole shift interval. Main clutch de-energization is gradual at a controlled exponential rate (Fig. 3, not shown) and when, at the slip point, engine speed tends to increase, the tachometer circuit operates the auxiliary throttle 24 to limit engine speed to a value equal to or only slightly above the synchronous speed corresponding to the low ratio being disengaged. This prevents uncomfortable torque reversal during initial disengagement. During neutral passage the engine tachometer 21 is switched to full output so that when the high ratio is engaged engine speed is synchronous for that ratio. For an open throttle downshift double declutching is used, the main clutch being temporarily re-engaged and disengaged on passing through neutral, with timed dwell. Throughout the entire shift the engine tachometer 21 is set to the lower output corresponding to synchronism for the lower ratio to be engaged. For a closed throttle downshift double declutching is not used, the clutch being disengaged throughout the shift interval. Clutch circuit. Engagement.-Energization of the clutch-coil 6 for clutch engagement is initiated by energizing one or other winding 82, 80 of a relay 81, which closes contacts 89, 90 completing a circuit from battery positive through a key switch 50, diode 95, transistor 87, coil 6 and contacts 89, 90 to battery negative. The transistor 87 is rendered conductive for speed-responsive clutch energization for starting the vehicle by a control transistor 86 supplied with a speed responsive waveform at 97 from the engine tachometer 21 by means not described. Disengagement.-De-energization of the relay 81 opens contact 90 and closes 88, 89, shortcircuiting the clutch coil 6 through the diode 95 and transistor 87, giving a slow exponential decay of clutch energizing current (Fig. 3, not shown). During a gear shift, when the shift fork 18, Fig. 1, reaches neutral, contacts 32, 33 open, breaking the circuit of the control transistor 86, so'that the clutch energizing transistor 87 becomes non-conductive. Clutch energizing current in the coil 6 now falls rapidly to zero through a resistor 93 and diode 91. Finally a reverse demagnetizing circuit is established through the clutch coil 6 through a resistor 94. Speed comparison circuit.-The vehicle and engine-driven tachometers 18, 21 have a common positive, whilst their negatives are connected to a reference point A of a potential divider 48, 49. Included in the negative lead of the engine tachometer 21 is a transistor 45 controlling a mono-stable flip-flop 59, 60 controlling energization of a winding 25 for closing the auxiliary throttle 24 to reduce engine speed. When engine speed is above the synchronous speed for the ratio concerned (as determined by the tapping of the engine tachometer 21), transistors 45, 59 become non-conductive, and 60 conductive for decelerating the engine. Operation. Start.-Below a predetermined speed, tachometer speed-comparison is inoperative. Initially with the engine idling and the main clutch 3 de-energized, closure of the key switch 50 and depression of the forward push-button 40 closes contacts 83 corresponding to the low ratio, which energizes the coil 79 of a tachometer-output control relay 72, changing over contacts 73, 75 to select low-ratio output of the engine tachometer 21. At the same time, through contacts 43, 100, closed with released accelerator pedal 26, the winding 99 of shift-motor-control relay 68 is energized, closing contacts 69 to energize the shift-motor 23 which then moves the shift fork 18 through the spring 98 to clutch the low-speed wheel 10. Completion of travel of the motor 23 and fork 18 closes contacts 41, 42, and 32, 33, the latter completing a low-power hold-on circuit for the relay 72, the former energizing the winding 82 of the clutch relay 81 for speed-responsive energization of the main clutch winding 6, as above described, for starting the vehicle. Upshift.-When the vehicle tachometer 18 and load.(not described) dictate an upshift, the control box 19 opens low-speed contacts 83, but the tachometer-output-control relay 72 remains energized through the hold-on circuit 84 and contacts 32, 33, to select low-ratio output of the engine tachometer 21. A control-box 70 (not described) connects battery positive to the shiftmotor 23 which completes circuit to negative through contacts 37, 38 immediately. The motor 23 thus starts, stresses the shift-spring 98 and opens contacts 41, 42, which de-energizes the clutch-relay 81, and initiates gradual deenergization of the clutch-winding 6 as above described, which is completed just before the spring 98 disengages the shift fork 13 from the low-speed wheel 10. During this period engine speed is maintained synchronous to the low-ratio by the open throttle 27 and limited upwards by the tachometer controlled auxiliary throttle 24. At neutral shift-operated contacts 32, 33 break, releasing the relay 72 to change contacts 73, 75 (portion shown) for selecting full output of the engine tachometer 21 whereupon speed comparison for the remainder of the shift is on the basis of the ratio to be engaged. The negative line to the shift motor 23 is maintained through contacts 76, 77; 36, 37 and on completion of the shift, the shift-operated contacts 41, 42 and 32, 33 restore the clutchenergizing circuit. The consequent reduction in engine speed re-opens the auxiliary throttle 24 and the shift is complete. Downshift, open throttle.-Double de-clutched downshift is initiated by a shift-signal from the control box 19 closing contacts 83 and supplying a positive connection to the shift motor 23 through the box 70. This energizes relay 72 for selecting low-speed output of the engine tachometer 21, which is maintained throughout the whole shift, and also starts the shift-motor 23 through the contacts 37, 38. The main clutch is de-energized at the contacts 41, 42 and disengages as before as the shift motor and fork reach neutral. Opening of the contacts 37, 38 in this position breaks the shift motor negative return arresting the shift. With depressed accelerator the second winding 80 of the clutch-relay 81 is energized through acceleratoroperated contacts 43, 101; contacts 77, 78 of relay 72 and neutral contacts 36, 37. With clutch engaged and open throttle, engine speed now rises to synchronism with the low ratio, whereupon the tachometer circuit energizes the closing winding 25 of the auxiliary throttle 24 to prevent further increase. Energizing the winding 25 also energizes, with capacitor time control 103, a winding 67 of a relay 68 which closes contacts 69 restoring negative to the shift-motor 23 for completion of the shift to low-ratio. On leaving neutral, the clutch relay circuit is broken at neutral contacts 36, 37, and the clutch again disengages, to be re-engaged on shift completion at contacts 41, 42<SP>1</SP>, 32, 33. Downshift, closed throttle.-Accelerator release closes contacts 43, 100, permently energizing a second winding 99 of the shift-motor relay 68, so that motor negative is completed throughout the shift-interval through the relay contacts 69. There is thus no pause in neutral and no double de-clutch action.