Patent GB-976813-A (GB)
Title: Improvements relating to automatic control of gear changing
IPC: B60W10/10
Filed: 1961-05-05
Abstract: 976,813. Change - speed control. H. DROSCHEL. May 5, 1961 [May 5, 1960], No. 16418/61. Heading F2D. In a control for a motor vehicle changespeed gear G, means adjusting the engine to facilitate ratio - shift (Fig. 1) and /or automatically effecting downshift (Fig. 2, not shown) comprises a miniature " image " gear P having shafts 108, 109 driven from the input and output sides of the gear G and permanentlymeshing gear wheel pairs 131-134 and 111- 114 respectively axially movable on the shaft 108, and in slipping friction drive connection with the shaft 109, and a programming device 5 controlled by electrical contact levers actuated by axial movement of the gear-wheels 131-134. In Fig. 1, the shafts 108, 109 of the miniature gear P are driven through equal-ratio bevel drives from the input and output shafts 127, 128 of a 4-speed parallel shaft change-speed gear G having sliding gear pairs 105, 106 respectively actuated by solenoids W, V through forks 103, 104. The shaft 109 has the wheels 111-114 rotatably mounted and discs 121-124 splined thereon, the wheels and discs being axially urged together by a compression spring 116 to provide the slipping friction drive between the wheels 111-114 and the shaft 109. The wheels 131-134 are in steep screw-threaded engagement with the shaft 108 and have a determined axial movement therealong, on relative rotation thereto, before abutting adjacent wheels or stop nuts 117, 118; alternatively, the wheels of the gear P may be helically toothed, the wheels 131-134 being axially splined on the shaft 108. The wheels 131-134 respectively are grooved to accept the ends of levers 141-144 having at their remote ends contact fingers 151-154 each comprising, insulated from each other, three contact bars for engagement with contact pairs 19, 29, 39, 49; 17, 27, 37, 47; 16, 26, 36, 46 connected to the programming device S. The corresponding wheels in the gears G and P have the same number of teeth. In second gear, as shown, the contact fingers 153, 154 are rightwardly positioned to close contact pairs 39, 49 to advise the device S that the engine speed is too high for third and fourth gear and the contact finger 151 is leftwardly positioned to close the contact pair 16 to advise the device S that the engine speed is too low for first gear. In operation, assuming that a device A has inititated an upshift from second to third gear, the device S first energizes the solenoid W to disengage second gear and facilitates disengagement by briefly relieving engine load. The device S, advised by the closed contact pair 39, signals a device E to reduce energy supply to the engine M. On sufficient reduction of engine speed the finger 153 moves leftward to close the contact pair 37 whereby synchronism is notified and the device S energizes the solenoid for third gear engagement. On failure to engage, the finger 153 moves further leftward to open the contact pair 37 and close the pair 36 to speed up the engine until synchronism is achieved and the gear engaged. Downshifts are effected in reverse manner. In Fig. 2 (not shown) the gear G is preceded by a centrifugal, hydraulic or speed responsive mechanical or magnetic clutch, and the shafts of the miniature gear P are respectively driven from the engine shaft, before the clutch, and the gear G output shaft. On predetermined slip in the clutch corresponding to the speed ratio appropriate for lower gear engagement, the miniature gear P initiates a downshift. Fig. 3 shows a device used in conjunction with the arrangement of Fig. 1 for indicating " drive " and " overrun " conditions in an hydrodynamic clutch KH preceding the gear G. A gear PH of similar construction to the miniature gear P has shafts respectively driven from the engine shaft 169, before the clutch, and the gear G input shaft 127, behind the clutch. A contact finger 176 actuated by axial movement of a gear-wheel 175 is rightwardly and leftwardly moved to close corresponding contact pairs under " driving " and " overrun " conditions respectively. The middle position of the finger 176 indicates synchronism in the clutch. The invention may be applied in an automatic change-speed gear embodying a hand-lever actuating a multi-pole main switch selecting ratio-ranges and neutral, reverse and parking. Contacts in the change-speed gear indicate the engaged gear to the programming device S. When upshift is initiated by an initiating device at a medium, high or maximum engine speed depending on accelerated pedal position, a solenoid is energized for disengagement of the engaged gear and simultaneously, for load relief, ignition is briefly cut or a main clutch is automatically disengaged. For synchronizing for engagement of the next higher gear the engine ignition is cut under the course of the device P. Downshifts may be initiated independently of the initiating device by clutch slip as in Fig. 2 (not shown) and by throttle opening initiation. On gear disengagement the unloaded engine may speed up, due to the throttle being wholly or partly opened to synchronize the change-speed gear for engagement of the next lower gear, overspeeding of the engine being prevented by ignition cutting controlled by the device P. To avoid the necessity of normal throttle opening when manually downshifting, a solenoid operated device may be provided to automatically open the throttle during change down, such device also permitting gear shift on overrun.