Vehicle drive line shift control system and method

Claim 2

A shift control system for a vehicular drive train having a plurality of groups of forward gear ratios ranging from a first group including a lowest gear ratio to a highest group including a highest gear ratio with each of said groups having at least one gear ratio manually selectable by an operator and with at least said highest group including a plurality of sequentially related gear ratios, said drive train including actuator means enabling automatic shifting between the sequentially related gear ratios of at least said highest group, and said control system including means for sensing at least when one of the sequentially related gear ratios of said highest group is manually selected by the operator and operable to enable the actuator means to effect automatic shifting between the sequentially related gear ratios within said highest group when one of the sequentially related gear ratios within said highest group is manually selected by the operator, gear ratio shifts in said highest group comprising the sequence of disengaging a first positive clutch and then engaging a second positive clutch, both of said positive clutches comprising a first clutch member (80, 82, 84) having a rotational speed determined by the rotational speed of the vehicle engine and a second clutch member (86, 88, 90) having a rotational speed determined by vehicle speed, said system characterized by: means to automatically increase fuel to the engine to cause the first clutch member of the first positive clutch to rotate with a value of torque greater than the value of torque with which the second clutch member of said first positive clutch rotates to cause said first clutch member of said first positive clutch to drive said second clutch member of said first positive clutch and to decrease the supply of fuel to the engine so that the second clutch member of said first positive clutch is driving said first clutch member of said first clutch, and means to urge said first and second members of said first positive clutch into disengagement until disengagement thereof is sensed.

Claim 3

The control system of claim 1 wherein said vehicular drive train is a compound transmission having a main section connected in series with an auxiliary section including splitter gearing, said manual selection of one of the sequentially related highest gear ratios of said highest group comprising a main section gear ratio change and said automatic shifting between the highest sequentially related gear ratios within said highest group comprising only auxiliary section shifting.

Claim 4

The control system of claim 1 further comprising means, effective after disengagement of said first positive clutch is sensed, to manipulate the supply of fuel to the engine to cause the first and second members of said second clutch to rotate at a substantially synchronous speed and to then urge said second positive clutch members into engagement.

Claim 5

The control system of claim 2 further comprising means, effective after disengagement of said first positive clutch is sensed, to manipulate the supply of fuel to the engine to cause the first and second members of said second clutch to rotate at a substantially synchronous speed and to then urge said second positive clutch members into engagement.

Claim 6

The control system of claim 1 wherein said means to automatically increase and decrease the supply of fuel to the engine is effective to first cause said first clutch member of said first positive clutch to drive the second clutch member thereof and to then cause said second clutch member of said first positive clutch to drive the first clutch member thereof.

Claim 7

The control system of claim 3 wherein said means to automatically increase and decrease the supply of fuel to the engine is effective to first cause said first clutch member of said first positive clutch to drive the second clutch member thereof and to then cause said second clutch member of said first positive clutch to drive the first clutch member thereof.

Claim 8

The control system of claim 4 wherein said means to automatically increase and decrease the supply of fuel to the engine is effective to first cause said first clutch member of said first positive clutch to drive the second clutch member thereof and to then cause said second clutch member of said first positive clutch to drive the first clutch member thereof.

Claim 9

A multiple step shift control method for controlling the shifting of a highest gear group of a vehicular drive train including a vehicular master clutch and a plurality of groups of forward gear ratios ranging from a first group including a lowest gear ratio to a highest group including a highest gear ratio with each of said groups having at least one gear ratio manually selectable by an operator and with at least said highest group including sequentially related gear ratios, said drive train including actuator means enabling automatic shifting between the sequentially related gear ratios of at least said highest group, and said control system including means for sensing at least when one of the sequentially related gear ratios of said highest group is manually selected by the operator and operable to enable the actuator means to effect automatic shifting between the sequentially related gear ratios within said highest group when the lowest sequentially related gear ratio within said groups is manually selected by the operator, gear ratio shifts in said highest group comprising the sequence of disengaging a first positive clutch and then engaging a second positive clutch, both of said positive clutches comprising a first clutch member (80, 82, 84) having a fixed rotational speed relative to the rotational speed of the vehicle engine and a second clutch member (86, 88, 90) having a fixed rotational speed relative to vehicle speed; said method characterized by: (1) retaining the vehicle master clutch engaged during the gear ratio shift in said highest gear group; (2) urging said first and second members of said first clutch into a disengaged condition while, in sequence, increasing the supply of fuel supplied to the vehicular engine to cause the engine to rotate at a speed sufficient to cause said first member of said first positive clutch to drive the second member of said first positive clutch and decreasing the supply of fuel to the engine to cause the second member of said first positive clutch to drive the first member of the first positive clutch.

Claim 10

A multiple step shift control method for controlling the shifting of a highest gear group of a vehicular drive train including a vehicular master clutch and a plurality of groups of forward gear ratios ranging from a first group including a lowest gear ratio to a highest group including a highest gear ratio with each of said groups having at least one gear ratio manually selectable by an operator and with at least said highest group including sequentially related gear ratios, said drive train including actuator means enabling automatic shifting between the sequentially related gear ratios of at least said highest group, and said control system including means for sensing at least when one of the sequentially related gear ratios of said highest group is manually selected by the operator and operable to enable the actuator means to effect automatic shifting between the sequentially related gear ratios within said highest group when the lowest sequentially related gear ratio within said groups is manually selected by the operator, gear ratio shifts in said highest group comprising the sequence of disengaging a first positive clutch and then engaging a second positive clutch, both of said positive clutches comprising a first clutch member (80, 82, 84) having a fixed rotational speed relative to the rotational speed of the vehicle engine and a second clutch member (86, 88, 90) having a fixed rotational speed relative to vehicle speed; said method characterized by: (1) retaining the vehicle master clutch engaged during the gear ratio shift in said highest gear group; (2) urging said first and second members of said first clutch into a disengaged condition while, in sequence, increasing the supply of fuel supplied to the vehicular engine to cause the engine to rotate at a speed sufficient to cause said first member of said first positive clutch to drive the second member of said first positive clutch and decreasing the supply of fuel to the engine to cause the second member of said first positive clutch to drive the first member of the first positive clutch.

Claim 11

The method of claim 8 including the steps of: (3) sensing if the first positive clutch has been disengaged, and (4) upon sensing disengagement of said first positive clutch, manipulating the fuel supply to the engine to cause synchronous rotation of the first and second members of the second clutch and then causing engagement thereof.

Claim 12

The method of claim 8 including the steps of: (3) sensing of the first positive clutch has been disengaged, and (4) if disengagement has not occurred, repeating the steps of urging said first and second members of said first clutch into a disengaged condition while, in sequence, increasing the supply of fuel supplied to the vehicular engine to cause the engine to rotate at a speed sufficient to cause said first member of said first positive clutch to drive the second member of said first positive clutch and then decreasing the supply of fuel to the engine to cause the second member of said first positive clutch to drive the first member of the first positive clutch.

Claim 13

The control method of claim 8 wherein said sequence to automatically increase and decrease the supply of fuel to the engine is effective to first cause said first clutch member of said first positive clutch to drive the second clutch member thereof and to then cause said second clutch member of said first positive clutch to drive the first clutch member thereof.

Claim 14

The control method of claim 9 wherein said sequence to automatically increase and decrease the supply of fuel to the engine is effective to first cause said first clutch member of said first positive clutch to drive the second clutch member thereof and to then cause said second clutch member of said first positive clutch to drive the first clutch member thereof.

Claim 15

The control method of claim 10 wherein said sequence to automatically increase and decrease the supply of fuel to the engine is effective to first cause said first clutch member of said first positive clutch to drive the second clutch member thereof and to then cause said second clutch member of said first positive clutch to drive the first clutch member thereof.

Claim 16

A multiple step method for controlling an automatic mechanical vehicle driveline system having a throttle-controlled engine (5), a transmission (2) having a plurality of gear ratio combinations selectively engagable between a transmission input shaft and a transmission output shaft (10), said transmission input shaft being operatively connected to said engine by means of a selectably engagable and disengagable master clutch (8) providing a driving connection between said engine and said input shaft, said automatic mechanical vehicle driveline system comprising an information processing unit (16) having means for receiving a plurality of input signals including (1) input signals (30) indicative of at least one of currently engaged, last engaged and about to be engaged gear ratio of the vehicle driveline; (2) an input signal (14) indicative of the rotational speed of the transmission input shaft; and, (3) an input signal (22) indicative of the rotational speed of the transmission output shaft, said processing unit including means for processing said input signals in accordance with a program and for generating ouptut signals whereby said driveline system is operated in accordance with said program, and means (26 and 34) associated with said driveline system effective to actuate said driveline system to effect engagement of said gear ratio combinations in response to said output signals from said processing unit, a gear ratio change of said driveline system comprising the sequence of disengaging a first positive clutch and then engaging a second positive clutch, both of said positive clutches comprising a first clutch member (80, 82, 84) having a rotational speed dependent on the rotational speed of the vehicle engine and a second clutch member (86, 88, 90) having a fixed rotational speed dependent on vehicle speed; said method characterized by: (1) retaining said vehicle master clutch (8) engaged during the gear ratio shift in said drive train; (2) urging said first and second members of said first clutch into a disengaged condition while, in sequence, increasing the supply of fuel supplied to the vehicular engine to cause the engine to rotate at a speed sufficient to cause said first member of said first positive clutch to drive the second member of said first positive clutch and decreasing the supply of fuel to the engine to cause the second member of said first positive clutch to drive the first member of the first positive clutch.

Claim 17

A multiple step method for controlling an automatic mechanical vehicle driveline system having a throttle-controlled engine (5), a transmission (2) having a plurality of gear ratio combinations selectively engagable between a transmission input shaft and a transmission output shaft (10), said transmission input shaft being operatively connected to said engine by means of a selectably engagable and disengagable master clutch (8) providing a driving connection between said engine and said input shaft, said automatic mechanical vehicle driveline system comprising an information processing unit (16) having means for receiving a plurality of input signals including (1) input signals (30) indicative of at least one of currently engaged, last engaged and about to be engaged gear ratio of the vehicle driveline; (2) an input signal (14) indicative of the rotational speed of the transmission input shaft; and, (3) an input signal (22) indicative of the rotational speed of the transmission output shaft, said processing unit including means for processing said input signals in accordance with a program and for generating ouptut signals whereby said driveline system is operated in accordance with said program, and means (26 and 34) associated with said driveline system effective to actuate said driveline system to effect engagement of said gear ratio combinations in response to said output signals from said processing unit, a gear ratio change of said driveline system comprising the sequence of disengaging a first positive clutch and then engaging a second positive clutch, both of said positive clutches comprising a first clutch member (80, 82, 84) having a rotational speed dependent on the rotational speed of the vehicle engine and a second clutch member (86, 88, 90) having a fixed rotational speed dependent on vehicle speed; said method characterized by: (1) retaining said vehicle master clutch (8) engaged during the gear ratio shift in said drive train; (2) urging said first and second members of said first clutch into a disengaged condition while, in sequence, increasing the supply of fuel supplied to the vehicular engine to cause the engine to rotate at a speed sufficient to cause said first member of said first positive clutch to drive the second member of said first positive clutch and decreasing the supply of fuel to the engine to cause the second member of said first positive clutch to drive the first member of the first positive clutch.

Claim 18

The method of claim 14 including the steps of: (3) sensing if the first positive clutch has been disengaged, and (4) upon sensing disengagement of said first positive clutch, manipulating the fuel supply to the engine to cause synchronous rotation of the first and second members of the second clutch and then causing engagement thereof.

Claim 19

The method of claim 14 including the steps of: (3) sensing if the first positive clutch has been disengaged, and (4) if disengagement has not occurred, repeating the steps of urging said first and second members of said first clutch into a disengaged condition while, in sequence, increasing the supply of fuel supplied to the vehicular engine to cause the engine to rotate at a speed sufficient to cause said first member of said first positive clutch to drive the second member of said first positive clutch and then decreasing the supply of fuel to the engine to cause the second member of said first positive clutch to drive the first member of the first positive clutch.

Claim 20

The control method of claim 14 wherein said sequence to automatically increase and decrease the supply of fuel to the engine is effective to first cause said first clutch member of said first positive clutch to drive the second clutch member thereof and to then cause said second clutch member of said first positive clutch to drive the first clutch member thereof.

Claim 21

The control method of claim 15 wherein said sequence to automatically increase and decrease the supply of fuel to the engine is effective to first cause said first clutch member of said first positive clutch to drive the second clutch member thereof and to then cause said second clutch member of said first positive clutch to drive the first clutch member thereof.

Claim 22

The control method of claim 16 wherein said sequence to automatically increase and decrease the supply of fuel to the engine is effective to first cause said first clutch member of said first positive clutch to drive the second clutch member thereof and to then cause said second clutch member of said first positive clutch to drive the first clutch member thereof.