European Patent Office

Europaisches Patentamt
European Patent Office
Office europeen des brevets
EUROPEAN
©
©
PATENT
Date of publication of patent specification: 30.06.93
© Application number: 87901107.0
© Publication number:
©
0 318
474
B1
SPECIFICATION
Int. CI.5: B60K 41/08, B60K 4 1 / 2 2 ,
B60K 4 1 / 2 8
@ Date of filing: 30.01.87
©
International application number:
PCT/IT87/00005
©
International publication number:
WO 88/05735 (11.08.88 88/18)
© AN ELECTRONIC SERVO CHANGE GEAR, FOR MAKING AUTOMATIC THE GEAR CHANGE.
@ Date of publication of application:
07.06.89 Bulletin 89/23
©
Publication of the grant of the patent:
30.06.93 Bulletin 93/26
©
Designated Contracting States:
DE FR GB SE
References cited:
EP-A- 0 114 468
CH-A- 635 278
DE-A- 3 513 279
US-A- 2 527 727
US-A- 3 628 642
EP-ADE-AFR-AUS-AUS-A-
0 155
3 151
2 169
3 125
4 499
Proprietor: SANTOVETTI, Rodolfo
Via S. Maria, 2
1-00199 Roma(IT)
Inventor: SANTOVETTI, Rodolfo
Via S. Maria, 2
1-00199 Roma(IT)
043
087
598
893
793
Representative: Mascioli, Alessandro, Prof.Dr.
c/o A.N.D.I. Associazione Nazionale degli Inventori Via Urbana, 20
1-00184 Roma (IT)
00
00
00
Note: Within nine months from the publication of the mention of the grant of the European patent, any person
may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition
shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee
has been paid (Art. 99(1) European patent convention).
Rank Xerox (UK) Business Services
(3. 10/3.6/3.3. 1)
EP 0 318 474 B1
Description
The present invention concerns a servo change gear for the direction and performing of the change of
speed in a vehicle, a lorry or a motorcycle, automatically according to the running of the motor, to the
5 speed of the vehicle and to the will of the driver expressed by means of the foot accelererator. It is intended
to be an independent device that may be applied, with little work, to any kind of vehicle and working making
use of the same elements (clutch and gear) and removable anytime with a simple switch-over.
Said device may be applied at the moment of realization of the vehicle or later on.
The object of the present invention is a device external to the common gear, that may be applied on
io any kind of vehicle, for making the manual operation of changing gear automatic.
It is already well known that the automatism of the automatic change gears known until now consists in
a rather complicated means that replaces the common change gear. The automatic change gears of the
known kind are applied during the assembly of the vehicle and completely replace the manual change.
They work in a nearly exclusively mechanical. A vehicle with a traditional automatic change gear works only
75 in automatism.
Up to now there is an US Patent N. 4 499 793 Long J. Jow Long S Jow, which needs beyond the
actuators sensors and computer which are means of the automatism, also a special exchange box, a special
box for the friction and a special exchange lever.
These are described and shown in detail in the Us Patent N. 4 499 793.
The mounting on a vehicle of the above mentioned mechanism involves, by the way, the replacing of
20
the change box of the friction box, of the friction pedal and lever and the inserction of the some number of
similar parts specifically shown and realized.
The aim of the invention is that to realize an automatic servo change gear for automatically changing
gear in a vehicle moved by a piston engine making a different use of the actuators (different in number and
25 function) described in the US Patent N. 4 499 793 beyond making use of different mechanisms for the
exchange friction and programs.
The electronic servo change according to the present invention moreover makes use of the original
transmission of the constructing House with devices which acting parallelly to the original change
commands.
The electronic servo change gear according to the present invention consists in the following elements:
30
- five electronic sensors;
- three groups of electromechanical or hydraulic servo controls;
- a computer;
- pushbuttons for the manual controls.
The present invention will be described more in detail herein below relating to the attached drawings in
35
which some preferred embidoments are shown.
shows a block scheme of the whole device.
Figure 1,
2
and
show two different mechanisms for the change gears that may be applied onto
3,
Figures
vehicles with a change having the gears in the direction of an "H".
shows a variant of the mechanism of the preceding figures, provided for application
40
Figure 4,
onto vehicles provided with a change difficult to reach.
shows
the scheme of a variant of the present invention, provided for those vehicles
5,
Figure
having a gear shape different from the ones mentioned in the preceding figures,
other operations connected thereto (clutch etc.). As it may be easy to immagine, each single car put on the
45 market has a disposition and a characteristic figure of the gearbox, of the carburetor etc., as well as a
particular movement of the directions coming therefrom (gear lever, friction lever, throttle lever). Therefore it
is impossible showing, for all this number of mechanisms, to show one single variant for all cars.
Therefore, in above mentioned figures some main variants are shown for the illustration of the general
working of the device according to the present invention.
The assemblying of the same onto the vehicles is obtained by means of brakes and supports fitting for
50
each kind of vehicle and comprised in a "kit".
The mechanism for the material change SC of the gears, relating to that variant in which said gears are
placed in form of an "H", is exemplified in two different variants in figures 2 and 3, and consists in three
electromagnets EC (or movable plate PM sliding along a guide G - figure 3), fixed to a metal support S, the
55 co-ordinate intervention thereof at the level of the gearbox or at the basis of the control stick, produces the
movement of lever C pushing the same into the position corresponding to each gear. The metal support is
provided for each model, for being fixed by means of bolts B' to the gearbox or to any other fix part.
Two kinds of electromagnets EC are provided:
2
EP 0 318 474 B1
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- (EC/A), out of two sections, for the production of two releases in the same direction: the first release
leads the core of the EC frontwards of a determined number of centimeters, the second release
continues the same movement of the same length. The first movement will bring the lever C into the
neutral position, making the same get out of the gear in which it was; the second movement that takes
place only after the intervention of the EC/B, pushes the lever C further, thus engaging a gear. One
EC/A disengages the 2nd, 4th and back gear and engages the 1st, 3rd and 5th gear; the other EC/A
disengages the 1st, 3rd and 5th gear and engages the 2nd, 4th and back gear.
- (EC/B), out of two sections, provided for two releases, each in a sense opposite to the other so as to
bring the core of the EC forewards or backwards of a determined number of centimeters. The
movement of this EC/B pushes the gear lever along the horizontal line of the "H", to the left at the
level of the 1st or 2nd gear or to the right at the level of the 5th or back gear. When the EC/B is in
resting position the lever automatically gets placed at the level of the 3rd and 4th gear, due to the
inner spring provided in all series gears.
The push of the EC is not directly performed onto the change lever, but on a spring M which, once
wound up, directly transmits to the lever the movement in a softened way: otherwise, the direct, harsh
shock of the EC might damage the synchronizing gears.
The gear change takes place through the coordinate movement of the EC directed by the exchange in a
precise order. Generally, the operations take place as follows:
- release of the clutch (accelerator anulment);
- first release of the EC/A that disengages the gear and places the lever in neutral position;
- release of the EC/B that brings the lever at the level of the programmed gear;
- second release of the EC/A that pushes the lever into the gear;
- engagement of the clutch (free accelerator).
The exchange gives the directions in this order, but does not proceed to the following order if the
preceding one has not been funfilled .
Figure 4 shows the same mechanism that is to be fixed nearby the control stick, and that changes the
gear directly acting on the same by means of a lever L with a plurality of arms B", kept by a fulcrum F'.
This solution has been thought for those vehicles in which it is not possible to intervene on the gearbox
due to the location of the same.
Figure 5 shows a scheme of a device for such vehicles having the change gear with the gear position
not in the shape of an "H".
A pin P' projects from the gearbox - being the control of the gears - that may assume three positions:
one being more projecting, a medium one (neutral) and a more recessed. Furthermore, said pin may rotate
around itself assuming two positions, beyond the resting one: clockwise: position of first and second gear;
anti-clockwise: 5th and back gear. In the central position, the resting position, the pin may engage the third
and fourth gear.
The first or second, third or fourth, fifth or back gear may be engaged pushing the pin further inside or
taking it further out.
The mechanism is identical to the ones already described; the only difference is in the fact that the
three EC move, by means of levers L, the pin P' for the engagement of the gears.
From figure 5 and form the possible movements of the EC the change operations may be seen.
In further variants, in many kinds of vehicles the EC may be more simply applied along the levers that
transmit the movement of the gear lever to the gearbox.
The accelerator anulment mechanism or servo-accelerator SA may be provided on all vehicles through
a very simple modification by means of two interventions. The first one is the application of a simple EC
that may act on the lever of the carburetor throttle axis. The EC is already mounted onto a metal support
that is to be fixed by means of brakes to the collector's bolts. The core of the EC is connected to the
throttle's lever in that same point in which the accelerator's wire is connected.
The second intervention consists in the application of a return spring M' being somewhat stronger that
the return spring of the accelerator along the accelerator's wire or transmission lever.
Figure 6 shows the working thereof: the driver's foot movement on the accelerator is transmitted to the
throttle's lever and the inserted spring is strong enough not to be stretched due to this stress, transferring
the movement without interfering. If however the exchange sends the electromagnet the direction, said
electromagnet calls the throttle's lever into the zero position and the accelerator pedal has no more
possibility, because on the EC power there is the spring placed along the stretching wire.
When the EC action stops the spring M' returns to the resting position and the throttle opens again
according to the position of the accelerator pedal.
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The mechanism for the insertion of the clutch or servo-clutch SF is realized by means of the application
of a hydrodynamic oil or water or depression piston, that acts by pushing the clutch lever, said piston being
stiffly fixed to a resting point onto the gearbox or on the motor block.
The main part of all vehicles are provided, on the gearbox or on the motor block, with a plurality of
eyelets in which, by means of a bolt, an appropriately shaped bracket may be fixed, and on the main part of
said bracket said piston is fixed. Obviously, the movable part of said piston will be fixed by means of a tie
to the arm of the clutch lever projecting from the gearbox.
The electronic exchange consists in a small computer that may work on different programmes.
Said computer is connected:
in input :
a) with the five sensors and therefore is always updated for what concerns the speed V, the motor
revolutions G, the engaged gear M, the position F of the clutch, the position of the accelerator A;
b) with the push-buttons P for the manual control and the programme change over;
in output: by means of relay R
b) with the three servo-control groups: servo-change gear SM, servo-accelerator SA, servo-clutch SF;
d) with the small starting contact block B, through which the starting and stopping of the motor may be
controlled.
The push-button board for the manual control consists in a group of push-buttons placed on the
instrument board nearby the steering wheel in a position easily reachable by the driver.
Of these push-buttons, three are:
- the control for the insertion of the automatic change gear;
- the control for the back gear RM;
- the control for the motor brake or release FM; the other push-buttons are the computer's programme
change over.
The functioning of the electronic servo change gear obviously depends on the kind of chosen
programme, as the driver may choose an automatism for different driving types. All programmes are
variants of the base or standard programme hereinbelow described.
Programme no. 1 - standard programme:
it consists in three groups of main rules.
a) Running rules:
well determined speed intervals I.V. are dixed and memorized and each corresponds to a determined gear,
e.g.:
from
from
from
from
from
45
0 to 15 km/h
15 to 30 km/h
30 to 45 km/h
45 to 65 km/h
65 km/h on
1st
2nd
3rd
4th
5th
gear
gear
gear
gear
gear
These intervals are memorized in the programme with different values, according
which said programme will be applied.
The programme provides that the computer will direct a change gear each time the
upper or lower level of each single limit, as above described. Therefore, e.g., when the
km/h, the computer will ask for the 4th gear, but as soon as the speed exceeds 65 km/h
45 km/h it straight away gives direction for passing to the 5th or 3rd gear respectively.
to the vehicle on
speed reaches the
vehicle runs at 50
or goes lower that
50
b) Rules of the 1st gear or starting
55
These rules are operating only in a speed interval comprised, e.g., between 0 and 6 km/h. This last limit
is fixed according to the "minimum efficiency" revolutions being a feature of each motor, and also this
number is memorized. In this case, and for exemplifying purposes, we determine the revolution number of
minimum efficiency in 1.000.
In the speed interval above mentioned (0-6 km/h), the exchange will act as following: when the speed is
zero and the accelerator is in the zero position the clutch will be disengaged and the engagement in the
first gear will be automatic. As soon as the accelerator, being operated by the driver, leaves the zero
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EP 0 318 474 B1
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position and the revolution number reaches the minimum efficienty, the computer sends the direction of a
gradual clutch engagement, so that the revolution number never decreases below the minimum efficiency
revolution number, but should this case happen, the computer itself will correct the action of the servoclutch making slide the same.
When, however, the revolution number is above the minimum efficiency the clutch, controlled by the
computer, will achieve a complete disengagement, adn from thereon the motor will receive only the driver's
orders. Once the speed has reached the desired 6 km/h, in our case this programme cill be finished, but
ready to stard working again should the speed again fall below 6 km/h.
All these actions tale place the acceleratator being freely commanded by the driver himdelf who will use
the same according to his wishes: pushing it if he wants to go on, leaving it if he wants to slow down.
c) Rules for the pick-up
is
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In the memory of the programme a rule is fixed according to which the computer wants the slow down
to the smaller gear when the accelerator sensor gives the information that the accelerator (controlled by the
driver) is placed in the maximum position thereof. This direction, however, which may be applied to all
gears except for the first one, is given only if the speed of the vehicle is below a determined value (e.g. i or
3/4) within each interval fixed for each single gear.
The practical functioning of changing gears is always the same.The computer, while directing the
change in the increasing as well as in the decreasing relationship, always directs the same operation series
having always the same order:
1) r e l e a s e
of
2)
of the
release
motor
30
3) change
clutch
)
accelerator
revolutions)
of
4) engagement
5) f r e e i n g
the
(minimum
contemporary
J)
' )
) operations
gears
of
of the
the
clutch
accelerator
h contemporary
)'
j) o p e r a t i o n s
35
whereby said computer will not allow one operation to take place if the preceding has not been completed.
As already mentioned, the electronic servo change gear described hereinbefore may work according to
different programmes all memorized in the computer, and the driver may change the same at any moment
by means of a simple switch over.
These alternative programmes are variants of the standard programme from which they vary, only for a
40
small account, and of which they maintain the base structure, each for some added rules.
Hereinbelow, four alternative programmes, each with its own features, will be described.
45
50
55
Programme no. 2 - City-programme
It provides a single variant to the standard programme: the free wheel, i.e. the automatic neutral position
each time the driver places the accelerator pedal in the 0 - minimum position. Indeed, it is not a real neutral
positioning, but only the release of the clutch. Each time the computer records that the accelerator pedal is
at the minimum, the same transmits to the servo clutch the direction to release the same clutch. As soon as
the driver pushes the accelerator again, the computer gives the servo clutch the direction to re-engage the
clutch. It is evident that the gears further follow the directions of the exchange which will change them as
provided in the standard programme, i.e. according to the relationship of the vehicle and the limits
determined for the speed intervals.
The great saving that may be obtained by means of this kind of driving is evident, in which the motor
always keeps its minimum revolutions when its push is not needed. It shall be appropriate to make use of
this programme only in the city and at low speeds. However, the programme may provide the automatic
exclusion thereof with a return to the standard programme when the vehicle reaches a speed being e.g.
higher that 50 km/h.
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EP 0 318 474 B1
Programme no. 3 - Saving programme
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It is the same programme, above described for the city, with the variant that the computer further
directs the stopping of the motor when the engine is at speed 0 for more that five seconds. By means of
the simple acting of the driver onto the accelerator pedal the computer determines first the starting of the
motor and further more the engaging of the clutch like in a normal starting (rule of the first one) provided in
the standard programme.
Obviously, there is already the first gear engaged according to what provided in that programma in
which when the speed is = 0, there will always bee the first gear engaged and the clutch released.
The economical advantages - from the point of view of the wear and of the consumption of this
programme - are evident.
Programme no. 4 - highway programme
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It is a programme totally corresponding to the standard programme, except for the speed values
determining the interval values delimiting the 3rd, 4th, 5th, said values being lowered with respect to the
standard programme. Due to the kind of route, usually without great ascents and the vehicle being more or
less always in the position.
This will confer a littler springing, but surely safer and more silent.
Programme no. 5 - a programme for a more quick driving It is the opposite from the highway
programme. The speed values which limit the 2nd, 3rd, 4th and 5th gear intervals are fixed, in this
programme, at higher levels. Therefore, the gears decrease or increase at a higher motor revolution number
so that the motor always is at a higher running and therefore more powerful or with a better acceleration.
Programmes for semiautomatic operations
a) the back gear
30
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In the push-buttons of the instrument panel there is the text for the back gear. Each programme
provides in its memory the rules for the back gear. The same is inserted pushing push-button RM, but only
if the vehicle's speed is 0 and the acceleration pedal not pushed (pos. 0 and therefore disengaged clutch).
The instructions for The gear are the same than those provided in The standard programme in the rules
for the 1st gear.
Pushing the accelerator, the computer gives the servo-control of the clutch the same instructions and in
the same order like in the starting, as described at the point "rules of the 1st gear", but being the rear gear
engaged the vehicles moves backwards.
b) The motor brake
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50
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It is obtained by means of a pressure performed by the driver on push-button FM. The standard
programme (the highway one and the one for quick driving) has memorized some instructions for the motor
brake.whereby e.g. when the direction comes from the driver - which he has transmitted pushing pushbutton FM - the computer, after having verified some conditions listed hereinbelow, anuls for a determined
time period (e.g. 15 seconds, or for the time the driver keeps pushed the push-button FM) those instructions
concerning the speed intervals and directs the servo-control so as to engage the immediately lower gear.
This operation may be repeated by the driver soon afterwards, so as to obtain a quick gear decrease.
With a minimum acceleration the slowing down of the vehicle will be obtained due to the resistance of
the motor compression. These operations may be directed by the computer only if the speed of the vehicle
is contained within determined maximum speeds fixed and memorized for each gear.
For example, the passage from the 5th to the 4th is allowed at any speed, while the passage from the
4th to the 3rd may take place only of the speed of the vehicle is below 110 km/h, the passage from the 3rd
to the 2nd only if the speed is below 80 km/h and the passage from the 2nd to the 1st only if the speed is
below 40 km/h. It is evident that said speed values are determined at different levels according to the kind
of vehicle and to the features of the engine. Therefore, when the driver pushes push-button FM, the
computer first controls all these elements and does not start the direction if the conditions are not those
provided by the programme. If these conditions are funfilled , the computer automatically disconnects the
standard programme and directs the gear decrease.
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When the provided time (15 seconds) has passed, or when the driver does no longer push push-button
FM, the computer disconnects the FM programme and re-connects the standard programme and the gears
will be changed automatically as described hereinbelow.
This FM programme may also work as gear decrease for acceleration. The driver may use said pushbutton FM to decrease to the lower gear and thus give the vehicle a better acceleration.
c) Half-automatic change
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The apparatus according to the present invention may be provided, on request, with a more complex
instrument panel with further five push-buttons, each corresponding to a gear.
When the driver pushes said push-buttons, he passes through the exchange, and orders the servochange to engage the gear corresponding to the pushed push-button. A plurality of rules inserted in this
programme prevent from damages due to carelessness or wrong operations (e.g. the direction concerning
the engagement of a determined gear may not be performed if the vehicle is running at a speed not
comprised within a determined interval: the first gear may not be engaged if the vehicle is running at 120
km/h ...).
This programme may be used by those who intend to partecipate in driving, or on particular roads.
Above mentioned five push-buttons are excluded when the other programmes are inserted.
With an appropriate variant to the anulment mechanism of accelerator SA, described hereinbelow, the
electronic servo-control may realize the perfect synchronism of the gear engagement.
For this purpose it will be enough to:
- mount, instead of the anulment EC of the standard accelerator, a hydrodynamic or depression piston
which, being operated by the exchange, may assume different positions, so as to move the throttle
lever for different openings corresponding each to determined motor revolutions;
- enrich the computer programme binding the same to the direction of the gear change, as provided by
the programmes, only after above mentioned piston has placed, on its direction, the throttle lever for a
determined opening (and therefore motor revolution number).
The choice of this position is effected by the computer on the basis of a serier of memorized rules
which connect the optimal revolution number for each gear to the speed of the vehicle at that moment.
The right prolongation of the piston, for obtaining the desired opening, may be obtained in two different
ways:
a) mechanically, directly. The computer will be able to direct the piston - due to the fact that in neutral
position always the same revolution number corresponds to each throttle position - to get placed in that
point that determines a throttle opening corresponding to the optimal revolution number for that
determined gear at that speed of the vehicle.
For example,
40
engagement
of the
first
no.
between
gear:
to
km/h
0
to
10
1.000
1.500
A
10
to
20
1.500
2.000
B
40
to
50
4.500
5.000
N
for
55
the
speed from
45
50
for
the
second
revolution
and
throttle
piston
posi
gear:
15
to
25
2.000
2.500
A
25
to
35
2.500
3.000
B
80
to
100
4.500
5.000
N
b) by means of feed back, i.e. with the constant intervention of the computer (which knows the revolution
number) onto the piston so as to adjust it (by acceleration or slowing down) until that throttle opening,
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EP 0 318 474 B1
corresponding to the revolution number provided for that gear at the speed of the vehicle at that
moment, is obtained.
5
Claims
1.
An electronic servo change for making automatic the change of gears in vehicles moved by an
explosion engine, comprising the following elements:
- a plurality of electronic sensors fed by the vehicle's battery for the evaluation of the speed (V),
the motor's revolution number (G), the engaged gear (M), the position of clutch (F) and the
position of the accelerator (A);
- a plurality of electromechanical or hydraulic servo controls, consisting in electromagnet (EC/A,
EC/B) and/or hydraulic pistons, that will perform the gear change operations and those operations
connected thereto;
- push-buttons for the manual control consisting in a plurality of push-buttons placed on the
instrument panel;
- an electronic exchange consisting in a computer (CE) connected, in input:
a) to the five sensors, and therefore always updated on speed (V), motor revolutions (G), engaged
gear (M), clutch position (F), accelerator position (A);
b) to the instrument panel for the manual controls and the programme change;
in output by means of relay (R)
c) with the three servo control groups: servo change (SC), servo accelerator (SA), servo clutch
(SF); characterized in that the computer (CE) is further connected in output by means of relay
(R).
d) to a small starting contact block (B) through which the starting or stopping of the engine may
be directed, and in that the push-buttons for the manual control comprise:
- a control for the insertion of the automatic change,
- a control for the back gear (RM),
- a control for the motor brake (FM) or release,
- programme commutators for above mentioned computer (CE).
2.
An electronic servo change according to claim 1, characterized in that said sensors are respectively
placed: (M), at the basis of the change lever; (F), on the fulcrum of the clutch pedal; (A), on the
carburetor's throttle axis; each one is connected to the computer to which it sends a message, that may
also be sent to a light board on the instrument panel.
3.
An electronic servo change according to claim 1, characterized in that the mechanism for the gear
change consists in three electromagnets (EC) fixed on a metal support (S), the coordinate intervention
whereof, at the level of the gearbox at the basis of the clutch, produces the movement of the lever (C)
pushing the same into the position corresponding to each gear; said electromagnets may be of two
kinds:
- (EC/A), out of two sections, for the production of two releases in the same direction: the first
release leads the core of the (EC) frontwards of a determined number of centimeters, the second
release continues the same movement of the same length; the first movement will bring the lever
(C) into the neutral position, making the same get out of the gear in which it was; the second
movement that takes place only after the intervention of the (EC/B), pushes the lever (C) further,
thus engaging a gear. One (EC/A) disengages the 2nd, 4th and back gear and engages the 1st,
3rd and 5th gear; the other (EC/A) disengages the 1st, 3rd and 5th gear and engages the 2nd, 4th
and back gear;
- (EC/B), out of two sections, provided for two releases, each in a sense opposite to the other so as
to bring the core of the (EC) forewards or backwards of a determined number of centimeters; the
movement of this (EC/B) pushes the gear lever along the horizontal line of the "H", to the left at
the level of the 1st or 2nd gear or to the right at the level of the 5th or back gear; when the
(EC/B) is in resting position, the lever automatically gets placed at the level of the 3rd and 4th
gear, due to the inner spring provided in all series gears.
4.
An electronic servo change according to claims 1 and 3, characterized in that the push of the (EC) is
performed not directly on the lever by electromagnet(s) EC/A - EC/B but on a spring that, once wound
up, transmits the movement to the lever in a softener way: the harsh stroke of the (EC) could otherwise
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EP 0 318 474 B1
damage the synchronizers.
5.
An electronic servo change according to claim 1, characterized in the sequence of the operations for
the gear change through the coordinate movement of the (EC) directed by the exchange:
- release of the clutch (accelerator anulment);
- first release of the (EC/A) that disengages the gear and places the lever in neutral position;
- release of the (EC/B) that brings the lever at the level of the programmed gear;
- second release of the (EC/A) that pushes the lever into the gear;
- engagement of the clutch (free accelerator).
6.
An electronic servo change according to claim 1, that may be applied to those vehicles that are not
provided with a change gear in shape of an "H", characterized in that a pin (P) projects from the
gearbox, for the control of the gears, that may assume three positions: a projecting one, a medium
(neutral) one and a recessed one; furthermore, said pin may rotate on itself assuming two positions,
beyond the resting one: clockwise: 1st and 2nd gear position; anti-clockwise: 5th and back gear
position; in the central position, the resting one, it is provided for the engagement of the 3rd and 4th
gear; the 1st or 2nd, 3rd or 4th, 5th or back gears are engaged by pushing further inside or outside
said pin.
7.
An electronic servo change according to claims 1 and 6, characterized in that the three (EC) move, by
means of levers (L), the gear engagement pin (P).
8.
An electronic servo change according to claim 1, characterized in the presence of an accelerator
anulment mechanism consisting in an electromagnet (EC) acting on the throttle lever of the carburetor
by means of the core thereof connected in the same connection point of the accelerator wire, and in a
return spring (M') applied along the wire or the accelerator's transmission lever.
9.
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An electronic servo change according to claim 1, characterized in the presence of the clutch insertion
mechanism consisting in a hydrodynamic, oil, air or depression piston that acts pushing the clutch
lever, safely fixed to a resting point on the gearbox or the motor block.
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10. An electronic servo change according to claim 1, for the optima synchronism of the gear change,
characterized in the replacing of the (EC) with a hydrodynamic or depression piston acting on the
throttle lever and which, directed by the exchange, may move into different positions, thus moving the
throttle lever for different openings corresponding each to a determined motor revolution number.
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Patentanspruche
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1.
Elektronische Servo + Schaltung urn den Schaltvorgang bei Getrieben in Fahrzeugen, die durch eine
gemischverdichtenden Vorrichtung angetrieben werden, automatisch zu gestalten, bestehend aus
folgenden Elementen:
- einer Vielzahl von elektronischen Sensoren, von der Fahrzeugbatterie gespeist, zur Geschwindigkeitsbestimmung (V), der Anzahl der Motorumdrehungen (G) , des eingeschalteten Ganges (M),
der Lage der Kuplung (F) und der Lage des Gashebels (A);
- einer Vielzahl von elektromagnetischen und hydraulischen Servoreglern, bestehend aus Elektromagnet (EC/A, EC/B) und/oder hydraulischen Kolben, die die Getriebewechselvorgange und jene
damit verbundenen Vorgange ausfuhren;
- Druck-Schaltern fur die manuelle Kontrolle, bestehend aus einer Vielzahl von Druck-Schaltern, die
auf der Instrumententafel vorgesehen sind;
- einer elektronischen Zentrale, bestehend aus einem Komputer(CE), der durch Eingangsspeisung
(input) verbunden ist mit:
a) den funf Sensoren, und demzufolge immer auf dem Laufenden in Bezug auf Geschwindigkeit
(V), Motorumdrehungen (G), dem eingeschalteten Gang (M), Kupplungssituation (F),
Beschleunigungssituation(A);
b) der Instrumententafel zur manuellen Kontrolle und zum Programmwechsel;
durch Ausgangsleistung (output), mittels Relais(R):
c) mit den drei Servokontrollgruppen: Servogang (SC), Servogaspedal (SA), Servokupplung (SF);
dadurch gekennzeichnet, dal3 der Komputer auBerdem auch mittels Relais (R)in der Ausgangslei9
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stung verbunden ist:
b) mit einem kleinen Startkontaktblock (B), durch welchen man den Start und das Anhalten der
Maschine bestimmen kann und dadurch, dal3 die Druck-Schalter fur die manuelle Kontrolle
folgende Vorrichtungen enthalten:
- eine Kontrollvorrichtung zur Einschaltung des automatischen Ganges;
- eine Kontrollvorrichtung fur das Ruckgetriebe (RM);
- eine Kontrollvorrichtung fur die Bremsung des Motors oder die Entkupplung;
- Programmkommutatoren fur obigen Komputer(CE).
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2.
Elektronische Servo-Schaltung nach Anspruch 1, dadurch gekennzeichnet, dal3 besagte Sensoren
jeweils folgendermaBen angeordnet sind: (M) auf der Basis des Schalthebels; (F) drehbar auf dem
Kupplungspedal; (A) auf der Gashebelachse des Verbrenners; wobei jedes Teil mit dem Komputer,
dem es Informationen sendet, verbunden ist und wobei diese Informationen auf einen Lichtschalter auf
der Instrumententafel ubertragen werden konnen.
3.
Elektronisceh Servo-Schaltung nach Anspruch 1, dadurch gekennzeichnet, dal3 der Getriebemechanismus aus drei Elektromagneten (EC) besteht, die auf einem Metalluntersatz (S) befestigt sind, wobei
dessen koordinierter Eingriff auf den Hebel des Getriebekastens an der Basis der Kupplung die
Bewegung des Hebels (C) herbeifuhrt, wobei dieser in die einem jeden Getriebe entsprechende
Stellung gedruckt wird; diese Elektromagneten konnen von zwei verschiedenen Arten sein:
- (CEC/A) bestehend aus zwei Sektionen urn zwei Entkupplungsvorgange in die gleiche Richtung
hervorzurufen: der erste Entkupplungsvorgang leitet das Mittelstuck des (EC) fur eine gewisse
Anzahl von Zentimetern vorwarts, der zweite Entkupplungsvorgang setzt die gleiche Bewegung
uber die gleiche Lange fort. Die erste Bewegung bringt den Hebel (C) in eine neutrale Stellung,
indem sie ihn zum Austritt aus dem Getriebe bringt, in dem er war; die zweite Bewegung, die erst
nach der Intervention des (EC/B) stattfindet, druckt den Hebel (C) weiter, was den Eingriff des
Getriebes zur Folge hat.Ein (EC/A) kuppelt das zweite, vierte und das Ruckgetriebe aus und setzt
das erste, dritte und funfte Getriebe in Gang; das andere (EC/A) gibt das erste, dritte und funfte
Getriebe frei und setzt das zweite, vierte und das Ruckgetriebe in Gang.
- (EC/B) bestehend aus zwei Sektionen, vorgesehen fur zwei Auslose-einrichtungen, jede in
entgegengesetzter Richtung zur anderen wirkend, urn dadurch das Mittelstuck des (EC) urn eine
bestimmte Anzahl von Zentimetern vorwarts oder ruckwarts zu bringen. Die Bewegung dieses
(EC/B) druckt den Getriebehebel entlang der horizontalen Linie von "H" auf der linken Seite auf
die Hohe des ersten oder zweiten Getriebes oder auf der rechten Seite auf die Hohe des funften
oder des Ruckgetriebes. Wenn sich das (EC/B) in Ruhestellung befindet, kommt der Hebel
automatisch auf die Hohe des dritten und vierten Getriebes, durch die Innenfeder gedruckt, die in
alien Seriengetrieben vorgesehen ist.
4.
Elektronische Servo-Schaltung nach Anspruch 1 und 3, dadurch gekennzeichnet, dal3 der Druck von
(EC) nicht direkt auf den Hebel durch Elektromagneten (EC/A, EC/B), sondern auf eine gespannte
Feder ausgeubt wird, die die Bewegung abgeschwacht auf einen Hebel ubertragt: der harte Aufschlag
des (EC) konnte anderenfalls die Synchronismusanzeiger beschadigen.
5.
Elektronische Servo-Schaltung nach Anspruch 1 durch die Reihenfolge der Arbeitsvorgange zum
Wechseln der Gange mittels koordinierter Bewegung des (EC) gekennzeichnet, bestimmt durch die
Zentrale:
- Freigabe der Kupplung (Aufhebung der Beschleunigung);
- erste Freigabe von (EC/A), wodurch das Getriebe ausgekuppelt und der Hebel in eine neutrale
Stellung versetzt wird;
- Freigabe von (EC/B) wodurch der Hebel auf die Hohe des programmierten Getriebes gebracht
wird;
- zweite Freigabe von (EC/A), wodurch der Hebel in das Getriebe eingefuhrt wird;
- Eingriff der Kupplung (Gashebel frei).
6.
Elektronische Servo-Schaltung nach Anspruch 1, die bei Fahrzeugen, die nicht mit einem Wechselgetriebe in Form von "H" versehen sind, Anwendung finden kann, dadurch gekennzeichnet, dal3 ein Stift
(P) aus einem Getriebekasten zur Kontrolle der Getriebe herausragt, welcher drei Stellungen einnehmen kann: eine hervorragende Stellung, eine zentrale (neutrale) Stellung, eine zuruckliegende Stellung;
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auBerdem kann sich dieser Stift urn sich selbst drehen, wobei er auBer der Ruhestellung zwei
Stellungen einnehmen kann: im Uhrzeigersinn: erste und dritte Getriebestellung; gegen den Uhrzeigersinn: funfte Stellung und Ruckstellung; in der Zentrallage, der Ruhestellung, ist er fur das Einschalten
des dritten und vierten Getriebes vorgesehen; das erste oder zweite, dritte oder vierte, funfte oder das
Ruckgetriebe werden in Gang gesetzt indem besagter Stift noch mehr nach innen oder nach auBen
gedruckt wird.
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7.
Elektronische Servo-Schaltung nach Anspruchen 1 bis 6, dadurch gekennzeichnet, daB die drei ((EC)
mittels Hebeln (L) den Stift (P) bewegen, der das Getriebe zum Eingriff bringt.
8.
Elektronische Servo-Schaltung nach Anspruch 1, durch die Anwesenheit eines Mechanismus, der die
Beschleunigung aufhebt, gekennzeichnet, bestehend aus einem Elektromagnet (EC), der auf den
Gashebel des Verbrenners einwirkt und zwar durch dessen Mittelstuck , das in dem gleichen
Verbindungspunkt des Beschleunigungshebels befestigt ist, und in einer Gegenfeder (M'), die entlang
dem Kabel oder dem Hebel zur Beschleunigungsubertragung angebracht ist.
9.
Elektronische Servo-Schaltung nach Anspruch 1, durch einen Mechnismus zum Einschalten der
Kupplung gekennzeichnet, bestehend aus einem Hydrodynamischen-, Oel-, Luft- oder Druckkolben, der
durch Druck auf den Kupplungshebel einwirkt, der fest mit dem Auflegepunkt auf dem Getriebekasten
oder dem Motorblock verbunden ist.
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10. Elektronische Servo-Schaltung nach Anspruch 1, zur optimalen Synchronisierung des Wechselgetriebes, gekennzeichnet durch das Auswechseln des (EC) durch einen Hydrodynamischen- oder Druckkolben, der auf den Gashebel einwirkt und der, durch die Zentrale geleitet, sich in verschiedene
Richtungen bewegen kann und dadurch den Gashebel zu verschiedenen Auslosungen bewegt, wobei
eine jede einer bestimmten Motorumdrehungszahl entspricht.
Revendicatlons
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1.
Un servochangement electronique pour faire automatique le changement des vitesses en vehicules
ayant un moteur a explosion, comprenant les elements suivants:
- un ensemble de sensors electroniques alimentes par la batterie du vehicule pour la determination
de la vitesse (V), le numero des revolutions du moteur (G), la vitesse engagee (M), la position de
I'embrayage (F) et la position de I'accelerateur (A);
- un ensemble de servocontroles electromecanique ou hydraulique, consistant en pistons electromagnetiques (EC/A, EC/B) et/ou hydrauliques, qui vont realiser les operations de changement de
vitesse et celles jointes;
- poussoirs pour le controle manuel consistant en un ensemble de poussoirs places sur le tableau
de bord;
- un changement electronique consistant en un computer (CE) joint, en input:
a) aux cinq sensors, et, done toujours actualise en ce qui concerne la vitesse (V), les revolutions
du moteur (G), la vitesse engagee (M), la position de I'embrayage (F), la position de I'accelerateur
(A);
b) au tableau de bord pour le controle manuel et le changement du programme;
en output, au moyen d'une connexion (R):
c) avec les trois servocontrole groupes: servochangement (SC), servoaccelerateur (SA), servoembrayage (SF); caracterise en ce que le computer (CE) est ulterieurement joint en output, au
moyen d'une connexion (R):
d) a un petit demarrage blob contact (B) par qui la mise en marche ou I'arret du moteur peut etre
dirige, et en ce que les poussoirs pour le controle manuel comprennent:
- un controle pour I'insertion du changement automatique,
- un controle pour la marche arriere (RM),
- un controle pour le frein du moteur (FM) ou debrayage,
- un programme de commutateurs pour le susdit computer (CE).
2.
Un servochangement electronique s'accordant a la revendication 1, caracterise en ce que les susdits
sensors sont places respectivement: (M), a la base du levier du changement de vitesse; (F), sur le
point d'appui de la pedale de debrayage; (A), sur I'axe de la vanne du carburateur; chaque sensor est
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joint au computer, auquel il envoye un message qui peut etre aussi envoye a une lumiere sur le
tableau de bord.
Un servochangement electronique s'accordant a la revendication 1, caracterise en ce que le mecanisme pour la vitesse consiste en trois electroaimants (EC) fixes sur un support de metal (S), ou
I'intervention egale, au niveau de la bolte des vitesses a la base de I'embrayage, produit le mouvement
du levier (C) poussant le meme dans la position correspondant a chaque vitesse; les susdits electroaimants peuvent etre de deux fagons:
- (EC/A), de deux sections, pour la production de deux debrayages dans la meme direction: le
premier debrayage conduit le noyau du (EC) en avant d'un determine numero de centimetres, le
deuxiem debrayage continue le meme mouvement de la meme longueur. Le premier mouvement
conduit le levier (C) dans une position neutre, faisant que le meme sorte de la vitesse ou il etait;
le deuxiem mouvement qui a lieu seulement apres I'intervention du (EC/B), pousse le levier (C)
plus loin, ainsi engageant une vitesse. Un (EC/A) mets au point mort la deuxieme vitesse, la
quatrieme vitesse et la marche arriere et engage la premiere, la troisieme et la cinquieme vitesse;
I'autre (EC/A) mets au point mort la premiere, troisieme et cinquieme vitesse et engage la
deuxieme quatrieme vitesse et la marche arriere.
- (EC/B), de deux sections, pourvu pour deux debrayages, chaque ayant lieu en un sens oppose a
I'autre, de fagon que le noyau du (EC) est conduit en avant ou en arriere d'un numero determine
de centimetres. Le mouvement de ce (EC) pousse le levier du changement de vitesse dans la
ligne horizontale de l'"H", a gauche, au niveau de la premiere ou deuxieme vitesse, ou, a droite
au niveau de la cinquieme vitesse ou a ce de la marche arriere. Quand l'(EC/B) est en position de
repos, le levier va automatiquement au niveau de la troisieme ou quatrieme vitesse pour le
ressort interieur duquel sont pourvues toutes les series de vitesses.
Un servochangement electronique s'accordant aux revendications 1 et 3 caracterise en ce que la
poussee du (EC) n'est pas operee directement sur le levier par l'electro-aimant(s) (EC/A, EC/B), mais
sur un ressort qui, une fois charge, transmet le mouvement au levier dans une fagon plus douce: le fort
coup du (EC) pourrait autrement endommager les synchroniseurs.
Un servochangement electronique s'accordant a la premiere revendication, caracterise en cela suite
des operations pour le changement de vitesse par le mouvement egal du (EC) dirige par I'aiguillage:
- debrayement (annulation de I'accelerateur);
- premiere relache du (EC/A) qui debrayage la vitesse et place le levier dans la position neutre;
- debrayement du (EC/B) que conduit le levier au niveau de la vitesse programmee;
- deuxieme relache du (EC/A) que pousse le levier dans la vitesse;
- engagement de leembrayage (accelerateur libre).
Un servochangement electronique s'accordant a la revendication 1, que peut etre applique a ceux
vehicules qui ne sont pourvus pas d'un changement de vitesse de forme "H", caracterise en ce qu'un
piston (P) programme de la bolte de vitesse, pour le controle des vitesses, qui peuvent assumer trois
positions: une projetante, une moyenne (neutre), et une reculee; aussi, cet piston peut tourner autour
de lui meme assumant deux positions, derriere celle du repos: dans le sens des aiguilles d'une montre:
premiere et deuxieme position de la vitesse; sens oppose: cinquieme position et marche arriere; dans
la position centrale, celle du repos, il est pourvu pour I'engagement de la troisieme et quatrieme
vitesse: la premiere ou la deuxieme, troisieme ou quatrieme, cinquieme vitesse ou marche en arriere,
sont engagees en poussant ulterieurement dedans ou a I'exterieur le susdit piston.
Un servochangement electronique s'accordant a les revendications 1 a 6 caracterise en ce que les trois
(EC) deplacent au moyen des leviers (L), le piston d'engagement de vitesse (P).
Un servochangement electronique s'accordant a la revendication 1, caracterise en la presence d'un
mecanisme d'annulment de I'accelerateur, consistant en un electro-aimant (EC) operant sur le levier de
la vanne du carburer au moyen du noyau joint dans le meme point ou est joint le fil de I'accelerateur et
en un ressort de retour (M') applique autour du fil ou du levier de transmission de I'accelerateur.
Un servochangement electronique s'accordant a la revendication 1, caracterise en la presence du
mecanisme pour leembrayement consistant en un hydrodynamique, huile, air ou depression piston qui
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opere poussant le levier de I'embrayage, fixe surement sur un point de repos sur la bolte des vitesses
ou le bloc du moteur.
Un servochangement electronique s'accordant a la revendication 1, pour I'optimum synchronisme du
changement de vitesse, caracterise en I'aiguillage du (EC) avec un piston hydrodynamique ou de
depression operant sur le levier de la vanne, et qui, dirige par I'aiguillage, peut se deplacer en
differents positions, ainsi deplagant le levier de la vanne pour differents ouvertures, chaque correspondent a un numero fixe de revolutions du moteur.
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FIG
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