Automated mechanical transmission control system/method
BACKGROUND OF THE INVENTION 
     1. Related Applications 
     This application is related to U.S. Ser. No. 08/116,627, titled VARIABLE SYNCHRONOUS WINDOW filed the same day, Sep. 7, 1993, and assigned to the same assignee, Eaton Corporation, as this application. 
     2. Field of the Invention 
     The present invention relates to a control system/method for controlling the engagement of positive jaw clutches in an at least partially automated vehicular mechanical transmission system. More particularly, the present invention relates to a control system/method for an automated vehicular mechanical transmission system which will cause or bias the transmission jaw clutches to engage at a time when the engine/input shaft driven clutch member is rotating at a speed slightly greater (preferably about 10 to 50 RPM greater) rotational speed than the clutch member in driving relation with the output shaft. 
     3. Description of the Prior Art 
     Fully or partially automated mechanical transmission systems for vehicles, such as heavy duty tractor--semitrailer vehicles, are well known in the prior art as may be seen by reference to U.S. Pat. Nos. 4,361,060; 4,595,986; 4,614,126; 4,648,290; 4,676,115; 4,784,019; 4,899,607; 5,050,427 and 5,136,897, the disclosures of all of which are incorporated herein by reference. Briefly, these automated transmission systems typically utilized sensors to provide information such as drive mode or shift selection, throttle pedal position, currently engaged ratio and engine, input shaft and/or output shaft speeds to a controller. The controller, typically microprocessor based, would process these inputs according to predetermined logic rules to issue command output signals to various actuators such as an engine fueling device, a master clutch operator and/or a transmission shift actuator. Engine fueling manipulation, an input shaft or engine brake and/or a power synchronizer were typically used to cause the input shaft and its associated gearing to rotate at a substantially synchronous rotational speed relative to the output shaft rotational speed and target gear ratio. 
     In view of the known response times for the various actuators, as the input shaft speed (&#34;IS&#34;) approached the synchronous window. i.e. the product of output shaft speed times the numerical value of the target gear ratio (OS*GR TARGET ) plus or minus an acceptable value (usually about ±40 RPM), the jaw clutches associated with the target gear ratio were commanded to engage with the expectation that the expected input shaft speed (IS E ) would be within the acceptable range as the target ratio jaw clutch members came into initial engagement. 
     While the prior art vehicular automated mechanical transmission system controls were generally satisfactory and provided well synchronized jaw clutch engagement, they were not totally satisfactory as, especially for downshifts, the jaw clutches associated with the engaging target gear ratio tended to engage when the jaw clutch member in driving relationship with the input shaft was rotating at a slower speed than the jaw clutch member in driving relationship with the output shaft. Engaging the jaw clutches when the input shaft is slightly below exact synchronous will cause a slight retarding of the vehicle which is not as pleasing to the driver as the slight &#34;push&#34; which results from engaging the jaw clutches when the input shaft is slightly above true synchronous speed. 
     SUMMARY OF THE INVENTION 
     In accordance with the present invention, the drawbacks of the prior art are overcome or minimized by the provision of a vehicular fully or partially automated mechanical transmission system control method/system which, for both upshifts and downshifts, will tend to cause jaw clutch engagement when the input shaft is rotating at a speed (IS) equal to or slightly greater than the exact synchronous speed (OS*GR TARGET ). As mentioned above, this will result in the vehicle experiencing a slight &#34;pushing sensation&#34; upon jaw clutch engagement which has been found to be highly desirable. 
     In a preferred embodiment, the above is accomplished by changing the synchronous window from (OS*GR)+K≧IS≧(OS*GR)-K to (OS*GR)+K≧IS&gt;(OS*GR) where: 
     IS=input shaft speed, 
     OS=output shaft speed, 
     GR=the numerical value of the gear reduction in the target ratio, and 
     K=a positive constant (about 20 to 40 RPM) 
     The value of the tolerance factor K is selected as a function of the most harsh acceptable shift, see for example, U.S. Pat. No. 5,052,535, the disclosure of which is incorporated herein by reference. As will be discussed in greater detail below, the value of K may also be a function of the numerical value of the target ratio. 
     As an alternative, somewhat less desirable, embodiment of the present invention, if the actuators and controllers are not sufficiently responsive to engage the jaw clutches within the above-described synchronous window, the synchronous window can be defined as (OS*GR)+K≧IS&gt;(OS*GR)-(K/X) where: 
     X=a positive number greater than 1. 
     By way of example, if K=30 and X=2, then the synchronous window would be (OS*GR)+30≧IS&gt;(OS*GR)-15, and the system would have a two to one tendency (i.e. about 67%) to engage the jaw clutches with a &#34;push&#34;. 
     As a further alternative embodiment, in the lower gear ratios (higher numerical gear reductions), the value of K may vary with the value of the numerical gear reduction of the target gear ratio until a minimum value is reached, such as 30 RPM. 
     In another embodiment, a minimum total synchronous window Y is defined (such as, for example, 45 RPM), K is a function of the numerical gear reduction with a minimum value (such as, for example, 30 RPM) and a synchronous window is defined as (OS*GR) +K≧IS&gt;(OS*GR) if K≧Y and (OS*GR)+K≧IS&gt;(OS*GR)-(Y-K) if K&lt;Y. 
     In practice, as input shaft speed is generally increased to achieve synchronous during a downshift and is generally decreased to achieve synchronous during an upshift, commands for jaw clutch engagement will be slightly delayed for a downshift, and possibly slightly advanced for an upshift, under the control system/method of the present invention, as compared to the prior art. 
     A possible exception to the above embodiments will occur with range type compound transmissions, see U.S. Pat. No. 5,193,410, the disclosure of which is incorporated herein by reference, where, in a compound range upshift, to assure proper operation of the range section synchronizers, shift quality may be compromised by causing the transmission to engage the main section jaw clutch of the target gear ratio such that (OS*GR)&gt;IS≧ (OS*GR)-Z where Z is a positive RPM. In the following descriptions of the preferred embodiments, this possible exception will be understood. 
     Accordingly, it is an object of the present invention to provide a control system/method for a vehicular at least partially automated mechanical transmission system which will sequence jaw clutch engagement to occur, or tend to occur, at an input shaft speed equal to or slightly greater than the exact synchronous speed for the input shaft for engagement of the target gear ratio (GR TARGET ) at current vehicle speed (OS). 
     This and other objects and advantages of the present invention will become apparent from a reading of the description of the preferred embodiment taken with the drawings. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a schematic illustration of an automated mechanical transmission system of the type particularly well suited to be controlled by the control methods/system of the present invention. 
     FIG. 1A is a schematic illustration of a digital microprocessor-based CPU. 
     FIG. 2 is a schematic illustration or the vehicular mechanical transmission system controlled by the control system/method of the present invention. 
     FIG. 3 is a partial cross-sectional view of a typical positive jaw clutch assembly utilized in the automated mechanical transmission systems of FIGS. 1 and 2. 
     FIG. 4 is a schematic illustration, in flow chart format, of the control system/method of the present invention. 
     FIG. 5 is a chart illustrating the numerical gear reduction ratios, and typical tolerance factor values, for a transmission of the type illustrated in FIGS. 1 and 2. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Certain terminology will be used in the following description for convenience and reference only and will not be limiting. The words &#34;upwardly&#34;, &#34;downwardly&#34;, &#34;rightwardly&#34;, and &#34;leftwardly&#34; will designate direction in the drawings to which reference is made. The words &#34;inwardly&#34; and &#34;outwardly&#34; 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 &#34;compound transmission&#34; 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. &#34;Synchronized clutch assembly&#34; 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 synchronized clutch assembly 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 &#34;upshift&#34; as used herein, shall mean the shifting from a lower speed gear ratio into a higher speed gear ratio. The term &#34;downshift&#34; as used herein, shall mean the shifting from a higher speed gear ratio to a lower speed gear ratio. 
     A vehicular automated mechanical transmission system 10 of the type particularly well suited for control by the control system/method of the present invention is schematically illustrated in FIGS. 1 and 2. Fully and partially automated mechanical transmission systems are well known in the prior art as may be seen by reference to the above-mentioned U.S. Pat. Nos. 4,361,060; 4,595,986: 4,614,126; 4,648,290: 4,676,115; 4,784,019; 5,053,961 and 5,136,897. 
     FIG. 1 schematically illustrates a vehicular automated mechanical transmission system 10 including an automated multiple speed change gear transmission 11 driven by a fuel controlled engine E, such as a well-known diesel engine, through a coupling such as a friction master clutch C. The output of the automated transmission 11 is output shaft 90 which is adapted for driving connection to an appropriate vehicle component such as the differential of a drive axle, a transfer case, or the like, and is well known in the prior art. 
     The crankshaft 20 of engine E will drive the driving plates 18 of master friction clutch C which are frictionally engageable to driven plates 22 for driving the input shaft 16 of transmission 11. 
     The above-mentioned power train components are acted upon and/or monitored by several devices, each of which will be discussed briefly below. These devices include a throttle pedal position or throttle opening monitor assembly 21 which senses the operator set position of the operator control throttle device THL, a fuel control device 23 controlling the amount of fuel to be supplied to engine E, engine speed sensor 25 which senses the rotational speed of the engine, a clutch operator 27 which engages and disengages master clutch C and which may also provide information as to the status of the clutch, an input shaft speed sensor 98 for sensing the rotational speed of transmission input shaft 16, a transmission operator 29 which is effective to shift the transmission 11 into a selected gear ratio and to provide a signal indicative of the gear neutral condition and/or the currently engaged gear ratio, and an output shaft speed sensor 100 for sensing the rotational speed of the output shaft 90. 
     The transmission shift operator 27 may be of any well-known type, examples of which may be seen by reference to above-mentioned U.S. Pat. No. 4,899,607. FIG. 1A is a schematic illustration of microprocessor-based CPU 31. 
     The above-mentioned devices supply information to and/or accept command signals from the central processing unit controller 31. The central processing unit 31 may include analog and/or digital electronic calculation and logic circuitry as is well known in the prior art. Preferably, the central processing unit will be microprocessor based, an example of which may be seen by reference to above-mentioned U.S. Pat. No. 4,595,986. The central processing unit 31 will also receive information from a shift control assembly 33 by which the vehicle operator may select a reverse (R) neutral (N) or forward drive (D) mode of operation of the vehicle. An electrical power source (not shown) and/or a source of pressurized fluid (not shown) provide electrical and/or pneumatic power to the various sensing, operating and/or processing units. 
     Drive train components and controls therefore of the type described above are known in the prior art and may be appreciated in greater detail by reference to U.S. Pat. Nos. 4,595,786; 4,576,065 and 4,445,393, the disclosures of all of which are hereby incorporated by reference. The sensors 21, 23, 25, 27, 98, 29 and 100 may be of any known type of construction for generating analog or digital signals proportional to the parameter monitored thereby. Similarly, operators 23, 27 and 29 may be of any known electric, pneumatic or electro-pneumatic type for executing operations in response to command output signals from the central processing unit 31. 
     In addition to direct inputs, the central processing unit 31 may be provided with circuitry for differentiating the input signals frown at least sensors 23, 25 and/or 98 to provide a calculated signal indicative of the rotational acceleration and/or deceleration of engine, transmission input shaft and/or transmission output shaft. CPU 31 may also be provided with circuitry and logic rules to compare the input signals from sensor 98 and 100 to verify and identify that the transmission 11 is engaged in a particular gear ratio, etc. 
     The structural details of automated transmission 11 may be seen by reference to FIG. 2. Compound transmission 11 comprises a multiple speed main transmission section 12 connected in series with a range type auxiliary section 14. Transmission 11 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. 
     An input shaft brake B, operated by CPU 31, is preferably provided to provide quicker upshifting as is well known in the prior art. 
     Transmissions similar to mechanical transmission 11 are well known in the prior art and may be appreciated by reference to U.S. Pat. Nos. 3,105,395; 3,283,613; 4,754,665 and 5,193,410, 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 jaw 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 actuator 27 as well known in the prior art. Clutch collars 60, 62 and 64 may be of the well known double acting nonsynchronized double acting jaw clutch type. 
     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, if often of such a high gear reduction it has to be considered a low or &#34;creeper&#34; gear which is utilized only for staffing 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 &#34;four plus one&#34; 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 actuator 27. 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 (not shown), 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. 
     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 compound transmissions utilizing splitter or 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 countershaft type. 
     FIG. 3 illustrates a typical jaw clutch structure utilized with heavy duty mechanical change gear transmissions of the type automated by the control system/method of the present invention. Briefly, it may be seen that mainshaft gears 54 and 56 surround mainshaft 28 in a radially floating manner and are maintained in a predetermined axial position relative to mainshaft 28 by means of spacer members 102 as may be seen in greater detail by reference to U.S. Pat. Nos. 3,894,621 and 4,949,589, the disclosures of which are hereby incorporated by reference. Clutch collars 62 and 64 are provided with internal spline 104 which are slidably engaged with external splines 106 provided on the outer diameter surface of mainshaft 28. The clutch collars 62 and 64 are axially positioned on the mainshaft 28 by means of shift forks 108 and 110, respectively which are controlled by the shift actuator 27. Shift collar 62 is provided with jaw clutch teeth 112 which may be selectively engaged with jaw clutch teeth 114 provided on the main shaft gear 54. Shift collar 64 is provided with jaw clutch teeth 116 which may be selectively engaged with jaw clutch teeth 118 provided on the mainshaft gear 56. 
     As is known, to achieve a smooth engagement of gear 54 to mainshaft 28 clutch collar 62 must be moved rightwardly to bring clutch teeth 112 into engagement with clutch teeth 114 at a time when the mainshaft gear 54 is rotating at a rotational speed which is substantially equal to the rotational speed of mainshaft 28 and the clutch collar 62 which is rotating therewith. Assuming that the auxiliary range section 14 remains engaged in either the high or low speed ratio thereof, the rotational speed of the clutch collars and the mainshaft 28 will be determined by the ratio of the range section and the rotational speed of the output shaft (OS). During the time of the gear change operation in the main transmission section 12, the ground speed of the vehicle, and thus the rotational speed of output shaft 90, will remain substantially constant. The rotational speed of the mainshaft gears 54 and 56 is a function of the gear ratios thereof and the rotational speed of the input shaft 16 (IS). Accordingly, to achieve a substantially synchronous condition for engagement of one of the main shaft gears, the speed of the input shaft 16 is modulated by means of controlled fueling of engine E and/or operation of upshift brake B. As is well known in the prior art, at precisely synchronous conditions for engagement of a particular target gear ratio, IS=OS ×GR TARGET  and, if clutch C is fully engaged without slip, ES=IS=OS×GR TARGET . In practice, acceptable shifts can be achieved if the jaw clutch members are out of synchronous by a predetermined amount, such as about 20 to 40 RPM. Accordingly, the synchronous shift window for engaging a particular target gear ratio will be IS=(OS×GR TARGET )±about 20 to 40 RPM. 
     In the prior art fully or partially automated transmission systems, the reaction time of the various actuators was a known or determined value, as was the rate of change of the rotational speed of the engine and/or input shaft. Based upon these parameters, as the input shaft approached a substantially synchronous speed, the ECU 31 would issue command output signals to the various actuators to initiate a shift into the selected target gear ratio with the expectation that the clutch teeth would come into engagement at a time when the expected input shaft rotational speed (IS E ) would equal the product of the target gear ratio multiplied by the output shaft speed plus or minus the predetermined constant value. 
     While the prior art vehicular automated mechanical transmission system controls were generally satisfactory and provided well synchronized jaw clutch engagement, they were not totally satisfactory as, especially for downshifts, the jaw clutches associated with engaging target gear ratio tended to engage when the jaw clutch member in driving relationship with the input shaft, i.e. the clutch teeth associated with the main shaft gears, were rotating in a slower speed than the jaw clutch member in driving relationship with the output shaft (i.e. the clutch teeth associated with the jaw clutch collars). This resulted in engagement of the jaw clutches when the input shaft was slightly below exact synchronous which caused a slight retarding of the vehicle which is not as pleasing to the driver as the slight &#34;push&#34; which results from engaging the jaw clutches when the input shaft is at a rotational speed slightly greater than the true synchronous speed. 
     According to the control system/method of the present invention, schematically illustrated in flow chart format in FIG. 4, the synchronous window is defined such that the ECU will cause or to tend to cause jaw clutch engagement when the input shaft is rotating at the speed equal to or slightly greater than the exact synchronous speed for engagement of the target gear ratio. This will result in the vehicle experiencing or tending to experience a slight &#34;pushing sensation&#34; upon jaw clutch engagement which has been found to be a highly desirable sensation for the vehicle operator. 
     The above is accomplished by changing the synchronous window from (OS×GR TARGET )+K&gt;IS E  &gt;(OS×GR TARGET )-K to (OS×GR)+K≧IS&gt;(OS×GR TARGET ) where: 
     IS=expected input shaft speed, OS=output shaft speed, GR TARGET  =the numerical value of the gear reduction in the target gear ratio, and K=a constant positive value (such as equal to or greater than about 40 RPM). 
     In practice, as input shaft speed is generally increased to achieve synchronous during a downshift and is generally decreased to achieve synchronous during an upshift, commands for jaw clutch engagement will be slightly delayed for a downshift, and possibly slightly advanced for an upshift, under the control system/method of the present invention as compared to the prior art. 
     Referring to the flow chart representation of the control system/method of the present invention as shown in FIG. 4, the value IS E  is the expected value of the input shaft rotational speed after the passage of the period of time generally equal to that period of time for the various actuators to respond to command output signals from the CPU 31 to cause the jaw clutch teeth associated with the target gear ratio to come into initial engagement. 
     Accordingly, it may be seen that the preferred embodiment of present invention provides a control system/method for control for an automated mechanical transmission which will tend to assure that jaw clutch engagement is achieved at a time when the rotational speed of the input shaft is equal to or slightly greater than the exact synchronous rotational speed for engagement of the target gear ratio under existing vehicle conditions. 
     The value of the tolerance factor K is selected as a function of the most harsh acceptable shift, see for example, above-mentioned U.S. Pat. No. 5,052,535. The value of K may also be a function of the numerical value of the target ratio. 
     As an alternative, somewhat less desirable, embodiment of the present invention, if the actuators and controllers are not sufficiently responsive to engage the jaw clutches within the above-described synchronous window, the synchronous window can be defined as (OS*GR)+K≧IS&gt;(OS*GR)-(K/X) where: 
     
         X=a positive number greater than 1. 
    
     By way of example, if K=30 and X=2, then the synchronous window would be (OS*GR)+30≧IS&gt;(OS*GR)-15, and the system would have a two to one tendency (i.e. about 67%) to engage the jaw clutches with a &#34;push&#34;. 
     As a further alternative embodiment, in the lower gear ratios (higher numerical gear reductions), the value of K may vary with the value of the numerical gear reduction of the target gear ratio until a minimum value is reached, such as 30 RPM. Referring to FIG. 5, K is taken as the greater of ((20*GR)-19) or 30. 
     In another embodiment, a minimum total synchronous window Y is defined (such as, for example, Y=45 RPM), K is a function of the numerical value of the target gear ratio (such as (20*GR)-19 for example) of the numerical gear reduction with a minimum value (such as, for example, 30 RPM) and a synchronous window is defined as (OS*GR)+K ≧IS&gt;(OS*GR) if K≧Y and (OS*GR)+K≧IS&gt;(OS*GR)-(Y-K) if K&lt;Y. 
     The fourth column, Synchronous Window, of FIG. 5 illustrates the synchronous windows defined by the above example. 
     In the lower speed, higher gear reduction, ratios, such as first (1st) through fifth (5th) speed ratios in a ten forward speed transmission, it is desirable and permissible to use a somewhat more expansive synchronous window. To assure that an upshift can be made when a vehicle is traveling up a grade, i.e. both ES/IS and OS will be decreasing, a larger synchronous window is required. Further, in the speed ratios, the larger gear reduction will result in a lower or softer driveline spring rate which tend to dampen the harshness of an out of synchronous jaw clutch engagement. 
     A possible exception to the above will occur with range type compound transmissions, see above-mentioned U.S. Pat. No. 5,193,410, where, in a compound range upshift, such as 5-6 upshift or a 5-7 skip upshift, to assure proper operation of the range section synchronizers, shift quality may be compromised by causing the transmission to tend to engage the main section jaw clutch of the target gear ratio such that (OS*GR)&gt;IS≧(OS*GR)-K (or Y, whichever is greater). In the descriptions of the preferred embodiments, this possible exception will be understood. 
     The description of the preferred embodiments of the present invention is by way of example only and various modification and/or rearrangement of the parts and/or steps thereof are contemplated without departing from the spirit and the scope of the invention as hereinafter claimed.