Eaton Corporation

Alan R Davis

Jon A Steeby

Stephen A Edelen

John R Vandervoort

Mark L Lanting

Daniel P Janecke

Leo A Kominek

Douglas C Gooch

Donald J Rozsi

Lon Charles Miller

Joseph D Reynolds

Timothy J Morscheck

David L Wadas

Alan C Stine

Elmer A Richards

Todd William Fritz

Michael J Huggins

Marcel Amsallen

Thomas N Riley

Edward F Handley

Chiau-Chieh Ong

John C Bierlein

Gerald E Ganski

Jack D Patterson

S Terry Ailes

Don Rozsi

A transmission main shaft centering device is provided for use between a transmission input shaft and the main shaft. The centering device includes an axially moveable support member having an axis that is substantially coaxial with an axis of the input shaft. The support member is biased into engagement with one of the input shaft and the main shaft to maintain the main shaft substantially coaxial with the input shaft. The support member may include a first engaging component and one of the input shaft and the main shaft may include a second engaging component. The first and second engaging components mate to maintain the main shaft substantially coaxial with the input shaft.

Transmission main shaft centering device

A method/system for controlling upshifting in an automated mechanical transmission system ( ) utilized on a vehicle having an ECU ( ) operated friction upshift brake ( ) capable of applying two or more levels of retardation to a transmission input shaft ( ).

Automated transmission upshift brake control

A method/system for controlling upshifting in an automated mechanical transmission system ( ) utilized on a vehicle preferably having an ECU ( ) operated friction upshift brake ( ). To prevent thermal damage to the upshift brake, a predicted brake temperature (TEMP ) at completion of an aided upshift is determined and compared to an allowable maximum (TEMP ). If predicted brake temperature exceeds the maximum (TEMP >TEMP ) using the upshift brake for the upshift is prohibited.

Automated transmission upshift control with upshift brake thermal protection

In a transmission inertia brake a ball ramp mechanism is used to load a clutch pack to slow a rotating transmission shaft where the clutch pack is carried on a one piece drive assembly having a gear section for meshing with a transmission gear, an extension section for engaging a thrust plate in an isolator assembly, a clutch section for engaging plurality of driven clutch plates in the clutch pack and a bearing section for rotational support within a brake housing. An armature having an angled peripheral surface engages a mating friction surface formed in an end plate to form a core clutch, the armature being magnetically pulled upon energization of an electrical coil. The armature is nonrotatably connected to the control ring of the ball ramp mechanism through at least one connecting pin. Belleville washers are used to apply an axial load on the ball ramp mechanism. A gerotor oil pump provides a cooling lubricant through the clutch pack in the ball ramp mechanism. A clutch cavity is sealed for maintaining oil contact with the clutch cavity and is at least partially defined by the drive assembly. The clutch cavity is further defined by an oil blocking ring.

Ball ramp inertia brake oil blocking ring

A control system/method for controlling inertia brake (19) operation in an automated mechanical transmission system (10) shifted without disengaging the master clutch (16). A value representing inertia brake temperature (T.sub.SIM) is simulated and compared to reference values to determine if inertia brake operation is allowable.

Inertia brake control

An improved control system/method for controlling input shaft retarding device (28/32) assisted upshifting in an at least partially automated vehicular mechanical transmission system (10). The input shaft (18) deceleration (dIS/dt) during an upshift is varied as a function of sensed gear ratio and/or throttle pedal position (THL).

Control system/method for input shaft retarder-assisted upshifts

A control for controlling splitter clutch (88) engagement for compound shifts in a controller (48) assisted manually shifted splitter-type vehicular transmission system (10). The controller has logic rule for sensing an attempted compound shift of the splitter-type transmission (16) and will retain the splitter clutch in a disengaged condition (N) until engagement of a main transmission section (16A) ratio from main transmission section neutral is sensed.

Jaw clutch engagement control for assisted, manually shifted,

A control method/system for controlling the operation of an electric motor (32, 42) actuated shifting mechanism (28) is provided, which includes a procedure for periodically relieving trapped frictional forces in the shifting mechanism and associated linkages (30, 38, 40). At initiation of a shifting operation (60), or periodically (66) during a shifting operation, the level of energization of the electric motor is reduced from the full target energization level thereof (68) to a minimal level (70) for a relatively short period of time (72) and then returned to the target energization level thereof. Preferably, the level of energization is returned in a 2-step process comprising stepping the level of energization to an intermediate level (76) and then ramping the level of energization from the intermediate value to the level of full target energization thereof in a ramped fashion.

Control for electrically actuated shifting mechanism

A shift yoke (10) defining contact pads (18, 20) for axially engaging contact surfaces (22) on a relatively rotating clutch member (12). Inlet ramps (34, 36) are provided at the upstream ends of the contact pads to provide an inlet (36) for directing lubricant between the axially engaging surfaces.

Shift yoke

A ball ramp mechanism is used to load a clutch pack in a transmission inertia brake to slow a rotating shaft where an armature having an angled peripheral surface engages a mating surface formed in an inertia brake housing to form a cone clutch where the armature is magnetically pulled toward the brake housing by an electromagnetic field generated by an electrical coil thereby introducing a frictional braking force on the armature. The armature is nonrotatably connected to the control ring of the ball ramp mechanism through a plurality of tapered pins which engage a corresponding plurality of conical sections so that relative rotation between the armature and the control ring causes the armature to be forced toward the housing thereby increasing the braking force on the armature and control ring. Relative rotation between the control ring and an actuation ring causes a plurality of rolling elements to transverse tapered grooves formed on the control ring and the actuation ring thereby axially expanding the ball ramp mechanism to load the clutch pack.

Transmission inertia brake with self energizing

A ground strap and vibration mount assembly (10) effectively mechanically isolates an electronic component from vibration while also providing an electrically conductive path to ground potential. The assembly (10) includes a vibration dampener (16) mounted through an opening (28) formed in a tab (12) projecting from the housing of the vibration sensitive electronic component. An insert (18) is provided therein and a mounting bolt (54) is positioned through a suitable opening (36) formed through the insert (18). An electrically conductive ground strap (40) is wrapped partially around the tab (12). An aperture (52) is formed in one portion (50) of the strap (40) and the bolt (54) passed therethrough. Opposing ends (42) of the electrically conductive connector (40) are secured to the tab (12).

Method and apparatus of mounting a package housing and ground strap

A control system/method for controlling the shifting of automated mechanical transmission systems (10) is provided. In a preferred embodiment, the control system/method (FIG. 4 ) defines the window ((OS*GR.sub.T)+K.gtoreq.IS.sub.E .gtoreq.(OS*GR.sub.T)) for synchronous engagement (for shifts other than compound upshifts) such that jaw clutch (112/114, 116/118) engagement will occur or tend to occur when the input shaft (16) is rotating at speed (IS) equal to or slightly greater than a true synchronous speed (OS*GR.sub.T) to provide a 'push' sensation upon jaw clutch engagement.

Automated mechanical transmission control system/method

A control system/method for controlling the shifting of automated mechanical transmission systems (10) is provided. The control system/method (FIG. 4 ) defines the synchronous window ((OS*GR.sub.T)+X.gtoreq.IS.sub.E &gt;(OS*GR.sub.T)-Y) for jaw clutch engagement (for shifts other than compound upshifts) where X and Y are each greater than zero and the total synchronous window (X+Y) equals the greater of a function (fGR.sub.T) of the numerical value of the target ratio (GR.sub.T) or a minimum value ((X+Y) min).

Variable synchronous window

A nonsynchronized positive clutch system (200) is provided for selectively rotationally coupling and decoupling a first (46) and a second (42) independently rotatable members. The clutch system includes clutch members (50, 42A) each carrying a number (N) of interengagable clutch teeth (208, 210) which is maximized in view of pitch diameter (214), clutch backlash (216) and durability considerations. By increasing the number of clutch teeth, relative to the prior art (200P), smoother shifting and/or reduced risk of missed engagements is obtained.

Growing community of inventors

Plainwell, MI, United States of America

Alan R Davis