Eaton Corporation

Cummins Electronics Company, Inc.

Eaton Intelligent Power Limited

Jon A Steeby

Daniel P Janecke

Warren R Dedow

Alan R Davis

Gregory R White

Larry R Webber

Dean S Anderson

Nathan H Cox

Vishal Vijay Mahulkar

Vasilios Tsourapas

Rajeev Verma

Matthew T Boillat

Kevin Snow

Conor H Dodd

Sujay Sirur

Thomas A Genise

David M Preston

Ronald K Markyvech

Gregory J Organek

Anthony Stasik

Stephen A Edelen

Robert Stanley Wheeler

Leo A Kominek

Jeffrey Philip Hawarden

Todd William Fritz

Paul Martin Fowler

Marcel Amsallen

Douglas C Gooch

Donald J Rozsi

Steven Louis Melvin

Bryan S Gatewood

Matthew Starks

Mark L Wilson

Peter J Griffen

Lloyd E Flory

Bruce A Vincent

Steven A Schroeder

Mykolas J Balanda

John M Nowicke

Don Rozsi

Mark A Boardman

Kurt H Oliver

Kenneth Rocker

Steven H LaPointe

An autonomous dock system for a vehicle, comprises a control system with instructions comprising steps for receiving a request to implement an autonomous dock routine. A vehicle speed and clutch position are calculated. A clutch position controller is commanded to maintain the calculated clutch position. An actual torque amount is iteratively detected as transferred across the clutch. A vehicle speed-control mechanism is commanded to maintain the calculated vehicle speed, and the actual vehicle speed is iteratively detected. When comparing the commanded vehicle speed to the detected actual vehicle speed indicates that the detected actual vehicle speed is below a speed threshold, and when the actual torque amount transferred across the clutch exceeds a torque threshold, the control system commands an increase in vehicle speed.

Autonomous dock

A control method for operating an automated manual transmission system having a fuel-controlled engine, a multiple-speed change-gear transmission and a clutch drivingly interposed between the engine and an input shaft of the transmission is provided. The control method determines a rate of throttle change of a throttle pedal. The clutch is engaged at a first clutch engagement rate based on the rate of throttle change being greater than a threshold. The clutch is engaged at a second clutch engagement rate in a blended pedal mode that is proportional to an amount of throttle percentage engagement based on the rate of throttle change being less than the threshold. The first and second clutch engagement rates are distinct.

Control system for low speed positioning and pacing for on/off highway vehicles

An auxiliary transmission module has an auxiliary transmission having an input shaft, an output shaft, and a mechanical synchronizer, and a controller. The controller is configured to command a downshift for the auxiliary transmission, control the input shaft to a generally synchronous speed with the output shaft for engagement, and increment the speed of the input shaft by a predetermined speed differential above the speed of the output shaft or engagement if the auxiliary transmission is unengaged after controlling to the generally synchronous speed. A method of downshifting includes commanding a downshift for the auxiliary transmission, controlling an input shaft to a generally synchronous speed with an output shaft for engagement, comparing a rotational speed upstream with a rotational speed downstream to verify engagement, and controlling the input shaft to an asynchronous speed with the output shaft for engagement during a recycle event when it is unverified.

Transmission with range engagement assurance

A method for determining a driveline ratio for a powertrain having an auxiliary transmission is provided and includes identifying a transmission gear ratio, measuring a transmission output speed, and measuring an auxiliary transmission output speed. An auxiliary transmission gear ratio is identified by comparing the transmission output speed to the auxiliary transmission output speed when the powertrain is in motion. The auxiliary transmission gear ratio is identified from a switch when the powertrain is at rest. An auxiliary transmission module has an auxiliary transmission in communication with a controller. The controller is configured to identify an auxiliary transmission gear ratio, and limit an engine torque command to limit the auxiliary transmission output torque. The engine torque command is limited if the output torque exceeds a predetermined value and if the auxiliary transmission is in a reducing gear ratio.

Method and system for determining a driveline ratio for a powertrain having an auxiliary transmission

A control system and method is provided for controlling engagement of a vehicle master clutch () in response to a throttle operating parameter. The method includes the steps of determining a throttle operating parameter value and setting an operating mode of the clutch based on the throttle operating parameter value. The method may include the steps of comparing the throttle operating parameter value to a threshold value and setting the operating mode of the clutch based on the comparison step. The control system includes a microprocessor for receiving signals corresponding to a throttle operating parameter value. The microprocessor sets an operating mode of the clutch based on the throttle operating parameter value or, optionally, the comparison of the throttle operating parameter value to a threshold value.

System and method for controlling engagement of a clutch

A method/system for controlling shifting in an automated mechanical transmission system ( ) utilized on a vehicle having an engine brake (ECB), preferably controlled by an ECU ( ). Shifts to be initiated while the engine brake is active and engine brake assisted upshifts are evaluated with regard to the engine built in engine brake deactivation response delay (T ).

Automated transmission shift control

An automatic clutch control method and system includes steps for controlling a vehicle master clutch to prevent the clutch from destructively overheating due to excessive slipping. A heat buildup value is determined from various engine operating parameters, such as output torque, engine speed, and input shaft speed. The heat buildup value can be increased or decreased depending on the various engine operating parameters. A signal generating device is responsive to the heat buildup value exceeding a first predetermined heat buildup limit to generate a clutch protection output signal effective to cause the clutch to be operated in an aggressive mode of operation to fully engage the clutch at a faster rate. The signal generating device is also response to the heat build value exceeding a second predetermined heat buildup limit and slow vehicle speed to generate a clutch protection output signal effective to cause the clutch to be operated in a fully disengaged mode of operation.

Method of controlling heat buildup in a clutch

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 adaptively controlling engine fueling to control the rate of decreasing engine torque ((&minus;d/dt)(ET)) during disengagement of a jaw clutch ( ) while maintaining the vehicle master friction clutch ( ) engaged. Engine torque is decreased at a determined by comparing the rate of change of throttle pedal position ((d/dt)(THL)) to allow minimum (MIN) and maximum (MAX) rates of engine torque decrease.

Torque ramp down control

A method/system for controlling an automated mechanical transmission system ( ) utilized on a vehicle. To protect from driveline damage due to improper clutch engagement during vehicle launch conditions, the master friction clutch ( ) is partially engaged to determine a direction of rotation of the input shaft ( ) from the non-directional signal (IS) received from a non-directional speed sensor ( ).

Control to determine input shaft direction of rotation

A shift control system is provided that is suitable for semi-automatic transmissions in heavy duty vehicles. The torque modulation system includes logic circuitry that employs a ramping torque function or algorithm to control the acceleration of torque, both positive and negative, and/or provides a longer dwell time in the torque clutch disengagement range. Moreover, dwell time at peak is not required. A method for improving gear disengagement and shift control in accordance with the principles of the invention is also disclosed.

Torque modulation shift control system and method

A powertrain system (,) control system/method for controlling engine (,) output torque as a function of sensed degree of engagement of jaw clutch members (,) associated with the engaged ratio of a transmission (,).

Engine output torque control for powertrain with engageable positive clutches

A powertrain system (,) control system/method for controlling application of a force to cause full engagement of partially engaged jaw clutch as a function of sensed engine torque.

Active in-gear positioning

An X-Y shifter control (,) allows independent and simultaneous control of the X&mdash;X motor (,) and Y&mdash;Y motor (,). Required X&mdash;X movements of thie shift member (,) are initiated when the shift member is within a band (,) of the neutral (,) Y&mdash;Y position.

Independent motor control for X-Y shifter

Growing community of inventors

Schoolcraft, MI, United States of America

Jon A Steeby