Eaton Corporation

Marcel Amsallen

Thomas A Genise

Daniel P Janecke

Jon A Steeby

Timothy J Morscheck

Alan R Davis

Douglas C Gooch

Mark L Lanting

John C Bierlein

Leon Duo

James Maurice Walker

Gerard Wayne Devito

Shane Michael Groner

Benjamin Andrew Karrer

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

3A method/system for controlling upshifting in an automated mechanical transmission system (,) utilized on a vehicle preferably having an ECU (,) controlled engine brake (ECB) or inertia brake (,). When an upshift from a currently engaged ratio (GR) is required (ES>ES,), skip upshifts (GR,&equals;GR&plus;N, N>1) and then single upshifts (GR,&equals;GR&plus;1) are evaluated in sequence.

Automated transmission upshift control

A method/system for controlling upshifting in an automated mechanical transmission system (10) utilized on a vehicle preferably having an ECU (28) controlled engine brake (46). When an upshift from a currently engaged ratio (GR) is required (ES&gt;ESU/S), skip upshifts (GRTARGET=GR+N, N&gt;1) and then single upshifts (GRTARGET=GR+1) are evaluated in sequence.

A control for determining the state of adjustment or misadjustment of a master friction clutch (14) in a vehicular automated mechanical transmission system (10). A system controller (24) receives input signals (26) indicative of the engaged or disengaged condition of the master clutch, the rotational speed of the transmission input shaft (IS) and the engaged or disengaged condition of the mechanical transmission (16). When the master clutch and the transmission both are disengaged, the rate of change of input shaft speed (dIS/dt) is compared to a predetermined reference value, and if the rate of deceleration of the input shaft speed is less than said reference value, significant master clutch misadjustment is determined and corrective action is initiated. Corrective action may include causing a display (48) to signal the operator that the master clutch is improperly adjusted and/or operating an input shaft brake (50) in a fault-tolerant mode.

Clutch adjustment determination

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 control system (104)/method for a vehicular automated mechanical transmission is provided, which will compare input signals indicative of input shaft speed (IS) to the product of input signals indicative of output shaft speed multiplied by the numerical value of the engaged gear ratio (OS*GR) to develop control parameters indicative of drivetrain torque magnitude and/or phase without requiring a driveline torque transducer.

Control system/method for automated mechanical transmission systems

A control system (104)/method for a vehicular automated mechanical transmission is provided, which will compare input signals indicative of input shaft speed (IS) to the product of input signals indicative of output shaft speed multiplied by engaged gear ratio (OS*GR) to develop control parameters indicative of drivetrain torque magnitude and/or phase requiring a driveline torque transducer.

A method and apparatus for selecting gear shift points wherein vehicle speed and grade are monitored by :sensors which provide data which is used to calculate vehicle acceleration adjusted to compensate for the effect of vehicle grade. A gross vehicle weight value is determined from the adjusted acceleration value. Based on the determined gross vehicle weight and the existing grade, the horse power required to sustain the current GVW and grade with zero acceleration is calculated. Also the current GVW and grade are used to determine the rate of vehicle speed loss during the torque interrupt period in order to predict the engine speed in the new gear and calculate the horse power available from the engine at shift completion. If the predicted engine speed is above a predetermined minimum and if the horse power available from the engine at completion of the shift is equal to or greater than the horse power required to maintain the current vehicle speed, the shift is permitted, otherwise the shift is not permitted and the measurements and calculations necessary to make the shift point decision are repeated. The minimum predicted engine speed may be adjusted to reflect driver demand as represented by throttle position.

Method and apparatus for selecting shift points in an automated

A filter for removing oscillations and transients from vehicle driveline component angular velocity measurement signals. The filter determines, from successive measurements of angular velocity, any angular acceleration of a driveline component. Predetermined sets of unity and fractional multipliers are assigned to respective ranges of angular acceleration. Each succeeding measurement of angular velocity is estimated by adding the product of a selected modifier value and the difference between the currently sensed and the previously estimated values of angular velocity to the previously estimated value of angular velocity. Multipliers are valued and selected so that, when angular accelerations are detected, relatively large percentages of the differences between currently sensed and previously estimated values of angular velocity are added a relatively small number of times to previously estimated values of angular velocity when the differences are relatively small. Conversely, relatively small percentages of the differences between currently sensed and previously estimated values of angular velocity are added a relatively large number of times to previously estimated values of angular velocity when the differences are relatively large.

Angular speed sensor filter for use in a vehicle transmission control

A method and apparatus for selecting a transmission starting gear based on calculated gross vehicle weight is disclosed. The vehicle speed and grade are monitored by sensors which provide data to a computer. The computer is programmed to calculate vehicle acceleration from the sensed speed and to adjust the acceleration value so as to eliminate the effect of grade. The gross vehicle weight is then calculated from the adjusted acceleration value. Based on the calculated gross vehicle weight and the existing grade, an appropriate starting gear is automatically selected by the computer from a look-up table stored in memory.

Growing community of inventors

Kalamazoo, MI, United States of America

Marcel Amsallen