Zf Meritor, LLC

Zf Friedrichshafen Ag

Meritor Transmission Corporation

Arvin Meritor Technology, LLC

Ronald Peter Muetzel

Robert Anthony Sayman

James Henry Devore

Muneer Abusamra

Karl-Fritz Heinzelmann

Charles E Allen, Jr

Winfried Sturmer

Ludger Ronge

Loren Christopher Dreier

James H DeVore

Rupert Kramer

Mario Steinborn

Peter Herter

Christopher B Ross

Jim Devore

Abu Samra Muneer

A vehicle driveline control system includes monitoring when the transmission is in gear and the clutch is left open. If that condition exists for a selected amount of time, the controller provides an indication to the driver regarding the open clutch status. In one example, the controller alters the RPM rate of the engine to provide audible feedback to the driver. For example, the controller raises the engine RPM rate from an idle rate to a higher rate to simulate what the driver hears upon vehicle launch. A variety of indicators and control strategies may be used with a system designed according to this invention.

Vehicle driveline control including open clutch indicator

A method for controlling the speed of internal combustion engines in heavy duty trucks and the like compensates for the overshoot, i.e., the difference between a targeted or commanded engine speed and a transient overspeed or underspeed. The method comprehends executing a program or subroutine where a throttle or engine speed change command is received by a controller, the engine speed change is monitored, a value of overshoot (on both an engine speed increase or decrease) is detected and the detected overshoot is subsequently utilized to temporarily reduce the speed change command, thereby effectively eliminating the overshoot and more positively and quickly arriving at the targeted engine speed.

Method of compensating for engine speed overshoot

A method for self configuring automated mechanical transmissions (AMT) and electronic control units (ECU) ensures compatibility therebetween. The method comprehends undertaking a program or subroutine when the vehicle is first powered up which moves the shift operators into a predetermined position. The shift operators include full stroke sensors. Depending upon differences between the commanded shift pattern and the actual shift pattern of the transmission, the specific type of transmission, for example, a twelve speed or a sixteen speed, can be determined.

Method for self-configuring automated mechanical transmission and electronic controller

A centrifugal clutch assembly includes a clutch cover attachable to a rotatable input member. Friction plates are clamped between pressure plates in response to rotation of the clutch assembly. Rotation of the clutch assembly causes at least one centrifugal weight to move radially outward to force the pressure plates against the friction plates. The radial position of the centrifugal weights is modified to tailor clutch actuation. This modification of centrifugal weight position causes a corresponding change to engagement characteristics of the clutch assembly allowing clutch actuation to be tailored to operating conditions.

Variable engagement centrifugal clutch assembly

A vehicle power train system includes an engine, a transmission, and a centrifugal clutch assembly that selectively couples an engine output shaft to a transmission input shaft in response to an operator input. An operator selects a desired vehicle-operating mode by actuating a shift lever or shift switch from a gear selection device. The gear selection device indicates many different operating modes and includes a low-speed maneuvering mode that is selected for low-speed operations such as coupling a truck to a trailer, or positioning a truck and/or trailer in relation to a loading dock area. Once the low-speed maneuvering mode is selected, a control unit controls at least one of engine speed and engine torque to indirectly effect clutch slippage, which results in improved vehicle speed control at low-speed operations.

Centrifugal clutch assembly with dedicated maneuvering mode

A clutch assembly includes a reaction surface that provides several disengagement surfaces that cause axial movement of a front plate to reduce torque transmission at rotational speeds above an engagement speed. The disengagement surfaces reduce torque to break torque lock at rotational speeds corresponding to desired gear changes. The clutch assembly is controlled to tailor the relationship between clutch torque and engine speed to current vehicle operating conditions to provide consistent vehicle performance over different operating conditions.

Multi-function centrifugal clutch

A master clutch includes a pressure plate adjacent to a friction disc. A centrifugal weight forces the pressure plate and friction disc into engagement when in a desired install position. A locking device retains the centrifugal weight in the desired installed position. A controller sends an electronic command to a system component, such as an engine, to disengage the locking device. In one example, the electronic command may be an engine speed command that is above an engine speed limit in a normal vehicle operating mode. Commanding the engine to run at a speed greater than the typical engine speed limit moves the centrifugal weight out of the desired installed position making the master clutch operational.

Disabling engine speed limiters during centrifugal clutch installation

A centrifugal clutch assembly includes movable centrifugal weight reaction surfaces that provide for actuation at varying rotational speeds. A radially movable front plate with a ramped surface changes the radial position at which the centrifugal weight begins moving the front plate axially to compress a clamp spring and begin clutch actuation. An axially movable back plate moves axially to change the magnitude of compression caused by axial movement of the front plate. The changes to clamping force corresponding to movement of the reaction surfaces of the centrifugal weight change the rotational speed required to beginning and maintain actuation of the clutch assembly.

Dynamic modification of centrifugal clutch

A centrifugal clutch assembly includes a sleeve movable to selectively engage the clutch assembly independent of rotational speed. The clutch assembly includes centrifugal weights that move radially responsive to rotation of the clutch assembly. The centrifugal weights move pressure plates between clamped and open positions in response to a desired rotational speed. The sleeve is movable to selectively engage the pressure plate independent of rotational speed of the clutch assembly.

Method and assembly for controlling a centrifugal clutch

The proposal is to compare determined measurement values in the form of the actual engagement position to a set engagement speed of the clutch apparatus with a set position and a set engagement speed so that, upon the attainment of a known set-position and the presence of a defined deviation or a trend toward a diversion in the concept of an over-stepping of the set engagement speed, the set engagement speed of the clutch apparatus is braked to a predetermined engagement speed which prevents an undesired engagement impact of the clutch apparatus or at least alleviates an excessive engagement speed.

Method for operation of automatic clutch apparatus

A control for a transmission and a clutch monitors conditions to determine when a vehicle associated with the clutch and transmission is likely in a stationary state. If the vehicle appears to be stationary, with the transmission engaged and the clutch open, then the control determines that the transmission should be moved to a neutral position. Upon movement to the neutral position, the control then closes the clutch. It is preferable for a vehicle remaining stationary to have its clutch closed and its transmission in neutral than to have its transmission engaged and its clutch open. In a further aspect of this invention, the neutral state is verified by testing the ability to move one of the transmission shift components. If the transmission shift component can move beyond a predetermined amount, this is indicative that the transmission is in neutral.

Method of timed shift to neutral in apparent stationary modes

A normally open clutch assembly includes a device holding a centrifugal weight in a position causing axial movement of pressure plates and thereby a clamping force between pressure plates and the friction disks. The clamping force holds the friction disks in a desired aligned position during assembly.

Normally open clutch assembly device

A vehicle transmission system includes a transmission component that has an engaged condition where torque can be transferred from a vehicle engine to a drive component, and a non-engaged condition where torque is prohibited from being transferred to the drive component. A controller generates control signals to control whether the transmission component is in the engaged or non-engaged condition. The controller also identifies when a vehicle start maneuver is a coast start based on vehicle conditions existing just prior to or during the vehicle start maneuver. When a coast start is identified, the controller generates a control signal to either disengage the transmission component or to maintain the transmission component in the non-engaged condition until engine speed generally matches transmission component speed. The controller can directly control engagement by automatically actuating a movable transmission member or can indirectly control engagement by controlling engine speed. Once engine speed and transmission component speed are generally within a common speed range during coasting, the transmission component is engaged.

Vehicle transmission system with coast controls

The inventive transmission has at least two different shift modes for shifting between the same two gear ratios. A control unit electronically senses various vehicle conditions and based on this information selects the appropriate shift mode suited for the particular driving situation. The transmission then shifts from one gear ratio to another based on this selection.

Growing community of inventors

Friedrichshafen, Germany

Ronald Peter Muetzel