Eaton Corporation

Eaton-Vorad Technologies, L.l.c.

William J Mack

Kwok W Chan

William F Cote

Ronald K Markyvech

Anthony Stasik

Donald Speranza

Robert Stanley Wheeler

Jeffrey Philip Hawarden

Shubhayu Chakraborty

Timothy Peter Kelly

Thomas A Genise

Gregory J Organek

Russell C Holmes

Robert R Smyth

Daniel G Smedley

Jerry M Oltean

Roger A Graves, Jr

Gregg Andres

David Brooks

Mike Romine

An exemplary embodiment includes a method of operating a drivetrain. The drivetrain includes a PTO and a transmission having multiple speed ratios. The PTO includes a PTO output member and a PTO input member. The method includes monitoring a speed value representative of a rotational speed of a PTO component, comparing the speed value to a preselected PTO overspeed value, reducing the rotational speed of the PTO component, and overriding a manual command to increase the rotational speed of the PTO component above the preselected PTO overspeed value.

PTO overspeed protection strategy

A system for protecting the clutch of a vehicle from a harmful operating state. Included in the clutch protection system are means for monitoring the operating state of the clutch, along with means for estimating the amount of energy being dissipated by the clutch. A control unit compares the estimated amount of energy dissipated by the clutch to one or more predetermined threshold energy levels. One or more actions designed to reduce the amount of energy dissipated by the clutch are initiated when the estimated amount of energy dissipated by the clutch exceeds the one or more predetermined thresholds.

Clutch protection system

A control system and calibration method are provided for a vehicle drive line having an automated master friction clutch. The control system utilizes engine torque data supplied by a serial communication data link to identify a clutch control parameter value corresponding to an urge-to-move position of the clutch. The clutch control parameter value identified by the calibration method is stored and utilized by the control system to control the engagement position of the automated clutch in an 'urge to move' mode of operation. The inventive calibration method can be utilized across multiple vehicle platforms having different engine, clutch and transmission system components.

Clutch calibration and control

A control system and calibration method are provided for a vehicle drive line having an automated master friction clutch. The control system utilizes engine torque data supplied by a serial communication data link to identify a clutch control parameter value corresponding to an urge-to-move position of the clutch. The clutch control parameter value identified by the calibration method is stored and utilized by the control system to control the engagement position of the automated clutch in an &ldquo;urge to move&rdquo; mode of operation. The inventive calibration method can be utilized across multiple vehicle platforms having different engine, clutch and transmission system components.

A method for implementing an intelligent cruise control using standard engine control modes includes determining the distance and closing rate relative to a forward object or vehicle and using this information to implement a distance control mode and a speed control mode. The distance control mode maintains a selectable headway range relative to a forward object or vehicle and may include accelerating the vehicle or decelerating the vehicle by defueling, engaging an engine brake, or downshifting the transmission when engine speed permits. The speed control mode maintains a selectable cruising speed if no target vehicle is detected. This cruising speed set point also functions as an upper limit while in the distance control mode. The system and method effect the intelligent cruise control functions utilizing control logic external to the electronic engine control module utilizing the engine speed control mode or engine speed and torque limiting control mode of SAE J1922 or SAE J1939 standards. Alternatively, a cruise control limit speed may be broadcast via SAE J1587 to reduce the vehicle speed upon approaching a forward vehicle so as to reduce the need for driver intervention. The invention may periodically switch between engine control modes to avoid any control mode timeout imposed by some engine manufacturers.

System and method for intelligent cruise control using standard engine

A system and method for implementing an intelligent cruise control using standard engine control modes includes a distance sensor to determine the distance and closing rate relative to a forward vehicle and use this information to implement a distance control mode and a speed control mode. The distance control mode maintains a selectable headway range relative to a forward vehicle and may include accelerating the vehicle or decelerating the vehicle by defueling, engaging an engine brake, or downshifting the transmission when engine speed permits. The speed control mode maintains a selectable cruising speed if no target vehicle is detected. This cruising speed set point also functions as an upper limit while in the distance control mode. The system and method effect the intelligent cruise control functions utilizing control logic external to the electronic engine control module utilizing the engine speed control mode or engine speed and torque limiting control mode of SAE J1922 or SAE J1939 standards. Alternatively, a cruise control limit speed may be broadcast via SAE J1587 to reduce the vehicle speed upon approaching a forward vehicle so as to reduce the need for driver intervention. The invention may periodically switch between engine control modes to avoid any control mode timeout imposed by some engine manufacturers.

A control is provided for controlling reengagement of a master clutch (16) in a vehicular automated mechanical transmission system. A nominal reengagement rate (CLU.sub.-- RATE) is determined as a function of engine lag (K.sub.1), throttle position (THL), engine acceleration/deceleration (dES/dt) and/or input shaft acceleration/deceleration (dIS/dr). To provide smoother shifting during braking (BRK=1, THL=0) and/or coasting (THL&lt;30%) downshifts, the clutch is reengaged at a rate slower than the nominal reengagement rate.

Main clutch reengagement control for a double clutch downshift

A control method/system for sensing deflection-type gear neutral signal (GNS) errors in an automated mechanical transmission system (10) is provided. A gear neutral sensor (76/76A) provides signals indicative of axial position in a remote shift shaft (56) from which the neutral and not-neutral positioning of associated jaw clutch members (144) is inferred. Deflections in the shift members, such as the shift yokes (50), may result in erroneous indications of a neutral condition, which is a deflection-type gear neutral signal error sensed by the control of the present invention.

Transmission shift control including deflection-type neutral signal

A control method/system for controlling engine fueling during vehicle launch conditions for a vehicle equipped with an automated mechanical transmission system (10) including a fuel-controlled engine (14), a master friction clutch (16), a multiple-speed mechanical transmission (12) and a microprocessor-based control unit (44). During vehicle launch, if throttle position (THL) is less than a reference value (10-20% of maximum fueling), fueling is according to throttle position; otherwise, fueling is a calculated amount (F.sub.CALC) determined by the control unit as a function of throttle position, engine speed (ES) and/or the rate of change (dES/dt) thereof, clutch condition and/or time factors.

Vehicle launch engine fuel control

A control system and method for a semi-automatic mechanical transmission system (10) is provided for allowing operator request for a direct downshift or upshift into a preselected start ratio, under certain predefined conditions. The preselected start ratio is that ratio actually utilized in the immediately preceding vehicle start from stop operation.

Start gear ratio control system and method

A method/system for updating, between system calibration operations, the value (134') of a monitored control parameter corresponding to clutch incipient engagement is provided. At calibration, the initial values of the parameter corresponding to full engagement (124), incipient engagement (130) and the difference therebetween (132) are determined, and thereafter, the updated value of the parameter corresponding to clutch incipient engagement is determined as a function of a current value (124') of the parameter corresponding to clutch full engagement and the memorized value of the difference (132).

Method/system for determining clutch touch point

A pneumatic control system (200) for controlling the automated shifting of the splitter section (114) of an automated compound transmission (110) is provided. Shifting of the splitter section is controlled by a differential area piston/cylinder actuator assembly (162) having a first chamber (168A) associated with low-speed operation and a second chamber (170A) associated with high-speed operation. Pressurization and exhaust of each of the chambers is controlled by an individual independently controlled solenoid actuated valve (202 and 204 respectively), each of which operates in response to control signals from an ECU 124.

Enhanced automated splitter shifting with dual solenoid valves and auto

A control system/control method for controlling the jaw clutch engagement and at least partially automated multiple speed change gear mechanical transmission (10) is provided. The control includes a central processing unit (106) for receiving signals indicative of transmission input shaft (16) speed, transmission output shaft (90) speed and of a selected ratio to be engaged. The control unit initiates/permits engagement of the jaw clutch members associated with the selected ratio upon sensing that the rotational speed of the input shaft falls within a calculated synchronous window. The control unit senses vehicle start from stop conditions and/or degraded clutch operation during vehicle start from stop conditions and responds thereto by enlarging the synchronous window.

Start from stop control method

A control system (104) for controlling execution of selected upshifts and downshifts of a mechanical transmission system (10) is provided. The control system includes a central processing unit (106) for receiving input signals indicative of transmission input shaft (16) and output shaft (90) speeds and from a driver control console (108) indicative of manual selection of upshifts or downshifts from a currently engaged gear ratio and processing the same in accordance with predetermined logic rules to issue command output signals to a transmission actuator (112, 70, 96) to implement the selected shifts upon a manual caused torque break of the transmission and manual substantial synchronization of the transmission thereafter. The predetermined logic rules include an algorithm providing enhanced recovery from a missed shift condition.

Enhanced missed shift recovery for semi-automatic shift implementation

An improved control system and method for an automatic mechanical transmission system (10) having an operator selectable (44A) cruise control mode of operation is provided. In the cruise control mode of operation, if fueling to the engine is at approximately 100% of full throttle, the cruise control speed error (SE) exceeds a speed error reference (REF-SE) and a time derivative of output shaft speed (dOS/dt) is less than a first reference value REF-1), which reference value has a negative value, then shift decisions will be based on enhanced performance shift profile (E-F-G, U-V-W) similar to 'kick-down' shift profiles.

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Clarkston, MI, United States of America

William J Mack