System, method, and apparatus for operating a high efficiency, high output transmission

Patent metadata

Field	Value
Publication number	US-10859156-B2
Application number	US-201916596422-A
Country	US
Kind code	B2
Filing date	Oct 8, 2019
Priority date	Dec 22, 2016
Publication date	Dec 8, 2020
Grant date	Dec 8, 2020

Abstract

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.

First claim

What is claimed is:

1. An apparatus, comprising:
a clutch characterization logic configured to interpret a clutch torque profile, the clutch torque profile providing a relation between a position of a clutch of a transmission and a clutch torque value;
a clutch control logic configured to command a position of a progressive actuator operationally coupled to the clutch, wherein a position of the progressive actuator corresponds to a position of the clutch, in response to a clutch torque reference value and the clutch torque profile;
the clutch characterization logic further configured to interpret a position of the progressive actuator and an indicated clutch torque, and to update the clutch torque profile in response to the position of the progressive actuator and the indicated clutch torque;
wherein the clutch torque profile comprises a first clutch engagement position value, and wherein the clutch control logic is further configured to utilize the first clutch engagement position value as a maximum zero torque position;
wherein the clutch characterization logic is further configured to interpret the clutch torque profile by performing a clutch first engagement position test, the clutch first engagement position test comprising: determining that an input shaft speed is zero, the clutch control logic positioning the clutch at the first clutch engagement position value, and comparing an acceleration of the input shaft speed of the transmission to a first expected acceleration value of the input shaft speed.

2. The apparatus of claim 1 , wherein the clutch first engagement position test further comprises a friction brake control logic configured to command a friction brake to bring the input shaft speed to zero.

3. The apparatus of claim 1 , further comprising:
a vehicle environment logic configured to perform an operation a) to interpret a motive torque value, a vehicle grade value, and a vehicle acceleration value;
a mass estimation logic configured to perform an operation b) to determine a first correlation comprising a first correlation between the motive torque value and the vehicle grade value, a second correlation between the motive torque value and the vehicle acceleration value, and a third correlation between the vehicle grade value and the vehicle acceleration value;
wherein the mass estimation logic is further configured to perform an operation c) to adapt an estimated vehicle mass value, an estimated vehicle drag value, and an estimated vehicle effective inertia value in response to the first correlation, the second correlation, and the third correlation;
a model consistency logic to perform an operation d) to determine an adaptation consistency value, and in response to the adaptation consistency value, to adjust an adaptation rate of the adapting; and
wherein the vehicle environment logic, the mass estimation logic, and the model consistency logics are further configured to iteratively perform operations a), b), c), and d) to provide an updated estimated vehicle mass value; and
a launch characterization logic configured to interpret at least one launch parameter, the at least one launch parameter including the updated estimated vehicle mass value.

4. The apparatus of claim 3 , further comprising
a means for providing a consistent lock-up time of the clutch, the consistent lock-up time comprising a time commencing with a clutch torque request time and ending with a clutch lock-up event.

5. The apparatus of claim 4 , wherein the clutch torque request time comprises at least one request condition selected from the request conditions selected from: a service brake pedal release event; a service brake pedal decrease event; a gear engagement request event; and a prime mover torque increase event.

6. The apparatus of claim 4 , wherein the clutch lock-up event comprises a clutch slip value being lower than a clutch lock-up slip threshold value.

7. The apparatus of claim 1 , further comprising:
a vehicle state logic configured to interpret at least one vehicle operating condition; and
a neutral enforcement logic configured to provide a first neutral command to a first shift actuator and a second neutral command to a second shift actuator, in response to the at least one vehicle operating condition indicating that vehicle motion is not intended;
wherein the first shift actuator is responsive to selectively decouple a first gear mesh, and the second shift actuators is responsive to selectively decouple a second gear mesh, wherein both gear meshes in the engaged position couple an input shaft of a transmission to drive wheels of a vehicle including the transmission, and wherein either gear mesh in the neutral position decouples the input shaft from the drive wheels.

8. A system, comprising:
a transmission having a clutch configured to selectively decouple an input shaft of the transmission from a prime mover;
a progressive actuator operationally coupled to the clutch, wherein a position of the progressive actuator corresponds to a position of the clutch;
a controller, comprising:
a clutch characterization logic configured to interpret a clutch torque profile, the clutch torque profile providing a relation between a position of the actuator and a clutch torque value;
a clutch control logic configured to command a position of the progressive actuator in response to a clutch torque reference value and the clutch torque profile;
the clutch characterization logic further configured to interpret a position of the progressive actuator and an indicated clutch torque, and to update the clutch torque profile in response to the position of the progressive actuator and the indicated clutch torque;
wherein the clutch torque profile comprises a first clutch engagement position value, and wherein the clutch control logic is further configured to utilize the first clutch engagement position value as a maximum zero torque position;
wherein the clutch characterization logic is further configured to interpret the clutch torque profile by performing a clutch first engagement position test, the clutch first engagement position test comprising: determining that an input shaft speed is zero, the clutch control logic positioning the clutch at the first clutch engagement position value, and comparing an acceleration of the input shaft speed of the transmission to a first expected acceleration value of the input shaft speed.

9. The system of claim 8 , wherein the clutch first engagement position test further comprises a friction brake control logic configured to command a friction brake of the transmission to bring the input shaft speed to zero.

10. The system of claim 8 , wherein the controller further comprises:
a vehicle environment logic configured to perform an operation a) to interpret a motive torque value, a vehicle grade value, and a vehicle acceleration value;
a mass estimation logic configured to perform an operation b) to determine a first correlation comprising a first correlation between the motive torque value and the vehicle grade value, a second correlation between the motive torque value and the vehicle acceleration value, and a third correlation between the vehicle grade value and the vehicle acceleration value;
wherein the mass estimation logic is further configured to perform an operation c) to adapt an estimated vehicle mass value, an estimated vehicle drag value, and an estimated vehicle effective inertia value in response to the first correlation, the second correlation, and the third correlation;
a model consistency logic to perform an operation d) to determine an adaptation consistency value, and in response to the adaptation consistency value, to adjust an adaptation rate of the adapting; a

Assignees

• Eaton Cummins Automated Trans Tech Llc

Inventors

• Connolly Thomas
• Furner Joseph Paul
• Chen Sipei
• Hawarden Jeff
• Mckenzie Ian Daniel
• Deboer Christopher

Classifications

• F16H57/0484

  with variable gear ratio or for reversing rotary motion · CPC title

• F16H57/0478

  Synchromesh devices · CPC title

• F16H59/0204 Primary

  for automatic transmissions with means for range selection and manual shifting, e.g. range selector with tiptronic · CPC title

• F16H61/705

  using hydraulic and mechanical control means · CPC title

• F16H2003/123

  using a brake · CPC title