Abstract: An automatic transmission system has a switching mechanism for switching a plurality of shift gears and a sub-clutch by which transfer torque is controlled while being transferred from an input shaft to an output shaft. An actual deceleration speed is calculated based on an engine speed. Calculated next, based on an engine torque, is a target deceleration speed at which an output torque generated during upshifting is almost equal to an output torque generated after the upshifting. The transfer torque is controlled by feedback control so that the actual deceleration speed reaches the target deceleration speed.

Abstract: In a control unit of an automotive vehicle, it is possible to securely prevent a tie-up due to a miss-recognition of a disengage timing of a disengage side friction device, securely prevent an early disengage due to an erroneous recognition of the disengage timing and realize a control of accurately and reliably shifting the clutch.

Abstract: A method for controlling a gear unit of a motor vehicle having synchronizing devices. When an actuating device of a synchronizing device is controlled in terms of force or travel, strongly differing wear behavior occurs depending on use. The inclination of the travel path or the shifting frequency is detected during operation of the motor vehicle and a characteristic diagram is used in order to adapt the shifting force to the information item obtained.

Abstract: A method/system for controlling upshifting in an automated mechanical transmission system (10) utilized on a vehicle having an ECU (28) operated friction upshift brake (26) capable of applying two or more levels of retardation to a transmission input shaft (16).

Abstract: A method/system for controlling upshifting in an automated mechanical transmission system (10) utilized on a vehicle preferably having an ECU (28) operated friction upshift brake (26). To prevent thermal damage to the upshift brake, a predicted brake temperature (TEMPp) at completion of an aided upshift is determined and compared to an allowable maximum (TEMPMAX). If predicted brake temperature exceeds the maximum (TEMPp>TEMPMAX) using the upshift brake for the upshift is prohibited.

Abstract: A controller-assisted, manually shifted compound transmission system (10) and splitter shift control method therefor. Auxiliary splitter section (16B) shifts are automatically implemented by a splitter shifter (28) under commands (56) from a controller (54). The splitter ratio to be engaged is determined as a function of a target engine speed (EST) under sensed and expected vehicle operating conditions.

Abstract: A controller-assisted, manually shifted transmission system (10) utilizes a shift inhibit mechanism (48) to inhibit out-of-synchronous shifts and unintended disengagement of ratios. An intent to shift (ITS) and target ratio (GRT) are determined from a shift lever position sensor (46) and a force sensor (50).

Abstract: A control system/method for a controller-assisted, manually shifted transmission system (10) senses incomplete jaw clutch engagement (FIGS. 7A and 7B) and causes the engine to dither about zero driveline torque to allow the vehicle operator to fully engage (FIG. 7C) the engaging jaw clutch (200).

Abstract: A detent plunger assembly (48) for selectively inhibiting shift lever (42) movement in a controller-assisted, manually shifted transmission system (10). The assembly includes a differential area piston (86) and a light biasing spring (110) for causing said plunger to apply a light inhibiting force when system air (S) is not available, such as at vehicle startup.

Abstract: 3A method/system for controlling upshifting in an automated mechanical transmission system (10) utilized on a vehicle preferably having an ECU (28) controlled engine brake (ECB) or inertia brake (26). When an upshift from a currently engaged ratio (GR) is required (ES>ESU/S), skip upshifts (GRTARGET=GR+N, N>1) and then single upshifts (GRTARGET=GR+1) are evaluated in sequence.

Abstract: The present invention is directed toward a method to digitally control a transfer case through a digital data bus to provide synchronized low to high shift capabilities in vehicles that employ a controller area network (CAN) system. In addition, a transfer case that can be digitally controlled in a vehicle with a controller area network (CAN) system to provide synchronized low to high shifts is also disclosed.

Abstract: In a shifting mechanism housed in a case a first relatively rotating member rotates about an axis. A second relatively rotating member is selectively coupled and decoupled with the first member. A selector is moveable for actuating the coupling to mutually connect and disconnect the members. A resilient connection is provided between the coupling and selector. A method for shifting multi-speed axles without significant driver interaction by automatic synchronization is also provided.

Abstract: A transfer case includes an input shaft, an output shaft, and a gear set selectively operable to translate torque between the input and output shafts at reduced speeds. A clutch is operable to translate torque between the input and output shafts either directly or through the gear set. An actuator, having a rotational output, is operatively coupled to the clutch for moving the clutch between predetermined positions. A control unit is employed in connection with the transfer case to effect the method of synchronizing low to high shifts in the transfer case. To this end, the control unit calculates the speed of the actuator as it moves the clutch to a neutral position. The control unit further determines the additional time until the clutch will reach a predetermined synchronization point using the speed of the actuator and the remaining rotational distance through which the actuator must move for the clutch to reach the predetermined synchronization point.

Abstract: A control apparatus for a transmission having a first gear ratio, a second gear ratio, and an output shaft is disclosed. The apparatus includes an actuator assembly which disengages the first gear ratio from the output shaft and engages the second gear ratio to the output shaft in response to an upshift signal. The apparatus further includes a memory device which stores a conservative upshift point and an aggressive upshift point. The apparatus yet further includes a controller operable to read the aggressive shift point and the conservative shift point from the memory device. The controller is further operable to determine if the transmission is operating in a conservative mode of operation or operating in an aggressive mode of operation.

Abstract: In a shifting mechanism housed in a case a first relatively rotating member rotates about an axis. A second relatively rotating member is selectively coupled and decoupled with the first member. The coupling has a first spline tooth with a first axial length, and a second spline tooth with a second axial length longer than the first spline tooth. The second spline tooth has an end having a frusto-conical shape. One of the first and second members has a plurality of third spline teeth for engagement with the spline teeth of the coupling. The third spline teeth have a complimentary frusto-conical shape. A selector is moveable for actuating the coupling to mutually connect and disconnect the members. A resilient connection is provided between the coupling and selector.

Abstract: A shifting device for a synchromesh-type transmission is designed to detect an accurate change of the input rotation of each area of the shifting operation, and to set the applying load to the shifting fork based on the change of input rotation. The shifting device for a synchromesh-type transmission includes a detecting device for detecting a rotation change rate of an input shaft, a judging device for judging a balk point based on the rotation change rate of the input shaft detected by said detecting device, and a transmission controlling mechanism including an electric-controlled driving device for driving a shift actuator to shift the shift fork. The driving device controls a drive current to the shift actuator when the balk point is detected by the judging device.

Abstract: 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>ESU/S), skip upshifts (GRTARGET=GR+N, N>1) and then single upshifts (GRTARGET=GR+1) are evaluated in sequence.

Abstract: Non-synchronized, manually shiftable transmissions of modern vehicle types are actuated by means of an automated transmission control, and the driver can optionally select any gear by means of an actuator which is electrically connected to the transmission control device. In general terms, the method of this invention includes the operator generating a signal indicating a desire to shift the transmission. The transmission then automatically begins implementing the shift. If the currently engaged gear is not disengaged within a preselected time period, because the system cannot achieve a break torque condition, for example, the system signals the driver to manually operate the clutch. A visual and audible signal preferably are provided to the driver. Once the driver manually operates the clutch, the system is able to complete the desired shift.

Abstract: A method is provided for controlling an automatic transmission. The method initially determines if a kick down gear change is required. If so, the method determines if the throttle rate is increasing. If the throttle rate is increasing, the method determines if the throttle rate is less than a pre-selected threshold. If the throttle rate is greater than or equal to the pre-selected threshold, the kick down gear change is performed at an aggressive rate. However, if the throttle rate is less than the pre-selected threshold, the kick down gear change is performed at a slower rate.

Abstract: A method/system for controlling upshifting in an automated mechanical transmission system (10) utilized on a vehicle. When an upshift from a currently engaged ratio (GR) is required (ES>ESU/S), skip upshifts (GRTARGET=GR+N, N>1) and then single upshifts (GRTARGET=GR+1) are evaluated in sequence. If throttle demand is high (THL>REF), to encourage performance-oriented selection of ratios, skip upshifts are evaluated to determine if they can be completed at a higher engine speed (ESMIN=ESDEFAULT+offset) than is otherwise required.

Abstract: A control for enhanced manual shifting in a computer-assisted (48) vehicular splitter-type compound transmission (16) having a synchronized main section (16A) shifted by a manually operated shift lever (31) and a controller (42). The splitter section (16B) is located at the input end of the transmission, is provided with a three-position (L, H, N) actuator (46), and is commanded to a splitter-neutral position upon sensing an intent for a main section shift to neutral and remains in splitter neutral until the main section is reengaged to reduce the forces required to synchronize the main section.

Abstract: A control for enhanced manual shifting in a computer-assisted (48) vehicular splitter-type compound transmission (16) having a synchronized main section (16A) shifted by a manually operated shift lever (31) and a controller (42). The splitter section (16B) is located behind the main section and is provided with a three-position (L, H, N) actuator (46) and is commanded to a splitter-neutral position upon sensing an intent for a main section shift to neutral and remains in splitter neutral until the main section is reengaged to reduce the forces required to synchronize the main section.

Abstract: In a vehicular automatic transmission, a coast downshift is executed in an appropriate engine-braking state and with a light gearshift shock. While predetermined conditions for the execution of the downshift are met, an oil pressure to be fed to a clutch (c12 in FIG. 1) on the side of a gearshift output stage (a lower speed stage) is controlled, for example, in order that the input shaft speed (turbine speed01 in FIG. 1) of the automatic transmission may agree with a desired value adapted to keep the weak engine-braking state.

Abstract: A control for enhanced range shifting in a computer (48) assisted vehicular compound transmission having a main section (16A) shifted by a manually operated shift lever (31) and a range section (16B) shifted in response to operation of a range shift selector, such as sensing shift lever (31) passing through a predetermined actuation point (AR) in the shift pattern. During a compound shift, if the main section is engaged prior to completion of the range shift, the engine is fueled to a synchronous speed for engaging the target ratio (ES=OS*GR.sub.T) and the range section shift is completed without undue wear or damage to the range section synchronized clutch (130).

Abstract: An improved control system/method for controlling input shaft retarding device (28/32) assisted upshifting in an at least partially automated vehicular mechanical transmission system (10). The input shaft (18) deceleration (dIS/dt) during an upshift is varied as a function of sensed gear ratio and/or throttle pedal position (THL).

Abstract: A control apparatus for an automatic transmission of twin clutch type, in which a skip downshift is executed with a light gearshift shock and in a short gearshifting time period. As illustrated in FIG. 1, after the release of a clutch C2, a command for switching over a synchro mechanism is issued at a time t3. When the r.p.m. NT of a turbine has reached the synchronous r.p.m. NT3 of the intermediate stage of the skip downshift, the oil pressure of a clutch C1 is raised in order that the rising rate of the turbine r.p.m. (speed) NT may become a predetermined value d/dt(NT1) or d/dt(NT2). Thereafter, the oil pressure of the clutch C1 is controlled in order that the turbine r.p.m. NT may maintain a value NT2 (synchronous r.p.m. of the lower speed stage of the skip downshift)+.DELTA.NT4. After the completion of the switchover of the synchro mechanism, the oil pressure of the clutch C2 is gradually raised, and that of the clutch C1 is gradually lowered. Thus, the skip downshift in a power-ON state is executed.

Abstract: A process is described for shifting a gear change transmission which has no synchronizing members. A defined rotational speed difference is adjusted at the gear clutches in the range of the synchronous rotational speed. Thereby engaging flanks of the clutch halves which are always situated opposite to one another in the same rotating direction come in contact during the shifting.

Abstract: The present invention relates to an apparatus and a method for controlling the operation of an engageable and disengable torque transmitting system and of an automated transmission that is connected to a differential and to the torque transmitting system by an input shaft. The system and the transmission are disposed in a power train of a motor vehicle having variable-speed drive unit, and the transmission is shiftable into any one of a plurality of gears. The torque transmitting system and the automated transmission comprise a control unit and at least one actuator arranged to vary the extent of engagement of the torque transmitting system and to shift the transmission into a selected gear.

Abstract: A control for controlling splitter clutch (88) engagement for compound shifts in a controller (48) assisted manually shifted splitter-type vehicular transmission system (10). The controller has logic rule for sensing an attempted compound shift of the splitter-type transmission (16) and will retain the splitter clutch in a disengaged condition (N) until engagement of a main transmission section (16A) ratio from main transmission section neutral is sensed.

Abstract: A control method/program for rapidly confirming engagement of a target gear ratio (GR.sub.T) in an automated mechanical transmission system (92) on the basis of input signals (ES, or IS, OS) indicative of transmission input shaft (18) and output shaft (58) rotational speeds.

Abstract: An automated mechanical transmission system (92) including anti-hunt logic (FIG. 7) and logic allowing the operator to reduce or cancel the anti-hunt logic offsets by post-shift throttle pedal (THL) manipulation.

Abstract: In an automatically shiftable countershaft transmission, particularly for motor vehicles, the shift travels between the engagement points are established and the shift force may be varied as a function of gear step and dynamic load over the engagement travel. Depending on the functional phase, a lower force is provided during the synchronization phase, a higher force is provided during the shift-through phase and a lower force is provided during the dog-in phase.

Abstract: A semi-automatic shift implementation system (100) for a manually shifted, output-splitter-type compound transmission (10) having gear ratios selectively engaged and disengaged by jaw clutches (48, 50) selectively positioned by a shift lever (57). The system will sense a main transmission section (12) neutral condition, a master clutch disengaged condition, and a target gear ratio (GR.sub.T) and will automatically cause the splitter clutch (80) to disengage until the main section is reengaged and the system engine (102) to achieve or dither about a substantially synchronous speed for engaging the target ratio.

Abstract: A method and system for controlling downshifting of an automated mechanical transmission system which senses unsuccessful attempts to engage a predetermined downshift target gear ratio (GR.sub.T) due to engine speed remaining less than the synchronous engine speed (ES=OS*GR.sub.T) for engaging said target gear ratio and, in response to sensing such conditions, automatically initiates a degraded mode of operation wherein an achievable degraded mode target gear ratio (GR.sub.DMT <ES.sub.MAX .div.OS), synchronizable at achieved maximum engine speed (ES.sub.MAX), is identified and caused to be engaged.

Abstract: A degraded mode of operation (FIG. 7) for a partially automated mechanical transmission system (92) having a splitter-type mechanical transmission (10) with a splitter section (14) automatically shifted in only certain ratios (ninth/tenth). Upon sensing certain system faults when in this automatic splitter shifting mode, the splitter section is retained, as is, until main section neutral can be confirmed, at which time the splitter section is returned to manual control for all transmission ratios.

Abstract: A system and method for decreasing the time required to complete a ratio change in an electronically enhanced powertrain system is provided. The powertrain system includes a number of devices for providing a retarding torque to engine rotation to increase the decay rate of the engine speed during an upshift. These devices include an engine brake and an input shaft brake. A retarding torque is also provided by increasing engine accessory load by controlling various engine accessories such as a cooling fan, an air compressor, a hydraulic pump, an air conditioning compressor, and an alternator.

Abstract: An improved engine control provides rapid decrease in the output speed of the engine when an upshift of the transmission is being actuated. The system selectively actuates a speed retardation system to decrease the engine output speed to match a desired engine output speed at the next highest gear ratio. In one embodiment, an engine control actuates engine braking to achieve this rapid speed reduction. In other embodiments, an additional load may be placed on the engine, such as the actuation of a fan. An operator is preferably provided with a shift intent switch that provides an indication to the engine control that an upshift will be actuated. The engine control waits for an indication that the transmission has been moved to neutral. Once this indication is received, the speed retardation system is actuated to rapidly reduce the engine output speed toward a desired value.

Abstract: A control method/system for controlling engagement of reverse ratios in automated vehicular transmission systems (10) having a controller (38) issuing command output signals to non-manually controlled actuators (30, 34) is provided. The controller includes logic rules for (i) sensing predetermined reverse ratio enabling conditions, including remaining in neutral for at least a predetermined period of time (N.sub.T >REF.sub.2) prior to selecting reverse, and (ii) issuing commands to cause a reverse ratio to be engaged only upon sensing such conditions, to minimize accidental engagement of reverse ratios without requiring mechanical interlocks.

Abstract: A partially automated mechanical transmission system (92) having a mechanical transmission (10) with a lower group (first-eighth) of manually shifted ratios and an upper group (ninth-tenth) of ratios with automatic shifting between ratios in the upper group and requiring manual shifting between groups. Control logic is provided to sense a driver intention to shift into the automated upper group of ratios and to initiate automatic engine synchronizing for engagement of one of said ratios in said upper group.

Abstract: A partially automated mechanical transmission system (92) includes a splitter-type compound transmission (10) and controls for automating splitter shifting upon manual selection of the highest main section ratio position (ninth/tenth). Logic is provided to provide an optimized response to manual shifting into main section neutral from the highest main section ratio position.

Abstract: The invention relates to an improved method and arrangement for implementing that method, for obtaining in motor vehicles with mechanical stepped gearboxes with automatic gear changing a gentle and quiet engine adjustment during downshifts in normal operating situations and automatically in operating situations where a need for quicker downshifts requires quicker engine synchronisation. In normal operating situations, downshifts involve using only a limited fuel quantity, preferably corresponding to 20% of full-load fuel quantity, in order to raise the engine speed to the synchronous speed for the next gear, resulting in quieter engine adjustment without the occurrence of obvious disturbance of comfort, risk of losing downshifts or safety disadvantages.

Abstract: A shift by wire transmission system enables a driver to manually select a next desired gear and the system completes the shift automatically without requiring the driver to operate the clutch. The system includes an electronic transmission control unit that communicates with an electronic engine control unit to control engine speed during a shift in order to synchronize the speed of an engine shaft and the transmission shaft. The driver manually chooses a gear shift by moving a shift lever to thereby produce electrical signals indicative of the desired change in gears. Multiple or skip shifting is possible along with a method of automatically choosing a default gear in the event that the vehicle transmission is placed in neutral while the vehicle is in motion.

Abstract: A shift control apparatus for an automatic transmission includes a first transmission gear unit equipped with a clutch to clutch shift mechanism and a second transmission gear unit which is operatively connected in series with the first transmission gear unit and which is equipped with a clutch to one-way clutch shift mechanism. A clutch controller controls the clutch-to-clutch shift mechanism and the clutch to one-way clutch shift mechanism in such a manner that rotational synchronization of the clutch to one-way clutch shift mechanism is caused to take place earlier than or at the same time as rotational synchronization of the clutch to clutch shift mechanism when gear shifting is effected over the first and second transmission gear units.

Abstract: A drive device comprises a gearbox (1) of the motorcycle type in which a selector shaft (10), via its angular position, enables the gear ratio in which the gearbox will be engaged to be determined. The device is provided with an electronic control device (DCE) designed to automatically place the gearbox (1), or in other words the selector shaft (10), in the position corresponding to the gear selected by the driver or automatically determined as a function of the speed of the vehicle. The electronic control device (DCE) comprises, in particular, means for down-shifting gently despite the absence of a synchronizer in the gearbox.

Abstract: Control logic for an automated mechanical transmission system (100) allows signals indicative of input shaft (IS) and output shaft (OS) rotational speed to be utilized to determine engagement of a target gear ratio (GR.sub.T) without false readings caused by engine synchronizing.

Abstract: An engine control provides rapid decrease in the output speed of the engine when an upshift of the transmission is being actuated. The system selectively actuates a speed retardation system to decrease the engine output speed to match a desired engine output speed at the next highest gear ratio. In one embodiment, an engine control actuates engine braking to achieve this rapid speed reduction. In other embodiments, an additional load may be placed on the engine, such as the actuation of a fan. An operator is preferably provided with a shift intent switch that provides an indication to the engine control that an upshift will be actuated. The engine control waits for an indication that the transmission has been moved to neutral. Once this indication is received, the speed retardation system is actuated to rapidly reduce the engine output speed toward a desired value.

Abstract: An electronic engine control controls the selection and confirmation of automatically selectable gears in a manual/automatic transmission. Failure to disengage the engine from the transmission within a predetermined time period, failure to reach a predetermined synchronous engine RPM window within another predetermined time period and failure to confirm gear engagement within yet another predetermined time period are three automatic shift failure modes which may cause an automatic shift attempt to fail or be aborted. A fourth automatic shift failure may occur if the clutch pedal is depressed during an automatic shift attempt. If any of the foregoing automatic shift failure mechanisms is detected, an error recovery algorithm which forms a part of the present invention determines the easiest/safest transmission gear to command to prevent the driver from having to manually attempt to engage the transmission after a failed automatic shift attempt.

Abstract: An adaptive control system/method for an at least partially automated vehicular mechanical transmission system (10) is provided for determining the value of a control parameter (dES/dt) indicative of deceleration of the vehicular engine (E) under minimal fueling.

Abstract: An adaptive control system/method for an at least partially automated vehicular mechanical transmission system (10) is provided for determining the current value of a control parameter (T.sub.FW) indicative of engine flywheel torque. Engine flywheel torque (T.sub.FW) is determined as a function of the expression gross engine torque (T.sub.EG) is equal to the sum of flywheel torque (T.sub.FW), base engine friction torque (T.sub.BEF), acceleration torque (T.sub.ACCEL) and accessory torque (T.sub.ACCES). Accessory torque (T.sub.ACCES) is determined, when the vehicle is in motion, as a function of engine deceleration rate (dES/dt rate). Flywheel torque (T.sub.FW), or drivewheel torque (T.sub.DW) determined as a function of flywheel torque (T.sub.FW) and drivetrain parameters such as engaged gear ratio (GR), is utilized as a control parameter for controlling shifting of the transmission system.

Abstract: A control method/system for controlling engagement of a target gear ratio (GR.sub.T)in a vehicular automated mechanical transmission system (10) is provided. The control causes engine speed (ES) to be alternately greater than and then less than synchronous engine speed (ES=IS=OS*GR.sub.T) to cause torque reversals across the engaging positive jaw clutch associated with the target gear ratio to minimize or prevent partial engagement caused by torque lock conditions.