Abstract: A control system for controlling splitter jaw clutch (88) engagement and disengagement forces during a splitter section (16B) shift. The splitter section is shifted by a variable force splitter actuator (142) and is preferably capable of asserting at least a low, medium and high force to the splitter jaw clutch members.

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 improved vehicular automated splitter-type mechanical transmission system. The splitter section is retained engaged in its currently engaged splitter ratio at power-down until vehicle speed falls below a reference (OS<REF?) or the main section (12) is shifted into neutral (GR=N?).

Abstract: A vehicle driveline clutch using a ball ramp actuator supplying a clamping force on a clutch disc in response to an electromagnetic field where the clutch clamping force is maintained and increased with clutch slip using a plurality of one-way clutches acting in a pair of planetary gearsets with a one-way clutch acting on each planet gear and supported on a carrier ring which is frictionally connected to a ball ramp control ring upon energization by a clutch coupling with an electrical coil thereby creating relative rotational motion between the control ring and an actuation ring causing a plurality of rotational elements to travel along identical opposed variable depth ramps thereby creating an axial separation force between the control ring and the actuation ring generating the clamping force on the clutch disc.

Abstract: A clutch assembly using a ball ramp actuator supplying a clamping force on a clutch disc in response to an electromagnetic field where the clutch clamping force is maintained and increased with clutch slip using a ball ramp mechanism having a control ring and an actuation ring. A bias spring acting to maintain contact between a clutch member and the coil plate of the control clutch. Activated by a control clutch having a response to electrical current introduced into a coil thereby creating an electromagnetic field in a coil pole which attracts a coil plate which in turn applies a cone clutch thereby introducing a rotational torque on the control ring to activate the ball ramp mechanism. The bias spring is used to force the clutch plate toward the coil pole thereby minimizing the air gap between the clutch plate and coil pole thereby providing a more controllable engagement of the clutch assembly.

Abstract: A pin-type, double acting synchronizer (18) with friction clutches (22,36 and 24,38), jaw clutches (26,30 and 28,31), a shift flange (32), self-energizing ramps (21a-21d) affixed to a shaft (12), and self-energizing ramps (45a-45d) affixed to a self-energizer member (34). Engagement of the ramps provides an additive axial force (F.sub.a) for increasing the engagement force of the friction clutches. The member (34) is secured for sliding movement with the flange and jaw members (30,31). The member (34) is resiliently connected for rotation with the flange by force limiting detent assemblies (50) until synchronizing torque reaches a predetermined amount. When the predetermined torque is reached, the force limiting assemblies allow the flange to rotate and engage stops (32h) for directing all torque in excess of the predetermined amount to the shaft in parallel with the self-energizing ramps.

Abstract: In a transmission inertia brake a ball ramp mechanism is used to load a clutch pack to slow a rotating transmission shaft where the clutch pack is carried on a one piece drive assembly having a gear section for meshing with a transmission gear, an extension section for engaging a thrust plate in an isolator assembly, a clutch section for engaging plurality of driven clutch plates in the clutch pack and a bearing section for rotational support within a brake housing. An armature having an angled peripheral surface engages a mating friction surface formed in an end plate to form a core clutch, the armature being magnetically pulled upon energization of an electrical coil energized by a power signal from a control unit supplied through a sealed electrical connector thereby introducing a frictional braking force on the armature to activate the ball ramp mechanism. The armature is nonrotatably connected to the control ring of the ball ramp mechanism through at least one connecting pin.

Abstract: A diagnostic driveline vibration analyzing tool for measuring and characterizing the torsional vibration of a rotating component such as a transmission output shaft in a vehicle driveline. An electronic control unit and sensor cooperate to measure speed fluctuations occurring between the passing of adjacent teeth of a rotating gear. These time measurements are then filtered using an order tracked pass band filter to isolate frequencies of interest the results of which are then used to calculate a total torsional energy level by taking the root mean square of the filtered signal over a predetermined period of time. The total torsional energy level is then compared to a predetermined maximum amplitude and if the total torsional level exceeds this predetermined maximum amplitude then the operator is notified through a display device.

Abstract: A control for enhanced shifting in a computer (48)-assisted vehicular compound transmission system having a having a main section (16A) shifted by a manually operated shift lever (31). The system is controlled as a function of current main section engaged or neutral condition sensed as function of shift lever vertical position in an H-type shift pattern. A position sensor (160) is provided for sensing the position of the shift lever in the shift pattern. Logic is provided to vary, as a function of vehicle operating conditions, the location/width of the bands of vertical positions (202/204) considered to be indicative of a main section neutral condition.

Abstract: A vehicle driveline clutch using a ball ramp actuator supplying a clamping force on a clutch disc in response to an electromagnetic field where the clutch clamping force is maintained and increased with clutch slip using a plurality of one-way clutches acting in a pair of planetary gearsets with a one-way clutch acting on each planet gear and supported on a carrier ring which is frictionally connected to a ball ramp control ring upon energization by a clutch control unit of an electrical coil thereby creating relative rotational motion between the control ring and an actuation ring causing a plurality of rolling elements to travel along identical opposed variable depth ramps thereby creating an axial separation force between the control ring and the actuation ring generating the clamping force on the clutch disc.

Abstract: A vehicular automated mechanical transmission system (10) is provided, having a semi-automatic mode of operation wherein shifts manually selected by a selector (1) are automatically implemented and a fully automatic mode of operation, manually selected by a mode selector (48), when shifts are automatically selected and implemented. When in the fully automatic mode of operation, manual manipulation of the selector lever will cause an automatic change to the semi-automatic mode of operation.

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: A pin-type, double acting synchronizer (22) with friction clutches (26,50 and 28,52), jaw clutches (30,34 and 32,36), a shift flange (42), self-energizing ramps (13b,13c,13d,13e) affixed to a shaft (12), and self-energizing ramps (45a,45b,45c,45d) affixed to a self-energizer member (44). Engagement of the ramps provides an additive axial force (F.sub.a) for increasing the engagement force of the friction clutches. The member (44) is secured for rotation with and sliding movement relative to the flange (42). Spring washers (46,48) react in opposite directions between member (44) and the jaw members (34,36) for limiting the amount of additive axial force (F.sub.a).

Abstract: A pin-type, double acting synchronizer (22) with friction clutches (26,50 and 28,52), jaw clutches (30,34 and 32,36), a shift flange (42), self-energizing ramps (13b,13c,13d,13e) affixed to a shaft (12), and self-energizing ramps (45a,45b,45c,45d) affixed to a self-energizer member (44). Engagement of the ramps in response to an operator shift (F.sub.o) applied to the shift flange provides an additive axial force (F.sub.a) for increasing the engagement force of the friction clutches. The member (44) is secured for rotation with and sliding movement relative to the flange (42). Spring washers (46,48) react in opposite directions between member (44) and the jaw members (34,36) for limiting the amount of additive axial force (F.sub.a). Blocker shoulders (42d,54c and 42e,54d) prevent asynchronous engagement of the jaw clutches.

Abstract: An actuator system (31) for controlling engagement and disengagement of an automated vehicular master clutch (C). The system includes an electric motor (86) controlled actuator (62) for precision positioning of the clutch and a pneumatically controlled override actuator (54) for rapidly disengaging the clutch, regardless of positioning of the electric motor-controlled actuator. Both the electric motor-controlled actuator and the pneumatically controlled override actuator are operated in accordance with command output signals from a system control unit (31).

Abstract: A pin-type, double-acting synchronizer mechanism (20) with friction members (30, 40 and 32, 42), jaw members (34, 50 and 36, 52), three circumferentially spaced pins (44) including blocker shoulders for preventing asynchronous engagement of the jaw clutches, and pre-energizer assemblies (48) to ensure initial engagement of the friction rings and blocker shoulders in response to initial engaging movement of a shift flange (46), and self-energizing ramps (24d, 24e, 26d, 26e) defined by posts (24c, 26c) projecting from a hub (22) and self-energizing ramps (54b, 54c, 54d, 54e) defined by a ring integrally formed with the flange and two of the jaw members. The self-energizing ramps remain engaged when the jaw clutches are engaged to assist keeping the jaw clutches engaged. A modified synchronizer 120 includes springs 155 to control/limit the additive force provided by the self-energizing ramps.

Abstract: A control for enhanced shifting in a computer (48) -assisted vehicular compound transmission system having a having a main section (16A) shifted by a manually operated shift lever (31) and a range section (16B) automatically shifted in response to sensing shift lever (31) passing through a predetermined actuation point (AR) in the shift pattern. A position sensor (160) is provided for sensing the position of the shift lever and logic is provided to vary the location of the actuation point (180, 182, 184) for initiating a range shift.

Abstract: A control system/method for controlling engine brake (50) assisted upshifts in a vehicular, at least partially automated transmission system (10). A value representing expected engine brake turn-off reaction time (T.sub.REACTION) is adjusted as a function of sensed engine deceleration (dES/dt) at the time just prior to completing the assisted upshift.

Abstract: A vehicle driveline clutch using a ball ramp actuator including a ball ramp mechanism supplying a clamping force on a clutch disc in response to an electromagnetic field where the clutch clamping force is maintained and increased with clutch slip using a planetary gearset having an annulus connected to rotate with a clutch ring and a sun gear connected to rotate with the transmission input shaft.

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.