Abstract: A transmission control device for a vehicle that includes a controller configured to calculate a first transmission torque based on a first set of inputs, calculate a second transmission torque based on a second set of inputs, determine whether a brake pedal is applied, and apply either the first transmission torque or the second transmission torque based on whether the brake is applied.

Abstract: A transmission control device for a vehicle that includes a controller configured to calculate a first transmission torque based on a first set of inputs, calculate a second transmission torque based on a second set of inputs, determine whether a brake pedal is applied, and apply either the first transmission torque or the second transmission torque based on whether the brake is applied.

Abstract: An exemplary transmission system includes a plurality of sensors each configured to output a signal at least partially representative of a speed of at least one of a first transmission input shaft, a second transmission input shaft, a transmission output shaft, and an engine. A transmission control module is in communication with the plurality of sensors and is configured to identify at least one of the plurality of sensors as a failed sensor and another of the plurality of sensors as a working sensor. The transmission control module is further configured to estimate the signal of the failed sensor based on a predetermined relationship between an expected signal from the failed sensor and the signal received from the working sensor.

Abstract: An exemplary transmission system includes a plurality of sensors each configured to output a signal at least partially representative of a speed of at least one of a first transmission input shaft, a second transmission input shaft, a transmission output shaft, and an engine. A transmission control module is in communication with the plurality of sensors and is configured to identify at least one of the plurality of sensors as a failed sensor and another of the plurality of sensors as a working sensor. The transmission control module is further configured to estimate the signal of the failed sensor based on a predetermined relationship between an expected signal from the failed sensor and the signal received from the working sensor.

Abstract: A control system and method is provided for controlling engagement of a vehicle master clutch (16) in response to a throttle operating parameter. The method includes the steps of determining a throttle operating parameter value and setting an operating mode of the clutch based on the throttle operating parameter value. The method may include the steps of comparing the throttle operating parameter value to a threshold value and setting the operating mode of the clutch based on the comparison step. The control system includes a microprocessor for receiving signals corresponding to a throttle operating parameter value. The microprocessor sets an operating mode of the clutch based on the throttle operating parameter value or, optionally, the comparison of the throttle operating parameter value to a threshold value.

Abstract: A control for an automated mechanical transmission system (10) including, an automated master clutch (20/39). The system controller (46) will sense vehicle operating conditions (54) to command the most appropriate of dynamic shifts performed with the master clutch engaged or dynamic shifts performed by disengaging and then re-engaging the master clutch.

Abstract: A method and system for controlling downshifting in an automated mechanical transmission system (10) utilized on a vehicle. When an automatic power downshift from a currently engaged ratio (GR) is required, the engine acceleration (EA) is monitored and compared with an engine free acceleration (EFA) to detect a false Neutral condition and to take appropriate action accordingly. Alternatively, a false Neutral condition is detected when the Absolute Value of the rotational speed of the output shaft (OS) times the currently engaged gear ratio (GR) minus the rotational speed of the input shaft (IS) is less than a predetermined value (ABS((OS*GR)?IS)).

Abstract: A control system and method is provided for controlling engagement of a vehicle master clutch (16) in response to a throttle operating parameter. The method includes the steps of determining a throttle operating parameter value and setting an operating mode of the clutch based on the throttle operating parameter value. The method may include the steps of comparing the throttle operating parameter value to a threshold value and setting the operating mode of the clutch based on the comparison step. The control system includes a microprocessor for receiving signals corresponding to a throttle operating parameter value. The microprocessor sets an operating mode of the clutch based on the throttle operating parameter value or, optionally, the comparison of the throttle operating parameter value to a threshold value.

Abstract: A method and system for controlling downshifting in an automated mechanical transmission system (10) utilized on a vehicle. When an automatic power downshift from a currently engaged ratio (GR) is required, the engine acceleration (EA) is monitored and compared with an engine free acceleration (EFA) to detect a false Neutral condition and to take appropriate action accordingly. Alternatively, a false Neutral condition is detected when the Absolute Value of the rotational speed of the output shaft (OS) times the currently engaged gear ratio (GR) minus the rotational speed of the input shaft (IS) is less than a predetermined value (ABS((OS*GR)?IS)).

Abstract: A control for an automated mechanical transmission system (10) including, an automated master clutch (20/39). The system controller (46) will sense vehicle operating conditions (54) to command the most appropriate of dynamic shifts performed with the master clutch engaged or dynamic shifts performed by disengaging and then re-engaging the master clutch.

Abstract: A control for an automated mechanical transmission system (10) including, an automated master clutch (20/39). The system controller (46) will sense vehicle operating conditions (54) to command the most appropriate of dynamic shifts performed with the master clutch engaged or dynamic shifts performed by disengaging and then re-engaging the master clutch.

Abstract: 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.

Abstract: A control for an automated mechanical transmission system (10) including, an automated master clutch (20/39). The system controller (46) will sense vehicle operating conditions (54) to command the most appropriate of dynamic shifts performed with the master clutch engaged or dynamic shifts performed by disengaging and then re-engaging the master clutch.

Abstract: A system for controlling an automated mechanical change-gear transmission system including a processing unit for processing inputs according to predetermined logic rules to determine currently engaged and allowably engaged gear ratios and throttle positions, for changing between automatic and semi-automatic transmission modes, for issuing command output signals to non-manually controlled operators, and for temporarily selectively overriding a pre-selected transmission mode if either cruise control or power take off are activated.

Abstract: 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.

Abstract: 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.

Abstract: 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.

Abstract: A method/system for controlling downshifting in an automated mechanical transmission system (10) utilized on a vehicle having a manually controlled engine brake (46) and foot brake (44) system. The engine speed at which downshifts are commanded (ESD/S) is modified as a function of sensed operation of the engine brake (EB?) and foot brake (FB) systems.

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 control system and method for a semi-automatic mechanical transmission system (10) is provided for allowing operator request for direct shifts into a preselected default start ratio (GR.sub.DS) or into a dynamic best gear ratio (GR.sub.DB) under certain predefined conditions. The dynamic best gear ratio, under at least certain vehicle operating conditions, is the higher of a test best gear ratio (GR.sub.TB =ES.sub.TARGET /OS), determined as a function of vehicle speed (OS) and a target engine speed (ES.sub.TARGET), or the default start ratio.