Smooth upshift control method/system

Claim 3

The method of claim 1 further characterized by: sensing current engine speed (ES CURRENT ) and determining a target engine speed (E SYNC ) related to the rotational speed of a transmission shaft (72), said timed sequence also a function of the difference (ES DELTA ) between said current and target engine speeds.

Claim 4

The control method of claims 1 or 2 wherein said nonpositive coupling includes a friction clutch drivingly interposed said engine and said transmission.

Claim 5

The control method of claims 1 or 2 wherein said nonpositive coupling comprises a torque converter (20) and a friction torque converter disconnect clutch (24).

Claim 9

The method of claim 3 wherein said transmission system includes a power synchronizer assembly (30).

Claim 10

The method of claim 3 wherein said first and second response times are predetermined constant values.

Claim 11

The method of claim 4 wherein said transmission system includes a power synchronizer assembly (30).

Claim 12

The method of claim 4 wherein said first and second response times are predetermined constant values.

Claim 13

The method of claim 4 wherein said throttle override device is a throttle dip device effective when actuated to cause the engine to be fueled at a relative low level regardless of the setting of the throttle control device.

Claim 14

The method of claim 5 wherein said first and second response times are predetermined constant values.

Claim 15

The method of claim 6 wherein said first and second response times are predetermined constant values.

Claim 18

The method of claim 15 wherein said timed sequence is determined to cause said friction coupling to initially engage and said throttle override device to allow fueling of said engine in accordance with said throttle control device at about the same instant in time when the engine speed ES will equal the target engine speed (ES SYNC ) at current engine deceleration (dES/dt).

Claim 22

The method of claim 17 wherein said throttle override device is a throttle dip device effective when actuated to cause the engine to be fueled at a relative low level regardless of the setting of the throttle control device.

Claim 23

A control system for smooth upshifting an automated mechanical transmission system (12) of the type comprising a mechanical transmission (14), a fuel controlled engine (16), a nonpositive coupling (10) drivingly interposed the engine and the transmission, an operator set throttle control device (32), a throttle override device (34) effective to at least decrease the fuel supplied to the engine regardless of the setting of the throttle control device, and a central control unit (50) effective to receive input signals indicative of the status of the transmission system including at least (i) engine speed (36) and to process same in accordance with logic rules to issue command output signals to a plurality of system actuators, including at least (i) a throttle override device actuator, (ii) a nonpositive coupling actuator (38/40) and (iii) a transmission shift actuator, said control system including logic rules for upshifting by a sequence of operations including causing the throttle override device to reduce the fuel supplied to the engine, disengaging the nonpositive coupling, engaging a selected transmission ratio and then performing a torque recovery operation comprising reengaging the nonpositive coupling and fueling the engine in accordance with the setting of the throttle control device; said control system characterized by said logic rules including rules: for determining a first response time comprising the time required for the nonpositive clutch actuator to respond to a command output signal and move said nonpositive coupling from a disengaged position to a point of initial engagement; for determining a second response time corresponding to the time required for the throttle override device actuator to respond to a command output signal to begin to allow the engine to be fueled in accordance with the setting of the throttle control device; for determining a current value of engine deceleration (dES/dt); and for issuing command signals to said nonpositive coupling actuator and said throttle override device actuator to execute said torque recovery operation in a timed sequence which is a function of said first and second response times and said current value of engine deceleration.

Claim 24

A control system for smooth upshifting an automated mechanical transmission system (12) of the type comprising a mechanical transmission (14), a fuel controlled engine (16), a nonpositive coupling (10) drivingly interposed the engine and the transmission, an operator set throttle control device (32), a throttle override device (34) effective to at least decrease the fuel supplied to the engine regardless of the setting of the throttle control device, and a central control unit (50) effective to receive input signals indicative of the status of the transmission system including at least (i) engine speed (36) and to process same in accordance with logic rules to issue command output signals to a plurality of system actuators, including at least (i) a throttle override device actuator, (ii) a nonpositive coupling actuator (38/40) and (iii) a transmission shift actuator, said control system including logic rules for upshifting by a sequence of operations including causing the throttle override device to reduce the fuel supplied to the engine, disengaging the nonpositive coupling, engaging a selected transmission ratio and then performing a torque recovery operation comprising reengaging the nonpositive coupling and fueling the engine in accordance with the setting of the throttle control device; said control system characterized by said logic rules including rules: for determining a first response time comprising the time required for the nonpositive clutch actuator to respond to a command output signal and move said nonpositive coupling from a disengaged position to a point of initial engagement; for determining a second response time corresponding to the time required for the throttle override device actuator to respond to a command output signal to begin to allow the engine to be fueled in accordance with the setting of the throttle control device; for determining a current value of engine deceleration (dES/dt); and for issuing command signals to said nonpositive coupling actuator and said throttle override device actuator to execute said torque recovery operation in a timed sequence which is a function of said first and second response times and said current value of engine deceleration.

Claim 25

The control system of claim 21 further characterized by said logic rules further including rules: for sensing current engine speed (ES CURRENT ) and determining a target engine speed (E SYNC ) related to the rotational speed of a transmission shaft (72), said timed sequence also a function of the difference (ES DELTA ) between said current and target engine speeds.

Claim 26

The control system of claims 21 or 22 wherein said nonpositive coupling includes a friction clutch drivingly interposed said engine and said transmission.

Claim 27

The control system of claims 21 or 22 wherein said nonpositive coupling comprises a torque converter (20) and a friction torque converter disconnect clutch (24).

Claim 28

The control system of claims 21 or 22 wherein said transmission system includes a power synchronizer assembly (30).

Claim 29

The control system of claims 21 or 22 wherein said throttle override device is a throttle dip device effective when actuated to cause the engine to be fueled at a relative low level regardless of the setting of the throttle control device.

Claim 30

The control system of claims 21 or 22 wherein said first and second response times are predetermined constant values.

Claim 31

The control system of claim 23 wherein said transmission system includes a power synchronizer assembly (30).

Claim 32

The control system of claim 23 wherein said first and second response times are predetermined constant values.

Claim 33

The control system of claim 24 wherein said first and second response times are predetermined constant values.

Claim 34

A control system for smooth upshifting an automated mechanical transmission system (12) of the type comprising a mechanical transmission (14), a fuel controlled engine (16), a nonpositive coupling (10) including a selectively engagable and disengagable friction clutch drivingly interposed the engine and the transmission, an operator set throttle control device (32), a throttle override device (34) effective to at least decrease the fuel supplied to the engine regardless of the setting of the throttle control device, and a central control unit (50) effective to receive input signals indicative of the status of the transmission system including at least (i) engine speed (ES) (36), (ii) transmission input shaft speed (IS) and (iii) transmission output shaft speed (OS) and to process same in accordance with logic rules to issue command output signals to a plurality of system actuators, including at least (i) a throttle override device actuator, (ii) a nonpositive coupling actuator (30/40) and (iii) a transmission shift actuator, said control system including logic rules for upshifting by a sequence of operations including causing the throttle override device to reduce the fuel supplied to the engine, causing the nonpositive coupling actuator to disengage the nonpositive coupling, causing the transmission shift actuator to engage a selected transmission ratio and then performing a torque recovery operation comprising causing the nonpositive coupling actuator to reengage the nonpositive coupling and causing the throttle override device to allow fueling the engine in accordance with the setting of the throttle control device; said control system characterized by said logic rules including rules: for determining a first response time comprising the time required for the nonpositive clutch actuator to respond to a command output signal and to move said nonpositive coupling friction clutch from a disengaged position to a point of initial engagement; corresponding to the time required for the throttle override device actuator to respond to a command output signal to begin to allow the engine to be fueled in accordance with the setting of the throttle control device; for determining a current value of engine speed (ES CURRENT ), engine deceleration (dES/dt); and output shaft speed (OS); for determining as a function of current output shaft speed (OS) and engaged gear ratio, a target engine speed (ES SYNC ); and for issuing command signals to said nonpositive coupling actuator and said throttle override device actuator to execute said torque recovery operation in a timed sequence which is a function of said first and second response times, said current value of engine deceleration and the difference between the current engine speed and the target engine speed.

Claim 35

A control system for smooth upshifting an automated mechanical transmission system (12) of the type comprising a mechanical transmission (14), a fuel controlled engine (16), a nonpositive coupling (10) including a selectively engagable and disengagable friction clutch drivingly interposed the engine and the transmission, an operator set throttle control device (32), a throttle override device (34) effective to at least decrease the fuel supplied to the engine regardless of the setting of the throttle control device, and a central control unit (50) effective to receive input signals indicative of the status of the transmission system including at least (i) engine speed (ES) (36), (ii) transmission input shaft speed (IS) and (iii) transmission output shaft speed (OS) and to process same in accordance with logic rules to issue command output signals to a plurality of system actuators, including at least (i) a throttle override device actuator, (ii) a nonpositive coupling actuator (30/40) and (iii) a transmission shift actuator, said control system including logic rules for upshifting by a sequence of operations including causing the throttle override device to reduce the fuel supplied to the engine, causing the nonpositive coupling actuator to disengage the nonpositive coupling, causing the transmission shift actuator to engage a selected transmission ratio and then performing a torque recovery operation comprising causing the nonpositive coupling actuator to reengage the nonpositive coupling and causing the throttle override device to allow fueling the engine in accordance with the setting of the throttle control device; said control system characterized by said logic rules including rules: for determining a first response time comprising the time required for the nonpositive clutch actuator to respond to a command output signal and to move said nonpositive coupling friction clutch from a disengaged position to a point of initial engagement; corresponding to the time required for the throttle override device actuator to respond to a command output signal to begin to allow the engine to be fueled in accordance with the setting of the throttle control device; for determining a current value of engine speed (ES CURRENT ), engine deceleration (dES/dt); and output shaft speed (OS); for determining as a function of current output shaft speed (OS) and engaged gear ratio, a target engine speed (ES SYNC ); and for issuing command signals to said nonpositive coupling actuator and said throttle override device actuator to execute said torque recovery operation in a timed sequence which is a function of said first and second response times, said current value of engine deceleration and the difference between the current engine speed and the target engine speed.

Claim 36

The control system of claim 31 wherein said timed sequence is determined to cause said friction coupling to initially engage and said throttle override device to allow fueling of said engine in accordance with said throttle control device at about the same instant in time when the engine speed ES will equal the target engine speed (ES SYNC ) at current engine deceleration (dES/dt).

Claim 37

The control system of claims 31 or 32 wherein said transmission system includes a power synchronizer assembly (30).

Claim 38

The control system of claims 31 or 33 wherein said throttle override device is a throttle dip device effective when actuated to cause the engine to be fueled at a relative low level regardless of the setting of the throttle control device.

Claim 39

The control system of claims 31 or 32 wherein said first and second response times are predetermined constant values.

Claim 40

The control system of claim 35 wherein said rules for determining said first and second response times comprise rules for accessing said predetermined constant values.