Engine brake enhanced upshift control method/system

Claim 2

A control method for controlling at least partially automated implementation of selected shifts of a vehicular mechanical change gear transmission system comprising a fuel throttle controlled engine (E), an engine brake device (EB), a multi-speed change gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drive wheels, said input shaft having a first determinable expected deceleration (204) during a gear ratio change operation under minimal fueling and in the absence of engine braking, and a second determinable expected deceleration (208, 210) under minimal fueling and under applied engine braking by said engine brake device, said second expected deceleration exceeding said first expected deceleration, a master friction clutch (C) drivingly interposed between the engine and the transmission, an actuator (23A) for non-manually operating said engine brake, a first sensor (98) for providing a first input signal indicative of transmission input shaft (16) rotational speed, a second sensor (100) for providing a second input signal indicative of vehicle speed, and a transmission actuator (112, 70, 96) for controlling shifting of the transmission, said control method characterized by: determining selection of an upshift from a currently engaged transmission ratio to a target gear ratio (GR TARGET ); determining an expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels; determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said first expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and, if feasible, implementing the selected shift without actuation of said engine brake; if achieving substantially synchronous conditions is infeasible as a function of said first expected deceleration, then determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said second expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and, if feasible, implementing the selected shift with actuation of said engine brake device; and if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, preventing implementation of said selected shift.

Claim 3

The control method of claim 1 wherein said transmission system includes a third sensor (DL) for providing an input signal indicative of engine torque and wherein determining the expected vehicle deceleration is done as a function of (i) current engine torque and (ii) current vehicle acceleration.

Claim 4

A control method for controlling at least partially automated implementation of selected shifts of a vehicular mechanical change gear transmission system comprising a fuel throttle controlled engine (E), an engine brake device (EB) having a first relatively lower engine retardation mode of operation and a second relatively higher engine retardation mode of operation, a multi-speed change gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drive wheels, said input shaft having a first determinable expected deceleration (204) during a gear ratio change operation under minimal fueling and in the absence of engine braking, a second determinable expected deceleration (208) under minimal fueling and under applied engine braking by said engine brake device operating in said first mode of operation, said second expected deceleration exceeding said first expected deceleration, and a third determinable expected deceleration (210) under minimal fueling and under applied engine braking by said engine brake device operating in said second mode of operation, said third expected deceleration exceeding said second expected deceleration, a master friction clutch (C) drivingly interposed between the engine and the transmission, an actuator (23A) for nonmanually operating said engine brake in either the first or second modes of operation thereof, a first sensor (98) for providing a first input signal indicative of transmission input shaft (16) rotational speed, a second sensor (100) for providing a second input signal indicative of vehicle speed, a third sensor (DL) for providing an input signal indicative of engine torque and a transmission actuator (112, 70, 96) for controlling shifting of the transmission, said control method characterized by: determining selection of an upshift from a currently engaged transmission ratio to a target gear ratio; determining an expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels; determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said first expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and, if feasible, implementing the selected shift without actuation of said engine brake device; if achieving substantially synchronous conditions is infeasible as a function of said first expected deceleration, then determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said second expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and, if feasible, implementing the selected shift with actuation of said engine brake device in said first mode of operation thereof; if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, then determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said third expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and, if feasible, implementing the selected shift with actuation of said engine brake device in said second mode of operation thereof; and if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, preventing implementation of said selected shift.

Claim 5

A control method for controlling at least partially automated implementation of selected shifts of a vehicular mechanical change gear transmission system comprising a fuel throttle controlled engine (E), an engine brake device (EB) having a first relatively lower engine retardation mode of operation and a second relatively higher engine retardation mode of operation, a multi-speed change gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drive wheels, said input shaft having a first determinable expected deceleration (204) during a gear ratio change operation under minimal fueling and in the absence of engine braking, a second determinable expected deceleration (208) under minimal fueling and under applied engine braking by said engine brake device operating in said first mode of operation, said second expected deceleration exceeding said first expected deceleration, and a third determinable expected deceleration (210) under minimal fueling and under applied engine braking by said engine brake device operating in said second mode of operation, said third expected deceleration exceeding said second expected deceleration, a master friction clutch (C) drivingly interposed between the engine and the transmission, an actuator (23A) for nonmanually operating said engine brake in either the first or second modes of operation thereof, a first sensor (98) for providing a first input signal indicative of transmission input shaft (16) rotational speed, a second sensor (100) for providing a second input signal indicative of vehicle speed, a third sensor (DL) for providing an input signal indicative of engine torque and a transmission actuator (112, 70, 96) for controlling shifting of the transmission, said control method characterized by: determining selection of an upshift from a currently engaged transmission ratio to a target gear ratio; determining an expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels; determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said first expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and, if feasible, implementing the selected shift without actuation of said engine brake device; if achieving substantially synchronous conditions is infeasible as a function of said first expected deceleration, then determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said second expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and, if feasible, implementing the selected shift with actuation of said engine brake device in said first mode of operation thereof; if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, then determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said third expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and, if feasible, implementing the selected shift with actuation of said engine brake device in said second mode of operation thereof; and if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, preventing implementation of said selected shift.

Claim 6

The control method of claim 3 wherein determining the expected vehicle acceleration is done as a function of (i) current engine torque and (ii) current vehicle acceleration.

Claim 7

A control system for controlling at least partially automated implementation of selected shifts of a vehicular mechanical change gear transmission system comprising a fuel throttle controlled engine (E), an engine brake (EB), a multi-speed change gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drive wheels, said input shaft having a first determinable expected deceleration (204) during a gear ratio change operation under minimal fueling and in the absence of engine braking, a second determinable expected deceleration (208, 210) under minimal fueling and under applied engine braking by said engine brake, said second expected deceleration exceeding said first expected deceleration, a master friction clutch (C) drivingly interposed between the engine and the transmission, an actuator (23A) for nonmanually operating said engine brake, a first sensor (98) for providing a first input signal indicative of transmission input shaft (16) rotational speed, a second sensor (100) for providing a second input signal indicative of vehicle speed, and a transmission actuator (112, 70, 96) for controlling shifting of the transmission, said control system characterized by: means for determining selection of an upshift from a currently engaged transmission ratio to a target gear ratio; means for determining an expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels; means for (a) determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said first expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and (b) if feasible, implementing the selected shift without actuation of said engine brake; means for, if achieving substantially synchronous conditions is infeasible as a function of said first expected deceleration, then (a) determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said second expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and (b) if feasible, implementing the selected shift with actuation of said engine brake; means for, if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, preventing implementation of said selected shift.

Claim 8

A control system for controlling at least partially automated implementation of selected shifts of a vehicular mechanical change gear transmission system comprising a fuel throttle controlled engine (E), an engine brake (EB), a multi-speed change gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drive wheels, said input shaft having a first determinable expected deceleration (204) during a gear ratio change operation under minimal fueling and in the absence of engine braking, a second determinable expected deceleration (208, 210) under minimal fueling and under applied engine braking by said engine brake, said second expected deceleration exceeding said first expected deceleration, a master friction clutch (C) drivingly interposed between the engine and the transmission, an actuator (23A) for nonmanually operating said engine brake, a first sensor (98) for providing a first input signal indicative of transmission input shaft (16) rotational speed, a second sensor (100) for providing a second input signal indicative of vehicle speed, and a transmission actuator (112, 70, 96) for controlling shifting of the transmission, said control system characterized by: means for determining selection of an upshift from a currently engaged transmission ratio to a target gear ratio; means for determining an expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels; means for (a) determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said first expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and (b) if feasible, implementing the selected shift without actuation of said engine brake; means for, if achieving substantially synchronous conditions is infeasible as a function of said first expected deceleration, then (a) determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said second expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and (b) if feasible, implementing the selected shift with actuation of said engine brake; means for, if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, preventing implementation of said selected shift.

Claim 9

The control system of claim 5 wherein said transmission system includes a third sensor (DL) for providing an input signal indicative of engine torque and determining the expected vehicle deceleration is done as a function of (i) current engine torque and (ii) current vehicle acceleration.

Claim 10

A control system for controlling at least partially automated implementation of selected shifts of a vehicular mechanical change gear transmission system comprising a fuel throttle controlled engine (E), an engine brake (EB) having a first relatively lower engine retardation mode of operation and a second relatively higher engine retardation mode of operation, a multi-speed change gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drive wheels, said input shaft having a first determinable expected deceleration (204) during a gear ratio change operation under minimal fueling and in the absence of engine braking, a second determinable expected deceleration (208) under minimal fueling and under applied engine braking by said engine brake operating in said first mode of operation, said second expected deceleration exceeding said first expected deceleration, and a third determinable expected deceleration (210) under minimal fueling and under applied engine braking by said engine brake operating in said second mode of operation, said third expected deceleration exceeding said second expected deceleration, a master friction clutch (C) drivingly interposed between the engine and the transmission, an actuator (23A) for non-manually operating said engine brake in either the first or second modes of operation thereof, a first sensor (98) for providing a first input signal indicative of transmission input shaft (16) rotational speed, a second sensor (100) for providing a second input signal indicative of vehicle speed, a third sensor (DL) for providing an input signal indicative of engine torque and a transmission actuator (112, 70, 96) for controlling shifting of the transmission, said control system characterized by: means for determining selection of an upshift from a currently engaged transmission ratio to a target gear ratio; means for determining an expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels; means for (a) determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said first expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and (b) if feasible, implementing the selected shift without actuation of said engine brake; means for, if achieving substantially synchronous conditions is infeasible as a function of said first expected deceleration, then (a) determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said second expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and (b) if feasible, implementing the selected shift with actuation of said engine brake in said first mode of operation thereof; means for, if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, then (a) determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said third expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and (b) if feasible, implementing the selected shift with actuation of said engine brake in said second mode of operation thereof; and means for, if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, preventing implementation of said selected shift.

Claim 11

A control system for controlling at least partially automated implementation of selected shifts of a vehicular mechanical change gear transmission system comprising a fuel throttle controlled engine (E), an engine brake (EB) having a first relatively lower engine retardation mode of operation and a second relatively higher engine retardation mode of operation, a multi-speed change gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drive wheels, said input shaft having a first determinable expected deceleration (204) during a gear ratio change operation under minimal fueling and in the absence of engine braking, a second determinable expected deceleration (208) under minimal fueling and under applied engine braking by said engine brake operating in said first mode of operation, said second expected deceleration exceeding said first expected deceleration, and a third determinable expected deceleration (210) under minimal fueling and under applied engine braking by said engine brake operating in said second mode of operation, said third expected deceleration exceeding said second expected deceleration, a master friction clutch (C) drivingly interposed between the engine and the transmission, an actuator (23A) for non-manually operating said engine brake in either the first or second modes of operation thereof, a first sensor (98) for providing a first input signal indicative of transmission input shaft (16) rotational speed, a second sensor (100) for providing a second input signal indicative of vehicle speed, a third sensor (DL) for providing an input signal indicative of engine torque and a transmission actuator (112, 70, 96) for controlling shifting of the transmission, said control system characterized by: means for determining selection of an upshift from a currently engaged transmission ratio to a target gear ratio; means for determining an expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels; means for (a) determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said first expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and (b) if feasible, implementing the selected shift without actuation of said engine brake; means for, if achieving substantially synchronous conditions is infeasible as a function of said first expected deceleration, then (a) determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said second expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and (b) if feasible, implementing the selected shift with actuation of said engine brake in said first mode of operation thereof; means for, if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, then (a) determining as a function of (i) the expected vehicle deceleration under current vehicle operating conditions and at zero engine torque to the drive wheels, (ii) the gear ratio of the selected target gear ratio and (iii) said third expected deceleration, the feasibility or infeasibility of achieving substantially synchronous conditions for engagement of the target gear ratio if the selected shift is implemented and (b) if feasible, implementing the selected shift with actuation of said engine brake in said second mode of operation thereof; and means for, if achieving substantially synchronous conditions is infeasible as a function of said second expected deceleration, preventing implementation of said selected shift.

Claim 12

The control system of claim 7 wherein determining the expected vehicle acceleration is done as a function of (i) current engine torque and (ii) current vehicle acceleration.