Stephen A Edelen

6702713, Mar 9, 2004

Dec 21, 2001

10/032173

Stephen A. Edelen - Battle Creek MI
Timothy J. Morscheck - Portage MI

Eaton Corporation - Cleveland OH

B60K 4102

477 78, 701 56, 74336 R

Simulated or âmockâ continuously variable transmission shift strategies are used in an electromechanically actuated automotive transmission having reduced ratios steps in its upper ratio ranges. In one described embodiment, a 12-speed truck transmission consists of a five-speed main section and an auxiliary section that includes splitter and range sub-sections to provide the 12 ratios. Separate shift strategies are directed to fuel economy and power optimization modes; driver throttle demand determines the mode. Both strategies are targeted to the upper gear ratios, which represent the ratios subject to approximately ninety percent (90%) of vehicular operation. In the described embodiment, the applicable affected ratios are gears In the described embodiments, the shift strategies are carried out by embedded software subject to the command of an electronic power train control module. Both strategies are operated as direct functions of engine torque, transmission input shaft speed, and road speed.

20140057752, Feb 27, 2014

Aug 22, 2013

13/973166

Donald J. Remboski - Ann Arbor MI, US
Richard A. Nellums - Maumee OH, US
Benjamin J. Passino - Maumee OH, US
Stephen C. Cochran - Sylvania OH, US
Stephen A. Edelen - Battle Creek MI, US

B60K 17/16

475221

A tandem axle system has a forward axle system and a rear axle system. A method of selectively driving one or both of the axle systems is described.

48738816, Oct 17, 1989

Jan 6, 1989

7/294030

Stephen A. Edelen - Battle Creek MI
David T. Allen - Kalamazoo MI
Bill E. Zylman - Portage MI

Eaton Corporation - Cleveland OH

F16H 544
B60K 2016

74336R

An electrically actuated shift mechanism (100) is provided that is mountable upon a manual mechanical change gear transmission and operable to move a shift finger (20) in an (X--X) direction into registration with a selected shift rail and then move the shift rail in a (Y--Y) direction to effect the gear shift is response to either a selected operator input signal (S. sub. 1) or a speed signal (S. sub. 2).

52193918, Jun 15, 1993

Dec 6, 1991

7/802921

Stephen A. Edelen - Battle Creek MI

Eaton Corporation - Cleveland OH

F16H 5900
F16H 3508

74335

A position-feedback-control servomechanism for shifting the transmission of a vehicle has a control algorithm that adjusts the loop gains in a proportional-integral-differential controller to compensate for manufacturing variations in the apparatus as well as for temperature changes and wear. The resulting control system moves the shifting servomechanism into the selected positions accurately and as quickly as possible without permitting excessive overshooting or resonance.

47274727, Feb 23, 1988

Mar 31, 1986

6/846185

Robert W. Deutsch - Sugar Grove IL
Stephen A. Edelen - Battle Creek MI

Motorola, Inc. - Schaumburg IL
Eaton Corporation - Cleveland OH

F16H 300
B60K 2000

364183

A vehicle electronic transmission control system (10) having a servo control loop is disclosed. During the selection of a new gear, a countershaft (27) and transmission input drive shaft (13) are declutched from an engine crankshaft (11) and decoupled from a transmission output shaft (15). An error signal e is calculated representative of the difference between a desired speed related to input shaft speed (w. sub. 1) and actual output shaft speed (w. sub. 2). The error signal e is utilized to provide a servo control signal C having a first proportional term related to the square of the error signal, but having the polarity of the error signal, a second term related to the integral of the error signal multiplied by the absolute magnitude of the error signal and a third term related to the derivative of the error signal. The signal C determines a pulse width modulation drive signal for either a speed-up slip clutch mechanism (61) or a brake slip clutch mechanism (71) which together control the speed of the countershaft (27) to bring this shaft into proper synchronous relationship with respect to the transmission output shaft (15). When this synchronous relationship is achieved, by virtue of the error signal e being approximately zero, a blocking solenoid (22) is released to permit manual selection of the newly desired gear relationship between the input and output transmission shafts.

52819027, Jan 25, 1994

Aug 5, 1992

7/925046

Stephen A. Edelen - Battle Creek MI

Eaton Corporation - Cleveland OH

G01R 1702
B60K 4118

318632

A position-feedback-control servomechanism for shifting the transmission of a vehicle has both an adaptive proportional-integral-differential controller to compensate for manufacturing variations, etc, and a voltage-compensation system that senses the battery voltage and prevents the gain of a servomechanism drive motor from varying significantly when the battery voltage changes. The motor is preferably a permanent-magnet type to whose terminals the battery voltage is switched on and off. The switching is done by electronic switches that are under the control of a pulse-width-modulated signal. The width of the pulses of the pulse-width-modulated signal is controlled by both a closed-loop position-error signal and a signal derived from an open-loop measurement of the battery voltage.

61486914, Nov 21, 2000

Sep 10, 1999

9/393725

Gerald Edward Ganski - Lawton MI
Stephen Alton Edelen - Battle Creek MI

Eaton Corporation - Cleveland OH

F16H 3708

74745

A system for controlling the operation of a multiple speed axle connected to an automated transmission system is disclosed. The system includes an actuation device that cooperates with a processing unit to prevent the transmission from shifting gears while the axle shift is being performed. In one embodiment, once transmission shifting is prevented, the axle shift operation is performed manually by the vehicle operator, such that the vehicle operator manipulates the vehicle throttle to interrupt torque and synchronize the axle for engagement. The automated transmission then notifies the operator that the transmission is in a hold mode until the operator determines that the axle shift has been completed. The operator then manually returns the transmission to the drive mode to resume normal automatic transmission shifting. In a second embodiment, the axle shift operation is automatically performed by the processing unit.

53704495, Dec 6, 1994

Oct 12, 1993

8/135901

Stephen A. Edelen - Battle Creek MI
Robert W. Jones - Canton MI

Eaton Corporation - Cleveland OH

B60T 1322

303 3

A parking brake system is provided which includes a dual solenoid operated valve located in series with the emergency brake control valve of a hydraulically operated brake system. The dual solenoid valve is operable to either one of two mechanical detent positions so that positioning of the valve is retained in the event of loss of power. The dual solenoid valve is controlled by the vehicle operator from the transmission console and removes fluid pressure from the brakes when actuated to a PARK position. An electronic control unit is provided for sensing the speed of the vehicle and the pressure in the hydraulic line to the brakes and provides a PARK enabling signal when the vehicle speed is below a predetermined amount. When a gear is selected at the console the dual solenoid valve is actuated to a position permitting fluid pressure to be applied to the brakes and effectively returns control of the brakes to the emergency brake control device. A pressure sensor is provided in the line to the brakes and is used to provide feedback to the driver and to control transmission shifting.