High efficiency, high output transmission

• US 10,647,321 B2
• Filed: 07/28/2017
• Issued: 05/12/2020
• Est. Priority Date: 12/22/2016
• Status: Active Grant

• Current Assignee: Eaton Cummins Automated Transmission Technologies, LLC
• Original Assignee: Eaton Cummins Automated Transmission Technologies, LLC
• Inventors: Peterson, Paul, Jackson, Graeme Andrew, Smith, Timothy Scott, Wilson, Paul, Chimner, Christian, Wota, Andrzej, Wink, Carlos H., Sheen, Benjamin S., McGovern, Kevin, Wadas, David L., Reinoehl, Troy Scott, Whitaker, James Lee, Peterson, Steven Michael, McClellan, Clinton Lee, Fernald, Paige Elizabeth, David, William A., Kawale, Sujay, Connolly, Thomas, Griffiths, Justin Keith, Furner, Joseph Paul, Chen, Sipei, Hawarden, Jeff, Wang, Yeidei, Maurer, Adam Christopher, Smith, Carl Christopher, McKenzie, Ian Daniel, Pauls, Ryan, Busdiecker, Matthew R., DeBoer, Christopher
• Primary Examiner(s): Holmes, Justin
• Application Number:
  US15/663,093
• Publication Number:
  US 20180178798A1
• Time in Patent Office: 1,019 Days
• Field of Search: None
• CPC Class Codes: B60K 17/28 characterised by arrangement, location, or type of power take-off
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 10/111 with separate change-speed gear trains arranged in series
• CPC Class Codes: B60W 10/115 with planetary gears
• CPC Class Codes: B60W 10/196 acting within the driveline, e.g. retarders
• CPC Class Codes: B60W 2050/0058 Signal modulation for data transmission
• CPC Class Codes: B60W 2050/0215 Sensor drifts or sensor failures
• CPC Class Codes: B60W 2300/147 Road trains
• CPC Class Codes: B60W 2510/0208 Clutch engagement state, e.g. engaged or disengaged
• CPC Class Codes: B60W 2510/0225 Clutch actuator position
• CPC Class Codes: B60W 2510/0275 Clutch torque
• CPC Class Codes: B60W 2510/0657 Engine torque
• CPC Class Codes: B60W 2510/101 Transmission neutral state
• CPC Class Codes: B60W 2510/1015 Input shaft speed, e.g. turbine speed
• CPC Class Codes: B60W 2510/102 Input speed change rate
• CPC Class Codes: B60W 2510/105 Output torque
• CPC Class Codes: B60W 2510/107 Temperature
• CPC Class Codes: B60W 2510/108 pressure of control fluid
• CPC Class Codes: B60W 2530/10 : Weight
• CPC Class Codes: B60W 2530/16 : Driving resistance
• CPC Class Codes: B60W 2552/15 : Road slope, i.e. the inclination of a road segment in the longitudinal direction
• CPC Class Codes: B60W 2710/022 : Clutch actuator position
• CPC Class Codes: B60W 2710/025 : Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/027 : Clutch torque
• CPC Class Codes: B60W 2710/0666 : Engine torque
• CPC Class Codes: B60W 2710/1005 : Transmission ratio engaged
• CPC Class Codes: B60W 2710/1083 : pressure of control fluid
• CPC Class Codes: B60W 2710/182 : Brake pressure, e.g. of fluid or between pad and disc
• CPC Class Codes: B60W 30/18027 : Drive off, accelerating from standstill
• CPC Class Codes: B60W 30/188 : Controlling power parameters of the driveline, e.g. determining the required power
• CPC Class Codes: B60W 30/19 : Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: B60W 40/13 : Load or weight
• CPC Class Codes: B60W 50/00 : Details of control systems for road vehicle drive control not related to the control of a particular sub-unit , e.g. process diagnostic or vehicle driver interfaces
• CPC Class Codes: B60W 50/0205 : Diagnosing or detecting failures; Failure detection models
• CPC Class Codes: B60W 50/035 : Bringing the control units into a predefined state, e.g. giving priority to particular actuators
• CPC Class Codes: F16D 25/04 : in which the fluid actuates an elastic clutching, i.e. elastic actuating member, e.g. a diaphragm or a pneumatic tube F16D25/02 takes precedence; coupling using a pneumatic tube F16D3/82
• CPC Class Codes: F16D 25/126 : adjustment for wear or play
• CPC Class Codes: F16D 25/14 : Fluid pressure control
• CPC Class Codes: F16D 2500/1028 : Pneumatic
• CPC Class Codes: F16D 2500/10412 : Transmission line of a vehicle
• CPC Class Codes: F16D 2500/1045 : Friction clutch
• CPC Class Codes: F16D 2500/1112 : Heavy vehicle
• CPC Class Codes: F16D 2500/3021 : Angle
• CPC Class Codes: F16D 2500/30415 : Speed of the input shaft
• CPC Class Codes: F16D 2500/30421 : Torque of the output shaft
• CPC Class Codes: F16D 2500/30426 : Speed of the output shaft
• CPC Class Codes: F16D 2500/30807 : Estimation of the engaged transmission ratio
• CPC Class Codes: F16D 2500/30808 : Detection of transmission in neutral
• CPC Class Codes: F16D 2500/30816 : Speed of the input shaft
• CPC Class Codes: F16D 2500/30818 : Speed change rate of the input shaft
• CPC Class Codes: F16D 2500/7041 : Position
• CPC Class Codes: F16D 48/066 : Control of fluid pressure, e.g. using an accumulator F16D48/062, F16D48/068 take precedence
• CPC Class Codes: F16H 2057/0206 : for commercial vehicles, e.g. buses or trucks
• CPC Class Codes: F16H 2057/02086 : Measures for reducing size of gearbox, e.g. for creating a more compact transmission casing
• CPC Class Codes: F16H 2059/147 : Transmission input torque, e.g. measured or estimated engine torque
• CPC Class Codes: F16H 2059/148 : Transmission output torque, e.g. measured or estimated torque at output drive shaft
• CPC Class Codes: F16H 2059/525 : the machine undergoing additional towing load, e.g. by towing a trailer
• CPC Class Codes: F16H 2059/663 : Road slope
• CPC Class Codes: F16H 2059/6807 : Status of gear-change operation, e.g. clutch fully engaged
• CPC Class Codes: F16H 2059/6823 : Sensing neutral state of the transmission
• CPC Class Codes: F16H 2059/683 : Sensing pressure in control systems or in fluid controlled devices, e.g. by pressure sensors for hydrostatic transmissions F16H2059/6861
• CPC Class Codes: F16H 2059/725 : Sensing or calculating temperature of friction devices, e.g. clutches to prevent overheating of friction linings
• CPC Class Codes: F16H 2061/0411 : by control of shaft brakes
• CPC Class Codes: F16H 2061/1284 : the failing part is a sensor
• CPC Class Codes: F16H 2061/2853 : Electromagnetic solenoids
• CPC Class Codes: F16H 2061/308 : Modular hydraulic shift units, i.e. preassembled actuator units for select and shift movements adapted for being mounted on transmission casing
• CPC Class Codes: F16H 2063/005 : Preassembled gear shift units for mounting on gear case for hydraulic shift units F16H2061/308
• CPC Class Codes: F16H 2063/3093 : Final output elements, i.e. the final elements to establish gear ratio, e.g. dog clutches or other means establishing coupling to shaft fluid actuated clutches F16H63/3026; electromagnetic clutches F16H2063/3046
• CPC Class Codes: F16H 2200/0004 : comprising a power take off shaft
• CPC Class Codes: F16H 2200/0078 : the gear ratio comprising twelve or more forward speeds
• CPC Class Codes: F16H 2200/2005 : with one sets of orbital gears
• CPC Class Codes: F16H 2312/022 : Preparing to drive off
• CPC Class Codes: F16H 3/091 : including a single countershaft
• CPC Class Codes: F16H 3/093 : with two or more countershafts
• CPC Class Codes: F16H 3/16 : essentially with both gears that can be put out of gear and continuously-meshing gears that can be disengaged from their shafts
• CPC Class Codes: F16H 3/64 : composed of a number of gear trains, the drive always passing through all the trains, each train having not more than one connection for driving another train
• CPC Class Codes: F16H 3/78 : Special adaptation of synchronisation mechanisms to these gearings
• CPC Class Codes: F16H 37/043 : without gears having orbital motion
• CPC Class Codes: F16H 37/046 : with an additional planetary gear train, e.g. creep gear, overdrive
• CPC Class Codes: F16H 57/0006 : Vibration-damping or noise reducing means specially adapted for gearings devices for varying tension of belts, ropes or chains with damping means F16H7/0829; toothed members with construction providing vibration damping F16H55/14; reducing vibrations or noise of the gearbox casing F16H57/028; suppression of vibrations or noise of gear selectors F16H59/0208; control of hydrostatic fluid gearing preventing or reducing vibrations or noise F16H61/4183
• CPC Class Codes: F16H 57/02 : Gearboxes; Mounting gearing therein
• CPC Class Codes: F16H 57/02004 : the gears being positioned relative to one another by rolling members or by specially adapted surfaces on the gears, e.g. by a rolling surface with the diameter of the pitch circle
• CPC Class Codes: F16H 57/021 : Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
• CPC Class Codes: F16H 57/032 : characterised by the materials used
• CPC Class Codes: F16H 57/0423 : Lubricant guiding means mounted or supported on the casing, e.g. shields or baffles for collecting lubricant, tubes or pipes means for guiding lubricant into an axial channel of a shaft F16H57/0426; lubrication by injection, injection nozzles or tubes therefore F16H57/0456
• CPC Class Codes: F16H 57/043 : within rotary parts, e.g. axial channels or radial openings in shafts
• CPC Class Codes: F16H 57/0441 : Arrangements of pumps
• CPC Class Codes: F16H 57/0471 : Bearing
• CPC Class Codes: F16H 57/0478 : Synchromesh devices
• CPC Class Codes: F16H 57/0484 : with variable gear ratio or for reversing rotary motion
• CPC Class Codes: F16H 57/0494 : with variable gear ratio or for reversing rotary motion
• CPC Class Codes: F16H 57/12 : Arrangements for adjusting or for taking-up backlash not provided for elsewhere
• CPC Class Codes: F16H 59/0204 : for automatic transmissions with means for range selection and manual shifting, e.g. range selector with tiptronic
• CPC Class Codes: F16H 59/38 : of gearing elements
• CPC Class Codes: F16H 59/40 : Output shaft speed
• CPC Class Codes: F16H 59/52 : dependent on the weight of the machine, e.g. change in weight resulting from passengers boarding a bus
• CPC Class Codes: F16H 59/70 : dependent on the ratio established
• CPC Class Codes: F16H 61/0021 : Generation or control of line pressure
• CPC Class Codes: F16H 61/0213 : characterised by the method for generating shift signals
• CPC Class Codes: F16H 61/04 : Smoothing ratio shift
• CPC Class Codes: F16H 61/0403 : Synchronisation before shifting
• CPC Class Codes: F16H 61/06 : by controlling rate of change of fluid pressure
• CPC Class Codes: F16H 61/08 : Timing control
• CPC Class Codes: F16H 61/143 : using electric control means
• CPC Class Codes: F16H 61/30 : Hydraulic or pneumatic motors or related fluid control means therefor
• CPC Class Codes: F16H 61/682 : with interruption of drive
• CPC Class Codes: F16H 61/705 : using hydraulic and mechanical control means
• CPC Class Codes: F16H 63/24 : each of the final output mechanisms being moved by only one of the various final actuating mechanisms constructional features of the final output mechanisms F16H63/30
• CPC Class Codes: H04B 10/0775 : Performance monitoring and measurement of transmission parameters
• CPC Class Codes: H04J 3/125 : One of the channel pulses or the synchronisation pulse is also used for transmitting monitoring or supervisory signals

Abstract

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

Claims

1. A transmission, comprising:

an input shaft configured to couple to a prime mover;

a countershaft having a first plurality of gears mounted thereon;

a main shaft having a second plurality of gears mounted thereon;

an output shaft selectively providing a torque output to a driveline;

a shift actuator structured to selectively couple the input shaft to the main shaft by rotatably coupling at least one of the first plurality of gears to the countershaft and the second plurality of gears to the main shaft, wherein the shift actuator is mounted on an exterior wall of a housing, and wherein the countershaft and the main shaft are at least partially positioned within the housing;

an integrated actuator housing, wherein the shift actuator is operationally coupled to the integrated actuator housing, and wherein the integrated actuator housing comprises a single external power access for the shift actuator;

a controller comprising;

a shaft displacement circuit structured to interpret a shaft displacement angle, the shaft displacement angle comprising an angle value representative of a rotational displacement difference between at least two shafts of the transmission;

a torque state description circuit structured to determine, in response to the shaft displacement angle, that the transmission is in one of;

a zero torque region;

or an imminent zero torque region; and

a displacement response circuit structured to perform a transmission operation in response to at least one of;

the shaft displacement angle, the zero torque region, or the imminent zero torque region.

2. The transmission of claim 1, wherein the transmission comprises a high efficiency transmission.

3. The transmission of claim 2, wherein the transmission comprises a cast aluminum housing.

4. The transmission of claim 3, wherein the countershaft comprises helical gears.

5. The transmission of claim 4, further comprising a planetary gear set comprising a sun gear and a ring gear, wherein the ring gear is coupled to the output shaft, and wherein the sun gear is selectively coupled to the ring gear, the transmission further comprising a ball bearing operatively positioned between the sun gear and the ring gear, and wherein the helical gears are configured to apply thrust loads to the ball bearing.

6. The transmission of claim 4, wherein gear teeth on the countershaft comprise a reduced height geometry.

7. The transmission of claim 6, wherein the gear teeth are configured with a sliding velocity profile to reduce mechanical losses.

8. The transmission of claim 6, wherein the gear teeth are configured to reduce noise production.

9. The transmission of claim 6, wherein the gear teeth are ground with a worm wheel.

10. The transmission of claim 1, further comprising:

wherein the displacement response circuit is further structured to provide a shift pre-load command in response to the determining the transmission is in one of the zero torque region or the imminent zero torque region; and

wherein the shift actuator is responsive to the shift pre-load command.

11. The transmission of claim 1, further comprising:

wherein the displacement response circuit is further structured to provide an opposing pulse command in response to the determining the transmission is in one of the zero torque region or the imminent zero torque region; and

wherein the shift actuator is responsive to the opposing pulse command.

12. The transmission of claim 1, further comprising:

wherein the controller further comprises a shift control circuit structured to;

provide a first opposing pulse command, the first opposing pulse command comprising a first predetermined amount of air above an ambient amount of air in a first closed volume, wherein pressure in the first closed volume opposes movement of the shift actuator in a shift direction;

determine a second predetermined amount of air in response to at least one of a speed of at least one of the shafts, an air supply pressure, and a transmission temperature value, the second predetermined amount of air comprising an amount of air above an ambient amount of air in a second closed volume, wherein pressure in the second closed volume promotes movement of the shift actuator in the shift direction;

provide a first actuating pulse command, the first actuating pulse command comprising the second predetermined amount of air; and

release pressure in the first closed volume and the second closed volume in response to determining a shift completion event; and

wherein the shift actuator is responsive to the first opposing pulse command and the first actuating pulse command.

13. The transmission of claim 12, wherein the shift control circuit is further structured to provide a second opposing pulse command in response to a shift actuator position indicating an engaging synchronizer is off the block.

14. The transmission of claim 13, wherein the shift control circuit is further structured to interrupt at least one of the first actuating pulse command and the second opposing pulse command to synchronize pressure decay in the first closed volume and the second closed volume.

15. The transmission of claim 1, further comprising:

a clutch structured to selectively decouple the prime mover from the input shaft;

a progressive actuator operationally coupled to the clutch, wherein a position of the progressive actuator corresponds to a position of the clutch;

wherein the controller further comprises;

a clutch characterization circuit structured to interpret a clutch torque profile, the clutch torque profile providing a relation between a position of the clutch and a clutch torque value;

a clutch control circuit structured to command a position of the progressive actuator in response to a clutch torque reference value and the clutch torque profile; and

the clutch characterization circuit further structured to interpret a position of the progressive actuator and an indicated clutch torque, and to update the clutch torque profile in response to the position of the progressive actuator and the indicated clutch torque.

16. The transmission of claim 15, wherein the clutch torque profile comprises a first clutch engagement position value, and wherein the clutch control circuit is further structured to utilize the first clutch engagement position value as a maximum zero torque position.

17. The transmission of claim 15, wherein the clutch comprises an organic clutch.

18. The transmission of claim 1, further comprising:

a torque transfer path operatively coupling the prime mover to drive wheels of a vehicle including the transmission, the torque transfer path comprising;

a clutch structured to selectively decouple the prime mover from the input shaft, wherein the input shaft is operationally downstream of the clutch;

a first gear mesh and a second gear mesh, each gear mesh having an engaged and a neutral position, wherein both gear meshes in the engaged position couple the input shaft to the drive wheels, and wherein either gear mesh in the neutral position decouples the input shaft from the drive wheels;

wherein the shift actuator comprises a first shift actuator and a second shift actuator;

the first shift actuator structured to selectively operate the first gear mesh between the engaged and neutral position;

the second shift actuator structured to selectively operate the second gear mesh between the engaged and neutral position;

the controller further comprising;

a vehicle state circuit structured to interpret at least one vehicle operating condition; and

a neutral enforcement circuit structured to provide a first neutral command to the first shift actuator and a second neutral command to the second shift actuator, in response to the at least one vehicle operating condition indicating that vehicle motion is not intended.

19. The transmission of claim 1, further comprising a clutch structured to selectively decouple the prime mover from the input shaft, wherein the clutch comprises a diaphragm spring.

20. The transmission of claim 1, further comprising a first power take-off interface comprising a side housing access to a gear of the countershaft, and second power take-off interface comprising a rear housing access to a rear of the countershaft.

21. The transmission of claim 1, further comprising a clutch actuator housing, wherein a linear clutch actuator is positioned at least partially within the clutch actuator housing, and wherein the clutch actuator housing is one of coupled to the integrated actuator housing and comprising a portion of the integrated actuator housing.

22. The transmission of claim 21, wherein the integrated actuator housing comprises a single air supply port, wherein both of the linear clutch actuator and the shift actuator are powered through the single air supply port, and wherein the transmission does not include any external pneumatic hoses.

23. The transmission of claim 22, the wherein the linear clutch actuator is pneumatically activated, wherein the linear clutch actuator has a first extended position and a second retracted position, and wherein the linear clutch actuator includes a near zero dead air volume in the second retracted position.

24. The transmission of claim 1, wherein the transmission further comprises an automated manual truck transmission.

25. The transmission of claim 24, further comprising:

wherein the displacement response circuit is further structured to provide a shift pre-load command in response to the determining the transmission is in one of the zero torque region or the imminent zero torque region; and

wherein the shift actuator is responsive to the shift pre-load command.

26. The transmission of claim 25, further comprising:

wherein the displacement response circuit is further structured to provide an opposing pulse command in response to the determining the transmission is in one of the zero torque region or the imminent zero torque region; and

wherein the shift actuator is responsive to the opposing pulse command.

27. The transmission of claim 12, wherein the shift control circuit is further structured to modulate the first actuating pulse command in response to a previously determined gear departure position value, wherein the modulating comprises providing the first actuating pulse command as a full open command in response to a position of the shift actuator being on an engaged side of the gear departure position value, and wherein the modulating further comprises providing the first actuating pulse command as a pulse-width modulated (PWM) command in response to the position of the shift actuator being one of approaching or exceeding the gear departure position value.

28. The transmission of claim 12, wherein the shift control circuit is further structured to provide a second opposing pulse command in response to a shift actuator position indicating an engaging synchronizer is off the block, and to interrupt at least one of the first actuating pulse command and the second opposing pulse command to synchronize pressure decay in the first closed volume and the second closed volume.

29. The transmission of claim 12, wherein the shift control circuit is further structured to:

interpret a synchronization speed differential value for a currently requested shift comprising a selected gear ratio; and

in response to a final gear mesh engagement speed differential value exceeding a smooth engagement threshold, changing the currently requested shift to a changed gear ratio, wherein the changed gear ratio comprises a second synchronization speed differential value lower than the smooth engagement threshold.

30. The transmission of claim 29, wherein the shift control circuit is further structured to update the changed gear ratio after the shift actuator has disengaged a prior engaged gear.

31. The transmission of claim 24, wherein the transmission further comprises 12-speed transmission, further comprising an 8-bolt power take-off interface comprising a side housing access to a gear of the countershaft.

32. The transmission of claim 24, wherein the transmission is an 18-speed transmission.

33. The transmission of claim 24, further comprising a 2-piece input shaft couplable to 3 distinct gear meshes, and wherein the transmission comprises a 3×

3×

2 18-speed transmission.

34. The transmission of claim 1, further comprising:

a clutch actuator, and wherein the clutch actuator is accessible by removing the integrated actuator housing.

35. The transmission of claim 34, further comprising high speed twin countershafts, wherein the countershaft comprises one of the twin countershafts.

36. The transmission of claim 35, further comprising:

wherein the transmission comprises a high efficiency transmission having a cast aluminum housing, and

a first power take-off interface comprising a side housing access to a gear of one of the twin countershafts.

37. The transmission of claim 36, wherein the transmission comprises a low loss lubrication system, the low loss lubrication system comprising:

a pump directly driven from the countershaft; and

lubrication flow paths internal to a housing of the transmission.

38. The transmission of claim 37, wherein the transmission comprises helical gears, further comprising a first helical gear mesh on a first side of a ball bearing positioned within the transmission, a second helical gear mesh on a second side of the ball bearing positioned within the transmission, and wherein the first helical gear mesh and the second helical gear mesh are configured to cancel differential thrust loads between the helical gear meshes across the ball bearing.

39. The transmission of claim 38, wherein a driveline of the transmission does not include any tapered bearings, and wherein enclosure bearings of the housing of the transmission do not take thrust loads of the transmission.

40. The transmission of claim 38, wherein the transmission does not have a cooler.

41. The transmission of claim 34, further comprising:

wherein the displacement response circuit is further structured to provide a shift pre-load command in response to the determining the transmission is in one of the zero torque region or the imminent zero torque region; and

wherein the shift actuator is responsive to the shift pre-load command.

42. The transmission of claim 34, further comprising:

wherein the displacement response circuit is further structured to provide an opposing pulse command in response to the determining the transmission is in one of the zero torque region or the imminent zero torque region; and

wherein the shift actuator is responsive to the opposing pulse command.

43. The transmission of claim 34, further comprising:

wherein the controller further comprises a shift control circuit structured to;

provide a first opposing pulse command, the first opposing pulse command comprising a first predetermined amount of air above an ambient amount of air in a first closed volume, wherein pressure in the first closed volume opposes movement of the shift actuator in a shift direction;

to determine a second predetermined amount of air in response to at least one of a speed of at least one of the shafts, an air supply pressure, and a transmission temperature value, the second predetermined amount of air comprising an amount of air above an ambient amount of air in a second closed volume, wherein pressure in the second closed volume promotes movement of the shift actuator in the shift direction;

provide a first actuating pulse command, the first actuating pulse command comprising the second predetermined amount of air; and

release pressure in the first closed volume and the second closed volume in response to determining a shift completion event; and

wherein the shift actuator is responsive to the first opposing pulse command and the first actuating pulse command.

44. The transmission of claim 43, wherein the shift control circuit is further structured to provide a second opposing pulse command in response to a shift actuator position indicating an engaging synchronizer is off the block, and to interrupt at least one of the first actuating pulse command and the second opposing pulse command to synchronize pressure decay in the first closed volume and the second closed volume.

45. The transmission of claim 34, further comprising:

a clutch structured to selectively decouple the prime mover from the input shaft;

a progressive actuator operationally coupled to the clutch, wherein a position of the progressive actuator corresponds to a position of the clutch;

wherein the controller further comprises;

a clutch characterization circuit structured to interpret a clutch torque profile, the clutch torque profile providing a relation between a position of the clutch and a clutch torque value;

a clutch control circuit structured to command a position of the progressive actuator in response to a clutch torque reference value and the clutch torque profile; and

the clutch characterization circuit further structured to interpret a position of the progressive actuator and an indicated clutch torque, and to update the clutch torque profile in response to the position of the progressive actuator and the indicated clutch torque.

46. The transmission of claim 45, further comprising:

wherein the clutch torque profile comprises a first clutch engagement position value, and wherein the clutch control circuit is further structured to utilize the first clutch engagement position value as a maximum zero torque position;

wherein the clutch characterization circuit is further structured to interpret the clutch torque profile by performing a clutch first engagement position test, the clutch first engagement position test comprising;

determining that an input shaft speed is zero, the clutch control circuit positioning the clutch at the first clutch engagement position value, and comparing an acceleration of the input shaft speed to a first expected acceleration value of the input shaft speed ; and

wherein the controller further comprises a friction brake control circuit structured to command a friction brake to bring the input shaft speed to zero in response to the clutch first engagement position test.

47. A transmission, comprising:

an input shaft configured to couple to a prime mover;

a countershaft having a first plurality of gears mounted thereon;

a main shaft having a second plurality of gears mounted thereon;

an integrated actuator housing mounted on an exterior wall of a housing, and wherein the countershaft and the main shaft are at least partially positioned within the housing;

a shift actuator structured to selectively couple the input shaft to the main shaft by rotatably coupling at least one of the first plurality of gears to the countershaft and the second plurality of gears to the main shaft, and wherein the shift actuator is operationally coupled to the integrated actuator housing, and wherein the shift actuator is accessible by removing the integrated actuator housing;

a controller comprising;

a shaft displacement circuit structured to interpret a shaft displacement angle, the shaft displacement angle comprising an angle value representative of a rotational displacement difference between at least two shafts of the transmission, and wherein the shaft displacement angle comprises at least one angle selected from the angles consisting of;

an input angle comprising an angle value representative of a rotational displacement difference between the input shaft and the countershaft;

a main box angle comprising a rotational displacement difference between the countershaft and an output shaft; and

an output angle comprising a rotational displacement difference between the input shaft and the output shaft; and

a torque input determination circuit structured to determine a prime mover torque value in response to the shaft displacement angle; and

a displacement response circuit structured to provide, in response to the prime mover torque value.

48. The transmission of claim 47, further comprising:

a clutch structured to selectively decouple the prime mover from the input shaft;

a progressive actuator operationally coupled to the clutch, wherein a position of the progressive actuator corresponds to a position of the clutch; and

a means for providing a consistent lock-up time of the clutch, the consistent lock-up time comprising a time commencing with a clutch torque request time and ending with a clutch lock-up event.

49. The transmission of claim 48, wherein the means for providing the consistent lock-up time of the clutch further comprises the controller having a launch characterization circuit, the launch characterization circuit structured to interpret at least one launch parameter selected from the launch parameters consisting of:

a vehicle grade value;

a vehicle mass value; and

a driveline configuration value; and

wherein the controller further comprises;

a vehicle environment circuit structured to perform an operation a) to interpret a motive torque value, the vehicle grade value, and a vehicle acceleration value;

a mass estimation circuit structured to perform an operation b) to determine a first correlation comprising a first correlation between the motive torque value and the vehicle grade value, a second correlation between the motive torque value and the vehicle acceleration value, and a third correlation between the vehicle grade value and the vehicle acceleration value;

wherein the mass estimation circuit is further structured to perform an operation c) to adapt an estimated vehicle mass value, an estimated vehicle drag value, and an estimated vehicle effective inertia value in response to the first correlation, the second correlation, and the third correlation;

a model consistency circuit to perform an operation d) to determine an adaptation consistency value, and in response to the adaptation consistency value, to adjust an adaptation rate of the adapting; and

wherein the vehicle environment circuit, the mass estimation circuit, and the model consistency circuits are further structured to iteratively perform operations a), b), c), and d) to provide an updated estimated vehicle mass value; and

wherein the launch characterization circuit is further structured to interpret the updated estimated vehicle mass value as one of the at least one launch parameters.

50. The transmission of claim 47,

wherein the controller further comprises:

a shift control circuit structured to;

provide a first opposing pulse command, the first opposing pulse command comprising a first predetermined amount of air above an ambient amount of air in a first closed volume, wherein pressure in the first closed volume opposes movement of the shift actuator in a shift direction;

to determine a second predetermined amount of air in response to at least one of a speed of at least one of the shafts, an air supply pressure, and a transmission temperature value, the second predetermined amount of air comprising an amount of air above an ambient amount of air in a second closed volume, wherein pressure in the second closed volume promotes movement of the shift actuator in the shift direction;

provide a first actuating pulse command, the first actuating pulse command comprising the second predetermined amount of air;

release pressure in the first closed volume and the second closed volume in response to determining a shift completion event; and

wherein the shift actuator is responsive to the first opposing pulse command and the first actuating pulse command.

51. The transmission of claim 50,

wherein the controller further comprises a friction brake control circuit structured to provide a friction brake engagement command;

wherein the transmission further comprises a friction brake responsive to the friction brake engagement command to engage the countershaft.

52. The transmission of claim 51, wherein the friction brake control circuit is further structured to:

track an engaged time of the friction brake;

determine a target release time for the friction brake;

determine a release delay for the friction brake in response to the engaged time; and

command a release of the friction brake in response to the release delay and the target release time.

53. The transmission of claim 52, wherein the friction brake control circuit is further structured to determine at least one of the target release time or the release delay in response to the transmission temperature value.

54. The transmission of claim 53, wherein the friction brake control circuit is further structured to determine the release delay by determining a pressure decay value in a friction brake actuation volume.

55. The transmission of claim 54, wherein the friction brake control circuit is further structured to determine the pressure decay value by utilizing a pre-determined relationship between the engaged time and a pressure decay in the friction brake actuation volume.

56. The transmission of claim 50, wherein the shift control circuit is further structured to determine that a synchronizer engagement is imminent, and providing one of the first opposing pulse command and a second opposing pulse command in response to the imminent synchronizer engagement.

57. The transmission of claim 56, wherein the shift control circuit is further structured to provide the one of the first opposing pulse command and the second opposing pulse command further in response to a velocity of the shift actuator and a target velocity of the shift actuator.

58. The transmission of claim 50, wherein the shift control circuit is further structured to provide the first opposing pulse command after the first actuating pulse command, and further in response to an expiration of a predetermined opposing pulse delay time.

59. The transmission of claim 58, wherein the shift control circuit is further structured to interrupt the first opposing pulse command in response to a shift actuator rail position.

60. The transmission of claim 50, further comprising:

at least one gear mesh operatively coupled by the shift actuator;

wherein the controller further comprises a shift characterization circuit structured to determine that a transmission shift operation is experiencing a tooth butt event; and

wherein the transmission further comprises a means for clearing the tooth butt event.

61. The transmission of claim 47, further comprising;

a solenoid operated actuator;

wherein the controller further comprises;

a solenoid temperature circuit structured to determine an operating temperature of the solenoid;

a solenoid control circuit structured to operate the solenoid in response to the operating temperature of the solenoid, wherein the operating comprises providing an electrical current to the solenoid, such that a target temperature of the solenoid is not exceeded.

62. The transmission of claim 50, further comprising:

a clutch actuator, wherein the integrated actuator housing comprises a single air supply port, wherein both of the clutch actuator and the shift actuator are powered through the single air supply port;

the controller further comprising;

a clutch control circuit structured to command a position of the clutch actuator;

wherein the clutch control circuit and the shift control circuit are further structured to perform at least one coordination action selected from the coordination actions consisting of;

ensuring that no two actuating valves are open at the same time;

alternating valve actuation commands;

receiving an air source pressure value from a source pressure sensor of the transmission, and operating valves simultaneously in response to the air source pressure value being sufficient; and

receiving an air source pressure value from a source pressure sensor of the transmission, and compensating commands in response to the air source pressure value.

63. The transmission of claim 47, further comprising:

the controller further comprising;

a shift control circuit structured to;

provide a first opposing pulse, the first opposing pulse comprising a first predetermined amount of air above an ambient amount of air in a first closed volume, wherein pressure in the first closed volume opposes movement of the shift actuator in a shift direction;

provide a first actuating pulse, the first actuating pulse comprising a second predetermined amount of air above an ambient amount of air in a second closed volume, wherein pressure in the second closed volume promotes movement of the shift actuator in the shift direction; and

release pressure in the first closed volume and the second closed volume in response to determining a shift completion event;

a torque state description circuit structured to determine, in response to the shaft displacement angle, that the transmission is operating in one of;

a zero torque region;

or an imminent zero torque region; and

the displacement response circuit further structured to perform a transmission operation in response to at least one of;

the shaft displacement angle, the zero torque region, or the imminent zero torque region.

64. The transmission of claim 63, further comprising:

a transmission having a pneumatic clutch actuator;

a clutch position sensor configured to provide a clutch actuator position value;

wherein the controller further comprises;

a clutch control circuit structured to provide a clutch actuator command, wherein the pneumatic clutch actuator is responsive to the clutch actuator command; and

a clutch actuator diagnostic circuit structured to determine that a clutch actuator leak is present in response to the clutch actuator command and the clutch actuator position value.

65. The transmission of claim 63,

wherein the controller further comprises a neutral sensing circuit structured to determine:

that a shift rail position sensor corresponding to the shift actuator controlling a reverse gear is failed;

that a gear selection is active requiring operations of the shift actuator; and

a neutral enforcement circuit structured to, in response to the gear selection and the failed shift rail position sensor, in order;

command the shift actuator to a neutral position;

confirm the neutral position by commanding a second shift actuator to engage a second gear, wherein the second shift actuator is not capable of engaging the second gear unless the shift actuator is in the neutral position, and confirming the second shift actuator has engaged the second gear; and

command the shift actuator into a gear position in response to the gear selection.

66. The transmission of claim 63, wherein the controller further comprises:

a backlash indication circuit structured to identify an imminent backlash crossing event at a first gear mesh; and

a backlash management circuit structured to reduce engagement force experienced by the first gear mesh in response to receiving a backlash crossing indication event from the backlash indication circuit, wherein the backlash indication circuit is further structured to identify the imminent backlash crossing event in response to the transmission operating in the zero torque region.