Selective Clutch Control for AMT Anti-Lock Braking
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Solution Overview
Problem
Current automatic mechanical transmission (AMT) and anti-lock braking systems (ABS) face challenges in selectively decoupling a vehicle engine from the wheels, particularly in situations like steep grades, where decoupling can lead to loss of engine brake assistance and vehicle control issues.
Innovation Solution
An electronic control system that processes inputs such as wheel speed, vehicle inclination, brake operation, and engine speed to selectively engage or disengage the clutch during wheel lock-up conditions, ensuring the engine remains connected on steep inclines to maintain control and disengages on flat surfaces to allow wheels to roll-up, while overriding ABS on steep declines to prevent sudden braking force removal.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If the clutch is disengaged during wheel lock-up to allow wheels to roll-up to vehicle speed, then the wheels can freely roll-up without engine inertia resistance, but the vehicle loses engine brake assistance on steep grades causing lurching and control loss
Solution Approach 1:
The clutch control system dynamically adjusts its state based on real-time vehicle conditions. The electronic control unit continuously monitors wheel speed, vehicle speed, brake pedal position, and other parameters to determine whether to engage or disengage the clutch during ABS operation, optimizing both wheel roll-up capability and vehicle control stability
Solution Approach 2:
The system uses feedback from multiple sensors including wheel speed sensors, vehicle speed sensors, and brake pedal position sensors to continuously monitor vehicle state. This feedback enables the control unit to make real-time decisions about clutch engagement, ensuring the clutch remains engaged when engine brake assistance is needed on steep grades while allowing disengagement when wheel roll-up is the priority
2Reliability
If the clutch remains engaged during wheel lock-up to maintain engine brake assistance, then vehicle control stability is maintained on steep grades, but the wheels cannot roll-up freely due to engine inertia resistance
Solution Approach 1:
The clutch control system dynamically adjusts its state based on real-time vehicle conditions. The electronic control unit continuously monitors wheel speed, vehicle speed, brake pedal position, and other parameters to determine whether to engage or disengage the clutch during ABS operation, optimizing both wheel roll-up capability and vehicle control stability
Solution Approach 2:
The system uses feedback from multiple sensors including wheel speed sensors, vehicle speed sensors, and brake pedal position sensors to continuously monitor vehicle state. This feedback enables the control unit to make real-time decisions about clutch engagement, ensuring the clutch remains engaged when engine brake assistance is needed on steep grades while allowing disengagement when wheel roll-up is the priority
3Reliability
If the ABS system actively brakes during wheel lock-up, then wheel slip is controlled, but sudden braking force removal on steep declines causes vehicle lurching and driver discomfort
Solution Approach 1:
The control unit monitors brake pedal position and vehicle conditions to determine when to modify ABS operation. On steep declines, the system detects the situation and adjusts braking force application to prevent sudden removal of braking force, maintaining driver comfort while still controlling wheel slip
Solution Approach 2:
The system changes the braking control parameters based on vehicle operating conditions. On steep declines, the ABS system modifies its braking force application strategy, maintaining more consistent braking pressure to prevent sudden force removal and associated vehicle lurching, while still effectively controlling wheel slip
Data Source
AI summary
Automatic mechanical transmission system for a vehicle with antilock braking which is configured to selectively decouple the drive train of the vehicle from the wheels of the vehicle. The system includes a first sensor for sensing at least one operational state of the vehicle, a second sensor for sensing a wheel-lock up condition of the vehicle, and a logic control unit. The logic control unit is configured to receive signals from the first and second sensors. When the first sensor communicates a first predetermined operational state of the vehicle and the second sensor communicates a wheel-lockup condition, the logic unit directs disengagement of the drive train from the wheels. Alternatively, when a second predetermined operational state of the vehicle and wheel lock-up condition is communicated, the logic control unit directs engagement of the drive train and the wheels.