System, method, and apparatus for managing transmission shutdown operations

1. A transmission, comprising:

an input shaft configured to couple to a prime mover;

twin countershafts 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 first 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 twin countershafts and the second plurality of gears to the main shaft, wherein the first shift actuator is mounted on an exterior wall of a housing, and wherein the twin countershafts and the main shaft are at least partially positioned within the housing;

a second shift actuator structured to couple the main shaft to the output shaft with a selected reduction ratio;

a third shift actuator structured to couple the input shaft to the main shaft with a selected gear ratio;

a controller, 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; and

a means for disabling engagement of the prime mover unless at least one neutral indication is active and at least one of a parking brake or a service brake is engaged.

2. The transmission of claim 1 , wherein the neutral enforcement circuit is further structured to provide the first neutral command and the second neutral command further in response to the at least one vehicle operating condition indicating a system shutdown event.

3. A transmission, comprising:

an input shaft configured to couple to a prime mover;

twin countershafts 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 first 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 twin countershafts and the second plurality of gears to the main shaft, wherein the first shift actuator is mounted on an exterior wall of a housing, and wherein the twin countershafts and the main shaft are at least partially positioned within the housing;

a second shift actuator structured to couple the main shaft to the output shaft with a selected reduction ratio;

a third shift actuator structured to couple the input shaft to the main shaft with a selected gear ratio;

a controller, 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; and

a means for disabling engagement of the prime mover unless two vehicle movement mitigators are active;

wherein the neutral enforcement circuit is further structured to provide a third neutral command to the third shift actuator in response to at least one of:

determining both of the first shift actuator and the second shift actuator have failed to achieve a neutral position;

determining that one of the first shift actuator or the second shift actuator have failed to achieve the neutral position; and

determining that a position sensor corresponding to at least one of the first shift actuator or the second shift actuator is not providing a reliable position indication.

4. The transmission of claim 1 , wherein each of the first shift actuator and the second shift actuator are pneumatically powered.

5. The transmission of claim 4 , further comprising a clutch selectively coupling the input shaft to the prime mover, and a clutch actuator, wherein the clutch actuator is pneumatically powered.

6. The transmission of claim 5 , wherein the clutch actuator and the shift actuators are powered by a common air supply, and wherein the transmission does not include any external pneumatic hoses.

7. A transmission, comprising:

an input shaft configured to couple to a prime mover;

twin countershafts 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 first 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 twin countershafts and the second plurality of gears to the main shaft, wherein the first shift actuator is mounted on an exterior wall of a housing, and wherein the twin countershafts and the main shaft are at least partially positioned within the housing;

a second shift actuator structured to couple the main shaft to the output shaft with a selected reduction ratio;

a third shift actuator structured to couple the input shaft to the main shaft with a selected gear ratio;

wherein each of the first shift actuator and the second shift actuator are pneumatically powered;

a clutch selectively coupling the input shaft to the prime mover, and a clutch actuator, wherein the clutch actuator is pneumatically powered;

a controller, 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; and

a means for disabling engagement of the prime mover unless two vehicle movement mitigators are active;

wherein the controller further comprises a potential energy reduction circuit structured to provide a clutch engagement command in response to determining at least one of the first shift actuator or the second shift actuator have achieved a neutral position, and wherein the clutch actuator is responsive to the clutch engagement command.

8. A transmission, comprising:

an input shaft configured to couple to a prime mover;

twin countershafts 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 first 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 twin countershafts and the second plurality of gears to the main shaft, wherein the first shift actuator is mounted on an exterior wall of a housing, and wherein the twin countershafts and the main shaft are at least partially positioned within the housing;

a second shift actuator structured to couple the main shaft to the output shaft with a selected reduction ratio;

a third shift actuator structured to couple the input shaft to the main shaft with a selected gear ratio; and

a controller, 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, wherein the neutral enforcement circuit is further structured to provide a third neutral command to the third shift actuator in response to at least one of:

determining both of the first shift actuator and the second shift actuator have failed to achieve the neutral position;

determining that one of the first shift actuator or the second shift actuator have failed to achieve the neutral position; and

determining that a position sensor corresponding to at least one of the first shift actuator or the second shift actuator is not providing a reliable position indication.

9. The transmission of claim 7 , wherein the potential energy reduction circuit is further structured to provide the clutch engagement command in response to determining at least one of the first shift actuator, the second shift actuator, or the third shift actuator have achieved the neutral position.

10. A transmission, comprising:

an input shaft configured to couple to a prime mover;

twin countershafts 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 first 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 twin countershafts and the second plurality of gears to the main shaft, wherein the first shift actuator is mounted on an exterior wall of a housing, and wherein the twin countershafts and the main shaft are at least partially positioned within the housing;

a second shift actuator structured to couple the main shaft to the output shaft with a selected reduction ratio;

a controller, comprising:

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

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; and

a prime mover disengagement circuit structured to:

provide a prime mover engagement disable command; and

stop the providing the prime mover engagement disable command in response to at least one determination selected from the determinations consisting of:

the neutral enforcement circuit determining that two independent neutral indications are active;

the neutral enforcement circuit determining that at least one neutral indication is active, and the vehicle state circuit determining that at least one of a parking brake or a service brake is engaged; and

the neutral enforcement circuit determining that at least one neutral indication is active, and the vehicle state circuit determining that a vehicle defining the transmission is moving.

11. A method for powering down a transmission, comprising:

determining that a system shutdown event is occurring, and performing, in response to the system shutdown event:

enforcing a main box neutral position;

enforcing a range neutral position; and

engaging a pneumatically activated clutch;

further comprising, in order:

determining at least one of the main box or the range has not achieved the neutral position; and

enforcing a splitter neutral position.

12. The method of claim 11 , further comprising providing a prime mover engagement disable command, and stopping the providing the prime mover engagement disable command in response to at least one determination selected from the determinations consisting of:

determining that two independent neutral indications are active;

determining that at least one neutral indication is active, and further determining that at least one of a parking brake or a service brake is engaged; and

determining that at least one neutral indication is active, and further determining that a vehicle defining the transmission is moving.

13. The transmission of claim 8 , wherein the neutral enforcement circuit is further structured to provide the first neutral command and the second neutral command further in response to the at least one vehicle operating condition indicating a system shutdown event.

14. The transmission of claim 8 , wherein each of the first shift actuator and the second shift actuator are pneumatically powered.

15. The transmission of claim 14 , further comprising a clutch selectively coupling the input shaft to the prime mover, and a clutch actuator, wherein the clutch actuator and the shift actuators are powered by a common air supply, and wherein the transmission does not include any external pneumatic hoses.

16. The transmission of claim 15 , wherein the controller further comprises a potential energy reduction circuit structured to provide a clutch engagement command in response to determining at least one of the first shift actuator or the second shift actuator have achieved a neutral position, and wherein the clutch actuator is responsive to the clutch engagement command.

17. The transmission of claim 16 , wherein the potential energy reduction circuit is further structured to provide the clutch engagement command in response to determining at least one of the first shift actuator, the second shift actuator, or the third shift actuator have achieved the neutral position.