Method for reducing a tip-in shock of an automatic transmission

• US 20060128522A1
• Filed: 12/13/2005
• Published: 06/15/2006
• Est. Priority Date: 12/13/2004
• Status: Active Grant

• Current Assignee: Hyundai Motor Company (Hyundai Motor Group)
• Original Assignee: Hyundai Motor Company (Hyundai Motor Group)
• Inventors: Yeo, Chang Gi
• Granted Patent: US 7,335,132 B2
• Time in Patent Office: Days
• US Class Current: 477/109
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: F02D 2250/26 by applying a torque limit
• CPC Class Codes: F02D 41/0002 Controlling intake air
• CPC Class Codes: F02D 41/107 and deceleration
• CPC Class Codes: F16H 2061/0496 for low engine torque, e.g. during coasting, sailing or engine braking
• CPC Class Codes: F16H 2063/506 for engine torque resume after shift transition, e.g. a resume adapted to the driving style
• CPC Class Codes: F16H 61/0437 by using electrical signals F16H61/0403 and F16H61/061 take precedence
• CPC Class Codes: Y02T 10/60 Other road transportation technologies with climate change mitigation effect

Abstract

In the case a tip-in occurs during a downshift control in a coasting state of a vehicle, when an engine torque reduction control condition is satisfied, an engine torque is limited by limiting a throttle opening. The limited engine torque is gradually recovered to a normal torque through a plurality of ramp control processes.

Claims

1. A method for reducing tip-in shock in an automatic transmission, comprising:

determining whether an engine torque reduction control condition is satisfied when tip-in occurs during downshift control in a coasting state;

limiting an engine torque by limiting throttle opening through control of an ETC when the engine torque reduction control condition is satisfied; and

releasing the engine torque limitation.

2. The method of claim 1, wherein the limiting of the engine torque comprises:

determining, when the engine torque reduction control condition is satisfied, whether a predetermined first period Δ

t1, during which an on-coming clutch duty pressure is maintained at a predetermined duty pressure level, has elapsed after a first time point where the on-coming duty pressure is applied with a maximum hydraulic pressure; and

limiting the throttle opening through the control of the ETC when the first period Δ

t1 has elapsed.

3. The method of claim 1, wherein the releasing of the engine torque limitation comprises:

determining whether a predetermined second period Δ

t2 has elapsed after a second time point where a vehicle speed begins changing by the limited throttle opening;

a first ramp controlling for gradually increasing, after the predetermined second period Δ

t2, the limited torque by a first slope until a third time point where a floating control of the on-coming duty pressure is finished;

a second ramp controlling for gradually increasing, after the first ramp controlling, the limited torque by a second slope until a fourth point where the on-coming duty pressure becomes a final duty pressure of the downshift; and

releasing the engine torque limitation, after the second ramp controlling, by gradually increasing the limited torque by a third slope for a predetermined third period Δ

t3.

4. The method of claim 2, wherein the releasing of the engine torque limitation comprises:

determining whether a predetermined second period Δ

t2 has elapsed after a second time point where a vehicle speed begins changing by the limited throttle opening;

a first ramp controlling for gradually increasing, after the predetermined second period Δ

t2, the limited torque by a first slope until a third time point where a floating control of the on-coming duty pressure is finished;

a second ramp controlling for gradually increasing, after the first ramp controlling, the limited torque by a second slope until a fourth time point where the on-coming duty pressure becomes a final duty pressure of the downshift; and

releasing the engine torque limitation, after the second ramp controlling, by gradually increasing the limited torque by a third slope for a predetermined third period Δ

t3.

5. The method of claim 1, wherein the engine torque reduction control condition comprises:

a current shifting to be a 4→

3 shifting during a coasting of the vehicle;

the engine speed to be above about 850 RPM;

a throttle opening to be above about 5%;

a coolant temperature to be above about 30°

C.; and

a duty control of the on-coming hydraulic pressure not in a shift starting period nor in a shift finishing period.

6. The method of claim 1, wherein the second slope is steeper than the first slope.

7. The method of claim 1, wherein the third slope is steeper than the second slope.

8. The method of claim 4, wherein:

the engine torque reduction control condition comprises a current shifting to be a 4→

3 shifting during a coasting of the vehicle, the engine speed to be above about 850 RPM, a throttle opening to be above about 5%, a coolant temperature to be above about 30°

C., and a duty control of the on-coming hydraulic pressure not in a shift starting period nor in a shift finishing period;

the second slope is steeper than the first slope; and

the third slope is steeper than the second slope.

9. A method for reducing tip-in shock in an automatic transmission, comprising:

determining whether an engine torque reduction control condition is satisfied when tip-in occurs during downshift control in a coasting state;

limiting engine torque when the engine torque reduction control condition is satisfied; and

releasing the engine torque limitation.

10. The method of claim 9, wherein the limiting of the engine torque comprises:

determining, when the engine torque reduction control condition is satisfied, whether a predetermined first period Δ

t1 has elapsed after a first time point when an on-coming clutch duty pressure is applied and maintained at a maximum hydraulic pressure; and

limiting throttle opening when the first period Δ

t1 has elapsed.

11. The method of claim 10, wherein the releasing of the engine torque limitation comprises:

determining whether a predetermined second period Δ

t2 has elapsed after a second time point where a vehicle speed begins changing by the limited throttle opening;

gradually increasing, after the predetermined second period Δ

t2, the limited torque by a first slope until a third time point where a floating control of the on-coming duty pressure is finished;

gradually increasing, after the third time point, the limited torque by a second slope until a fourth point where the on-coming duty pressure becomes a final duty pressure of the downshift; and

releasing the engine torque limitation, after the fourth time point, by gradually increasing the limited torque by a third slope for a predetermined third period Δ

t3.

12. The method of claim 9, wherein the engine torque reduction control condition comprises:

a current shifting to be a 4→

3 shifting during coasting of the vehicle;

the engine speed to be above about 850 RPM;

a throttle opening to be above about 5%;

a coolant temperature to be above about 30°

C.; and

a duty control of the on-coming hydraulic pressure not in a shift starting period nor in a shift finishing period.

13. A system for reducing tip-in shock in an automatic transmission, comprising:

at least an engine speed detector, a coolant temperature detector and a throttle opening detector, each generating signals indicative of a respective engine state;

an electronic throttle control;

an engine control unit configured to receive said engine state signals and control the electronic throttle control, said control unit programmed to execute instructions for

determining whether an engine torque reduction control condition is satisfied when tip-in occurs during a downshift control in a coasting state;

controlling the electronic throttle control to limit engine torque by limiting throttle opening when the engine torque reduction control condition is satisfied; and

releasing the engine torque limitation.

14. The system of claim 13, wherein the instructions for controlling the electronic throttle control comprise instructions for:

determining, when the engine torque reduction control condition is satisfied, whether a predetermined first period Δ

t1, during which an on-coming clutch duty pressure is maintained at a predetermined duty pressure level, has elapsed after a first time point where the on-coming duty pressure is applied with a maximum hydraulic pressure; and

limiting the throttle opening when the first period Δ

t1 has elapsed.

15. The system of claim 14, wherein the instructions for releasing the engine torque limitation comprise instructions for:

determining whether a predetermined second period Δ

t2 has elapsed after a second time point where a vehicle speed begins changing by the limited throttle opening;

gradually increasing, after the predetermined second period Δ

t2, the limited torque by a first slope until a third time point where a floating control of the on-coming duty pressure is finished;

gradually increasing, after the third time point, the limited torque by a second slope until a fourth time point where the on-coming duty pressure becomes a final duty pressure of the downshift; and

releasing the engine torque limitation, after the fourth time point, by gradually increasing the limited torque by a third slope for a predetermined third period Δ

t3.

16. The system of claim 15, wherein parameters corresponding to the engine torque reduction control condition are stored in the engine control unit and said parameters comprise:

current shifting operation to be 4→

3 shifting during coasting;

engine speed to be above about 850 RPM;

throttle opening to be above about 5%;

coolant temperature to be above about 30°

C.; and

duty control of the on-coming hydraulic pressure not in a shift starting period nor in a shift finishing period.

17. The system of claim 16, further comprising:

a shift control unit communicating with the engine control unit and providing signals thereto indicative of the automatic transmission shift state;

a shift speed detector communicating with the shift control unit to provide signals indicative of shift speed thereto; and

on-coming and off-going transmission clutches controlled by said shift control unit.