Method for controlling a vehicle powertrain having step ratio gearing and a continuously variable transmission to achieve optimum engine fuel economy

• US 20090105041A1
• Filed: 10/17/2007
• Published: 04/23/2009
• Est. Priority Date: 10/17/2007
• Status: Active Grant

• Current Assignee: Eaton Intelligent Power Limited (Eaton Corporation PLC.)
• Original Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Inventors: Jacobs, Craig Steven, McKenzie, Ian Daniel
• Granted Patent: US 7,789,795 B2
• Time in Patent Office: Days
• US Class Current: 477/41
• CPC Class Codes: F16H 2037/088 Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
• CPC Class Codes: F16H 2061/0015 Transmission control for optimising fuel consumptions
• CPC Class Codes: F16H 2061/022 Calculation or estimation of optimal gear ratio, e.g. best ratio for economy drive or performance according driver preference, or to optimise exhaust emissions
• CPC Class Codes: F16H 37/0846 CVT using endless flexible members
• CPC Class Codes: F16H 61/66259 using electrical or electronical sensing or control means

Abstract

A method is disclosed for controlling overall transmission ratios in a vehicle powertrain with an engine, fixed multiple-ratio gearing and infinitely variable ratio components. For a given vehicle speed and for a given vehicle traction wheel horsepower, the fixed multiple-ratio gearing and the infinitely variable ratio components are controlled to operate with an overall ratio that will permit the engine to operate with optimum efficiency.

Claims

1. A method for controlling a power transmission in a powertrain for a wheeled vehicle, the powertrain having an engine and the transmission having dual power delivery paths from the engine to vehicle traction wheels, one power delivery path being defined by multiple fixed-ratio gearing and the other power delivery path being defined by infinitely variable ratio elements;

the method comprising the steps of;

calibrating a first relationship of powertrain variables comprising engine speed and engine power that will achieve an optimum engine efficiency for a given engine power demand and for a given engine speed, the engine efficiency decreasing when engine speed increases for the given engine power;

calibrating a second relationship of powertrain variables comprising overall powertrain efficiency and vehicle speed for each of multiple gear ratios for the transmission;

determining horsepower at the traction wheels for each of several engine speeds using the calibrated first and second relationships of powertrain variables;

selecting an engine speed that corresponds to optimum engine efficiency; and

selecting a gear ratio and a ratio for the infinitely variable ratio elements for a given demand for power at the traction wheels whereby the engine operates at the selected engine speed.

2. The method set forth in claim 1 wherein the selection of a ratio for the infinitely variable ratio elements comprises selecting a range of ratios for the infinitely variable ratio elements, the overall powertrain ratio being relatively unchanged as the ratio of the infinitely variable ratio elements is a value within the range of ratios whereby hysteresis is introduced and transient adjustments of the infinitely variable ratio elements are reduced in frequency.

3. The method set forth in claim 1 wherein the step of selecting a gear ratio and a ratio for the infinitely variable ratio elements for a given demand for power at the traction wheels comprises predicting deceleration of the vehicle during a ratio shift;

calculating vehicle speed in a next gear relative to the current gear speed;

calculating driveline efficiency at a desired engine speed and at an actual vehicle speed for a current gear, the driveline efficiency being a function of power through the fixed-ratio gearing and through the infinitely variable ratio elements;

calculating powertrain efficiency for a desired engine speed and predicted vehicle speeds for adjacent gear ratios higher and lower than a current ratio;

determining powertrain efficiency for each adjacent gear ratio; and

selecting the gear ratio associated with each of the determined powertrain efficiencies that is highest.

4. The method set forth in claim 2 wherein the step of selecting a gear ratio and a ratio for the infinitely variable ratio elements for a given demand for power at the traction wheels comprises predicting deceleration of the vehicle during a ratio shift;

calculating vehicle speed in a next gear relative to the current gear speed;

calculating driveline efficiency at a desired engine speed and at an actual vehicle speed for a current gear, the driveline efficiency being a function of power through the fixed-ratio gearing and through the infinitely variable ratio elements;

calculating powertrain efficiency for a desired engine speed and predicted vehicle speeds for adjacent gear ratios higher and lower than a current ratio;

determining powertrain efficiency for each adjacent gear ratio; and

selecting the gear ratio associated with each of the determined powertrain efficiencies that is highest.

5. The method set forth in claim 3 wherein the step of calculating driveline efficiency is executed as a function of power through the fixed-ratio gearing and through the infinitely variable ratio elements as well as efficiencies of the fixed-ratio gearing and the infinitely variable ratio elements.

6. The method set forth in claim 1 wherein the step of selecting an engine speed comprises selecting minimum and maximum engine speeds in an engine speed range corresponding to minimal engine torque change whereby hysteresis is introduced to reduce frequency of transient adjustments of the infinitely variable ratio elements.