Clutch-to-clutch coast downshifting in a motor vehicle automatic transmission

• US 4,671,139 A
• Filed: 01/27/1986
• Issued: 06/09/1987
• Est. Priority Date: 01/27/1986
• Status: Expired due to Term

• Current Assignee: General Motors Corporation (General Motors Company)
• Original Assignee: General Motors Corporation (General Motors Company)
• Inventors: Reichert, Frederick K., Nitz, Larry T., Wanamaker, Joseph L., Downs, Robert C.
• Primary Examiner(s): Braun, Leslie
• Assistant Examiner(s): NOT, DEFINED
• Application Number:
  US06/822,397
• Time in Patent Office: 498 Days
• Field of Search: 74/733, 74/866, 74/865, 74/861, 364/424.1
• US Class Current: 477/148
• CPC Class Codes: F16H 2059/186 Coasting
• CPC Class Codes: F16H 2059/385 Turbine speed
• CPC Class Codes: F16H 2059/467 of torque converter
• CPC Class Codes: F16H 2061/0255 Solenoid valve using PWM or duty-cycle control
• CPC Class Codes: F16H 2061/044 when a freewheel device is disengaged or bridged
• CPC Class Codes: F16H 61/061 using electric control means
• CPC Class Codes: F16H 61/08 Timing control
• CPC Class Codes: F16H 61/21 Providing engine brake control
• CPC Class Codes: F16H 61/684 without interruption of drive
• CPC Class Codes: Y10T 74/19153 Condition responsive control

Abstract

Clutch-to-clutch downshifts in the course of a coast mode of operation are effected by releasing the off-going clutching device at a time determined in relation to the vehicle speed and deceleration rate, and applying the on-coming clutching device a predetermined time thereafter such that the apply occurs when the engine speed is substantially equal to the transmission input speed in the downshifted speed ratio. The predetermined time defines an neutral interval during which the on-coming clutching device is filled with hydraulic fluid in preparation for engagement, and the engine speed assumes its neutral idle value. At the end of the predetermined time, the engine speed and the transmission input speed in the downshifted speed ratio are at the neutral idle value, and the on-coming clutching device is applied to complete the shift.

Claims

1. In a motor vehicle having an engine drivingly connected to a vehicle wheel through a fluid coupling and a multiple speed ratio transmission, where the fluid coupling includes an impeller connected to the engine and a turbine connected to the transmission, the transmission being shiftable from an upper speed ratio to a lower speed ratio by releasing a friction element associated with the upper speed ratio and applying a friction element associated with the lower speed ratio, and the motor vehicle being operable in a coast mode wherein the vehicle wheel and transmission drive the turbine faster than the engine drives the impeller until the engine speed falls below its no-load idle speed after which the engine drives the impeller faster than the vehicle wheel and transmission drive the turbine, a method of controlling the apply and release of the transmission friction elements to effect a shifting of the transmission from the upper speed ratio to the lower speed ratio as the vehicle speed is reduced in the course of a coast mode of operation, such method comprising the steps of:

maintaining the apply of the friction element associated with the upper speed ratio at least until the engine speed is driven below said no-load idle speed; and

thereafter

releasing the transmission friction element associated with the upper speed ratio and subsequently when the impeller and turbine speeds substantially coincide applying the transmission friction element associated with the lower speed ratio such that (1) in the neutral interval between such release and such subsequent apply the engine speed substantially returns to said no-load idle speed, and (2) the engine speed immediately before and after the applying of the transmission friction element associated with the lower speed ratio is substantially equal, whereby torque fluctuations at the vehicle wheel are minimized.

2. The method as set forth in claim 1, including the step of:

determining the no-load idle speed of the engine at the onset of the coast mode of operation by monitoring a relation respecting the speeds of rotation of the impeller and turbine, and identifying the engine speed at which the turbine and impeller are driven at substantially the same speed.

3. The method as set forth in claim 1, including the steps of:

estimating the neutral idle speed of the engine at the initiation of engine operation and storing an indication representative thereof for use in timing the release of the friction element associated with the upper speed ratio;

monitoring a relation respecting the speeds of rotation of the impeller and turbine at the onset of a coast mode of operation, and identifying the actual no-load idle speed at which the turbine and impeller substantially coincide; and

adjusting the stored indication of neutral idle speed by an amount determined in relation to the identified actual neutral idle speed, thereby to update the stored indication in accordance with current engine operating conditions.

4. In a motor vehicle having an engine drivingly connected to a vehicle wheel through a fluid coupling and a multiple speed ratio transmission, where the fluid coupling includes an impeller connected to the engine and a turbine connected to the transmission, the transmission being shiftable from an upper speed ratio to a lower speed ratio by releasing a friction element associated with the upper speed ratio and applying a friction element associated with the lower speed ratio, and the motor vehicle being operable in a coast mode wherein the vehicle wheel and transmission drive the turbine faster than the engine drives the impeller until the engine speed falls below its no-load idle speed after which the engine drives the impeller faster than the vehicle wheel and transmission drive the turbine, a method of controlling the apply and release of the transmission friction elements to effect a shifting of the transmission from the upper speed ratio to the lower speed ratio as the vehicle speed is reduced in the coarse of a coast mode of operation, such method comprising the steps of:

determining as a function of the current vehicle speed the speed at which the vehicle wheel and transmission would drive the turbine assuming engagement of the lower speed ratio, and predicting as a function of the current vehicle deceleration the value of such speed a predetermined time interval in the future, such predetermined time interval being determined in relation to the characteristic time required for the engine speed to return to its no-load idle value from a lower value when the engine load is removed; and

releasing the friction element associated with the upper speed ratio to remove the engine load when the predicted turbine speed coincides with the no-load idle speed of the engine thereby initiating a neutral interval in which the engine speed increases substantially to its no-load idle speed, and applying the friction element associated with the lower speed ratio a predetermined time interval thereafter, such engagement substantially coinciding with the substantial return of the engine to its no-load idle speed whereby the engine speeds immediately before and after such apply are substantially equal.

5. The method as set forth in claim 4, including the step of:

determining the no-load idle speed of the engine at the onset of the coast mode of operation by monitoring a relation respecting the speeds of rotation of the impeller and turbine, and identifying the engine speed at which the turbine and impeller are driven at substantially the same speed.

6. The method as set forth in claim 4, including the steps of:

estimating the neutral idle speed of the engine at the initiation of engine operation and storing an indication representative thereof for use in timing the release of the friction element associated with the upper speed ratio;

monitoring a relation respecting the speeds of rotation of the impeller and turbine at the onset of a coast mode of operation, and identifying the actual no-load idle speed at which the turbine and impeller substantially coincide; and

adjusting the stored indication of neutral idle speed by an amount determined in relation to the identified actual neutral idle speed, thereby to update the stored indication in accordance with current engine operating conditions.

7. In a motor vehicle having an engine drivingly connected to a vehicle wheel through a fluid coupling and a multiple speed ratio transmission, where the fluid coupling includes an impeller connected to the engine and a turbine connected to the transmission, the transmission is shiftable from an upper speed ratio to a lower speed ratio by releasing a friction element associated with the upper speed ratio and applying a friction element associated with the lower speed ratio, and the motor vehicle is operable in a coast mode of operation wherein the vehicle wheel and transmission drive the turbine faster than the engine drives the impeller until the engine speed falls below its no-load idle speed after which the engine drives the impeller faster than the vehicle wheel and transmission drive the turbine, a method of controlling the apply and release of the transmission friction elements to effect shifting of said transmission from said upper speed ratio to said lower speed ratio as the vehicle speed is reduced in the course of a coast mode of operation, such method comprising the steps of:

computing as a function of the current vehicle speed the speed at which the vehicle wheel and transmission would drive the turbine assuming engagement of the lower speed ratio, and predicting as a function of the current vehicle deceleration the value of such computed speed a predetermined time prior to its reaching the neutral idle speed of the engine, such predetermined time bearing a relation to the characteristic time required for the engine speed to retrun to its no-load idle value from a lower value when the engine load is removed;

releasing the friction element associated with the upper speed ratio when the computed tubine speed reaches the predicted turbine speed to thereby initiate a neutral interval during which the engine speed increases toward its no-load idle speed; and

applying the friction element associated with the lower speed ratio a predetermined time after the release of the friction element associated with the upper speed ratio so that such apply substantially coincides with the return of the engine to its no-load idle speed, whereby the engine speeds immediately before and after such apply are substantially equal and torque fluctuations at the vehicle wheel are minimized.

8. The method as set forth in claim 7, including the step of:

determining the no-load idle speed of the engine at the onset of the coast mode of operation by monitoring a relation respecting the speeds of rotation of the impeller and turbine, and identifying the engine speed at which the turbine and impeller are driven at substantially the same speed.

9. The method as set forth in claim 7, including the steps of:

estimating the neutral idle speed of the engine at the initiation of engine operation and storing an indication representative thereof for use in timing the release of the friction element associated with the upper speed ratio;

monitoring a relation respecting the speeds of rotation of the impeller and turbine at the onset of a coast mode of operation, and identifying the actual no-load idle speed at which the turbine and impeller substantially coincide; and

adjusting the stored indication of neutral idle speed by an amount determined in relation to the identified actual neutral idle speed, thereby to update the stored indication in accordance with current engine operating conditions.

10. In a motor vehicle having an engine drivingly connected to a vehicle wheel through a fluid coupling and a transmission adapted to provide a low gear and at least two other gears providing successively higher forward speed ratios than said low gear, where the fluid coupling includes an impeller connected to the engine and a turbine connected to the transmission, the transmission is shiftable from a current speed ratio to a desired speed ratio by releasing a friction element associated with such current speed ratio an applying a friction element associated with such desired speed ratio, and the motor vehicle is operable in a coast mode of operation wherein the vehicle wheel and transmission drive the turbine faster than the engine drives the impeller until the engine speed falls below its no-load idle speed after which the engine drives the impeller faster than the vehicle wheel and transmission drive the turbine, a method of controlling the apply and release of the transmission friction elements to effect successive shifting of said transmission from one of said other gears to said low gear as the vehicle speed is reduced in the course of a coast mode of operation, such method comprising the steps of:

maintaining the apply of the friction element associated with the gear engaged at the onset of the coast mode of operation, at least until the engine speed is driven below said no-load idle speed; and

thereafter

releasing the friction element associated with such gear and subsequently when the impeller and turbine speeds substantially coincide applying the friction element associated with a gear which provides a lower speed ratio than the engaged gear until the low gear is engaged, each such release and apply being carried out such that (1) in the neutral interval between the release and subsequent apply of respective friction devices, the engine speed substantially returns to its no-load idle speed, and (2) the engine speed immediately before and after the applying of each such friction element is substantially equal, thereby to minimize the resulting torque fluctuations at the vehicle wheel.

11. A method as set forth in claim 10, including the step of:

inhibiting the apply of the friction element associated with any of said other gears which provide a lower speed ratio than the engaged gear in the course of the coast mode of operation if the release of such friction element is required prior to its apply, thereby to extend the neutral interval and skip the engagement of one or more of said other gears in the presence of relatively high vehicle deceleration.

12. In a motor vehicle having an engine drivingly connected to a vehicle wheel through a fluid coupling and a transmission adapted to provide a low forward speed ratio and at least two successively higher foeward speed ratios, where the fluid coupling includes an impeller connected to the engine and a turbine connected to the transmission, the transmission is shiftable from a current speed ratio to a desired speed ratio by releasing a friction element associated with such current speed ratio and applying a friction element associated with such desired speed ratio, and the motor vehicle is operable in a coast mode of operation wherein the vehicle wheel and transmission drive the turbine faster than the engine drives the impeller until the engine speed falls below its no-load idle speed after which the engine drives the impeller faster than the vehicle wheel and transmission drive the turbine, a method of controlling the apply and release of the transmission friction elements to effect successive shifting of said transmission from the current forward speed ratio to said low forward speed ratio as the vehicle speed is reduced in the course of a coast mode of operation, such method comprising the steps of:

beginning at the onset of the coast mode of operation, computing the speed at which the vehicle wheel and transmission would drive the turbine assuming engagement of a successively lower transmission speed ratio, and predicting as a function of the current vehicle deceleration the value of such speed a predetermined time interval in the future, such predetermined time interval bearing a relation to the characteristic time required for the engine speed to return to its no-load idle value from a lower value when the engine load is removed;

releasing the friction element associated with the currently engaged speed ratio to remove the engine load when the predicted turbine speed for the successively lower transmission speed ratio coincides with the no-load idle speed of the engine, thereby initiating a neutral interval during which the engine speed increases substantially to its no-load idle speed; and

applying the friction element associated with the successively lower transmission speed ratio a predetermined time after the release of the friction device associated with the currently engaged speed ratio unless the predicted turbine speed for the next successively lower transmission speed ratio coincides with the no-load idle speed of the engine first, thereby to extend the neutral interval and skip the engagement of the successively lower transmission speed ratio when the vehicle deceleration is relatively high.

13. In a motor vehicle having an engine drivingly connected to a vehicle wheel through a fluid coupling and a transmission adapted to provide a low forward speed ratio and at least two successively higher forward speed ratios, where the fluid coupling includes an impeller connected to the engine and a turbine connected to the transmission, the transmission is shiftable from a current speed ratio to a desired speed ratio by releasing a friction element associated with such current speed ratio and applying a friction element associated with such desired speed ratio, and the motor vehicle is operable in a coast mode of operation wherein the vehicle wheel and transmission drive the turbine faster than the engine drives the impeller until the engine speed falls below its no-load idle speed after which the engine drives the impeller faster than the vehicle wheel and transmission drive the turbine, a method of controlling the apply and release of the transmission friction elements to effect successive shifting of said transmission from the current forward speed ratio to said low forward speed ratio as the vehicle speed is reduced in the course of a coast mode of operation, such method comprising the steps of:

begining at the onset of the coast mode of operation, computing the speed at which the vehicle wheel and transmission would drive the turbine assuming engagement of a successively lower transmission speed ratio, and predicting as a function of the current vehicle deceleration the value of such computed speed a predetermined time prior to its reaching the no-load idle speed of the engine, such predetermined time bearing a relation to the characteristic time required for the engine speed to return to its no-load idle value from a lower value when the engine load is removed;

releasing the friction element associated with the currently engaged speed ratio to remove the engine load when the computed turbine speed for the successively lower speed ratio reaches the predicted turbine speed for such successively lower speed ratio to thereby initiate a neutral interval during which the engine speed increases substantially to its no-load idle speed; and

applying the friction element associated with the successively lower transmission speed ratio a predetermined time after the release of the friction device associated with the currently engaged speed ratio unless the computed and predicted turbine speeds for the next successively lower transmission speed ratio coincide, thereby to extend the neutral interval and skip the engagement of the successively lower transmission speed ratio when the vehicle deceleration is relatively high.