Transmission clutch closed loop slip controller and method

• US 4,757,886 A
• Filed: 01/20/1987
• Issued: 07/19/1988
• Est. Priority Date: 01/20/1987
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Motor Company
• Inventors: Brown, Larry T., Kraska, Marvin P.
• Primary Examiner(s): Braun, Leslie A.
• Assistant Examiner(s): NOT, DEFINED
• Application Number:
  US07/005,179
• Time in Patent Office: 546 Days
• Field of Search: 192/0.032, 192/0.033, 192/0.075, 192/0.076, 192/3.28, 192/3.29, 192/3.30, 192/3.31, 192/103 F
• US Class Current: 192/3.3
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/101 Infinitely variable gearings
• CPC Class Codes: B60W 2050/0009 Proportional differential [PD] controller
• CPC Class Codes: B60W 2050/0011 Proportional Integral Differential [PID] controller
• CPC Class Codes: B60W 2050/0052 Filtering, filters
• CPC Class Codes: B60W 2510/0241 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: F16H 2045/0294 Single disk type lock-up clutch, i.e. using a single disc engaged between friction members
• CPC Class Codes: F16H 2059/6807 Status of gear-change operation, e.g. clutch fully engaged
• CPC Class Codes: F16H 2061/145 for controlling slip, e.g. approaching target slip value
• CPC Class Codes: F16H 2061/6608 Control of clutches, or brakes for forward-reverse shift
• CPC Class Codes: F16H 61/143 using electric control means
• CPC Class Codes: F16H 61/66 specially adapted for continuously variable gearings control of exclusively fluid gearing F16H61/38
• CPC Class Codes: F16H 61/66259 using electrical or electronical sensing or control means

Abstract

A continuously variable belt-driven transmission includes a hydraulic torque converter, a variable diameter displaceable input pulley, a variable diameter displaceable output pulley, forward and reverse planetary gearing, a differential mechanism and half shafts driven from the differential mechanism. A slipping lockup clutch is hydraulically actuated to connect and disconnect selectively the impeller and turbine of the torque converter. The radial position of the drive belt that engages the input and output pulleys is determined by selectively pressurizing and venting a cylinder to move displaceable sheaves of a pulley. Hydraulically actuated clutches are selectively engageable to produce forward drive or reverse drive from the output pulley to the differential mechanism. Various sensors produce electric signals as input to a microprocessor indicate the position of the engine throttle, the magnitude of engine speed, primary pulley speed, secondary pulley speed, converter lockup clutch pressure, belt load pressure, line pressure and the position of a PRNDL gear selector. A valve body hydraulically actuates, in accordance with the output produced by the computer, the forward clutch, the reverse clutch, the torque converter lockup clutch and the displaceable sheaves of the input pulley and output pulley. An electronic feedback system controls the slip, engagement and disengagement of the torque converter lockup clutch.

Claims

1. A system for controlling the operation of a slipping clutch for use in the transmission of a motor vehicle comprising:

a clutch having a driving member and a driven member driveably engaged and disengaged in accordance with the magnitude of lockup clutch pressure developed in the clutch;

an electrical solenoid-operated valve means for producing hydraulic fluid flow to the clutch;

means for producing signals representing the magnitude of the speeds of the driving member and the driven member;

means for calculating a current slip across the clutch and for producing current commanded slip;

means for producing slip error duty cycle from the current commanded slip and the current calculated slip;

minor loop feedback means for producing a signal representing the magnitude of lockup clutch pressure;

means for producing a current duty cycle from the sum of the slip error duty cycle and a previously calculated duty cycle minus the minor loop feedback signal; and

means for converting the current duty cycle to a signal proportional thereto, and driving the solenoid with said proportional signal and producing lockup clutch pressure in the clutch tending to engage the driving and driven members.

2. The system of claim 1 further including;

compensator means for phase compensating the slip error duty cycle including a proportional, integral, differential compensator;

solenoid-operated valve driver means including a third order Butterworth digital filter whose input is a pulse width modulated current duty cycle signal for converting said pulse width modulated current duty cycle signal to an electric current output applied to the winding of the solenoid; and

wherein

the solenoid-operated valve means includes a variable force solenoid driven by the output of the valve driver means and valve means for regulating the pressure supplied to the clutch in accordance with the force developed by the solenoid.

3. The method of claim 1 further including;

pressure transducer means located in the minor feedback loop for producing a signal representing the lockup clutch pressure; and

compensator means including a proportional, derivative PD compensator connected to the output of the pressure transducer and a gain adjust compensator connected to the PD compensator for producing said signal representing the lockup clutch pressure.

4. A system for controlling the operation of a slipping clutch for use in the transmission of a motor vehicle comprising:

a torque converter having an impeller and a turbine arranged in hydrodynamic driving relation and a casing for containing fluid;

lockup clutch means for driveably engaging and disengaging the impeller and turbine in accordance with the relative magnitudes of a converter feed pressure and a lockup clutch pressure;

an electrical solenoid-operated valve means for producing hydraulic fluid flow to the clutch;

means for producing signals representing the magnitude of the speeds of the impeller and the turbine;

means for calculating a current slip across the clutch and for producing a current commanded slip;

means for producing slip error duty cycle from the current commanded slip and the current calculated slip;

minor loop feedback means for producing a signal representing the magnitude of the lockup clutch pressure;

means for producing a current duty cycle from the sum of the slip error duty cycle and a previously calculated duty cycle minus the minor loop feedback signal; and

means for converting the current duty cycle to a signal proportional thereto, driving the solenoid with said proportional signal and producing the lockup clutch pressure in the clutch tending to connect the impeller and turbine.

5. The system of claim 4 further including a converter feed pressure producing and controlling means that includes:

a hydraulic pump having a suction side connected to the transmission sump and a discharge side adapted for connection to the system;

means for producing a first control pressure; and

main regulator valve means connected to the discharge side of the pump for regulating converter feed pressure in accordance with the first control pressure.

6. The system of claim 5 wherein the first control pressure producing means includes:

a source of regulated line pressure;

means for producing a first electrical command signal;

a first electrical solenoid connected to the first electrical command signal producing means; and

line control valve means connected to the source of regulated line pressure for producing the first control pressure in accordance with the first electrical command signal applied to the first electrical solenoid.

7. The system of claim 5 further including a line boost valve means connected to the first control pressure, to the discharge side of the pump, and to the main regulator valve means for directing the first control pressure to the main regulator valve when the first control pressure is in a range bounded by zero and a first predetermined first control pressure and for regulating control pressure supplied to the main regulator valve when the first control pressure is equal to or greater than said first predetermined first control pressure.

8. The system of claim 4 wherein the lockup clutch means includes:

a source of low pressure;

a source of regulated line pressure;

a lockup clutch control valve connected to the source of regulated line pressure, to the source of low pressure, and to the torque converter casing for connecting the casing to the source of low pressure in response to a command to disengage the lockup clutch, and for supplying said lockup clutch pressure from the source of regulated line pressure to the torque converter casing in response to a command to engage the lockup clutch.

9. The system of claim 8 wherein the electrical solenoid-operated valve means includes:

means for producing an electrical command signal;

an electrical solenoid connected to the command signal producing means; and

the electrical solenoid-operated valve means connected to the source of regulated line pressure for producing lockup clutch control pressure in accordance with the command signal applied to the electrical solenoid.

10. The system of claim 8 further comprising:

converter regulator valve means connected to the low pressure source, to the converter feed pressure producing means, and to the torque converter casing for opening the converter feed pressure to the low pressure source in accordance with a rise in the lockup clutch pressure in response to a command to engage the lockup clutch.

11. The system of claim 6 wherein the lockup clutch pressure producing means includes:

a port connected to the source of regulated line pressure;

a port connected to a source of low pressure;

a control port connected to a lockup clutch control pressure;

an outlet port connected to the torque converter casing; and

a valve spool for opening the connection between the low pressure source and the torque converter casing in accordance with the magnitude of the lockup clutch control pressure, and for regulating the pressure supplied to the torque converter casing in accordance with the magnitude of the lockup clutch control pressure.

12. The system of claim 11 further including a converter regulator valve including:

a port connected to the low pressure source;

a port connected to the converter feed pressure regulating means;

a port connected to the outlet port of the lockup clutch pressure producing means; and

a valve spool for closing the connection between the converter feed pressure and the low pressure source when the lockup clutch pressure supplied to the torque converter casing is low, and for opening said connection when the lockup clutch pressure supplied to the torque converter casing is higher.