System for computer controlled shifting of an automatic transmission

• US 4,799,158 A
• Filed: 05/27/1986
• Issued: 01/17/1989
• Est. Priority Date: 05/27/1986
• Status: Expired due to Fees

• Current Assignee: Ford Motor Company
• Original Assignee: Ford Motor Company
• Inventors: Patil, Prabhakar B.
• Primary Examiner(s): Lall, Parshotam S.
• Assistant Examiner(s): Trans, V. N.
• Application Number:
  US06/867,177
• Time in Patent Office: 966 Days
• Field of Search: 364/424.1, 364/426, 74/866-869
• US Class Current: 701/59
• CPC Class Codes: B60W 2050/0011 Proportional Integral Differential [PID] controller
• CPC Class Codes: B60W 2050/0031 Mathematical model of the vehicle
• CPC Class Codes: F16H 61/0437 by using electrical signals F16H61/0403 and F16H61/061 take precedence

Abstract

In an automotive vehicle having an automatic transmission that driveably connects a power source to the driving wheels, a method to control the application of hydraulic pressure to a clutch, whose engagement produces an upshift and whose disengagement produces a downshift, the speed of the power source, and the output torque of the transmission. The transmission output shaft torque and the power source speed are the controlled variables. The commanded power source torque and commanded hydraulic pressure supplied to the clutch are the control variables. A mathematical model is formulated that describes the kinematics and dynamics of the powertrain before, during and after a gear shift. The model represents the operating characteristics of each component and the structural arrangement of the components within the transmission being controlled. Next, a close loop feedback control is developed to determine the proper control law or compensation strategy to achieve an acceptably smooth gear ratio change, one in which the output torque disturbance is kept to a minimum and the duration of the shift is minimized. Then a computer algorithm simulating the shift dynamics employing the mathematical model is used to study the effects of changes in the values of the parameters established from a closed loop control of the clutch hydraulic and the power source torque on the shift quality. This computer simulation is used also to establish possible shift control strategies. The shift strategies determine from the prior step are reduced to an algorithm executed by a computer to control the operation of the power source and the transmission.

Claims

1. In a powertrain system for controlling the gear ratio changes of a multiple gear ratio automatic transmission having a gearset and a clutch whose pressure magnitude determines the gear ratio at which the transmission is operating, the transmission driveably connecting a power source and the drive wheels of a motor vehicle, a method for controlling the powertrain comprising the steps of:

modeling the kinematic and dynamic characteristics of the power source, gearset and clutches by formulating mathematically the output torque Tw of the transmission and the angular speed Wm of the power source for each of the gear ratios of operation and for the period during a gear ratio change as a function of an updated output torque Tm of the power source and an updated clutch torque Tc;

determining experimentally a first local compensation feedback required to produce the updated power source torque response to a power source torque command Tmc such that the torque response requirements of the system are realizable;

determining experimentally a second local compensation feedback required to produce the updated clutch torque response to a clutch torque command Tcc such that the torque response requirements of the system are realizable;

generating a first error Twe defined as the difference between the actual transmission output torque and a transmission output torque command;

determining the compensation required to produce the power source torque command Tmc as a function of the first error Twe;

generating a second error Wme defined as the difference between the actual power source speed and a power source speed command;

determining the compensation required to produce the clutch torque command Tcc as a function of the second error Wme;

converting the clutch torque command to a clutch pressure command Pcc;

generating a third error Tme defined as the difference between the updated power source torque and a power source torque command and producing as output from the first local compensation feedback the updated power source torque;

generating a fourth error Pce defined as the difference between the updated clutch pressure and a clutch pressure command and producing as output from the second local compensation feedback the updated clutch pressure Pc;

controlling the clutch torque by applying the updated clutch pressure to the clutch; and

controlling operation of the powertrain by issuing repetitively a transmission output torque command Twe and a power source speed command Wmc determined by use of the updated power source torque, the updated clutch pressure, and the formulation that relates said commands, said updated power source torque and said updated clutch pressure.

2. The method of claim 1 wherein determining the first local compensation feedback includes:

establishing a measure representing the output torque of the power source; and

determining empirically the open loop relationship between the actual power source and the representative measure thereof over a range of power source torque; and

determining the power source time constant tm from the relationship;

space="preserve" listing-type="equation">Tm+(tm)dTm/dt=Tmc

wherein d/dt is the first derivative with respect to time.

3. The method of claim 2 wherein producing the representative measure of the output torque of the power source includes producing a relation between an electrical voltage or current and a measure of the power source torque selected from the group consisting of the throttle position of an internal combustion engine, the phase displacement of the spark timing of an internal combustion engine in comparison to a reference spark timing and the air-fuel mixture ratio supplied to the cylinders of an internal combustion engine.

4. The method of claim 1 wherein determining the second local compensation feedback includes:

establishing a measure representing the clutch pressure;

determining empirically the open loop relationship between the actual clutch pressure and the representative measure thereof over a range of clutch pressure; and

determining the clutch pressure time constant pc from the relationship

space="preserve" listing-type="equation">Pc+pc dPc/dt=Pcc

wherein d/dt is the first derivative with respect to time.

5. The method of claim 4 further including determining experimentally over a range of clutch pressure the relation between the torque transmitted by the clutch and the clutch pressure.

6. The method of claim 1 further comprising limiting the power source torque command to the range ##EQU3## wherein HP max is the maximum power output of the power source, K2 is a proportionality constant, Wmc1 and Wmc2 are the power source speed commands calculated from the formulation for the transmission operating in the first and second gear ratios, respectively, with vehicle speed constant.

7. The method of claim 1 further comprising limiting the clutch torque command to the range

8. The method of claim 1 wherein determining the compensation required to produce the power source torque command Tmc includes determining the values for the constants Kp, K_I and K_d in the relationship

9. The method of claim 1 wherein determining the compensation required to produce the clutch torque comamnd Tcc includes determining the values for the constants Kp, K_I and K_D in the relationship