Closed loop computer control for an automatic transmission

• US 4,821,190 A
• Filed: 01/27/1987
• Issued: 04/11/1989
• 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): NOT, DEFINED
• Assistant Examiner(s): Makay, Christopher L.
• Application Number:
  US07/006,838
• Time in Patent Office: 805 Days
• Field of Search: 364/424.1, 364/162, 364/165, 192/0.032, 74/866
• US Class Current: 701/68
• 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 determined 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. A method for controlling during a drive ratio change the operation of a power source and a transmission, which driveably connects the power source and the drive wheels of a motor vehicle, has a gearset capable of producing multiple drive ratios and a clutch engaged and disengaged to change the drive ratio produced by the transmission, the power source producing torque whose magnitude varies in accordance with a signal supplied to the power source control unit, comprising:

producing a commanded power source speed corresponding to the drive ratio to which the transmission will be shifted;

producing a commanding clutch pressure from the power source torque error derived from the difference between the commanded power source speed and the actual power source speed;

controlling the torque transmitted by the clutch by supplying pressure to the clutch in accordance with the clutch pressure error derived from the difference between the commanded clutch pressure and the actual clutch pressure;

producing a commanded drive wheel torque corresponding to the drive wheel speed demanded by the vehicle operator;

producing a commanded power source torque from the motor type error derived from the difference between the commanded drive wheel torque and the actual drive wheel torque; and

controlling the torque produced by the power source by supplying to the power source control unit a compensated commanded power source error signal derived from the difference between the commanded power source torque and the actual power source torque.

2. The method of claim 1 wherein producing a commanded power source speed comprises:

producing a signal representing the drive wheel speed;

consulting a drive ratio shift schedule that defines the commanded power source speed as a function of drive wheel speed and the current operating drive ratio;

determining whether a drive ratio shift from the current drive ratio is required; and

producing and maintaining constant during a drive ratio shift the commanded power source speed defined by said schedule if a drive ratio shift is required, or producing the current power source speed defined by the schedule if a drive ratio shift is not required.

3. The method of claim 1 wherein producing a commanded drive wheel torque comprises:

producing a signal representing the drive wheel speed;

consulting a torque schedule that defines the commanded drive wheel torque as a function of the drive wheel torque demanded by the vehicle operator through control of any of the group consisting of the throttle position of an internal combustion engine, the phase displacement of the spark timing from a reference spark timing for an internal combustion engine, the air-fuel mixture ratio supplied to the cylinders of an internal combustion engine, and the position of the accelerator pedal;

determining whether a drive ratio shift from the current drive ratio is required; and

producing and maintaining constant during a drive ratio shift the commanded drive wheel torque defined by said schedule if a drive ratio shift is required, or producing the current commanded drive wheel torque if a drive ratio shift is not required.

4. The method of claim 1 wherein controlling the torque transmitted by the clutch comprises:

producing a first local feedback signal representing the actual clutch pressure;

generating a first error signal representing the difference between the commanded clutch pressure and the actual clutch pressure;

determining the compensation required to produce an updated clutch torque command signal and converting the updated clutch torque command signal to a clutch pressure command signal such that the first error signal is minimized; and

applying the clutch pressure command signal to the solenoid of the clutch to produce a clutch pressure whose magnitude determines the torque transmitted by the clutch.

5. The method of claim 1 wherein producing a commanded clutch pressure comprises:

generating a third error signal representing the difference between the commanded power source speed and the actual power source speed;

determining the PID compensation required to produce a commanded clutch torque signal derived from the third error signal; and

converting the commanded clutch torque signal to a commanded clutch pressure signal.

6. The method of claim 1 wherein controlling the torque produced by the power source comprises:

producing a first local feedback signal representing the actual power source torque;

generating a second error signal representing the difference between the commanded power source torque and the actual power source torque;

determining the compensation required to produce a power source command such that the second error signal is minimized; and

applying the compensated power source torque command signal to the power source control unit to produce an output power source torque whose magnitude is the commanded power source torque.

7. The method of claim 1 wherein producing a commanded power source source torque comprises:

generating a fourth error signal representing the difference between the commanded drive wheel speed and the actual drive wheel speed; and

determining the PID compensation required to produce a commanded power source signal derived from the fourth error signal.