Control strategies for a dual range infinitely variable transmission

• US 5,092,434 A
• Filed: 01/30/1991
• Issued: 03/03/1992
• Est. Priority Date: 01/30/1991
• Status: Expired due to Fees

• Current Assignee: Borg-Warner Automotive Incorporated (BorgWarner Incorporated)
• Original Assignee: Borg-Warner Automotive Incorporated (BorgWarner Incorporated)
• Inventors: Smith, Morley S.
• Primary Examiner(s): Bonck, Rodney H.
• Application Number:
  US07/648,010
• Time in Patent Office: 398 Days
• Field of Search: 192/0.034, 192/0.055, 192/0.062, 192/0.09, 192/0.094, 192/0.032, 74/857, 180/197
• US Class Current: 477/39
• CPC Class Codes: B60W 2720/106 Longitudinal acceleration
• 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 2061/6614 Control of ratio during dual or multiple pass shifting for enlarged ration coverage
• CPC Class Codes: F16H 37/0846 CVT using endless flexible members
• CPC Class Codes: F16H 59/54 dependent on signals from the brakes, e.g. parking brakes
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals
• CPC Class Codes: F16H 61/66259 using electrical or electronical sensing or control means

Abstract

A control strategy for obtaining optimal acceleration of a vehicle containing a dual range infinitely variable transmission. The transmission output clutch is selectively engaged in order to provide an optimal distribution of power during acceleration of a vehicle between accelerating the vehicle and accelerating the engine speed in order to obtain a higher power output from the engine.

Claims

1. A method for adjustably controlling a coupling means for transmitting power from an engine rotationally driving a torque input source to a torque output for acceleratinga vehicle containing a continuously variable transmission comprising the following steps:

ascertaining the power available from said torque input source;

adjustably coupling said available power through a continuously variable transmission to said torque output for accelarating said vehicle in order to accelerate said vehicle and said engine at desired rates;

substantially disengaging said coupling means and accelerating said input torque source until the rotational velocity of said input torque source substantially reaches a peak power velocity;

then

substantially engaging said coupling means for transmitting power from said torque input source through said continuously variable transmission to said torque output in order to accelerate said vehicle.

2. The coupling strategy of claim 1 further comprising the following steps:

said input source is maintained at an idle rotational velocity sufficient to produce an input torque exceeding the wheel traction of said vehicle;

said coupling means is adjustably engaged such that the portion of the torque from said input torque source transmitted to said torque output substantially meets, but does not exceed the wheel traction of said vehicle; and

using the excess power received by said input torque source to increase the rotational velocity of said input torque source.

3. A method for adjustably controlling a coupling means for transmitting power from an engine rotationally driving a torque input source to a torque output for accelerating a vehicle containing a continuously variable transmission comprising the following steps:

ascertaining the power available from said torque input source;

adjustably coupling said available power through a continuously variable transmission to said torque output for accelerating said vehicle in order to accelerate said vehicle and said engine at desired rates;

receiving a disengagement signal;

substantially completely disengaging said coupling means and accelerating the rotational velocity of said input torque source;

receiving an engagement signal when a desired engine speed has been reached;

engaging said coupling means; and

,

increasing the ratio of said continuously variable transmission in order to accelerate the engine while accelerating said vehicle.

4. The method of claim 3 wherein said coupling means is substantially disengaged in response to the activation of a wheel brake mechanism by the operator of said vehicle while the accelerator is depressed.

5. The method of claim 4 wherein said engagement signal is generated in response to the deactivation of said wheel brake mechanism.