Feedforward control for automatic transmission torque converter bypass clutch slip

• US 5,121,820 A
• Filed: 12/24/1990
• Issued: 06/16/1992
• Est. Priority Date: 12/24/1990
• Status: Expired due to Fees

• Current Assignee: Ford Motor Company
• Original Assignee: Ford Motor Company
• Inventors: Hrovat, Davorin D., Chen, Lee-Fei, Brown, Larry T.
• Primary Examiner(s): Braun, Leslie A.
• Assistant Examiner(s): WELLINGTON, ANDREA L
• Application Number:
  US07/633,736
• Time in Patent Office: 540 Days
• Field of Search: 192/3.3, 192/3.31, 192/3.29, 192/0.076, 192/0.077, 192/103 F, 364/424.1
• US Class Current: 192/3.3
• CPC Class Codes: B60W 2050/0031 Mathematical model of the vehicle
• CPC Class Codes: F16H 2061/0075 characterised by a particular control method
• CPC Class Codes: F16H 2061/145 for controlling slip, e.g. approaching target slip value
• CPC Class Codes: F16H 61/143 using electric control means

Abstract

A powertrain including an engine controlled by the position of a throttle valve, a hydrodynamic torque converter having a bypass clutch, multiple ratio automatic transmission connected to the drive wheels of the vehicle, a solenoid-operated hydraulic valve that supplies pressurized fluid to engage and release the bypass clutch, is controlled by operation of a feedforward control system. An engine math model produces a signal representing the net torque output by the engine, which signal is applied as input to an inverse mathematical model of the solenoid-operated valve that supplies hydraulic fluid to the bypass clutch. The unique relationship of phase to gain, the frequency response of the solenoid valve, is inverted to remove the effects of delay and transient rise time. Torque converter slip error determined as the difference between torque converter impeller speed and turbine speed, is applied as input to a PID compensated feedback control whose output is summed with the inverse of the solenoid valve frequency response to produce a duty cycle supplied to the solenoid of the bypass pressure hydraulic valve.

Claims

1. A system for controlling a torque converter bypass clutch in an automatic transmission producing an operating gear ratio connected to an engine controlled by a variable position throttle, comprising:

a torque converter having an impeller adapted for connection to the engine, a turbine adapted for hydrokinetic connection to the impeller, and a clutch whose full engagement mechanically connects the impeller and turbine and whose full release mechanically disconnects the impeller and turbine, partial engagement of the clutch permitting a difference in speed or slip between the impeller and turbine;

a source of hydraulic pressure;

an electrical solenoid-operated valve opening and closing communication between the pressure source and the clutch, for producing pressure of variable magnitude in the clutch in response to a signal applied to the solenoid;

means for producing signals representing impeller speed, turbine speed, and throttle position;

feedback control means supplied with a slip error signal representing the difference between actual slip and commanded slip for producing a first control signal;

feedforward control means supplied with a signal representing impeller speed and throttle position for producing a second control signal whose phase and gain are inverted in comparison to a phase and gain of a clutch pressure response to a signal applied to the solenoid;

means for summing the first and second control signals and producing a corrected control signal therefrom;

means for controlling the speed difference across the torque converter by supplying said corrected control signal to the solenoid.

2. The system of claim 1 wherein the feedback control means includes compensator means for phase compensating a slip error duty cycle including a proportional, integral, differential compensator.

3. The system of claim 1 wherein the turbine speed signal producing means includes:

means responsive to the signals representing throttle position and engine speed for producing a signal representing net engine torque;

means for producing signals representing turbine torque and clutch torque;

means responsive to a sum of engine torque, clutch torque and impeller torque for producing a signal representing impeller speed;

means containing operating characteristics of the torque converter and responsive to signals representing impeller speed and turbine speed for producing signals representing impeller torque and turbine torque;

means containing the operating gear ratio of the transmission, responsive to a sum of clutch torque and turbine torque for producing a signal representing torque at the drive wheel of the vehicle;

means containing vehicle inertia and the operating gear ratio of a current gear produced by the transmission and responsive to drive wheel torque for producing a signal representing turbine speed.

4. The system of claim 1 wherein the controlling means includes:

PWM generator means responsive to the corrected control signal for producing a PWM signal having a carrier frequency and a duty cycle proportional to the slip error;

filter means adapted to receive the PWM generator output for converting the PWM signal to a continuous signal;

variable force solenoid means operating a pilot valve connected to the pressure source, responsive to the continuous signal for producing a hydraulic pressure signal inversely proportional to a PWM duty cycle;

means for producing clutch pressure inversely proportional to the hydraulic pressure signal.

5. The system of claim 4 further comprising pressure transducer means for converting clutch pressure to a signal carried to the summing means.

6. A system for controlling a torque converter bypass clutch in an automatic transmission connected to an engine controlled by a variable position throttle, comprising:

a torque converter having an impeller connected to the engine, a turbine adapted for hydrokenetic connection to the impeller, and a clutch whose full engagement mechanically connects the impeller and turbine and whose full release mechanically disconnects the impeller and turbine, partial engagement of the clutch permitting a difference in speed or slip between the impeller and turbine;

a source of hydraulic pressure;

an electrical solenoid-operated valve opening and closing communication between the pressure source and the clutch, for producing pressure of variable magnitude in the clutch in response to a signal applied to the solenoid;

means for producing signals representing impeller speed, turbine speed, and throttle position;

feedback control means supplied with a slip error signal representing the difference between actual slip and commanded slip for producing a first control signal;

feedforward control means supplied with a signal representing impeller speed and throttle position including means producing a signal representing engine torque and means response to the engine torque signal for producing a second control signal whose phase and gain are inverted in comparison to the phase and gain of the clutch pressure response to a signal applied to the solenoid;

means for summing the first and second control signals and producing a corrected control signal therefrom;

means for controlling slip across the torque converter by supplying said corrected control signal to the solenoid.

7. The system of claim 6 wherein the engine torque producing means comprises:

means responsive to pressure in an engine manifold downstream from the engine throttle for producing a signal representing volumetric efficiency of the engine;

means responsive to throttle position for producing a signal representing fluid pressure drop across the engine throttle;

means responsive to the throttle position signal, engine speed signal, pressure drop signal, and efficiency signal for producing a signal representing engine torque.

8. The system of claim 6 further comprising:

means containing a transfer function relating engine speed and torque associated with overcoming engine inertia, responsive to the impeller speed signal for producing a signal representing torque associated with engine inertia;

summing means for combining the signal representing engine torque and the signal representing torque associated with engine inertia for producing a signal representing static and dynamic response of the engine to a change in throttle position and engine speed.

9. The system of claim 6 further comprising means relating engine speed to torque associated with overcoming impeller friction, responsive to the engine speed signal for producing a signal representing torque associated with engine friction loss;

summing means for combining the signal representing engine torque, the signal representing torque associated with engine friction loss and the signal representing torque associated with engine inertia for producing a signal representing static and dynamic response of the engine to a change in throttle position and engine speed.

10. A method for controlling a torque converter clutch operating in an automatic transmission connected to an engine controlled by a variable position throttle the torque converter having an impeller to the engine, a turbine adapted for hydrokenetic connection to the impeller, and a clutch whose full engagement mechanically connects the impeller and turbine and whose full release mechanically disconnects the impeller and turbine, partial engagement of the clutch permitting a difference in speed or slip between the impeller and turbine, an electrical solenoid-operated valve communicating with the clutch, comprising the steps of:

producing pressure of variable magnitude in the clutch by opening and closing communication between a source of hydraulic pressure and the clutch in response to a signal applied to the solenoid;

producing signals representing impeller speed, turbine speed, and throttle position;

producing a first control signal in response to a slip error signal representing the difference between actual slip and commanded slip;

producing a second control signal whose phase and gain are inverted in relation to the phase and gain of the clutch pressure in response to a signal applied to the solenoid;

summing the first and second control signals and producing a corrected control signal therefrom;

controlling the speed difference across the torque converter by supplying said corrected control signal to the solenoid.

11. The method of claim 10 further comprising;

producing a signal representing net engine torque in response to the signals representing throttle position and engine speed;

producing signals representing turbine torque and clutch torque;

producing a signal representing impeller speed in response to a sum of engine torque, clutch torque and impeller torque;

producing signals representing impeller torque and turbine torque in response to signals representing impeller speed and turbine speed;

producing a signal representing torque at the drive wheel of a vehicle in response to the sum of clutch torque and turbine torque;

producing a signal representing turbine speed in response to drive wheel torque.

12. The method of claim 10 further comprising:

producing a PWM signal having a carrier frequency and a duty cycle proportional to the slip error;

converting the PWM signal to a continuous signal;

producing a hydraulic pressure signal inversely proportional to PWM duty cycle;

producing clutch pressure inversely proportional to the hydraulic pressure signal.

13. The method of claim 12 further comprising:

converting clutch pressure to a signal representing clutch pressure;

summing the first and second control signals and the signal representing clutch pressure and producing a corrected control signal therefrom;

controlling the speed difference across the torque converter by supplying said corrected control signal to the solenoid.