Continuously variable transmission clutch control system including special start mode operation

• US 5,206,805 A
• Filed: 07/06/1989
• Issued: 04/27/1993
• Est. Priority Date: 03/13/1987
• Status: Expired due to Fees

• Current Assignee: Borg-Warner Automotive Incorporated (BorgWarner Incorporated)
• Original Assignee: Borg-Warner Automotive Incorporated (BorgWarner Incorporated)
• Inventors: Umlauf, William P., Petzold, Werner P.
• Primary Examiner(s): Trans, Vincent N.
• Application Number:
  US07/377,747
• Time in Patent Office: 1,391 Days
• Field of Search: 364/424.1, 74/866, 192/0.032, 192/0.075, 192/0.076, 192/0.096
• US Class Current: 701/67
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/101 Infinitely variable gearings
• CPC Class Codes: B60W 2510/0283 Clutch input shaft speed
• CPC Class Codes: B60W 2510/0604 Throttle position
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2710/021 Clutch engagement state
• CPC Class Codes: B60W 2710/1005 Transmission ratio engaged
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: F16H 61/66 specially adapted for continuously variable gearings control of exclusively fluid gearing F16H61/38
• CPC Class Codes: F16H 61/66254 controlling of shifting being influenced by a signal derived from the engine and the main coupling
• CPC Class Codes: F16H 63/46 Signals to a clutch outside the gearbox

Abstract

The system provides an improved clutch control system for use in a continuously variable transmission system. The system provides for generation of a clutch pressure setpoint to re-engage the clutch during special conditions in which the torque created by the vehicle inertia would tend to drive the engine to an undesirable operating point. Clutch slip speed is monitored as a difference value and integrated to provide a gradually decreasing error signal to return the clutch input speed to the clutch output speed, at which time clutch lockup will occur. Additionally, throttle position is monitored and a maximum torque schedule used to provide a maximum torque signal to prevent driver demand from undesirably racing the engine in similar conditions. A filtered output of the maximum torque schedule provides a pressure setpoint signal representative of actual driver demand which may be added to the clutch slip speed error signal to generate the clutch pressure setpoint. In this fashion, an engine may be loaded by an increase in the clutch pressure at the same time that the clutch input speed is returned to the clutch output speed to restore clutch lock up. Addition of a constant value to the clutch slip speed error signal ensures positive clutch lockup.

Claims

1. A method for providing a clutch control signal in a continuously variable transmission system to a fluid-actuated clutch to transfer torque between an engine and a drive line mounted in a vehicle, said clutch having an associated supply line to supply fluid to apply the clutch and discharge fluid to release the clutch controlled by a clutch control valve assembly in said supply line including:

sensing input speed at said clutch;

sensing output speed at said clutch;

providing a signal representative of the absolute value of the difference between said clutch input speed and said clutch output speed; and

integrating said absolute value signal to provide a speed difference pressure signal for controlling said clutch control valve.

2. The method of claim 1 further including:

adding a selected constant value to the absolute value of the difference signal prior to integration.

3. The method of claim 1 further including:

sensing driver demand;

providing a predetermined maximum torque signal as a function of said driver demand;

converting said maximum torque signal to a feed forward pressure signal; and

combining said feed forward pressure signal with said speed difference pressure signal for said clutch control valve.

4. The method of claim 3 further including:

filtering said predetermined maximum torque signal to ameliorate sudden variations in said torque signal.

5. A method for providing a clutch control signal in a continuously variable transmission system to a fluid-actuated clutch to transfer torque between an engine and a drive line mounted in a vehicle, said clutch having an associated supply line to supply fluid to apply the clutch and discharge fluid to release the clutch controlled by a clutch control valve assembly in said supply line including:

developing a signal representative of the difference between clutch input speed and clutch output speed;

integrating said difference signal to provide a first pressure signal;

developing a signal representative of a selected maximum torque value based on a driver demand signal;

modifying said maximum torque signal to provide a second pressure signal; and

combining said first and second pressure signals for controlling said clutch control valve.

6. In a continuously variable transmission system having at least an associated clutch disengage engine speed, a lowest engine speed setpoint and a maximum engine speed and operable at least in a normal start mode for clutch control during transition from a first system state to a second system state and a special start mode for clutch control during transition from a first system state to a second system state, a method for controlling the system operation mode including:

sensing vehicle speed during clutch disengagement,

calculating an engine speed, which would correspond to said sensed vehicle speed if the clutch were locked up,

comparing said calculated engine speed with the maximum engine speed and the engine speed for clutch disengagement to determine whether the calculated engine speed corresponding to said sensed vehicle speed is between those values; and

triggering said system to operate in said special start mode when said sensed vehicle speed is not between said values.

7. The method of claim 6 further including:

sensing when said system is in the special start mode;

sensing engine speed;

comparing said sensed engine speed to the clutch disengage speed; and

switching said system to normal start mode operation when said sensed engine speed is less than said clutch disengage speed.

8. The method of claim 7 further including:

sensing vehicle speed;

increasing said sensed vehicle speed by a factor proportional to the transmission belt ratio;

comparing said increased vehicle speed with the lowest engine speed setpoint;

switching said system for operation in said special start mode when said increased vehicle speed is greater than said lowest engine speed setpoint; and

switching said system for operation in said normal start mode when said increased vehicle speed is less than said lowest engine speed setpoint.

9. A method for generating a clutch control signal to control torque transfer at a fluid-actuated clutch in a continuously variable transmission system, said clutch being responsive to pressure in a fluid supply line controlled by a clutch control valve, comprising:

providing a signal representative of the absolute value of a difference between a sensed clutch input speed and a sensed clutch output speed;

adding a selected value to said signal representative of said absolute value of said difference; and

then

integrating the resulting signal to provide a speed difference signal for controlling said clutch control valve.

10. The method of claim 9 further including:

providing a predetermined maximum torque signal as a function of a driver demand;

converting said maximum torque signal to a feed forward pressure signal; and

combining said feed forward pressure signal with said speed difference pressure signal for said clutch control valve.

11. The method of claim 10 further including:

filtering said predetermined maximum torque signal to reduce sudden variations in said resulting feed forward pressure signal.

12. In a continuously variable transmission system, a method for selecting one of more than one control modes for controlling torque transfer at a clutch comprising:

detecting conditions indicative of engine speed, clutch position, driver demand and clutch speed that represent a desired transition from a first system operating mode to a second system operating mode, said transition from a first system operating mode to a second system operating mode being representative of the system desirably being operated in one of more than one start control modes;

enabling said system for a first start control mode when said detected conditions do not indicate that clutch lockup would cause engine acceleration; and

enabling said system for a second start control mode when said detected conditions indicate that clutch lockup would cause engine acceleration.

13. The method of claim 12 in which said first start control mode causes said system to control engine speed through clutch pressure.

14. The method of claim 13 in which said second start control mode controls clutch actuation in accordance with a predetermined schedule based upon a driver demand and a clutch slip speed.

15. The method of claim 12 in which said second start control mode controls clutch actuation in accordance with a predetermined schedule based upon a driver demand and a clutch slip speed.

16. The method of claim 12 further comprising, after said step of enabling said system for a second start control mode, the step of:

repeating said step of detecting; and

enabling said system for said first start control mode when said detected conditions no longer indicate that clutch lock-up would cause engine acceleration.

17. The method of claim 16 in which said first start control mode causes said system to control engine speed through clutch pressure.

18. The method of claim 17 in which said second start control mode controls clutch actuation in accordance with a predetermined schedule based upon a driver demand and a clutch slip speed.

19. The method of claim 16 in which said second start control mode controls clutch actuation in accordance with a predetermined schedule based upon a driver demand and a clutch slip speed.

20. The method of claim 12 further comprising:

sensing vehicle speed during clutch disengagement;

calculating an engine speed, which would correspond to said sensed vehicle speed if the clutch were locked up,

comparing said calculated engine speed with a maximum engine speed and the engine speed for clutch disengagement to determine whether the calculated engine speed corresponding to said sensed vehicle speed lies between those values; and

enabling said system for said second start control mode when said calculated engine speed is not between said values.

21. The method of claim 20 further including:

sensing when said system has been enabled for said second start control mode;

sensing engine speed;

comparing said sensed engine speed to a clutch disengage speed; and

enabling said system for said first start control mode when said sensed engine speed is less than said clutch disengaged speed.

22. The method of claim 21 further including:

sensing vehicle speed;

increasing said sensed vehicle speed by a factor proportional to a transmission belt ratio;

comparing said increased vehicle speed with a lowest engine speed setpoint;

enabling said system for said second start control mode when said increased vehicle speed is greater than said lowest engine speed setpoint; and

enabling said system for said first start control mode when said increased vehicle speed is less than said lowest engine speed setpoint.

23. In a continuously variable transmission system, a method for controlling torque transfer at a clutch connected between an engine and a drive line comprising:

detecting conditions in which the total torque in the system will tend to accelerate the engine; and

in response

limiting torque transfer at said clutch in accordance with a predetermined schedule based upon a driver demand and a clutch slip speed.