Controlled capacity torque converter clutch control during vehicle coast

• US 5,535,863 A
• Filed: 09/02/1994
• Issued: 07/16/1996
• Est. Priority Date: 09/02/1994
• Status: Expired due to Term

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: General Motors Corporation (General Motors Company)
• Inventors: Koenig, Melissa M., Vukovich, William J.
• Primary Examiner(s): Lorence, Richard M.
• Application Number:
  US08/298,964
• Time in Patent Office: 683 Days
• Field of Search: 192/3.3, 192/3.31, 477/168, 477/169, 477/176
• US Class Current: 192/3.3
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: F16H 2059/186 Coasting
• CPC Class Codes: F16H 2059/385 Turbine speed
• CPC Class Codes: F16H 2059/467 of torque converter
• CPC Class Codes: F16H 2061/145 for controlling slip, e.g. approaching target slip value
• CPC Class Codes: F16H 59/14 Inputs being a function of torque or torque demand
• CPC Class Codes: F16H 59/24 dependent on the throttle opening
• CPC Class Codes: F16H 59/36 Inputs being a function of speed
• CPC Class Codes: F16H 59/40 Output shaft speed
• CPC Class Codes: F16H 59/54 dependent on signals from the brakes, e.g. parking brakes
• CPC Class Codes: F16H 59/70 dependent on the ratio established
• CPC Class Codes: F16H 61/143 using electric control means
• CPC Class Codes: Y02T 10/60 Other road transportation technologies with climate change mitigation effect

Abstract

A torque converter clutch control having a controlled capacity mode of operation wherein clutch slip is controlled to a reference slip during periods of positive engine torque provides for a coast mode of operation wherein the clutch slip is controlled to a reference slip during periods of negative torque conditions. The control allows the drivetrain of the vehicle to couple torque to the engine thereby reducing fueling requirements and posturing the system for more efficient transitions into the controlled capacity mode. Drivetrain disturbances are not transferred to the vehicle by virtue of the controlled slip.

Claims

1. In a motor vehicle including a torque converter adapted to receive engine torque through an input member thereof and to supply torque to the vehicle drivetrain through an output member thereof, a clutch mechanism connected between the input and output members of said torque converter, the clutch mechanism being operative when fully engaged in a lock mode to prevent slip between such input and output members to thereby provide torque capacity at least as great as the engine torque, and when less than fully engaged in a controlled capacity mode to permit slip between such input and output members to thereby provide torque capacity less than the engine torque, and a clutch actuating mechanism for controlling the torque capacity of said clutch according to the net fluid pressure in a control chamber thereof, a method of operating said clutch mechanism in a coast mode during periods of vehicle coast comprising the steps of:

during the controlled capacity mode, establishing the net fluid pressure in said control chamber as a summation of a controlled capacity mode baseline fluid pressure and an accumulation of controlled capacity mode fluid pressure adjustments made in response to torque converter slip deviation from a reference slip;

at the onset of the coast mode of operation from the controlled capacity mode of operation, suspending further accumulation of said controlled capacity mode fluid pressure adjustments at a frozen value thereof, and establishing a coast mode baseline fluid pressure as a function of a drivetrain member speed quantity, and thereafter throughout said coast mode of operation establishing the net fluid pressure as a summation of said coast mode baseline fluid pressure and an accumulation of coast mode fluid pressure adjustments whose value varies in a first predetermined direction and a second predetermined direction when the absolute value of clutch mechanism slip is respectively greater than and less than a reference slip;

at the onset of the controlled capacity mode from said coast mode of operation, establishing an initial net fluid pressure as the summation of said controlled capacity mode baseline fluid pressure and the frozen value of said accumulation of controlled capacity mode fluid pressure adjustments.

2. A method as set forth in claim 1, including the steps of:

at the onset of lock mode from said controlled capacity mode, suspending further accumulation of said controlled capacity mode fluid pressure adjustments at a frozen value thereof, and establishing the net fluid pressure as the summation of a lock mode baseline fluid pressure, said frozen value of said accumulation of controlled capacity mode fluid pressure adjustments and a lock mode fluid pressure offset; and

,

at the onset of the coast mode from the lock mode, establishing the coast mode baseline fluid pressure as a function of the drivetrain member speed quantity, and thereafter throughout said coast mode of operation establishing the net fluid pressure as a summation of said coast mode baseline fluid pressure and an accumulation of coast mode fluid pressure adjustments whose value varies in a first predetermined direction and a second predetermined direction when the absolute value of clutch mechanism slip is respectively greater than and less than a reference slip.

3. A method as set forth in claim 1, wherein said controlled capacity mode baseline fluid pressure is established as a function of engine torque.

4. A method as set forth in claim 2, including the steps of:

prohibiting the onset of the lock mode from the coast mode.