Model-based engine torque control for power-on downshifting in an automatic transmission

• US 6,319,170 B1
• Filed: 05/19/2000
• Issued: 11/20/2001
• Est. Priority Date: 05/19/2000
• Status: Expired due to Term

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: General Motors Corporation (General Motors Company)
• Inventors: Robinson, Timothy Alan, Hubbard, Gregory A
• Primary Examiner(s): Estremsky, Sherry
• Assistant Examiner(s): Lewis, Tisha D.
• Application Number:
  US09/574,928
• Time in Patent Office: 550 Days
• Field of Search: 477/105, 477/107, 477/111, 477/116, 477/117
• US Class Current: 477/107
• CPC Class Codes: B60K 17/3467 combined with a change speed gearing, e.g. range gear
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 10/115 with planetary gears
• CPC Class Codes: B60W 2050/001 Proportional integral [PI] controller
• CPC Class Codes: B60W 2050/0012 Feedforward or open loop systems
• CPC Class Codes: B60W 2050/0031 Mathematical model of the vehicle
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: F16H 2306/44 Removing torque from current gears
• CPC Class Codes: F16H 2306/52 Applying torque to new gears
• CPC Class Codes: F16H 61/0403 Synchronisation before shifting
• CPC Class Codes: F16H 61/686 with orbital gears
• CPC Class Codes: F16H 63/502 for smoothing gear shifts
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

An improved engine torque control for an automatic transmission power-on downshift, wherein a dynamic model of the transmission is used to schedule both shift progression and engine torque reduction based on a desired trajectory of the transmission input shaft during the shift and the driver torque demand. The shift is initiated with the off-going clutch by using the dynamic model to conform the input speed to the desired trajectory, and the torque reduction is initiated based on an estimate of the time to synchronization relative to an expected control delay so that the torque reduction occurs when the input speed reaches synchronization. An appropriate torque reduction amount is calibrated for a specified driver torque demand, and in operation, the amount of torque reduction for a given shift is determined based on the current driver torque demand and a detected deviation of the desired trajectory from a nominal trajectory corresponding to the specified driver torque demand. Aberrant conditions, including failure of the input speed to reach synchronization and input speed flaring are detected and used to modify the engine torque control so that the shift is completed in a timely manner. Using the dynamic model to scheduling the torque control achieves more consistent shift feel and improved adaptability to different powertrain and vehicle-type configurations, and reduces the number of calibrated parameters requiring adaptive correction.

Claims

1. A method of controlling a power-on downshift of a vehicle automatic transmission from a current speed ratio to a target speed ratio, the transmission having an input shaft coupled to receive output torque from a vehicle engine, the method comprising the steps of:

controllably releasing an off-going clutch of the transmission to allow the engine output torque to increase a speed of the input shaft toward a synchronization speed of the target speed ratio in accordance with a determined trajectory;

periodically estimating a time to achievement of the synchronization speed by the input shaft;

commanding a reduction in the engine output torque when the estimated time reaches a reference time corresponding lo an expected response delay in achieving a commanded torque reduction; and

progressively reducing the commanded reduction to zero when the input shaft achieves said synchronization speed.

2. The method of claim 1, wherein said trajectory is determined based on driver torque demand, and the method includes the steps of:

calibrating a torque reduction for a specified driver torque demand; and

in operation, commanding the reduction in engine output torque based on the calibrated torque reduction, a current driver torque demand, and a deviation of the determined trajectory from a nominal trajectory corresponding to said specified driver torque demand.

3. The method of claim 2, including the steps of:

determining the deviation of the determined trajectory from the nominal trajectory;

converting the determined deviation into a corresponding input torque offset;

determining a normalized driver torque demand based on said current driver torque demand and said input torque offset; and

commanding the reduction in engine output torque based on the normalized driver torque demand.

4. The method of claim 3, wherein the commanded reduction in engine output torque is zero when the normalized driver torque demand is below a reference value.

5. The method of claim 1, including the steps of:

detecting an under-achievement of the synchronization speed by said input shaft; and

reducing the reduction in engine output torque to zero in response to such detection.

6. The method of claim 5, wherein the step of detecting an under-achievement of the synchronization speed includes the steps of:

comparing a speed of the input shaft to said synchronization speed a predetermined period of time after commanding said reduction in engine output torque; and

detecting under-achievement of the synchronization speed when such comparison reveals that the input speed is less than the synchronization speed.

7. The method of claim 1, including the steps of:

detecting an over-achievement of the synchronization speed by said input shaft; and

adjusting the reduction in engine output torque in response to such detection so as to return the input shaft to said synchronization speed.

8. The method of claim 7, wherein the step of detecting an over-achievement of the synchronization speed includes the steps of:

comparing a speed of the input shaft to said synchronization speed a predetermined period of time after the input speed achieves said synchronization speed; and

detecting over-achievement of the synchronization speed when such comparison reveals that the input speed is greater than the synchronization speed.

9. The method of claim 7, wherein the step of adjusting the reduction in engine output torque includes the steps of:

determining an input speed error based on a deviation of said input shaft from said synchronization speed;

commanding a reduction in engine output torque based on the determined input speed error.

10. The method of claim 9, including the steps of:

determining a feed-forward torque reduction command for eliminating the determined input speed error in a predefined period of time;

determining a feedback torque reduction command in relation to a magnitude and integral of said speed error; and

commanding a reduction in engine output torque based on a sum of said feed-forward torque reduction command and said feedback torque reduction command.