Method of controlling a dual clutch transmission

• US 6,887,184 B2
• Filed: 08/05/2003
• Issued: 05/03/2005
• Est. Priority Date: 02/21/2003
• Status: Active Grant

• Current Assignee: BorgWarner Incorporated
• Original Assignee: BorgWarner Incorporated
• Inventors: Koenig, Melissa, Buchanan, Mark
• Primary Examiner(s): LEWIS, TISHA D
• Application Number:
  US10/634,239
• Publication Number:
  US 20040166991A1
• Time in Patent Office: 637 Days
• Field of Search: 477180-181, 477/174, 477/176, 701 66- 68, 743/30, 743/35
• US Class Current: 477/174
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/113 with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/027 Clutch torque
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: F16H 2061/0444 during fast shifting over two gearsteps, e.g. jumping from fourth to second gear
• CPC Class Codes: F16H 2200/0052 the gear ratios comprising six forward speeds
• CPC Class Codes: F16H 2302/06 Determining timing parameters of shifting, e.g. start of shifting
• CPC Class Codes: F16H 2306/14 Skipping gear shift
• 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 3/006 power being selectively transmitted by either one of the parallel flow paths
• CPC Class Codes: F16H 61/061 using electric control means
• CPC Class Codes: F16H 61/688 with two inputs, e.g. selection of one of two torque-flow paths by clutches
• CPC Class Codes: F16H 63/46 Signals to a clutch outside the gearbox
• CPC Class Codes: F16H 63/502 for smoothing gear shifts

Abstract

A method of controlling the clutches of a dual clutch transmission during a two-gear positive downshift, wherein the first clutch drives an initial gear and the final gear and the second clutch drives an intermediate gear. The torque transfer across each clutch is controlled so that the torque output of the transmission will be linearly changed over from the first clutch to the second clutch to cause the engine to track a target engine speed profile. The method changes over the gears driven by the first clutch from the initial gear to the final gear as the engine continues to tracks the target speed. The torque transfer across each clutch is controlled so that the torque output will be linearly changed back from the second clutch to the first clutch in an inversely proportional rate to continue to cause the engine to track the target engine speed profile.

Claims

1. A method of controlling torque transferred across each of the two clutches of a dual clutch transmission during a two-gear positive downshift, wherein the first of the two clutches drives an initial gear and the final gear and the second of the two clutches drives an intermediate gear, said method including the steps of:

sensing the speed of a driven member of the first clutch in the initial gear;

sensing the speed of a driven member of the second clutch in the intermediate gear;

estimating the speed of a driven member of the first clutch in the final gear;

determining a desired clutch torque and slip profile for the changeover of the clutches;

determining a target engine speed profile based on the speed of the driven member of the first clutch, the speed of the driven member of the second clutch, the estimated speed of the driven member of the first clutch for the final gear, and the desired clutch torque and slip profile;

simultaneously controlling the torque transfer across each clutch so that torque output of the transmission will be changed over from the first clutch to the second clutch by linearly decreasing the torque transferred across the first clutch while linearly increasing the torque transferred across the second clutch in an inversely proportional rate to follow the clutch torque and slip profile and to cause the engine to track the target engine speed profile;

change over the gears driven by the first clutch by disengaging a synchronizer of the initial gear and engaging a synchronizer of the final gear as the engine tracks the engine speed profile and the first clutch is slipping at a greater rate than the second clutch;

simultaneously controlling the torque transfer across each clutch so that the torque output of the transmission will be changed back from the second clutch to the first clutch by linearly decreasing the torque transferred across the second clutch while linearly increasing the torque transferred across the first clutch in an inversely proportional rate to continue to follow the desired clutch torque and slip profile and to cause the engine to continue to track the target engine speed profile; and

continuously varying pressure applied to the first clutch to cause the engine to continue to track the target engine speed profile so that vehicle acceleration is maintained once the first clutch is driving the final gear and is transferring all of the output torque.

2. The method as set forth in claim 1 further including the steps of:

determining a first time period during which the engine speed will be increased by decreasing the pressure applied to the first clutch based on the speed of the first clutch and the speed of the driven member of the second clutch; and

decreasing the pressure applied to the first clutch and increasing pressure applied to the second clutch during the first time period to cause the engine speed to increase and track the target engine speed profile so that the torque output can be changed from the from initial gear to the intermediate gear while maintaining the increasing vehicle acceleration.

3. The method as set forth in claim 1 further including the step of determining a second time period during which the torque transfer across each clutch will be changed over from the first clutch to the second clutch.

4. The method as set forth in claim 1 further including the steps of:

sensing the speed of the driven member of the first clutch after the change over to the final gear; and

determining a third time period during which the torque transfer across each clutch will be changed over from the second clutch to the first clutch.

5. A method of controlling torque transferred across each of the two clutches of a dual clutch transmission during a positive downshift, wherein the first of the two clutches drives an initial gear and the final gear and the second of the two clutches drives an intermediate gear, said method including the steps of:

sensing engine throttle position and vehicle speed;

determining if a two-gear positive downshift is required based on the engine throttle position and the vehicle speed;

sensing the speed of a driven member of the first clutch in the initial gear;

determining a desired clutch torque and slip profile for the changeover of the clutches;

sensing the speed of a driven member of the second clutch in the intermediate gear;

estimating the speed of the driven member of the first clutch in the final gear;

determining a target engine speed profile based on the speed of the driven member of the first clutch, the speed of the driven member of the second clutch, the estimated speed of the driven member of the first clutch for the final gear, and the desired clutch torque and slip profile;

determining a first time period during which the engine speed will be increased by decreasing pressure applied to the first clutch based on the speed of the first clutch and the speed of the driven member of the second clutch;

decreasing the pressure applied to the first clutch and increasing pressure applied to the second clutch during the first time period to cause the engine speed to increase and track the target engine speed profile so that torque output of the transmission can be changed from the initial gear to the intermediate gear while maintaining the increasing vehicle speed;

determining a second time period during which the torque transfer across each clutch will be changed over from the first clutch to the second clutch;

simultaneously controlling the torque transfer across each clutch so that the torque output of the transmission will be changed over from the first clutch to the second clutch by linearly decreasing the torque transferred across the first clutch while linearly increasing the torque transferred across the second clutch in an inversely proportional rate to follow the desired clutch torque and slip profile and to cause the engine to track the target engine speed profile;

disengaging a synchronizer of the initial gear and engaging a synchronizer of the final gear as the engine tracks the target engine profile speed profile and the first clutch is slipping at a greater rate than the second clutch to change over the gears driven by the first clutch;

sensing the speed of the driven member of the first clutch after the change over to the final gear;

determining a third time period during which the torque transfer across each clutch will be changed over from the second clutch to the first clutch; and

simultaneously controlling the torque transfer across each clutch so that the torque output of the transmission will be changed back from the second clutch to the first clutch by linearly decreasing the torque transferred across the second clutch while linearly increasing the torque transferred across the first clutch in an inversely proportional rate to continue to follow the desired clutch torque and slip profile and to cause the engine to continue to track the target engine speed profile.