Coasting downshift control for automatic transmissions

• US 7,089,102 B2
• Filed: 09/12/2003
• Issued: 08/08/2006
• Est. Priority Date: 09/12/2003
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Jain, Pramod, Giannamore, Armand, Meisner, Steven, Slayton, Joseph, Sankpal, Balaram, Bidner, David, Riedle, Bradley
• Primary Examiner(s): Black, Thomas G.
• Assistant Examiner(s): Behncke, Christine M.
• Application Number:
  US10/661,954
• Publication Number:
  US 20050060077A1
• Time in Patent Office: 1,061 Days
• Field of Search: 192/219, 701/51, 701/54, 701/53, 701/55, 477/77, 477/132, 477/84
• US Class Current: 701/51
• 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 2510/0652 Speed change rate
• CPC Class Codes: B60W 2510/1015 Input shaft speed, e.g. turbine speed
• CPC Class Codes: B60W 2510/104 Output speed
• CPC Class Codes: B60W 2710/0605 Throttle position
• CPC Class Codes: B60W 2710/0616 Position of fuel or air injector
• CPC Class Codes: B60W 2710/0622 Air-fuel ratio
• CPC Class Codes: B60W 2710/0666 Engine torque
• 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 2059/363 Rate of change of input shaft speed, e.g. of engine or motor shaft
• CPC Class Codes: F16H 2059/366 Engine or motor speed
• CPC Class Codes: F16H 2059/385 Turbine speed
• CPC Class Codes: F16H 2061/0496 for low engine torque, e.g. during coasting, sailing or engine braking
• CPC Class Codes: F16H 59/36 Inputs being a function of speed
• CPC Class Codes: F16H 59/44 dependent on machine speed of the machine, e.g. the vehicle
• CPC Class Codes: F16H 61/0437 by using electrical signals F16H61/0403 and F16H61/061 take precedence
• CPC Class Codes: F16H 63/502 : for smoothing gear shifts
• CPC Class Codes: Y02T 10/60 : Other road transportation technologies with climate change mitigation effect

Abstract

An automatic transmission ratio shift control system and method for a powertrain having an engine and multiple-ratio gearing controlled by friction elements actuated by hydraulic pressure, an electronic controller for establishing torque transitions among the friction elements as the gear ratio changes, the engine speed being controlled by an electronic throttle control. The strategy employs an electronic throttle and closed loop engine speed control and uses fuel and air as an energy source to increase engine speed during a power-off downshift. The engine speed is boosted to a level close to the synchronous speed in conjunction with release of the off-going friction element. The on-coming friction element is then applied as the engine speed approaches a desired speed. The engine speed increase is timed to lead an increase in torque converter speed.

Claims

1. A method for controlling a powertrain that includes an engine, automatic transmission having an offgoing friction element to be disengaged during a gear ratio change, and a torque converter having a turbine, the method comprising the steps of:

initiating a gear ratio change from a current gear ratio to a next gear ratio;

determining a value representing a desired engine speed until disengagement of the offgoing friction element is detected;

determining a predicted current gear synchronous speed, and an offset to the current gear synchronous speed;

setting the desired engine speed equal to the predicted current gear synchronous speed plus an offset to the current gear synchronous speed;

using the desired engine speed value to control engine speed until disengagement of the offgoing friction element is detected during the gear ratio change;

determining a rate of increase of desired engine speed during a period following detection of the disengagement of the offgoing friction element;

increasing the desired engine speed value at the start of the period by said determined rate of increase of desired engine speed during the period; and

using the desired engine speed value to control engine speed during the gear ratio change.

2. The method of claim 1, wherein the step of determining a value representing a desired engine speed until disengagement of the offgoing friction element is detected, further comprises the steps of:

determining a predicted current gear synchronous speed, and an offset to the current gear synchronous speed;

determining a predicted target turbine speed;

setting the desired engine speed equal to the sum of the offset to the current gear synchronous speed plus the greater of the predicted target turbine speed and the predicted current gear synchronous speed; and

further comprising using the desired engine speed value to control engine speed until disengagement of the offgoing friction element is detected during the gear ratio change.

3. The method of claim 1, wherein the step of determining a rate of increase of desired engine speed during the period following detection of the disengagement of the offgoing friction element, further comprises the steps of:

determining a target desired engine speed during the period;

determining a desired engine speed at the beginning of the period;

determining the length of the period that corresponds to the current gear ratio;

calculating the time rate of change of desired engine speed during the period by dividing the difference between the target desired engine speed and the desired engine speed at the beginning of the period by the length of the period.

4. The method of claim 1 wherein the step of determining a rate of increase of desired engine speed during the period following detection of the disengagement of the offgoing friction element, further comprises the steps of:

determining a predicted current gear synchronous speed, and an offset to the current gear synchronous speed;

determining a predicted target turbine speed;

determining the length of the period that corresponds to the current gear ratio; and

calculating the time rate of change of desired engine speed during the period by dividing the difference between the sum of the offset to the current gear synchronous speed plus the greater of the predicted target turbine speed and the predicted current gear synchronous speed by the length of the period.

5. The method of claim 1 wherein the step of increasing the desired engine speed value at the start of said period by said determined rate of increase during the period, further comprises the step of:

repetitively increasing at frequent intervals the desired engine speed value a last interval by the time rate of change of desired engine speed.

6. The method of claim 1, further comprising the steps of:

determining a next gear synchronous speed, and a threshold of the next gear synchronous speed;

determining a target engine speed based at least on at least in part the next gear synchronous speed; and

discontinuing use of the desired engine speed value to control engine speed during the gear ratio change when the turbine speed is within the threshold of the next gear synchronous speed for a predetermined period.

7. The method of claim 1, further comprising the steps of:

determining a predicted turbine speed;

determining a next gear synchronous speed, and a threshold of the next gear synchronous speed; and

generating a command to produce an engine speed that is the lesser of the predicted turbine speed and the next gear synchronous speed; and

discontinuing use of the desired engine speed value to control engine speed during the gear ratio change when the turbine speed is within the threshold of the next gear synchronous speed for a predetermined period.