Method of and apparatus for transmitting torque in vehicular power trains

• US 7,286,922 B1
• Filed: 02/22/1995
• Issued: 10/23/2007
• Est. Priority Date: 02/23/1994
• Status: Expired due to Fees

• Current Assignee: Luk Getriebe-Systeme GmbH
• Original Assignee: Luk Getriebe-Systeme GmbH
• Inventors: Fischer, Robert, Wagner, Uwe, Rink, Anton, Freitag, Jürgen, Braun, Johannes
• Primary Examiner(s): NGUYEN, TAN QUANG
• Application Number:
  US08/392,127
• Time in Patent Office: 4,626 Days
• Field of Search: 701/51, 701/56, 701/61, 701/67, 701/82, 701/84, 701/87, 701/90, 477/110, 477/62, 477/169, 477/170, 477/176, 475/200, 475/257, 475/269, 475/32, 475/53, 192/3.3, 192/3.51, 192/54.1, 192/70.22
• US Class Current: 701/51
• CPC Class Codes: F16H 2342/044 Torque transmitting capability
• CPC Class Codes: F16H 61/143 using electric control means

Abstract

The magnitude of torque which can be transmitted by a bypass clutch between the housing and the turbine of a torque converter between a prime mover, such as an engine, and an automatic transmission in the power train of a motor vehicle is selectively regulatable by a computerized regulating unit. The regulation involves the transmission of torque by the clutch in dependency upon the magnitude of the torque being transmitted by the output element of the engine and ascertaining as well as adaptively applying to the clutch a variable force so that the clutch can transmit a predetermined torque. This entails automatic selection of a minimum slip between a torque receiving and a torque transmitting part of the power train. Compensation, particularly long-range compensation, is carried out for the existence of possible differences between the predetermined and actual torques being transmitted by the clutch.

Claims

1. A method of operating a torque transmitting apparatus which receives torque from a rotary output element of a prime mover and transmits torque to a rotary input element of an automatic transmission in a power train of a vehicle, wherein the torque transmitting apparatus comprises a hydrokinetic torque converter and a slip clutch arranged in parallel to transmit torque between the output and input elements and wherein the amount of torque being transmitted by the clutch is controlled by a computerized regulating unit, the method comprising the steps of:

regulating the amount of torque to be transmitted by the clutch as a function of the magnitude of torque being transmitted by the output element of the prime mover;

calculating what amount of force will have to be applied to the clutch, so that the clutch will transmit said predetermined amount of torque, wherein the amount of torque is determined and the amount of force is calculated so that the clutch operates with a desired minimum amount of slip, and

carrying out a compensation for long-term departures of the torque actually transmitted by the clutch from the predetermined torque.

2. The method of claim 1, wherein the amount of torque to be transmitted by the clutch as a function of the torque M_pm being generated at the output element of the prime mover is calculated by the regulating unit in accordance with the equation

M_clutch=k_me·

k_corr·

(M_pm+M_{corr pm})+M_{corr wu}, wherein

M_clutch is the torque to be transmitted by the clutch,

k_me is a torque dividing factor for apportioning respective amounts of torque being transmitted by the slip clutch and the hydrokinetic torque converter,

k_corr is a correction factor that is determined based on a current operating point of the power train,

M_{corr pm} is a correction torque to compensate for additive errors of M_pm, and

M_{corr wu} is a correction torque compensating for additive errors of the clutch torque M_clutch,

wherein said desired minimum amount of slip occurs automatically as a function of said torque dividing factor k_me, and long-term departures of actual from theoretical values for M_pm and M_clutch are compensated by the correction factor k_corr and correction torques M_{corr pm} and M_{corr wu}.

3. The method of claim 2, wherein the torque dividing factor k_me is a function of the RPM of the rotary output element.

4. The method of claim 2, wherein the torque dividing factor k_me is a function exclusively of the RPM of the rotary output element.

5. The method of claim 2, wherein the torque dividing factor k_me is a function of the RPM and of the torque being transmitted by the rotary output element.

6. The method of claim 2, wherein the torque dividing factor k_me is a function of the RPM and torque being transmitted by the prime mover.

7. The method of claim 2, wherein the torque-apportioning factor k_me is a preselected substantially constant factor.

8. The method of claim 1, wherein the magnitude of the torque being transmitted by the clutch is variable by a pressure differential between two bodies of a hydraulic fluid one of which is confined in a first compartment between a housing of the torque converter and the clutch and the other of which is confined in a second compartment between the housing and the clutch.

9. The method of claim 1, wherein the prime mover is a combustion engine and the operating condition of the power train is a function of at least one of a plurality of variable parameters including (a) the RPM of the rotary output element and the position of a throttle control lever of the vehicle, (b) the RPM of the rotary output element and the rate of admission of fuel to the engine, (c) the RPM of the rotary output element and the subatmospheric pressure in a suction pipe of the engine, and (d) the RPM of the rotary output element and the duration of fuel injection into the engine.

10. The method of claim 1, wherein a variable parameter affecting the division of torque into a first torque being transmitted by the torque converter and a second torque being transmitted by the clutch is changed from a current value to a new value with a time delay.

11. The method of claim 10, wherein the variable parameter is a pressure differential between two bodies of fluid in the torque converter at opposite sides of a pressure plate of the clutch.

12. The method of claim 10, wherein the variable parameter is variable as a function of a difference between the RPM of the rotary output element and the RPM of the rotary input element.

13. The method of claim 10, wherein the variable parameter is variable as a function of a gradient of the RPM of the rotary output element.

14. The method of claim 10, wherein the variable parameter is a pressure differential between two bodies of hydraulic fluid in the torque converter at opposite sides of a pressure plate of the clutch, the pressure differential being variable by one of (a) a PI regulator and (b) a PID regulator.

15. The method of claim 14, wherein the variation of the pressure differential by the one regulator cannot be unequivocally defined by an analytical technique.

16. The method of claim 1, wherein the magnitude of torque being transmitted by the clutch is variable by a pressure differential between two bodies of hydraulic fluid confined in a housing of the torque converter at opposite sides of a pressure plate of the clutch and the pressure differential is variable as a result of scanning a characteristic curve and utilizing the thus obtained signals to determine differences between actual and desired pressure differentials, said regulating step further comprising eliminating said differences by establishing an integrating feedback loop, the variation of pressure differential not being unequivocally definable by an analytical technique.

17. The method of claim 16, wherein the signals are generated as a result of variable flow of fluid between the two bodies of fluid through an adjustable valve.

18. The method of claim 1, wherein the magnitude of torque being transmitted by the clutch is variable by a pressure differential between two bodies of hydraulic fluid confined in the torque converter at opposite sides of a pressure plate of the clutch and the pressure differential is variable by one of (a) a PI regulator, (b) an I regulator and (c) a PID regulator.

19. The method of claim 18, wherein signals are generated as a result of variable flow of hydraulic fluid between the two bodies of fluid as a function of one of (a) a duty factor and (b) a fluid flow through an adjustable valve, the variation of pressure differential being unequivocally definable by a non-analytical technique.

20. The method of claim 1, wherein the step of carrying out compensation includes monitoring the actual torques being transmitted by the clutch and comparing the monitored actual torques with reference values.

21. The method of claim 1, wherein the step of carrying out compensation includes computing the torque being transmitted by the torque converter on the basis of the characteristics of the torque converter and determining the actual ratio of torques being transmitted by the torque converter and the clutch.

22. The method of claim 1, wherein the amount of torque to be transmitted by the clutch as a function of the torque being generated at the output element of the prime mover is calculated by the regulating unit in accordance with the equation

M_clutch=k_me·

k_corr·

(M_pm+M_{corr pm})+M_{corr wu}, wherein

M_clutch is the torque to be transmitted by the clutch,

k_me is a torque dividing factor for apportioning respective amounts of torque being transmitted by the slip clutch and the hydrokinetic torque converter,

k_corr is a correction factor that is determined based on a current operating point of the power train,

M_{corr pm} is a correction torque to compensate for additive errors of M_pm, and

M_{corr wu} is a correction torque compensating for additive errors of the clutch torque M_clutch,

wherein said desired minimum amount of slip occurs automatically as a function of said torque dividing factor k_me, and long-term departures of actual from theoretical values for M_pm and M_clutch are compensated by the correction factor k_corr and correction torques M_{corr pm} and M_{corr wu}, the differences between the actual and predetermined torque being transmitted by the clutch being attributable to at least one of (a) multiplicative errors (k_corr≠

0, M_{corr pm}=0, M_{corr wu}=0), (b) errors additive to prime mover torque (k_corr=0, M_{corr pm}≠

0, M_{corr wu}=0), (c) errors additive to the clutch torque (k_corr≠

0, M_{corr wu}≠

0), (d) multiplicative errors and additive errors to prime mover torque (k_corr≠

0, M_{corr pm}≠

0, M_{corr pm}=0), (e) errors multiplicative and additive to prime mover torque (k_corr≠

0, M_{corr pm}=0, M_{corr wu}≠

0) and (f) errors multiplicative of and additive to prime mover torque and clutch torque (k_corr≠

0, M_{corr pm}≠

0, M_{corr wu}≠

0), said step of carrying out compensation taking place with a time constant of several seconds to thus impart to the step of carrying out compensation a purely adaptive character.

23. The method of claim 1, wherein when a desired acceleration of the prime mover is signaled by an operator of the vehicle the slip of the clutch is increased through a reduction of a factor k_me denoting the division of torque being transmitted by the rotary output element into first and second torques respectively transmitted by the torque converter and the clutch, so that the torque boost offered by the torque converter is available as an additional torque reserve.

24. The method of claim 1, wherein the transmission has a plurality of drive ratios and the torque-transmitting apparatus has a combined slip resulting from the slip of the clutch and from a less than perfect torque-transmitting efficiency of the torque converter, and wherein at each of said drive ratios said combined slip is determined primarily by the slip of the clutch, so that the efficiency of the torque converter becomes a less important factor for the transmission of torque from the rotary output element to the rotary input element so that the torque converter can be optimized for a high stall speed and a wide torque conversion range.

25. A method of operating a torque transmitting apparatus which receives torque from a rotary output element of a prime mover and transmits torque to a rotary input element of an automatic transmission in a power train of a vehicle, wherein a hydrokinetic torque converter is arranged to transmit torque between the output and input elements in parallel with a slip clutch, wherein the magnitude of torque being transmitted by the clutch is detectable by a monitoring unit in conjunction with a central computer unit, and wherein the application of force to, and hence the magnitude of torque being transmitted by, the clutch is controllable by the computer unit, comprising the steps of:

ascertaining the magnitude of torque to be transmitted by the clutch in dependency upon the operating condition of the power train in accordance with the equation

M_clutch=k_e·

k_corr·

M_pm, wherein

k_e=k_me is a torque dividing factor for apportioning respective amounts of torque being transmitted by the slip clutch and the torque converter,

K_corr is a correction factor that is dependent on a current operating point of the power train,

M_clutch is the torque being transmitted by the clutch and

M_pm is the torque being transmitted by the rotary output element of the prime mover,

(b) ascertaining the magnitude of the force to be applied to the clutch for the transmission of a predetermined torque, and

(c) applying the thus ascertained force to the clutch,

wherein the slip between the output and input elements adjusts itself automatically as a function of the torque dividing factor k_e and possible deviations of an individual power train from an ideal behavior are corrected by the correction factor k_corr.

26. A method of operating a torque transmitting apparatus which receives torque from a rotary output element of a prime mover and transmits torque to a rotary input element of an automatic transmission, wherein a hydrokinetic torque converter is arranged to transmit torque between the output and input elements in parallel with a slip clutch and wherein the magnitude of torque being transmitted by the clutch is detectable by a monitoring device in conjunction with a central computer unit, comprising the steps of:

(a) ascertaining the magnitude of torque to be transmitted by the clutch in dependency upon the operating condition of the power train in accordance with the equation

M_clutch=k_e·

k_corr·

M_pm, wherein

k_e=K_me is a torque dividing factor which is independent of a characteristic field of the prime mover,

k_corr is a correction factor that is dependent on a current operating point of the power train, and

M_pm is the torque being transmitted by the prime mover,

(b) ascertaining the magnitude of the force to be applied to the clutch for the transmission of a predetermined torque, and

(c) applying the thus ascertained force to the clutch,

wherein the slip between the output and input elements adjusts itself automatically as a function of the torque dividing factor k_e and possible deviations of an individual power train from an ideal behavior are corrected by the correction factor k_corr.

27. A method of operating a torque transmitting apparatus which receives torque from a rotary output element of a prime mover and transmits torque to a rotary input element of an automatic transmission, wherein a hydrokinetic torque converter is arranged to transmit torque between the output and input elements in parallel with a slip clutch and wherein the magnitude of torque being transmitted by the clutch is detectable by a monitoring device in conjunction with a central computer unit, comprising the steps of

(a) ascertaining the magnitude of torque M_clutch to be transmitted by the clutch in dependency upon the operating condition of the torque transmitting apparatus in accordance with the equation

M_clutch=k_e·

k_corr·

M_pm, wherein k_e=k_me

k_e=k_me is a torque dividing factor which is dependent only upon the RPM of the output element of the prime mover,

k_corr is a correction factor that is dependent on a current operating point of the power train, and

M_pm is the torque being transmitted by the prime mover,

(b) ascertaining the magnitude of the force to be applied to the clutch for the transmission of a predetermined torque, and

(c) applying the thus ascertained force to the clutch,

wherein the slip between the output and input elements adjusts itself automatically as a function of the torque dividing factor k_e and possible deviations of an individual power train from an ideal behavior are corrected by the correction factor k_corr.

28. A method of operating a torque transmitting apparatus which receives torque from a rotary output element of a prime mover and transmits torque to a rotary input element of an automatic transmission, wherein a hydrokinetic torque converter is arranged to transmit torque between the output and input elements in parallel with a slip clutch and wherein the magnitude of torque being transmitted by the clutch is detectable by a monitoring device in conjunction with a central computer unit, comprising the steps of

(a) ascertaining the magnitude of torque M_clutch to be transmitted by the clutch in dependency upon the operating condition of the torque transmitting apparatus in accordance with the equation

M_clutch=k_e·

k_corr·

M_pm, wherein k_e=k_me

k_e=k_me is a torque dividing factor which is dependent only upon the RPM of the output element of the prime mover and the magnitude of torque being transmitted by the output element of the prime mover,

k_corr is a correction factor that is dependent on a current operating point of the power train, and

M_pm is the torque being transmitted by the prime mover,

(b) ascertaining the magnitude of the force to be applied to the clutch for the transmission of a predetermined torque, and

(c) applying the thus ascertained force to the clutch,

wherein the slip between the output and input elements adjusts itself automatically as a function of the torque dividing factor k_e and possible deviations of an individual power train from an ideal behavior are corrected by the correction factor k_corr.

29. A method of operating a torque transmitting apparatus which receives torque from a rotary output element of a prime mover and transmits torque to a rotary input element of an automatic transmission in a power train of a vehicle, wherein a hydrokinetic torque converter is arranged to transmit torque between the output and input elements in parallel with a slip clutch, and wherein the magnitude of torque being transmitted by the clutch is variable by a pressure differential between two bodies of a hydraulic fluid one of which is confined in a first compartment between a housing of the torque converter and the slip clutch and the other of which is confined in a separate second compartment between the housing and the clutch, and wherein the pressure differential is detectable by a monitoring unit in conjunction with a central computer unit and, and wherein the application of force to, and hence the magnitude of torque being transmitted by, the clutch is controllable by the computer unit, comprising the steps of

(A) determining the RPM of said output element,

(B) ascertaining the magnitude of torque to be transmitted by the clutch in dependency upon the operating condition of the power train in accordance with the equation M_clutch=k_e·

k_corr·

M_pm, wherein k_e=k_me is a torque dividing factor which satisfies at least one of the requirements including (a) at least substantial constancy within the entire operating range of the power train, (b) independence from a characteristic field of the prime mover, (c) dependency exclusively upon the RPM of the output element of the prime mover, and (d) dependency upon the RPM of the prime mover and the magnitude of torque being transmitted by the output element, k_corr is a correction factor, M_clutch is the torque being transmitted by the clutch and M_pm is the torque being transmitted by the rotary output element of the prime mover,

(C) ascertaining the magnitude of the force to be applied to the clutch for the transmission of a predetermined torque, and

(D) applying the thus ascertained force to the clutch,

wherein the slip between the output and input elements adjusts itself automatically as a function of the torque dividing factor k_e and possible deviations of an individual power train from an ideal behavior are corrected by the correction factor k_corr ascertaining the magnitude of the force to be applied to the clutch for the transmission of a predetermined torque, and applying the thus ascertained force to the clutch with attendant automatic selection of the slip between the output and input elements as a function of the torque dividing factor k_e and compensation for eventual departures from the desired torque transmission, as a function of the correction factor k_corr, due to the characteristics of the selected power train.

30. The method of claim 29, wherein the prime mover is a combustion engine the operating condition of which is dependent upon the RPM of the output element and the position of a throttle control lever of the vehicle.

31. The method of claim 29, wherein the prime mover is a combustion engine the operating condition of which is dependent upon the RPM of the output element and the subatmospheric pressure in a suction pipe of the engine.

32. The method of claim 29, wherein the prime mover is a combustion engine the operating condition of which is dependent upon the RPM of the output element and the duration of fuel injection into the engine.

33. The method of claim 29, wherein in response to a change of the torque being transmitted by the power train a new torque to be transmitted by the clutch is implemented through the following measures:

(A) advance determination of a parameter X which determines the torque being transmitted by the clutch at an instant t_n+1 after the elapse of a monitoring interval and in accordance with a function that excludes undesirable phenomena including at least a blocking of the clutch, (B) determination of a gradient Δ

X which is required to arrive at a desired value of the parameter X after elapse of an interval Δ

t, (C) applying the thus determined gradient Δ

X with a hydraulic system including a proportional regulation wherein a parameter includes a pressure differential Δ

P established in advance between bodies of a hydraulic fluid at opposite sides of a pressure plate of the clutch in a housing of the torque converter in accordance with the equation

Δ

P_n+1=(1−

β

)·

Δ

P_desired÷

β

·

P_n, wherein β

=f(T_v,t), and

(D) repeating the steps (A), (B) and (C) until the parameter X at least closely approximates the desired parameter.

34. The method of claim 29, wherein further in response to changes of the torque being transmitted by the power train a new torque is to be transmitted by the clutch is implemented through the following measures:

(A) determining a gradient Δ

X of a parameter X which determines the torque being transmitted by the clutch in accordance with a function that excludes undesirable phenomena including at least a short-lasting blocking of the clutch,

(B) applying the gradient Δ

X with a hydraulic system, wherein a gradient Δ

Δ

P of a pressure differential Δ

P between two bodies of a hydraulic fluid at opposite sides of a pressure plate of the clutch in a housing of the torque converter is arrived at in accordance with the equation Δ

Δ

P=C₁·

(Δ

P_desird−

Δ

P_n), wherein C₁ is a proportionality factor, and

(C) repeating the steps (A) and (B) until the parameter X at least approximates a desired value.

35. The method of claim 29, wherein when a reduction of torque being transmitted by the apparatus can be predicted as a result of at least one of a plurality of occurrences including shifting of the transmission into a different drive ratio and attachment of at least one aggregate to an output element of the transmission and said predicted reduction of torque can cause short-lasting blockage of the clutch, the method further comprising the step of reducing the magnitude of torque being transmitted by the clutch by reducing the factor k_e by a predetermined value, and thereupon gradually increasing each reduced factor as a function of time to a level where the amount of the torque being transmitted by the clutch is compatible with adequate insulation of the transmission from vibrations and economical fuel consumption by the prime mover.

36. The method of claim 29, wherein when a reduction of torque being transmitted by the apparatus can be predicted as a result of at least one of a plurality of occurrences including shifting of the transmission into a different drive ratio and attachment of at least one aggregate to an output element of the transmission and said predicted reduction of torque can cause short-lasting blockage of the clutch, the method further comprises the step of reducing the magnitude of torque being transmitted by the clutch through at least one of the following measures:

(A) reducing the factor k_e by a predetermined value, and (B) reducing the factor k_corr by a predetermined value and thereupon increasing each reduced factor as a function of time to a level where the amount of the torque being transmitted by the clutch is compatible with adequate insulation of the transmission from vibrations and economical fuel consumption by the prime mover.

37. The method of claim 29, wherein the factor K_corr is indicative of a power train of a specific vehicle, and wherein the steps for selecting the factor k_corr to compensate for deviations of the characteristics of said power train of the specific vehicle from desired characteristics include:

(a) monitoring the slip of the clutch in a predetermined substantially stationary range of operation of the apparatus with a time delay which is sufficient to prevent the transmission of fluctuations of transmitted torque,

(c) comparing the monitored slip with a reference value which is selected to ensure optimal insulation of the transmission from vibrations and economical fuel consumption by the prime mover, and

(d) altering the slip of the clutch when the monitored slip departs from the reference value.

38. The method of claim 29, further comprising the steps of (a) detecting an impending acceleration of the prime mover based on a throttle valve position, and (b) if an impending acceleration is detected, reducing at least one of the factors k_e and k_corr so that the slip of the clutch increases and the torque boost offered by the torque converter is available as an additional torque reserve.

39. The method of claim 29, wherein the transmission has a plurality of drive ratios and the torque-transmitting apparatus has a combined slip0 resulting from the slip of the clutch and from a less than perfect torque-transmitting efficiency of the torque converter, and wherein at each of said drive ratios said combined slip is determined primarily by the slip of the clutch, so that the efficiency of the torque converter becomes a less important factor for transmission of torque from the rotary output element to the rotary input element so that the torque converter can be designed for a wide torque conversion range.