Converterless transmission shift control system

• US 7,682,285 B2
• Filed: 12/18/2007
• Issued: 03/23/2010
• Est. Priority Date: 11/05/2004
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Ortmann, Walt, Kraska, Marvin
• Primary Examiner(s): HO, HA DINH
• Application Number:
  US11/959,007
• Publication Number:
  US 20080096722A1
• Time in Patent Office: 826 Days
• Field of Search: 477/130, 477/132, 477/135, 477/139, 477/156
• US Class Current: 477/130
• CPC Class Codes: B60K 6/405 Housings
• CPC Class Codes: B60K 6/485 Motor-assist type
• 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 10/108 Friction gearings
• CPC Class Codes: B60W 10/115 with planetary gears
• CPC Class Codes: B60W 20/00 Control systems specially adapted for hybrid vehicles hybrid vehicle design, B60K6/00; electric vehicles B60L
• CPC Class Codes: B60W 20/30 Control strategies involving selection of transmission gear ratio control of change speed gearings, together with other vehicle sub-units B60W10/10; HEV transmission gearing B60K6/36; gearings and control thereof F16H
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: F16H 2306/30 characterised by the way or trajectory to a new ratio, e.g. by performing shift according to a particular algorithm or function determining the way or trajectory to a new ratio F16H2302/00
• 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 3/725 with means to change ratio in the mechanical gearing
• CPC Class Codes: F16H 61/061 using electric control means
• CPC Class Codes: F16H 61/686 with orbital gears
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A converterless, multiple-ratio transmission and ratio shift control method wherein smoothness of power-on upshifts and downshifts and power-off upshifts and downshifts is achieved by closed loop control of slip speed and friction element actuating pressure for an oncoming friction element, the data used during the closed loop control including speed sensor information for multiple friction elements during upshift and downshift events.

Claims

1. A vehicle powertrain including a multiple-ratio converterless transmission with multiple-ratio gearing wherein an internal combustion engine is connected directly to a torque input element of the transmission gearing, transmission speed ratios being determined by first and second speed sensors for the transmission torque input element and a transmission torque output element, respectively;

the transmission comprising;

multiple pressure actuated friction elements for controlling relative speeds of gear elements of the gearing, a speed ratio change in the transmission being effected by engaging a pressure actuator for an oncoming friction element and releasing a pressure actuator for an off-going friction element during an upshift;

third and fourth speed sensors for independently and respectively measuring speed of separate ones of the gear elements; and

an electronic controller for increasing actuating pressure for an oncoming friction element during a torque phase of the upshift;

the third and fourth speed sensors being characterized by separate speed signals for the electronic controller, whereby the electronic controller detects slip speed for the oncoming friction element during an inertia phase of the upshift and controls slip speed of the oncoming friction element in response to speed signals for the third and fourth speed sensors.

3. The powertrain set forth in claim 1 wherein the powertrain includes an electric motor disposed in a power flow path between the engine and the multiple-ratio gearing, whereby motor torque complements engine torque to achieve added launch capability and to attenuate dynamic torque disturbance during upshifts.

5. The powertrain set forth in claim 1 wherein the controller is configured to trigger control of slip speed of the oncoming friction element when slip speed of the oncoming friction element is detected at an instant when the inertia phase begins.

2. A vehicle powertrain including a multiple-ratio converterless transmission with multiple-ratio gearing for an automotive vehicle powertrain wherein an internal combustion engine is connected directly to a torque input element of the transmission gearing transmission speed ratios being determined by first and second speed sensors for the transmission torque input element and a transmission torque output element, respectively;

the transmission comprising;

multiple pressure actuated friction elements for controlling relative speeds of gear elements of the gearing, a speed ratio change in the transmission being effected by engaging a pressure actuator for an oncoming friction element and releasing a pressure actuator for an off-going friction element during a downshift;

third and fourth sensors for independently and respectively measuring speed of separate ones of the gear elements; and

an electronic controller for increasing actuating pressure for the oncoming friction element during a torque phase of the downshift;

the third and fourth speed sensors being characterized by separate speed signals for the electronic controller, whereby the electronic controller detects slip speed for the off-going friction element during an inertia phase of the downshift and controls slip speed of the oncoming friction element in response to speed signals for the third and fourth speed sensors.

4. The powertrain set forth in claim 2 wherein the powertrain includes an electric motor disposed in a power flow path between the engine and the multiple-ratio gearing whereby motor torque complements engine torque to achieve added launch capability and to attenuate dynamic torque disturbance during downshifts.

6. The powertrain set forth in claim 2 wherein the controller is configured to trigger control of slip speed of the oncoming friction element when slip speed of the off-going friction element is detected at an instant when the inertia phase begins.