Method for controlling a transmission coupled to an engine that may be automatically stopped

• US 9,238,457 B2
• Filed: 10/21/2014
• Issued: 01/19/2016
• Est. Priority Date: 07/09/2010
• Status: Expired due to Fees

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Doering, Jeffrey Allen, Cicala, Steve Michael, Gibson, Alex O'Connor, Nedorezov, Felix, Banners, Eric Frank, Jiang, Hong, Levens, Donald G.
• Primary Examiner(s): Scott, Jacob S
• Application Number:
  US14/520,164
• Publication Number:
  US 20150038294A1
• Time in Patent Office: 455 Days
• US Class Current: 1/1
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/023 Fluid 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 10/11 Stepped gearings
• CPC Class Codes: B60W 10/184 with wheel brakes
• CPC Class Codes: B60W 2510/107 Temperature
• CPC Class Codes: B60W 2510/182 Brake pressure, e.g. of fluid or between pad and disc
• CPC Class Codes: B60W 2530/213 Fuel type
• CPC Class Codes: B60W 2555/20 Ambient conditions, e.g. wind or rain
• CPC Class Codes: B60W 2710/1083 pressure of control fluid
• CPC Class Codes: B60W 30/18018 Start-stop drive, e.g. in a traffic jam
• CPC Class Codes: F02N 11/0814 comprising means for controlling automatic idle-start-stop
• CPC Class Codes: F16H 2312/04 Holding or hillholding
• CPC Class Codes: F16H 2312/14 Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
• CPC Class Codes: F16H 61/0059 Braking of gear output shaft using simultaneous engagement of friction devices applied for different gear ratios
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Methods and systems for controlling a transmission coupled to an engine during an engine start are presented. In one example, a method adjusts a transmission tie-up force in response to an indication of transmission slip. The method may improve vehicle launch for stop/start vehicles.

Claims

1. A method for controlling a transmission coupled to an engine during an engine start, comprising:

applying a first pressure to a clutch tying a transmission input shaft to a transmission case during a first engine start; and

applying a second pressure to the clutch tying the transmission input shaft to the transmission case during a second engine start, where the clutch tying the transmission input shaft to the transmission case is a gear clutch, and where the first pressure is different than the second pressure, and further comprising where an amount of the first pressure is adjusted to provide the second pressure.

2. The method of claim 1, where the first engine start is during a first set of conditions and where the second engine start is during a second set of conditions, the second set of conditions substantially equivalent to the first set of conditions.

3. The method of claim 1, where the second pressure is applied based on the first pressure and an operating condition of the transmission.

4. The method of claim 3, where the operating condition of the transmission is an input shaft speed of the transmission.

5. The method of claim 1, further comprising releasing the clutch via reducing the second pressure after a predetermined time since engine stop.

6. The method of claim 1, where the first and second pressures are applied via adjusting a duty cycle supplied to a valve.

7. A method for controlling a transmission coupled to an engine during an engine start, comprising:

applying a first clutch to tie a transmission input shaft to a transmission case during a first engine start; and

adjusting an oil pressure supplied to the first clutch during a second engine start in response to a delay time between engine speed and an indication of transmission input shaft acceleration during the first engine start, the engine coupled to the transmission through a torque converter.

8. The method of claim 7, where the first clutch is a gear clutch, and where the indication of transmission input shaft acceleration is output of an accelerometer or output of a transmission input shaft speed sensor.

9. The method of claim 7, further comprising adjusting the oil pressure supplied to the first clutch during the second engine start in response to an oscillation amplitude amount of a transmission input shaft speed.

10. The method of claim 7, further comprising releasing the first clutch after a predetermined condition.

11. The method of claim 7, where the oil pressure is increased during the second engine start when the delay time is less than a threshold amount of time.

12. The method of claim 7, where the oil pressure is decreased during the second engine start when the delay time is greater than a threshold amount of time.

13. The method of claim 12, further comprising releasing the first clutch during the second engine start and applying a second clutch, the second clutch providing engine torque to vehicle wheels to accelerate a vehicle after the first clutch is released.

14. A system for controlling a transmission during an engine start, comprising:

an engine;

a transmission coupled to the engine through a torque converter, the transmission including a tie-up clutch that couples an input shaft of the transmission to a case of the transmission;

an engine speed sensor;

a transmission input shaft speed sensor; and

a controller including executable instructions stored in a non-transitory medium to adjust an oil pressure supplied to the tie-up clutch in response to a delay time between an output of the engine speed sensor and an output of the transmission input shaft speed sensor.

15. The system of claim 14, where the tie-up clutch is a gear clutch, and further comprising an overrunning gear clutch.

16. The system of claim 14, including further instructions to adapt a parameter that adjusts the delay time.

17. The system of claim 14, including further instructions to adjust the oil pressure in response to an oscillation amplitude amount of the output of the transmission input shaft speed sensor.

18. The system of claim 17, where the oil pressure is increased as the oscillation amplitude amount of the output of the transmission input shaft speed sensor increases.

19. The system of claim 17, where the oil pressure is decreased as the oscillation amplitude amount of the output of the transmission input shaft speed sensor decreases.