US 5,289,741 AGrant
Adaptive Transmission Pressure Control With Run-Through Detection
Issue Date:1994-03-01
•6 Claims
•9 Drawing Sheets
Abstract
An improved adaptive line pressure control which detects the occurrence of run-through and overrides the normal adaptive pressure control in response to a detected run-through condition so that the line pressure during subsequent shifting is increased instead of decreased. A run-through condition is detected by periodically sampling the transmission speed ratio in the course of the inertia phase of an upshift from a lower speed ratio to an upper speed ratio, and determining the average ratio for the upshift. If the average ratio is within a reference amount of the normal value (ratio midpoint), the adaptive control is allowed to update the adaptive pressure value in relation to the difference between the measured shift time and a desired shift time. If the average ratio exceeds the normal value (midpoint) by more than the reference amount, a run-through is detected, and the adaptive pressure amount is increased regardless of the measured shift time.
Metadata
Assignee
- General Motors Corporation
Inventors
- William E. Debs
- Robert L. Moses
Application Information
Application Number:US 8949824
Filing Date:1992-06-08
Priority Date:1992-06-08
Art Unit:352
Classifications
IPC:
B60K 4106
Field of Search:
74364866424.1
Patent Drawings (9 sheets)
Description
This invention relates to adaptive pressure control in a motor vehicle automatic transmission, and more particularly, to a control which detects the occurrence of a run-through condition.
Background of the Invention
Automatic transmissions of the type addressed by this invention include several fluid operated torque transmitting devices, referred to herein as clutches, which are automatically engaged and disengaged according to a predefined pattern to establish different speed ratios between input and output shafts of the transmission. The input shaft is coupled to an internal combustion engine through a fluid coupling, such as a torque converter, and the output shaft is mechanically connected to drive one or more vehicle wheels.
The various speed ratios of the transmission are typically defined in terms of the ratio Ni/No, where Ni is the input shaft speed and No is the output shaft speed. Speed ratios having a relatively high numerical value provide a relatively low output speed and are generally referred to as lower speed ratios; speed ratios having a relatively low numerical value provide a relatively high output speed and are generally referred to as upper speed ratios. Accordingly, shifts from a given speed ratio to a lower speed ratio are referred to as downshifts, while shifts from a given speed ratio to a higher speed ratio are referred to as upshifts.
In most transmissions, ratio shifting is carried out by selectively directing the fluid pressure output of a pump, referred to as line pressure, to the various clutches of the transmission through the use of one or more shift valves. To upshift from a lower speed ratio to a higher speed ratio, for example, a respective shift valve is activated (electrically or hydraulically) to initiate the supply of fluid pressure to the upper or target speed ratio (on-coming) clutch. Concurrently, the lower speed ratio (off-going) clutch is released, either by exhausting the fluid pressure supplied to it, or through the provision of a one-way device which overruns when the on-coming clutch achieves the required torque capacity.
In most transmissions, a hydraulic accumulator is used to control the supply of fluid pressure to the on-coming clutch. The accumulator absorbs a controlled volume of fluid in parallel with the on-coming clutch, producing a progressive increase in the clutch apply pressure as a piston of the accumulator strokes to compress an internal damper spring.
The average clutch apply pressure during accumulator stroking varies in direct relation to an accumulator bias or trim pressure which opposes the clutch apply pressure, and it is known that the firmness of a shift can be controlled to a desired value over the life of the transmission through adaptive adjustment of such trim pressure. See, for example, the U.S. Pat. No. 4,283,970 to Vukovich, issued Aug. 18, 1981, and 4,653,350 to Downs et al., issued Mar. 31, 1987, both of which are assigned to the assignee of the present invention. In these controls, the trim pressure varies with the transmission line pressure, and the line pressure is scheduled as a combined function of a base pressure value determined by table look-up and an adaptive pressure value based on a deviation between actual and desired shift progression times observed during previous shifts of the same type.
Under most conditions, the on-coming clutch engagement is completed during the stroking of the accumulator piston, minimizing the driveline torque disturbance during the shift. However, if the pressure supplied to the accumulator is too low, the initiation of clutch engagement may be delayed to the point where the accumulator piston completely strokes before the clutch fully engages. At the end of the accumulator stroke, the clutch pressure rapidly rises to line pressure, abruptly completing the clutch engagement. This condition is referred to herein as run-through because the shift is completed after the accumulator has "run-through" its stroke.
In addition to creating a harsh bump or clunk at the end of the shift, run-through disrupts the normal relationship between clutch apply pressure and shift progression time. As a result, the adaptive control may operate to decrease the line pressure even further in subsequent shifting. Various procedures have been proposed for the purpose of detecting the run-through condition, but none have proven to be sufficiently robust due to normal transmission-to-transmission variability.
Summary of the Present Invention
The present invention is directed to an improved adaptive pressure control which detects the occurrence of run-through, and overrides the normal adaptive pressure control in response to a detected run-through condition, so that the line pressure during subsequent shifting is increased instead of decreased to prevent a recurrence of the run-through condition.
According to this invention, a run-through condition is detected by periodically sampling the transmission speed ratio in the course of the inertia phase of an upshift from a lower speed ratio to an upper speed ratio, and determining the average ratio during the sampling period. In a normal upshift, the on-coming clutch engagement will occur during the stroking of the accumulator, resulting in a substantially linear ratio progression from the lower speed ratio to the upper speed ratio. The average ratio in this event will be substantially equal to the midpoint of the lower and upper speed ratios. In a run-through upshift, the ratio progression is delayed or carried out at a significantly lower rate, resulting in an average ratio significantly higher than for the normal shift.
If the average ratio is within a reference amount of the normal value, the control is allowed to update the adaptive pressure value in relation to the difference between the measured shift progression time and a desired shift progression time, as in the above-mentioned Vukovich and Downs et al. patents. If the average ratio exceeds the normal value by more than the reference amount, a run-through condition is detected, and the adaptive pressure amount is increased regardless of the measured shift time.
Brief Description of the Drawings
FIGS. 1a-1b form a schematic diagram of a five-speed automatic transmission controlled in accordance with this invention by a computer-based control unit.
FIG. 2 is a state diagram for the clutches of the transmission depicted in FIGS. 1a-1b.
FIG. 3 is a chart depicting the electrical state changes required for shifting from one speed ratio to another.
FIGS. 4a-4b and 5a-5b graphically illustrate normal and run-through upshifts, respectively.
FIGS. 6a-6b graphically illustrate the determination of average speed ratio according to this invention.
FIGS. 7-9 depict flow diagrams representative of computer program instructions executed by the control unit of FIG. 1a in carrying out the control of this invention.
Detailed Description of the Invention
Referring now to FIGS. 1a-1b of the drawings, the reference numeral 10 generally designates a motor vehicle drivetrain including an engine 12 and a planetary transmission 14 having a reverse speed ratio and five forward speed ratios. Engine 12 includes a throttle mechanism 16 mechanically connected to an operator manipulated device, such as an accelerator pedal (not shown), for regulating the air intake of the engine. The engine 12 is fueled by a conventional method in relation to the air intake to produce output torque in proportion thereto. Such torque is applied to the transmission 14 through the engine output shaft 18. The transmission 14, in turn, transmits engine output torque to an output shaft 20 through a torque converter 24 and one or more of the fluid operated clutches C1-C5, OC, Reverse clutch CR, and one-way clutches 26-30, such clutches being applied or released according to a predetermined schedule for establishing a desired transmission speed ratio.
Referring now more particularly to the transmission 14, the impeller or input member 36 of the torque converter 24 is connected to be rotatably driven by the output shaft 18 of engine 12 through the input shell 38. The turbine or output member 40 of the torque converter 24 is rotatably driven by the impeller 36 by means of fluid transfer therebetween and is connected to rotatably drive the turbine shaft 42. A stator member 44 redirects the fluid which couples the impeller 36 to the turbine 40, the stator being connected through a one-way device 46 to the housing of transmission 14.
The torque converter 24 also includes a clutch TCC comprising a clutch plate 50 secured to the turbine shaft 42. The clutch plate 50 has a friction surface 52 formed thereon adaptable to be engaged with the inner surface of the input shell 38 to form a direct mechanical drive between the engine output shaft 18 and the turbine shaft 42. The clutch plate 50 divides the space between input shell 38 and the turbine 40 into two fluid chambers: an apply chamber 54 and a release chamber 56.
When the fluid pressure in the apply chamber 54 exceeds that in the release chamber 56, the friction surface 52 of clutch plate 50 is moved into engagement with the input shell 38, thereby engaging the TCC to provide a mechanical drive connection in parallel with the torque converter 24. In such case, there is no slippage between the impeller 36 and the turbine 40. When the fluid pressure in the release chamber 56 exceeds that in the apply chamber 54, the friction surface 52 of the clutch plate 50 is moved out of engagement with the input shell 38, as shown in FIG. 1a, thereby uncoupling such mechanical drive connection and permitting slippage between the impeller 36 and the turbine 40.
The turbine shaft 42 is connected as an input to the carrier Cf of a forward planetary gearset f. The sun Sf is connected to carrier Cf via the parallel combination of one-way clutch F5 and friction clutch OC. The clutch C5 is selectively engageable to ground the sun Sf. The ring Rf is connected as an input to the sun S1r of a compound rearward planetary gearset r via the parallel combination of one-way clutch F1 and friction clutch C3. The clutch C2 selectively connects the forward gearset ring Rf to rearward gearset ring Rr, and the Reverse clutch CR selectively grounds the ring Rr. The sun S2r is selectively grounded by clutch C4 or by clutch C1 through the one-way clutch F2. The pinion Pr mechanically couples the pinion gears and is connected as an output to shaft 20.
The various speed ratios and the clutch states required to establish them are set forth in the chart of FIG. 2. Referring to that Figure, it is seen that the Park/Neutral condition is established by releasing all of the clutches with the exception of clutch OC. A garage shift to Reverse is effected by engaging the C3 and CR clutches. In the forward speed ranges, a garage shift to 1st is effected by engaging the clutches C1 and C4. In this case, the forward gearset f is locked up and the one-way clutch F1 applies the turbine speed Nt as an input to the sun element Sr of rearward gearset r, providing a Ni/No ratio of 3.61.
As the vehicle speed increases, an upshift from 1st to 2nd is effected simply by engaging clutch C2; the one-way clutch F1 overruns as soon as on-coming clutch C2 develops sufficient torque capacity. The forward gearset f remains locked up, and the clutch C2 applies the turbine speed Nt as an input to the ring element Rr of rearward gearset r to provide a Ni/No ratio of 1.85. Downshifting from 2nd to 1st merely involves releasing clutch C2.
The upshift from 2nd to 3rd is effected by engaging clutch C5 and releasing clutch OC so that the forward gearset operates as an overdrive, thereby providing a Ni/No ratio of 1.37. Downshifting from 3rd to 2nd is effected by releasing clutch C5 and engaging clutch OC to return the forward gearset f to a lock-up condition.
The upshift from 3rd and 4th is effected by releasing clutch C5 and engaging clutch OC to return the forward gearset f to a lock-up condition, while releasing clutch C4 and engaging clutch C3 to lock-up the rearward gearset r, one-way clutch F2 releasing the rear planet axis Pr. In this case, the turbine speed Nt is transmitted directly to output shaft 20 for a Ni/No ratio of 1.00. The downshift 4th to 3rd is effected by releasing clutch OC and engaging clutch C5 to return the forward gearset f to an overdrive condition, while releasing clutch C3 and engaging clutch C4 to apply the turbine speed Nt as an input to the ring element Rr.
Completing the shift analysis, the upshift from 4th to 5th is effected by engaging clutch C5 (and releasing clutch OC if engine braking is selected) to operate the forward gearset f in an overdrive condition, thereby providing a Ni/No ratio of 0.74. Downshifting from 5th to 4th is effected by releasing clutch C5 (and engaging clutch OC if engine braking is selected).
A positive displacement hydraulic pump 60 is mechanically driven by the engine output shaft 18. Pump 60 receives hydraulic fluid at low pressure from the fluid reservoir 64 and filter 65, and supplies line pressure fluid to the transmission control elements via output line 66. A pressure regulator valve (PRV) 68 is connected to the pump output line 66 and serves to regulate the line pressure by returning a controlled portion of the line pressure to reservoir 64 via the line 70. The PRV 68 is biased at one end by orificed line pressure in line 71 and at the other end by the combination of a spring force, a Reverse ratio fluid pressure in line 72 and a controlled bias pressure in line 74.
The Reverse fluid pressure is supplied by a Manual Valve 76, described below. The controlled bias pressure is supplied by a Line Pressure Bias Valve 78 which develops pressure in relation to the current supplied to electric force motor 80. Line pressure is supplied as an input to valve 78 via line 82, a pressure limiting valve 84 and filter 85. The limited line pressure, referred to as ACT FEED pressure, is also supplied as an input to other electrically operated actuators of the control system via line 86. With the above-described valving arrangement, it will be seen that the line pressure of the transmission is electrically regulated by force motor 80.
In addition to regulating line pressure, the PRV 68 develops a regulated converter feed (CF) pressure for the torque converter 24 in line 88. The CF pressure is supplied as an input to TCC Control Valve 90, which, in turn, directs the CF pressure to the release chamber 56 of torque converter 24 via line 92 when open converter operation is desired. In this case, the return fluid from torque converter 24 is exhausted via line 94, the TCC Control Valve 90, an oil cooler 96 and an orifice 98.
When closed converter operation is desired, the TCC Control Valve 90 exhausts the release chamber 56 of torque converter 24 to an orificed exhaust 100, and supplies a regulated TCC apply pressure in line 102 to the apply chamber 54, thereby engaging the TCC. The TCC apply pressure in line 102 is developed from line pressure by a TCC Regulator Valve 104.
Both the TCC Control Valve 90 and the TCC Regulator Valve 104 are spring biased to effect the open converter condition, and in each case, the spring force is opposed by an electrically developed control pressure in line 106. The control pressure in line 106 is developed by the solenoid operated TCC Bias Valve 108, through a ratiometric regulation of the fluid pressure in line 110.
When closed converter operation is desired, the solenoid of TCC Bias Valve 108 is pulse-width-modulated at a controlled duty cycle to ramp up the bias pressure in line 106. Bias pressures above the pressure required to shift the TCC Control Valve to the closed-converter state are used to control the TCC apply pressure developed in line 102 by TCC Regulator Valve 104. In this way, the TCC Bias Valve 108 is used to control the torque capacity of the TCC when closed converter operation is desired.
The friction clutches C1-C5, OC and CR are activated by conventional fluid operated pistons P1-P5, POC and PCR, respectively. The pistons, in turn, are connected to a fluid supply system comprising the Manual Valve 76 referred to above, the Shift Valves 120, 122 and 124, and the Accumulators 126, 128 and 130. The Manual Valve 76 develops supply pressures for Reverse (REV) and the various forward ranges (DR, D32) in response to driver positioning of the transmission range selector 77. The REV, DR and D32 pressures, in turn, are supplied via lines 72, 132 and 134 to the various Shift Valves 120-124 for application to the fluid operated pistons P1-P5, POC and PCR. The Shift Valves 120, 122 and 124 are each spring biased against controlled bias pressures, the controlled bias pressures being developed by the solenoid operated valves A, C and B. The accumulators 126, 128 and 130 are used to cushion the apply, and in some cases the release, of clutches C5, C2 and C3, respectively.
A chart of the ON/OFF states of valves A, C and B for establishing the various transmission speed ratios is given in FIG. 3. In Neutral and Park, the solenoids A, B and C are all off. In this condition, line pressure is supplied to clutch piston POC through orifice 176, but the remaining clutches are all disengaged. Reverse fluid pressure, when generated by Manual Valve 76 in response to driver displacement of range selector 77, is supplied directly to clutch piston P3 via lines 72, 73 and 140, and to clutch piston PCR via lines 72, 142, orifice 144 and Shift Valve 124.
A garage shift to the forward (Drive) ranges is effected when Manual Valve 76 is moved to the D position, connecting line pressure to the DR pressure supply line 132. The DR pressure is supplied to the clutch piston P1 via line 146 and orifice 148 to progressively engage clutch C1. At the same time, Solenoid Operated Valves A and C are energized to actuate Shift Valves 120 and 122. The Shift Valve 122 directs DR pressure in line 132 to clutch piston P4 via Regulator Valve 150 and line 152. The Shift Valve 120 supplies a bias pressure to the Regulator Valve 150 via line 154 to boost the C4 pressure. In this way, clutches C1, C4 and OC are engaged to establish 1st speed ratio.
Referring to the chart of FIG. 3, a 1-2 upshift is effected by deenergizing Solenoid Operated Valve A to return Shift Valve 120 to its default state. This routes DR pressure in line 132 to the clutch piston P2 via Shift Valve 120, lines 156, 158 and 162, and orifice 160 to engage the clutch C2. Line 162 is also connected as an input to accumulator 128, the backside of which is maintained at a regulated pressure developed by valve 164. The engagement of clutch C2 is thereby cushioned as the C2 apply pressure, resisted by spring force, strokes the piston of accumulator 128. Of course, a 2-1 downshift is effected by energizing the Solenoid Operated Valve A.
Referring again to the chart of FIG. 3, a 2-3 upshift is effected by energizing Solenoid Operated Valve B to actuate the Shift Valve 124. This exhausts the clutch piston POC via orifice 166 to release the clutch OC, and supplies line pressure in line 66 to clutch piston P5 via orifice 168 and line 170 to progressively engage clutch C5. Line 170 is connected via line 172 as an input to accumulator 126, the backside of which is maintained at a regulated pressure developed by valve 164. The engagement of clutch C5 is thereby cushioned as the C5 apply pressure, resisted by spring force, strokes the piston of accumulator 126. Of course, a 3-2 downshift is effected by deenergizing the Solenoid Operated Valve B.
Referring again to the chart of FIG. 3, a 3-4 upshift is effected by deenergizing Solenoid Operated Valves B and C to return Shift Valves 124 and 122 to their default positions, as depicted in FIGS. 1a-1b. The Shift Valve 124 thereby (1) exhausts clutch piston P5 and accumulator 126 via line 170 and orifice 174 to release clutch C5, and (2) supplies pressure to clutch piston POC via lines 66 and 171 and orifice 176 to engage clutch OC. The Shift Valve 122 (1) exhausts clutch piston P4 via line 152 and orifice 178 to release clutch C4, and (2) supplies DR pressure in line 132 to clutch piston P3 via Shift Valve 120, orifice 180 and lines 182, 184, 73 and 140 to engage clutch C3.
Line 182 is connected via line 186 as an input to accumulator 130, the backside of which is maintained at a regulated pressure developed by valve 164. The engagement of clutch C3 is thereby cushioned as the C3 apply pressure, resisted by spring force, strokes the piston of accumulator 130. Of course, a 4-3 downshift is effected by energizing the Solenoid Operated Valves B and C.
Referring again to the chart of FIG. 3, a 4-5 upshift is effected by energizing Solenoid Operated Valve B to actuate the Shift Valve 124. This exhausts the clutch piston POC via orifice 166 to release the clutch OC, and supplies line pressure in line 66 to clutch piston P5 via orifice 168 and line 170 to progressively engage clutch P5. As indicated below, line 170 is also connected via line 172 as an input to accumulator 126, which cushions the engagement of clutch C5 as the C5 apply pressure, resisted by spring force, strokes the piston of accumulator 126. Of course, a 5-4 downshift is effected by deenergizing the Solenoid Operated Valve B.
The Solenoid Operated Valves A, B and C, the TCC Bias Valve 108 and the Line Pressure Bias Valve 78 are all controlled by a computer-based Transmission Control Unit (TCU) 190 via lines 192-196. As indicated above, the valves A, B and C require simple on/off controls, while the valves 108 and 78 are pulse-width-modulated (PWM). The control is carried out in response to a number of input signals, including an engine throttle signal % T on line 197, a turbine speed signal Nt on line 198 and an output speed signal No on line 199. The throttle signal is based on the position of engine throttle 16, as sensed by transducer T; the turbine speed signal is based on the speed of turbine shaft 42, as sensed by sensor 200; and the output speed signal is based on the speed of output shaft 20, as sensed by sensor 202. In carrying out the control, the TCU 190 executes a series of computer program instructions, represented by the flow diagrams of FIGS. 7-9 described below.
As indicated above, the present invention concerns the detection of an abnormal shifting condition referred to as run-through. As indicated above, the full engagement of the on-coming clutch normally occurs prior to the end of stroke of the respective accumulator 126, 128, 130. This condition is graphically depicted by the traces of FIGS. 4a-4b which respectively represent the actual transmission speed ratio (Nt/No) and the on-coming clutch apply pressure.
The solenoid states are activated at time t0 to initiate the shift, directing fluid pressure to the respective clutch apply circuit. When the apply chamber of the respective clutch piston is filled and the friction surfaces of the respective clutch are brought into engagement at time t1, the clutch pressure jumps to an initial level, designated in the lower trace as Pinit. The pressure Pinit is determined by the line pressure, the accumulator spring force and the trim pressure applied to the spring side of the accumulator piston. When the line pressure is increased, the trim pressure is also increased, resulting in an increase in the pressure Pinit. Similarly, the pressure Pinit is decreased when line pressure is decreased.
After time t1, the accumulator damper spring begins to compress, and the clutch pressure progressively increases toward line pressure Pline as shown. When the pressure reaches P1 at time t2, the torque capacity of the on-coming clutch achieves a critical capacity, at which the turbine speed begins to fall and the measured ratio begins its transition from 2nd to 3rd. At time t3, the clutch is fully engaged to complete the ratio progression, as seen in the upper trace. The stroke of the accumulator piston is completed at time t4, at which point the clutch pressure rapidly increases to the line pressure Pline, as seen in the lower trace. Since the clutch is fully engaged prior to time t4, the abrupt rise in pressure occurring at the end of the accumulator stroke is not perceived by the occupants of the vehicle.
As set forth in the above-referenced Vukovich and Downs et al. patents, shift quality is determined by measuring the actual shift progression time and comparing the measured time with a reference or desired time. In this regard, the best results are achieved by computing the percentage of ratio completion (RATCOMP), and measuring the time elapsed during a predetermined portion of the ratio progression, as graphically illustrated in FIG. 4a. In the illustrated embodiment, for example, the measured shift time is defined as the interval between 20% and 80% ratio completion, or the interval between times ta and tb.
FIGS. 5a-5b graphically depict an upshift carried out at an abnormally low line pressure, resulting in a run-through condition. Since the entire pressure profile is correspondingly lowered, the achievement of critical clutch pressure P1 (time t2) is significantly delayed, compared to the normal shift of FIGS. 4a-4b. Hence, the start of ratio change is likewise delayed, and the shift is still in progress at the end of the accumulator stroke. In the illustrated example, time t3 (80% RATCOMP), time tb (end of accumulator stroke) and time t4 (end of shift) occur substantially at the same time, as indicated. The rapid rise in clutch pressure associated with the end of accumulator stroking produces an abrupt increase in the rate of shift completion, resulting in a poor quality shift.
Referring to FIG. 5a, it is seen that the measured shift time in the case of a run-through shift is significantly shorter than for the normal shift depicted in FIG. 4a. This is contrary to the pressure vs. shift time relationship observed during normal shifting. In normal shifting, a shorter than desired shift time signals the need to decrease clutch pressure in the next similar shift. However, in run-through shifting, the shorter than desired shift time is caused by abnormally low pressure. Decreasing the pressure even further would only exacerbate the run-through condition in the next shift.
The control of this invention avoids the above-described operation by adaptively increasing the pressure for subsequent shifting regardless of the shift time error when the occurrence of a run-through condition is detected. Run-through shifting is detected, according to this invention, by periodically sampling the transmission speed ratio in the course of the upshift inertia phase to determine the average speed ratio during the sampling period. In a normal upshift, as depicted in FIGS. 4a-4b, there is a substantially linear ratio progression from the lower speed ratio to the upper speed ratio, and the average ratio is substantially equal to the midpoint of the two speed ratios. In a run-through upshift, as depicted in FIGS. 5a-5b, the ratio progression is delayed or carried out at a significantly lower rate, resulting in an average ratio significantly higher than for the normal shift.
The procedure for determining the average speed ratio according to this invention is graphically depicted in FIGS. 6a-6b. FIG. 6a repeats the normal ratio progression of FIG. 4a, and FIG. 6b repeats the run-through ratio progression of FIG. 5a. In the illustrated embodiment, the ratio is periodically sampled in the interval of 20%-80% ratio completion. In FIGS. 6a-6b, the tick marks shown on the ratio progression traces represent the sample intervals.
If the average ratio determined during the inertia phase of the shift is within a reference amount of the normal (midpoint) value, the control is allowed to update the adaptive pressure value in relation to the difference between the measured shift time and a desired shift time, as in the above-mentioned Vukovich and Downs et al. patents. This condition is observed in FIG. 6a. However, if the average ratio determined during the inertia phase exceeds the normal value by more than a reference amount, as observed in FIG. 6b, a run-through condition is indicated. In this case, the adaptive pressure amount is increased regardless of the measured shift time in order to eliminate the run-through condition in the next shift to the same speed ratio.
Referring now to FIGS. 7-9, the flow diagram of FIG. 7 represents a main or executive computer program which is periodically executed in the course of vehicle operation in carrying out the control of this invention. The block 240 designates a series of program instructions executed at the initiation of each period of vehicle operation for setting various terms and timer values to an initial condition. Thereafter, the blocks 242-250 are sequentially and repeatedly executed as indicated by the flow diagram line 252.
At block 242, the control unit 190 reads the various inputs referenced in FIG. 1a and updates the loop timers, if any. The block 254 determines the desired speed ratio Rdes and required states of solenoids A, B and C for achieving the desired speed ratio. The desired ratio Rdes may be determined in a conventional manner as a predefined function of engine throttle position % T and output speed No.
The block 246, described in further detail in the flow diagram of FIG. 8, determines the desired line pressure LPdes. The block 248 converts the desired line pressure LPdes to a PWM duty cycle for force motor 80, and suitably energizes the various electro-hydraulic elements, including the force motor 80, the TCC solenoid valve 108, and shift valve solenoids A, B and C. The block 250, described in further detail in the flow diagram of FIG. 9, develops adaptive pressure corrections based on the measured inertia phase interval and whether a run-through condition is detected.
Referring to the line pressure determination flow diagram of FIG. 8, the block 260 is first executed to determine if the transmission is in an engine braking mode, if a garage shift is in progress, or if the Reverse range is engaged. If any of these conditions are true, the block 262 is executed to determine the desired line pressure LPdes using mode-specific look-up tables, not described herein. Otherwise, the blocks 264-272 are executed to look-up the base line pressure LPdes as a function of throttle position % T and vehicle speed Nv, to apply the appropriate offsets, to look-up and apply the cumulative adaptive correction amount LPad, and to compensate for barometric pressure.
The offsets identified in block 266 include a gear-related offset OSgear, an engine power enrichment offset OSpe, a downshift offset OSds, and a jump-shift offset OSusj. The gear-related offset OSgear is determined as a function of gear (solenoid state), throttle position % T, and the state of a driver preference mode (Normal/Performance). The power enrichment offset OSpe is determined as a function of engine speed Ne. The downshift offset OSds is determined as a function of gear and vehicle speed Nv, and jump-shift offset OSusj is determined as a function of the shift type. The barometric pressure, or altitude, compensation of block 272 is carried out with a factor Kalt determined as a function of the throttle position % T and the barometric pressure, as may be determined from an engine manifold absolute pressure sensor (not shown).
The adaptive pressure correction LPad is determined as a function of the throttle position % T and gear, as indicated at block 268. Preferably, this look-up involves an interpolation between a pair of adjacent cells of a look-up array, based on engine throttle position. As indicated at block 270, the adaptive correction LPad is simply added to the base pressure value to form the desired pressure value LPdes.
In the adaptive update flow diagram of FIG. 9, the control unit 190 determines the inertia phase time of each normal upshift through the use of an inertia phase timer IP TIMER and compares it to a reference time IPdes. At the same time, the control unit 190 determines the average speed ratio during the inertia phase and compares it to a desired average speed ratio which would be observed during normal shifting. If the determined average speed ratio is within a reference amount of the desired average speed ratio, the control unit 190 updates the adaptive pressure term LPad in relation to the comparison between the measured and reference inertia phase times. If the determined average speed ratio exceeds the desired average by at least the reference amount, the control unit 190 independently increases the adaptive pressure term LPad to prevent the occurrence of a run-through condition in the next such shift.
If a single ratio upshift is in progress, as determined at block 280, the blocks 282-296 are executed to determine the elapsed time and average speed ratio during the inertia phase interval. As noted above, the inertia phase interval for the purposes of this control is defined as the interval during which the percentage of speed ratio change completion (% RATCOMP) progresses from 20% to 80%. When % RATCOMP first reaches 20%, as determined at blocks 282-284, the block 286 is executed to start an inertia phase timer, IP TIMER, and to initialize the average ratio (Ravg) and sample number (SL) to zero. So long as % RATCOMP is less than 80%, as determined at block 288, the block 290 is executed to periodically update the term Ravg in accordance with the current speed ratio value Ract, while incrementing the sample number SL.
When % RATCOMP reaches 80%, the block 292 is executed to compute the average speed ratio Ravg as (Ravg/SL). If the computed average speed ratio Ravg exceeds the midpoint of the old and new speed ratios (Rmp) by more than a reference amount Ref, as determined at block 294, the block 298 is executed to increase the adaptive pressure correction term LPad by a quantity Krt dependent on the shift type. Otherwise, the blocks 296 and 302-308 are executed to stop the IP TIMER, and to update the adaptive correction term LPad as set forth in the above-reference patents to Vukovich and Downs et al.
The block 302 determines if the entry conditions for adaptive updating are satisfied. Such conditions may include: normal pattern shift, transmission oil temperature TEMP and throttle % T within limits, no large throttle changes in the shift, not a jump-shift, and not a step-out shift. If the entry conditions are not met, no updating of the adaptive pressure correction amount is carried out. If the entry conditions are met, the blocks 304 and 306 look-up the desired shift time IPdes and the adaptive pressure correction amount LPmod. As noted at block 304, the desired shift time IPdes is determined as a function of gear and the throttle position % Tinit at the initiation of the shift. The adaptive modifier LPmod, in turn, is determined as a function of gear and the error or difference between the measured shift time IP TIMER and the desired shift time IPdes. Finally, the block 308 updates a cumulative pressure correction amount LPad in accordance with the adaptive modifier LPmod.
While this invention has been described in reference to the illustrated embodiment, it is expected that various modifications will occur to those skilled in the art. In this regard, it should be realized that controls incorporating such modifications may fall within the scope of this invention, which is defined by the appended claims.
Claims
The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:
1. In a motor vehicle multiple speed ratio automatic transmission including a fluid operated torque transmitting device to be engaged for shifting the transmission from a current speed ratio to a target speed ratio, a source of fluid pressure, regulator means for regulating said fluid pressure in accordance with a predetermined pressure command to form a regulated line pressure, a shift valve operative when activated to direct said line pressure to said torque transmitting device for engaging such device, and fluid accumulator means for absorbing a portion of the fluid directed to said torque transmitting device by said shift valve during a stroke interval of said shift, control apparatus comprising: means effective during a sampling period defined by a progression of said speed ratio from said current speed ratio to said target speed ratio for periodically sampling said speed ratio; means effective upon conclusion of said sampling period to determine an average ratio signal corresponding to the average of said periodically sampled speed ratios; detection means for comparing the determined average ratio signal to a desired average ratio to detect an abnormal shift condition in which the change in speed ratio is completed after said stroke interval; and means for adjusting said predetermined pressure command in a direction to increase said regulated line pressure in subsequent shifting to said target speed ratio in response to a detection of said abnormal shift condition, thereby to prevent a recurrence of said abnormal shift condition.
2. The control apparatus of claim 1, wherein said abnormal shift condition is detected when said determined average ratio signal exceeds said desired average ratio by at least a predetermined amount.
3. The control apparatus of claim 1, wherein said desired average ratio is determined in accordance with a midpoint of said current speed ratio and said target speed ratio.
4. In a motor vehicle multiple speed ratio automatic transmission including a fluid operated torque transmitting device to be engaged for shifting the transmission from a current speed ratio to a target speed ratio, a source of fluid pressure, regulator means for regulating said fluid pressure in accordance with a predetermined pressure command to form a regulated line pressure, a shift valve operative when activated to direct said line pressure to said torque transmitting device for engaging such device, and fluid accumulator means for absorbing a portion of the fluid directed to said torque transmitting device by said shift valve during a stroke interval of said shift, control apparatus comprising: means effective during said shift to said target speed ratio for measuring a shift time corresponding to the duration of a detected change in speed ratio; shift quality control means for adjusting said predetermined pressure command based on a detected deviation between said measured shift time and a predetermined shift time which is characteristic of high shift quality under normal conditions; means for comparing a measure of the average speed ratio during said detected change in speed ratio with a desired average speed ratio to detect an abnormal shift condition in which the change in speed ratio is completed after said stroke interval; and override means for overriding the adjustment of said shift quality control means in response to a detection of said abnormal shift condition, and instead, adjusting said predetermined pressure command in a direction to increase said regulated line pressure in subsequent shifting to said target speed ratio, thereby to prevent a recurrence of said abnormal shift condition.
5. The control apparatus of claim 4, wherein said abnormal shift condition is detected when said measured average ratio exceeds said desired average ratio by at least a predetermined amount.
6. The control apparatus of claim 4, wherein said desired average ratio is determined in accordance with a midpoint of said current speed ratio and said target speed ratio.