US20040237681A1 - Powertrain control - Google Patents

Powertrain control Download PDF

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Publication number
US20040237681A1
US20040237681A1 US10/477,407 US47740704A US2004237681A1 US 20040237681 A1 US20040237681 A1 US 20040237681A1 US 47740704 A US47740704 A US 47740704A US 2004237681 A1 US2004237681 A1 US 2004237681A1
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United States
Prior art keywords
pump
drive
clutch
drives
pressure circuit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US10/477,407
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English (en)
Inventor
Jonathan Wheals
Mark Ramsbottom
Hannah Baker
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ricardo UK Ltd
Original Assignee
Ricardo UK Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from GB0111582A external-priority patent/GB0111582D0/en
Priority claimed from GB0205006A external-priority patent/GB0205006D0/en
Application filed by Ricardo UK Ltd filed Critical Ricardo UK Ltd
Assigned to RICARDO UK LIMITED reassignment RICARDO UK LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: BAKER, HANNAH, RAMSBOTTOM, MARK, WHEALS, JONATHAN CHARLES
Assigned to RICARDO UK LIMITED reassignment RICARDO UK LIMITED ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: RICARDO MTC LIMITED
Publication of US20040237681A1 publication Critical patent/US20040237681A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
    • F04B17/03—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
    • F04B17/05—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by internal-combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0029—Mathematical model of the driver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/22—Psychological state; Stress level or workload
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/221—Physiology, e.g. weight, heartbeat, health or special needs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H2061/0034—Accumulators for fluid pressure supply; Control thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0068—Method or means for testing of transmission controls or parts thereof
    • F16H2061/0071—Robots or simulators for testing control functions in automatic transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0084—Neural networks
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19251—Control mechanism

Definitions

  • the invention relates to improved powertrain control for example integrated powertrain control applied to automated manual transmissions (AMT).
  • AMT automated manual transmissions
  • conventional powerpack design is defined by the following characteristics: pump type (fixed displacement or variable displacement), pump characteristic (defined by volumetric efficiency, mechanical efficiency and flowrate), and torque source (fixed mechanical drive, clutched mechanical drive, electric motor and so forth).
  • pump type fixed displacement or variable displacement
  • pump characteristic defined by volumetric efficiency, mechanical efficiency and flowrate
  • torque source fixed mechanical drive, clutched mechanical drive, electric motor and so forth.
  • Torque sensing requires the transducer to be in the torque bearing path and the majority of technologies rely upon sensing small changes in the magnetic properties of ferrous materials when subject to stresses. Thus the transducer becomes a treatment applied to a component and an associated pick-up device.
  • publicised devices have focused upon sensing of torque in shafts. However, this usually incurs a penalty of 30-40 mm in axial length, or more complicated packaging arrangements, and the system has a poor resolution at low torque.
  • the invention provides a hydraulic fluid pump for a vehicle transmission hydraulic system, the pump comprising a dual drive pump pressurisation source.
  • the invention further provides vehicle transmission hydraulic system including a pump and a high pressure accumulator.
  • the pump further comprises a dual drive electromechanical pump pressurisation source in which the dual-drive pressurisation source is dual clutched for respective drives and a pump controller and a torque sensor providing feedback thereto.
  • the invention further provides a clutch for a transmission comprising a clutch hub and a torque sensor provided on the clutch hub.
  • the torque sensor is provided on a radially extending portion of the clutch hub, and/or the torque sensor is provided on an axially extending portion of the clutch hub.
  • the invention achieves an overall objective of designs comprising both mechanical and electrical drives to allow improved matching between the hydraulic requirements of the transmission and the generation of pump output to meet both low and high pressure flowrate requirements, as provided by the hydraulic scheme and combined electrical/mechanical pump drive for the hydraulic pump.
  • the efficiency of the transmission and sustained-slip performance may be improved through the use of clutched, dual-drive electro-mechanical pump systems with a high pressure accumulator, and electrical generation of cooling flow in a wet clutch design has been shown to allow sustained hill-hold on a 20% gradient, equivalent or improved shift quality may be achieved between a current automatic and a twin clutch AMT.
  • the invention is thus directed to CO 2 efficiency through improved powerpack design and control, sustained clutch slip capability through improved powerpack design, and shift quality and characterisation through improved algorithms and sensor technology.
  • FIG. 1 shows a hydraulic system according to the present invention
  • FIG. 2 shows a first drive system according to the present invention
  • FIG. 3 shows a second drive system according to the present invention
  • FIG. 4 shows a third drive system according to the present invention
  • FIG. 5 shows a drive system and a hydraulic scheme in a first mode according to the present invention
  • FIG. 6 shows the drive system of FIG. 5 in a second mode
  • FIG. 7 shows the drive system of FIG. 5 in a third mode
  • FIG. 8 shows a torque sensor arrangement according to the present invention.
  • FIG. 1 An appropriate hydraulic system design is shown in FIG. 1.
  • the system which is designated generally 10 includes a pump 12 driven by a drive and clutch arrangement 14 discussed in more detail below.
  • the pump drives through a low pressure route 16 through a normally open valve 18 and a flow restriction valve 20 forming a restriction and bypass system 22 .
  • the low pressure route runs to lubrication, gear meshes, bearings and so forth generally designated 24 and lubrication and cooling 26 for clutches 28 a , 28 b.
  • a high pressure line 30 runs through a one-way valve 32 to a pressure sensor 34 and pressure reducing valve 36 a , 36 b through to a clutch control arrangement designated generally 38 .
  • the high pressure line 30 further runs to a second one-way valve 40 and a second pressure reducing valve 42 to a shift rail actuation system generally designated 44 .
  • the high pressure line runs yet further through a pressure regulator 46 to a return line including a filter/tank/cooler system generally designated 48 .
  • an accumulator 50 Also provided in conjunction with the high pressure line is an accumulator 50 .
  • the accumulator is intermittently charged up to provide additional capability to meet high pressure demand, hence making use of additional pump capability from the pump 12 .
  • the bypass valve 22 can be closed if there is further demand allowing additional charging of the accumulator for example if additional shift rail demand is encountered.
  • the bypass valve 22 allows electrical generation of high flow-rate, for example, for clutch cooling during conditions of sustained slip as discussed in more detail below.
  • the provision of the bypass system 22 and the accumulator 50 allow an improved yet simplified arrangement in conjunction with appropriate drives.
  • the pump type could be for example of either DuocentricTM or hypocycloidal type, although the powerpack design would be applicable to either type.
  • a hypocycloidal type pump is adopted.
  • the design of the hydraulic circuit in conjunction with the design of the powerpack and drive system extracts the maximum synergies.
  • a preferred approach comprises use of clutches between multiple drives such as a pump shaft with an integrated electrical drive and a clutched connection to a shaft driven by the engine. This requires a simple clutch device able to withstand a maximum torque of 10 N.m.
  • a first preferred embodiment shown in FIG. 4 comprises a single pump (not shown) with mechanical drive 60 from the engine for all LP flow and electrical drive from 42V motor 62 for all HP flow.
  • This features a “clutched” mechanical drive using simple friction clutch designated generally 64 normally closed to drive pump shaft 66 from the engine.
  • the direct electrical drive 62 to allows the speed to be varied independently of the speed of the mechanical drive, by simple disengagment of the mechanical drive 60 by the clutch 64 .
  • FIG. 5 A variant of the arrangement in FIG. 4 is shown in FIG. 5.
  • This uses a simple mechanical one-way clutch 68 configured so that the pump speed could be increased or decreased by the electrical drive 62 relative to the speed of the mechanical drive 60 , but not both, by overfeeding/slipping the mechanical drive 60 .
  • the one way clutch allows effective disengagement by rotating one shaft faster with respect to another—the device is inexpensive and does not require an actuation system
  • FIG. 6 A further alternative is shown in FIG. 6.
  • a single pump element 12 is shown with drive via a torque summing device such as an epicyclic designated generally 70 with inputs from the engine 60 and the electric motor 62 .
  • Alternative possibilities for the clutch arrangement comprise: electromagnetic clutch—as found in many automotive air conditioning drives; controlled ball ramp with pilot activation—applied in automotive driveline clutching systems (a small clamp load applied to the pilot clutch (electromagnetic) causes a drag torque which activates a ball ramp device to generate the clamp load of the main clutch); electro-rheological coupling—used in engine fan drives; conventional dog clutch with cone synchroniser—as found in current manual transmissions; or controlled roller clutch—by controlling the loading of elements within roller clutch devices it is possible to establish a torque path equivalent to dog clutch devices, but with substantial cost and packaging benefits although some devices of this type require a reversal of torque to effect disengagement. It will be appreciated that any other type of appropriate clutch may be used.
  • the drive designated generally 80 is operated at zero slip such that the input speed of rotation at drive 60 equals the output speed of rotation at pump shaft 66 .
  • Valve 18 is open in the low pressure circuit and one-way valve 32 is closed in the high pressure circuit.
  • Accumulator 50 is partially uncharged. Accordingly the pump output is at low pressure and high flow-rate.
  • clutch slip is provided such that the rotational speed at the pump shaft 66 is greater than the rotational speed at the drive input 60 .
  • the valve 18 in the restriction and bypass element is closed such that flow passes through the high pressure circuit. Mechanical drive and electrical drive are combined in this case for the initial charging of accumulator 50 .
  • the pump output is thus low pressure and high flow-rate.
  • clutch slippage is provided such that the electrical drive 62 increases the pump shaft rotation speed relative to the input rotational speed.
  • the valve 18 is open providing medium pressure pump output at a maximum flow-rate.
  • the electrical drive assists in driving the pump to cool the clutch for example during hill-hold while the bypass is open.
  • FIG. 8 shows a simple wet clutch pack having an input shaft 90 , output shaft 92 and static piston 94 and the potential sites for torque sensing.
  • the torque sensor itself can be of any appropriate type, for example as available from ABB, Sweden.
  • Site A and Site B use conventional shaft sensing.
  • Sites C to F are located on the clutch hub 96 .
  • Site F and Site E require a technology suitable for “thin wall” tubular sensing.
  • Site D and C require a technology suitable for “disc” sensing.
  • sensing at sites C and D is preferred. Sensing on the face of the “disc”, it would be plausible to apply two sensors to make use of the different stress levels at these two sites: sensor C at the inner radius is subject to higher stress levels and would therefore be suited to resolution of low torque levels associated with creep control, sensor D at the outer radius is subject to lower stress levels and would therefore be suited to resolution of full range torque.
  • the hydraulic system of FIG. 1 can further include a pump controller and a torque sensor of the type shown in FIG. 8 providing feedback thereto, allowing improved control of the system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Electromagnetic Pumps, Or The Like (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
US10/477,407 2001-05-11 2002-05-13 Powertrain control Abandoned US20040237681A1 (en)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
GB0111582A GB0111582D0 (en) 2001-05-11 2001-05-11 Improved powertrain control
GB0111582.3 2001-05-11
GB0205006.0 2002-03-04
GB0205006A GB0205006D0 (en) 2002-03-04 2002-03-04 Vehicle transmission shift quality
PCT/GB2002/002203 WO2002093042A2 (en) 2001-05-11 2002-05-13 Electrical and mechanical dual drive for hydraulic pump

Publications (1)

Publication Number Publication Date
US20040237681A1 true US20040237681A1 (en) 2004-12-02

Family

ID=26246062

Family Applications (3)

Application Number Title Priority Date Filing Date
US10/477,407 Abandoned US20040237681A1 (en) 2001-05-11 2002-05-13 Powertrain control
US10/477,245 Expired - Fee Related US7390284B2 (en) 2001-05-11 2002-05-13 Vehicle transmission shift quality
US12/137,457 Abandoned US20080306665A1 (en) 2001-05-11 2008-06-11 Vehicle transmission shift quality

Family Applications After (2)

Application Number Title Priority Date Filing Date
US10/477,245 Expired - Fee Related US7390284B2 (en) 2001-05-11 2002-05-13 Vehicle transmission shift quality
US12/137,457 Abandoned US20080306665A1 (en) 2001-05-11 2008-06-11 Vehicle transmission shift quality

Country Status (5)

Country Link
US (3) US20040237681A1 (de)
JP (2) JP2004530088A (de)
AU (1) AU2002314290A1 (de)
DE (2) DE10296801T5 (de)
WO (2) WO2002093042A2 (de)

Cited By (10)

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Publication number Priority date Publication date Assignee Title
US20080035443A1 (en) * 2006-07-17 2008-02-14 Filip De Maziere Method of operating a DCT hydraulic power control system as well as DCT hydraulic power control system
US20110029156A1 (en) * 2009-07-31 2011-02-03 Gm Global Technology Operations, Inc. Wireless sensor system for a motor vehicle
US20120010770A1 (en) * 2009-03-19 2012-01-12 Continental Automotive Gmbh Method and apparatus for controlling a hybrid drive apparatus
US20130296125A1 (en) * 2012-05-04 2013-11-07 Ford Global Technologies, Llc Methods and systems for operating a driveline clutch
US20130296123A1 (en) * 2012-05-04 2013-11-07 Ford Global Technologies, Llc Methods and systems for adapting a driveline disconnect clutch transfer function
US20140257671A1 (en) * 2011-09-15 2014-09-11 Bomag Gmbh Method Of Controlling A Power Train Of A Vehicle And Device For Carrying Out Said Method
US9146167B2 (en) 2014-02-28 2015-09-29 Ford Global Technologies, Llc Torque sensor assembly for a motor vehicle and method of measuring torque
CN110171423A (zh) * 2019-05-31 2019-08-27 吉林大学 一种轮毂液压驱动系统助力模式下的泵排量补偿方法
US10705554B2 (en) 2017-04-28 2020-07-07 Graco Minnesota Inc. Solenoid valve for a portable hydraulic power unit
USD977426S1 (en) 2019-12-13 2023-02-07 Graco Minnesota Inc. Hydraulic power pack

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AT500978B8 (de) * 2003-05-13 2007-02-15 Avl List Gmbh Verfahren zur optimierung von fahrzeugen
DE10329215A1 (de) * 2003-06-28 2005-01-13 Zf Friedrichshafen Ag Antriebsvorrichtung für eine Getriebe-Ölpumpe und Verfahren zum Betreiben derselben
JP2005178628A (ja) * 2003-12-19 2005-07-07 Toyota Motor Corp 車両の統合制御システム
DE102005011273A1 (de) 2005-03-11 2006-09-21 Zf Friedrichshafen Ag Verfahren zur Steuerung von Schaltabläufen in einem automatisierten Schaltgetriebe in Vorgelegebauweise
JP4369403B2 (ja) 2005-07-05 2009-11-18 株式会社豊田中央研究所 加速感評価装置及び車両制御装置
US7277823B2 (en) * 2005-09-26 2007-10-02 Lockheed Martin Corporation Method and system of monitoring and prognostics
US7953521B2 (en) * 2005-12-30 2011-05-31 Microsoft Corporation Learning controller for vehicle control
DE102007006616B3 (de) * 2007-02-06 2008-05-15 Fatec Fahrzeugtechnik Gmbh Verfahren zur Optimierung eines elektronisch gesteuerten automatisch schaltenden Getriebes für ein Kraftfahrzeug
DE102007024751A1 (de) * 2007-05-26 2008-11-27 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug mit einem Getriebe und einer Ölversorgungseinrichtung zur Versorgung des Getriebes mit Getriebeöl
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US20080306665A1 (en) 2008-12-11
DE10296801T5 (de) 2004-04-22
US7390284B2 (en) 2008-06-24
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WO2002092379A1 (en) 2002-11-21
DE10296802T5 (de) 2004-04-22

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