WO2010034372A1 - Method for controlling the torque converter clutch (tcc) pressure during power downshift events - Google Patents

Method for controlling the torque converter clutch (tcc) pressure during power downshift events Download PDF

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Publication number
WO2010034372A1
WO2010034372A1 PCT/EP2009/005434 EP2009005434W WO2010034372A1 WO 2010034372 A1 WO2010034372 A1 WO 2010034372A1 EP 2009005434 W EP2009005434 W EP 2009005434W WO 2010034372 A1 WO2010034372 A1 WO 2010034372A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
tcc
shift
compensation
level
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.)
Ceased
Application number
PCT/EP2009/005434
Other languages
French (fr)
Inventor
Vincent Holtz
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.)
GM Global Technology Operations LLC
Original Assignee
GM Global Technology Operations LLC
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 to US13/120,549 priority Critical patent/US20110184616A1/en
Application filed by GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Priority to CN2009801371608A priority patent/CN102165224A/en
Publication of WO2010034372A1 publication Critical patent/WO2010034372A1/en
Anticipated expiration legal-status Critical
Ceased 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
    • F16H61/14—Control of torque converter lock-up clutches
    • F16H61/143—Control of torque converter lock-up clutches using electric control means
    • 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
    • F16H61/14—Control of torque converter lock-up clutches
    • F16H61/143—Control of torque converter lock-up clutches using electric control means
    • F16H2061/145—Control of torque converter lock-up clutches using electric control means for controlling slip, e.g. approaching target slip value

Definitions

  • the invention concerns a method for controlling the torque converter clutch (TCC) pressure during power downshift events.
  • Power downshift events are downshifts with a certain amount of throttle.
  • This objective is achieved according to the present invention in that an inertia torque is computed at the beginning of the shift and that a pressure compensation is applied on the TCC during the downshift using the inertia torque. With such a pressure compensation it is possible to stay in regulation mode which improves both shift quality and fuel consumption.
  • the inertia torque is computed with the formula
  • TurbSpedFx being the turbine speed calibration factor
  • SftTypeFx being the shift type calibration factor
  • DeltaTurb turbine speed delta
  • TCC Torque for Base operating point used to compute the TCC pressure, is ramped down during delay phase to the inertia torque level, TCC is maintained during time phase at the inertia torque level and TCC is ramped up to the engine torque level.
  • TCC Torque for Base operating point used to compute the TCC pressure, is ramped down during delay phase from the engine torque to the engine torque minus inertia torque.
  • TCC Torque for Base operating point is maintained at engine torque minus inertia torque.
  • torque phase TCC Torque for Base operating point is ramped up from engine torque minus inertia torque to engine torque.
  • the TCC pressure is equal to the base operating point (BOP) plus the ramp pressure plus the adapt pressure.
  • BOP represents the theoretical pressure that should be sufficient to regulate the TCC slip during steady state conditions (i.e. without any throttle and torque perturbations) .
  • This pressure is mainly based on the engine torque.
  • the on inertia compensation (0IC) has been designed to compute an inertia torque compensation during power downshift events, inertia that will be removed to the engine torque used to calculate the BOP. This will allow the TCC to stay in the regulation mode during the shift.
  • the resulting torque (engine torque minus inertia torque) used to compute the BOP is named ,,torque for BOP".
  • the first level of compensation is stored if another shift is commanded before the compensation of the first shift is terminated, the second shift variables are updated and TCC Torque for Base operating point is ramped directly form the stored first level of compensation to the second inertia torque level.
  • a peak of torque compensation is provided in order to compensate undesired peaks of torque.
  • FIGURE 1 shows a schematic representation of the torque compensation according to the present invention
  • FIGURES 2a to 2d show representations of factors taken into account for computing the inertia torque compensation
  • FIGURE 3 shows a typical inertia compensation scenario with two chained power downshifts.
  • the on inertia compensation (OIC) is computed at the beginning of the shift using several timing information coming from clutch control algorithms (stage 1) After being initialized, the OIC application will be based on the shift phase as depicted in FIGURE 1.
  • the torque for BOP is ramped down to the inertia torque level, i.e. from the engine torque to the engine torque minus inertia torque (stage 2) .
  • the torque for BOP remains at the inertia torque level, which means engine torque minus inertia torque (stage 3) .
  • FIGURE 2a shows a graphic representation of some factors used for computing the inertia torque.
  • the engine speed encreases during the shift operation.
  • the delta turbine speed is the difference between the commanded turbine speed and the attained turbine speed.
  • the turbine speed increases from the attained turbine speed to the commanded turbine speed.
  • update is only performed after an amount of time to ensure that all information to be retrieved from the clutch control algorithms has been updated.
  • the desired slip time is used to compute inertia torque step to remove each loop to the engine torque during the delay phase.
  • the desired shift time is used to compute the inertia torque level.
  • the desired torque time is used to compute inertia torque step to add each loop to go back to the uncompensated engine torque level during the end phase. It is to be noted in this context, that minimum and maximum values and also calibration factors are applied on these desired times.
  • FIGURE 2c shows graphic representations of the factors entering into the computation of the torque step calculation details for the slip phase and FIGURE 2d for the end phase as well as the corresponding formulas.
  • blip detection is useful in order to avoid peak of torque compensation as shown in FIGURE 2e.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The invention concerns a method for controlling the torque converter clutch (TCC) pressure during power downshift events. In order to provide a method for controlling the torque converter clutch (TCC) pressure during power downshift events, the present invention proposes that an inertia torque is computed at the beginning of the shift and that a pressure compensation is applied on the TCC during the downshift using the inertia torque. With such a pressure compensation it is possible to stay in regulation mode which improves both shift quality and fuel consumption.

Description

GM Global Technology Operations, Inc. July 17th, 2009
P004814-WO-PCT/SF
DESCRIPTION
Method for controlling the torque converter clutch (TCC) pressure during power downshift events
The invention concerns a method for controlling the torque converter clutch (TCC) pressure during power downshift events.
According to the prior art, the torque converter clutch (TCC) pressure was released during power downshift events, which means that there was no regulation of the TCC slip (difference between the engine speed and the turbine speed) . In consequence, there was a high amount of TCC slip dissipating a lot of energy which increases fuel consumption. Driving comfort is also impacted since there is no real acceleration feeling which is not acceptable especially for European drivers .
It is therefore an objective of the invention to provide a method for controlling the torque converter clutch (TCC) pressure during power downshift events. Power downshift events are downshifts with a certain amount of throttle.
This objective is achieved according to the present invention in that an inertia torque is computed at the beginning of the shift and that a pressure compensation is applied on the TCC during the downshift using the inertia torque. With such a pressure compensation it is possible to stay in regulation mode which improves both shift quality and fuel consumption.
According to the present invention, the inertia torque is computed with the formula
Inertia torque = RPMtoRadConv * (TurbspdFx * SftTypeFx) *
(DeltaTurb * DsrdSftTime) ,
RPMtoRadConv (Rpm to rad converter constant) being equivalent to 0.104719755,
TurbSpedFx being the turbine speed calibration factor,
SftTypeFx being the shift type calibration factor, DeltaTurb (turbine speed delta) being the difference between the commanded turbine speed and the attained turbine speed,
DsrdSftTime being the desired shift time.
In a preferred embodiment of the invention, TCC Torque for Base operating point, used to compute the TCC pressure, is ramped down during delay phase to the inertia torque level, TCC is maintained during time phase at the inertia torque level and TCC is ramped up to the engine torque level.
With other words, TCC Torque for Base operating point, used to compute the TCC pressure, is ramped down during delay phase from the engine torque to the engine torque minus inertia torque. During time phase, TCC Torque for Base operating point is maintained at engine torque minus inertia torque. In torque phase, TCC Torque for Base operating point is ramped up from engine torque minus inertia torque to engine torque.
The TCC pressure is equal to the base operating point (BOP) plus the ramp pressure plus the adapt pressure. The BOP represents the theoretical pressure that should be sufficient to regulate the TCC slip during steady state conditions (i.e. without any throttle and torque perturbations) . This pressure is mainly based on the engine torque. The on inertia compensation (0IC) has been designed to compute an inertia torque compensation during power downshift events, inertia that will be removed to the engine torque used to calculate the BOP. This will allow the TCC to stay in the regulation mode during the shift. The resulting torque (engine torque minus inertia torque) used to compute the BOP is named ,,torque for BOP".
According to an other embodiment of the invention, the first level of compensation is stored if another shift is commanded before the compensation of the first shift is terminated, the second shift variables are updated and TCC Torque for Base operating point is ramped directly form the stored first level of compensation to the second inertia torque level.
In another embodiment of the invention, a peak of torque compensation is provided in order to compensate undesired peaks of torque.
In the following, the invention is described in detail with reference to the drawings in which
FIGURE 1 shows a schematic representation of the torque compensation according to the present invention,
FIGURES 2a to 2d show representations of factors taken into account for computing the inertia torque compensation, FIGURE 3 shows a typical inertia compensation scenario with two chained power downshifts.
Referring to FIGURE 1, the on inertia compensation (OIC) is computed at the beginning of the shift using several timing information coming from clutch control algorithms (stage 1) After being initialized, the OIC application will be based on the shift phase as depicted in FIGURE 1.
During delay phase, the torque for BOP is ramped down to the inertia torque level, i.e. from the engine torque to the engine torque minus inertia torque (stage 2) .
In time phase, the torque for BOP remains at the inertia torque level, which means engine torque minus inertia torque (stage 3) .
Finally, in torque phase, the torque for BOP ramps up to the normal torque level, i.e. from engine torque minus inertia torque to engine torque (stage 4) .
FIGURE 2a shows a graphic representation of some factors used for computing the inertia torque. The engine speed encreases during the shift operation. The delta turbine speed is the difference between the commanded turbine speed and the attained turbine speed. During the desired shift time, the turbine speed increases from the attained turbine speed to the commanded turbine speed.
It is to be noted that several conditions have to be fulfilled in order to launch the update function.
• update is only possible in the shift delay phase,
• update is only possible if the variables for this shift have not already been updated, • update is only possible if a downshift is in progress and
• update is only possible if an update is allowed.
An update will only be allowed if normal downshift (power downshift or skip via neutral shift) is commanded in TCC On mode. When a downshift is commanded and coast mode is still on, it is necessary to wait in order to know that the downshift is a power on. Otherwise, the update is not allowed.
If update is allowed, the update is only performed after an amount of time to ensure that all information to be retrieved from the clutch control algorithms has been updated.
As shown in FIGURE 2b, several information coming from the clutch control algorithms is used for updating all the compensation variables. The desired slip time is used to compute inertia torque step to remove each loop to the engine torque during the delay phase. The desired shift time is used to compute the inertia torque level. The desired torque time is used to compute inertia torque step to add each loop to go back to the uncompensated engine torque level during the end phase. It is to be noted in this context, that minimum and maximum values and also calibration factors are applied on these desired times.
FIGURE 2c shows graphic representations of the factors entering into the computation of the torque step calculation details for the slip phase and FIGURE 2d for the end phase as well as the corresponding formulas.
Some shift phase bleep could occur during the downshift event leading to peak of torque compensation in shift phase and going in end phase for a few loops or in end phase and going back in time phase for a few loops. Therefore, a shift phase O
blip detection is useful in order to avoid peak of torque compensation as shown in FIGURE 2e.
It is further useful to handle chained downshifts in a smart way. Instead of ramping up to the torque for BOP at the end of the first shift and ramping down to the inertia level of the second shift, it is possible to detect if a second shift has been commanded. If another shift has been commanded and the compensation of the first shift is going to be finished, the first level of compensation is stocked, the second shift variables are updated and TCC Torque for Base operating point is ramped directly form the stored first level of compensation to the second inertia torque level as shown in FIGURE 3.

Claims

1. A method for controlling the torque converter clutch
(TCC) pressure during power downshift events, characterized in that an inertia torque is computed at the beginning of the shift and that a pressure compensation is applied on the TCC during the downshift using the inertia torque.
2. The method of claim 1, characterized in the inertia torque is computed with the formula
Inertia torque = RPMtoRadConv * (TurbspdFx * SftTypeFx) * (DeltaTurb * DsrdSftTime) ,
RPMtoRadConv (Rpm to rad converter constant) being equivalent to 0.104719755,
TurbSpedFx being the turbine speed calibration factor,
SftTypeFx being the shift type calibration factor,
DeltaTurb (turbine speed delta) being the difference between the commanded turbine speed and the attained turbine speed,
DsrdSftTime being the desired shift time.
3. The method of claim 1, characterized in that TCC Torque for Base operating point, used to compute the TCC pressure, is ramped down during delay phase to the inertia torque level, TCC is maintained during time phase at the inertia torque level and TCC is ramped up to the engine torque level.
4. The method of claim 1, characterized in that a first level of compensation is stored if another shift is commanded before the compensation of the first shift is terminated, the second shift variables are updated and TCC is ramped directly form the stored first level of compensation to the second inertia torque level.
5. The method of claim 1, characterized in that a peak of torque compensation is provided in order to compensate undesired peaks of torque.
PCT/EP2009/005434 2008-09-23 2009-07-27 Method for controlling the torque converter clutch (tcc) pressure during power downshift events Ceased WO2010034372A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US13/120,549 US20110184616A1 (en) 2008-09-23 2009-07-20 Method for controlling the torque converter clutch (tcc) pressure during power downshift events
CN2009801371608A CN102165224A (en) 2008-09-23 2009-07-27 Method for controlling the torque converter clutch (TCC) pressure during power downshift events

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0817349.4A GB2465963B (en) 2008-09-23 2008-09-23 Method for controlling the torque converter clutch (tcc) pressure during power downshift events
GB0817349.4 2008-09-23

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WO2010034372A1 true WO2010034372A1 (en) 2010-04-01

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CN (1) CN102165224A (en)
GB (1) GB2465963B (en)
WO (1) WO2010034372A1 (en)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8744705B2 (en) * 2012-03-15 2014-06-03 GM Global Technology Operations LLC System and method for determining clutch gains in a transmission during a power downshift
US9031722B2 (en) 2012-12-10 2015-05-12 Ford Global Technologies, Llc Method and system for improving hybrid vehicle shifting
US9020722B1 (en) * 2013-11-22 2015-04-28 GM Global Technology Operations LLC Control of power-on downshift in a vehicle with an oncoming binary clutch
US9598065B2 (en) 2014-10-14 2017-03-21 Honda Motor Co., Ltd. Internal combustion engine controller, and control system and method of controlling an internal combustion engine
US10563712B2 (en) * 2017-07-26 2020-02-18 Ford Global Technologies, Llc Transmission clutch control
TWI691418B (en) * 2019-03-28 2020-04-21 台達電子工業股份有限公司 Compensating system for compensating acceleration of electrical scooter and compensating method for the same
CN115217960B (en) * 2022-01-05 2024-03-26 广州汽车集团股份有限公司 Control method of power downshift, dual-clutch transmission

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US5758302A (en) * 1994-10-14 1998-05-26 Ford Global Technologies, Inc. Shift control system for a multiple ratio automatic transmission
US5810694A (en) * 1994-09-30 1998-09-22 Mazda Motor Corporation Control system for automatic transmission
DE19828603A1 (en) * 1997-06-27 1999-02-04 Nissan Motor Device for reducing gear change jolt in CVT drives
EP1308649A2 (en) * 2001-10-31 2003-05-07 Aisin Aw Co., Ltd. Lock-up control apparatus for automatic transmission

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JP2595661B2 (en) * 1988-06-02 1997-04-02 日産自動車株式会社 Transmission control device
US5612874A (en) * 1994-10-14 1997-03-18 Ford Motor Company Multiple ratio automatic transmission with solenoid operated valves for effecting pressure buildup
DE10042147B4 (en) * 2000-08-26 2020-06-04 Zf Friedrichshafen Ag Method for controlling a transmission of a motor vehicle
JP3846405B2 (en) * 2002-11-11 2006-11-15 トヨタ自動車株式会社 Control device for lock-up clutch

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US5810694A (en) * 1994-09-30 1998-09-22 Mazda Motor Corporation Control system for automatic transmission
US5758302A (en) * 1994-10-14 1998-05-26 Ford Global Technologies, Inc. Shift control system for a multiple ratio automatic transmission
DE19828603A1 (en) * 1997-06-27 1999-02-04 Nissan Motor Device for reducing gear change jolt in CVT drives
EP1308649A2 (en) * 2001-10-31 2003-05-07 Aisin Aw Co., Ltd. Lock-up control apparatus for automatic transmission

Also Published As

Publication number Publication date
US20110184616A1 (en) 2011-07-28
GB2465963A (en) 2010-06-09
GB2465963B (en) 2012-05-02
GB0817349D0 (en) 2008-10-29
CN102165224A (en) 2011-08-24

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