Method of controlling a vehicle during a clutch-to-clutch power upshift of a transmission

Patent metadata

Field	Value
Publication number	US-9327733-B2
Application number	US-201414454259-A
Country	US
Kind code	B2
Filing date	Aug 7, 2014
Priority date	Aug 7, 2014
Publication date	May 3, 2016
Grant date	May 3, 2016

Abstract

A method of controlling a clutch-to-clutch power-on upshift of a transmission includes defining a possible engine torque as a latched possible engine torque value. An on-coming clutch torque phase target value is defined as a latched on-coming clutch torque value, and held constant until a final ramp. A commanded engine torque is reduced and maintained to a maximum torque reduction value until a shift completion ratio is achieved. The commanded engine torque is increased until the commanded engine torque is equal to a restore ramp target value. Both the on-coming clutch torque and the commanded engine torque are simultaneously increased at a final ramp rate, such that the increase in the on-coming clutch torque parallels the increase in the commanded engine torque, until an actual engine torque is substantially equal to the possible engine torque, to complete the shift.

First claim

The invention claimed is:

1. A method of controlling a vehicle during a clutch-to-clutch power-on upshift of a transmission of the vehicle, the method comprising:
increasing torque transfer through an on-coming clutch until an on-coming clutch torque is equal to an on-coming clutch torque phase target value, during a torque transition phase of the clutch-to-clutch power-on upshift, wherein the on-coming clutch torque phase target value is different from a possible engine torque at the end of the torque transition phase by a pre-defined target offset value;
decreasing torque transfer through an off-going clutch during the torque transition phase;
defining the possible engine torque at the end of the torque transition phase as a latched possible engine torque value for an inertia phase of the clutch-to-clutch power-on upshift;
defining the on-coming clutch torque phase target value as a latched on-coming clutch torque value at the beginning of the inertia phase;
maintaining torque transfer through the on-coming clutch at the latched on-coming clutch torque value;
reducing a commanded engine torque, at an initial reduction ramp rate, to a maximum torque reduction value, at the beginning of the inertia phase;
maintaining the commanded engine torque at the maximum torque reduction value until a shift completion ratio is achieved;
increasing the commanded engine torque, at a restore ramp rate, until the commanded engine torque is equal to a restore ramp target value, wherein the restore ramp target value is greater than the latched possible engine torque value by a pre-defined final ramp offset value, or is less than the latched possible engine torque value by the pre-defined final ramp offset value; and
simultaneously increasing both the on-coming clutch torque and the commanded engine torque, at a final ramp rate, such that the increase in the on-coming clutch torque parallels the increase in the commanded engine torque, until an actual engine torque is substantially equal to the possible engine torque, to complete the shift.

2. The method set forth in claim 1 wherein the actual engine torque is controlled by an engine control module operable to adjust at least one of a fueling rate, an intake air rate, a spark cut rate, in response to the commanded engine torque.

3. The method set forth in claim 1 further comprising monitoring the possible engine torque to identify a decrease in the possible engine torque to a value below the latched possible engine torque value, prior to completing the shift.

4. The method set forth in claim 3 further comprising adjusting the on-coming clutch torque, from the latched on-coming clutch torque value, to continuously parallel the possible engine torque, when the possible engine torque is less than the latched on-coming clutch torque value.

5. The method set forth in claim 4 further comprising stopping the increase of the commanded engine torque, prior to completion of the shift, when the possible engine torque is less than the latched possible engine torque value, and the difference between the commanded engine torque and the possible engine torque is equal to or less than the pre-defined final ramp offset value.

6. The method set forth in claim 5 further comprising maintaining at least a minimum on-coming clutch torque value to prevent negative clutch torque command.

7. The method set forth in claim 1 further comprising monitoring the actual engine torque to identify an increase in the actual engine torque to a value greater than a current commanded on-coming clutch torque value, prior to completing the shift.

8. The method set forth in claim 7 further comprising increasing the on-coming clutch torque, at a pre-defined rate that is greater than the final ramp rate, when the actual engine torque is greater than the latched on-coming clutch torque value, until the on-coming clutch torque is equal to or greater than the actual engine torque.

9. The method set forth in claim 1 further comprising preparing the on-coming clutch, during a preparatory phase of the clutch-to-clutch power-on upshift, prior to increasing torque transfer through the on-coming clutch to the on-coming clutch torque phase target value during the torque transition phase.

10. The method set forth in claim 1 wherein the pre-defined target offset value is within a range of −5% and 5% of the possible engine torque.

11. The method set forth in claim 1 wherein the pre-defined final ramp offset value is within a range of −1% and −5% of the latched possible engine torque.

12. The method set forth in claim 1 wherein the actual engine torque is substantially equal to the possible engine torque when the actual engine torque is within a range of 1% and 2% of the possible engine torque.

13. The method set forth in claim 1 wherein the shift completion ratio is the minimum allowable value of the ratio between a rotational speed of an engine and a rotational speed of an on-coming shaft, which must be achieved prior to increasing the commanded engine torque at the restore ramp rate.

14. The method set forth in claim 1 further comprising providing at least one controller operable to control an engine and the transmission of the vehicle to complete the clutch-to-clutch power-on upshift.

15. A method of controlling a vehicle during a clutch-to-clutch power-on upshift of a transmission of the vehicle, the method comprising:
defining a possible engine torque as a latched possible engine torque value;
defining an on-coming clutch torque phase target value as a latched on-coming clutch torque value;
maintaining torque transfer through the on-coming clutch at the latched on-coming clutch torque value;
reducing a commanded engine torque to a maximum torque reduction value;
maintaining the commanded engine torque at the maximum torque reduction value until a shift completion ratio is achieved;
increasing the commanded engine torque until the commanded engine torque is equal to a restore ramp target value, wherein the restore ramp target value is greater than the latched possible engine torque value by a pre-defined final ramp offset value, or is less than the latched possible engine torque value by the pre-defined final ramp offset value; and
simultaneously increasing both the on-coming clutch torque and the commanded engine torque such that the increase in the on-coming clutch torque parallels the increase in the commanded engine torque, until an actual engine torque is substantially equal to the possible engine torque, to complete the shift.

16. The method set forth in claim 15 further comprising monitoring the possible engine torque to identify a decrease in the possible engine torque to a value below the latched possible engine torque value or the latched on-coming torque value, prior to completing the shift.

17. The method set forth in claim 16 further comprising adjusting the on-coming clutch torque, from the latched on-coming clutch torque value, to continuously parallel the possible engine torque, when the possible engine torque is less than the latched possible engine torque value.

18. The method set forth in claim 17 further comprising stopping the increase of the commanded engine torque, prior to completion of the shift, when the possible engine torque is less than the latched possible engine torque value, and the difference between the commanded engine torque and the possible engine torque is equal to or less than the pre-defined final ramp offset value.

19. The method set forth in claim 15 further comprising monitoring the actual en

Assignees

• Gm Global Tech Operations Inc

Inventors

• Abington James L
• Kempeinen Matthew
• Peterson Paul R
• Whitton Matthew D
• Hawkins Craig J

Classifications

• F16H61/0437

  by using electrical signals (F16H61/0403 and F16H61/061 take precedence) · CPC title

• F16H2061/0462

  by controlling slip rate during gear shift transition · CPC title

• B60W10/06

  including control of combustion engines · CPC title

• F16H2061/0492

  for high engine torque, e.g. during acceleration or uphill driving · CPC title

• B60W30/19 Primary

  Improvement of gear change, e.g. by synchronisation or smoothing gear shift · CPC title