Method for non-microslip based dual clutch transmission power on up shift

Patent metadata

Field	Value
Publication number	US-9365206-B2
Application number	US-201414333264-A
Country	US
Kind code	B2
Filing date	Jul 16, 2014
Priority date	Jul 17, 2013
Publication date	Jun 14, 2016
Grant date	Jun 14, 2016

Abstract

A method of controlling a dual clutch transmission power on up shift including an on-coming clutch and an off-going clutch. The method includes implementing a prep phase comprised of decreasing torque on the off-going clutch, monitoring the off-going clutch speed to determine a slip point, and adding a bump torque to the off-going clutch when the off-going clutch reaches the slip point. The method implements a torque phase transferring torque from the off-going clutch to the on-coming clutch by increasing torque on the on-coming clutch towards an engine torque, decreasing torque on the off-going clutch, and simultaneously keeping the combination of torques greater than the slip point.

First claim

What is claimed is:

1. A method of controlling a dual clutch transmission power on up shift, including an on-coming clutch and an off-going clutch, comprising:
implementing a prep phase comprising:
decreasing torque on the off-going clutch;
monitoring the off-going clutch speed to determine a slip point, the slip point comprising the off-going clutch torque when slip is initiated;
adding a bump torque to the off-going clutch when the off-going clutch reaches the slip point, the bump torque preventing any further off-going clutch slip;

implementing a torque phase transferring torque from the off-going clutch to the on-coming clutch, the torque phase comprising:
increasing torque on the on-coming clutch towards an engine torque; and
decreasing torque on the off-going clutch;
wherein as the off-going clutch torque is decreasing, the combination of the on-coming clutch torque added to the off-going clutch torque remains greater than the slip point.

2. A method of controlling a dual clutch transmission power on up shift as described in claim 1 , wherein the prep phase further comprises:
increasing torque on the on-coming clutch to a pre-fill torque.

3. A method of controlling a dual clutch transmission power on up shift as described in claim 2 , wherein the pre-fill torque comprises a plate-touch-point torque.

4. A method of controlling a dual clutch transmission power on up shift as described in claim 2 , wherein the on-coming clutch reaches the pre-fill torque prior to the off-going clutch reaching the slip point.

5. A method of controlling a dual clutch transmission power on up shift as described in claim 2 , wherein decreasing torque on the off-going clutch to the slip point comprises:
decreasing torque on the off-going clutch towards an estimated slip point, said estimated slip point estimated based on the engine torque, the on-coming clutch pre-fill torque, and a gear offset torque.

6. A method of controlling a dual clutch transmission power on up shift as described in claim 1 , wherein increasing torque on the on-coming clutch during the torque phase comprises:
increasing torque on the on-coming clutch towards an engine torque engagement point, said engine torque engagement point determined based on the engine torque, a feed-forward engine torque, and an engine flare feedback.

7. A method of controlling a dual clutch transmission power on up shift as described in claim 1 , wherein decreasing torque on the off-going clutch during the torque phase comprises:
decreasing torque on the off-going clutch towards a baseline off-going clutch torque that is a calibrated minimum off-going clutch torque.

8. A method of controlling a dual clutch transmission power on up shift as described in claim 7 , further comprising:
implementing an inertial phase comprising:
decreasing torque on the off-going clutch towards an off-going clutch disconnect point over a disconnect period.

9. A method of controlling a dual clutch transmission power on up shift as described in claim 8 , wherein the disconnect period is a function of gear selection.

10. A method of controlling a dual clutch transmission power on up shift as described in claim 8 , wherein the disconnect period is between 10 ms and 200 ms.

11. A method of controlling a dual clutch transmission power on up shift as described in claim 1 , further comprising:
implementing an inertial phase comprising:
monitoring an engine speed and an on-coming clutch speed; and
increasing an inertial torque until the engine speed matches an on-coming clutch speed.

12. A dual clutch transmission comprising:
a first clutch;
a second clutch;
a clutch control assembly in communication with said first clutch and said second clutch, said transmission control assembly configured to power on up shift by:
decreasing torque on said first clutch;
monitoring the first clutch speed to determine a slip point, said slip point comprising the first clutch torque when slip is initiated;
adding a bump torque to said first clutch when said first clutch reaches the slip point, said bump torque preventing any further first clutch slip;
transferring torque between said first clutch and said second clutch by simultaneously decreasing the first clutch torque and increasing the second clutch torque, wherein the combination of the first clutch torque and the second clutch torque remains greater than said slip point.

13. A dual clutch transmission as described in claim 12 , wherein said clutch control assembly is further configured to:
increase torque on said second clutch to a pre-fill torque prior to determining said slip point.

14. A dual clutch transmission as described in claim 13 , wherein decreasing torque on said first clutch comprises:
linearly decreasing torque on said first clutch towards an estimated slip point, said estimated slip point estimated based on an engine torque, a second clutch pre-fill torque, and a gear offset torque.

15. A dual clutch transmission as described in claim 12 , wherein transferring torque between said first clutch and said second clutch comprises:
monitoring engine speed to determine engine flare; and
increasing torque on said second clutch towards an engine torque engagement point, said engine torque engagement point determined based on the engine torque, a feed-forward engine torque, and an engine flare feedback.

16. A dual clutch transmission as described in claim 12 , wherein said clutch control assembly is further configured to:
decrease torque on said first clutch to a first clutch disengagement over a disengagement period.

17. A dual clutch transmission as described in claim 16 , wherein said disengagement period is configured to dampen oscillations of the first clutch.

18. A system for operating a dual clutch transmission, including a clutch control assembly configured to engage a prep phase comprised of:
increasing torque on an on-coming clutch to a pre-fill torque;
decreasing torque on an off-going clutch;
monitoring the off-going clutch speed to determine a slip point, the slip point comprising the off-going clutch torque when slip is initiated, the on-coming clutch reaching the pre-fill torque prior to slip being initiated;
adding a bump torque to the off-going clutch when the off-going clutch reaches the slip point, the bump torque preventing any further off-going clutch slip; and

engage a torque phase comprising:
transferring torque between said off-going clutch and said on-coming clutch by simultaneously decreasing the off-going clutch torque and increasing the on-coming clutch torque, wherein the combination of the off-going clutch torque and the on-coming clutch torque remains greater than said slip point.

19. A system as described in claim 18 , wherein said clutch control assembly is further configured to:
engage an inertial phase comprising:
decreasing torque on the off-going clutch over a disengagement period configured to dampen oscillations of said off-going clutch.

20. A system as described in claim 19 , wherein said clutch control assembly is further configured to:
monitor engine speed to determine engine flare; and
increase torque on the on-coming clutch towards an engine torque engagement point, the engine torque engagement point comprising determined based on the engine torque, a feed-forward engine torque, and an engine flare feedback.

Assignees

• Eaton Corp

Inventors

• Dunfee Ii Jeffrey S
• Hart Andrew
• Fitzgerald Simon
• Gallion Michael

Classifications

• B60W2510/0638

  Engine speed · CPC title

• B60W2510/0275

  Clutch torque · CPC title

• Y10T477/6403

  Cross-Sectional Technologies · mapped topic

• B60W30/18

  Propelling the vehicle · CPC title

• B60W10/06

  including control of combustion engines · CPC title