Ford Global Technologies, LLC

Link Engineering Company

Gregory Michael Pietron

Yuji Fujii

Alex O'Connor Gibson

Diana Yanakiev

Seung-Hoon Lee

Joseph F Kucharski

Jeffrey Allen Doering

James William Loch McCallum

Nimrod Kapas

Dennis C Reed

Bradley Dean Riedle

Hongtei Eric Tseng

Christopher John Teslak

Hong Jiang

Alexander O'Connor Gibson

Adam Nathan Banker

Davorin David Hrovat

Eric Hongtei Tseng

Joseph Norman Ulrey

Jason Meyer

Michael Glenn Fodor

Roger Lyle Huffmaster

John Edward Brevick

Jeffrey Edward Maurer

Peter John Grutter

Rohit Hippalgaonkar

Gregory Daniel Goleski

Stephen Michael Cicala

Robert Orley Burkhart

Jahan Asgari

Ted Duane Snyder

Ross Dykstra Pursifull

Gopichandra Surnilla

Marvin Paul Kraska

Felix Nedorezov

Rick L Williams

Jeffrey Eliot Chottiner

Matthew David Hammond

William Emil Tobler

Jau-Wen Tseng

Steven Adam Hermann

Nicholas Joseph Witte

Seung Hoon Lee

Mohamed Redissi

David Popejoy

David Oshinsky

Roberto Teran, Jr

Mark Richard Dobson

Sarah Marie Thornton

Christopher Gregory Garbacz

Anuradha Annaswamy

Yujii Fujii

Jianbo Lu

Dimitar Petrov Filev

Stefano Di Cairano

Walter Joseph Ortmann

Davor Hrovat

Yan Wang

Todd Mccullough

Stuart N Ford

Alex Gibson

Richard Reynolds Hathaway

Laurence Andrew Deutsch

Vladimir Ivanovic

Ronald Thomas Cowan

Seunghoon Lee

John Butwin

Qi Wang

Kevin Douglas Macfarlane

Hiral Jayantilal Haria

James J Dottavio

Bruce Granstrom

Mark Edward Urbaniak

Michael John Leads

Christian Meyer

Gregory Jack Overla

A control system and method for controlling a multiple gear ratio automatic transmission in a powertrain for an automatic transmission having pressure activated fiction torque elements to effect gear ratio upshifts. The friction torque elements are synchronously engaged and released during a torque phase of an upshift event as torque from a torque source is increased while allowing the off-going friction elements to slip, followed by an inertia phase during which torque from a torque source is modulated. A perceptible transmission output torque reduction during an upshift is avoided. Measured torque values are used during a torque phase of the upshift to correct an estimated oncoming friction element target torque so that transient torque disturbances at an oncoming clutch are avoided and torque transients at the output shaft are reduced.

Clutch torque trajectory correction to provide torque hole filling during a ratio upshift

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an engine is couple to a transmission in response to a transmission upshift to reduce transmission output shaft torque disturbances.

Methods and systems for improving transmission shifting

A vehicle includes a transmission and a controller. The transmission has clutches that are configured to establish multiple speed ratios, including a first clutch. The first clutch has a measured drag torque distribution. The measured drag torque distribution has a median and a standard deviation. The controller is programmed to increase a pressure at a rate to engage the first clutch and to increase the rate in response to a measured first clutch torque exceeding the median by a predetermined multiple of the standard deviation.

Vehicle transmission clutch engagement control system

During a transmission upshift, a torque capacity of an off-going clutch is maintained at a non-zero state during the transition from the torque phase to the inertia phase and throughout a substantial portion of the inertia phase. This permits the inertia phase to be completed faster without an unacceptable increase in output torque during the torque phase. Monotonically reducing the off-going clutch torque and using feedback from an output torque sensor enable sufficiently precise control of the off-going clutch torque capacity during this interval.

Method of controlling a transmission during an upshift

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, compensation is provided for a dual mass flywheel positioned in a vehicle driveline. The approaches may reduce driveline torque disturbances.

Methods and systems for a driveline dual mass flywheel

A transmission and control method are disclosed which ensure proper stroke pressure and minimize torque transients during a shift event. The transmission includes a clutch having a torque capacity based on a fluid pressure, a torque sensor adapted to measure a torque value that varies in relationship to the torque capacity, and a controller. The method includes varying the fluid pressure around a predetermined value, measuring a resulting torque difference with the torque sensor, and adjusting a clutch control parameter if the resulting torque difference is less than a threshold value.

Transmission and method of controlling clutch during ratio change

A control system and method for controlling a multiple gear ratio automatic transmission in a powertrain for an automatic transmission having pressure activated friction torque elements to effect gear ratio upshifts. The friction torque elements are synchronously engaged and released during a torque phase of an upshift event as torque from a torque source is increased while allowing the off-going friction elements to slip, followed by an inertia phase during which torque from a torque source is modulated. A perceptible transmission output torque reduction during an upshift is avoided. Measured torque values are used during a torque phase of the upshift to correct an estimated oncoming friction element target torque so that transient torque disturbances at an oncoming clutch are avoided and torque transients at the output shaft are reduced.

A vehicle having a drivetrain is controlled based on a difference between a torque transmitted by the drivetrain when the vehicle has constant non-zero speed and the torque transmitted by the drivetrain when the vehicle is accelerating. The drivetrain torque may be measured by a drivetrain torque sensor. The effective vehicle mass is computed from the torque difference. The computed mass of the vehicle is used to adjust the activation of a collision warning system or a collision avoidance system. A method of operating a vehicle where the activation of a collision avoidance system is adjusted based on a difference between a torque transmitted by a drivetrain when the vehicle has constant non-zero speed and the torque transmitted by the drivetrain when the vehicle is accelerating is disclosed. The torque difference is used to compute a vehicle mass that is used to adjust a collision warning distance.

Vehicle mass computation

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline operating modes may be manually selected to improve hybrid driveline operation during off road conditions. The approaches may improve vehicle drivability and reduce driveline degradation.

Methods and systems for a vehicle driveline

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline operation may be adjusted in response to operating the hybrid vehicle in a four wheel drivel low gear range. The approaches may improve vehicle drivability and reduce driveline degradation.

Methods and systems for a four wheel drive vehicle driveline

A method and a system for improving operation of a hybrid vehicle are presented. In one example, torque converter impeller torque from beginning to end of transmission shifting is adjusted in response to variable driveline inertia. The approach may improve transmission shifting and reduce driveline torque disturbances.

Method and system for improving hybrid vehicle shifting

A transmission includes a case, a torque sensor, and a two-piece output shaft. The torque sensor is attached to the case and defines an inner diameter. The two-piece output shaft assembly is partially disposed within the case and includes a planet carrier operably coupled to a shaft extending through the inner diameter. The carrier and the shaft are separate components that are directly connected together and the carrier defines a park gear.

Transmission output shaft

A method of determining automatic transmission lubrication fluid flow rates corresponding to a running vehicle without direct oil flow measurements is disclosed. A set of in-vehicle clutch torques for a chosen clutch pack during a gear shift event for a set of shift conditions is obtained. A series of bench tests at various clutch-pack clearances and oil-flow rates for the set of shift conditions are performed. The clearances and oil-flow rates are adjusted in response to the measured magnitudes exceeding thresholds. In-vehicle transmission lubrication oil-flow rates are estimated at the chosen clutch pack for the set of shift conditions when the bench-test and in-vehicle clutch torques are less than the thresholds. The steps are reproduced for other engine conditions and fluid temperatures corresponding to other transmission gear positions. A functional map of in-vehicle oil flow rates are produced, and the transmission is adjusted based on the map.

Method to identify automatic transmission lubrication oil flow rates corresponding to a running vehicle without direct oil flow measurements

A method of operating a vehicle includes measuring a transmission output torque, measuring impeller and turbine speeds, estimating a transmission component torque, and adjusting an engine torque to avoid overstressing a transmission component such as a gear. The method does not rely on an accurate estimate of engine torque. Furthermore, the method does not rely on a fixed transmission torque rating in each gear ratio.

Transmission input torque management

When a transmission controller issues a control command, such as pressure to control clutch torque, the response may be delayed due to dynamic properties of the control system. These properties can be modeled using a dynamic response model. One potential model is a combination of a pure time delay and a first order distributed delay. Control methods may be improved in several ways by accounting for the dynamic response. First, the dynamic response model may be used to improve adaptation of a transfer function between the commanded control signal and the clutch torque. Second, the command may be adjusted based on the dynamic response model. Both the pure time delay and the time constant of the first order distributed delay may be functions of operating conditions such as temperature.

Dynamic compensation for clutch control during shift

Growing community of inventors

Canton, MI, United States of America

Gregory Michael Pietron