Gm Global Technolgoy Operations, Inc.

Mateusz M Nowak

Paul G Otanez

Matthew D Whitton

Brandon M Fell

Steven Patrick Moorman

Xinyu Du

Yilu Zhang

Michael Livshiz

Christopher Jay Weingartz

Ronald W Van Diepen

Harinath Atmaram

Bharath Pattipati

Joshua J Sanchez

Henry R Wright

Zhongyu Yang

Cole Reinhold

Mohamed O Egal

Kevin M Corr

Michael T Sarzynski

A controller processes data from one or more sensors of a subsystem of a vehicle. The processing includes smoothing the data and calculating a mean of the data. The controller identifies a transition point in the processed data where a moving average of the data is less than the mean by a predetermined amount indicating a trend. The controller selects a segment of the processed data subsequent to the transition point, detects the trend in the segment using regression, and extrapolates the detected trend to reach a predetermined fault threshold. The controller predicts a failure of the subsystem based on a slope of the extrapolated trend and provides an indication of the prediction based on the slope to schedule a service for the subsystem.

Vehicle fault diagnostics and prognostics using automatic data segmentation and trending

A propulsion system, control system, and method use model predictive control systems to generate a plurality of sets of possible command values and determine a cost for each set of possible command values. The set of possible command values that has the lowest cost is determined and defined as a selected set of command values. In some circumstances, the MPC-determined command value may be replaced by another transmission ratio command based on override inputs. Minimum and maximum transmission ratios are determined based on the override inputs, and a constrained (or arbitrated) transmission ratio is determined therefrom. The constrained or arbitrated transmission ratio is used to determine whether to apply an MPC-determined transmission ratio or a transmission ratio based on the arbitrated transmission ratio to determine an ultimate commanded transmission ratio. Pressure(s) are commanded to a transmission pulley assembly, which is configured to implement the ultimate commanded transmission ratio.

Shift management in model predictive based propulsion system control

A continuously variable transmission (CVT) and a method is provided for CVT variator gross slip detection includes determining if a difference between a commanded variator speed ratio and a real variator speed ratio is greater than a predetermined variator speed ratio threshold, and then determining if a variator rate of change ratio is outside of predetermined variator rate of change ratio limits. Further, the method includes determining if a real torque capacity ratio is greater than a predetermined torque capacity ratio threshold, and performing at least one remedial action when the variator rate of change ratio is outside of predetermined variator rate of change ratio limits, and the real torque capacity ratio is greater than the predetermined torque capacity ratio threshold when the difference between the commanded variator speed ratio and the real variator speed ratio is greater than the predetermined variator speed ratio threshold.

CVT variator gross slip detection

A method for transmission upshift sequencing includes detecting a lift foot gear hold condition is met and that a current engine speed is greater than a pattern gear engine speed for the current gear. If these conditions exists then the current gear is held until a first sequence timer expires and then an upshift event occurs to a first gear having an engine speed less than the current engine speed. The first gear is then held until a at least one other sequence timer expires and, thereafter, at least one other gear is selected and held until the engine speed is less than or equal to a pattern gear engine speed.

Method for controlling upshift sequencing

A vehicle includes an engine, dual-clutch transmission (DCT), and controller. The controller executes a method to control a requested change-of-mind shift of the DCT to a second desired gear state. The requested shift is initiated after a prior-requested but not yet fully-executed shift of the DCT to a first desired gear state. The controller detects the requested shift, identifies the second desired gear state, and aborts the prior-requested shift immediately upon identifying the second desired gear state. The controller also shifts the DCT to the second desired gear state using a calibrated shift profile corresponding to the detected shift. The calibrated shift profile describes required oncoming and offgoing clutch torques needed for achieving the second desired gear state. Engine speed control may be used to synchronize engine and input shaft speeds.

Change-of-mind shift control of a dual-clutch transmission

A vehicle or other system includes hydraulic fluid, an actuatable device such as a clutch that includes a linear actuator, e.g., a clutch piston. The linear actuator is moveable via a pressure from the fluid to actuate the actuatable device. A position sensor measures and outputs a position of the linear actuator as a position signal. A controller is programmed to generate increasing and decreasing position-to-pressure (PTP) curves via measurement of the position, at a predetermined time, in response to a series of respectively increasing and decreasing pressure step commands. The controller adjusts the PTP curves using a calibrated set of offsets, locates a PTP point in a hysteresis range between the adjusted PTP curves, and controls the device using the PTP point. The offsets may include a temperature of the fluid, velocity of the linear actuator, and/or an engine speed.

Adaptive control of a linear actuator

A vehicle includes an engine, dual-clutch transmission (DCT), and controller. The controller executes a method to detect a requested power-on downshift of the DCT from an attained gear to a desired gear. Offgoing and oncoming clutches are identified for the power-on downshift from the input clutches, and the controller determines whether engine speed has reached a target synchronous speed. The controller increases oncoming clutch torque at a calibrated ramp rate when a fork for the desired gear has engaged and releases the offgoing clutch at another calibrated ramp rate. If engine flare is present, the controller adjusts the oncoming clutch ramp rate, uses engine torque management to control the flare, and allows the offgoing clutch to continue disengaging. The power-on downshift is completed when the oncoming clutch reaches full torque capacity of the engine and the offgoing clutch is completely exhausted.

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Dearborn, MI, United States of America

Mateusz M Nowak