Gm Global Technolgoy Operations, Inc.

Allison Transmission, Inc.

Phillip F McCauley

Charles Francis Long

Jeffrey J Cole

Martin Robert Dadel

Brian Schoolcraft

Jeffrey Kurt Runde

Gregory A Hubbard

Jorge F Briceno

Michael Foster

Sean E Gleason

Todd M Steinmetz

Charles T Taylor

Thomas H Wilson

Dennis M Cooke

William M Murray

Darren J Weber

Jeffrey E Shultz

Joel E Mowatt

Scott E Mundy

Ronald A Lee

Bradley L McCafferty

Michael F King

J Curt Vapor

John D Slaubaugh

Robert T Niemczyk

Robert C Boyer

An auxiliary hydraulic pressurization system for use with a vehicle including a transmission having a hydraulic reservoir, a hydraulic circuit, and a main pump may include an auxiliary pump and a controller. The auxiliary pump has a low side adapted to be coupled to the hydraulic reservoir and a high side adapted to be coupled to the hydraulic circuit. The controller is electrically connectable to the auxiliary pump and is configured to turn on the auxiliary pump in response to receipt of a signal indicating that the vehicle is in a stop condition to maintain hydraulic pressurization of the hydraulic circuit of the transmission when the vehicle is in the stop condition.

Engine-off auxiliary hydraulic pressurization system and method for a transmission

The present disclosure provides a multiple speed transmission having an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. Each of the plurality of planetary gearsets includes a sun gear, a ring gear, and a carrier member with pinion gears. The input member is continuously interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least ten forward speeds and one reverse speed are achieved by the selective engagement of the plurality of torque-transmitting mechanisms.

Multi-speed transmission

A multiple speed transmission includes an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. The plurality of planetary gear sets includes first, second and third members. The input member is continuously interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least eight forward speeds and one reverse speed are achieved by the selective engagement of the five torque-transmitting mechanisms.

The present disclosure provides a multiple speed transmission having an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. The plurality of planetary gear sets includes first, second and third members. The input member is continuously interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least eight forward speeds and one reverse speed are achieved by the selective engagement of the five torque-transmitting mechanisms.

An auxiliary hydraulic pressurization system for use with a vehicle including a transmission having a hydraulic reservoir, a hydraulic circuit, and a main pump is disclosed herein. The auxiliary hydraulic pressurization system includes an auxiliary pump and a controller. The auxiliary pump has a low side adapted to be coupled to the hydraulic reservoir and a high side adapted to be coupled to the hydraulic circuit. The controller is electrically connectable to the auxiliary pump and is configured to turn on the auxiliary pump in response to receipt of a signal indicating that the vehicle is in a stop condition to maintain hydraulic pressurization of the hydraulic circuit of the transmission when the vehicle is in the stop condition.

A control system is provided for selectively actuating a dual area apply piston having first and second piston areas each selectively biased by hydraulic pressure within a respective first and second fill cavities. The control system includes a pressure regulator valve, a dual area activation valve, and a solenoid valve operable to selectively and variable operate the pressure regulator valve to effect biasing of the first and second piston areas by communicating hydraulic pressure to the first fill cavity and/or the second fill cavity.

Control system for a transmission with a dual area apply piston for a torque-transmitting mechanism engagement

An electro-hydraulic control mechanism for use with a multi-speed transmission includes a pair of logic valves, which are manipulated during the ratio interchanges and the ratio establishment by aiding in the distribution of fluid pressure from a plurality of trim valves. The logic valves are retained in specific drive ranges in the event of electrical discontinuance.

Fly-by-wire limp home and multi-plex system

A pressure regulator valve is provided having a valve spool slidably disposed within a stepped bore defined by a valve body. A first pressure responsive surface area is defined on the valve spool and is subject to pressurized fluid from a main pressure source. A second pressure responsive surface area is defined on the valve spool and is subject to pressurized fluid from a control source. Additionally, a third pressure responsive surface area is defined on the valve spool and is selectively subject to pressurized fluid from one of the main pressure source and the control source. A sleeve is slidably disposed within the stepped bore, the sleeve being operable to selectively distribute pressurized fluid from one of the main pressure source and the control source to the third pressure responsive surface area to effect a change in pressure gain of the pressure regulator valve.

Pressure regulator valve with boost feature

An improved control for an automatic transmission closed-throttle downshift, wherein closed-throttle engine torque is used to raise the transmission input speed to the synchronous speed of the target speed ratio, and wherein the on-coming clutch is controlled in a manner to complete the shift with minimum driveline torque disturbance in spite of clutch control variability. The invention includes a primary on-coming clutch control for completing the downshift when the input speed reaches the synchronous speed, and a contingent on-coming clutch control that is initiated if shift completion is not achieved by the primary control, the contingent control being effective to re-establish input speed synchronization and thereupon engage the on-coming clutch to complete the shift. The primary clutch control involves holding the on-coming clutch in readiness for engagement while the input speed approaches the synchronous speed, and when the synchronous speed is reached, raising the on-coming pressure by a predetermined amount designed to maintain the input speed at the synchronous speed. The contingent clutch control includes a first open loop stage that progressively increases the on-coming clutch pressure to gradually re-establishing the input speed synchronization, and a second closed-loop stage that adjusts on-coming clutch pressure to conform the input speed to a defined trajectory.

Closed-throttle downshift clutch control for an automatic transmission

An improved control for an automatic transmission garage shift, wherein a dynamic model of the transmission is used to estimate the transmission input torque during the shift and to schedule the on-coming clutch pressure in accordance with the estimated input torque to achieve a desired input shaft trajectory. The transmission input torque is estimated based on two different methodologies &mdash;one suited to steady-state engine idle conditions, and the other suited to engine output torque transient conditions. A fuzzy summation of the input torques provided by the two methodologies is utilized in transitions between the two conditions. Shift quality variations due to variations in mechanical and/or hydraulic stiffness are minimized by a pause or hold interval inserted between the end of the fill period and the initiation of on-coming clutch pressure control, which results in a reasonably consistent degree of perceived transmission-to-transmission hydraulic and mechanical compliance.

Model-based control of an automatic transmission garage shift

An improved shift control for a hydraulic automatic transmission in which the apply chamber of an on-coming clutch is filled in the preparation phase of the shift using a hydraulic flow rate model to estimate the volume of hydraulic fluid supplied to the apply chamber. In an initial portion of the fill interval, fluid is supplied to the apply chamber at a first elevated pressure, while continuously updating the fluid volume estimate. When the remaining un-filled volume of the apply chamber reaches a reference volume, the supply pressure is reduced to a second pressure at which the next phase of the shift is to be carried out. When the chamber volume is filled, the torque capacity of the clutch rises to a level corresponding to the second pressure, and the next phase of the shift automatically ensues.

Flow-based on-coming clutch fill control for an automatic transmission

A powertrain has a multi-speed transmission with an electro-hydraulic control system for establishing the operating conditions of the transmission. The control system has a plurality of shift or relay valves that are each alternatively positioned by a spring or a solenoid controlled pressure bias. One of the relay valves, which controls two friction devices, has a latching mechanism which will retain the valve in the pressure set condition until the pressure in one of the friction devices is decreased below a predetermined pressure. The latch mechanism will also serve to retain the transmission in a low forward ratio if an electrical discontinuance should occur when the transmission is conditioned for the low forward ratio. The control will also permit retention in the highest forward ratio if electrical discontinuance occurs during operation in this ratio. Following an engine shutdown and restart, the transmission can be selectively operated in a reverse ratio, a neutral condition or the third forward ratio.

Relay valve with latch area for controlling a friction device

Power transmissions incorporate gear ratios including a plurality of forward ratios, a neutral condition and at least one reverse ratio. The establishment of each ratio is controlled by selectively engageable hydraulically operated friction devices, such as clutches and brakes. The interchange between forward ratios is controlled by the interchange of at least one friction device. The control elements to accomplish the establishment and interchange of the ratios include a pressure source, shift valve, solenoid control valves and pressure control valves. The solenoid valves are electrically actuated and the hydraulic portion of the control includes elements that permit continued operation of the transmission in selected ratios in the event of electrical discontinuance. Also provided within the hydraulic control is a pressure knockdown or pressure reducing valve element which operates with one of the shift valves to establish a maximum pressure level in the forward ratios that is less than the maximum pressure level in the reverse ratio.

Growing community of inventors

Zionsville, IN, United States of America

Phillip F McCauley