Gm Global Technolgoy Operations, Inc.

Steven Patrick Moorman

Bret M Olson

John R Czoykowski

Philip C Lundberg

Christopher Jay Weingartz

Chinar S Ghike

Matthew D Whitton

James D Hendrickson

Xuefeng Tim Tao

Todd R Berger

Peter Donald Bock

Brian W Whitmarsh

Andrew W Phillips

Joel H Gunderson

James M Hart

Craig J Hawkins

Crystal Nassouri

Robert L Williams

Jonathan P Kish

David H Vu

John William Boughner

Alfonso G Hysko

Cheol W Kim

Minh Q Truong

Andreas Gustavsson

Fei An

Scott H Wittkopp

Clinton E Carey

Charles Francis Long

Paul G Otanez

James B Borgerson

Min Sun

Anthony L Smith

Edwin T Grochowski

Yiran Hu

Elizabeth I Wooden

Orson S Wang

John E Marano

Hong Yang

Brian M Porto

Christopher G Benson

Insu Chang

Zhe Xie

William Robert Mayhew

Kevin Michael Dougan

David E Edwards

David J Varda

Ronald W Van Diepen

Mateusz M Nowak

Roberto Diaz

Ryan M Jenness

Brandon M Fell

Matthew Kempeinen

Kelly Eber

Christopher M Kaminski

Jun Chen

Jonathan Hottenstein

Shawn M Harris

Timothy Z Jin

Kenneth William Lampert

Dong Da

Mohamed O Egal

Madhura N Paranjape

Patrick Jebson Carroll

Jeffrey M DeSimone

Leah Rose Bridson

A transmission hydraulic control system includes a manual valve, a default valve, and a clutch prime valve. The manual valve allows fluid flow from a pressurized line to a drive line when the manual valve is open (when a transmission is in drive or reverse). The manual valve prevents fluid flow from the pressurized line to the drive line when the manual valve is closed (when the transmission is in neutral or park). The clutch prime valve allows fluid to flow from the pressurized line to the drive line, and thereby bypass the manual valve, when the manual valve is closed and the clutch prime valve is open. The default valve allows fluid bypassing the manual valve to flow to prime a clutch of the transmission when the default valve is open. The clutch prime valve prevents fluid from bypassing the manual valve when the clutch prime valve is closed.

Hydraulic control system for priming clutches of an automatic transmission when the automatic transmission is in park

A method of testing a braking system for an automotive vehicle that includes a master cylinder, a brake booster, a plurality of brake assemblies, a plurality of inlet valves, each inlet valve adapted to selectively allow brake fluid to flow into one of the plurality of brake assemblies and a plurality of outlet valves, each outlet valve adapted to selectively allow brake fluid to flow from one of the brake assemblies to a brake fluid reservoir, the method includes testing a first one of the plurality of inlet valves, testing a first one of the plurality of outlet valves, and sending diagnostic information to a controller within the automotive vehicle.

Test sequence for brake system

Systems and methods are provided for management of a thermal system. A system for thermal management includes a thermal system with fluid conduits. A sensor is disposed to monitor an input parameter state of the thermal system. An actuator is configured to vary a flow in the fluid conduits. A controller is configured to receive a signal representative of the input parameter state; process an actuator state through a flow model of the thermal system to obtain an existing flow in the fluid conduits; process the existing flow through a thermal model of the thermal system to determine an input that reduces an error between a desired parameter state and the input parameter state; process the input through an inverse flow model to convert the input to a desired actuator state; and position the actuator in the desired actuator state.

Active thermal management system and method for flow control

A hydraulic system may include an electrohydraulic control valve disposed in fluid communication between a source of pressured fluid and a hydraulic actuator. The hydraulic system may be controlled to correct for offset errors between a target actuator pressure and a current actuator pressure output from the control valve, without amplifying pressure oscillations in the fluid between the control valve and the hydraulic actuator.

Method for controlling a hydraulic system

A hydraulic circuit for a hybrid powertrain having an engine and an electric motor. The hydraulic control circuit includes a first pressure regulating valve configured to cooperate with a shift valve for selectively communicating a hydraulic fluid to a hydraulic piston actuator of a clutch assembly for engaging the engine to a driveline. The hydraulic control circuit further includes a second pressure regulating valve configured to selectively communicate a flow of hydraulic fluid to a cooling circuit for the cooling of the electric motor and to cooperate with a check valve and the shift valve to actuate the hydraulic piston actuator during a predetermined fail mode of the first pressure regulating valve, thus providing a limp-home mode by coupling the torque output from the engine to driveline of the vehicle.

Hydraulic control circuit for a clutch actuator and cooling of a hybrid-powertrain

A method and system for selecting a speed ratio for a continuously variable transmission (CVT) of a vehicle during braking. The method and system includes determining a Current Actual Speed Ratio of the CVT when the distance of a brake pedal travel exceeds a predetermined distance, determining, by a transmission control module (TCM), an amount of Available Speed Ratio Change (&#x394;r), a Current Ratio Change Capability (Current-{dot over (r)}), and a Predictive Ratio Change Capability (Predictive-{dot over (r)}). The method further includes the TCM calculating a Time to Reach the Minimum Under-drive Ratio (t), calculating a Predicted Velocity of the Vehicle (v) using (t), determining a Desired Speed Ratio of the CVT using the Predicted Velocity of the Vehicle (v), and actuating the CVT to the Desired Speed Ratio.

Ratio selection method for a continuously variable transmission during deceleration by braking

A system for determining a torque converter clutch is stuck in an engaged position includes a control module, an engine speed sensor, and a transmission speed sensor. The control module evaluates the torque converter clutch by determining a value of a torque converter clutch command. The torque converter clutch command indicates a position of the torque converter clutch. In response to determining that the value of the torque converter clutch command indicates the disengaged position, the control module calculates accumulated slip based on the transmission speed and the engine speed during an evaluation time. In response to determining the evaluation time is complete, the control module compares the accumulated slip with a calibrated threshold of slip. In response to the accumulated slip being less than or equal to the calibrated threshold of slip, the control module determines the torque converter clutch is stuck in the engaged position.

Evaluation of a torque converter clutch position based on accumulated slip

A hydraulic control system for a continuously variable transmission (CVT) of a motor vehicle includes a source of pressurized hydraulic fluid that communicates with an electronic transmission range selection (ETRS) subsystem. The ETRS subsystem may include one or more mode valves, a park servo, and a park mechanism. A pressure regulator subsystem is configured to provide a pressurized hydraulic fluid. The ETRS subsystem is in downstream fluid communication with the pressure regulator subsystem and has first and second outputs. The ETRS subsystem has an electronically-activated mode control valve in communication with the mode valve. The mode control valve is operable to move the mode valve between a first position and a second position. The ETRS subsystem is configured to selectively communicate pressurized hydraulic fluid to the forward clutch for the CVT through the first output and to the reverse clutch through the second output.

Electronic transmission range selection for a continuously variable transmission

A hydraulic control system for a transmission of a motor vehicle includes a source of pressurized hydraulic fluid that communicates with an analog electronic transmission range selection (ETRS) subsystem or a manual valve. The ETRS subsystem includes an ETRS valve, a park servo, a park mechanism, a mode valve, and a plurality of solenoids. The ETRS and manual valve communicate with a clutch actuator subsystem that engages a one-way clutch and six clutches/brakes.

Hydraulic control system for an automatic transmission

A target module determines a target ratio between a speed of an input shaft and a speed of an output shaft of a continuously variable transmission (CVT) based on an accelerator pedal position. A maximum rate of change (ROC) module determines a maximum ROC of the target ratio. A switching valve control module, based on a comparison of the maximum ROC and a ROC of the target ratio, selectively actuates a switching valve of the CVT one of (i) from a closed position to an open position and (ii) from the open position to the closed position. The switching valve prevents transmission fluid flow through a flow path between a transmission fluid pump and a pressure regulator valve of the CVT when the switching valve is in the closed position. The switching valve allows transmission fluid flow through the flow path when the switching valve is in the open position.

Pump switching control systems and methods for continuously variable transmissions

A switching valve control module selectively actuates a switching valve of a continuously variable transmission (CVT) either: (i) from a closed position to an open position; or (ii) from the open position to the closed position. The switching valve prevents and allows transmission fluid flow through a flow path between a transmission fluid pump and a pressure regulator valve of the CVT when the switching valve is in the closed position and the open position, respectively. An adjustment determination module determines a pressure adjustment when the switching valve actuates. A target pressure module determines a target pressure output from the pressure regulator valve. An adjusting module determines an adjusted target pressure based on the pressure adjustment and the target pressure. A regulator valve control module controls opening of the pressure regulator valve based on the adjusted target pressure.

Transmission fluid pressure control systems and methods for continuously variable transmissions

A torque converter clutch (TCC) release fluid lubrication system for a motor vehicle transmission includes a first fluid line, a second fluid line and a third fluid line. The first fluid line supplies TCC apply fluid to the TCC. The second fluid line receives TCC release fluid from the TCC. And the third fluid line supplies a first lubrication fluid to the transmission. The TCC release fluid and the first lubrication fluid combine into a second lubrication fluid that is fed into the transmission.

Torque converter clutch release fluid lubrication

A hydraulic control system with clutch and torque converter control for a CVT includes a pressure regulator subsystem, a cooler subsystem, a manual valve assembly, and a torque converter control valve assembly connected to the torque converter clutch (TCC) and the cooler subsystem. A boost valve assembly is connected to the pressure regulator subsystem, the manual valve assembly, and the torque converter clutch control valve assembly. A clutch control solenoid is configured to move the boost valve to the boost position and the control valve to the release position and to control a pressure of the hydraulic fluid provided to the manual valve assembly. A TCC control solenoid is configured to move the boost valve to the boost position and to control a pressure of the hydraulic fluid provided to the torque converter control valve assembly.

Clutch and torque converter control for a continuously variable transmission

A vehicle includes an engine, a transmission with a shift valve, an alternator, an auxiliary battery, a voltage sensor operable to measure an auxiliary voltage, and an electronic transmission range selection (ETRS) system. The ETRS system includes a controller, and also an electronic range selector device that transmits an electronic range request signal to the controller to request the shift of the transmission to a requested operating range. The controller executes a method to predict a loss of auxiliary power aboard the vehicle, and to control an action of the vehicle in response to the predicted loss of auxiliary power. The electronic range request signal is received from the range selector device and auxiliary voltage. The controller calculates a slope of a decrease in the measured auxiliary voltage. A control action is executed with the alternator is in the charging state and the calculated slope exceeds a calibrated slope threshold.

Transmission with electronic range selector and pre-emptive power loss control logic

A system includes a fluid pump, a hydraulic accumulator, and a controller. The controller calculates a reserve volume of the accumulator as a function of a component volume, leakage in the system, and a displacement of the pump, and executes a control action using the calculated reserve volume. The system may be a vehicle having input clutches and a dual clutch transmission (DCT) having gear forks. In such an embodiment, the accumulator and pump supply fluid pressure to the input clutches and gear forks in response to control signals from the controller. The controller executes a method that includes calculating the reserve volume of the accumulator as a function of a component volume, a volume of leakage in the system, and a displacement of the fluid pump. The method also includes executing a shift of the DCT using the calculated reserve volume.

Fluid circuit control with adaptive determination of an accumulator reserve volume

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Dexter, MI, United States of America

Steven Patrick Moorman