Borg-warner Automotive Gmbh

Borgwarner Inc.

Werner P Petzold

William P Umlauf

Alan L Miller

The system provides an improved clutch control system for use in a continuously variable transmission system. The system provides for generation of a clutch pressure setpoint to re-engage the clutch during special conditions in which the torque created by the vehicle inertia would tend to drive the engine to an undesirable operating point. Clutch slip speed is monitored as a difference value and integrated to provide a gradually decreasing error signal to return the clutch input speed to the clutch output speed, at which time clutch lockup will occur. Additionally, throttle position is monitored and a maximum torque schedule used to provide a maximum torque signal to prevent driver demand from undesirably racing the engine in similar conditions. A filtered output of the maximum torque schedule provides a pressure setpoint signal representative of actual driver demand which may be added to the clutch slip speed error signal to generate the clutch pressure setpoint. In this fashion, an engine may be loaded by an increase in the clutch pressure at the same time that the clutch input speed is returned to the clutch output speed to restore clutch lock up. Addition of a constant value to the clutch slip speed error signal ensures positive clutch lockup.

Continuously variable transmission clutch control system including

Temperature compensation techniques are utilized to provide consistent system response in a continuously variable transmission system or other control system over a range of expected operating temperatures. Variations in the independent transfer functions for various control functions, such as ratio control, line pressure control and clutch control are monitored or measured. Appropriate modifications to system operating parameters are scheduled based upon the measured, simulated or predicted variations in the transfer functions as previously determined. In operation, the disclosed system senses temperature and provides the appropriate compensation and gain parameter modifications in accordance with the selected schedules.

Temperature compensation technique for a continuously variable

Improved pulse width modulation technique provides for an increased sampling rate without an increased ON/OFF rate at associated control devices. Both ON/OFF and OFF/ON edges in a PWM signal are modulated. The system then samples at twice the pulse turn-on rate to provide more frequent sampling. System response time may be decreased without an increase in the operating frequency for the associated control device. Particular application of the present invention may be found in continuously variable transmission systems which utilize PWM-controlled electrohydraulic valves for ratio control, line pressure control and clutch control. A system for implementing the PWM signal has a duty-cycle calculator coupled with timing circuits to control input data reading functions and circuit enabling, leading edge and trailing edge regulators and an output pulse generator.

Pulse width modulation technique

Improved pulse width modulation technique provides for an increased sampling rate without an increased ON/OFF rate at associated control devices. Both ON/OFF and OFF/ON edges in a PWM signal are modulated. The system then samples at twice the pulse turn-on rate to provide more frequent sampling. System response time may be decreased without an increase in the operating frequency for the associated control device. Particular application of the present invention may be found in continuously variable transmission systems which utilize PWM-controlled electohydraulic valves for ratio control, line pressure control and clutch control. A system for implementing the PWM signal has a duty-cycle calculator coupled with timing circuits to control input data reading functions and circuit enabling, leading edge and trailing edge regulators and an output pulse generator.

A line pressure control system for a continuously variable transmission which includes a continuously variable member, a clutch and a pressure transducer for providing a feedback signal for both closed loop line pressure and closed loop clutch control. The line pressure control system includes a closed loop control strategy and an open loop control strategy which operate independently, and initial conditions are determined and set to prevent discontinuities in the output. The closed loop control strategy includes proportional and integral gain terms. The control system is adaptable to utilize of a variety of different open loop control strategies to provide a schedule response to a desired line pressure or a maximum or minimum line pressure when appropriate. The control system also optionally provides for a transition from closed loop control to open loop control and vice versa in response to the output parameters generated.

Continuously variable transmission line pressure control

An improved clutch control system in a continuously variable transmission driven vehicle monitors driver selection of forward or reverse and implements the specific parameters for each. The control logic provides a preselected time interval for sensing of a pressure drop associated with the transition from one operating mode to another, such as from neutral to forward. The system provides for sensing that pressure drop and providing a desired fluid flow rate for clutch actuation consistent with the desired performance. The system also monitors pressure in the fluid actuation system at the end of the predetermined interval to ascertain when the pressure reaches a desired higher level indicative of a control characteristic to provide desired vehicle response to driver demand. Fluid flow to the clutch is controlled at a corresponding rate to provide a desired operating characteristic and to facilitate transition into a subsequent vehicle operating mode. Length of time frame for the associated timer depends upon characteristics of specific engines. The timer times out in a time normally required for reaching the desired, second pressure level to allow transition to subsequent operating mode.

Technique for clutch control in continuously variable transmission

A pressure transducer, which senses clutch pressure and effects closed loop clutch control in a continuously variable transmission, is used after the clutch is fully engaged to provide closed loop line pressure control to a desired setpoint, which line pressure regulates the tension on the belt in the transmission. Only a single transducer is needed since there is a known relationship between the clutch and line pressures when the clutch is locked up. Prior to lockup, the line pressure is governed by an open loop controller which establishes the line pressure at a level higher than that called for by the setpoint. This ensures that the line pressure will be high enough to provide the required tension on the belt so that it will not slip. After the clutch is engaged, the closed loop line pressure controller (which includes both the open loop line pressure controller and the closed loop clutch controller) establishes the line pressure at the setpoint. For stable operation, the closed loop controller responds only to relatively slow changes of the setpoint. In response to fast changes, the closed loop controller is made ineffective so that the line pressure will be determined only by the open loop controller and will be greater than the level called for by the setpoint.

Control system for controlling the line pressure in a continuously

A ratio control system for use in a continuously variable transmission is disclosed in conjunction with an improved technique for operation thereof. Individual gain schedules provide proportional gain in response to a selected one of a number of modes dependent upon clutch input speed, transmission belt ratio, or engine set point. Engine speed set point is determined as a function of a set point schedule in conjunction with a limiter and a filter to provide a gradual response to rapid changes in a throttle input or driver demand signal and vehicle speed. The error signal generated as an output of any of the proportional gain loops is integrated and combined with a null signal to provide a signal to generate a duty cycle for a pulse width modulation controlled electrohydraulic control valve to control the pressure to the primary sheave in a continuously variable transmission system for modifying the belt ratio. An integration function may be used or bypassed at appropriate times to account for physical limitations in the possible range for the belt ratio. Full low and full overdrive conditions are provided through an open loop gain corresponding to maximum and minimum duty cycle signals.

Ratio control technique for continuously variable transmission

A clutch control system provides and regulates pressure at a clutch for transmitting torque from an engine to a drive train through a continuously variable transmission. A positive torque value is determined for each throttle setting and provided as a pressure input signal. Engine speed is monitored through a closed loop feedback system to provide an error signal to the desired pressure setting. A pressure control loop monitors pressure at the clutch through a closed loop feedback system to maintain the pressure at the clutch at a desired level. Filtering is provided in the torque and engine speed loops to provide for a more realistic response to driver demand. Incorporation of belt ratio factor in the engine speed control loop further provides for consistent and accurate response to driver demand variations at differing transmission drive levels. Overall line pressure within the associated hydraulic system further controls a proportional gain in the pressure control loop to provide appropriate response. Phase compensation and integral dynamic phase factors in the pressure control loop further guarantee a zero level steady state error signal and the generation of accurate control over the pressure control valve.

Continuously variable transmission clutch control system

A clutch control system for a continuously variable transmission includes a mode determination system which samples input signals including position of the neutral-drive selector, driver demand, engine speed, vehicle speed, and clutch input speed. From these signals the operating mode is determined and the clutch control system operating mode is set. In starting the vehicle, a minor pressure feedback loop and a major engine speed feedback loop are used. When the clutch is locked up, these control loops are not employed in regulating the vehicle operation.

Clutch control system for a continuously variable transmission

An upshift gear ratio change is made in an automatic transmission by monitoring the driveline torque and operating a closed loop control system in response to that torque to in turn control the torque to obtain a desired shift. Shift quality is optimized, while torque transients are minimized, by initially closing the loop at the end of the static phase of the upshift when the driveline torque drops to its minimum turnaround point, the torque thereafter being controlled such that it increases from the turnaround point at a specified rate and in accordance with a predetermined first ramp command. As the increasing driveline torque then reaches a prescribed reset level, at an early stage in the dynamic phase, the closed loop control system is released and reset in order to control the torque in accordance with a second ramp command, the second ramp, that the torque is made to follow, thereby starting at a higher level than the first ramp. By initially closing the loop at the relatively low turnaround point undesired torque transients are precluded, and then by resetting the loop shortly thereafter, so that the torque ramp starts at a relatively high level, shift duration is maintained at a desired length and shift quality is enhanced. As a result, each time there is an upshift in the transmission there will be a smooth transition from the original engine speed to the new engine speed.

Electronic control system for automatic transmission

A control system changes the gear ratio in an automatic transmission when engine torque is transferred from one member to another member of a three member planetary gear set. This transfer is accomplished through friction elements engaged and released by hydraulic pressure, without the use of one-way clutches. A closed loop electrical circuit is completed between a transducer, which provides an electrical signal related to the output torque of the transmission, and a pair of control valves, to vary the pressure applied by each control valve. A circuit for computing reaction torque is coupled between the transducer and a logic control circuit, which provides logic command signals for controlling operation of components in the closed loop circuit. The closed loop circuit includes two pulse width modulation circuits for regulating operation of the two control valves. The system calculates the value of the engine acceleration torque for the shift, subtracts this value from the initial output torque value to obtain the desired torque level for the shift, and uses this desired torque level to regulate the shift.

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Harwood Heights, IL, United States of America

Werner P Petzold