Method for learning the flow rate of hydraulic fluid in an automatic transmission

The present invention provides a method for approximating the flow rate of hydraulic fluid in an automatic transmission. The method includes estimating a flow rate value for each of a plurality of temperatures. Thereafter, the current transmission temperature is measured. The flow rate corresponding to the current transmission temperature is then learned in the following manner. The process of learning the flow rate initially includes identifying the presence of a predefined shift aberration. If the predefined shift aberration was not identified, the flow rate estimation corresponding to the current transmission temperature is iteratively adjusted. If the predefined shift aberration was identified, the flow rate estimation corresponding to the current transmission temperature is reversed by one iterative step thereby providing the learned flow rate value for the current transmission temperature.

TECHNICAL FIELD

The present invention pertains generally to a method for learning the flow rate of hydraulic fluid in an automatic transmission.

BACKGROUND OF THE INVENTION

Generally, a motor vehicle automatic transmission includes a number of gear elements coupling its input and output shafts, and a related number of torque establishing devices such as clutches and brakes that are selectively engageable to activate certain gear elements for establishing a desired speed ratio between the input and output shafts. As used herein, the term “torque transmitting device” will be used to refer to brakes as well as clutches.

The transmission input shaft is connected to the vehicle engine through a fluid coupling such as a torque converter, and the output shaft is connected directly to the vehicle wheels. Shifting from one speed ratio to another is performed in response to engine throttle and vehicle speed, and generally involves releasing one or more clutches (off-going) associated with the current or attained speed ratio and applying one or more clutches (on-coming) associated with the desired or commanded speed ratio.

The speed ratio is defined as the transmission input speed or turbine speed divided by the output speed. Thus, a low gear range has a high speed ratio and a higher gear range has a lower speed ratio. Shifts from one speed ratio to another require precise timing in order to achieve high quality shifting. The quality of shift depends on the cooperative operation of several functions, such as pressure changes within the clutch apply chambers and the timing of control events. Moreover, manufacturing tolerances in each transmission, changes due to wear, variations in oil quality and temperature, etc., lead to shift quality degradation.

SUMMARY OF THE INVENTION

The method of the present invention includes estimating a flow rate value for each of a plurality of temperatures. Thereafter, the current transmission temperature is measured. The flow rate corresponding to the current transmission temperature is then learned in the following manner. The process of learning the flow rate initially includes identifying the presence of a predefined shift aberration. If the predefined shift aberration was not identified, the flow rate estimation corresponding to the current transmission temperature is iteratively adjusted. If the predefined shift aberration was identified, the flow rate estimation corresponding to the current transmission temperature is reversed by one iterative step thereby providing the learned flow rate value for the current transmission temperature.

The process of learning the flow rate may be performed only after the completion of a shift from which the flow rate is to be learned.

The process of learning the flow rate may be performed only if the measured transmission temperature is outside a predefined normal operating temperature range.

The process of learning the flow rate may be performed only if the completed shift occurred at the normal shift point.

The process of learning the flow rate may be performed only if the maximum engine speed during the shift from which the flow rate is to be learned was less than a predefined engine speed value.

The process of learning the flow rate may be performed only if a transmission pump speed is adequate to regulate pressure.

The method for approximating the flow rate of hydraulic fluid in an automatic transmission may also include storing the learned flow rate value into a non-volatile memory device.

The method for approximating the flow rate of hydraulic fluid in an automatic transmission may also include decreasing the iterative step after the flow rate value has been learned.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to the drawings wherein like characters represent the same or corresponding parts through the several views, there is shown inFIG. 1a schematic illustration of an exemplary vehicle power train10. It should be appreciated that the power train10is shown for illustrative purposes, and that the present invention is also applicable to alternate power train configurations. The vehicle power train10preferably includes an engine12, a transmission14, and a torque converter16providing a fluid coupling between the engine12and a transmission input shaft18.

A torque converter clutch or TCC19is selectively engaged under certain conditions to provide a mechanical coupling between engine12and transmission input shaft18. The transmission output shaft20is coupled to the driving wheels of the vehicle in one of several conventional ways. The illustrated embodiment depicts a four-wheel-drive (4WD) application in which the output shaft20is connected to a transfer case21that is also coupled to a rear drive shaft R and a front drive shaft F. Typically, the transfer case21is manually shiftable to selectively establish one of several drive conditions, including various combinations of two-wheel-drive and four-wheel drive, and high or low speed range, with a neutral condition occurring intermediate the two and four wheel drive conditions.

The transmission14has three inter-connected planetary gear sets, designated generally by the reference numerals23,24and25. The planetary gear set23includes a sun gear member28, a ring gear member29, and a planet carrier assembly30. The planet carrier assembly30includes a plurality of pinion gears rotatably mounted on a carrier member and disposed in meshing relationship with both the sun gear member28and the ring gear member29. The planetary gear set24includes a sun gear member31, a ring gear member32, and a planet carrier assembly33. The planet carrier assembly33includes a plurality of pinion gears rotatably mounted on a carrier member and disposed in meshing relationship with both the sun gear member31and the ring gear member32. The planetary gear set25includes a sun gear member34, a ring gear member35, and a planet carrier assembly36. The planet carrier assembly36includes a plurality of pinion gears rotatably mounted on a carrier member and disposed in meshing relationship with both the sun gear member34and the ring gear member35.

The input shaft18continuously drives the sun gear28of gear set23, selectively drives the sun gears31,34of gear sets24,25via clutch C1, and selectively drives the carrier33of gear set24via clutch C2. The ring gears29,32,35of gear sets23,24,25are selectively connected to ground42via clutches (i.e., brakes) C3, C4and C5, respectively.

The state of the clutches C1-C5(i.e., engaged or disengaged) can be controlled to provide six forward speed ratios (1, 2, 3, 4, 5, 6), a reverse speed ratio (R) or a neutral condition (N). For example, the first forward speed ratio is achieved by engaging clutches C1and C5. Shifting from one forward speed ratio to another is generally achieved by disengaging one clutch (referred to as the off-going clutch) while engaging another clutch (referred to as the on-coming clutch). For example, the transmission14is downshifted from second to first by disengaging clutch C4while engaging clutch C5.

The torque converter clutch19and the transmission clutches C1-C5are controlled by an electro-hydraulic control system, generally designated by reference numeral44. The hydraulic portions of the control system44include a pump46which draws hydraulic fluid from a reservoir48, a pressure regulator50which returns a portion of the pump output to reservoir48to develop a regulated pressure in line52, a secondary pressure regulator valve54, a manual valve56manipulated by the driver of the vehicle, and a number of solenoid-operated fluid control valves58,60,62and64.

The electronic portion of the electro-hydraulic control system44is primarily embodied in the transmission control unit66, or controller, which is microprocessor-based and conventional in architecture. The transmission control unit66controls the solenoid-operated fluid control valves58-64based on a number of inputs68to achieve a desired transmission speed ratio. Such inputs include, for example, signals representing the transmission input speed TIS, a driver torque command TQ, the transmission output speed TOS, and the hydraulic fluid temperature Tsump. Sensors for developing such signals may be conventional in nature, and have been omitted for simplicity.

The control lever82of manual valve56is coupled to a sensor and display module84that produces a diagnostic signal on line86based on the control lever position; such signal is conventionally referred to as a PRNDL signal, since it indicates which of the transmission ranges (P, R, N, D or L) has been selected by the vehicle driver. Finally, fluid control valves60are provided with pressure switches74,76,78for supplying diagnostic signals to control unit66on lines80based on the respective relay valve positions. The control unit66, in turn, monitors the various diagnostic signals for the purpose of electrically verifying proper operation of the controlled elements.

The solenoid-operated fluid control valves58-64are generally characterized as being either of the on/off or modulated type. To reduce cost, the electro-hydraulic control system44is configured to minimize the number of modulated fluid control valves, as modulated valves are generally more expensive to implement. To this end, fluid control valves60are a set of three on/off relay valves, shown inFIG. 1as a consolidated block, and are utilized in concert with manual valve56to enable controlled engagement and disengagement of each of the clutches C1-C5. Valves62,64are of the modulated type. For any selected ratio, the control unit66activates a particular combination of relay valves60for coupling one of the modulated valves62,64to the on-coming clutch, and the other one of the modulated valves62,64to the off-going clutch.

The modulated valves62,64each comprise a conventional pressure regulator valve biased by a variable pilot pressure that is developed by current controlled force motors (not shown). Fluid control valve58is also a modulated valve, and controls the fluid supply path to converter clutch19in lines70,72for selectively engaging and disengaging the converter clutch19. The transmission control unit66determines pressure commands for smoothly engaging the on-coming clutch while smoothly disengaging the off-going clutch to shift from one speed ratio to another, develops corresponding force motor current commands, and then supplies current to the respective force motors in accordance with the current commands. Thus, the clutches C1-C5are responsive to the pressure commands via the valves58-64and their respective actuating elements (e.g., solenoids, current-controlled force motors).

As indicated above, each shift from one speed ratio to another includes a fill or preparation phase during which an apply chamber91of the on-coming clutch is filled in preparation for torque transmission. Fluid supplied to the apply chamber compresses an internal return spring (not shown), thereby stroking a piston (not shown). Once the apply chamber is filled, the piston applies a force to the clutch plates, developing torque capacity beyond the initial return spring pressure. Thereafter, the clutch transmits torque in relation to the clutch pressure, and the shift can be completed using various control strategies. A typical control strategy involves commanding a maximum on-coming clutch pressure for an empirically determined clutch fill time. The clutch fill time can be calculated based on the clutch volume and the flow rate according to the equation: clutch fill time=“clutch volume”/“flow rate”. The “clutch volume” is the volume of fluid required to fill a clutch apply chamber and thereby cause the clutch to gain torque capacity. The “flow rate” is the rate at which hydraulic fluid is transferred to the clutch apply chamber.

According to the preferred embodiment, the on-coming clutch volume is calculated or “learned” in the manner disclosed in commonly assigned U.S. Pat. No. 6,915,890 issued to Whitton et al., and which is hereby incorporated by reference in its entirety. Advantageously, the “learned” on-coming clutch volume can account for build variations and tolerances, and can also account for variation over time due to wear. For purposes of the present invention, a “learned value” is value that is estimated using an adaptive process. The adaptive process is so named because the process is adaptable or variable to reflect new information and thereby account for changes over time.

It has been observed that the flow rate of the hydraulic fluid being transferred to a clutch apply chamber is temperature dependent. Conventionally, the flow rate was measured at a wide variety of temperatures to generate a flow rate curve. Generating flow rate curves requires extensive hot and cold testing such that the flow rate curves are expensive and time consuming to produce. It is therefore an object of the present invention learn the flow rate without reliance on extensive testing.

According to the preferred embodiment of the present invention, the flow rate is first roughly estimated in a conventional manner (e.g., based on a nominal flow rate or on previously compiled test data) at a plurality of temperatures, and is thereafter learned at such temperatures to provide a more accurate estimation. The learned flow rate values and their corresponding temperatures are preferably stored as a table in a non-volatile memory device such as the non-volatile random access memory (NOVRAM)96. Advantageously, the NOVRAM96retains information after losing power such that the flow rate data saved therein is not lost when the vehicle is shut off.

Referring toFIG. 2, an exemplary flow rate table98as stored in the NOVRAM96(shown inFIG. 1) is shown. The flow rate data ofFIG. 2is representative of the initial rough estimates for flow rate at the plurality of different temperatures (i.e., −40, 0, 40, 80 and 120 degrees Celsius). It should be appreciated that table98ofFIG. 2is merely illustrative, and that the estimated flow rate values and/or the listed temperatures may be varied as required to meet the needs of a particular application.

Each time the flow rate is learned at one of the temperatures included in table98, the learned flow rate value is saved to the table thereby replacing any previously estimated value. The learned flow rate data is retrievable from the table98to calculate the clutch fill time of the on-coming clutch for subsequent ratio changes. If a measured temperature falls between two temperatures included in table98, the corresponding flow rate can be obtained by interpolation.

Referring toFIG. 3, a method100(also referred to herein as algorithm100) for learning a flow rate during an upshift is shown. More precisely,FIG. 3shows a block diagram representing steps performed by a control device such as the control unit66(shown inFIG. 1).

At step102, the algorithm100determines whether an upshift from which the flow rate is to be learned is completely finished. This step is implemented to ensure the upshift has been completed before the process of learning from the upshift is initiated. If, at step102, the upshift has not yet been completed, the algorithm100repeats step102. If, at step102, the upshift has been completed, the algorithm100proceeds to step104.

At step104, the algorithm100determines whether the current transmission temperature is outside a predefined normal operating range (e.g., between 70 and 100 degrees Celsius). The current transmission temperature is obtainable using temperature sensors (not shown) configured to measure and transmit temperature data to the control unit66(shown inFIG. 1). The flow rate within the normal operating range is preferably estimated based on a nominal hydraulic fluid flow rate value and the method of the present invention is applied to learn the flow rate only when the current transmission temperature is outside this range. Therefore, if the current transmission temperature is within the predefined normal operating range, the algorithm100proceeds to step106at which the algorithm100waits for the next upshift, and thereafter the algorithm100returns to step102. If the current transmission temperature is outside the predefined normal operating range, the algorithm100proceeds to step108.

At step108, the algorithm100determines whether the minimum throttle input to the engine12(shown inFIG. 1) during the upshift was greater than a predetermined amount. This step is implemented because the method of the present invention learns the flow rate during an upshift in response to an engine flare condition, which is described in detail hereinafter, and such engine flare may not be detectable unless the minimum engine throttle is greater than a predetermined amount. Therefore, if the minimum engine throttle is below the predetermined amount, the algorithm100proceeds to step106at which the algorithm100waits for the next upshift, and thereafter the algorithm100returns to step102. If the minimum engine throttle is equal to or greater than the predetermined amount, the algorithm100proceeds to step110.

At step110, the algorithm100determines whether the previous upshift occurred at the normal shift point. This step is implemented because the method of the present invention preferably does not learn from an upshift unless it occurs at the normal shift point. As an example, if the vehicle operator overrides the normally scheduled shift point by manually moving the shift selector (not shown), timing information pertaining to the manual shift is not implemented to learn the flow rate. Therefore, if the previous upshift did not occur at the normal shift point, the algorithm100proceeds to step106at which the algorithm100waits for the next upshift, and thereafter the algorithm100returns to step102. If the previous upshift did occur at the normal shift point, the algorithm100proceeds to step112.

At step112, the algorithm100determines whether the maximum engine speed during the upshift was less than a predetermined speed. This step is implemented because the method of the present invention learns flow rate in response to an engine flare condition, which is described in detail hereinafter, and such engine flare may not be detectable if the engine speed is high enough to induce engine output limits such as with a governor (not shown). Therefore, the maximum engine speed during the upshift was equal to or greater than the predetermined speed, the algorithm100proceeds to step106at which the algorithm100waits for the next upshift, and thereafter the algorithm100returns to step102. If the maximum engine speed during the upshift was less than the predetermined speed, the algorithm100proceeds to step114.

At step114, the algorithm100determines if engine flare has been identified. Engine flare is a shift aberration wherein the on-coming clutch gains capacity late resulting in a condition similar to the neutral gear speed ratio. Engine flare is preferably identified when the turbine speed or the transmission input speed, which can be measured with a speed sensor, rises more than a predetermined amount (e.g., 50 rpm) above the commanded gear speed. If engine flare has not been identified at step114, the algorithm100proceeds to step116. If engine flare has been identified at step114, the algorithm100proceeds to step118.

At step116, the algorithm100iteratively increases the estimated flow rate value in the table98(shown inFIG. 2) corresponding to the current transmission temperature. The “iterative step” is the amount by which the flow rate value is increased, and is configurable to meet the needs of a particular application. According to the preferred embodiment, the iterative step is larger before a flow rate value is learned for the first time, and after a particular flow rate value has been learned the iterative step is reduced. As an example, the iterative step before a flow rate value is learned may be 10 cc/second, and thereafter be reduced to 2 cc/second. If the current transmission temperature falls between two of the temperatures listed in table98, a flow rate estimation is obtainable by interpolating or scaling between the flow rate values in table98that correspond to the two closest temperatures.

At step118, the algorithm100reduces the estimated flow rate value in the table98(shown inFIG. 2) corresponding to the current transmission temperature by one iterative step. As engine flare was identified at step114, the estimated flow rate value used to calculate clutch fill time during the previous ratio change is likely to be too high. Therefore, the estimated flow rate is reduced at step118by one iterative step to provide a closer approximation of the actual flow rate. The iteratively reduced flow rate is the “learned” flow rate value for the current transmission temperature and is saved into the table98. If the current transmission temperature falls between two of the temperatures listed in table98, a flow rate estimation is obtainable by interpolating or scaling between the flow rate values in table98that correspond to the two closest temperatures. Also at step118, after the flow rate value has been learned as described hereinabove, the iterative step for this value is preferably reduced to a minimal value (e.g., 2 cc/second) so that the process of learning can continue throughout the life of the vehicle and thereby account for changes to the system over time. The reduction of the iterative step is optional and is predicated on the assumption that the previously learned flow rate value is close to the actual and therefore any changes to the learned flow rate should be relatively small.

Although the present invention has been described only as being applicable to upshifts, other shift types may be envisioned. Referring toFIG. 4, a method130(also referred to herein as algorithm130) for learning a flow rate during a “regulated closed-throttle downshifts” or a “regulated garage shift” is shown. More precisely,FIG. 4shows a block diagram representing steps performed by a control device such as the control unit66(shown inFIG. 1). For purposes of the present invention, the term “regulated” refers a shift which takes place while the transmission pump46(shown inFIG. 1) is capable of meeting the pressure requirements of the hydraulic system. A non-regulated shift may take place, for instance, when the pump46is being driven by the engine12(shown inFIG. 1) and the engine12is operating at low speeds. A “closed throttle downshift” is a downshift taking place with zero throttle input to the engine12. A “garage shift” is a shift from neutral to drive or from neutral to reverse.

At step132, the algorithm130determines whether the “regulated closed-throttle downshift” or the “regulated garage shift” from which the flow rate is to be learned is completely finished. This step is implemented to ensure the shift has been completed before the process of learning from the shift is initiated. If, at step132, the shift has not yet been completed, the algorithm130repeats step132. If, at step132, the shift has been completed, the algorithm130proceeds to step134.

At step134, the algorithm130determines whether the current transmission temperature is outside a predefined normal operating range (e.g., between 70 and 100 degrees Celsius). The current transmission temperature is obtainable using temperature sensors (not shown) configured to measure and transmit temperature data to the control unit66(shown inFIG. 1). The flow rate within the normal operating range is preferably estimated based on a nominal hydraulic fluid flow rate value and the method of the present invention is applied to learn the flow rate only when the current transmission temperature is outside this range. Therefore, if the current transmission temperature is within the predefined normal operating range, the algorithm130proceeds to step136at which the algorithm130waits for the next “regulated closed-throttle downshift” or the next “regulated garage shift”, and thereafter the algorithm130returns to step132. If the current transmission temperature is outside the predefined normal operating range, the algorithm130proceeds to step138.

At step138, the algorithm130determines whether the maximum throttle input to the engine12is less than a predetermined amount. This step is implemented because the method of the present invention learns the flow rate during a “regulated closed-throttle downshift” or a “regulated garage shift” in response to an overfill condition, which is described in detail hereinafter, and such overfill may be falsely detected unless the maximum engine throttle is less than a predetermined amount. If throttle is applied during a “regulated closed-throttle downshift”, the increase in turbine speed could be caused by either an overfilled condition or the off-going clutch releasing prematurely and letting the input speed be increased by the increase in engine torque. However, if throttle is near zero, torque is neutral or negative and an increase in input speed would only be caused by an overfilled condition. Therefore, if the maximum engine throttle is greater than or equal to the predetermined amount, the algorithm130proceeds to step136at which the algorithm130waits for the next “regulated closed-throttle downshift” or the next “regulated garage shift”, and thereafter the algorithm130returns to step132. If the maximum engine throttle is less than the predetermined amount, the algorithm130proceeds to step140.

At step140, the algorithm130determines whether the previous “regulated closed-throttle downshift” or “regulated garage shift” occurred at the normal shift point. This step is implemented because the method of the present invention preferably does not learn from a shift unless it occurs at the normal shift point. As an example, if the vehicle operator overrides the normally scheduled shift point by manually moving the shift selector (not shown), timing information pertaining to the manual shift is not implemented to learn the flow rate. Therefore, if the previous “regulated closed-throttle downshift” or “regulated garage shift” did not occur at the normal shift point, the algorithm130proceeds to step136at which the algorithm130waits for the next “regulated closed-throttle downshift” or the next “regulated garage shift”, and thereafter the algorithm130returns to step132. If the previous “regulated closed-throttle downshift” or “regulated garage shift” did occur at the normal shift point, the algorithm130proceeds to step142.

At step142, the algorithm130determines whether speed at which the transmission pump46(shown inFIG. 1) is being driven is sufficient to meet the needs of the hydraulic system. This step is implemented to ensure the previous shift was regulated because, as previously indicated, the method130is preferably only applied to regulated shifts. The determination made at step142may be based on a conventional speed sensor attached to the engine12and/or the pump46. If the transmission pump speed is not sufficient to meet the needs of the hydraulic system, the algorithm130proceeds to step136at which the algorithm130waits for the next “regulated closed-throttle downshift” or the next “regulated garage shift”, and thereafter the algorithm130returns to step132. If the transmission pump speed is sufficient to meet the needs of the hydraulic system, the algorithm130proceeds to step144.

At step144, the algorithm100determines if an overfill condition has been identified. Overfill is a shift aberration wherein the on-coming clutch gains capacity too soon. Overfill during a “regulated closed-throttle downshift” is preferably identified when the turbine speed or the transmission input speed, which can be measured with a speed sensor, increases before it is scheduled to do so. Overfill during a “regulated garage shift” is preferably identified when the turbine speed or the transmission input speed, which can be measured with a speed sensor, decreases before it is scheduled to do so. If overfill has not been identified at step144, the algorithm130proceeds to step146. If overfill has been identified at step144, the algorithm130proceeds to step148.

At step146, the algorithm130iteratively decreases the estimated flow rate value in the table98(shown inFIG. 2) corresponding to the current transmission temperature. According to the preferred embodiment, the iterative step is larger before a flow rate value is learned for the first time, and after a particular flow rate value has been learned the iterative step is reduced. If the current transmission temperature falls between two of the temperatures listed in table98, a flow rate estimation is obtainable by interpolating or scaling between the flow rate values in table98that correspond to the two closest temperatures.

At step148, the algorithm130increases the estimated flow rate value in the table98(shown inFIG. 2) corresponding to the current transmission temperature by one iterative step. As overfill was identified at step144, the estimated flow rate value used to calculate clutch fill time during the previous ratio change is likely to be too low. Therefore, the estimated flow rate is increased at step148by one iterative step to provide a closer approximation of the actual flow rate. The iteratively increased flow rate is the “learned” flow rate value for the current transmission temperature and is saved into the table98. If the current transmission temperature falls between two of the temperatures listed in table98, a flow rate estimation is obtainable by interpolating or scaling between the flow rate values in table98that correspond to the two closest temperatures. Also at step148, after the flow rate value has been learned as described hereinabove, the iterative step for this value is preferably reduced to a minimal value (e.g., 2 cc/second) so that the process of learning can continue throughout the life of the vehicle and thereby account for changes to the system over time. The reduction of the iterative step is optional and is predicated on the assumption that the previously learned flow rate value is close to the actual and therefore any changes to the learned flow rate should be relatively small.