Computer controlled method of calibrating an X-Y shifter

Abstract: Calibration of an X-Y shifter is accomplished under the control of a microcomputer (28) which is programmed to perform a calibration routine each time the vehicle is shutdown. The routine causes the shifter's shift finger (10) to be moved into touching contact with the various inner wall surfaces (11F, 11R, 12F, 12R, 13F, 13R, 11X, 13X) of a plurality of shift blocks (11, 12, 13) of the respective transmission shift rails (14a, 14b, 14c) from which a calibrated shift rail and neutral position are calculated.

Description: Technical Field This invention relates to electrically actuated X-Y shifting mechanisms and more particularly to a computer controlled method of calibrating such a shifter. Background Art Electrically actuated X-Y shifting mechanisms for effecting change gear shifts in an automated mechanical transmissions are well known in the art. Such mechanisms typically include a plurality of substantially parallel, spaced-apart, axially movable shift rails each of which carry a shift fork which is associated with a positive clutch mechanism for selectively engaging or disengaging a first or second gear to a shaft. Typically shifting of the transmission is accomplished by selecting a shift rail by moving a shift finger axially or pivotally along an X-X axis into alignment with a shift block carried by the selected shift rail. Then the selected shift rail is axially moved to shift gears by axially moving or pivoting the shift finger to apply a force to the shift block in the direction of an axis Y-Y transverse to axis X-X. The shift finger is driven by electric motors, under the control of suitable electrical circuitry, See for example, U.S. Patent 4,873,881, assigned to the assignee of the present invention. Such devices require calibration in order to insure that operation of the mechanism under software control produces accurate shifts. The calibration generally includes precise location of at least three rail positions and a neutral position. These positions are usually determined through a manual calibration procedure at the factory at the time of assembly which requires special equipment and detailed knowledge of the device. Moreover, temperature, component wear, and installation tolerances may cause the original calibration values to change over time. It is therefore desirable that these calibration values be updated periodically to insure optimal operation of the shifter. Another known calibration method is described in EP-A-0 373 273, the features of which form the pre-characterizing part of Claim 1. Summary of the Invention In accordance with the present invention the problems associated with manual calibration are obviated by an automatic, tactile calibration method which insures maximum accuracy and performance over the life of the X-Y shifter. More specifically, calibration of the X-Y shifter is accomplished under the control of an electronic control unit or microcomputer which is programmed to perform a calibration routine each time the vehicle is shutdown. The routine causes the shifter's shift finger to be moved into touching contact with the various inner wall surfaces of the shift blocks of the respective transmission shift rails and to calculate from the various limit or stop positions of the finger, the location of the X-X axis position of the shift rails and the Y-Y axis neutral position. To locate the rail positions, the shift finger is driven, by an electric motor under the control of the microcomputer, to opposite ends of it's travel in the X-X direction in the shift blocks to find the X-X direction inner wall limits. Then, for a three rail transmission, the calibrated center rail position is the average of the values of the two X-X direction limits. The calibrated position value for the two side rails is a known fixed distance on opposite sides of the calibrated center rail position. To calibrate the neutral position of the shifter along the Y-Y axis, the shift finger is moved from the old or presently stored neutral position, forward and rearward along the Y-Y axis at each rail position into touching contact with the inner wall surfaces of each of the shift blocks. The calibrated neutral position value is then determined by averaging the forward direction position and the rearward direction position which are closest together. Brief Description of the Drawings A more complete understanding of the present invention may be had from the following detailed description which should be read in conjunction with the drawings in which, Figure 1 is a schematic perspective view of a portion of an X-Y shifter showing the shift rails and the shift blocks as well as a block diagram of the control system for positioning the shift finger of the shifter. Figure 2 is a cross sectional representation of the shift blocks. Figures 3a-3g are flow charts of the calibration method of the present invention. Figure 4 is a flow chart of the position stop check approach used in the calibration method of the present invention. Figure 5 is a flow chart of the motor current control used in the calibration method of the present invention. Detailed Description of Preferred Embodiment Referring now to the drawings and initially to Figure 1, portions of an X-Y shifter such as disclosed in the aforementioned patent are shown and include a shift finger 10 which is adapted to selectively contact the inner walls of shift blocks 11, 12, and 13. The shift blocks 11, 12, and 13 are respectively mounted on shift rails 14a, 14b, and 14c each of which has a detent position determined by detent mechanisms generally designated 16a, 16b, and 16c respectively. The finger 10 is coupled through appropriate mechanisms (not shown) to motors 18 and 20 which are adapted to move the finger in the X-X and Y-Y directions respectively, as explained in the aforementioned patent. Alternatively, a single motor and appropriate clutch and drive mechanisms may be used to selectively move the finger along the X-X and Y-Y axes as explained in the aforementioned patent. The motors 18 and 20 are supplied with a variable duty cycle pulse width modulated (PWM) voltage through steering logic 24 and 26 under control of a microcomputer 28. The supplied voltage produces a current at the motors 18 and 20 which is measured and filtered at 30 and 32 respectively, and converted to a digital value by analog to digital converter 34 and input to the microcomputer 28. The microcomputer is programmed to compare the measured current with a desired current and any deviation or error in the measured current is corrected by varying the duty cycle to correct the error. The position of the finger 10 along the X-X and Y-Y axes is sensed by potentiometers 36 and 38 respectively, filtered at 40 and 42 respectively, converted to digital values and input to the microcomputer 28. The potentiometers 36 and 38 provide an output of from 0-5 volts over the range of shift finger movement. The output of the potentiometers is converted to binary words having a digital value of from 0-1023 digital counts. Preferably the range of readout along the X-X axis has a value of approximately 250-750 digital counts and along the Y-Y axis of approximately 300-700 digital counts. The microcomputer 28 through the steering logic 24 and 26 controls the direction of motor rotation and through duty cycle variation controls the output torque and speed of the motors. Closed loop control of the current supplied to the motor as well as closed loop control of the position of the shift finger 10, permit the finger to be driven into touching contact with the inner walls of the blocks 11-13 with sufficient force to take up any backlash but without doing any damage to the finger, while also insuring that the detents 16a-16c are not overcome during the calibration process. Referring now to Figures 2 and 3a-3g the procedure for calibrating the rail and neutral position of a three rail X-Y shifter is illustrated. The steps in the flowchart in Figure 3 are indicated by numerals within angle brackets. The shifter provides gear selection for a transmission having 1st and Reverse gears selectable along shift rail 14c; 2nd and 3rd gears selectable along shift rail 14b; and 4th and 5th gears selectable along the shift rail 14a. It will be appreciated however that the calibration method is also applicable to transmissions with other gear combinations using a greater number of shift rails and associated shift blocks. To calibrate the locations or positions of the rails 14a-14c, and their associated neutral positions, a "touch-touch" technique is employed. The calibration program of the microcomputer 28 is entered each time the vehicle is shutdown and initially <50,52> causes the finger 10 to be "pulled" i. e. moved at a relatively high speed from the position at shutdown to the currently stored 4/5 neutral position along the rail 14a. The motor 18 then moves the finger 10 at a relatively low speed <54> until the output of the potentiometer 36 indicates that the finger has stopped due to contact with the inner wall 11X <56> of the block 11 and this position bit value is stored in the microcomputer memory <58>. The finger 10 is then pulled to the 1/R neutral position <60,62> and thereafter moved at the low speed into contact with the inner wall 13X <64,66> of the block 13 and the bit value of this position is stored <68> in the memory of microcomputer 28. From these bit values, a calibration position value for rail 14b midway between the 11X and 13X positions is computed. The calibration position of the rails 14a and 14c may then be assigned a bit value which is a predetermined number of bits less than (in the case of rail 14a) and greater than (in the case of rail 14c) the bit value of the rail 14b. The calibrated positions of the rails 14a-14c are then stored in the computer memory <70>. Neutral position calibration is accomplished by using the "touch-touch" technique from the present neutral position of each rail as stored in the computer memory. The finger 10 is first pulled by the motor 18 to the current 1/R neutral position <72,74>. Thereafter the motor 20 is activated to move the finger 10 at a low speed along the Y-Y axis into contact with the inner wall 13F <76,78>. If the bit value of the finger position is less than the value currently stored in computer memory <80>, the current value is updated i.e. replaced with the new value <82>, the direction of rotation of the motor 20 is reversed and the finger is pulled to the 1/RN position <84,86>. Thereafter the finger is moved at a low speed into contact with the inner wall 13R <99>. If the bit value of the finger position is greater than the current value stored in computer memory, the new value is stored <92,94>and the finger is pulled back to the 1/RN position <96,98>. Thus, two new bit values of positions 13R and 13F are found and updated. The motor 18 is then energized to pull the finger 10 to the neutral position of the rail 14b i.e. 2/3N <100,102>. From the 2/3N position the procedure followed in locating the inner walls 13F and 13R is repeated to locate the positions of the inner walls 12F and 12R <104-122>. After updating as necessary the bit values of these two positions, the finger is pulled back to the 2/3N position by the motor 20 <124,126>. Finally, the finger is pulled to the 4/5N position <128,130> and the procedure previously described is followed to locate the inner walls 11F and 11R and store their respective bit values <132-148>. The finger 10 is then moved back to the neutral position 4/5N of the rail 14a <150,152>. The computer 28 calculates and stores <154> the calibrated neutral position by averaging the minimum of the bit values for the finger at positions 11F-13F with the maximum of the bit values for the finger at positions 11R-13R. These two values represent the forward and rearward inner walls which are closest together. For example, if the bit values for the inner walls 11F, 12F and 13F are respectively 530, 542 and 538; and the values for the inner walls 11R, 12R, and 13R are respectively 480, 492 and 488 then the readings for the inner walls 11F and 12R are averaged to arrive at a calibrated neutral position of 511 digital counts. A flow chart of the finger 10 position stop check is shown in Figure 4. The potentiometer is read <160> and the value is summed <162> with the previous three readings. If the absolute value of the latest sum of the readings minus the value of the previous sum of the readings is less than a predetermined value <164> then a counter is incremented <166>, otherwise the counter is reset <168> and a new reading from the potentiometer is taken in due course. When the counter reaches a predetermined value of for example 5 then the finger is assumed to be in contact with one of the inner walls of the blocks 11,12,13 as indicated at <170,172>, otherwise a new reading is taken. Thus, five consecutive potentiometer readings showing no change or only small changes from the previous readings are interpreted as contact of the finger 10 with an inner wall. A flow chart of the current control loop is shown in Figure 5. The motor is energized with a variable duty cycle pulse width modulated voltage <180> and the magnitude of the current is read <182>. If the current does not equal a target current <184> the duty cycle is adjusted <186> to reduce the current error.

Claims: A computer controlled method of calibrating a transverse (Y-Y) neutral position of an electrically actuable shifting mechanism (10, 11, 12, 13) for a transmission, the shifting mechanism including a plurality of shift rails (14a, 14b, 14c) having a corresponding plurality of shift blocks (11, 12, 13) associated therewith, each shift block including a forward (11F, 12F, 13F) and rearward (11R, 12R, 13R) inner wall surface, the shifting mechanism also including a shift finger (10) movable by at least one motor (18, 20) in a first direction (X-X) for selecting one of the shift blocks (11, 12, 13) and in a second direction (Y-Y) substantially transverse to the first direction, the method characterized by: (a) applying control signals (50, 72) to the at least one motor (18, 20) to move the shift finger (10) to a current X-Y neutral position of one of the plurality of shift blocks (11, 12, 13); (b) applying control signals (76) to the at least one motor (18, 20) to move the shift finger (10) into contact with the forward inner wall surface (11F) of the one shift block (11) of the plurality of shift blocks (11, 12, 13); (c) storing (82) shift finger forward position information; (d) applying control signals (84, 88) to the at least one motor (18, 20) to move the shift finger (10) into contact with the rearward inner wall surface (11R) of the one shift block (11) of the plurality of shift blocks (11, 12, 13); (e) storing (94) shift finger rearward position information; (f) repeating said steps (a) through (e) for each remaining shift block (12, 13) in the plurality of shift blocks (11, 12, 13); and (g) calculating (156) a new Y value for the current X-Y neutral position based on the forward position information and the rearward position information representing inner wall surfaces which are closest together. The method of claim 1 wherein the step (g) of calculating a new Y value includes averaging the forward position information and the rearward position information. The method of claim 1 wherein the shift finger forward position information is stored only if it is less than the previously stored shift finger forward position information and the shift finger rearward position information is stored only if it is greater than the previously stored shift finger rearward position information. The method of claim 1 wherein the control signals applied to the at least one motor include a control signal (84) which causes the shift finger to move at a relatively high speed followed by a control signal (88) which causes the shift finger to move at a relatively low speed prior to contact with the inner wall surfaces. The method of claim 1 wherein said steps (a) through (f) are performed only when the transmission is in neutral. The method of claim 1 wherein the transmission is installed in a vehicle, the method further characterized by performing said steps (a) through (f) when the vehicle is shutdown.

Inventors: DAVIS ALAN RICHARD, JANECKE DANIEL PAUL, KOMINEK LEO ALLEN, ONG CHIAU-CHIEH, DAVIS, ALAN RICHARD, JANECKE, DANIEL PAUL, KOMINEK, LEO ALLEN, ONG, CHIAU-CHIEH
Applicants: EATON CORP, EATON CORPORATION
Application year: 1993
Main classification: F16H61
IPC codes: F16H61