U.S. patent application number 14/289194 was filed with the patent office on 2014-10-16 for method and apparatus for clutch pressure control.
The applicant listed for this patent is Allison Transmission, Inc.. Invention is credited to Travis A. Brown, Charles F. Long, Darren J. Weber, Thomas H. Wilson.
Application Number | 20140309895 14/289194 |
Document ID | / |
Family ID | 47519385 |
Filed Date | 2014-10-16 |
United States Patent
Application |
20140309895 |
Kind Code |
A1 |
Wilson; Thomas H. ; et
al. |
October 16, 2014 |
METHOD AND APPARATUS FOR CLUTCH PRESSURE CONTROL
Abstract
A method, apparatus and system for controlling transmission
clutch and/or variator system pressures is provided. A transmission
control unit and a pressure control device including an
electro-hydraulic valve and a pressure switch cooperate to provide
self-calibrating clutch and/or variator pressure control
systems.
Inventors: |
Wilson; Thomas H.;
(Indianapolis, IN) ; Long; Charles F.; (Pittsboro,
IN) ; Brown; Travis A.; (Mooresville, IN) ;
Weber; Darren J.; (Indianapolis, IN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Allison Transmission, Inc. |
Indianapolis |
IN |
US |
|
|
Family ID: |
47519385 |
Appl. No.: |
14/289194 |
Filed: |
May 28, 2014 |
Related U.S. Patent Documents
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
|
|
13495443 |
Jun 13, 2012 |
8762018 |
|
|
14289194 |
|
|
|
|
13280765 |
Oct 25, 2011 |
8401756 |
|
|
13495443 |
|
|
|
|
12423239 |
Apr 14, 2009 |
8050835 |
|
|
13280765 |
|
|
|
|
61050842 |
May 6, 2008 |
|
|
|
61049636 |
May 1, 2008 |
|
|
|
Current U.S.
Class: |
701/53 ;
701/68 |
Current CPC
Class: |
F16D 2048/0293 20130101;
F16H 61/06 20130101; F16D 2500/1027 20130101; F16D 2048/0209
20130101; F16D 2500/3022 20130101; F16D 2500/3024 20130101; F16D
48/02 20130101; F16D 48/066 20130101; Y10T 477/689 20150115; F16D
2500/70223 20130101; F16D 2500/70217 20130101; F16H 2061/064
20130101; F16D 2500/5018 20130101; Y10T 477/6936 20150115 |
Class at
Publication: |
701/53 ;
701/68 |
International
Class: |
F16D 48/02 20060101
F16D048/02 |
Claims
1. A method for calibrating a clutch trim pressure, the method
comprising: determining an electrical input value for a clutch trim
system, the clutch trim system configured to control application of
at least one clutch of a transmission, the electrical input value
corresponding to a reference output pressure value associated with
the clutch trim system; and calibrating a clutch trim pressure of
the clutch trim system based on the electrical input value.
2. The method of claim 1, comprising determining the electrical
input value and calibrating the clutch trim pressure during
operation of the transmission.
3. The method of claim 2, comprising determining the electrical
input value without applying the at least one clutch.
4. The method of claim 2, comprising determining the electrical
input value prior to applying the at least one clutch.
5. The method of claim 1, wherein the transmission comprises a
variator.
6. The method of claim 1, comprising determining at least one
offset based on the electrical input value and using the offset to
calibrate the clutch trim pressure.
7. The method of claim 6, comprising selecting a method of
calculating the at least one offset from a plurality of methods of
calculating an offset.
8. A transmission control system comprising at least one routine
configured to execute the method of claim 1 during normal or
factory-test operation of the transmission.
9. A computer program product embodied in at least one
machine-readable storage medium, comprising at least one routine
configured to execute the method of claim 1 during normal or
factory-test operation of the clutch trim system.
10. A variator trim system comprising: an electrohydraulic
actuator; a valve fluidly coupled to the electrohydraulic actuator,
the valve being axially movable to a plurality of positions in
response to fluid pressure output by the electrohydraulic actuator;
and a plurality of fluid passages in communication with the valve
and configured to supply a first fluid pressure to the valve to
counteract fluid pressure output by the electrohydraulic actuator
during a first phase of operation of the variator and supply a
second fluid pressure to the valve to counteract fluid pressure
output by the electrohydraulic actuator during a second phase of
operation of the variator.
Description
CROSS-REFERENCES TO RELATED APPLICATIONS
[0001] This application is a divisional application of U.S. patent
application Ser. No. 13/495,443, entitled "METHOD AND APPARATUS FOR
CLUTCH PRESSURE CONTROL," which was filed on Jun. 13, 2012 and
which claims priority to and is a continuation-in-part of U.S.
patent application Ser. No. 13/280,765, filed Oct. 25, 2011, which
is a continuation of U.S. patent application Ser. No. 12/423,239,
filed Apr. 14, 2009, which claims priority to and the benefit of
U.S. Provisional Patent Application Ser. No. 61/049,636, filed May
1, 2008, and claims priority to and the benefit of U.S. Provisional
Patent Application Ser. No. 61/050,842, filed May 6, 2008. The
entirety of each of those applications is incorporated herein by
reference.
BACKGROUND
[0002] Friction devices, such as clutches and brakes, of an
automatic transmission of a vehicle are selectively engageable and
disengageable to change gear ratios or alter the speed of the
vehicle. For example, to shift from one transmission gear ratio to
another, one clutch is disengaged and another clutch is
engaged.
[0003] Electro-hydraulic valves are often used in automatic
transmissions to control engagement and disengagement of friction
devices, including transmission clutches. To achieve an acceptable
shift quality, i.e., smoothly disengaging the off-going clutch and
smoothly engaging the on-coming clutch, a typical automatic
transmission electro-hydraulic valve must output a desired clutch
pressure.
[0004] Electro-hydraulic valves used in automatic transmission
clutch trim systems are available in many types, including variable
bleed solenoids and related devices. In general, all of these
devices receive an electrical input from electrical circuitry, such
as an electronic or electrical controller, and provide an amount of
output pressure that is a function of the amount of electrical
input. Normally, the electrical input is electrical current. The
relationship between the output pressure and the electrical input
is defined by a transfer function.
[0005] The solenoid transfer function often varies from valve to
valve even among valves of the same type. Solenoid valve
manufacturers are therefore often challenged to minimize
valve-to-valve variations in the command-to-output transfer
function. During manufacture, valves are typically adjusted at
their "end of line" test to keep the transfer function
characteristic curve within specified limits. Such adjustments
shift or offset the characteristic curve along the electrical input
axis but do not significantly alter the overall curve shape or
slope.
[0006] While the offset adjustment is helpful in reducing
valve-to-valve variations, valve rejects still exist and add to
production costs. Even "good" valves still retain some detrimental
part-to-part variation within their specified limits.
[0007] Additionally, existing solenoid calibration systems require
individual solenoid characterization data to be captured during
solenoid manufacture and then loaded into the on-board transmission
controller during transmission manufacture. Such systems are not
usable after transmission manufacture; for example, when individual
solenoids may need to be replaced in a service environment.
SUMMARY
[0008] According to one aspect of the present disclosure, methods
for controlling a transmission clutch pressure are provided. In one
embodiment, a method for calibrating a clutch pressure control
system of an automatic transmission of a vehicle is provided. The
method includes obtaining at least one reference output pressure
value and at least one reference electrical input value related to
the reference output pressure value for a pressure control device
in an operating range of an automatic transmission of a vehicle,
actuating a pressure switch coupled to the pressure control device
to obtain an actual electrical input value corresponding to the
reference output pressure value, calculating an offset between the
reference electrical input and the actual electrical input, and
applying the offset to the at least one reference electrical input
value.
[0009] The obtaining step may include obtaining a plurality of
reference pressure values in an operating range and a plurality of
reference electrical input values related to the reference pressure
values in the operating range, and the applying step may include
selectively applying the offset to only certain of the reference
electrical input values in the operating range.
[0010] The applying step may include selectively applying no offset
to at least one reference electrical input value in a first portion
of the operating range. The applying step may include selectively
applying the full offset to at least one reference electrical input
value in a second portion of the operating range different than the
first portion of the operating range. Also, the applying step may
include selectively applying a proportional offset to at least one
reference electrical input value in a third portion of the
operating range different than the first and second portions of the
operating range. The first portion of the operating range may be
above an upper reference output pressure value. The second portion
of the operating range may be below a lower reference output
pressure value. The third portion of the operating range may be
between the upper reference output pressure value and the lower
reference output pressure value.
[0011] The obtaining step may include obtaining a first reference
output pressure value located near an upper end of an operating
range and at least one reference electrical input value related to
the first reference output pressure value, obtaining a second
reference output pressure value located near a lower end of an
operating range and at least one reference electrical input value
related to the second reference output pressure value, the
actuating step may include actuating the pressure switch in a first
position to obtain a first actual electrical input value
corresponding to the first reference output pressure value and
actuating the pressure switch in a second position to obtain a
second actual electrical input value corresponding to the second
reference output pressure value, the calculating step may include
calculating a first offset between the first reference electrical
input and the first actual electrical input and calculating a
second offset between the second reference electrical input and the
second actual electrical input, and the applying step may include
applying the first and second offsets to the at least one reference
electrical input value.
[0012] The method may be repeated at a plurality of different
operating temperatures of the pressure control device. The
obtaining an actual electrical input may include receiving at a
controller an electrical signal from the pressure switch. The
method may include storing the at least one reference electrical
input values in a computer-readable medium coupled to a
transmission control module.
[0013] According to another aspect of the present disclosure, an
apparatus for controlling a transmission clutch pressure is
provided, including a hydraulic fluid supply, an electro-hydraulic
pressure control valve coupled to the hydraulic fluid supply, a
pressure switch coupled to the electro-hydraulic pressure control
valve, and a controller configured to send electrical inputs to the
electro-hydraulic pressure control valve, monitor the pressure
switch, compare at least one selected electrical input to at least
one reference electrical input, and selectively modify the at least
one reference electrical input.
[0014] The electro-hydraulic pressure control valve may include a
solenoid and a pressure control valve coupled to the solenoid. The
pressure control valve may include an axially translatable spool, a
first land, a second land longitudinally spaced from the first land
to define a first fluid chamber therebetween, and a return spring.
The pressure switch may be in fluid communication with the first
fluid chamber, and the return spring may be configured to prevent
spool movement until a desired solenoid pressure is attained.
[0015] The spool may be configured to move when the desired
solenoid pressure is attained, movement of the spool may actuate
the pressure switch, and actuation of the pressure switch may
signal the controller to record the amount of electrical input
required to achieve the desired pressure.
[0016] The pressure control valve may include a third land spaced
between the return spring and the second land. The third land may
have a differential area. The differential area may be configured
to receive control pressure applied thereto, such that when control
pressure is applied to the differential area of the third land, the
return spring and the differential area cooperate to bias the valve
in an "off" position.
[0017] The spool may be configured to move from the biased position
when a second desired solenoid pressure is attained. Movement of
the spool may activate the pressure switch, and activation of the
pressure switch may signal the controller to record a second amount
of electrical input required to achieve the second desired
pressure.
[0018] The spool may be configured to move when a desired solenoid
pressure is attained. Movement of the spool may toggle the pressure
switch between first state and a second state, and a change from
the first state to the second state of the pressure switch may
signal the controller to record the amount of electrical input
required to achieve the desired pressure.
[0019] The reference electrical input and/or the selectively
modified reference electrical input may be stored in a storage
medium accessible by the controller, such as a look-up table,
database, or similar data structure.
[0020] According to another aspect of this disclosure, a method for
calibrating a clutch trim pressure includes determining an
electrical input value for a clutch trim system, the clutch trim
system configured to control application of at least one clutch of
a transmission, the electrical input value corresponding to a
reference output pressure value associated with the clutch trim
system; and calibrating a clutch trim pressure of the clutch trim
system based on the electrical input value.
[0021] The method may include determining the electrical input
value and calibrating the clutch trim pressure during operation of
the transmission. The method may include determining the electrical
input value without applying the at least one clutch. The method
may include determining the electrical input value prior to
applying the at least one clutch. In the method, the transmission
may include a variator. The method may include determining at least
one offset based on the electrical input value and using the offset
to calibrate the clutch trim pressure. The method may include
selecting a method of calculating the at least one offset from a
plurality of methods of calculating an offset. According to an
aspect of the disclosure, a transmission control system may include
at least one routine configured to execute any of the foregoing
methods during normal or factory-test operation of the
transmission. According to another aspect of the disclosure, a
computer program product may be embodied in at least one
machine-readable storage medium and may include at least one
routine configured to execute any of the foregoing methods during
normal or factory-test operation of the clutch trim system.
[0022] According to another aspect, a method for calibrating a
variator trim pressure includes determining at least one electrical
input value for a variator trim system, where the variator trim
system is configured to control application of a variator of a
transmission, and each of the at least one electrical input values
corresponds to a reference output pressure value associated with
the variator trim system; and calibrating a variator trim pressure
of the variator trim system based on the at least one electrical
input value.
[0023] The method may include determining a first electrical input
value associated with a first phase of operation of the variator
and a second electrical input value associated with a second phase
of operation of the variator different than the first mode of
operation, and calibrating the variator trim pressure based on the
first and second electrical input values. In the method, the first
phase of operation may be a `cold` phase in which the operation of
the transmission has recently started. In the method, the second
phase of operation may be a `hot` phase in which the transmission
is running. The method may include determining the at least one
electrical input value and calibrating the variator trim pressure
during operation of the transmission. The method may include
determining the electrical input value without applying the
variator. The method may include determining the electrical input
value prior to applying the variator. The method may include
determining at least one offset based on the at least one
electrical input value and using the offset to calibrate the
variator trim pressure. According to an aspect of this disclosure,
a transmission control system may include at least one routine
configured to execute any of the foregoing methods during normal or
factory-test operation of the transmission. According to another
aspect of this disclosure, a computer program product embodied in
at least one machine-readable storage medium may include at least
one routine configured to execute any of the foregoing methods
during normal or factory-test operation of the clutch trim
system.
[0024] According to an aspect of this disclosure, a method for
calibrating a transducer fluidly coupled to a variator trim system
configured to control application of a variator in a transmission
includes determining an electrical output value of the transducer;
determining a transducer pressure associated with the electrical
output value; comparing the transducer pressure to a variator trim
pressure associated with the variator trim system; and calibrating
the transducer based on the comparing of the transducer pressure to
the variator trim pressure.
[0025] The variator trim system may include first and second
variator trim valves having associated first and second trim
pressures, and the method may include detecting, at the transducer,
the higher of the first and second trim pressures. The method may
include determining the at least one electrical output value and
calibrating the transducer during operation of the transmission.
The method may include determining the electrical output value
without or prior to applying the variator. The method may include
calibrating the transducer and the variator trim system at the same
time. According to an aspect of this disclosure, a transmission
control system may include at least one routine configured to
execute any of the foregoing methods during normal or factory-test
operation of the transmission. According to another aspect of this
disclosure, a computer program product may be embodied in at least
one machine-readable storage medium, and may include at least one
routine configured to execute any of the foregoing methods during
normal or factory-test operation of the variator trim system.
[0026] According to a further aspect of this disclosure, a variator
trim system may include an electrohydraulic actuator; a valve
fluidly coupled to the electrohydraulic actuator, the valve being
axially movable to a plurality of positions in response to fluid
pressure output by the electrohydraulic actuator; and a plurality
of fluid passages in communication with the valve and configured to
supply a first fluid pressure to the valve to counteract fluid
pressure output by the electrohydraulic actuator during a first
phase of operation of the variator and supply a second fluid
pressure to the valve to counteract fluid pressure output by the
electrohydraulic actuator during a second phase of operation of the
variator.
[0027] Patentable subject matter may include one or more features
or combinations of features shown or described anywhere in this
disclosure including the written description, drawings, and
claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0028] The detailed description refers to the following figures in
which:
[0029] FIG. 1 is a block diagram of a driveline of a vehicle
equipped with an automatic transmission and a clutch pressure
control in accordance with the present disclosure;
[0030] FIG. 2 is a flow chart illustrating functional routines of
an automatic transmission clutch pressure control process
executable by a transmission controller or other control unit;
[0031] FIG. 3 is a flow chart of functional operations performable
by a transmission controller or other control unit to control
clutch pressure;
[0032] FIG. 4 is a graph illustrating aspects of a first, "single
point" pressure control method;
[0033] FIG. 5 is a graph illustrating aspects of a second, "dual
point" pressure control method;
[0034] FIG. 6 is a schematic of a pressure control apparatus usable
to execute steps of a single or dual point solenoid pressure
control method, shown in a first characterization position;
[0035] FIG. 7 is a schematic of a pressure control apparatus usable
to execute steps of a dual point solenoid pressure control method,
shown in a second characterization position;
[0036] FIG. 8 is a graph illustrating aspects of a third, "modified
single point" pressure control method;
[0037] FIGS. 9-11 are graphs illustrating individual steps of the
second pressure control method;
[0038] FIG. 12 is a schematic of a pressure control apparatus
usable to execute steps of the third pressure control method; shown
in an "off" position;
[0039] FIG. 13 is a schematic of the pressure control apparatus of
FIG. 12, shown in a "trim" position;
[0040] FIG. 14 is a schematic of the pressure control apparatus of
FIG. 12, shown in an "on" position;
[0041] FIG. 15 is a block diagram of another embodiment of a
driveline of a vehicle equipped with an automatic transmission and
a clutch pressure control in accordance with the present
disclosure;
[0042] FIG. 16 is a simplified schematic of a calibration
configuration of a pressure control apparatus usable in connection
with at least the embodiment of FIG. 15;
[0043] FIG. 17 is a simplified schematic of a calibration
configuration of another pressure control apparatus usable in
connection with at least the embodiment of FIG. 15;
[0044] FIG. 18 is a simplified schematic of another embodiment of a
calibration configuration of the pressure control apparatus of FIG.
18;
[0045] FIG. 19 a simplified schematic of a calibration
configuration of another pressure control apparatus usable in
connection with at least the embodiment of FIG. 15; and
[0046] FIG. 20 is a simplified plot illustrating calibration points
in relation to fluid pressures.
[0047] In general, like structural elements on different figures
refer to identical or functionally similar structural elements
although reference numbers may be omitted from certain views of the
drawings for simplicity.
DETAILED DESCRIPTION OF THE DRAWINGS
[0048] Aspects of the present disclosure are described with
reference to certain illustrative embodiments shown in the
accompanying drawings and described herein. While the present
disclosure is described with reference to the illustrative
embodiments, it should be understood that the present disclosure as
claimed is not limited to the disclosed embodiments.
[0049] Aspects of the present disclosure are directed to improving
the ability of the transmission to compensate for variations in the
solenoid valve transfer function from valve to valve. The
illustrated embodiments are particularly directed to improving
pressure control after installation of the solenoids in an
automobile transmission assembly or other electro-hydraulic control
system. Such methods may be conducted during transmission
manufacture or assembly, or during operation of the transmission in
real time. Such improvements may be expected to improve
transmission shift quality by providing calibration during
transmission operation, thereby increasing customer satisfaction.
Such improvements may also lower the cost of the electro-hydraulic
valves since a greater valve-to-valve variation can be
tolerated.
[0050] Further, solenoid performance varies according to changes in
the temperature of the transmission. The disclosed improvements may
therefore result in improvements to temperature compensation tables
when applied during operation of the transmission.
[0051] While the present disclosure is described herein in the
context of an automatic transmission of a motor vehicle, it is also
applicable to other electro-hydraulic control systems in which a
first electro-hydraulic apparatus having a lower range of possible
output pressures (such as a solenoid, which may have a pressure
range of 0-100 psi) is used to control another hydraulic apparatus
having a higher range of possible output pressures (such as a spool
valve, which may have a pressure range of 0-300 psi).
[0052] Details of the present disclosure may be described herein
with reference to either normally high solenoids, in which pressure
is output when no electrical input is applied to the solenoid and
no pressure is output when electrical input is applied to the
solenoid, or normally low solenoids, in which pressure is output
when electrical input is applied to the solenoid and no pressure is
output when no electrical input is applied to the solenoid. It will
be understood by those skilled in the art that the present
disclosure may be used to control pressure in systems using either
type of solenoid, by reversing the application of electrical
input.
[0053] In the illustrated embodiments, pressure switches, hydraulic
logic and solenoid current control are used in combination to
calibrate solenoid performance and provide pressure control. A
pressure switch is activated by movement of a spool valve to
establish one or more measured performance points on the
pressure-current (P/I) curve of the respective solenoid.
[0054] In one embodiment, a clutch pressure control (CPC) 34 is
provided in an electrical control 32 for an automatic transmission
14. Control 34 comprises computer programming instructions or logic
executable to perform one or more of the methods described herein.
A microprocessor or similar device of electrical control unit 32 is
configured to access and execute control 34.
[0055] In general, control unit 32 controls operation of
transmission 14 based on inputs from drive unit 10, torque
converter 12, transmission 14, range selector 58, and/or other
inputs. Such inputs may include electrical and/or analog signals
received from sensors, controls or other like devices associated
with the vehicle components. For instance, inputs may include
signals indicative of transmission input speed, driver requested
torque, engine output torque, engine speed, temperature of the
hydraulic fluid, transmission output speed, turbine speed, brake
position, gear ratio, torque converter slip, and/or other
measurable parameters.
[0056] Electrical control 32 generally includes electrical
circuitry configured to process, analyze or evaluate one or more
inputs and issue electrical control signals as needed through one
or more electrical lines or conductors. Such connections may
include hard-wired and/or networked components in any suitable
configuration including, for example, insulated wiring and/or
wireless transmission as may be appropriate or desired.
[0057] Electrical circuitry of control 32 includes computer
circuitry such as one or more microprocessors and related elements
configured to process executable instructions expressed in computer
programming code or logic, which is stored in one or more tangible
media, i.e., any suitable form of memory or storage media that is
accessible or readable by the processor or processors. Control 32
may also include analog to digital converters and/or other signal
processing circuitry or devices as needed to process one or more of
the inputs received from the vehicle components.
[0058] While shown schematically as a single block 32, it will be
understood by those skilled in the art that portions of control 32
may be implemented as separate logical or physical structures. For
example, control 34 may be physically and/or logically separated
from electronic controls for transmission 14 or electronic controls
for drive unit 10. All or portions of control 34 may alternatively
or in addition be executed by a controller that is not on-board the
transmission, such as an external controller located at the
transmission manufacturer or assembly location but is connectable
to the transmission.
[0059] Electrical control 32 is in communication with drive unit 10
via one or more links 48, with clutch control valves 22 via one or
more links 50, with pressure switches 24 via one or more links 52,
with transmission 14 via one or more links 54, and with a range
selector 58 via one or more links 56.
[0060] Drive unit 10 includes an internal combustion engine, such
as a spark-ignited engine or diesel engine, an engine-electric
motor combination, or the like. Drive unit 10 is coupled to
transmission 14 by a transmission input shaft 36. A fluidic torque
converter 12 is generally interposed between drive unit 10 and
transmission 14 to selectively establish a mechanical coupling.
Transmission 14 is coupled to the vehicle drive wheels via an
output shaft 38 in one of several conventional ways. A transfer
case 20 may be shiftable to select one of several drive conditions,
including various combinations of two-wheel drive and four-wheel
drive, high or low speed ranges, and the like.
[0061] Transmission 14 is an automatic transmission. Transmission
14 may include a gear assembly of the type described in U.S. Pat.
No. 4,070,927 to Polak or another type, and may have an
electro-hydraulic control of the type described in U.S. Patent
Application Publication No. 2003/0114261 to Moorman, et al. or in
U.S. Pat. No. 5,601,506 to Long, et al. or another type.
Transmission 14 is shiftable to selectively establish one of
several ranges including, for example, a neutral range, a reverse
range, a drive range, and/or a plurality of manually selectable
forward ranges.
[0062] The number of available forward ranges is determined by the
configuration of the transmission gearsets 16 and clutches 18. For
example, transmission 14 may have three interconnected planetary
gearsets and five clutches which are controllable to provide six
forward gears. Other configurations, such as an eight-speed
configuration, may also be used.
[0063] Operation of clutches 18 is controlled by an
electro-hydraulic control system including a plurality of control
valves 22 and a supply of hydraulic fluid 26. In general, each
valve 22 includes a solenoid, such as a variable bleed solenoid,
on/off solenoid, or similar device. Fluid supply 26 is operable to
supply hydraulic fluid to torque converter 12 via one or more
passages or conduits 42 and to valves 22 via a plurality of
passages or conduits 40, 44. Pressure regulator valves 28, 30
operate to regulate fluid pressure in lines 42, 44,
respectively.
[0064] Control 32 sends electrical signals to control valves 22 via
the one or more links 50, for example, in response to a shift
request received from range selector 30. The electrical signals
cause one or more of the control valves 22 to adjust fluid pressure
or fluid flow direction in one or more of the fluid passages
connecting valves 22 and clutches 18.
[0065] The amount of electrical input required by a valve 22 to
achieve a desired output pressure is generally initially set
according to the valve supplier's specifications, which are
typically represented by pressure vs. electrical input (i.e.,
current) ("P/I") curves, charts or tables. According to the present
disclosure, these electrical input requirements are modified or
"fine-tuned" for each individual valve as the valve is actuated,
through application of the disclosed methods.
[0066] In the illustrated embodiment, pressure switches 24 are
operably coupled to control valves 22 to in effect render valves 22
self-calibrating in accordance with the methods described
herein.
[0067] In one embodiment, control 32 includes a
microprocessor-based controller 60 and CPC 34 includes a plurality
of computer routines 62, 64, 66, 72, 74, 76, stored in computer
memory or other computer-accessible storage medium and executable
by controller 60. Pressure switches 68 send diagnostic signals to
controller 60 for processing by the routines of CPC 34, and a
transmission temperature sensor 70 sends signals indicative of the
temperature of the transmission to controller 60 for analysis by
routine 72. Controller 60 issues control signals to valves 78 as a
result of executing routine 76.
[0068] Routine 62 includes clutch control logic configured to
receive signals indicative of clutch commands or requests (i.e. a
request to shift from one gear to another) and determines which
clutch to apply and which clutch to release in order to execute the
shift command. Such clutch control logic generally includes
pressure profile routines that are selectively established based on
the requested or commanded shift. Each pressure profile routine
includes a plurality of pressure values that are applied during the
shift to smoothly engage and disengage the appropriate clutches.
Different pressure profile may be established for different shifts,
i.e. the pressure profile for a shift from first to second gear may
be different than the pressure profile for a shift from third to
fourth gear.
[0069] Routine 64 receives outputs from routine 62, i.e., a clutch
indicator, such as a clutch numbers identifying the clutche(s) to
be applied or released, for example, and determines the pressure
profile required to accomplish the application or release of the
appropriate clutches. Routine 72 determines the amount of
electrical input (i.e., current) required to be sent to the clutch
control valve 78 to achieve the clutch pressures required to
execute the commanded or requested shift.
[0070] The amount of electrical input (i.e., current) required is a
function of the clutch pressure required to accomplish the
requested shift, the transmission temperature, the solenoid
specifications, and other parameters that are not directly relevant
to the present disclosure. In the illustrated embodiment, a look-up
table is used to determine the required electrical input based on
the required pressure value received from routine 64 and the
temperature value received from sensor 70. The look-up table values
are generally based on valve specification information provided by
the control valve manufacturer and/or transmission
manufacturer.
[0071] Routines 66 and 74 execute portions of one or more of the
pressure control methods described herein to adjust the required
electrical input value to account for valve-to-valve differences.
Routine 76 then sends the adjusted electrical input (i.e., current)
amount to the valve 78 and valve 78 produces the required output
pressure to control the clutch. These routines execute one of a
plurality of alternative methods for pressure control, including
but not limited to one or more of the three methods described
below.
[0072] These routines may also include programming logic and
instructions to select one of the plurality of available methods
based on the operating environment, for example, a different one of
the described methods may be used if the calibration is being
performed during transmission manufacture, during installation of
the transmission in the vehicle, during operation of the
transmission in a factory or testing environment, or during
operation of the transmission in a production or commercial use
situation. As such, programming instructions and logic to perform
any or all three of the described methods may be included in CPC 34
and stored in memory or other suitable storage medium accessible by
control 32, 60.
[0073] In one embodiment, routines 66 and/or 74 include programming
logic or instructions to execute the steps shown in FIG. 3. Step 82
is executed to identify or specify one or more reference output
pressures for the calibration control 34. The reference output
pressure is the amount of pressure required to be output by a
solenoid to actuate the pressure switch before a clutch is engaged
or disengaged. At step 84, a plurality of sequenced electrical
inputs are applied to the solenoid to determine the actual current
required to actuate the switch (i.e., to determine the current
required to achieve the reference pressure). The electrical inputs
are ramped up until a response is received from the pressure
switch.
[0074] Step 84 also includes measuring or determining the actual
electrical input (i.e., current) required by the particular valve
to produce the reference output pressure determined at step 82.
Step 86 compares reference to actual current and determines the
offset(s) between the actual measured electrical input and the
pre-specified reference electrical input amount. Step 88 includes
selectively adjusting the pre-specified reference electrical inputs
based on the offset(s) determined by Step 86. In other words, the
reference P/I curve for the solenoid is modified as a result of
step 88. Such modifications may be done at selected points along
the P/I curve or for points within particular ranges of pressures,
according to one of the methods described herein. In this way,
reference P/I curves may be customized or "custom fit" for the
solenoids in the transmission system.
[0075] The first pressure control method may be referred to as the
single (lower) point calibration method. The second method
described herein may be referred to as the dual (lower and upper)
point calibration method. The third method described herein may be
referred to as the modified single point calibration method.
[0076] All three methods utilize a lower calibration point located
(near) the lower end of the critical operating range of the
transmission system. The first and second methods also use an upper
calibration point located nearer the upper end of the critical
operating range of the transmission system, however, in the first
method, the upper calibration point is pre-specified so that the
P/I curves for a solenoid or group of solenoids will pass through
the upper calibration point. In other words, the first method
effectively assumes that all solenoids in a supply have the same
electrical input requirement at one selected pressure value (the
upper calibration point) located near the upper end of the
transmission operating range. The single point calibration method
is thus particularly useful when the position or location of at
least a portion of the individual solenoid's P/I curve along the
electrical input ("x") axis is fairly close to the location of the
reference P/I curve provided by the supplier. The shape of the
solenoid's P/I curve (i.e., its slope profile along the pressure or
"y" axis) may be inconsistent relative to the reference P/I
curve.
[0077] The second method uses an upper calibration point, but does
not require the individual solenoid P/I curves to intersect the
reference P/I curve at that point. The dual point method may
therefore enable use of solenoids with P/I curves that vary in
position (location along the x axis) or curve shape (i.e., slope
angle or contour) relative to the reference P/I curve. The slope
angle or curve shape/contour is modified by both the first method
and the second method.
[0078] The third method, or modified single point method does not
require an upper calibration point at all. The third method is
therefore particularly useful when the individual solenoid P/I
curves have a curve shape (i.e., slope angle or contour) that is
substantially consistent and similar to the reference P/I curve
shape. All three methods utilize a specially configured valve
assembly including a pressure switch, to detect the actual or
measured electrical input values at the reference pressures.
Details of each of the methods are described below.
[0079] Table 1 summarizes and compares aspects of the three
pressure control methods. As can be seen from Table 1, the
determination of which method may be most appropriate for a
particular application depends at least in part on characteristics
of the individual solenoid P/I curves relative to the reference P/I
curve. These characteristics may be stipulated (specified to the
solenoid supplier, for example) in advance, as when an order for a
supply of solenoids is placed. Alternatively or in addition, these
characteristics may be determined through calibration techniques
after the solenoids are made or installed.
TABLE-US-00001 TABLE 1 Single Point Modified Single Method Dual
Point Method Point Method Suitable for solenoids with shape/slope
angle shape/slope angle and location inconsistent P/I curve . . .
location Requires solenoid supplier to . . . set P/I for one high
keep P/I within a wide keep P/I slope pressure point tolerance band
consistent Requires in transmission lower performance lower &
upper lower performance measuring of . . . point performance points
point Requires pressurizing differential no yes no spool land?
Offsets may be positive or yes yes yes negative? Low pressure
offsets same as lower point same as lower point same as lower point
Midrange pressure offsets proportional proportional same as lower
point High pressure offsets none same as upper point same as lower
point Can calibrate P/I at multiple yes yes yes temperatures?
Switch transition identifies lower point upper and lower points
lower point
[0080] As summarized in Table 1, each of the disclosed methods
modifies the solenoid P/I curve by providing an offset in either
direction (positive or negative) along the electrical input ("x")
axis. Additionally, the single and dual point methods selectively
modify the shape of the P/I curve. All three of the methods are
usable at multiple operating temperatures.
[0081] The graph of FIG. 4 illustrates aspects of the first
pressure control method, referred to herein as the single point
method. In the embodiment of FIG. 2, routine 66 is configured to
execute this method to control solenoid valve output pressure in an
automatic transmission system of a motor vehicle. However, the
method may also be used in other similar pressure control
applications.
[0082] According to the single point method, solenoid performance
specifications are provided that require the greatest P/I curve
accuracy at a single pressure value near the upper end of the
solenoid's critical operating range. In other words, point 1 is a
pre-specified high calibration point at which all solenoids in a
supply have the same output pressure. This upper calibration point
is denoted as the first reference point (point 1) on FIG. 4.
Because the offset is zero, the actual electrical input required to
produce the reference output pressure is the same as the reference
electrical input. In other words, point 1 is the first reference
point and also the first performance point.
[0083] The pre-selected specifications are toleranced about the
solid-line reference P/I curve of FIG. 4. The reference P/I curve
is typically based on published specifications or other existing
specifications for a particular model solenoid or family of
solenoids; for example, those that may be provided by the valve
manufacturer or supplier. The reference P/I curve may be selected
or modified based upon previously performed iterations of one or
more of the methods described herein or conventional solenoid
calibration techniques. The reference P/I curve specifications are
stored in memory in the form of a look-up table, database, or
similar data structure and made available to the microprocessor or
controller 32, 60 through execution of computer program
instructions configured to access the data structure. The reference
P/I curve is shown as a solid-line curve in the various
figures.
[0084] In the illustrated embodiment, point 1 of FIG. 4 is the
specified high calibration point. The solenoid manufacturer or
supplier will adjust each solenoid to insure that the P/I curves of
all solenoids pass through the high calibration point at a
specified calibration temperature. Point 1 is selected to be near
the upper end of the transmission's critical operating range.
Allowable (specified) solenoid pressure error for any given current
is smallest at point 1 (diminishing to near zero) and increases
above and below point 1.
[0085] Once the upper calibration point and reference P/I curve are
determined, then a second reference point is specified or selected.
The second reference point is represented by point 2 of FIG. 4. In
the illustrated embodiment, point 2 is on the reference P/I curve
(solid line) and is located near the lower end of the
transmission's critical operating range. Point 2 may be referred to
as the "lower calibration point." Most individual solenoid P/I
curves will actually pass to the left or right of this point as a
result of manufacturing variation. Examples of individual solenoid
P/I curves are shown by the dashed-line curves in the various
figures.
[0086] A pressure control apparatus such as shown in FIG. 6,
described below, is set to the first characterization position
shown in FIG. 6 to determine the actual electrical input, i.e.,
current, required for the particular solenoid being evaluated to
generate the reference output pressure (point 2) at the lower end
of the solenoid's operating pressure range. This actual current is
represented by point 3 of FIG. 4 and may be referred to herein as a
"performance point." Point 3 is on the actual (dashed-line) P/I
curve for an individual solenoid. Points 2 and 3 are at the same
pressure but differ in solenoid drive current required to produce
that pressure.
[0087] Point 3 of the first method is automatically established for
each solenoid during transmission operation or factory test, using
algorithms executed by routine 66 of FIG. 2 and the pressure
control apparatus 100 set to the position shown in FIG. 6. The
pressure control apparatus 100 is activated at a predetermined
solenoid pressure by designing the spool valve assembly 104 and the
return spring 148 to prevent spool movement until the desired
solenoid pressure is reached. In the illustrated embodiment,
porting of the spool valve assembly 104 changes the amount of
pressure applied to switch 110 upon slight movement of the spool
134.
[0088] In all cases, pressure is removed from switch 110 when spool
134 moves. Movement of spool 134 may be caused by application of
current or lack thereof, depending on the solenoid type.
[0089] When the switch 110 is actuated (i.e. current applied or
removed, depending upon whether a normally high or normally low
configuration is used), the transmission controller 32, 60 is
signaled to record the unique current required to achieve that
pressure. The process is repeated for each clutch control solenoid
22 in the system 8.
[0090] The actual measured current required by the solenoid 102 to
produce the reference output pressure (performance point 3) is then
compared to the previously determined reference current represented
by point 2 on the reference P/I curve.
[0091] The current offset, i.e., the difference between the
reference current recommended by the controller's reference P/I
look-up table for the specified output pressure and the actual
measured current performance point is calculated. The offset is
then selectively applied to modify the controller's P/I lookup
table 72 (effectively altering the shape of the reference P/I
curve). In the single point method, the offset is applied
proportionally over the range of pressures between the upper and
lower reference points. No current offset is applied to pressure
requests above this range. The offset is applied equally to all
pressures below the lower calibration point (point 2 of FIG. 4). In
this way, selective application of the offset creates a new or
modified reference P/I curve having a different shape than the
original reference P/I curve.
[0092] More specifically, routine 74 uses the measured difference
between the reference current (pre-programmed into the controller)
and the actual current performance point to modify the shape of the
individual solenoid's reference P/I curve between points 1 and 2 of
FIG. 4.
[0093] In operation of the transmission 14, microprocessor 60 will
issue a pressure request, to respond to a shift request, for
example. If microprocessor 60 requests the point 2 pressure, the
full amount of the offset is added or subtracted from the point 2
reference current determined in the pressure-to-signal lookup
routine 72. If microprocessor 60 requests a pressure at or above
point 1, no offset is applied. If microprocessor 60 requests any
pressure between points 1 and 2, the offset applied to the current
is "prorated", or applied proportionally to the requested pressure.
All pressure requests below point 2 receive the same (full) current
offset as point 2, and all pressure requests above point 1 receive
the same (zero) offset as point 1. Aspects of the single point
method are summarized in the first column of Table 1 above.
[0094] It should be noted that in all of the methods, reference
points and performance points are determined at the same solenoid
temperature and may be determined at a variety of different
temperatures. One of a variety of known techniques for applying
temperature compensation to the solenoid may be executed by the
temperature compensation routine 72, described above.
[0095] Prior art calibration methods have altered solenoid
reference P/I curves by applying an offset in only one axis.
Proportional application of the offset according to the present
disclosure as described herein alters both the location and shape
of the reference P/I curve to more closely match the individual
solenoid's true P/I curve and thus compensate for variations that
are impractical to control during solenoid manufacture.
[0096] The graph of FIG. 5 illustrates aspects of the second
pressure control method referred to herein as the dual point
calibration method. Routine 66 is configured to execute this method
to control solenoid valve output pressures in an automatic
transmission of a motor vehicle, either in addition to or as an
alternative to one or more of the other methods described herein.
However, the method may also be used in other similar pressure
control applications.
[0097] According to the dual point method, solenoid performance
specifications are selected to allow "relaxed" (i.e., within a wide
tolerance band) pressure limits over the full solenoid operating
range. FIG. 5 shows an illustration of such specifications, wherein
unlike in FIG. 4, the upper performance point (point 4) does not
equal the upper reference point (point 1). As such, less precise,
and thus less costly, solenoid models may be used for clutch
control in the transmission.
[0098] According to the dual point method, the upper and lower
reference points 1 and 2, and the reference P/I curve (solid-line)
are predetermined and stored in a look-up table or similar
structure. Pressure control apparatus 100 is used to determine the
current required for each solenoid to generate two specific
solenoid pressures: one near the lower end (point 3) and one near
the upper end (point 4) of a transmission system critical operating
pressure range. The lower point current offset is determined in the
same way as in the first method, described above, and the lower
point offset is applied to pressure requests below the lower
point.
[0099] The upper point current offset is determined as described
below and applied to pressure requests above the upper point. Both
offsets are proportionally applied to pressure requests between the
lower and upper calibration points. The shape of the P/I curve is
thus modified accordingly. This process is automatically repeated
at various operating temperatures to customize the controller's
temperature compensation data for each clutch control solenoid in
the transmission.
[0100] As shown in FIG. 5, use of the dual calibration point method
should permit the solenoid manufacturer to supply solenoid units
with wider P/I curve variations (the distance between the
solid-line curve and the dashed-line curve) than was previously
acceptable, because two reference or target points are used. The
possibly wider P/I curve variation extends roughly equidistantly on
either side of the initial reference P/I curve. As noted above,
point 1 is on the controller's initial reference P/I curve and is
selected to be near the upper end of the transmission's critical
clutch control pressure range. In other words, point 1 is the same
as the first reference point 1 described above. Point 2 is also on
the reference curve but is located at the lower end of the pressure
range. In other words, point 2 is the same as the second reference
point 2 described above. Points 1 and 2 are determined by processor
32, 60 accessing a computerized lookup table or similar structure
in which the values corresponding to the reference P/I curve are
stored.
[0101] Points 3 and 4 of FIG. 5 represent actual current values
determined using the pressure control apparatus 100 described
below. Thus, points 3 and 4 lie on an individual solenoid's actual
P/I curve (dashed line) and are located at the same respective
pressures as points 2 and 1, respectively. Point 3 may be obtained
automatically during transmission operation or factory test using
the same method as in the lower point approach explained above
(i.e., using the first characterization position of FIG. 6). Points
2 and 3 are at the same pressure but differ in solenoid drive
current required to produce that pressure. Point 4 is automatically
established during transmission operation or factory test by
pressurizing the differential spool land 146 of the pressure
control apparatus 100 as described below. When chamber 149 is
pressurized, apparatus 100 assumes the second characterization
position shown in FIG. 7.
[0102] In the second characterization position of FIG. 7, a known
hydraulic pressure 118 is temporarily applied to the chamber 149.
As a result, a hydraulic force is added to the existing spring
force to more firmly preload the spool valve 104 in the "off"
position. Solenoid current is then increased by the controller 32,
60 until solenoid pressure overcomes the total preload. The valve
104 then moves and activates the pressure switch 110 as described
above. Thus, a second (upper) point on the solenoid's P/I curve is
established by the controller 32, 60 using signals provided by the
pressure switch 110. This process is repeated for each clutch
control solenoid in the transmission and is also repeated at
multiple temperatures.
[0103] In a dual point system as described herein, the current
offset routine 74 uses the measured difference between the
reference current (pre-programmed into the controller) and the
actual measured current performance point for both the upper and
lower calibration pressures to customize the reference P/I curve
for each individual solenoid.
[0104] For example, if the microprocessor 60 is requesting the
point 2 pressure (same pressure as point 3) or lower, the full
lower point offset is added to or subtracted from the point 2
current. If microprocessor 60 requests a pressure above the point 1
pressure (same pressure as point 4), the upper point offset is
added to or subtracted from the reference P/I curve at points above
point 1. If microprocessor 60 requests any pressure in the range
between points 1 and 2, the offset is applied proportionally or
"prorated" along that portion of the reference P/I curve.
[0105] As noted above, data for each pair (i.e., upper and lower)
performance points are determined at the same solenoid temperature.
Data for all reference points are set for all temperatures during
transmission development. Additional controller software may be
provided, and/or the P/I data structure(s) may be customized, to
gather and manage additional pairs of calibration points (at the
same two pressures) for each clutch control solenoid at other
temperatures. This data may be used to customize the reference
temperature data. This is likely to further improve transmission
performance.
[0106] The dual point control method provides the ability to
measure a second solenoid performance point in real time, on-board
the transmission control module, and therefore enables lower cost
solenoids to be used for clutch control in a vehicle transmission.
It also may improve the accuracy of the controller's temperature
compensation tables.
[0107] The third method, like the other methods, may be used to
improve shift quality during manufacture or factory test or first
time customer use of the transmission, to thereby increase customer
satisfaction. The third method, referred to herein as the "modified
single point" method, may be executed by routine 66 alternatively
or in addition to either or both of the first and second methods
described above. Unlike the first and second methods, the third
method does not require stipulation of an upper reference point.
Further, unlike the first method, the third method does not require
the individual solenoid P/I curves to intersect the reference P/I
curve at any point. In fact, the third method is directed to
situations where the individual solenoid P/I curves do not
intersect the reference P/I curve. As such, the third method may be
particularly useful to adjust the P/I curves for individual
solenoids where the solenoids have a substantially consistent curve
shape or slope angle relative to the reference P/I curve.
[0108] According to the third method, a performance point (point 1
of FIG. 8) is determined using pressure control apparatus 100, and
then the offset between the performance point and the reference
point is determined. The performance point is determined in the
same manner as the lower point of the first and second methods
disclosed above. The third method only compares the actual current
to the reference current at the lower point. The reference pressure
is near the lower end of the critical operating range of the
solenoid. In the illustrated embodiment, the critical solenoid
pressure range is in the range of about 90-450 kPa and the
reference pressure is represented by points 1 and 2 of FIG. 8.
[0109] A gradually increasing solenoid accuracy tolerance band is
specified starting at the reference pressure and extending to the
upper end of the operating pressure range. The beginning of this
tolerance band is located at the current that is actually required
to produce the reference pressure as long as that current falls
within the specified current range. This current is illustrated as
point 1 in FIG. 8. The critical pressure range is illustrated by
the bracketed area of FIG. 8. In other embodiments, additional
accuracy tolerance may be permitted beyond the critical operating
range.
[0110] The offset between the actual and target current (i.e., the
difference between the current recommended by the pre-selected P/I
look-up table for the target pressure and the measured current
actually required to achieve the target pressure) is calculated and
applied to provide unique current offsets for each individual
pressure control solenoid.
[0111] In the illustrated embodiment of the third method, point 1
of FIG. 8 is a pressure point on a typical solenoid's P/I curve.
The solenoid specifications are set to require that the reference
pressure is produced within the allowable current range at the
specified calibration temperature. Rather than pre-selecting a high
calibration point as in method 1, in method 3 the reference
pressure is selected to match the solenoid output pressure at which
the spool valve 104 toggles the pressure switch 110 of FIGS. 12-14
described below. This target pressure is near the transmission's
critical clutch control pressure range.
[0112] Point 2 of FIG. 8 is the pressure point on the reference P/I
curve (solid line) stored in the memory of the transmission
controller. Typically, individual solenoid P/I curves will pass
either to the left or right of this point as a result of solenoid
manufacturing variation. The dashed line represents the curve of
one such solenoid.
[0113] The pressure switch 110 of FIGS. 12-14 is activated at a
predetermined solenoid pressure by designing the spool valve 104
and the return spring 148 to prevent spool movement until the
desired solenoid pressure is reached. Porting of the spool valve
104 applies control pressure to the switch 110 until solenoid
pressure lifts the spool 134 from its mechanical stop. When the
switch 110 toggles, the transmission controller 32, 60 is signaled
to record the unique solenoid current required to achieve the
target pressure. This process may be repeated for each pressure
control solenoid in the transmission 14 and may be repeated at
different temperatures.
[0114] Routine 66 uses the measured difference between the
reference current (point 2 of FIG. 8, pre-programmed into the
controller) and the actual current performance point (point 1) to
offset the reference P/I curve (i.e., the preprogrammed lookup
table) to closely duplicate the shape of the individual solenoid
P/I curve of point 1 (dashed line of FIG. 8) at a new location
along the "x" axis as needed. In other words, the current offset
established as described above is applied equally at all pressures
in the operating range.
[0115] As with the other methods, performance points are determined
at the same solenoid temperature as reference points, which are
generally set during the solenoid development for all temperatures
in the operating range. Temperature compensation for the solenoid
is provided by the temperature compensation routine 72 of FIG. 2,
described above. The current offsets described herein may be
applied equally at all transmission operating temperatures, or new
offsets may be established at other temperatures. With all of the
disclosed methods, additional curve offsets may be implemented by
using existing adaptive algorithms to further improve system
performance.
[0116] FIGS. 9, 10 and 11 illustrate the three steps of the second,
dual point, method, usable in situations where the individual
solenoid P/I curves do not intersect the reference P/I curve (and
therefore have a substantially consistent slope relative to the
reference P/I curve).
[0117] FIG. 9 illustrates the step of identifying the first
performance point. The first performance point is located near the
lower end of the operating range and is determined by the
controller 60 and the pressure control apparatus 100 executing the
steps of the third method, described above. FIG. 10 illustrates the
step of identifying the second performance point, which is located
near the upper end of the operating range. The second performance
point is identified by the controller 60 and the pressure control
apparatus 100 preloading the land 146 with control main pressure
according to the second method as described above. An offset is
determined by comparing the performance points to the location of
the reference P/I curve. The solenoid's reference P/I curve is then
modified as shown by FIG. 11, by shifting or proportionally
offsetting the curve along the x axis, in either direction as
needed, by the amount of the offset.
[0118] The structure of pressure control apparatus 100 will now be
described. It will be understood by those skilled in the art that
other similar suitable structures may be employed to perform the
steps of the methods described herein. FIG. 6 illustrates the
pressure control apparatus 100 configured for measuring the lower
point of all of the above-described methods. FIG. 7 illustrates the
pressure control apparatus 100 configured for measurement of the
upper performance point of the second (dual point) calibration
methods.
[0119] FIGS. 12-14 illustrate the pressure control apparatus 100
configured for other control functions which may be performed
during transmission clutch control.
[0120] Pressure control apparatus 100 is similar to a pressure
control apparatus described in U.S. Pat. No. 6,382,248 to Long, et
al. Apparatus 100 includes a solenoid valve 102, a pressure
regulator valve 104 and a diagnostic pressure switch 110. The
solenoid valve 102 is coupled to the pressure regulator valve 104,
which in turn, is coupled to the pressure switch 110 and a
transmission clutch (or friction element or other load to be
controlled) 112.
[0121] A hydraulic accumulator 106 for hydraulically filtering step
changes in the output pressure of solenoid valve 102 is also shown,
however, the inclusion of accumulator 106 is considered
optional.
[0122] Control module 32, 60 develops a control signal 50 for
activating the solenoid valve 102, and receives a diagnostic input
from switch 110 via appropriate electrical connections (such as
insulated wiring). The solenoid valve 102 includes a coil 108. The
control signal 50 issued by module 32, 60 is configured to produce
a desired fluid pressure in clutch 112. A control pressure source
114 and a line pressure source 116 are in fluid communication with
conventional fluid supply elements such as a pump and suitable
pressure regulator valves, as indicated schematically in FIG. 1.
The line pressure may have a value in the range of about 150-300
pounds per square inch (psi), and the control pressure is regulated
to a lower value, such as a lower value in the range of about 100
psi.
[0123] The solenoid valve 102 is coupled to supply passage 122,
exhaust passage 124 and feed passage 120. Valve 102 includes a
fixed housing 126 having a pair of ports 128 and 130. An armature
is movably disposed within the housing 126. The spool port 130 is
in fluid communication with passage 122. Port 130 is also couplable
to control pressure feed passage 120.
[0124] Port 128 is coupled to an exhaust passage 124. The armature
selectively couples the ports 128 and 130 to variably exhaust the
fluid pressure in pilot pressure passage 122. In certain
embodiments, an internal spring mechanism may bias the armature to
a position which couples spool ports 128 and 130 so that fluid
pressure in passage 122 is exhausted at zero current (a "normally
low" solenoid). In other embodiments, where a normally high
solenoid is used, the fluid pressure is exhausted at high
current.
[0125] Solenoid coil 108 may be actuated or energized by electrical
input, i.e. current, issued by a controller 32, 60. In the
illustrated embodiment, the solenoid input is a controlled direct
current. Activation of the solenoid coil 108 produces an
electromagnetic force that overcomes a bias, and moves the armature
to un-couple the spool ports 128 and 130. In the illustrated
embodiment, activation of the coil 108 by control 32, 60 results in
a modulated pressure in passage 122. In other embodiments,
deactivation of the coil 108 modulates pressure in passage 122.
Aspects of the present disclosure are configurable to be used with
normally high or normally low solenoids, as noted above.
[0126] The pressure regulator valve 104 has a spool element 134 as
mentioned above. Spool element 134 has subsections 136, 138, 140
that are separated by lands 142, 144, 146, which are spaced apart
along the longitudinal axis of spool 134. Lands 142, 144, 146
extend radially outward from spool 134 to selectively engage
portions of a valve bore or chamber 164. As such, land 142, spool
subsection 136 and land 144 cooperate to define valve a subchamber
152. Likewise, land 144, spool subsection 138 and land 146
cooperate to define a valve subchamber 154.
[0127] Spool element 134 is axially movable within the valve bore
164 under the influence of return spring 148, which is disposed in
a valve subchamber 149 adjacent to spool subsection 140, a pilot
pressure applied to a pressure control area 141 of land 142, and a
feedback pressure applied to a pressure control area 147 of land
146.
[0128] FIG. 6 depicts the first characterization position of
apparatus 100, which is used to obtain the lower end performance
point used in each of the three methods described above. In FIG. 6,
solenoid 102 is actuated, so that fluid ports 128, 130 are at least
partially disconnected and at least partial fluid pressure is
applied to valve head 132 via passage 122. Pressure switch 110 is
in fluid communication with valve subchamber 152 and thereby
measures the output pressure of valve 104 corresponding to the
electrical input applied to solenoid 102. The electrical input to
solenoid 102 is increased until switch 110 actuates indicating that
the reference output pressure is obtained at the lower end
performance point. The resulting current value specifies point 3 of
methods 1 and 2 described above.
[0129] In the various figures, the different shading of fluid
filled regions of apparatus 100 denotes differences in fluid
pressures. In FIG. 6, fluid in chambers 124, 168, 118, 112, 166 and
170 are at the same pressure, namely, the exhaust pressure. The
exhaust pressure is in the range of about 0 psi. Also in FIG. 6,
fluid in chambers 114, 120 is at the control pressure, fluid in
chambers 116, 156 is at the line pressure, and fluid in chambers
110, 152 is at the output pressure measured by switch 110. Fluid in
passage 122 is at a trim pressure, which generally varies in the
range of about 0-110 psi.
[0130] To obtain point 4 of FIG. 5, the upper pressure value, of
the second method (dual calibration) described above, a second
characterization position of apparatus 100 is used. In the second
characterization position, shown by FIG. 7, control pressure is
applied to area 147 of land 146, further counteracting the fluid
pressure applied to valve head 132 by passage 122. As such, a
greater trim pressure is required to downwardly displace spool 134
relative to the valve chamber 164, and therefore, a greater amount
of current be applied to solenoid 102 without moving the spool 134.
The current applied to solenoid 102 is increased until the second
performance point (the upper calibration point) is detected by
switch 110. This current value specifies point 4 of the dual
calibration method described above. Note that the higher pressure
also results in axial displacement of accumulator 106.
[0131] As noted above, the different shading of fluid filled
regions of apparatus 100 denotes differences in fluid pressures. In
FIG. 7, fluid in chambers 124, 168, 112, 166 and 170 are at the
same pressure, namely, the exhaust pressure. Also in FIG. 7, fluid
in chambers 114, 118, 120 and 149 is at the control pressure, fluid
in chambers 116, 156 is at the line pressure, and fluid in chambers
110, 152 is at the output pressure measured by switch 110. Fluid in
passage 122 is at a trim pressure, which generally varies in the
range of about 0-110 psi but is higher in the characterization of
FIG. 7 than the trim pressure in FIG. 6.
[0132] The spool element 134 may also actuated to one of three
states under the control of solenoid valve 102, the various states
being individually depicted by FIGS. 12, 13 and 14 during clutch
control in an automatic transmission of a motor vehicle.
[0133] FIG. 12 depicts a rest or "off" state of the spool element
134 that occurs when the solenoid coil 108 is deactivated,
exhausting the fluid pressure in pilot pressure passage 122 via
exhaust passage 124. In such state, the return spring 148 biases
spool element 134 upward, bringing valve head 132 into engagement
with passage 122. The pressure switch 110, which is coupled to the
fluid chamber 152 between lands 142 and 144, simply detects the
control pressure since the fluid chamber 152 is in fluid
communication with control pressure 114. The clutch or other
friction element 112, which is coupled to the fluid chamber 154
between lands 144 and 146, is exhausted via exhaust passage 168. In
the "off" state, the control 32, 60 is not performing any of the
self-calibrating methods, and thus the pressure switch 110 is
deactivated, because the clutch being controlled by the solenoid is
fully disengaged.
[0134] FIG. 13 depicts a clutch trim state of chamber 154 of valve
104, which occurs when the solenoid coil 108 is actuated. A trim
pressure in passage 122 acts on valve head 132 to partially
compress the return spring 148. Such pressure also partially
strokes the accumulator 106, as shown. In such state, the spool
element 134 moves downwardly in the valve chamber (in the direction
of arrow 151) and land 144 decouples the fluid chamber 154 from
exhaust 168. This builds fluid pressure in friction element 112,
creating a feedback pressure in passage 158, which is coupled to
friction clutch 112 via restriction or orifice 150.
[0135] The force created by the feedback pressure assists the force
created by return spring 148, and the spool element 134 dithers to
alternately couple and decouple the fluid chamber 154 to and from
exhaust passage 168, thereby regulating the fluid pressure
delivered to friction element 112 to a level that is proportional
to the pressure in passage 122. This regulation of pressure to the
clutch 112 is configured to smoothly engage or disengage the
clutch. When the clutch 112 is trimming, land 144 unblocks exhaust
166 and connects pressure switch 110 to exhaust 165 via chamber
152. This change in pressure from control pressure to exhaust
pressure is detected by pressure switch 110, and the pressure
switch reports the pressure change to control 32, 60 as described
above. The actual current at the time of the switch actuation is
captured and used by each of the methods as described above.
[0136] FIG. 14 depicts an "on" state of the spool element 134 that
occurs when solenoid coil 108 is actuated at a very high current
for normally low solenoids. For normally high solenoids, coil 108
is actuated by very low or zero current. In either case, actuation
of coil 108 produces sufficient fluid pressure to cause spool 134
to move further downwardly (in the direction of arrow 151). Port
130 connects with control pressure 114, 120, resulting in control
pressure being applied to passage 122 to overcome the feedback
pressure and fully compress the return spring 148. When spring 148
is fully compressed, spool member 140 comes into engagement with
passage 158 at an end of travel position 162. Such pressure also
fully strokes the accumulator 106, as shown. In such state, land
146 fully uncovers the line pressure passage 156, thereby supplying
clutch or friction element 112 with the full line pressure.
Application of the line pressure to clutch 112 engages or applies
the clutch.
[0137] When the clutch or friction element is to be disengaged, the
above-described process is reversed by reducing the electrical
input of solenoid coil 108, first to an intermediate range of
electrical inputs to establish trim control, and then deactivating
solenoid coil 108 to return to the rest or off state.
[0138] Referring now to FIGS. 15-20, at least one embodiment 1540
of the clutch pressure control 34 is implemented in a transmission
1512. The transmission 1512 may be referred to as a variator
transmission, an infinitely variable transmission, or a
continuously variable transmission, in some embodiments. The
transmission 1512 is embodied as part of a driveline or powertrain
1500 of a powered vehicle. The powertrain 1500 also includes a
drive unit 1510. Similar or analogous to the drive unit 10, the
drive unit 1510 outputs torque to the transmission 1512 via one or
more transmission input shafts 1542. The drive unit 1510 may
include an internal combustion engine, such as a spark-ignited
engine or diesel engine, an engine-electric motor combination, or
the like. Torque output by the transmission 1512 is transferred to
a final drive 1514 (e.g., transfer case, axles, wheels, etc.) of
the vehicle via one or more transmission output shafts 1544.
[0139] The illustrative transmission 1512 includes a ratio varying
unit or "variator" 1522, one or more clutches (or other selectively
applied torque-transmitting mechanisms) 1524, and one or more
gearsets 1526. The transmission 1512 is fluidly coupled to an
electrohydraulic control system (EHC) 1516. The illustrative EHC
1516 includes a variator electrohydraulic control circuit 1546,
which controls operation of the variator 1522, a clutch
electrohydraulic control circuit 1548, which controls operation of
the clutches 1548, and a fluid supply 1538, which supplies
pressurized fluid (e.g., transmission oil) to the EHCs 1546, 1548.
The variator EHC 1546 is fluidly coupled to the variator 1522 and
the clutch EHC 1548 is fluidly coupled to the clutches 1524.
[0140] The variator 1522 is used to selectively provide a
continuous variation of transmission ratio. As will be appreciated
by those skilled in the art, the variator 1522 is mechanically
coupled between the transmission input shaft 1542 and the
transmission output shaft 1544 via the one or more gearsets 1526
and the one or more clutches 1524. The illustrative variator 1522
is of the full toroidal type. Some embodiments may use a partially
toroidal rather than a full toroidal configuration. While not
specifically shown, it should be understood by those skilled in the
art that in some embodiments, the variator 1522 includes pairs of
input and output disks that each define a toroidal space
therebetween. Actuator-controlled rollers are positioned in the
toroidal space defined by the disks of each pair. The rollers
transmit torque from the input disk to the output disk via a
traction fluid (not shown). Each of the rollers is coupled to a
hydraulic actuator (e.g., a piston). The hydraulic pressure in each
actuator is adjusted by the variator EHC 1546. Varying the
pressures in the variator actuators (e.g., via the variator EHC
1546) changes the force applied by the actuators to their
respective rollers, to create a range of torque within the variator
1522.
[0141] The EHC 1516 includes various components (e.g.,
electrohydraulic actuators or solenoids, pressure switches,
transducers, etc.) that communicate electronically with an
electrical control (or electronic control unit) 1518 to control the
operation of the transmission 1512 and/or communicate data to the
electrical control 1518. Similar or analogous to the electrical
control 32, the electronic control unit 1518 includes computer
circuitry configured to control the operation of the transmission
1512 based on inputs from various components of the transmission
1512, including a range selector 1520. The range selector 1520 is
similar or analogous to the range selector 58. For example, the
range selector 1520 may include selectable options or positions
corresponding to the available operating modes of the transmission
1512.
[0142] A multiple-mode continuously variable ratio transmission has
at least two operating modes (e.g. low and high). The illustrative
transmission 1512 has three operating modes: a "low" or infinitely
variable transmission (IVT) mode, a "high" or continuously variable
transmission (CVT) mode, and a "neutral," fixed-ratio, transition
mode. Each of the "low" and "high" modes is selectable by a clutch
that is engaged by the application of hydraulic fluid pressure as
controlled by the EHC 1516. Once the transmission is shifted into
the low or the high mode, then the transmission ratio is variable
as controlled by the variator 1522. The transition from one mode to
another is a synchronous shift in which two clutches 1524 may be
applied, momentarily, at the same time. At the same time as
clutches 1524 are being applied and released by the clutch EHC
1548, the variator EHC 1546 controls the variator ratio.
[0143] As a result, operations of the variator EHC 1546 and the
clutch EHC 1548 can be interrelated and the illustrative EHCs 1546,
1548 are in selective fluid communication with one another. Each of
the EHCs 1546, 1548 includes, respectively, a number of trim valves
1528, 1534 and a number of logic valves 1530, 1536. The variator
EHC 1546 further includes a transducer 1532. Generally speaking,
"trim valves" refers to valves that are used to control the rate at
which pressurized fluid is applied to a torque transmitting
mechanism (e.g., a clutch, variator, etc.), while "logic valves"
refers to valves that determine which torque transmitting
mechanism(s) will be applied in a given instance. Accordingly, trim
valve systems generally include a spool valve (or "trim valve")
whose axial movement is controlled by a "variable bleed" solenoid;
that is, a solenoid (or other suitable actuator) that can output a
variable fluid pressure in response to electrical inputs. The rate
at which the variable fluid pressure is applied to a torque
transmitting mechanism by a trim valve system is controlled by the
rate at which the trim valve is stroked or destroked (or otherwise
moves along its predetermined path in one direction or the other).
Whereas trim valves have a number of different positions
intermediate the fully stroked and fully destroked positions, logic
valves generally have only two positions (fully stroked and fully
destroked). Whereas trim valves are controlled by actuators that
have a variable output pressure, logic valves are typically
controlled by actuators that are either `on` or `off;` e.g., they
either supply a given fluid pressure or do not supply fluid
pressure, in response to electrical inputs.
[0144] As best shown in FIG. 19, the illustrative variator EHC 1528
includes a pair of trim valve systems 510, 512, which are fluidly
coupled to a transducer 516 by fluid passages 518, 520 and a
shuttle valve 514. Illustrative examples of a variator trim valve
system 510, 512 are also shown in FIGS. 17 and 18, which illustrate
different states of the variator trim valve system 510, 512 as
described below. Similarly (although not specifically shown), the
illustrative clutch EHC 1548 includes a pair of trim valve systems,
an illustrative example 200 of which is shown in FIG. 16, described
below. Any or each of the variator trim systems 510, 512 or the
clutch trim systems 200 can be calibrated by the embodiment 1540 of
the clutch pressure control as described above.
[0145] Referring now to FIG. 16, the illustrative clutch trim
system 200 includes an electrohydraulic actuator 210, a spool valve
212, an accumulator 214, a pressure switch 254, and a number of
fluid passages 232, 234, 238, 240, 242, 244, 246, 248, 250, 252.
The spool valve 212 includes a valve head 216, a spool having spool
portions 220, 224, 230, a plurality of lands 218, 222, 226 (which
define fluid chambers therebetween), and a return spring 228 (which
biases the spool valve 212 in the destroked position).
[0146] To calibrate the clutch trim system 200, electrical input
(e.g., current, voltage, resistance) is supplied by the electronic
control circuit 1518 to the electrohydraulic actuator 210. In
response, the electrohydraulic actuator 210 outputs fluid pressure
via the fluid passage 242 to the valve head 216, proportional to
the amount of electrical input. The valve 212 and associated fluid
passages 232, 234, 238, 240, 242, 244, 246, 248, 250, 252 are
configured so that an amount of fluid pressure is applied to the
spool portion 230 by the passages 248, 234, 238, 240 when the valve
212 is in the destroked position. As a result, the axial position
of the valve 212 depends on whether the fluid pressure output by
the electrohydraulic actuator 210 is greater than the
counterbalancing forces supplied by the spring 228 and the fluid
passage 240.
[0147] The fluid passage 252 represents the fill chamber for one of
the clutches 1524. During calibration, the passages 234, 238, 240,
252 are fluidly coupled with the fluid passage 248, which contains
fluid at a lower pressure than is needed to apply the clutch 1524
(e.g., the fluid pressure is at an "exhaust backfill" pressure, in
some embodiments). Also, during calibration, initially the fluid
pressure in the passages 232, 244 is less than that required to
change the state of the pressure switch 254. Thus, electrical input
to the actuator 210 is increased repeatedly until the fluid
pressure applied to the valve head 212 is sufficient to displace
the valve 212 so as to connect the pressure switch 254 with the
fluid passage 246, which contains fluid at a pressure that is high
enough to change the state of the pressure switch 254 (e.g., a
"control" pressure), but is not high enough to connect the passages
238, 252 with the passage 250 (which contains fluid at a pressure
that is high enough for the clutch 1524 to begin to apply (e.g., a
"main" pressure). The point at which the pressure switch 254
changes state without applying the clutch 1524 is a calibration
point, which can be represented by the formula: (spring
force+pressure applied to spool portion 230)/gain=calibration
pressure. In some embodiments, the calibration pressure for the
clutch trim system 200 is in the range of about 6 pounds per square
inch (psi). In FIG. 20, point "A" represents the point at which the
pressure switch 254 detects the calibration pressure. As shown,
point "A" occurs before the clutch 1524 begins to apply.
[0148] Referring now to FIGS. 17-18, calibration of a variator trim
system 510, 512 is illustrated. In calibrating the variator trim
systems 510, 512, the calibration point can vary depending on
whether the calibration is being done at or soon after vehicle
launch (e.g., during "cold" operation) or after the vehicle has
been running for awhile (e.g., during "hot" operation). In fact,
calibration can be done at both points using one of the dual point
calibration methods described above. A configuration 300 of a
variator trim system 510, 512 for calibration during "hot"
operation is illustrated in FIG. 17. The configuration 300 includes
similar components to the clutch trim system 200, with each
component of the variator trim system 300 having an analogous
component in the clutch trim system 200, but with the reference
numeral incremented by 100 (e.g., electrohydraulic actuator 310 is
analogous to electrohydraulic actuator 210 described above, and so
on). Therefore, description of those components is not repeated
here.
[0149] In general, calibration of the variator trim system 300
operates in a similar manner as described above. To calibrate the
variator trim system 300, electrical input (e.g., current, voltage,
resistance) is supplied by the electronic control circuit 1518 to
the electrohydraulic actuator 310. In response, the
electrohydraulic actuator 310 outputs fluid pressures supplied by
the fluid passage 342 to the valve head 316 proportional to the
amount of electrical input. The valve 312 and associated fluid
passages 332, 334, 338, 340, 342, 344, 346, 348, 350, 352 are
configured so that an amount of fluid pressure is applied to the
spool portion 340 by the passages 348, 334, 338, 340 when the valve
312 is in the destroked position. As a result, the axial position
of the valve 312 depends on whether the fluid pressure output by
the electrohydraulic actuator 312 is greater than the
counterbalancing forces supplied by the spring 328 and the fluid
pressure in the passage 340.
[0150] The fluid passage 352 represents the fill chamber for the
variator 1522. During calibration, the passages 334, 338, 340, 352
are fluidly coupled with the fluid passage 348, which contains
fluid at a lower pressure than is needed to apply the variator 1522
(e.g., it is at an exhaust backfill pressure, in some embodiments).
Also, during calibration, initially the fluid pressure in the
passages 332, 344 is less than that required to change the state of
the pressure switch 354. Thus, electrical input to the actuator 310
is increased repeatedly until the fluid pressure applied to the
valve head 312 is sufficient to displace the valve 312 so as to
connect the pressure switch 354 with the fluid passage 346, which
contains fluid at a pressure that is high enough to change the
state of the pressure switch 354 (e.g., a "control" pressure) but
which not high enough to connect the passages 338, 352 with the
passage 350 (which contains fluid at a pressure that is high enough
for the variator 1522 to begin to apply--e.g., a "main" pressure).
The point at which the pressure switch 354 changes state without
applying the variator 1522 is a "hot" operation calibration point
for the variator trim system, which can be represented by the
formula: (spring force+pressure applied to land
330)/gain=calibration pressure. In some embodiments, the
calibration pressure for the "hot" operation of the variator 1522
is in the range of about 7 psi. In FIG. 20, point "B" represents
the point at which the pressure switch 354 detects the calibration
pressure. As shown, point "B" occurs before the variator 1522
begins to apply.
[0151] Referring now to FIG. 18, a configuration 400 of a variator
trim system 510, 520 during "cold" operation of the variator 1522
is shown. The variator trim system 400 is the same as, or includes
the same or similar components as, the variator trim system 300,
except where otherwise indicated. Therefore, description of those
components is not repeated here.
[0152] In general, "cold" operation calibration of the variator
trim system 400 operates in a similar manner as described above.
However, in the "cold" operation, the fluid passage 352 (which
represents the fill chamber for the variator 1522) as well as the
passages 334, 338, and 340 are fluidly coupled with the fluid
passage 410 rather than the fluid passage 348. The fluid passage
410 contains fluid at a lower pressure than is needed to apply the
variator 1522 but which is higher than the pressure in the fluid
passage 348 (e.g., it is at a "control" pressure, which is higher
than an "exhaust backfill" pressure but lower than a "main"
pressure, in some embodiments). Thus, electrical input is increased
repeatedly until the fluid pressure applied to the valve head 312
is sufficient to displace the valve 312 so as to change the state
of the pressure switch 354 as described above, but which not high
enough to connect the passages 338, 352 with the passage 350 (which
contains fluid at a pressure that is high enough for the variator
1522 to begin to apply--e.g., a "main" pressure). The point at
which the pressure switch 354 changes state without applying the
variator 1522 is a "cold" operation calibration point of the
variator trim system 510, 512, which can be represented by the
formula: (spring force+pressure applied to spool portion
330)/gain=calibration pressure. In some embodiments, the
calibration pressure for the "cold" operation of the variator 1522
is in the range of about 40 psi. In FIG. 20, point "C" represents
the point at which the pressure switch 354 detects the calibration
pressure. As shown, point "C" occurs before the variator 1522
begins to apply.
[0153] Referring now to FIG. 20, an embodiment 500 of at least a
portion of the variator EHC 1546 is shown. The variator EHC 1546
includes the variator trim valves 510, 512, which are fluidly
coupled to the transducer 516 as described above. The illustrative
variator EHC 1546 also includes a "variator backfill" valve 522,
which is fluidly coupled to the variator trim valves 510, 512 by a
fluid passage 524, to supply the "variator backfill" pressure
described above. The transducer 516 detects either the output
pressure of the variator trim system 510 or the output pressure of
the variator trim system 512, whichever is greater. Thus, the
transducer 516 can be calibrated at the same time that the variator
trim systems 510, 512 are calibrated (and before the variator 1522
begins to apply). During both "hot" and "cold" operation of the
variator 1522, the transducer 516 is calibrated by matching the
electrical output of the transducer 516 to a reference table (or
database, or similar data structure) for the transducer 516 (e.g.,
as may be supplied by the manufacturer of the transducer) and
comparing the corresponding reference pressure to the calibration
pressure. The calibration points for the transducer 516 can thus be
represented by the formula: spring force+pressure applied to spool
portion 330)/gain=calibration pressure, where the calibration
pressure is higher for "cold" operation than it is for the "hot"
operation of the variator 1522, as described above. In any of the
foregoing embodiments of the CPC 1540, offsets may be calculated
based on the difference between the actual pressure values (e.g.,
detected by the pressure switches and transducer) and the reference
calibration values. Such offsets may be used to calibrate the trim
systems as described above.
[0154] The present disclosure describes patentable subject matter
with reference to certain illustrative embodiments. The drawings
are provided to facilitate understanding of the disclosure, and may
depict a limited number of elements for ease of explanation. Except
as may be otherwise noted in this disclosure, no limits on the
scope of patentable subject matter are intended to be implied by
the drawings. Variations, alternatives, and modifications to the
illustrated embodiments may be included in the scope of protection
available for the patentable subject matter.
* * * * *