U.S. patent application number 17/481091 was filed with the patent office on 2022-01-06 for controller for variable transmission.
This patent application is currently assigned to Fallbrook Intellectual Property Company LLC. The applicant listed for this patent is Fallbrook Intellectual Property Company LLC. Invention is credited to Scott R. Anderson, Alan L. Miller, Stanley B. Quinn, JR..
Application Number | 20220003312 17/481091 |
Document ID | / |
Family ID | 1000005853979 |
Filed Date | 2022-01-06 |
United States Patent
Application |
20220003312 |
Kind Code |
A1 |
Quinn, JR.; Stanley B. ; et
al. |
January 6, 2022 |
CONTROLLER FOR VARIABLE TRANSMISSION
Abstract
An electronic controller for a variable ratio transmission and
an electronically controllable variable ratio transmission
including a variator or other CVT are described herein. The
electronic controller can be configured to receive input signals
indicative of parameters associated with an engine coupled to the
transmission. The electronic controller can also receive one or
more control inputs. The electronic controller can determine an
active range and an active variator mode based on the input signals
and control inputs. The electronic controller can control a final
drive ratio of the variable ratio transmission by controlling one
or more electronic solenoids that control the ratios of one or more
portions of the variable ratio transmission.
Inventors: |
Quinn, JR.; Stanley B.;
(Elmhurst, IL) ; Miller; Alan L.; (Dixon, IL)
; Anderson; Scott R.; (Palos Hills, IL) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Fallbrook Intellectual Property Company LLC |
Leander |
TX |
US |
|
|
Assignee: |
Fallbrook Intellectual Property
Company LLC
Leander
TX
|
Family ID: |
1000005853979 |
Appl. No.: |
17/481091 |
Filed: |
September 21, 2021 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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16160624 |
Oct 15, 2018 |
11125329 |
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17481091 |
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14529773 |
Oct 31, 2014 |
10100927 |
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16160624 |
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12271611 |
Nov 14, 2008 |
8996263 |
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14529773 |
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60988560 |
Nov 16, 2007 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F16H 61/6649 20130101;
F16H 2061/1208 20130101; F16H 2200/0039 20130101; Y10T 477/6352
20150115; Y10T 477/606 20150115; Y10T 477/6242 20150115; F16H
2037/0886 20130101; F16H 61/70 20130101; F16H 2200/2005 20130101;
Y10T 477/623 20150115; F16H 61/12 20130101; Y10T 477/62429
20150115; Y10T 477/637 20150115; F16H 2037/088 20130101; F16H 15/28
20130101; Y10T 477/636 20150115; Y10T 477/613 20150115; F16H
2061/6601 20130101; Y10T 477/45 20150115; Y10T 477/60 20150115;
F16H 37/086 20130101; F16H 3/663 20130101; F16H 61/6648 20130101;
Y10T 477/619 20150115; F16H 2200/2023 20130101; F16H 2200/2041
20130101 |
International
Class: |
F16H 61/70 20060101
F16H061/70; F16H 61/12 20060101 F16H061/12; F16H 61/664 20060101
F16H061/664 |
Claims
1. A method of controlling a variable ratio transmission in a
drivetrain having a ball planetary type variator, the drivetrain
having at least two forward modes, a reverse mode, and one of a
neutral mode and a park mode, the method comprising: storing, in a
shift schedule module, a shift schedule map; receiving, by a shift
point module, a plurality of input signals, wherein the plurality
of input signals includes an engine parameter and a transmission
ratio; determining an active control range from a plurality of
control ranges based at least in part on the plurality of input
signals and the shift schedule map, wherein each control range
corresponds to a range of transmission ratios; configuring a range
box into one of the at least two forward modes, the reverse mode,
and the neutral mode or the park mode; determining an active
variator mode from a plurality of variator modes based on the
plurality of input signals and the active control range; and
controlling an operation of the variator based on the input signals
and the active variator mode.
2. The method of claim 1, further comprising controlling actuation
of a clutch to activate the configuration of the range box.
3. The method of claim 1, further comprising controlling the range
box to provide a gear ratio based on the configuration of the range
box.
4. The method of claim 1, further comprising: determining a
configuration of a torque converter clutch corresponding to a
torque converter that couples power from a prime mover to the
variator; and selectively engaging the torque converter clutch
based on the configuration of the torque converter clutch.
5. The method of claim 1, wherein receiving the plurality of input
signals comprises receiving at least one sensor value and at least
one control state.
6. The method of claim 1, wherein receiving the plurality of input
signals comprises receiving a throttle position sensor input value
and a gear selector value.
7. The method of claim 1, wherein determining the active control
range comprises: retrieving at least a portion of a shift curve;
and determining the active control range based on the portion of
the shift curve and the plurality of input signals.
8. The method of claim 7, wherein the plurality of input signals
comprises: a throttle position sensor value; and a vehicle speed
value.
9. The method of claim 1, wherein controlling the operation of the
variator comprises modulating a current applied to an electronic
solenoid to control a ratio of the variator.
10. The method of claim 1, wherein controlling the operation of the
variator comprises controlling the variator to provide a ratio from
a range of ratios that spans an underdrive ratio and an overdrive
ratio.
11. The method of claim 1, wherein controlling the operation of the
variator comprises controlling a longitudinal axis of a rotating
planet within the variator.
12. The method of claim 11, wherein controlling the longitudinal
axis comprises controlling a position of a shift lever coupled to
the rotating planet by modulating a current applied to a control
solenoid.
13. A controller system for controlling a variable ration
transmission in a drivetrain having a ball planetary type variator,
the drivetrain having at least two forward modes, a reverse mode,
and one of a neutral mode and a park mode, the controller system
comprising: a controller including a plurality of modules
comprising: a shift schedule module configured to store a shift
schedule map on a computer readable medium; a shift point module
communicatively coupled to the shift schedule module and the
computer readable medium, the shift point module configured to:
receive a plurality of electronic input signals from one or more
sensors, wherein the plurality of electronic input signals includes
an engine parameter and a transmission ratio, determine an active
control range from a plurality of control ranges based at least in
part on the plurality of electronic input signals and the shift
schedule map, and wherein each control range corresponds to a range
of transmission ratios, and configure a range box into one of the
at least two forward modes, the reverse mode, and the neutral mode
or the park mode; a variator mode module configured to receive the
plurality of electronic input signals and the active control range
and determine a variator mode based on the plurality of electronic
input signals and the active control range; and a control module
configured to control a ratio of a variator based on the variator
mode, wherein each of the shift schedule module, the shift point
module, the variator mode module, and the control module are
embodied on one or more of an application specific integrated
circuit, at least one processor circuit, or software stored on a
computer readable medium and configured to be executed by a
processor.
14. The controller system of claim 13, wherein the controller
further comprises a shift logic module communicatively coupled to
the shift point module and configured to receive the active control
range from the shift point module, wherein the shift point module
is configured to determine a state of an upshift flag and a
downshift flag based on the plurality of electronic input signals,
and wherein the shift logic module is configured to control
engagement of at least one clutch controlling a ratio of the range
box coupled to the variator.
15. The controller system of claim 14, wherein the controller
further comprises a shift quality control module coupled to the
shift logic module and configured to control an electronic solenoid
to control engagement of the at least one clutch, wherein the shift
quality control module is configured to determine an application
rate and a corresponding solenoid current.
16. The controller system of claim 13, wherein the controller
further comprises an engine speed setpoint module communicatively
coupled to the variator mode module and configured to determine an
engine speed setpoint value based on the variator mode, and wherein
the control module is configured to receive an engine speed value
and is configured to control the ratio of the variator based on the
engine speed value and the engine speed setpoint.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. patent
application Ser. No. 16/160,624, filed Oct. 15, 2018, entitled
"CONTROLLER FOR VARIABLE TRANSMISSION," scheduled to issue on Sep.
21, 2021 as U.S. Pat. No. 11,125,329, which is a continuation of
U.S. patent application Ser. No. 14/529,773, filed Oct. 31, 2014,
entitled "CONTROLLER FOR VARIABLE TRANSMISSION," and issued as U.S.
Pat. No. 10,100,927, which is a divisional of U.S. patent
application Ser. No. 12/271,611, filed Nov. 14, 2008, entitled
"CONTROLLER FOR VARIABLE TRANSMISSION," and issued as U.S. Pat. No.
8,996,263, which claims the benefit of U.S. Provisional Application
No. 60/988,560, filed Nov. 16, 2007, and entitled "CONTROLLER FOR A
CONTINUOUSLY VARIABLE TRANSMISSION." The disclosures of all of the
above-referenced prior applications, publications, and patents are
considered part of the disclosure of this application, and are
incorporated by reference herein in their entirety.
BACKGROUND
[0002] Continuously variable transmissions (CVT) and transmissions
that are substantially continuously variable are increasingly
gaining acceptance in various applications. The process of
controlling the ratio provided by the CVT is complicated by the
continuously variable or minute gradations in ratio presented by
the CVT. Furthermore, the range of ratios that may be implemented
in a CVT may not be sufficient for some applications. A
transmission may implement a combination of a CVT with one or more
additional CVT stages, one or more fixed ratio range splitters, or
some combination thereof in order to extend the range of available
ratios. The combination of a CVT with one or more additional stages
further complicates the ratio control process, as the transmission
may have multiple configurations that achieve the same final drive
ratio.
[0003] The different transmission configurations can, for example,
multiply input torque across the different transmission stages in
different manners to achieve the same final drive ratio. However,
some configurations provide more flexibility or better efficiency
than other configurations providing the same final drive ratio.
[0004] The criteria for optimizing transmission control may be
different for different applications of the same transmission. For
example, the criteria for optimizing control of a transmission for
fuel efficiency may differ based on the type of prime mover
applying input torque to the transmission. Furthermore, for a given
transmission and prime mover pair, the criteria for optimizing
control of the transmission may differ depending on whether fuel
efficiency or performance is being optimized.
[0005] Systems and methods are described herein for addressing the
complicated and sometimes competing criteria that are addressed in
controlling a transmission final drive ratio.
SUMMARY
[0006] An electronic controller for a variable ratio transmission
and an electronically controllable variable ratio transmission
including a variator or other CVT are described herein The
electronic controller can be configured to receive input signals
indicative of parameters associated with an engine coupled to the
transmission. The electronic controller can also receive one or
more control inputs. The electronic controller can determine an
active range and an active variator mode based on the input signals
and control inputs. The electronic controller can control a final
drive ratio of the variable ratio transmission by controlling one
or more electronic solenoids that control the ratios of one or more
portions of the variable ratio transmission.
[0007] Aspects of the invention include a method of controlling a
variable ratio transmission. The method includes receiving a
plurality of input signals, determining an active control range
from a plurality of control ranges based at least in part on the
plurality of input signals, determining an active variator mode
from a plurality of variator modes based on the plurality of input
signals and the active control range, and controlling an operation
of the variator based on the input signals and the active variator
mode.
[0008] Aspects of the invention include a method of controlling a
variable ratio transmission. The method includes receiving one or
more electronic input values, and controlling a current applied to
a control solenoid to vary a position of a variator control piston
that operates to vary a ratio provided by a variator by varying an
angle of a rotation axis for at least one rotating planet in the
variator.
[0009] Aspects of the invention include a controller system that
includes a shift schedule module configured to store a shift
schedule map, a shift point module coupled to the shift schedule
module, configured to receive a plurality of electronic input
signals, and configured to determine an active control range from a
plurality of control ranges based at least in part on the plurality
of electronic input signals and the shift schedule map, a variator
mode module configured to determine a variator mode based on the
plurality of electronic input signals and the active control range,
and a control module configured to control a ratio of a variator
based on the variator mode.
[0010] Aspects of the invention include a controller system that
includes a transmission having a variable ratio variator whose
ratio is varied based at least in part on a position of a
longitudinal axis of at least one rotating planet within the
variator, and an electronic controller configured to receive a
plurality of inputs and generate a control output that varies the
position of a longitudinal axis of the at least one rotating planet
within the variator based on the plurality of inputs.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] The features, objects, and advantages of embodiments of the
disclosure will become more apparent from the detailed description
set forth below when taken in conjunction with the drawings, in
which like elements bear like reference numerals.
[0012] FIG. 1 is a simplified functional block diagram of a drive
apparatus including a variable ratio transmission.
[0013] FIG. 2 is a simplified power flow diagram of an embodiment
of a variable ratio transmission with electronic control.
[0014] FIG. 3A is a simplified diagram of a variable ratio
transmission having electronic control.
[0015] FIG. 3B is a simplified diagram of an embodiment of a
variator.
[0016] FIG. 3C is a simplified fluid flow diagram of an embodiment
of a variable ratio transmission.
[0017] FIG. 4 is a simplified functional block diagram of an
embodiment of an electronic controller for a variable ratio
transmission.
[0018] FIG. 5 is a simplified diagram of an embodiment of a
transmission shift curve implemented by an electronic
controller.
[0019] FIG. 6 is a simplified diagram of an embodiment of an engine
speed map implemented by an electronic controller.
[0020] FIG. 7 is a simplified diagram of an embodiment of a
variator map implemented by an electronic controller.
[0021] FIG. 8 is a simplified diagram of an embodiment of a
variator map implemented by an electronic controller.
[0022] FIG. 9 is a simplified diagram of an embodiment of an engine
speed limit map implemented by an electronic controller.
[0023] FIG. 10 is a simplified diagram of an embodiment of a
variator rate limit map implemented by an electronic
controller.
[0024] FIG. 11 is a simplified diagram mapping estimated engine
torque to throttle position.
[0025] FIG. 12 is a simplified diagram of an embodiment of a line
pressure schedule.
[0026] FIG. 13 is a simplified diagram of an embodiment of a line
pressure control map.
[0027] FIG. 14 is a simplified diagram of an embodiment of a clutch
application profile.
[0028] FIG. 15 is a simplified diagram of an embodiment of a clutch
pressure control map.
[0029] FIG. 16 is a simplified diagram of an embodiment of a torque
converter clutch curve.
[0030] FIG. 17 is a simplified flow chart of an embodiment of a
method of controlling a variable ratio transmission.
[0031] FIG. 18 is a simplified flowchart of an embodiment of a
method of controlling a variator in a variable ratio
transmission.
[0032] FIG. 19 is a schematic diagram of an embodiment of a fluid
flow diagram of an embodiment of a valve system that can be
implemented on a variable ratio transmission.
DETAILED DESCRIPTION OF CERTAIN EMBODIMENTS
[0033] An electronic controller for a variable ratio transmission
is described herein that enables electronic control over a variable
ratio transmission having a continuously variable ratio portion,
such as a Continuously Variable Transmission (CVT), Infinitely
Variable Transmission (IVT), or variator. The electronic controller
can be configured to receive input signals indicative of parameters
associated with an engine coupled to the transmission. The
parameters can include throttle position sensor values, vehicle
speed, gear selector position, user selectable mode configurations,
and the like, or some combination thereof. The electronic
controller can also receive one or more control inputs. The
electronic controller can determine an active range and an active
variator mode based on the input signals and control inputs. The
electronic controller can control a final drive ratio of the
variable ratio transmission by controlling one or more electronic
solenoids that control the ratios of one or more portions of the
variable ratio transmission.
[0034] The electronic controller described herein is described in
the context of a continuous variable transmission, such as the
continuous variable transmission of the type described in
International Application Number PCT/US2008/053347, entitled
"CONTINUOUSLY VARIABLE TRANSMISSIONS AND METHODS THEREFOR,"
assigned to the assignee of the present application and hereby
incorporated by reference herein in its entirety. However, the
electronic controller is not limited to controlling a particular
type of transmission but can be configured to control any of
several types of variable ratio transmissions.
[0035] As used herein, the terms "operationally connected,"
"operationally coupled", "operationally linked", "operably
connected", "operably coupled", "operably linked," and like terms,
refer to a relationship (mechanical, linkage, coupling, etc.)
between elements whereby operation of one element results in a
corresponding, following, or simultaneous operation or actuation of
a second element. It is noted that in using said terms to describe
the various embodiments, specific structures or mechanisms that
link or couple the elements are typically described. However,
unless otherwise specifically stated, when one of said terms is
used, the term indicates that the actual linkage or coupling may
take a variety of forms, which in certain instances will be obvious
to a person of ordinary skill in the relevant technology.
[0036] The term "radial" is used herein to indicate a direction or
position that is perpendicular relative to a longitudinal axis of a
transmission or variator. The term "axial" as used herein refers to
a direction or position along an axis that is parallel to a main or
longitudinal axis of a transmission or variator. For clarity and
conciseness, at times similar components labeled similarly (for
example, control piston 582A and control piston 582B) will be
referred to collectively by a single label (for example, control
pistons 582).
[0037] FIG. 1 is a simplified functional block diagram of an
embodiment of a drive apparatus 100, which is referred to herein as
the drive 100. In some embodiments, the drive 100 includes a
transmission 101 operationally coupled between a prime mover 102
and a load 114. The prime mover 102 delivers power to the
transmission 101, and the transmission 101 delivers power to the
load 114. The prime mover 102 can be one or more of any number of
power generating devices, and the load 114 can be one or more of
any number of driven devices or components. Examples of the prime
mover 102 include, but are not limited to, engines, including but
not limited to internal combustion engines and external combustion
engines, motors, such as electric motors, and the like, or some
combination thereof. Examples of loads include, but are not limited
to, drive train differential assemblies, power take-off assemblies,
generator assemblies, pump assemblies, and the like.
[0038] In one embodiment, the transmission 101 includes an input
interface 104, a variator 106, an output interface 110, and a range
box 112. The input interface 104 is operationally coupled to the
prime mover 102. The variator 106 can be operationally coupled
between the input interface 104 and the output interface 110. The
range box 112 is operationally coupled between the output interface
110 and the load 114.
[0039] A controller 108, such as an electronic controller, can be
configured to monitor one or more states, properties, or
characteristics of the drive 100. The controller 108 can be
configured to receive one or more inputs from a user interface 107,
which is typically local to the drive 100 and controller 108. The
controller 108 may optionally include a remote interface 109 that
is configured to receive one or more inputs from a remote
controller (not shown).
[0040] The controller 108 can be coupled to the prime mover 102 and
can be configured to monitor or otherwise determine one or more
characteristics of the prime mover 102. In a particular embodiment
where the prime mover 102 includes an internal combustion engine,
the controller can be configured to monitor, for example, a
throttle position, an engine speed, and the like or some
combination thereof.
[0041] The controller 108 can also be coupled to one or more stages
within the transmission 101, and can be configured to monitor or
otherwise determine one or more characteristics of the transmission
101. For example, the controller 108 can be configured to monitor
or otherwise determine various mechanical characteristics, fluid
pressures and temperatures within each of the input interface 104,
variator 106, output interface 110, and range box 112.
[0042] The controller 108 can be coupled to the user interface 107
to receive or monitor inputs provided locally. The user interface
107 can include, for example, a gear shift controller, typically
referred to as a gear shift lever. The user interface 107 may also
include one or more manual mode selectors, which can be selectively
activated to control an operational mode of the drive 100. The
manual mode selectors can be, for example, one or more switches or
programmable elements. In an particular example, the manual mode
selectors can selectively indicate an economy mode, a performance
mode, a luxury mode, and the like. The manual mode selectors need
not be mutually exclusive, but may be activated or disabled
simultaneously or otherwise concurrently.
[0043] The controller 108 can be coupled to the remote controller
(not shown) via the remote interface 109 and can be configured to
receive one or more inputs from the remote controller. The remote
interface 109 can be a wired interface, wireless interface, and the
like, or some combination thereof. In one embodiment, the remote
interface 109 can support a wired communication standard. In
another embodiment, the remote interface 109 can support a wireless
communication standard. In other embodiments, the remote interface
109 can support a proprietary wired or wireless communication
interface. Alternatively, the remote interface 109 can be
configured to support a combination of wired and wireless
interfaces.
[0044] The controller 108 can receive, from the remote controller
via the remote interface 109, one or more control inputs or monitor
inputs. The controller 108 can be configured, for example, to
receive programmable updates, tables, operational maps, other
information, and the like, or some combination thereof from the
remote controller.
[0045] The controller 108 can be configured to provide one or more
outputs, based at least in part on the inputs, and which can be
used to control operational characteristics of the drive 100. For
example, the controller 10 can control operational characteristics
of the drive 100, and in particular the transmission 101, based on
a combination of the inputs and one or more predetermined
operational maps, algorithms, or processes. The controller 108 can
also be configured to provide one or more outputs that communicate
or otherwise indicate a state, characteristic, or condition of one
or more aspects of the drive 100. For example, the controller 108
can be configured to control one or more indicators in the user
interface 107 or provide diagnostic information to the remote
controller via the remote interface 109.
[0046] As will be described in greater detail below, the controller
108 can be configured to control a final drive ratio of the
transmission 101, including the drive ratio provided by the
variator 106 and the drive ratio enabled of the range box 112. The
controller 108 can also be configured to control operational
characteristics such as shifting characteristics.
[0047] In one embodiment the controller 108 can be configured to
control a plurality of solenoid valves (not shown) that can control
aspects of each of the input interface 104, variator 106, and range
box 112. The controller 108 can be configured to control one or
more of the solenoid valves using open loop control. Alternatively,
or additionally, the controller 108 can be configured to control
one or more of the solenoid valves in a closed control loop that
utilizes feedback information provided to or monitored by one or
more inputs to the controller 108.
[0048] The input interface 104 can be configured for receiving
power from the prime mover 102 and transferring such power to the
variator 106. The output interface 110 can be configured for
combining power (that is, torque applied at a given rotational
speed) from the variator 106 and transferring such combined power
to the range box 112. It is disclosed herein that neither the input
interface 104 nor the output interface 110 is necessarily limited
to a particular respective physical and/or operational
configuration. Accordingly, the input interface 104 may include any
gearing or coupling structure suitable for providing such
distributed power transfer and distribution functionality, and the
output interface 110 may include any gearing or coupling structure
suitable for providing such combined power transfer functionality.
Examples of the input interface 104 include, but are not limited
to, a torque converter assembly, a hydraulic clutch coupling, a
manually actuated clutch assembly, a computer-controlled clutch
assembly, a magnetorheological clutch coupling, and the like, or
some combination thereof.
[0049] The variator 106 can be configured for enabling power
distributed thereto from the input interface 104 to be transferred
to the output interface 110 in a manner whereby torque and/or
rotational speed associated with that power is selectively variable
(that is, selectively adjustable).
[0050] The range box 112 provides various gear selection and clutch
engagement functionalities and operates to extend the range of
final drive ratios available from the transmission 101. Examples of
such gear selection functionality include, but are not limited to,
selective engagement of available range box gear ratios and
selective engagement of various load drive directions. Examples of
such clutch engagement functionality include, but are not limited
to, passive implementation of various clutch engagement operations
and active implementation of various clutch engagement
operations.
[0051] FIG. 2 is a simplified diagram of a variable ratio
transmission 101 having electronic control. The variable ratio
transmission 101 of FIG. 2 can be, for example, the transmission
implemented in the drive embodiment illustrated in FIG. 1.
[0052] The transmission 101 consists of four major subsystems. The
subsystems include a torque converter 210 with a lockup clutch 212,
a variator 220, alternatively referred to as a CVT element, a power
combiner 230, which can be implemented as a combining planetary
gearset, and a two-speed range box 240. The two speed range box 240
can be implemented, for example, as a Ravigneaux gearset and
clutches 242, 244, and 246. The transmission 101 is illustrated
with a two speed range box 240 for purposes of clarity. Other
embodiments may omit the range box 240 and associated clutches 242,
244, and 246 in favor of a reverser, while still other embodiments
may implement more than one range box 240 or a range box 240
capable of more than two speeds.
[0053] The overall transmission ratio is determined by the torque
converter 210, the variator 220, and the range box 240. The range
of ratios supported by the variator 220 may produce an overlap in
the range of ratios supported by the transmission 101 in the two
different range box 240 configurations. Thus, there are multiple
ways to achieve a given overall ratio that occurs in the region of
overlapping ranges.
[0054] An embodiment of a strategy chosen by the control system,
and in particular the controller 108, to perform the ratio
selection and control is described herein. In general, the variator
220 is relied upon for more precise engine control and smoother
operation at low vehicle speeds.
[0055] The transmission controller 108 accepts inputs from one or
more system sensors and a driver, and operates one or more
hydraulic solenoid valves 243, 245, 247, 213, and 221, to control
the range clutches 242, 244, 246, variator 220 and torque converter
clutch (TCC) 212. The controller 108 can be configured to apply and
release each of the solenoid valves 213, 221, 243, 245, and 247
independently based at least in part on the one or more sensor
inputs.
[0056] FIG. 3A is a simplified diagram of a variable ratio
transmission 101 having electronic control. In one embodiment, the
transmission 101 can include a torque converter subassembly 800, a
main shaft 1000, a variator 1200, a combining device 1400, a range
box 1600, and a transmission housing 1800. The transmission housing
1800 can include a bell housing 1810 (that is, a first housing
portion) and a rear housing 1820 (that is, a second housing
portion) separably connected to the bell housing 1810. In the
embodiment illustrated, the torque converter subassembly 800, the
main shaft 1000, the variator 1200, the combining device 1400, and
the range box 1600 are operably mounted on or within the
transmission housing 1800 in an axially aligned manner. Thus, it is
disclosed herein that the transmission housing 1800 is configured
for housing and supporting various subassemblies and/or components
of the transmission 101. In other embodiments, any one of the
torque converter subassembly 800, the variator 1200, the combining
device 1400, and the range box 1600 can be arranged in a parallel
shaft configuration relative to the other components.
[0057] In some embodiments, the variator 1200 and the main shaft
1000 can be operably coupled between a power output portion of the
torque converter subassembly 800 and power input portions of the
combining device 1400. In operation, the torque converter
subassembly 800 transfers power to the variator 1200 through the
main shaft 1000. The variator 1200 supplies power to a first power
input portion 1410 of the combining device 1400. The main shaft
1000 supplies power to a second power input portion 1405 of the
combining device 1400. Power from the variator 1200 and the main
shaft 1000 can be supplied to the combining device 1400 in a
selectively variable ratio (for example, power from the variator
1200 in relation to power from the main shaft 1000) and can be
combined by the combining device 1400. The combining device 1400
delivers the combined power to the range box 1600 via a power
output portion 1401 of the combining device 1400. The power output
portion 1401 can include a carrier of planetary gear set and/or a
transfer shaft.
[0058] In one embodiment, the variator 1200 mounts on the main
shaft 1000. In one configuration, the variator 1200 and the main
shaft 1000 form a torque split unit. More specifically, the ratio
of torque transferred to the combining device 1400 through the
variator 1200 or through the main shaft 1000 is selectively
variable dependent upon a torque ratio setting of the variator
1200. To this end, the variator 1200 transfers power to the
combining device 1400 in a manner whereby the torque and/or the
rotational speed associated with that power is selectively and
continuously variable (that is, adjustable). Thus, the variator
1200 can be configured for receiving power of a first specification
(for example, first torque and first rotational shaft speed) and
outputting power of a second specification (for example, second
torque and second rotational shaft speed).
[0059] The torque converter subassembly 800 is one embodiment of an
input interface 104, for example, thereby providing the
functionality of transferring power from a prime mover attached to
the torque converter subassembly 800 to the variator 1200 via, for
example, the main shaft 1000. In other embodiments, a different
type of input interface such as, for example, a manually controlled
clutch subassembly, a computer controlled clutch assembly, or a
flywheel can be implemented in place of the torque converter
subassembly 800. The combining device 1400 is an embodiment of an
output interface, thereby providing the functionality of combining
power received from the variator 1200 and the main shaft 1000 and
transferring such power to the range box 1600. In one embodiment,
the range box 1600 receives power from the combining device 1400
and outputs power in conjunction with providing one or more of the
various gear selection and clutch engagement functionalities
discussed above in reference to FIG. 1. As is discussed further
below, the range box 1600 in combination with the variator 1200
enables the transmission 101 to operate in multiple modes (that is,
a multi-mode transmission).
[0060] In one embodiment, the variator 1200 can include an input
load-cam-and-traction-ring subassembly 2000A, an output
load-cam-and-traction-ring subassembly 2000B, an array of
planet-and-shift-lever subassemblies 2100, a shift-cam-and-sun
subassembly 2200, and a stator-manifold subassembly 2300. In one
embodiment, the shift-cam-and-sun subassembly 2200 is supported by
the stator-manifold subassembly 2300. The shift-cam-and-sun
subassembly 2200 is supported in a manner enabling the
shift-cam-and-sun subassembly 2200 to be translated along a
longitudinal axis LA1 of the main shaft 1000. The
planet-and-shift-lever subassemblies 2100 are arrayed angularly
around the main shaft 1000, and are supported jointly by the
shift-cam-and-sun subassembly 2200 and the stator-manifold
subassembly 2300. Each one of the planet-and-shift-lever
subassemblies 2100 is supported in a manner that facilitates
synchronous rotation of all the planet-and-shift-lever
subassemblies 2100 about a respective reference axis TA1 extending
through a planet 2102 of each one of the planet-and-shift-lever
subassemblies 2100. Through such synchronous rotation, all of the
planet-and-shift-lever subassemblies 2100 are in the same relative
rotational position at a given point in time. The axis TA1
associated with each one of the planet-and-shift-lever
subassemblies 2100 extends through a center point of the respective
planet 2102 substantially perpendicular to a radial reference axis
RA1 extending from the longitudinal axis LA1 through the center
point of the respective planet 2102.
[0061] In some embodiments, the main shaft 1000 includes a first
end portion 1005, a central portion 1010 and a second end portion
1015. The first end portion 1005 couples to a power output portion
805 of the torque converter assembly 800 (for example, an output
hub of a converter turbine) in a manner precluding relative
rotation of the main shaft 1000 with respect to the power output
portion 805. The central portion 1010 of the main shaft 1000
couples to the input load-cam- and -traction-ring subassembly 2000A
in a manner precluding relative rotation of the main shaft 1000
with respect to the input load-cam-and-traction-ring subassembly
2000A. The second end portion 1015 of the main shaft 1000 couples
to the first power input portion 1405 of the combining device 1400
in a manner precluding relative rotation of the main shaft 1000
with respect to the first power input portion 1405. The output
load-cam-and-traction-ring subassembly 2000B of the variator 1200
couples to a first power input portion 1410 of the combining device
1400 in a manner precluding relative rotation of the output
load-cam-and-traction-ring subassembly 2000B with respect to the
first power input portion 1410. Thus, the main shaft 1000 is
suitably configured for transferring power from the torque
converter subassembly 800 (a) directly to the combining device
1400, and (b) to the combining device 1400 through the variator
1200.
[0062] Each of the planets 2102 is located by the input
load-cam-and-traction-ring subassembly 2000A, the output
load-cam-and-traction-ring subassembly 2000B, and the
shift-cam-and-sun subassembly 2200. The main shaft 1000 can be
configured to exert torque on the input load-cam-and-traction-ring
subassembly 2000A. Through traction at a respective input traction
interface TI1 between the input load-cam-and-traction-ring
subassembly 2000A and each planet 2102, torque is exerted by the
input load-cam-and-traction-ring subassembly 2000A on the planets
2102, thereby causing each planet 2102 to rotate about a respective
planet axle 2104. The input traction interface TI1 is defined, as
used here, at a region of contact between the input load-cam-and
-traction-ring subassembly 2000A and the respective planet 2102.
Preferably, but not necessarily, traction at each input traction
interface TI1 and each output traction interface TI2 is provided
through an elastohydrodynamic layer formed by a traction fluid.
[0063] Through traction at a respective output traction interface
T12 between the input load-cam-and-traction-ring subassembly 2000B
and each planet 2102, torque is exerted by the planets 2102 on the
output load-cam- and -traction-ring subassembly 2000B, thereby
causing the output load-cam-and-traction-ring subassembly 2000B to
rotate about the main shaft 1000. The output traction interface T12
is defined, as used here, at a region of contact between the output
load-cam- and -traction-ring subassembly 2000B and the respective
planet 2102. As shown in FIG. 3A, the output load-cam- and
-traction-ring subassembly 2000B can be coupled to the combining
device 1400. Accordingly, torque can be transferred from the main
shaft 1000 to the combining device 1400 through the variator
1200.
[0064] As discussed above in reference to FIG. 3A, the ratio of
torque transferred to the combining device 1400 through the
variator 1200 or through the main shaft 1000 can be selectively
variable dependent upon the torque ratio of the variator 1200. The
torque ratio refers to a relative position of the input traction
interface TI1 and the output traction interface T12, relative to
the axis LA2, for a given tilt of the planet-and-shift-lever
subassemblies 2100. When the tangential surface velocity of the
planets 2102 at the input traction interface TI1 is the same as the
tangential surface velocity of the planets 2102 at the output
traction interface T12, the torque ratio is substantially equal to
1 and there is no corresponding torque multiplication. Through
tilting of the planet-and-shift-lever subassemblies 2100, the ratio
of the tangential surface velocity of the planets 2102 at the input
traction interface TI1 to that of the tangential surface velocity
of the planets 2102 at the output traction interface T12 is
selectively adjustable. As discussed further below, the shift-cam-
and -sun subassembly can be configured such that translation of the
shift-cam-and -sun subassembly 2200 causes such tilt of the
planet-and-shift-lever subassemblies 2100. The direction of tilt of
the planet-and-shift-lever subassemblies 2100 from the position
corresponding to the torque ratio of 1 dictates whether the torque
multiplication is greater than 1 (that is, torque output is greater
than torque input) or less than 1 (that is, torque input is greater
than torque output).
[0065] As depicted in FIG. 3A, the input traction interface TI1 and
the output traction interface T12 are angularly equidistant
relative to a radial reference axis RA1 extending through the
tangential reference axis TA1. As a result, the torque ratio is 1
when a longitudinal axis LA2 of each planet 2102 is parallel with
the longitudinal axis LA1 of the main shaft 1000. Such an
equidistant configuration provides for a balanced adjustment range
such that full adjustment of the planet-and-shift-lever
subassemblies 2100 in a first adjustment direction results in the
same absolute torque multiplication value as full adjustment in a
second direction. In other embodiments, the input traction
interface TI1 and the output traction interface TI2 may be
non-equidistant from the reference axis TA1 when the torque ratio
is 1.0 and the longitudinal axis LA2 is parallel with the
longitudinal axis LA1. Such a non-equidistant configuration
provides for biasing of the adjustment range such that full
adjustment of the planet-and-shift-lever subassemblies 2100 in the
first adjustment direction results in a different absolute torque
multiplication value than full adjustment in the second adjustment
direction.
[0066] As illustrated in the embodiment of FIG. 3A, the variator
1200 can be axially constrained on the main shaft 1000 between an
axial reaction flange 1020 of the main shaft 1000 and an axial lock
nut 1305. The axial lock nut 1305 includes a threaded bore
configured for mating with a corresponding threaded portion 1025 of
the main shaft 1000. The axial reaction flange 1020 can be fixedly
attached to the main shaft 1000 adjacent the second end portion
1015 of the main shaft 1000. The threaded portion 1025 can be an
integral component of the main shaft 1000, adjacent to the central
portion 1010 of the main shaft 1000. In one embodiment, the main
shaft 1000 includes an anti-rock piloting surface 1028 configured
for engaging a mating anti-rock piloting surface of the axial lock
nut 1305 for limiting rocking of the axial lock nut 1305 with
respect to the main shaft 1000.
[0067] A first engagement extension 1030 at the first end portion
1005 of the main shaft 1000 can be configured for engaging or
supporting a bearing assembly 810 that interfaces with certain
components of the torque converter subassembly 800 or other support
member. A second engagement extension 1035 at the second end
portion 1015 of the main shaft 1000 can be configured for engaging
or supporting a bearing assembly 1415 that interfaces with certain
components of the combining device 1400. In some embodiments, the
bearing assemblies 810, 1415 include each only a bushing or a
bearing component. In other embodiments, the bearing assemblies
810, 1415 each include a bushing or a bearing component and a seal
component configured to engage a mating surface of the respective
engagement extension 1030, 1035.
[0068] FIG. 3B is a simplified diagram of an embodiment of a
variator 1200 that can be, for example, the variator in the
transmission of FIG. 3A. In the illustrated embodiment of the
variator 1200, each one of the planet-and-shift-lever subassemblies
2100 includes a planet 2102 rotatably mounted on a planet axle
2104, which can be positioned on a planet central bore 2103. Spaced
apart planet bearings 2108, an inner spacer 2110, and outer spacers
2112 can mount coaxially on the planet axle 2104. In some
embodiment, the inner spacer 2110 is positioned between the planet
bearings 2108, and each one of the planet bearings 2108 is
positioned between a respective one of the outer spacers 2112 and
the inner spacer 2110. Accordingly, each planet 2102 is rotatably
mounted on a respective planet axle 2104 in a load-bearing and
rotatable manner. The variator 1200 is not limited to a particular
planet bearing and spacer arrangement for rotatably mounting each
planet 2102 on the respective planet axle 2104. For example, in
some embodiments, a planet bearing and spacer arrangement using
more than two or less two planet bearings and more than two or less
spacers (that is, inner position and/or outer position) can be
implemented.
[0069] Planet axle shift levers 2106 ("shift levers 2106") can be
fixedly attached to opposing end portions 2107 of the planet axle
2104 such that the planet 2102 is positioned between the shift
levers 2106. The planet axle 2104 extends through a planet axle
bore 2111 of each shift lever 2106. In one embodiment, the opposing
end portions 2107 include skew roller shoulders 2109 on which skew
rollers 2122 mount. Each skew roller 2122 can be held in place by a
washer 2124 and a clip ring 2126, which clip ring 2126 can be
engaged within a groove in the skew roller shoulder 2109. It is
disclosed herein that, in some embodiments, a shift lever 2106 can
include one or more features (not shown) such as, for example, a
recess, a channel, etc., for providing clearance with other
components of the variator 1200.
[0070] In some embodiments, a shift guide roller axle 2116 can be
engaged within a shift guide roller axle bore 2117 of each shift
lever 2106 and within a corresponding axle capturing feature 2119
of the planet axle 2104. In one embodiment, the shift guide roller
axle bore 2117 intersects and is generally perpendicular to the
planet axle bore 2111. The shift guide roller axle bore 2117 is
adjacent to a first end portion 2121 of the shift lever 2106.
Examples of the axle capturing feature 2119 include, but are not
limited to, a feature generally characterized as a notch, a cut
out, a channel, a seat, or the like. The shift guide roller axle
2116 and the corresponding axle capturing feature 2119 can be
configured for limiting (for example, substantially precluding)
radial displacement of the shift guide roller axle 2116 with
respect to the engaged axle capturing feature 2119. Thus, such
mating configuration of the shift guide roller axle 2116 and the
corresponding axle capturing feature 2119 limits displacement of
the shift lever 2106 along the longitudinal axis LA2 of the planet
axle 2104 when the shift guide roller axle 2116 is mounted on the
planet axle 2104 with the shift guide roller axle 2116 engaged
within the shift guide roller axle bore 2117 and the corresponding
axle capturing feature 2119. Shift guide rollers 2114 can be
mounted on opposing end portions of each shift guide roller axle
2116. Each shift guide roller axle 2116 can be secured in place by,
for example, washers 2118 and clip rings 2120, which clip rings
2120 can be engaged within a groove 2191 of the shift guide roller
axle 2116. In other embodiments, the shift guide roller axle 2116
can be secured by, for example, an interference fit, press fit,
etc. Side faces 2244 can be configured to substantially constrain
movement of the shift lever 2106, thereby limiting rotation of the
respective shift lever 2106 about the longitudinal axis LA1 of the
variator 1200.
[0071] In an embodiment of the variator 1200, the shift-cam-and-sun
subassembly 2200 can include sun 2202, bearings 2204, shift cams
2206, control pistons 2208, piston tube 2210, shim 2212, inner
seals 2214, and outer seals 2216. As shown in FIG. 3C, in some
embodiments, the control pistons 2208 are coupled to the shift cams
2206 through the piston tube 2210. The control pistons 2208 and the
shift cams 2206 can be mounted on the piston tube 2210 by, for
example, a press-fit interface. The sun 2202 can be operationally
coupled to the shift cams 2206 through the bearings 2204. The
bearings 2204 can be configured to transfer axial and radial loads
between the sun 2202 and the shift cams 2206. The sun 2202 and the
shift cams 2206 can be configured to receive the bearings 2204. The
variator 1200 is not limited to bearings of a particular type. For
example, an angular contact bearing is a suitable bearing type for
the bearings 2204.
[0072] The position of the control pistons 2208 can be selectably
controlled, for example, via an electronic solenoid under the
control of an electronic controller. The controller can utilize a
closed loop control to monitor the transmission state and adjust
the electronic solenoid, and thereby the position of the control
pistons 2208, accordingly.
[0073] FIG. 3C is a simplified fluid flow diagram 300 of an
embodiment of a variable ratio transmission. The fluid flow diagram
300 can illustrate, for example, a fluid flow within the
transmission of FIG. 3A. The fluid flow diagram 300 illustrates
schematically the control of fluid flow and fluid pressures through
the use of one or more electronic solenoids. The fluid flow and
controls illustrated in the flow diagram 300 of FIG. 3C are
illustrative and not intended to be limiting on the number and type
of controls that may be implemented within a transmission. Although
the fluid flow diagram generally illustrates the electronic
solenoids, e.g. 213, as controlling a fluid exhaust, the electronic
solenoids are not limited to controlling fluid exhaust, and may be
configured to control inlet fluid flow or a chamber volume in order
to effectuate the desired control.
[0074] In the example of FIG. 3C, fluid, such as hydraulic fluid
within the transmission is contained within a sump 350. A pump 310
draws the fluid from the sump, pressurizes it, and distributes it
to one or more control paths within the transmission. The pump 310
can be, for example, driven by the primary move via the input
interface. In one example, an internal combustion engine drives the
torque converter, and the torque converter drives the pump 310. The
pump 310 typically includes one or more mechanisms (not shown) for
controlling, regulating, or otherwise limiting the fluid pressure.
Such mechanisms include, but are not limited to solenoids, check
balls, diaphragms, regulators, and the like, or some combination
thereof. The line pressure can be static or may be dynamically
regulated by the controller. The pressure regulator is not
illustrated for the sake of clarity.
[0075] The pressurized fluid from the pump 310 is distributed along
a plurality of control passages. Each of the control passages can
be sized to minimize the drop in fluid pressure experienced at the
output of the pump 310 across the entire control range of flow in
the control passage.
[0076] A first control passage can be, for example, coupled to the
torque converter and operate to control the engagement and
disengagement of the torque converter clutch. A first electronic
solenoid 213 under the control of the controller can selectively
control a torque converter clutch piston 312 to selectively control
the pressure applied to the torque converter clutch. For example,
the first electronic solenoid 213 can be substantially de-energized
when the torque converter clutch is not engaged, where de-energized
refers to the currently flowing through the solenoid that is
insignificant relative to an actuation current. The fluid supplied
in the first control passage is permitted to exhaust back to the
sump 350 thereby inhibiting sufficient pressure to actuate the
torque converter clutch. The first electronic solenoid 213 can be
engaged to substantially limit fluid exhaust from the first control
passage, thereby permitting build up of pressure within the first
control passage and engaging the torque converter clutch.
[0077] A second control passage may be implemented in conjunction
with a second electronic solenoid 221 and variator control piston
320 to control the ratio provided by the variator. The controller
can control the amount of current to the second electronic solenoid
221 to control the fluid exhaust through the second control passage
and thereby the position of the variator control piston 320. The
position of the variator control piston 320, as described above in
relation to FIG. 3B, controls the shift-cam-and-sun subassembly and
planet-and-shift-lever subassemblies, which control the ratio
provided by the variator.
[0078] A third control passage may be implemented in conjunction
with a third electronic solenoid 243 and range clutch control
piston 342 to control the engagement of the range clutch. The
controller can provide an actuation current to the third electronic
solenoid 243 to engage the range clutch control piston 342 and
permit fluid pressure to engage the clutch. Conversely, the
controller can inhibit current to the third electronic solenoid 243
to disengage the range clutch control piston 342 and permit fluid
in the third control passage to exhaust to the sump 350, thereby
inhibiting pressure applied to the range clutch. The position of
the range clutch can be used to control the ratio of the range
box.
[0079] Similarly, a fourth control passage may be implemented in
conjunction with a fourth electronic solenoid 245 and forward
clutch control piston 344 to control the engagement of the forward
clutch. The controller can provide an actuation current to the
fourth electronic solenoid 245 to engage the forward clutch control
piston 344, and can inhibit current to the fourth electronic
solenoid 245 to disengage the forward clutch control piston
344.
[0080] Likewise, a fifth control passage may be implemented in
conjunction with a fifth electronic solenoid 247 and reverse clutch
control piston 346 to control the engagement of the reverse clutch.
The controller can provide an actuation current to the fifth
electronic solenoid 247 to engage the reverse clutch control piston
346, and can inhibit current to the fifth electronic solenoid 247
to disengage the reverse clutch control piston 346.
[0081] FIG. 4 is a simplified functional block diagram of an
embodiment of an electronic controller 108 for a variable ratio
transmission. The controller 108 can be, for example, the
controller illustrated in FIG. 1 and can be used, for example, to
control the transmission of FIG. 3A. The electronic controller 108
functions are broken down into system inputs, controller outputs,
range control, variator control, torque converter clutch locking
and diagnostics.
[0082] The controller 108 implements a strategy for controlling the
range box and variator. The controller 108 determines the
appropriate functionality as a function of driver (user) and
vehicle inputs in the shift point module 410. The shift logic
module 430 determines the appropriate clutches to apply and their
required torque capacity. The rate of apply and corresponding
solenoid current are computed in the shift quality control module
450. The controller 108 also determines when use of the variator is
enabled.
[0083] The controller 108 can also be configured to include
diagnostics and failure modes to enable the ability to avoid
dangerous or destructive conditions and to allow reduced
functionality operation in case of failure when possible. Major
electrical and hydraulic failures can be addressed, as well as
highly degraded performance.
[0084] The controller 108 includes a plurality of modules
configured to receive input from one or more sensors or controls in
the drive system. Each external signal that enters the electronic
controller can represent a sensor measurement or a control state.
Prior to using the input information, the input data may undergo
signal conditioning, scaling, error checking, and the like, or some
combination thereof.
[0085] The input signals and control states may be analog signals,
digital signals, or a combination of analog and digital signals. An
initial complement of analog inputs for a particular implementation
is listed in Table 1 as an illustrative example. A controller 108
need not support the entire complement of input types. For example,
the first three analog signal types may be implemented within a
production controller 108. The others analog inputs may be
supported in the production implementation or may be included for
potential use in development units.
TABLE-US-00001 TABLE 1 Analog Inputs Input Range Excitation
Variable Units Range Type throttle position 0-5 V 5 V throttle %
0-100 potentiometer sump temperature 0-5 V 5 V Tsump deg. C. -50 .
. . 200 thermistor variator temperature 0-5 V 5 V Tcool deg. C. -50
. . . 200 thermistor P1 servo pressure 0-5 V P1 kPa (gauge) 0-3400
transducer P2 servo pressure 0-5 V P2 kPa (gauge) 0-3400 transducer
reverse clutch pressure 0-5 V Prev kPa (gauge) 0-3400 transducer
forward clutch pressure 0-5 V Pfwd kPa (gauge) 0-3400 transducer
direct clutch pressure 0-5 V Pdir kPa (gauge) 0-3400 transducer
manual low clutch pressure 0-5 V Pmlow kPa (gauge) 0-3400
transducer line pressure 0-5 V Pline kPa (gauge) 0-3400 transducer
lube pressure 0-5 V Plube kPa (gauge) 0-3400 transducer servo
position A +/-5 V XservoA mm +/-15.5 transducer servo position B
+/-5 V XservpB mm +/-15.5 transducer
[0086] The controller 108 may also be configured to accept one or
more digital inputs. In one embodiment, an active signal is pulled
to ground. That is, the controller 108 provides a pull-up
function.
[0087] The controller 108, and in particular the controller modules
receiving sensor and state inputs, can be configured to condition
or otherwise process the received input signals. For example, the
controller 108 can perform signal conditioning on the input signals
to reduce or otherwise mitigate noise effects. For example, the
controller 108 may condition inputs that are provided by a
thermistor. The controller 108 may implement a pull-up resistor at
each thermistor input to form a voltage divider, with the junction
voltage providing an indication of resistance.
[0088] Typically, the controller 108 performs a linear translation
from input voltage to the engineering units, as indicated in Table
1. Inputs that are scaled, shifted, or otherwise conditioned or
processed, such as thermistor inputs, may be translated based on a
calibration. A lookup table can be used to perform this
calibration. Predetermined input signal ranges can be used by the
controller 108to check for sensor failures. The detection of
erroneous values will be flagged by the controller 108 for the
diagnostic routines.
[0089] One or more values may be predetermined and stored within
one or more modules of the controller 108. For example, physical
dimensions can be used as parameters to estimate variables that are
not directly measured. In one instance, the parameters for a range
box based on a particular Ravigneaux gear set model are:
P1m=3.62 ratio nring/nsum1
P2m=2.77 ratio nring/nsum2
[0090] The radius of a particular implementation of the variator
ball (planet) is:
Rballm=31.75e-5 m model variator ball radius
[0091] The plurality of modules operate on the sensors in
conjunction with one or more predetermined maps, algorithms, or
processes implemented in modules within the controller 108 to
determine one or more control signals. One or more output control
modules can operate to provide the one or more control signals to
their respective control destinations.
[0092] The controller 108 outputs can be primarily solenoid
controls to control electronic solenoids in the transmission. In
addition, the controller 108 can be configured to provide one or
more pieces of diagnostic information. The controller 108 can be
configured, for example, to provide such diagnostic information as
a driver warning light.
[0093] The electronic control of the transmission is achieved
through electrohydraulic solenoids. A list of the solenoids and
their general characteristics is given in Table 2 as an
illustrative example. Several different types of solenoid are
employed. These may include a variable-force solenoid (VFS), a
variable bleed solenoids (VBS), on/off shift solenoids and
pulse-width modulated on/off solenoids (PWM). The VFS and VBS types
are typically used with closed-loop current control in order to
maintain accuracy of control. The on/off solenoids typically
require no feedback.
TABLE-US-00002 TABLE 2 Solenoid Control Outputs Solenoid Feedback
Voltage Current Freq Variable Units Range Default Line pressure VFS
current 9-14 V 1 A 300 Hz iLine mA 0-1000 press. Low VBS current
9-14 V 1 A 300 Hz iLow mA 0-1000 press. Direct VBS current 9-14 V 1
A 300 Hz iDirect mA 0-1000 exh. Reverse VBS current 9-14 V 1 A 300
Hz iReverse mA 0-1000 press. Ratio VBS current 9-14 V 1 A 300 Hz
iRatio mA 0-1000 press. Forward shift no 9-14 V 1 A 0 Hz ManShift
logic 0-1 exh. Forward sequence no 9-14 V 1 A 0 Hz FwdOn logic 0-1
exh. TCC PWM no 9-14 V 1.5 A 32 Hz TCCduty % 0-100 exh.
[0094] The controller 108 can generate PWM signals, using, for
example, microcomputer timers. Pulses are generated at the
appropriate frequency with width according to duty cycle. Narrow
pulses represent low duty cycle and wide pulses for high duty
cycle. Although they are not specifically designated as PWM
solenoids, the VFS and VBS can use a PWM signal as part of their
control. In this case, however, the appropriate output module from
the controller 108 adjusts the duty cycle that an average current
feedback tracks the command. The controller 108 can generate PWM
signals with a relatively high frequency, that is typically higher
than an update rate of non-PWM controlled solenoids, and higher
than a response time of the solenoid, so that the solenoid valve
does not actually cycle on and off each pulse, but instead,
provides a smooth response. In effect, the response time
characteristic of the electronic solenoid operates as a lowpass
filter to smooth the PWM signal.
[0095] The controller 108 includes a shift point module 410
configured to receive input from one or more of a shift schedule
module 412, a plurality of sensors, including, but not limited to,
a vehicle speed sensor, a throttle position sensor, one or more
control state sensors, such as a shift position lever state sensor,
and the like.
[0096] The list of sensor signals and switch inputs in Table 3
represents the digital inputs to the transmission controller 108.
Table 3 is an illustrative example of one embodiment of the sensor
signal and switch inputs.
TABLE-US-00003 TABLE 3 Digital Inputs Input Range Sense Variable
Logic Type pressure switch N 0-12 V ground PRNDLN code boolean
pressure switch R 0-12 V ground PRNDLR code boolean pressure switch
P 0-12 V ground PRNDLP code boolean zero throttle switch 0-12 V
ground throttle0 inverted boolean 100% throttle switch 0-12 V
ground throttle100 inverted boolean PRNDL Park Switch 0-12 V ground
ParkSwitch inverted boolean PRNDL Manual+ 0-12 V ground ManualUp
inverted boolean PRNDL Manual- 0-12 V ground ManualDown inverted
boolean Brake 0-12 V ground BrakeSwitch inverted boolean
Perf/Economy 0-12 V ground Performance TRUE boolean Switch
[0097] An embodiment of a pressure switch manifold decoding is
shown in Table 4 as an illustrative example. On each of the three
input lines (N, R and P), logic 0 represents a closed switch and 1
is open, or floating. Because neutral and park are identical
hydraulically, only two of the bits (N and P) are needed to
identify the four possible states. Park and neutral can be
distinguished via the park switch on the PRNDL lever. The decoded
PRNDL position is represented by the variable lever.
TABLE-US-00004 TABLE 4 Pressure Manifold Logic Range N R P Lever
Park 1 0 1 0 Reverse 0 0 1 1 Neutral 1 0 1 2 Drive 1 M 0 3 Low 0 M
0 4
[0098] In Drive and Low, the third pressure manifold bit, R,
indicates the status of the manual low clutch. The table entry M is
logic 1 when the clutch is pressurized and logic 0 when it is
vented.
[0099] The five speed inputs listed in Table 5 can be sensed by the
frequencies of toothed wheels passing a magnetic pickup. Each speed
sensor generates a pulse train that triggers timer circuits, for
example, within the shift point module 410 or an optional speed
sensor conditioning module (not shown). The timers can determine
the period of each pulse, and the reciprocal of the period is the
frequency of the pulse train. Pulses of a duration that is either
much shorter or larger than the trend can be assumed to represent
noise and can be discarded. Persistently erratic or lost pulses can
be reported to a diagnostic routine.
[0100] In one embodiment, the frequency can be scaled. For example,
the pulse frequency can divided by the number of pulses per
revolution and the result multiplied by 60 to arrive at the shaft
speed in rpm. Vehicle speed can be approximated from tail shaft
speed, neglecting slip, which may be negligible.
TABLE-US-00005 TABLE 5 Speed Inputs Input Pulse/Rev Type Voltage
Variable Units Range Type Engine speed TBD Hall 5 V Ne rpm 0-10000
unsigned Turbine speed TBD Hall 5 V Nturb rpm 0-10000 unsigned
Variator output speed TBD Hall 5 V Nvar rpm 0-10000 unsigned
Reverse ring speed TBD Hall 5 V Nring rpm 0-10000 unsigned Tail
shaft speed TBD Hall 5 V Ntail rpm 0-10000 unsigned
[0101] The shift point module 410 operates on the inputs to
determine which one of a plurality of ranges to operate within. The
electronic controller 108 configured to control the transmission of
FIG. 3A having a two-ratio range box and a CVT variator can
implement virtually an infinite number of ratio combinations within
the ratio range. The controller 108, and in particular, the shift
point module 410 is configured to provide transmission control
based on a predetermined number of control ranges. The number of
ranges and the span for each of the predetermined control ranges
can be stored, for example, in the shift schedule module 412. For
example, the controller 108 can implement three control ranges. The
shift point module 410 can determine, based on the inputs, the
relevant control range and can identify the active control range by
the variable ngear. Table 6 is an example of an embodiment of
transmission control range designations. In one example, the shift
point module 410 determines the appropriate range based on the
shift curves stored in the shift schedule module 412.
TABLE-US-00006 TABLE 6 Transmission Control Range Designations
ngear variator range 1 Underdrive Low 2 Engine speed control Low 3
Overdrive Direct
[0102] The shift point module 410 can also determine and output a
variator flag value. The shift point module 410 can determine the
state of the variator flag based at least in part on the ngear
control range state. The shift point module 410 can output, for
example, an active variator flag in those control range states when
active variator control is enabled.
[0103] In the first control range, the controller 108 controls both
the variator and range box to be in low, giving the maximum
possible underdrive. In the second control range, the controller
108 controls the variator ratio and the range of ratios can be
shifted toward one-to-one and beyond into overdrive, while the
range box remains in low. In the third control range, the
controller 108 controls the range box to shift to one-to-one
(direct) with the variator controlled to operate in full
overdrive.
[0104] The shift point module 410 provides the ngear value and
appropriate shift flags to the shift logic module 430. The shift
logic module 430 operates on the input values and outputs shift
control commands as well as a line pressure valve control. For
example, the shift logic module 430 can determine the current state
of the control range based on the ngear value provided by the shift
point module 410. The shift logic module 430 operates on an active
upshift flag to command an upshift of the transmission. Conversely,
the shift logic operates on an active downshift flag to command a
downshift of the transmission.
[0105] The shift logic module 430 can also be configured to command
the application of the torque converter clutch to control whether
the torque converter is engaged into a lockup state. The controller
108 can lock the torque converter clutch in order to operate the
transmission more efficiently. The shift point module 410 in
combination with the shift logic module 430 may determine the
conditions for torque converter lockup in a manner similar to the
range control strategy. The conditions under which the controller
108 applies the torque converter clutch can be determined by driver
input and vehicle speed. In one embodiment, the shift point module
410 can implement the conditions for torque converter lockup as
another range value in the number of predetermined control ranges.
In such an embodiment, the shift point module 410 can implement the
additional torque converter lockup clutch as an additional shift
strategy stored in the shift schedule module 412.
[0106] The shift logic module 430 can be configured to provide line
pressure valve control information directly to a line pressure
solenoid in order to adjust the line pressure within the
transmission. This is discussed in further detail below. The shift
logic module 430 can also be configured to directly control the
torque converter clutch solenoid to selectively engage or disengage
the torque converter clutch.
[0107] The shift logic module 430 sends the shift commands, whether
upshift or downshift, to a shift quality control module 450 that
operates to control the appropriate pressure control solenoid to
achieve a particular shift quality. As will be subsequently
explained in further detail, the shift quality control module 450
can operate on the shift control from the shift logic module 430 by
implementing a particular shift profile. The shift quality control
module 450 implements a particular shift profile, for example, by
controlling current applied to the appropriate shift solenoid based
on the shift profile.
[0108] The shift quality control module 450 can implement different
shift profiles to provide differing shift characteristics. For
example, the shift quality control module 450 can implement a rapid
first shift profile when the transmission is operated in a
performance mode and can implement a gentle second shift profile
when the transmission is operated in a luxury mode.
[0109] A variator mode module 420 operates to control the ratio
provided by the variator. The variator mode module 420 can
determine when the variator can be controlled according to several
different modes. Typically, the engine speed is controlled by the
variator in order to achieve objectives of performance or fuel
economy, for example. Alternatively, a specific ratio may be
commanded. In each of these cases, the objective can be translated
to a desired instantaneous engine (or turbine) speed. A variator
valve can be adjusted dynamically to track this setpoint. Full
overdrive and underdrive may be commanded at the extremes of
operation.
[0110] The variator mode module 420 can be configured to receive
sensor and control state inputs which may be the same, distinct
from, or at least partially overlap the sensor and control state
inputs received at the shift point module 410. The variator mode
module 420 also receives a variator flag value from the shift point
module 410.
[0111] The controller 108, and in particular the variator mode
module 420, may limit dynamic control of the ratio of the variator
to those situations where the variator flag is active. If the
variator flag is active, the variator mode module 420 can determine
a variator mode and a corresponding variator control based on the
various inputs. Alternatively, if the variator flag is inactive,
the variator mode module 420 determine a static state of the
variator based on the input signals. In an alternate embodiment,
the variator mode module 420 may also receive the ngear value from
the shift point module 410 and determine the state of the variator
control based in part on the ngear value as well as the state of
the variator flag.
[0112] The variator mode module 420 can determine an active one of
a plurality of variator modes based on the input signals. The
controller 108 can, for example, implement a plurality of variator
modes. Although there is virtually no limit to the number of
variator modes that the controller 108 may implement, the majority
of driving conditions may be satisfied using fewer than
approximately ten variator modes. Each variator mode allows the
controller 108 to control the variator (or CVT) to provide good
drivability according to the driver inputs, engine and vehicle
conditions. Examples of the various variator modes and conditions
for their operation are provided below.
[0113] The variator mode module 420 outputs the variator mode value
to an engine speed setpoint module 440. The engine speed setpoint
module 440 operates to control the variator in order to control at
least one of an engine speed or variator ratio that depends on the
variator mode.
[0114] The engine speed setpoint module 440 can determine a desired
engine speed, for example, based in part on one or more algorithms,
engine maps, and the like or some combination thereof. The various
engine maps and algorithms can be stored within memory within the
engine speed setpoint module 440 or in memory otherwise accessible
by the engine speed setpoint module 440.
[0115] The engine speed setpoint module 440 provides the target
engine speed to a closed loop algorithm control module 460. The
closed loop algorithm control module 460 receives the target engine
speed and actual engine speed as input values. The actual engine
speed can be determined based on one or more sensor values, such
as, for example provided by a crankshaft sensor or flywheel
sensor.
[0116] The engine speed setpoint module 440 generates a control
output to maintain the actual engine speed to within an error
tolerance of the target engine speed. In one embodiment, the engine
speed setpoint module 440 outputs a current signal that is used to
control a variator valve. In a particular example, the engine speed
setpoint module 440 modulates the current provided to an electronic
solenoid that controls a position of a variator control piston
within the variator.
[0117] The engine speed setpoint module 440 can, for example,
compare the target engine speed against the actual engine speed and
generate an error signal that is used to control the output signal.
The engine speed setpoint module 440 can implement a loop filter
and loop gain to achieve the desired control characteristics. For
example, a lower bandwidth on the loop filter may eliminate
unwanted spurious effects on the control output, but at a cost of
speed at which the engine speed setpoint module 440 can react to
sudden changes in either the target engine speed or the actual
engine speed.
[0118] The engine speed setpoint module 440 can control the ratio
solenoid of the variator so that the measured engine speed feedback
tracks the setpoint. The engine speed setpoint module 440 can
perform PI (proportional+integral) control. The general form of the
equations is shown below.
[0119] In proportional control, the difference between the setpoint
and feedback represents the closed loop error. This difference is
multiplied by a constant of proportionality to increase or decrease
the solenoid current and corresponding variator ratio, as
required.
e0=Neset-Ne
u0=Kvarp*e0,Kvarp=1e-4 A/rpm,proportional gain
[0120] The engine speed setpoint module 440 can accumulate the
integral of the error to minimize steady-state error in the control
loop. The engine speed setpoint module 440 can approximate this
integral in discrete time.
e1=e1+Ts*e0,
uI=Kvari*e1,
[0121] Kvari=0 A/rpm/sec integral gain
[0122] Talg=0.01 sec sample time interval
[0123] The engine speed setpoint module 440 can limit the sum of
the control action to be within a usable range of the solenoid. The
engine speed setpoint module 440 can perform ratio limit based on
the pseudo code provided below.
TABLE-US-00007 if (u0 + ul > iRatioMax) iRatio = iRatioMax
freeze the value of e1 else if (u0 + u 1 < iRatioMin) iRatio =
iRatioMin freeze the value of el else iRatio = u0 + u 1
[0124] The functions of the various modules within the controller
108 may be implemented as hardware, software, or as a combination
of hardware and software. The controller 108 can include a
processor 492 or computer and one or more processor readable or
computer readable media. The one or more processor readable or
computer readable media can be implemented, for example, as memory
494. The processor readable or computer readable media can be
encoded with one or more instructions, data, or information that
are arranged as software instructions that, when executed by the
processor or computer, implement the functionality of portions or
all of one or more of the modules within the controller 108.
[0125] FIG. 5 is a simplified diagram of an embodiment of a
transmission shift curve 500 implemented by an electronic
controller. As described above, the controller may implement three
distinct ngear control ranges.
[0126] The appropriate range is determined by the controller
according to shift curves such as those shown in FIG. 5. A
threshold is calibrated, in terms of vehicle speed as a function of
throttle. V12 is the curve that directs the transmission to
ngear=2. This enables the variator ratio control as a function of
engine speed. The V21 is the downshift curve for the overall
transmission into low. The curve varlow shows that the variator
will be in low ratio prior to the 2-1 downshift. Note that the
transition into low is at a somewhat lower speed to prevent
hunting. V23 is the curve that signals an upshift, ngear=3, to the
range box. This shifts the range box from low to high, which may be
direct. The controller 108 commands the variator to a predetermined
ratio, such as a predetermined overdrive ratio by virtue of the
varhigh curve. The V32 curve signals, ngear=2, the range box to
downshift from direct to low and enables the variator back into a
control mode.
[0127] The shift curves can be implemented as table values stored
in the shift schedule module. The tables values and shift curves
can be changed to achieve a particular vehicle performance
criterion. For example, the shift schedule module can be configured
to store a plurality of shift curves corresponding to a plurality
of selectable user selectable transmission characteristics. The
controller can select or otherwise access a particular shift curve
instantiation based on the value of the user selectable
characteristic. In one example, a user interface may permit a user
to select from a performance mode or an economy mode. A distinct
shift curve may be stored within the shift schedule module for each
user selectable mode and accessed by the controller upon activation
by the user. The various shift curves can be based on maximum
engine torque, and may differ based on the type and characteristics
of the prime mover coupled to the transmission.
[0128] An illustrative example of the data included in a shift
curve is provided below.
TABLE-US-00008 Th_set = [0 10 20 40 60 90 91 100] pct throttle
angle V12 = [12 12 12 20 25 30 30 30] kph 1-2 upshift V21 = [10 10
10 10 10 10 10 10] kph 2-1 downshift V23 = [45 45 60 80 100 125 130
130] kph 2-3 upshift V32 = [42 42 50 73 92 120 125 125] kph 3-2
downshift Tconfirm sec delay time for shift point
[0129] The variator control described above can be implemented, for
example, with five variator control modes listed in Table 7. These
variator control modes permit the transmission to provide good
drivability according to the driver inputs, engine and vehicle
conditions.
TABLE-US-00009 TABLE 7 Variator Control Mode Definition Variator
Mode Name Function 0 Idle Underdrive 1 Launch Underdrive 2 Drive
Engine Speed Control 3 High Overdrive 4 Manual Ratio Control 5
Coast Ratio Control 6 Low Freewheel Ratio Control 7 Reverse Ratio
Control
[0130] FIG. 6 is a simplified diagram of an embodiment of an engine
speed map 600 implemented by an electronic controller. The variator
control modes can be implemented directly be the variator mode
module.
[0131] The variator mode module may implement the ratio control of
modes 0, 1, and 3 directly based on a predetermined control value
for the variator mode. In modes 0 and 1, the variator mode module
can be configured to set the variator ratio to a predetermined
underdrive value, such as a minimum underdrive ratio. Conversely,
in mode 3, the variator mode module can be configured to set the
variator ratio to a predetermined overdrive value, such as a
maximum overdrive ratio.
[0132] Mode 2 is the main dynamic control mode of the variator. The
control strategy the for mode 2 implemented by the controller, and
in particular the variator mode module, can be to maintain the
engine speed at some optimum operating point based on a specific
criteria. The ratio of the variator is changed to satisfy a closed
loop engine speed control system. The engine speed set point
function is based on the chosen operating criteria. The criterion
for this strategy is based on an engine speed set point established
near the maximum engine torque for each throttle. This performance
criterion can be seen by plotting the engine set points on the
engine map 600.
TABLE-US-00010 Th_setv = [0 10 20 40 60 90 100] pct throttle angle
Ne_set2 = [1500 1500 1675 2450 rpm engine speed setpoint 3200 4200
4200] mode 2
[0133] FIG. 7 is a simplified diagram of an embodiment of a
variator ratio map 700 implemented by an electronic controller. The
variator mode module may implement the variator ratio map 700 of
FIG. 7 via one or more look up tables for the corresponding modes.
An example of the type of information included in the look up
tables is provided below. The variator mode module may map the
predetermined ratio to a corresponding solenoid control value.
TABLE-US-00011 V_set = [O 10 20 40 60 90 100 120] kph Vehicle speed
mode 4, 5, 6 Ratio_set4 = [1.88 1.88 .55 .55 .55 .55 variator ratio
set point mode 4 .55 .55] Ratio_set5 = [1.88 1.88 1.5 1.15 .75
variator ratio set point mode .55 .55 .55] 5&6
[0134] FIG. 8 is a simplified diagram of an embodiment of a
variator ratio map 702 implemented by an electronic controller. In
the embodiment of FIG. 8, the variator ratio map is implemented in
a look up table and is used by the variator mode module to control
the variator ratio in mode 7, corresponding to reverse. An example
of the type of information included in the look up tables is
provided below. The variator mode module may map the predetermined
ratio to a corresponding solenoid control value.
TABLE-US-00012 V_set = [0 10 20 40 60 90 100 120] kph Vehicle speed
set point mode 7 Ratio_set7 = [100 100 100 100 100 55 variator
ratio set point mode 7 55 55]
[0135] FIG. 9 is a simplified diagram of an embodiment of an engine
speed limit map 900 implemented by an electronic controller. The
electronic controller may implement an engine speed limit that is
based on vehicle speed in order to limit or otherwise prevent
engine damage that may occur as a result of exceeding reasonable
engine speed limits.
[0136] In the embodiment of FIG. 9, the engine speed limit map 900
is implemented in a look up table and is used by the controller to
control the engine speed, for example, by providing feedback to an
engine control module. An example of the type of information
included in the look up table is provided below.
TABLE-US-00013 Veh_limit = [20 40 60 80 100 120] kph Vehicle speed
for Neset limit Neset_limit = [4000 4000 4000 5000 6000 6000] rpm
Neset limit
[0137] Alternatively, the variator control modes indicated in Table
9 can be implemented in each case entirely with engine speed
control. That is, although other operating objectives may
indicated, such as underdrive, overdrive, or ratio control, those
objectives can generally be translated to a desired engine speed in
each case. In modes zero, one, and three, out-of-range speeds can
be used to force the controls to saturate towards one of the ratio
extremes. For modes four through seven, the variator output speed
and desired ratio are used to compute the corresponding engine
speed. The desired ratio is calibrated as a function of vehicle
speed in these cases. The computed engine speed set point can be
filtered with a first-order filter in order to prevent control
activity that is too abrupt.
Neset = { 7000 Idle f .function. ( throttle , veh_speed ) Drive 500
Transmission g 1 .function. ( veh_speed ) * N .times. .times. var
Coast g 2 .function. ( veh_speed ) * N .times. .times. var .times.
Manual ##EQU00001##
[0138] FIG. 10 is a simplified diagram of an embodiment of a
variator rate limit map 902 implemented by an electronic
controller. Limiting may also be applied to restrict the rate of
ratio change in the downshift direction. The limit values of the
ratio valve current (iRatioMax and iRatioMin) can be a function of
vehicle speed. The rate limit map may be implemented as a look up
table. An example of the type of data in the look up table is
provided below.
TABLE-US-00014 iRat0 = 0.7 A null current V_limit = [10 20 40 60 80
100 120] kph vehicle speed for variator valve limit iRsol_limitset
= [1 .85 .8 .78 .75 A current limit .75 .75]
[0139] FIG. 11 is a simplified diagram 904 mapping estimated engine
torque to throttle position. The engine torque map may be
predetermined for particular type of prime mover coupled to the
transmission. The engine torque map may be stored as a lookup table
in memory. The controller 108 can estimate engine torque as a
function of throttle. Clutch capacity requirements are computed as
a function of engine torque.
[0140] The controller can implement transmission range selection
according to the logic of Table 8, which may be implemented in the
shift logic illustrated in FIG. 4.
TABLE-US-00015 TABLE 8 Shift Control Logic Clutch Capacity Manual
Variator Operating Mode Reverse Forward Direct Low Control Park
Underdrive Reverse TfCR Underdrive Neutral Hold Drive ngear = 1
TfCL Underdrive ngear = 2 TfCL Enable ngear = 3 TfCL TfCH Overdrive
Low ngear = 1 TfCL TfCL Underdrive ngear = 2 TfCL TfCL Enable
TABLE-US-00016 TABLE 9 Solenoid Control Logic Solenoid Excitation
Operating Mode SHIFT SEQ REV LOW DIR RATIO Park 0 0 1 1 0 1 Reverse
0 0 0 1 0 1 Neutral 0 0 1 1 0 C Drive ngear = 1 0 0 1 0 0 1 ngear =
2 0 0 1 0 0 C ngear = 3 0 0 1 0 1 0 Low ngear = 1 1 1 1 0 0 1 ngear
= 2 1 1 1 0 0 C
[0141] The controller can, for example, implement the modes in the
shift control logic of Table 8 using the following pseudocode,
where the parameters Vrev and Vmanlow are constants that represent
vehicle speed thresholds, above which the controller inhibits the
corresponding shift.
TABLE-US-00017 if lever is in Park or Neutral release all clutches
if lever is shifted to Reverse if Vkph .ltoreq. Vrev apply Reverse
clutch else inhibit reverse range until Vkph .ltoreq. Vrev, then
apply clutch if lever is shifted to Drive from Park, Reverse or
Neutral (with ngear < 3) apply Forward clutch from Low keep
Forward clutch locked and release Manual Low clutch from Neutral
with ngear = 3 apply Direct clutch, then lock Forward clutch if
lever is shifted to Low from Park or Reverse apply Manual Low
clutch, then lock Forward clutch from Drive or Neutral if Vkph >
VmanLow inhibit shift else if powered with one-way holding lock
Manual Low clutch and keep Forward clutch locked else apply Manual
Low clutch, then lock Forward clutch if lever is in Drive if an
upshift to ngear = 3 is detected apply Direct clutch to shift off
one-way (Forward clutch locked) if a downshift to ngear < 3 is
detected release Direct clutch and keep Forward locked so one-way
holds
[0142] The controller can determine the application of the various
clutches based on the shift control logic and can implement the
logic by selectively enabling or disabling current applied to
control solenoids. For example, the controller can implement the
logic of Table 8 by setting the solenoid outputs according to the
control shown in Table 9. The values indicated in the table
represent electrical state, with zero for off and one for on. For
the modulated solenoids (reverse, low and direct) the value
indicates a steady-state value. In the case of the ratio solenoid,
the letter C indicates that the solenoid is controlled to achieve
the speed or ratio objective described in the portion describing
variator control.
[0143] As described above in relation to the fluid flow diagram of
FIG. 3C, the fluid line pressure provided by the pump may be
dynamically regulated or otherwise dynamically controlled by the
controller to enable particular transmission performance in each of
the various operating modes.
[0144] FIG. 12 is a simplified diagram of an embodiment of a line
pressure schedule 906. The line controller can dynamically regulate
the line pressure to a plurality of levels that can map to the
various transmission operating modes. As shown in the line pressure
schedule 906 of FIG. 12, the controller can control a solenoid or
other pressure regulator to achieve three distinct line pressures.
A first lowest line pressure can be implemented when the
transmission is selected to be in neutral or park. A second
intermediate line pressure can be used when the transmission is
selected to be in drive or low. A third highest line pressure can
be sued when the transmission is selected to be in reverse.
Examples of the values for the line pressures are provided
below.
TABLE-US-00018 Plinemin = 6.8e5 n/m{circumflex over ( )}2 min line
pressure LineSF = 1.25 safety factor for minimum line pressure
PlineSetMin = 8.5e5 n/m{circumflex over ( )}2 lowest setpoint
PlineSetNom = 13.6e5 n/m{circumflex over ( )}2 nominal line
pressure PlineSetMax = 22e5 n/m{circumflex over ( )}2 maximum line
pressure for high torque reverse pLinemset = le5*[6 8 10 12 14 16
18 20 221] llinem = [1 0.78 0.7 0.63 0.55 0.47 0.37 0.2 0] A
solenoid valve current amps
[0145] FIG. 13 is a simplified diagram of an embodiment of a line
pressure control map 908. The line pressure control map 908 can be
used to calibrate an electronic solenoid used to control the line
pressure. In one embodiment, portions of the map may be stored in
memory as a lookup table and accessed by the controller to set the
line pressure based on the schedule of FIG. 12. Alternatively, only
those information corresponding to the desired line pressures in
the line pressure schedule of FIG. 12 may be stored in memory for
access by the controller.
[0146] FIG. 14 is a simplified diagram of an embodiment of a clutch
application profile 1402.
[0147] The shift quality of an automatic range transmission
requires control of the driveline dynamics during the engagement
and disengagement of clutches during gear ratio changes. The main
performance criteria are a smooth shift with good clutch
durability. Shift quality of a shift is based on the application of
hydraulic pressure to the clutch in both amplitude and timing. This
control system has several parameters that can be adjusted to
modulate the hydraulic pressure and therefore the resultant clutch
torque.
[0148] The clutch apply torque set point profile 1402, as shown in
FIG. 14, is based on a number of calibration parameters. The
required clutch torque must balance the static input torque to the
range box in addition to dynamic torque required to synchronize the
clutch. As an example, for an upshift the torque clutch set point
is based on the following parameters:
Tfc=Kcratio*Tinest+Kcratio 1e*(Ne0-Ne1)/tshift [0149] Where: [0150]
Kcratio=torque ratio clutch to input [0151] le=engine inertia
[0152] Ne=engine speed [0153] Tshift=shift time
[0154] In order to simplify the shift quality calibration the
required clutch setpoint uses a step input based on a single
coefficient and an estimated range box input torque. A low rate
torque ramp can be used for fine-tuning.
[0155] Note that, in addition to the value of the step, TfCH,
defined in FIG. 14, there are three calibration parameters
associated with the application.
[0156] dTfCH=slope of torque ramp, Nm/sec
[0157] TdoneCH=duration of ramp, sec
[0158] TfCHmax=maximum torque for lockup
[0159] The examples provided are applicable for control of the
direct clutch in the transmission of FIG. 2. Similar parameters can
also be defined for the reverse and low clutches.
[0160] The main parameter used for shift quality calibration is the
step coefficient Kcxx. The larger the coefficient value, the
shorter the shift. A shorter shift causes a greater driveline
disturbance.
TABLE-US-00019 Forward clutch/manual TfCLmax = 540 nm max torque
Kcls310 = 2.0 nm/nm drive 1st gear Kclp400 = 1.15 nm/nm manual low
dTfCL = 10 nm/sec torque ramp TdoneCL = 2.0 sec timer for max
torque series Tmandone = 2.0 sec timer for max torque manual
Reverse clutch TfCRmax = 1600 nm max torque Kcrl00 = 8 nm/nm Kcrl01
= 16 nm/nm dTfCR = 200 nm/sec TdoneCR = 5 Direct clutch TfCHmax =
400 Kch330 = 0.45 dTfCH = 20 TdoneCH = 5
[0161] The hydraulic pressure needed to engage the clutch is based
on the required clutch torque and clutch characteristics. FIG. 15
is a simplified diagram of an embodiment of a clutch pressure
control map 1404. The controller, and in particular the shift
quality control module, can store one or more clutch pressure
control map 1404 as a look up table in memory. The shift quality
control module can access the clutch pressure control map to
implement the shift quality as provided in the clutch apply torque
set point profile of FIG. 14.
[0162] Although the controller can control the operation of the
lockup clutch in the torque converter as an additional control
range, the engagement and disengagement of the torque converter
lockup clutch need not be controlled to the same extent as, for
example, the direct clutch used to engage the ranges of the range
box. The controller typically applies the lockup clutch in
conditions where the torque converter is operating near 100%
efficiency, and thus, the transition to a lockup condition does not
result in as great a transition as occurs when shifting the range
provided by the range box.
[0163] FIG. 16 is a simplified diagram of an embodiment of a torque
converter clutch curve 1602. The controller applies the torque
converter clutch according to logic that is similar to the control
range selection described above. The controller can lock the torque
converter clutch at low speed with light throttle for efficiency.
As the driver steps into the throttle as sensed by the percentage
of the throttle position sensor, the controller unlocks the clutch
to allow the converter to multiply torque.
[0164] Torque converter lockup can be inhibited at low oil
temperature in order to allow losses in the fluid coupling to heat
the oil. Furthermore, the converter can remain locked at excessive
temperature in order to prevent the generation of further heat.
[0165] The torque converter clutch control strategy is based on the
criteria of minimum operation in the unlocked open converter phase.
The conditions for open converter are to provide good launch and
enhance shift quality. The controller can store the parameters of
the torque converter clutch curve in memory. An example of stored
parameters is provided below.
TABLE-US-00020 Th_settcc = [0 10 20 40 60 90 91 100] pct throttle
angle VTClock = [14 14 18 28 34 44 44 44] kph Torque converter lock
up VTCunlock = [12 12 12 12 22 34 34 34] kph Torque converter
unlock
[0166] A controller can thus be configured according to the various
embodiments and features described herein to control a
transmission, and in particular, a transmission having at least one
substantially continuously variable ratio portion, such as a
variator, CVT or IVT. The examples described above use an example
transmission having a variator in combination with a two-speed
range box. In the process of controlling the transmission, the
controller executes various strategies and processes that permit
transmission operation to be optimized over various conditions and
corresponding criteria.
[0167] FIG. 17 is a simplified flow chart of an embodiment of a
method 1700 of controlling a variable ratio transmission. The
method 1700 can be implemented, for example, within the controller
of FIG. 4 to control the variable ratio transmission of FIGS. 2 and
3A.
[0168] The method 1700 begins at block 1710 where the controller,
for example at the shift point module and the variator mode module,
receives input signals that can include sensor values as well as
control input values.
[0169] The controller proceeds to block 1712 and determines the
active control range based on the input values. For example, the
shift point module can determine an active control range from a
plurality of control ranges. Each of the control ranges can
correspond to a range of transmission ratios. Two or more of the
control ranges may include overlapping ratios.
[0170] The controller proceeds to block 1714 and the variator mode
module determines the active variator mode from a plurality of
variator modes. The variator mode module can determine the variator
mode based on the input values as well as the active control range
or a signal, such as the variator flag, that may be based on the
active control range.
[0171] The controller proceeds to block 1716 and determines a range
box configuration, which can include a range box clutch engagement
configuration, a range box ratio, and the like, or some combination
thereof.
[0172] The controller proceeds to block 1718 and determines the
state of a torque converter clutch that can be based on the input
signals and the active control range. The controller proceeds to
block 1720 and configures the variator based on the mode and input
values. The controller proceeds to block 1722 and configures the
range box based on its determined configuration. The controller
proceeds to block 1724 and configures the torque converter clutch
based on whether the controller determines it should be engaged or
disengaged.
[0173] FIG. 18 is a simplified flowchart of an embodiment of a
method 1750 of controlling a variator in a variable ratio
transmission. The method 1750 can be implemented, for example, by
the controller of FIG. 4 operating on the transmission of FIGS.
3A-3C.
[0174] The method 1750 begins at block 1752 where the controller,
for example at the shift point module and the variator mode module,
receives input signals that can include sensor values as well as
control input values.
[0175] The controller proceeds to block 1754 where the shift point
module can determine a variator mode based on the inputs. The
controller proceeds to block 1756, where the shift point module
determines an active control range The controller proceeds to block
1758 where the controller, for example, using the shift point
module, determines a range box ratio based on the control range,
the input signals, and a shift schedule stored in and accessed from
the shift schedule module.
[0176] The controller proceeds to block 1760 where the variator
mode module can determine a desired variator ratio, for example,
based in part on the variator mode. The controller proceeds to
block 1762 and the engine speed setpoint module maps the ratio to a
target engine speed.
[0177] The controller proceeds to block 1764 and controls the
variator to achieve the target engine speed. The controller can,
for example, utilize a closed loop control module to monitor an
engine speed and control a solenoid that controls a position of a
longitudinal axis of a rotating planet within the variator in order
to achieve the target engine speed.
[0178] FIG. 19 is a schematic diagram of an embodiment of a fluid
flow diagram of an embodiment of a valve system 2500 that can be
implemented on a variable ratio transmission such as the
transmission 101. The associated hardware represented by the
symbols and schematic notations illustrated in FIG. 19 should be
readily apparent to those having ordinary skill in the relevant
technology. The valve system 2500 can include a pump valve
subsystem 2502 configured to be in fluid communication with a
number of pressure control valves. In one embodiment, the pump
valve subsystem 2502 is adapted to cooperate with a pump 806 (FIG.
3A) provided on the transmission 101. The pump valve subsystem 2502
can include a pressure regulator valve 2504. The pressure regulator
valve 2504 controls, among other things, the system pressure of the
valve system 2500 (sometimes referred to here as "line pressure").
The pressure regulator valve 2504 is in fluid communication with a
number of torque converter control valves 2506A, 2506B, 2506C. The
torque converter control valves 2506 are adapted to control the
engagement and disengagement of the torque converter 210, for
example, among other things.
[0179] In one embodiment, the valve system 2500 includes a manual
valve 2508 in fluid communication with the pressure regulator valve
2504. The manual valve 2508 can be operably coupled to the PRNDL
lever. The manual valve 2508 is adapted to cooperate with, for
example, the pressure switch manifold described in reference to
Table 4. In one embodiment, the range box 1600 consists of
hydraulic friction clutches in communication with the valve system
1500 that govern the engagement and disengagement of each clutch as
governed by the control logic. FIG. 19 illustrates the hydraulic
connection for each clutch in the range box. A reverse clutch 2510,
a forward clutch 2512, a direct clutch 2514, and a manual low
clutch 2516 are all engaged and disengaged by hydraulic pressure
acting on the face of the clutch. The aforementioned clutches can
be substantially similar to the clutches included in the range box
1600. The passage of pressurized fluid to each clutch is achieved
through holes in the transmission case, for example, and ports in
the valve system 2500. The valve system 2500 can include a set of
reverse clutch control valves 2518A and 2518B in fluid
communication with the reverse clutch 2510. The valve system 2500
can include a direct clutch control valve 2520 in fluid
communication with the direct clutch 2514. The valve system 2500
can include a forward clutch control valve 2522 in fluid
communication with the forward clutch 2512. The valve system 2500
can include a manual low clutch control valve 2524 in fluid
communication with the manual low clutch 2516. The manual low
clutch control valve 2524 is configured to be in fluid
communication with the forward clutch control valve 2522. In one
embodiment, the valve system 2500 includes a clutch regulator valve
2526 configured to regulator pressure supplied to the manual low
clutch control valve 2524. Each of the control valves can be
adapted to cooperate with electrohydraulic solenoids as indicated
in Table 2, for example.
[0180] In one embodiment, the manual valve 2508 is used to direct
line pressure to the appropriate collection of valves for range box
control. When "P" or "N" is selected, the manual valve moves to a
position that blocks line pressure to all clutch control valves.
When "R" is selected, the manual valve moves to a position that
directs line pressure to the reverse clutch control valves 2518.
The selection of "D" or "L" moves the manual valve to a position
that directs line pressure to control valves for the direct clutch
2514, the forward clutch 2512, and the manual low clutch 2516.
[0181] In one embodiment, the selection of "D" or "L" enables the
coordination of the direct clutch 2514, the forward clutch 2512,
and the manual low clutch 2516 as governed by the control logic.
The forward clutch 2512 and the manual low clutch 2516 are
controlled with the forward clutch control valve 2522 ("Fwd
Sequence Valve" in FIG. 19), the manual low clutch control valve
2524 ("Fwd/Man Shift Valve" in FIG. 19), and the clutch regulator
valve 2526 ("Fwd/Man (Low) Reg Valve" in FIG. 19). The forward
clutch control valve 2522 and the low clutch control valve 2524 are
directional control valves in communication with normally exhausted
On/Off solenoids.
[0182] In one embodiment, the selection of "R" moves the manual
valve to a position that directs line pressure to the reverse
clutch control valves 1518. The reverse clutch control valves can
include two pressure regulators valves, a passive valve 2518B and
an active valve 2518A. The active valve 2518A ("Reverse Reg Valve"
in FIG. 19) is in communication with the control system through a
normally pressurized variable bleed solenoid. The regulated
pressure is directed from the active valve 2518A to the reverse
clutch 2510 and to the passive valve 2518B ("reverse boost valve"
in FIG. 19). The reverse clutch pressure is exhausted when the
manual valve selection is changed from "R" and the control logic
coordinates the appropriate solenoid commands.
[0183] In one embodiment the valve system 2500 includes a lube
pressure regulator 2528 configured to be in communication with the
line pressure and a lubrication system of the transmission 101, for
example. Lube system pressure is regulated either with a passive
pressure regulator or actively controlled with a solenoid in the
same manner as the main pressure regulator. The valve system 2500
can include a solenoid pressure regulator 2530 configured to be in
fluid communication with the line pressure. The solenoid pressure
regulator 2530 supplies pressurized fluid to a number of solenoids
in the valve system 2500. In one embodiment, the valve system 2500
includes a torque converter regulator valve 2531 configured to be
in fluid communication with the torque converter control valves
2506. The valve system 2500 includes a ratio control valve 2532
configured to cooperate with the variator 1200, for example. In one
embodiment, the ratio control valve 2532 is an open-center pressure
control valve.
[0184] The controller is not limited to controlling the
transmission, but can also serve to provide diagnostic information
based on the various input signals provided to the controller. The
controller can be configured to control the transmission when
detecting failure modes to prevent catastrophic failure of the
transmission and to permit limited operation in failure modes.
[0185] Electrical failures can be broken down into two categories:
loss of power and controller crash. A reasonable recovery of
operation, perhaps with reduced function, is typically possible in
both cases.
[0186] In the case of complete loss of electric power, all
solenoids will operate with zero current. The internal pressures
controlled by the solenoids will revert to default pressure states.
The hydraulic system within the transmission can be designed so
that this represents a usable "limp home" mode. The variator can
default to full overdrive and the torque converter can default to
an unlocked condition. The range box state can depend on the PRNDL
position, and can operate, for example, in under driver control. In
Drive the default range is Low and in Reverse, Reverse. This
facilitates vehicle launch and driving at reasonable speed.
Furthermore, if the failure occurs at high vehicle speed, the
one-way clutch can overrun to prevent excessive engine speed.
[0187] Although the controller circuits are designed to be highly
robust, the remote chance of loss of control can be addressed with
a watchdog timer. This is an internal circuit that requires
periodic timer resets during normal operation. If the controller
program hangs up and doesn't perform the reset within the
prescribed interval, the timer resets the controller system. This
allows the controller to come back on line and maintain control of
the system.
[0188] Two general classes of hydraulic failure modes may be
addressed. These classes include loss of pressure and excessive
backpressure.
[0189] Unexpectedly low pressure can be detected in two ways. The
controller can directly measure or otherwise receive signals
indicative of various system pressure levels and can compared the
values to expected ranges. Even without the direct measurement of
pressure, loss of pressure may lead to excessive clutch slip as
indicated by speed inputs. In either case, excessive clutch slip
will deteriorate friction plates and low variator pressure will
lead to loss of control.
[0190] The prescribed countermeasure for this condition is to place
the transmission in neutral by releasing all clutches. This removes
all load from the friction plates and the variator. Although the
vehicle can not be driven in this condition, potentially
destructive component wear is prevented. An indication to the
driver of transmission failure may also be given.
[0191] The controller can measure or otherwise monitor the lube
pressure an input variable. In the event that lube pressure is lost
or unexpectedly low, a destructive situation is imminent. In this
case the transmission will immediately shift to neutral so that no
components will need to carry power. The controller can illuminate
the diagnostic lamp.
[0192] If a clutch pack is released but residual pressure is
trapped, undesirable clutch drag will result. Again, this can be
detected via monitoring pressure or speed. The safest response to
this condition is to alert the driver to stop the vehicle.
[0193] Two temperature sensors may be implemented in the controller
system. The first monitors the sump oil to indicate the mean fluid
temperature. The second is located in the variator to sense the
temperature of the traction fluid splashing on the ball (planet)
contact patches.
[0194] Temperature extremes in the variator coolant are a sign of
impending catastrophic failure. If this condition is detected the
transmission will be immediately placed in neutral by releasing all
clutches. This unloads the variator and minimizes any further
potentially destructive contact patch slip power. Although the
vehicle cannot be driven, failing to this condition is the safest
compromise and prevents further wear.
[0195] Low fluid temperature increases viscosity, restricting flow
in some circuits. This is not considered to be a failure but it can
potentially compromise performance. Below a calibrated threshold,
the control system can heat the oil to a reasonable working
temperature by preventing torque converter clutch lockup.
[0196] High fluid temperature can accelerate degradation of
friction and traction properties. Above a calibrated threshold, the
converter of a moving vehicle can be controlled to always run
locked in order to reduce further heating. If the temperature
continues to rise a warning light will alert the driver.
[0197] System speed measurements allow the computation of slip
across each friction clutch. If slip is detected in cases where the
clutch is known to be applied with a high safety factor, it will be
judged that the friction material has degraded substantially. The
driver will be alerted to the error and the clutch will be opened
to prevent further damage and excessive heating.
[0198] An input can be provided to the controller to measure the
variator servo position. The ring contact radii can be computed
from this information, hence the mechanical ratio of the ball
variator. This can be compared to the speed ratio in order to
determine the slip at the ring contact patches. If the slip is
determined to be above a calibrated threshold the variator is
unloaded to prevent potential damage. As in the case of high
variator lube temperature, this is achieved by shifting the
transmission to neutral, resulting in a loss of vehicle power.
[0199] As used herein, the term coupled or connected is used to
mean an indirect coupling as well as a direct coupling or
connection. Where two or more blocks, modules, devices, or
apparatus are coupled, there may be one or more intervening blocks
between the two coupled blocks.
[0200] The various illustrative logical blocks, modules,
controller, and circuits described in connection with the
embodiments disclosed herein may be implemented or performed with a
general purpose processor, a digital signal processor (DSP), a
Reduced Instruction Set Computer (RISC) processor, an application
specific integrated circuit (ASIC), a field programmable gate array
(FPGA) or other programmable logic device, discrete gate or
transistor logic, discrete hardware components, or any combination
thereof designed to perform the functions described herein. A
general purpose processor may be a microprocessor, but in the
alternative, the processor may be any processor, controller,
microcontroller, or state machine.
[0201] A controller or processor may also be implemented as a
combination of computing devices, for example, a combination of a
DSP and a microprocessor, a plurality of microprocessors, one or
more microprocessors in conjunction with a DSP core, or any other
such configuration.
[0202] The steps of a method, process, or algorithm described in
connection with the embodiments disclosed herein may be embodied
directly in hardware, in a software module as one or more
programmable instructions to be executed by a processor, data, or
information encoded onto a processor or computer readable media and
executed by a processor or computer, or in a combination of the
two.
[0203] The various steps or acts in a method or process may be
performed in the order shown, or may be performed in another order.
Additionally, one or more process or method steps may be omitted or
one or more process or method steps may be added to the methods and
processes. An additional step, block, or action may be added in the
beginning, end, or intervening existing elements of the methods and
processes.
[0204] The above description of the disclosed embodiments is
provided to enable any person of ordinary skill in the art to make
or use the disclosure. Various modifications to these embodiments
will be readily apparent to those of ordinary skill in the art, and
the generic principles defined herein may be applied to other
embodiments without departing from the spirit or scope of the
disclosure. Thus, the disclosure is not intended to be limited to
the embodiments shown herein but is to be accorded the widest scope
consistent with the principles and novel features disclosed
herein.
* * * * *