Torque converter clutch slip control

Abstract

A method and system for regulating engagement of a torque converter clutch (TCC) in a vehicle incorporating a transmission that is driven by an engine through a torque converter includes determining a non-linear slip profile based on vehicle operating parameters, calculating an actual TCC slip, calculating a TCC ramp pressure based on the non-linear slip profile and the actual TCC slip and regulating a TCC engagement pressure based on the TCC ramp pressure.

Description

DRAWINGS

The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

FIG. 1 is a functional block diagram of an exemplary vehicle powertrain that is regulated based on the torque converter clutch (TCC) slip control of the present disclosure;

FIG. 2 is a schematic illustration of an exemplary torque converter implemented in the exemplary vehicle powertrain of FIG. 1;

FIG. 3 is a graph illustrating exemplary operating parameter traces resulting from the TCC slip control;

FIG. 4 is a flowchart illustrating exemplary steps executed by the TCC slip control; and

FIG. 5 is a functional block diagram of exemplary modules that execute the TCC slip control.

DETAILED DESCRIPTION

The following description of the preferred embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the term module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, or other suitable components that provide the described functionality.

Referring now to FIG. 1, an exemplary powertrain 10 is illustrated and includes an engine 12 that drives a transmission 14 through a coupling device 16. More specifically, air is drawn into an intake manifold 18 of the engine 12 through a throttle 20. The air is mixed with fuel and the air/fuel mixture is combusted within cylinders 22 to reciprocally drive pistons (not shown) within the cylinders 22. The pistons rotatably drive a crankshaft 24 (see FIG. 2) to provide drive torque. Exhaust generated by the combustion process is exhausted from the engine through an exhaust manifold 26. Although 4 cylinders are illustrated, it is appreciated that the present invention can be implemented in vehicles having any number of cylinders.

The drive torque drives is transferred through the torque converter 16 to drive the transmission 14. The transmission 14 multiplies the drive torque by a desired gear ratio to provide a modified drive torque. The modified drive torque is transferred to a vehicle driveline (not shown) by a transmission output shaft 28. The transmission 14 can include one of a manual transmission, an automatic transmission, an automated manual transmission and a continuously variable transmission (CVT). An automatic transmission includes a plurality of pre-defined, fixed gear ratios. A common CVT includes a belt and adjustable pulley system that enables an infinite variability between gear ratios without discrete steps or shifts.

A control module 30 regulates operation of the powertrain based on vehicle operating parameters. More specifically, the control module 30 regulates an effective throttle area (A_EFF) via a throttle actuator 32. A throttle position sensor 34 generates a throttle position signal (TPS) based on the angular position of the throttle 20. The control module 30 determines a requested engine torque (T_REQ) and adjusts the throttle position and other engine operating parameters to achieve T_REQ. The other engine operating parameters include, but are not limited to, a fueling rate, spark timing, a camshaft phase and/or an intake/exhaust valve lift or timing.

The control module 30 also regulates operation of the transmission 14 based on vehicle operating parameters. More specifically, a crankshaft position sensor 36 generates a crankshaft position signal, which is used to determine an actual engine speed (RPM_ENG). A transmission output shaft speed (TOSS) sensor 38 generates a TOSS signal, which is used to determine a vehicle speed (V_VEH), and a transmission input shaft speed (TISS) sensor 39 generates a TISS signal. The control module 30 adjusts a gear ratio of the transmission 14 based on the throttle position (i.e., TPS) and V_VEH. In an automatic transmission, the gear is shifted accordingly, and in a CVT, the pulley ratio is adjusted accordingly.

Referring now to FIG. 2, the coupling device 16 is illustrated as a torque converter that provides a fluid coupling between the engine 12 and the transmission 14. The torque converter 16 includes a housing 50 that is fixed for rotation with the crankshaft 24 via a flywheel 52. An impeller 54 is fixed for rotation with the housing 50 and a turbine 56 is fixed for rotation with a transmission input shaft 58. A stator 60 is also provided and is fixed from rotation. The interior of the torque converter 16 is filled with a viscous fluid. Rotation of the impeller 54 induces corresponding motion of the viscous fluid, which is directed towards the turbine 56 by the stator 60 to induce rotation of the turbine 56. The torque converter 16 includes a torque converter clutch (TCC) 57, which is selectively engaged to provide a direct drive between the crankshaft 24 and the input shaft 58.

As the crankshaft 24 rotates at an idle speed (RPM_IDLE), the impeller 54 is induced to rotate. RPM_IDLE, however, is normally insufficient to overcome braking forces that inhibit the turbine 56 from rotating. As the braking forces are reduced and/or RPM_ENG increases, the impeller 54 drives the viscous fluid into the turbine 56 and the turbine 56 is induced to rotate. As a result, drive torque is transferred through the transmission 14 to propel the vehicle. Upon achieving a point where there is little or no RPM difference between the turbine 56 and impeller 54, the TCC is engaged to provide a direct drive between the engine 12 and the transmission 14. Under this condition, the rotational speed of the turbine 56 (RPM_TURB) is equal to RPM_ENG. Generally, RPM_TURB is determined based on the TISS signal. The TCC slip (ΔRPM) is determined as the difference between RPM_ENG and RPM_TISS.

The TCC slip control of the present invention sets a TCC slip profile when transitioning the ECC from an OFF mode to an ON mode, and performs a closed-loop slip control around the slip profile. In this manner, the TCC slip is more rapidly regulated depending on driving conditions, vehicle drivability is enhanced and traditional calibration tables, which are time consuming and costly to develop per vehicle platform, can be forgone.

The TCC slip control of the present disclosure is implemented under conditions where the transmission 14 is in a static condition (i.e., is not shifting), and an initial ΔRPM error (ΔRPM_ERROR) is inside of a range defined between a minimum value (ΔRPM_ERRORMIN) and a maximum value (ΔRPM_ERRORMAX). If these initialization conditions are true, a target ΔRPM (ΔRPM_TARGET) profile is determined based on a turbine speed gradient that is calculated based on the TISS signal and the TCC slip. The TCC slip control performs a closed-loop control about the ΔRPM_TARGET profile, such that ΔRPM closely follows the profile.

A TCC engagement pressure (P_TCC) is calculated as the sum of a base TCC pressure (P_TCCBASE) and a TCC ramp pressure (P_TCCRAMP). P_TCCRAMP is determined as the product of a delta ramp pressure (ΔP_TCCRAMP) and a loop time (t_LOOP). t_LOOP is the loop time (e.g., 25 ms) of the processor that performs the calculations described herein. ΔP_TCCRAMP is determined as the sum of a slip delta correction term (ΔRPM_CORR) and ΔRPM_ERROR correction term (ΔRPM_ERRORCORR). ΔRPM_CORR is determined from a look-up table as a function of T_ENG and the difference between ΔRPM_TARGET and a reference ΔRPM value (ΔRPM_REF). ΔRPM_REF is determined from a look-up table based on current transmission gear, T_ENG and RPM_TURB. ΔRPM_ERRORCORR is determined the difference between ΔRPM (i.e., RPM_ENG−RPM_TURB) and ΔRPM_TARGET.

Referring now to FIG. 3, the hydraulic system, which actuates engagement of the TCC is regulated based on P_TCC, calculated as described above, to achieve the desired TCC slip profile. Upon entering the ECC On mode, the TCC slip profile is determined based on the turbine speed gradient, calculated based on the TISS signal, and the TCC slip. Accordingly, the TCC slip profile is chosen from a plurality of possible TCC slip profiles. The TCC slip control of the present disclosure regulates engagement of the TCC such that ΔRPM shadows the TCC slip profile. Depending on a calibration value, the slip profile can be linear (i.e., constant slip reduction over time) or can be non-linear (i.e., cumulative effect).

Referring now to FIG. 4, exemplary steps that are executed by the TCC slip control will be described in detail. In step 400, control determines whether ΔRPM is inside of a range defined between a minimum value (ΔRPM_ERRORMIN) and a maximum value (ΔRPM_ERRORMAX). If these initialization conditions are true control continues in step 402. In step 402, control determines P_TCCRAMP per a traditional strategy and continues in step 412. If ΔRPM is outside of a range defined between a minimum value (ΔRPM_ERRORMIN) and a maximum value (ΔRPM_ERRORMAX), control determines whether the current transmission state is transient (e.g., a shift is occurring) in step 406. If the transmission state is transient, control continues in step 402. If the transmission state is not transient, control continues in step 408.

In step 408, control determines ΔRPM_ERROR. In step 410, control determines whether ΔRPM is within the range defined between ΔRPM_MIN and ΔRPM_MAX. If ΔRPM is within the range, control continues in step 412. If ΔRPM is not within the range, control continues in step 414. In step 414, control determines P_TCCRAMP based on ΔP_TCCRAMP and control continues in step 404. In step 404, control determines P_TCC based on P_TCCBASE and P_TCCRAMP in step 404, and control ends.

In step 412, control determines whether P_TCCRAMP is less than a calibrated value (P_TCCCAL). If P_TCCRAMP is less than P_TCCCAL, control continues in step 404. If P_TCCRAMP is not less than P_TCCCAL, control sets P_TCCRAMP equal to P_TCCCAL in step 416, and control continues in step 404.

Referring now to FIG. 5, exemplary modules that execute the TCC slip control will be described in detail. The exemplary modules include, but are not limited to, a ΔRPM module 500, a TCC slip profile determining module 502, a P_TCCRAMP determining module 504 and a TCC regulating module 506. The ΔRPM module 500 determines ΔRPM based on RPM_TISS (i.e., RPM_TURB) and RPM_ENG. The TCC slip profile determining module 502 determines the TCC slip profile based on RPM_TISS and T_ENG. The P_TCCRAMP determining module 504 determines P_TCCRAMP based on ΔRPM and the TCC slip profile. The TCC regulating module 506 determines P_TCC based on P_TCCRAMP and generates corresponding control signals to regulate engagement of the TCC.

Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the present invention can be implemented in a variety of forms. Therefore, while this invention has been described in connection with particular examples thereof, the true scope of the invention should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification and the following claims.

Claims

1. A method of regulating engagement of a torque converter clutch (TCC) in a vehicle incorporating a transmission that is driven by an engine through a torque converter, comprising: determining a non-linear slip profile based on vehicle operating parameters;calculating an actual TCC slip;calculating a TCC ramp pressure based on said non-linear slip profile and said actual TCC slip; andregulating a TCC engagement pressure based on said TCC ramp pressure.

2. The method of claim 1 further comprising determining said TCC engagement pressure based on a base pressure and said TCC ramp pressure.

3. The method of claim 1 wherein said TCC ramp pressure is determined based on a TCC delta ramp pressure.

4. The method of claim 1 wherein said TCC ramp pressure is determined based on a slip delta correction term and a slip error correction term.

5. The method of claim 4 wherein said slip delta correction term is determined based on a vehicle operating parameter, a TCC slip target and a TCC slip reference.

6. The method of claim 5 wherein said TCC slip reference is a fixed value.

7. The method of claim 4 wherein said slip error correction term is determined based on a vehicle operating parameter and said actual TCC slip.

8. The method of claim 1 wherein said actual TCC slip is determined as a difference between an engine speed and a turbine speed of said torque converter.

9. A method of regulating engagement of a torque converter clutch (TCC) in a vehicle incorporating a transmission that is driven by an engine through a torque converter, comprising: initiating an electronic clutch control (ECC) on mode;determining an engine torque and a turbine speed of said torque converter;determining a non-linear slip profile based on said engine torque and said turbine speed;determining an actual TCC slip;calculating a TCC ramp pressure based on said non-linear slip profile and said actual TCC slip; andregulating a TCC engagement pressure based on said TCC ramp pressure.

10. The method of claim 9 further comprising determining said TCC engagement pressure based on a base pressure and said TCC ramp pressure.

11. The method of claim 9 wherein said TCC ramp pressure is determined based on a TCC delta ramp pressure.

12. The method of claim 9 wherein said TCC ramp pressure is determined based on a slip delta correction term and a slip error correction term.

13. The method of claim 12 wherein said slip delta correction term is determined based on said engine torque, a TCC slip target and a TCC slip reference.

14. The method of claim 13 wherein said TCC slip reference is a fixed value.

15. The method of claim 12 wherein said slip error correction term is determined based on said engine torque and said actual TCC slip.

16. The method of claim 9 wherein said actual TCC slip is determined as a difference between an engine speed and said turbine speed.

17. A torque converter clutch (TCC) regulation system in a vehicle incorporating a transmission that is driven by an engine through a torque converter, comprising: a first module that determines a non-linear slip profile based on vehicle operating parameters;a second module that calculating an actual TCC slip;a third module that calculates a TCC ramp pressure based on said non-linear slip profile and said actual TCC slip; anda fourth module that regulates a TCC engagement pressure based on said TCC ramp pressure.

18. The TCC regulation system of claim 17 wherein said third module determines said TCC engagement pressure based on a base pressure and said TCC ramp pressure.

19. The TCC regulation system of claim 17 wherein said TCC ramp pressure is determined based on a TCC delta ramp pressure.

20. The TCC regulation system of claim 17 wherein said TCC ramp pressure is determined based on a slip delta correction term and a slip error correction term.

21. The TCC regulation system of claim 20 wherein said slip delta correction term is determined based on a vehicle operating parameter, a TCC slip target and a TCC slip reference.

22. The TCC regulation system of claim 21 wherein said TCC slip reference is a fixed value.

23. The TCC regulation system of claim 20 wherein said slip error correction term is determined based on a vehicle operating parameter and said actual TCC slip.

24. The TCC regulation system of claim 17 wherein said actual TCC slip is determined as a difference between an engine speed and a turbine speed of said torque converter.