Method For Disengaging Hydraulic Park

Abstract

A hydraulically controlled park system disengages a parking pawl in response to engagement of particular shift elements. When the vehicle is one a grade, greater force may be required to dis-engage the pawl, potentially leading to a failure to dis-engage. The controller avoids this failure by engaging an uphill gear ratio and controlling the transmission input torque to transfer load from the parking pawl to the gearing prior to engaging the shift elements that dis-engage the pawl. Following dis-engagement of the parking pawl, the transmission is in a tie-up condition in which the output shaft is held stationary by shift elements. The controller transitions from this tie-up condition to the selected gear ratio by releasing shift elements.

Claims

1. A method of operating a vehicle comprising: in response to de-selection of Park via a shift selector while the vehicle is on a grade, engaging a first shift element to establish a first gear ratio selected to propel the vehicle up the grade, controlling transmission input torque to unload a parking pawl, engaging a second shift element to disengage the parking pawl and create a transmission tie-up, and releasing one of the first and second shift elements to establish a second gear ratio selected based on the shift selector.

2. The method of claim 1 wherein the first gear ratio and the second gear ratio are the same.

3. The method of claim 1 wherein the first gear ratio and the second gear ratio are different.

4. A method of operating a vehicle comprising: in response to de-selection of Park, engaging a first shift element to establish a first gear ratio, controlling transmission input torque to unload a parking pawl, engaging a second shift element to disengage the parking pawl and create a transmission tie-up, and releasing one of the first and second shift elements to establish a second gear ratio.

5. The method of claim 4 wherein the first gear ratio is selected based on a road grade on which the vehicle is parked.

6. The method of claim 4 wherein Park is de-selected via a shift selector and the second gear ratio is selected based on a position of the shift selector after de-selecting Park.

7. The method of claim 4 wherein the first gear ratio and the second gear ratio are the same.

8. The method of claim 4 wherein the first gear ratio and the second gear ratio are different.

9. A transmission comprising: a plurality of shift elements; a park system configured to disengage a parking pawl in response to engagement of a first subset of the plurality of shift elements; and a controller programmed to, in response to a command to de-select Park, engage a second subset of the plurality of shift elements to establish a first gear ratio, and control a transmission input torque to unload the parking pawl.

10. The transmission of claim 9 wherein the first gear ratio is selected based on a grade.

11. The transmission of claim 9 wherein the controller is further programmed to engage the first subset of the plurality of shift elements after the parking pawl is unloaded while maintaining the second subset of the plurality of clutches in an engaged state thereby disengaging the parking pawl and placing the transmission in a tie-up condition.

12. The transmission of claim 11 wherein the controller is further programmed to release at least one shift element to transition from the tie-up condition to a second gear ratio.

13. The transmission of claim 12 wherein the second gear ratio is selected based on a command from a shift selector.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0007] FIG. 1 is a schematic diagram of an automotive powertrain.

[0008] FIG. 2 is a schematic diagram of a transmission gearing arrangement suitable for the gearbox of the powertrain of FIG. 1.

[0009] FIG. 3 is a schematic diagram of a park subsystem of a hydraulic control system for the transmission of FIG. 1.

[0010] FIG. 4 is a flowchart for a first portion of a process for disengaging the parking pawl of the transmission of FIG. 1.

[0011] FIG. 5 is a flowchart for a second portion of the process of FIG. 4.

DETAILED DESCRIPTION

[0012] Embodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.

[0013] FIG. 1 schematically illustrates a vehicle powertrain. Bold solid lines represent mechanical power flow connections. Thin solid lines represent the flow of hydraulic fluid. Dashed lines represent the flow of information signals. Propulsive power is supplied by internal combustion engine 10 at transmission input shaft 12. Fluid coupling 14 includes an impeller driveably connected to input shaft 12 and a turbine driveably connected to turbine shaft 16. Power is transmitted from the impeller to the turbine via moving fluid whenever the impeller rotates faster than the turbine. Fluid coupling 14 may be a torque converter which also includes a stator which redirects the fluid when the impeller is rotating substantially faster than the impeller such that the turbine torque is a multiple of the impeller torque. Gearbox 18 includes gearing and shift elements configured to establish various power flow paths between turbine shaft 16 and output shaft 20. Each power flow path may be established by engaging a specified subset of the shift elements. At low vehicle speed, a power flow path providing torque multiplication and speed reduction between the turbine shaft and the output shaft may be established to optimize vehicle performance. At higher vehicle speeds, a power flow path providing speed multiplication may be established to minimize fuel consumption.

[0014] Most of the shift elements within gearbox 18 are engaged by supplying hydraulic fluid at an elevated pressure to a clutch apply chamber. (Gearbox 18 may also include passively engaged one-way clutches or electrically actuated elements.) Each shift element may include a clutch pack having friction plates splined to one component and interleaved with separator plates splined to a different component. The fluid forces a piston to squeeze the clutch pack such that frictional force between the friction plates and the separator plates couples the components. The torque capacity of each shift element varies in proportion to changes in the fluid pressure. Pump 22, driven by input shaft 12, draws fluid from sump 24 and delivers it at an elevated pressure to valve body 26. Valve body 26 delivers the fluid to the clutch apply chambers at a pressure controlled in accordance with signals from powertrain controller 28. In addition to the fluid provided to clutch apply chambers, valve body provides fluid for lubrication and provides fluid to fluid coupling 14. The fluid eventually drains from gearbox 20 back to sump 24 at ambient pressure.

[0015] Powertrain controller 28 receives signals from a variety of sensors. Among these sensors are a shift selector 30, a brake pedal 32 and an accelerator pedal 34 which are manipulated by a driver to indicate desired powertrain behavior. In addition to sending control signals to valve body 26, powertrain controller 28 also sends control signals to engine 10.

[0016] An example gearbox is schematically illustrated in FIG. 2. The transmission utilizes four simple planetary gear sets 40, 50, 60, and 70. Sun gear 46 is fixedly coupled to sun gear 56, carrier 42 is fixedly couple to ring gear 78, ring gear 58 is fixedly coupled to sun gear 66, ring gear 68 is fixedly coupled to sun gear 76, turbine shaft 16 is fixedly coupled to carrier 52, and output shaft 20 is fixedly coupled to carrier 72. Ring gear 48 is selectively held against rotation by brake 80 and sun gears 46 and 56 are selectively held against rotation by brake 82. Turbine shaft 16 is selectively coupled to ring gear 68 and sun gear 76 by clutch 84. Intermediate shaft 38 is selectively coupled to carrier 62 by clutch 86, selectively coupled to carrier 42 and ring gear 78 by clutch 88, and selectively coupled to ring gear 58 and sun gear 66 by clutch 90. A suggested ratio of gear teeth for each planetary gear set is listed in Table 1.

TABLE-US-00001 TABLE 1 Ring 48/Sun 46 2.20 Ring 58/Sun 56 1.75 Ring 68/Sun 66 1.60 Ring 78/Sun 76 3.70

[0017] As shown in Table 2, engaging the clutches and brakes in combinations of four establishes ten forward speed ratios and one reverse speed ratio between turbine shaft 16 and output shaft 20. An X indicates that the clutch is required to establish the speed ratio. An (X) indicates the clutch can be applied but is not required to establish the power flow path. When the gear sets have tooth numbers as indicated in Table 1, the speed ratios have the values indicated in Table 2.

TABLE-US-00002 TABLE 2 A B C D E F 80 82 90 86 84 88 Ratio Step Rev X X X X 4.79 102% Park X X X 1.sup.st X X (X) X 4.70 2.sup.nd X X X X 2.99 1.57 3.sup.rd X X X X 2.18 1.37 4.sup.th X X X X 1.80 1.21 5.sup.th X X X X 1.54 1.17 6.sup.th X X X X 1.29 1.19 7.sup.th X X X X 1.00 1.29 8.sup.th X X X X 0.85 1.17 9.sup.th X X X X 0.69 1.24 10.sup.th X X X X 0.64 1.08

[0018] Parking pawl 92 selectively couples output shaft 20 to the transmission case to prevent vehicle movement when the vehicle is parked. Unlike shift elements 80-90, parking pawl 92 is designed to remain engaged without any external power once engaged.

[0019] FIG. 3 schematically illustrates the park control subsystem of valve body 26. A spool of park valve 100 is mechanically linked to the park mechanism 92, such that movement of the spool in one direction engages the park mechanism and movement in the opposite direction disengages the park mechanism. The structure of park valve 100 is described in more detail in U.S. Pat. No. 9,683,666 which is hereby incorporated by reference herein. A spring within the park mechanism biases the system toward engagement. Also, pressure in the line pressure circuit 102 acts on an area of the spool to bias the system toward park engagement. The hydraulic control system also includes a set of clutch apply circuits that are routed to the apply chambers of each of the hydraulically controlled shift elements. The pressures of fluid in the clutch apply circuits are controlled to levels between zero and the pressure in the line pressure circuit 102. These clutch apply circuits include circuits 104 and 106 that engage shift elements E and F respectively. Park valve 100 fluidly connects an out-of-park circuit 108 to the line pressure circuit 102 when park is disengaged and vents out-of-park circuit 108 when park is engaged. Hydraulic circuits 110 and 112 bias the park valve toward the disengaged position. Check valve 114 fluidly connects circuit 110 to either clutch B apply circuit 104 or out-of-park circuit 108, whichever has the higher pressure. Similarly, check valve 116 fluidly connects circuit 112 to either clutch D apply circuit 106 or out-of-park circuit 108, whichever has the higher pressure.

[0020] When the park mechanism is engaged, both the park mechanism itself and pressure in line pressure circuit 102 tend to hold park valve 100 in the engaged position. To disengage the park mechanism, clutches E and F are engaged by commanding full pressure to apply circuits 104 and 106. Check valves 114 and 116 fluidly connect these clutch apply circuits to circuits 110 and 112 respectively. Pressure in circuits 110 and 112 force the park valve into the disengaged position. (The total area upon which circuits 110 and 112 act is greater than the area on which line pressure circuit 102 acts.) Once in the disengaged position, park valve 100 fluidly connects out-of-park circuit 108 to line pressure circuit 102. As a result, the park valve tends to stay in the disengaged position even if clutches E and F are later released. To re-engage the park mechanism, the pressure in line pressure circuit 102 is reduced to a level at which the park mechanism spring forces the park valve to the engaged position.

[0021] When the vehicle is parked on a grade, the vehicle weight tends to place a load on parking pawl 92. The load on the parking pawl increases the force that is necessary to disengage the pawl. In some cases, the load may prevent park disengagement even as clutches 84 and 88 are engaged. Even when the load does not prevent disengagement of park, it may result in objectionable noise and vehicle movement upon disengagement. The load is transmitted from the vehicle wheels to the parking pawl by the driveshaft and half-shafts which are twisted (called wind-up) as a result. When the parking pawl is released under load, the energy stored in the driveshaft and half-shafts is suddenly released, causing the unpleasant noise.

[0022] FIGS. 4 and 5 illustrate a process for transitioning from park to either reverse or drive while avoiding the unpleasant noise and ensuring that load on the parking pawl does not prevent disengagement of park. The process begins in response to park being de-selected by a driver moving shift selector 30 from the position for Park to another position, such as Reverse, Neutral, Drive, or Low. As shown in Table 2, shift elements 80, 82, and 86 are already engaged while the vehicle is in Park with the engine running. At 120, the controller determines the road grade. This may be accomplished, for example, using an accelerometer. If the controller determines, at 122, that the vehicle is parked on an uphill grade, then the controller commands engagement of shift element 84 at 124 to establish the 1.sup.st gear ratio. An uphill grade may be defined as any road grade greater than predefined positive threshold. At 126, the controller controls the engine torque to a torque level that relieves the load on the parking pawl. In other words, the torque is adjusted to the level required to hold the vehicle on the grade in 1.sup.st gear. If the vehicle is a hybrid electric vehicle, the controller may alternatively control an electric motor to adjust the transmission input torque to the required degree. After the parking pawl is unloaded, the controller engages shift element 88 at 128. This places the transmission in a tie-up condition in which both turbine shaft 16 and output shaft 20 are held against rotation relative to the transmission case. This also causes release of parking pawl 92 since shift element 84 is already engaged. With the transmission in this tie-up condition, the engine torque may be reduced to idle torque at 130 without the vehicle tending to roll backwards down the grade.

[0023] If the controller determines at 122 that the vehicle is not parked on an uphill grade, then the controller checks at 132 whether the vehicle is parked on a downhill grade. A downhill grade may be defined as any road grade less than predefined negative threshold. If the vehicle is parked on a downhill grade, then an analogous sequence of steps is carried out at 134-138. The controller commands engagement of shift element 88 at 134 to establish the reverse gear ratio. At 136, the controller controls the engine torque, or other source of transmission input torque, to a level that relieves the load on the parking pawl. After the parking pawl is unloaded, the controller engages shift element 84 at 138 to place the transmission in a tie-up condition and release parking pawl 92. With the transmission in this tie-up condition, the engine torque may be reduced to idle torque at 130 without the vehicle tending to roll forward down the grade.

[0024] If the vehicle is not on a downhill grade at 132, then the vehicle is assumed to be on relatively level terrain. At 140, the controller commands engagement of shift elements 84 and 88. This disengages parking pawl 92 and places the transmission in a tie-up condition.

[0025] Independent of road grade, the controller reaches a condition in which shift elements 80, 82, 84, 86, and 88 are all engaged placing the transmission in a tie-up condition with parking pawl 92 disengaged. Referring now to FIG. 5, from this condition, the controller checks at 142 whether Drive or Low is selected via shift selector 30. If so, the controller commands release of shift element 88 at 144 to place the transmission in 1.sup.st gear. As shift element 88 is gradually released, the wind-up in the driveshaft and half-shafts gradually changes from the level associated with the road grade to the level associated with the output torque in 1.sup.st gear with the engine idling, otherwise known as the forward creep torque. These two levels of wind-up may be in the same direction or in opposite directions depending on the road grade. Since the transition is gradual, there is no sudden release of stored energy to cause an unpleasant noise. If the shift selector is not in Drive or Low at 142, then the controller checks at 146 whether the shift selector is in Reverse. If so, the controller commands the gradual release of shift element 84 to transition into the reverse ratio. If not, then the shift selector must be in Neutral. Therefore, the controller releases both shift elements 84 and 88 to establish neutral. In a neutral, the transmission output is free to rotate and negligible torque is transmitted between turbine shaft 16 and output shaft 20 (some torque may be transmitted due to parasitic drag).

[0026] While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments can be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and can be desirable for particular applications.