Method and apparatus for downshifting an automatic vehicle transmission

Abstract

A multi-speed automatic vehicle transmission has an electronic control unit which permits multiple downshifts if certain conditions are satisfied. Such downshifts are direct and omit engagement and disengagement of one or more intermediate speed ratios. Multiple downshifting may allow the actual speed ratio to better match the ideal speed ratio, for example under heavy braking.

Claims

1. A method of downshifting in a multi-speed automatic transmission of a vehicle, the method comprising: commanding a multiple downshift if permitted by a pre-determined control condition, and temporarily inhibiting an upshift after said multiple downshift, wherein said pre-determined control condition is selected from one or more of: an accelerator pedal position being below a position threshold; vehicle brakes being activated; and vehicle brake pressure being above a brake pressure threshold.

2. A method according to claim 1 where said multiple downshift is a double downshift.

3. A method according to claim 1, wherein two or more of said control conditions must be satisfied to permit the multiple downshift.

4. A method according to claim 1, comprising inhibiting the commanded multiple downshift if prevented by an inhibit condition, and allowing immediately an upshift.

5. A method according to claim 4, wherein said inhibit condition is selected from: detection of a vehicle mode change; the accelerator pedal position being above a position threshold; manual downshifting being commanded; road speed exceeding a road speed threshold; road gradient exceeding a gradient threshold; rate of change of vehicle speed is less than a low rate threshold; rate of change of vehicle speed is less than a high rate threshold, and lateral acceleration exceeding a lateral acceleration threshold.

6. A method according to claim 5, wherein the vehicle mode change is between one and another of: highway driving; sand driving; mud driving; snow driving; grass driving; gravel driving; and ice driving.

7. A method according to claim 5, wherein the vehicle mode change is between comfort mode and sport mode.

8. A method according to claim 5, wherein said inhibit condition requires road speed to exceed said road speed threshold, and road gradient to exceed said road gradient threshold.

9. A method according to claim 5, wherein said road gradient threshold comprises a positive threshold gradient and a negative threshold gradient.

10. A method according to claim 9, wherein said positive threshold gradient is different from said negative threshold gradient.

11. A method according to claim 1, wherein said transmission comprises five or more forward speed ratios, the method including the preliminary step of applying a mask to inhibit a multiple downshift from one or more of said speed ratios.

12. A method according to claim 1, wherein said transmission comprises five or more forward speed ratios, the method including the preliminary step of applying a mask to allow a multiple downshift from one or more of said speed ratios.

13. An electronic control unit of an automatic transmission of a vehicle, said control unit being programmed to implement the method of claim 1.

14. A vehicle transmission having five or more individually selectable forward speed ratios, and an electronic control unit according to claim 13 for determining selection of said speed ratios.

15. A vehicle comprising a transmission having at least five individually selectable forward speed ratios; and an electronic control unit configured to command a multiple downshift if permitted by a pre-determined control condition, and temporarily inhibit an upshift after said multiple downshift, wherein said pre-determined control condition is selected from one or more of: an accelerator pedal position being below a position threshold; vehicle brakes being activated; and vehicle brake pressure being above a brake pressure threshold.

16. A method of downshifting in a multi-speed automatic transmission of a vehicle, wherein said transmission comprises at least five forward speed ratios, the method comprising: applying a mask for at least one of inhibiting and allowing a multiple downshift from one or more of said speed ratios, wherein applying the mask is preliminary to commanding a multiple downshift if permitted by a pre-determined control condition, wherein said pre-determined control condition is selected from one or more of: an accelerator pedal position being below a position threshold; vehicle brakes being activated; and vehicle brake pressure being above a brake pressure threshold.

Description

BRIEF DESCRIPTION OF DRAWINGS

(1) Other features of the invention will be apparent from the following description of embodiments of the invention, described by way of example only in the accompanying figures which illustrate user configurable input screens for adjusting parameters which may influence whether a multiple downshift is permitted, enabled, or inhibited. Each figure shows ratios 3-9 in the upper line (except FIG. 7), and the relevant condition(s) in the lower line(s).

(2) In the drawings:

(3) FIG. 1 illustrates an input screen wherein a double downshift is inhibited in 5.sup.th speed but enabled in all other speed ratios;

(4) FIG. 2 illustrates an input screen wherein a threshold accelerator pedal position of 2.8% is applied to all ratios;

(5) FIG. 3 illustrates an input screen wherein braking is required to enable double downshifting for all speed ratios;

(6) FIG. 4 illustrates an input screen wherein a braking pressure of 35 bar is required for 1.sup.st to 5.sup.th speeds, and of 75 bar for 6.sup.th to 9th ratio;

(7) FIG. 5 illustrates an input screen wherein double downshifting is enabled for 5.sup.th speed only;

(8) FIG. 6 illustrates a combination look-up table wherein the speed ratio is shown in a matrix for different gradients in the range from 5% to +10%;

(9) FIG. 7 illustrates a user configurable interface wherein double downshifting is enabled or not enabled for each shift map of the transmission, 14 numerically identified shift maps are provided, and double downshifting is permitted for shift maps 1-8 only;

(10) FIG. 8 illustrates an input screen wherein a negative and a positive acceleration is set for each of speed ratio 3-9;

(11) FIG. 9 illustrates an input screen wherein transmission output shaft speed is required to increase by 200 rpm in the range 2-10 mph for each speed ratio; and

(12) FIG. 10 illustrates an input screen wherein the time delay is set at 6 seconds for each speed ratio.

DESCRIPTION OF AN EMBODIMENT

(13) The following description refers to an automatically controlled multi-speed transmission of a vehicle. Such a transmission may be of the spur or epicyclic gear kind, or any other kind of transmission giving a plurality of distinct speed ratios engageable one by one according to a shift map contained within a suitable electronic control unit (ECU). The transmission may include a manual option whereby the vehicle driver may command upshifts and downshifts via the ECU using, for example, a conventional gear shift or paddle device.

(14) A shift map determines automatic selection of speed ratio according to inputs of, for example, road speed, accelerator pedal position and vehicle lateral acceleration. Many other inputs may modify the conditions imposed by a shift map, including for example vehicle gradient, vehicle mode (normal or sport) and selected vehicle terrain (road, sand, snow, mud, grass, gravel, etc.). Such inputs may be manually selected by a vehicle driver, or may be automatically determined by vehicle systems and sensors. Typically many different shift maps are provided within the ECU, and each shift map may also be responsive to external ambient conditions, such as barometric pressure and temperature, and to the temperature of the transmission and vehicle engine.

(15) The general factors concerning determination of a shift map are not part of the present invention. Conventional techniques for devising a shift map may be used, according to the kind of vehicle in which the transmission is installed. As noted above, conventional shift maps provide for sequential selection of speed ratios, to permit rapid acceleration of the vehicle, to provide appropriate engine braking of the vehicle, and to ensure that the appropriate ratio is selected having regard to for example vehicle speed, fuel economy and the anticipated next direction of movement of the accelerator pedal.

(16) The present invention allows a multiple downshift in cases where speed ratio selection may lag the ideal speed ratio and/or where it is desirable to skip a speed ratio to avoid undesirable disturbances in the vehicle driveline and/or to vehicle occupants.

(17) In an embodiment of the invention, a mask is applied to the shift map to permit only selected double downshifts. It is anticipated that in many cases it will not be necessary to enable a double downshift from all speed ratios, and in any event a double downshift may not be appropriate if the speed of shifting is sufficiently high and no disturbance to the driveline or occupants is apparent. Most commonly, a double downshift will be sufficient to address the effect of lag and/or disturbance to the occupants, but the invention does not exclude direct downshifts which miss two or more intermediate speed ratios.

(18) In the following examples it is assumed that a transmission is provided with nine independently selectable forward speed ratios, and that a double downshift may be permitted from 5.sup.th and 8.sup.th ratios according to a mask. Thus, according to parameters to be described below, a downshift from 5.sup.th ratio may be to 4.sup.th ratio or directly to 3.sup.rd ratio, and a downshift from 8.sup.th ratio may be to 7.sup.th ratio or directly to 6.sup.th ratio. It will be appreciated that the following description also provides a means of changing the response to the transmission should the mask permit double downshifting from ratios other than 5.sup.th and 8.sup.th.

(19) The double downshift may be commanded under certain conditions and inhibited in certain other conditions, as will become apparent.

(20) In the following examples, 1.sup.st and 2.sup.nd speed ratio are not represented, because it will be appreciated that double downshifting from those ratios is not possible.

(21) Mode Change Inhibit

(22) The shift map(s) of the transmission may command a speed ratio change should the vehicle mode be changed, for example from COMFORT to SPORT, or from HIGHWAY to SAND. In such conditions it may be beneficial to prevent multiple downshifting, and FIG. 1 illustrates an input screen by which a double downshift is inhibited in 5.sup.th (flag=0) but enabled in all other speed ratios (flag=1). The mask referred to above permits double downshift only in 5.sup.th and 8.sup.th, so that the effect of FIG. 1 is to permit double downshift in 8.sup.th.

(23) Although not illustrated, inhibition of multiple downshift may be influenced by vehicle attitude, in particular lateral acceleration, so that for example multiple downshifting is inhibited above a predetermined threshold of lateral acceleration.

(24) Accelerator Pedal Position

(25) A benign downshift with substantially zero opening of the accelerator pedal, as may occur during braking or coasting, is most likely to be appropriate for double downshift. Where the accelerator pedal is depressed it is likely that the vehicle driver will require a sequential downshift, for example for overtaking.

(26) Accordingly the invention provides for actuation of a double downshift when the accelerator pedal is substantially at zero opening. In an embodiment a threshold just above zero opening is determined in order to deal with hysteresis and like effects, and is typically less than 5% opening, less than 3% opening or less than 1% opening.

(27) The threshold of accelerator pedal opening may be applied to all speed ratios, or may be individually set for each speed ratio, in particular for the speed ratios for which double downshifting is permitted according to the shift map mask. In cases where double downshifting is not allowed, it will be understood that no modification of the shift map is necessary.

(28) In the example of FIG. 2, a threshold accelerator pedal position of 2.8% is applied to all ratios, but by virtue of the mask is effective to permit double downshifts only from 5.sup.th ratio and from 8.sup.th ratio.

(29) Brake Condition

(30) As an alternative or in addition to a threshold of accelerator pedal position, double downshifting may be permitted only if the vehicle brakes are applied. For example a sensor of brake pedal position, or a vehicle brake light signal, may be used to enable double downshifting. In the absence of vehicle braking, double downshifting may be inhibited. As noted above, this condition may be applied only for speed ratios where double downshifting is permitted.

(31) In place of a braking signal, reliance may be placed on a deceleration sensor, such as a fore and aft accelerometer.

(32) FIG. 3 illustrates an input screen in which braking is required to enable double downshifting for all speed ratios (flag=1). It will however be understood that braking may not be required, in which case the inputs will be represented by a zero flag.

(33) Brake Severity

(34) In a modification, the brake condition may be applied only if the severity of braking exceeds a threshold. Braking pressure is one indicator of braking severity, and may be used directly to provide an input indicative of this threshold. The brake severity threshold may be different for each speed ratio, and in the example of FIG. 4 requires a braking pressure of 35 bar for 1.sup.st to 5.sup.th ratio, and 75 bar for 6.sup.th to 9th ratio. By virtue of the mask, double downshifting is enabled in this example for the threshold braking pressures in 5.sup.th and 8.sup.th.

(35) Braking severity may alternatively be indicated by a deceleration threshold.

(36) Manual Mode

(37) Most automatic transmissions have a manual mode in which the driver can command a non-sequential ratio change. In the event of such a command, the transmission may nevertheless reach the commanded ratio via several sequential ratios notwithstanding that the sequence of ratio engagement and disengagement may not be apparent to the driver. Thus a driver may command a shift from 5.sup.th to 2.sup.nd, but the transmission may reach 2.sup.nd ratio via momentary engagement of 4.sup.th and 3.sup.rd ratios in sequence.

(38) This aspect of the invention permits double downshifting in manual and automatic modes, if desired, so that engagement and disengagement of intermediate ratios is obviated. Alternatively double downshifting in manual modes may be inhibited. In the example of FIG. 5 double downshifting is enabled for 5.sup.th speed only (flag=1).

(39) Road Speed

(40) Double downshifting may be enabled only below a threshold vehicle road speed, which may be indicated via a speed sensor of a transmission output shaft. Alternatively double downshifting may be inhibited above a threshold road speed.

(41) The road speed threshold is typically different for each speed ratio, and increases as the selected speed ratio moves from lowest to highest. The variance of such a road speed threshold may be in the range 2-10 mph for a particular speed ratio.

(42) Road Gradient

(43) Double downshifting may be enabled, or inhibited, at a threshold road gradient. The threshold gradient may be different for uphill travel than for downhill travel. The threshold gradient may also depend upon the selected ratio and road speed. This arrangement permits, for example, double downshift to be enabled when travelling uphill, but disabled when travelling downhill.

(44) The parameters of road speed and gradient may be applied individually, or in combination. In the example of FIG. 6, a combination look-up table is provided in which speed ratio is shown in a matrix for different gradients in the range 5% to +10%. At each combination a configurable road speed may be input (in this case represented by transmission output shaft speed in rpm). Combination tables may be provided for any combination of threshold factors, if desired.

(45) Vehicle Mode

(46) Many vehicles have several operating modes by which a respective shift map provides appropriate speed ratio changes. For example in a sport mode, the engine speed will generally be higher at the shift point as compared with a normal mode.

(47) In an embodiment, double downshifting may be enabled or inhibited according to the selected vehicle mode, and it is envisaged that in any vehicle mode some double downshifts may be permitted whilst others are not.

(48) Terrain Mode

(49) Many vehicles have selectable terrain modes by which a respective shift map provides appropriate speed ratio changes. Terrain mode selection may be manual or automatic, and respond to conditions of snow, ice, mud, sand, grass, gravel and the like.

(50) In an embodiment, double downshift may be enabled or inhibited according to the selected terrain mode, and it is envisaged that in any terrain mode some double downshifts may be permitted when others are not.

(51) FIG. 7 represents the user configurable interface by which double downshifting is enabled or not enabled for each shift map of the transmission; 14 numerically identified shift maps are provided, and double downshifting is permitted for shift maps 1-8 only (flag=1). The number of shift maps may be more or less than that illustrated.

(52) Speed Gradient

(53) A double downshift may be inhibited if the rate of change of vehicle speed (deceleration) is not within a predetermined range. An indication of speed gradient can be obtained by recording transmission output shaft speed at successive time intervals, and using a mathematical differentiation technique. This condition ensures that deceleration is not too slow (indicating that double downshift is not required) nor too fast (indicating a potential malfunction), where enabled.

(54) In the example of FIG. 8, a negative and a positive acceleration is set for each of speed ratio 3-9 to define the desired range.

(55) Exit Condition

(56) After a double downshift it is necessary to inhibit an immediate upshift in case the shift map commands a single upshift on account of a normal control parameter of a shift map, such as road speed. An upshift may accordingly be prevented for a period of time and/or until vehicle speed has increased by a predetermined amount. These conditions may be indicative that a period of downshifting has ceased, and accordingly that upshifting should be permitted according to the normal shift points indicated by the shift map.

(57) The time delay may be less than 10 seconds, and typically about 6 seconds as illustrated in the example of FIG. 10. Vehicle road speed, as indicated by transmission output shaft speed, may be required to increase by a small amount in the range 2-10 mph, which may equate to approximately a 200 rpm increase in output shaft speed, as illustrated in the example of FIG. 9.

(58) The exit condition(s) may be set according to the ratio for which double downshift is permitted, and thus in the example the exit condition(s) after a double downshift from 5.sup.th may be different from the condition(s) after a double downshift from 8.sup.th.

(59) As noted above, the described example is directed to double downshifting, which may be sufficient in the majority of circumstances to deal with lag of the actual speed ratio from the ideal speed ratio, or to deal with a particular disturbance from the transmission.

(60) It will be understood that variations and modifications are possible within the scope of the appended claims.

(61) Certain aspects of the invention will be apparent from the numbered paragraphs that follow: 1. A method of downshifting in a multi-speed automatic transmission of a vehicle, the method comprising: commanding a multiple downshift if permitted by a pre-determined control condition. 2. A method according to aspect 1 where said multiple downshift is a double downshift. 3. A method according to aspect 1 and including the further step of inhibiting temporarily an upshift after said multiple downshift. 4. A method according to aspect 1 wherein said pre-determined control condition is selected from: accelerator pedal position being below a position threshold; vehicle deceleration exceeding a deceleration threshold; vehicle brakes being activated; and vehicle brake pressure being above a brake pressure threshold. 5. A method according to aspect 4 wherein two or more of said control conditions must be satisfied to permit a multiple downshift. 6. A method according to aspect 1 and comprising inhibiting a commanded multiple downshift if prevented by an inhibit condition, and allowing immediately an upshift. 7. A method according to aspect 6 wherein said inhibit condition is selected from: detection of a vehicle mode change; accelerator pedal position being above a position threshold; manual downshifting being commanded; road speed exceeding a road speed threshold; road gradient exceeding a gradient threshold; rate of change of vehicle speed is less than a low rate threshold; rate of change of vehicle speed is less than a high rate threshold, and lateral acceleration exceeding a lateral acceleration threshold. 8. A method according to aspect 7 wherein vehicle mode change is between one and another of: highway driving; sand driving; mud driving; snow driving; grass driving; gravel driving; and ice driving. 9. A method according to aspect 7 wherein vehicle mode change is between comfort mode and sport mode. 10. A method according to aspect 7 wherein said inhibit condition requires road speed to exceed said road speed threshold, and road gradient to exceed said road gradient threshold. 11. A method according to aspect 7 wherein said road gradient threshold comprises thresholds for positive and negative gradient. 12. A method according to aspect 11 wherein said positive threshold gradient is different to said negative threshold gradient. 13. A method according to aspect 1 wherein said transmission comprises five or more forward speed ratios, the method including the preliminary step of applying a mask to inhibit a multiple downshift from one or more of said speed ratios. 14. A method according to aspect 1 wherein said transmission comprises five or more forward speed ratios, the method including the preliminary step of applying a mask to allow a multiple downshift from one or more of said speed ratios. 15. A method according to aspect 1 incorporated within an electronic control unit of an automatic transmission of a vehicle. 16. A vehicle transmission having five or more individually selectable forward speed ratios, and an electronic control unit for determining automatic downshifting of said speed ratios, wherein said control unit is adapted to command a multiple downshift without engagement of an intermediate speed ratio 17. A vehicle incorporating the transmission of aspect 16.