Coordinated Control of Transmission and Accessories

Abstract

A powertrain includes an engine, a transmission, and one or more accessories, such as an alternator or an air conditioning compressor, all operating based on commands from a controller. The controller is programmed to coordinate commands to the transmission with commands to the accessories to mitigate the impacts of transmission state changes. The accessory drive torque may be adjusted to compensate for the torque required to change the speed of a transmission internal shaft. The accessory effective inertia may be adjusted to maintain a powertrain natural frequency so that active damping can be maintained throughout a transmission state change event.

Claims

1. A vehicle comprising: an engine driven accessory having a controllable accessory drive torque; a transmission having first and second gear states having an identical speed ratio between an input shaft and an output shaft wherein a speed ratio between the input shaft and an internal shaft differs between the gear states; and a controller programmed to command the transmission to change from the first to the second gear state and command a change in the accessory drive torque such that a torque required to change a speed of the internal shaft is offset.

2. The vehicle of claim 1 wherein the controller is further programmed to command a change in the accessory drive torque in preparation for commanding the transmission to change from the first to the second gear state.

3. The vehicle of claim 1 wherein the engine driven accessory is an alternator.

4. The vehicle of claim 1 wherein the engine driven accessory is a variable displacement pump.

5. The vehicle of claim 4 wherein the variable displacement pump is an air conditioning compressor.

6. The vehicle of claim 1 wherein the transmission is a dual clutch transmission.

7. The vehicle of claim 6 wherein the transmission is commanded to change from the first gear state to the second gear state by changing the state of a synchronizer.

8. The vehicle of claim 6 wherein the transmission is commanded to change from the first gear state to the second gear state by changing the state of a friction clutch.

9. A vehicle comprising: an engine driven accessory having a variable effective accessory inertia; a transmission having first and second gear states having identical transmission speed ratios and different transmission inertias; and a controller programmed to command the transmission to change from the first to the second gear state and command a change in the accessory inertia such that a powertrain natural frequency remains substantially constant.

10. The vehicle of claim 9 wherein the controller is further programmed to command a change in the accessory inertia in preparation for commanding the transmission to change from the first to the second gear state.

11. The vehicle of claim 9 wherein the controller is further programmed to actively dampen a vibration throughout the change from the first to the second gear state.

12. The vehicle of claim 11 wherein the controller dampens the vibration by controlling a torque capacity of a slipping clutch.

13. The vehicle of claim 9 wherein the engine driven accessory is a variable displacement pump.

14. The vehicle of claim 13 wherein the variable displacement pump is an air conditioning compressor.

15. A vehicle comprising: a variable displacement air conditioning compressor; a dual clutch transmission; and a controller configured to command the transmission to change a pre-select state and command an offsetting change in the air conditioning compressor displacement.

16. The vehicle of claim 15 wherein the change in the air conditioning compressor displacement offsets a torque required to change a rotational speed of a component during the change in the pre-select state to maintain a substantially constant output torque.

17. The vehicle of claim 15 wherein the change in the air conditioning compressor displacement offsets an inertia change associated with the change in the pre-select state to maintain a substantially constant powertrain natural frequency.

18. The vehicle of claim 17 wherein the controller is further programmed to actively dampen a vibration throughout the change of the pre-select state.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0011] FIG. 1 is a schematic diagram of a vehicle powertrain.

[0012] FIG. 2 is a schematic diagram of a dual clutch transmission gearing arrangement.

[0013] FIG. 3 is a graph illustrating the variation of alternator field current to compensate for a pre-select state change in the dual clutch transmission of FIG. 2.

[0014] FIG. 4 is a flow chart of a method to adjust alternator field current and AC compressor displacement to mitigate transmission state changes.

DETAILED DESCRIPTION

[0015] As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may 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.

[0016] Referring to the transmission schematic of FIG. 2, the transmission is prepared for launch in a forward direction by sliding coupler 58 to couple gear 52 to shaft 36, thus pre-selecting 1st gear. Then, to start the vehicle moving, the torque capacity of clutch 42 is gradually increased. Couplers 68, 78, and 84 and clutch 46 may be disengaged during this process. Shaft 48 and gears 70, 72. 74, 76, 80, and 82 all tend to remain stationary during this process because they have inertia and no torque acts upon them. In order to prepare for a shift into 2nd gear, gear 70 must be coupled to shaft 40 by sliding coupler 78. Coupler 78 may be a synchronizer device that includes a blocker ring. The blocker ring rotates with shaft 40. A sleeve exerts axial force on inclined surfaces of the blocker ring to push the blocker ring toward gear 70. The blocker ring, in turn, transmits the axial force to gear 70 through a friction surface. This axial force results in a frictional torque tending to accelerate gear 70 toward the same speed as shaft 40 and the blocker ring. The torque on the blocker ring is transmitted back to the sleeve through the inclined surface, which resist the axial force. The angle of the inclined surfaces is set such that the increasing the axial force increases the resisting force to prevent further axial movement of the sleeve. When gear 70 reaches the same speed as shaft 40, the torque suddenly drops. This drop in torque, in term, reduces the resisting force such that the sleeve can move further and engage dog teeth to positively couple gear 70 to shaft 40.

[0017] Of course, for gear 70 to accelerate to the speed of shaft 40, many other components must also accelerate. Since gear 70 meshes with gear 74 and 82, they must accelerate in proportion. Since the gear 74 is fixedly coupled to hollow shaft 48, shaft 48 and all components that are fixedly coupled to it, including the disk of clutch 46, must accelerate. Accelerating these components requires torque. Some of the power transmitted to ring gear 32 through the 1st gear power flow path must be diverted to shaft 40 to accelerate the components as opposed to being transmitted to the differential to propel the vehicle. If the power from the engine is constant, the torque transmitted to the vehicle wheels decreases suddenly when the pre-select operation starts and then increases suddenly when the pre-select event ends. These changes in propulsive torque may be noticeable by vehicle occupants, who may find them annoying.

[0018] In some circumstances, it may be possible to accelerate the necessary components for a pre-selection event using the friction clutch. In the circumstance described above, for example, the clutch disk of clutch 46 must accelerate from near zero speed to a speed less than the speed of the clutch housing. Therefore, clutch 46 may be used to accelerate these components in the correct direction. (In some circumstances, the friction clutch would not accelerate the components in the desired direction.) Unlike a synchronizer with a blocker ring, there is no passive mechanism to stop the acceleration when the components reach the synchronized speed. Therefore, the clutch torque capacity must be actively controlled based on speed measurement feedback. Using one of the friction clutches 42 and 46 in this way is called a Clutch Before Synchronization (CBS) event. CBS events, like synchronization events using a synchronizer, may result in sudden changes in propulsive torque at the wheels which can annoy vehicle occupants.

[0019] To mitigate these output torque variations, the input torque may be varied to compensate for the power diverted to overcome component inertia. However, internal combustion engine 12 may not be capable of changing its torque output sufficiently rapidly to compensate for these events. Some accessories, such as alternator 24 and/or AC compressor 26 may be capable of rapidly changing the load they impose on engine 12. If the load imposed by an accessory is reduced as the pre-select event starts and then increased as the pre-select events ends, the output torque remains nearly constant. For some pre-select events, components must slow down as opposed to speeding up. For these events, the accessory load would be increased as the pre-select event begins and decreased as the pre-select event ends.

[0020] Variation of alternator load to mitigate a pre-select torque disturbance is illustrated in FIG. 3. An alternator is typically controlled by setting a field current to achieve a nominal bus voltage as shown at 90. The load can be decreased by commanding a lower field current 92 between the time the pre-select event begins at 94 and the time the pre-select events at 96. To avoid excessive variation in bus voltage, a capacitor may be added to the bus to stabilize the voltage. To further reduce the variation the controller may prepare for the pre-select event by gradually increasing the field current before the pre-select event at 98 and gradually reducing the field current after the event at 100 such that the average field current is equal to the current required for the nominal bus voltage. Since the variations in torque at 98 and 100 are gradual, vehicle occupants are unlikely to notice.

[0021] The load imposed by an AC compressor is dependent upon the displacement of the compressor. When an AC compressor has a variable displacement, the controller can command the displacement in a similar fashion to that illustrated in FIG. 3 for field current of an alternator. Varying the displacement of an AC compressor, or other variable displacement engine driven pump, may provide a greater range of load adjustment than varying the field current of an alternator. The air temperature change due to a short-term adjustment in AC compressor displacement will not be noticeable to vehicle occupants.

[0022] The natural frequency of a powertrain system changes depending upon the state of engagement of clutches and couplers. The system may have one natural frequency when a particular clutch is fully released, a second natural frequency when the clutch is slipping, and a third natural frequency when the clutch is fully engaged. Similarly, the natural frequency may change when a coupler is engaged or released during a pre-selection event. Any sudden change of shaft torque may start an oscillation at a powertrain natural frequency. One technique used to mitigate powertrain oscillations is active damping. A controller measures an oscillating speed or torque and commands an actuator to exert an oscillating torque at the same frequency with a phase difference such that the commanded torque reduces the oscillation. The actuator may be, for example, a slipping clutch or an alternator field current. One limitation of this active damping technique is that the frequency of the oscillation must be constant. If the natural frequency of the powertrain changes abruptly, the active damping must be suspended until the controller can re-adjust to the new frequency.

[0023] In some instances, the change in natural frequency may be avoided by commanding a compensating change in the displacement of the AC compressor or other engine driven variable displacement pump. Since the fluid being pumped has mass, there is an equivalent rotational moment of inertia at the pump. The equivalent rotational moment of inertia is proportional to the pump displacement per revolution. Varying the pump displacement, therefore, varies the system natural frequency. In some cases, the controller may be able to compute a change in the pump displacement that impacts the natural frequency by the same amount as the change in pre-select state, but in the opposite direction. By commanding the displacement to change by this amount at the same time that the pre-select state change occurs, the natural frequency remains constant and active damping can continue uninterrupted throughout the event.

[0024] FIG. 4 is a flow chart illustrating a process that uses a combination of AC compressor displacement change and alternator field current change to avoid sudden changes in powertrain natural frequency and output torque. Various aspects of this method may be used in isolation without implementing all aspects. The process begins when a pre-select event is scheduled. At 110, the controller calculates the amount that the AC compressor displacement must be changed in order to maintain a constant natural frequency. This may include an amount that it must be changed at the beginning of the pre-select event and the amount that it must be changed at the end of the pre-select event. The amounts for various pre-select events may be computed or measured in advance such that these amounts may be calculated by the controller at 110 using a table look-up. At 112, the controller calculates the amount that the field current must be changed at the beginning of the pre-select event and at the end of the pre-select event in order to maintain a constant output torque. The amount includes compensation for the torque that is diverted to overcoming inertia and also the amount that compensates for the AC displacement changes calculated at 110. At 114, active damping control using a slipping clutch is initiated if it was not already occurring. Active damping control continues throughout the remaining steps. At 116 and 118, the controller may command a gradual change in AC compressor displacement and field current in preparation for the changes calculated at 110 and 112 respectively. For example, if the AC compressor torque is to be reduced to maintain the natural frequency, it may be gradually increased at 116 to make room for the reduction. Because the changes are gradual, the vehicle occupants do not notice and active damping control may continue. When the pre-select event actually begins, via coupler actuation, coupler release, or a CBS event, the changes calculated at 110 and 112 are executed at 120 and 122 respectively. When the event completes, do to coupler engagement, disengagement, or completion of the CBS event, the commands are changed at 124 and 126 by the second amounts calculated at 110 and 112 respectively. Then, at 128 and 130, the AC compressor command and the field current command are gradually returned to their nominal values.

[0025] While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention.