FIELD OF THE INVENTION

The present invention relates to transmission control, and more particularly to selecting a transmission ratio based on performance, drivability and fuel economy.

BACKGROUND OF THE INVENTION

Internal combustion engines produce drive torque that is transferred to a drivetrain. The drive torque is transferred through a transmission that multiplies the drive torque by a gear ratio. Transmissions generally include multiple gear ratios through which the drive torque is transferred. Automatic transmissions automatically shift between gear ratios based on driver input and vehicle operating conditions.

Traditional transmission control systems determine shift decisions based on vehicle speed and throttle. The shift strategy is developed based on vehicle performance, drivability and fuel economy based on anticipated driving conditions. The shift strategy also must account for engine sub-systems (e.g., variable valve timing (VVT)) and other features including, but not limited to, powertrain braking, GPS-based shifting and hybrid vehicle functions. As a result, traditional transmission control systems are more complex than desired and require significant time to calibrate.

SUMMARY OF THE INVENTION

Accordingly, the present invention provides a transmission control system for a vehicle. The transmission control system includes a driver input device that generates a driver input signal and a control module that receives the driver input signal. The control module determines an operating mode of a transmission based on the driver input signal and selects a gear ratio of the transmission based on the operating mode. The operating mode includes one of a maximum performance mode, a power mode and a fuel economy mode.

In other features, the operating mode is the maximum performance mode when the driver input signal exceeds a maximum performance threshold. The operating mode is the power mode when the driver input position value exceeds a power threshold and is below a maximum performance threshold.

In another feature, when in the maximum performance mode, the control module calculates a vehicle acceleration, determines whether the vehicle acceleration can be achieved in a lower gear and down-shifts the transmission to the lower gear when the vehicle acceleration can be achieved in the lower gear.

In other features, when in the maximum performance mode, the control module determines a target engine speed for a current gear ratio and up-shifts the transmission when the engine speed approaches the target engine speed. The control module predicts a future engine speed and up-shifts the transmission when the future engine speed is equal to the target engine speed. The target engine speed is a redline speed of an engine that drives said transmission.

In another feature, when in the power mode, the control module determines a current engine speed and up-shifts the transmission when the current engine speed exceeds an up-shift threshold. The control module predicts a future engine speed for a lower gear ratio and down-shifts the transmission when the future engine speed is below a down-shift threshold.

In other features, when in the fuel economy mode, the control module determines an acceleration reserve for a current gear ratio and shifts the transmission based on the acceleration reserve. The acceleration reserve is determined as a difference between a maximum acceleration achievable in the current gear ratio and a driver requested acceleration.

In still other features, the control module determines a driver torque request based on said driver input signal and determines the operating mode based on the driver torque request. The operating mode includes one of a maximum performance mode, a power mode, a coast mode and a fuel economy mode.

In other features, the operating mode is the coast mode when the driver torque request is below a coast threshold. When in the coast mode, the control module predicts a first transmission input speed based on a down-shift and predicts a second transmission input speed based on an up-shift. The control module down-shifts the transmission when the first transmission input speed is larger than the engine speed and up-shifts the transmission when the second transmission input speed is less than the engine speed.

In yet another feature, the fuel economy mode is a default mode when not operating the transmission in one of the maximum performance mode, the power mode and the coast mode.

Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:

FIG. 1 is a schematic illustration of an exemplary vehicle that is operated based on the transmission control system according to the present invention;

FIG. 2 is a flowchart illustrating steps performed by the transmission control system of the present invention to determine an operating mode of a transmission;

FIG. 3 is a flowchart illustrating steps performed by the transmission control system when operating the transmission in a maximum performance mode;

FIG. 4 is a flowchart illustrating steps performed by the transmission control system when operating the transmission in a power mode;

FIG. 5 is a flowchart illustrating steps performed by the transmission control system when operating the transmission in a coast mode; and

FIG. 6 is a flowchart illustrating steps performed by the transmission control system when operating the transmission in a fuel economy mode.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

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, a vehicle 10 includes an engine 12 that combusts an air and fuel mixture to produce drive torque. Air is drawn into the engine through a throttle 13. The drive torque is transferred through a torque converter 14 and a transmission 16 to drive a driveline 18. The transmission 16 is preferably an automatic transmission that transfers the drive torque through one of a plurality of gear ratios (e.g., 3-speed, 4-speed, 5-speed, 6-speed and the like). The gear ratio is determined based on the transmission control system of the present invention.

A control module 34 operates the transmission 16 based on the transmission control of the present invention. An accelerator pedal 26 is provided and enables a driver to indicate a desired engine torque output. More specifically, a position sensor 28 is responsive to a position of the accelerator pedal 26. The position sensor 28 generates a position signal that indicates the desired engine torque output. The control module 34 receives the position signal from the accelerator pedal position sensor 28 and processes the signal to determine an operating mode of the transmission 16. The operating modes include a maximum performance (MP) mode, a power (P) mode, a coast (C) mode and a fuel economy (FE) mode. The control module 34 generates shift signals (i.e., up-shift, down-shift) based on the particular operating mode, as explained in further detail below. Although the present description describes the maximum performance, power, coast and fuel economy modes in detail, it is appreciated that the transmission control system of the present invention can be expanded to include other operating modes including, but not limited to, a tap-up/tap-down mode and a driver shift selection mode.

The particular mode is determined based on the accelerator pedal position (P_PEDAL). More specifically, the transmission 16 is operated in the maximum performance mode when P_PEDALexceeds a threshold (P_MPMTHR). The transmission 16 is operated in the power mode when P_PEDALexceeds a threshold (P_PMTHR) and is below P_MPMTHR. The control module 34 determines the desired engine torque output (T_DES) based on P_PEDAL. The transmission 16 is operated in the coast mode when T_DESis below a torque threshold (T_CMTHR). The transmission 16 is operated in the fuel economy mode when no other mode is selected. In this manner, the fuel economy mode is the default operating mode.

The maximum performance mode is selected during wide-open throttle (WOT) maneuvers. In the maximum performance mode, shifts are based on engine speed (N). More specifically, up-shifts occur at the engine speed limit or red-line to realize maximum tractive energy over time. The control module 34 determines a target engine speed (N_TARGET) for the current gear ratio. As the vehicle accelerates, the control module 34 predicts the engine speed for the next time step. The control module 34 initiates an up-shift when the predicted engine speed is equal to N_TARGET. In this manner, N achieves N_TARGETat the time the up-shift occurs. For down-shifts, the control module 34 calculates the current vehicle acceleration (a_VEH) and initiates a down-shift if a_VEHcan be achieved using the next lowest gear ratio.

The power mode is selected when the driver commands high power, but the accelerator pedal is not fully depressed. The engine can not deliver much more power when its manifold absolute pressure (MAP) approaches atmospheric pressure at a given RPM, even though the throttle is not fully open. In such situations, the engine power can only be regulated through RPM or a gear shift. A driver expects the desired engine power reflected by the engine speed to be proportional to the accelerator pedal position.

In the power mode, the current engine speed (N) and a predicted engine speed after a down-shift (N_PRED) are used to determine whether an up-shift or a down-shift are desired. N_PREDis calculated from a model of the engine system including torque converter characteristics. If N is above an up-shift threshold (N_U/STHR), an up-shift occurs. If N_PREDis below a down-shift threshold (N_D/STHR), a down-shift occurs. N_U/STHRand N_D/STHRare determined based on pedal positions and gear ratio (e.g., calculated or using a look-up table). N_U/STHRis shift dependent to account for the fact that the engine needs to be at a higher RPM to provide more power at high speeds and driver perception of power is biased by the vehicle noise at high speeds. Because N_PREDaccounts for engine torque and torque converter characteristics, engine or torque converter changes can be made without impacting the transmission operation in the power mode. An additional benefit is the ability to maintain engine performance characteristics without calibration changes for changes in transmission ratio, including sprocket and final drive ratios, tire rolling radius and torque converters.

When the T_DESis below T_CMTHR(e.g., driver is requesting zero or negative tractive torque), the transmission 16 is operated in the coast mode. In the coast mode, the vehicle coast performance and driveability are the major gear ratio selection criteria. If the transmission 16 has powertrain braking capability, powertrain braking control can be implemented. An exemplary powertrain braking control is described in detail in commonly assigned U.S. Pat. No. 6,625,535, entitled Adaptive Powertrain Braking Control with Grade, Mass and Brake Temperature and issued on Sep. 23, 2003, the disclosure of which is expressly incorporated herein by reference. If powertrain braking control is not implemented, the coast mode matches the transmission input speed (W_INP) to the engine idle speed (N_IDLE). More specifically, the control module predicts the transmission input speeds for an up-shift (W_INPU/S) and a down-shift (W_INPD/S). The prediction accounts for shift time and vehicle acceleration.

When multiple gear ratios are capable of delivering the driver commanded performance and no other mode has been selected, the transmission 16 is operated in the fuel economy mode. An acceleration reserve (a_RES) is the additional vehicle acceleration, beyond what is commanded by the driver, that the powertrain is capable of delivering without a gear shift. a_RESis determined as the difference between the maximum acceleration (a_MAX) for the current gear ratio and a driver requested acceleration (a_REQ). a_RESis compared to an up-shift threshold (a_RESU/STHR) and a down-shift threshold (a_RESD/STHR) to determine whether an up-shift or a down-shift is to occur. a_RESU/STHRand a_RESD/STHRare determined from a look-up table based on vehicle speed and accelerator pedal position. When multiple gear ratios meet a_RESU/STHR, the gear that consumes the least amount of fuel will be selected. However, if the current a_RESis less than a_RESD/STHR, the gear that consumes the least amount of fuel and that would yield an a_RESthat is closest to zero will be selected.

Exiting a particular operating mode is determined based on the accelerator pedal position signal and T_DES. More specifically, when in a particular operating mode that is based on accelerator pedal position (i.e., maximum performance mode and power mode), exiting that mode can be achieved by the accelerator pedal position going below the entrance threshold (i.e., P_MPMTHRand P_PMTHR) or going below an exit threshold that is generally lower than the entrance threshold. Similarly, when in a particular operating mode that is based on T_DES(i.e., coast mode), exiting that mode can be achieved by T_DESgoing below the entrance threshold (i.e., T_CMTHR) or going below an exit threshold that is generally lower than the entrance threshold. Alternatively, exiting the particular operating mode can be achieved by the corresponding signal (i.e., accelerator pedal position or T_DES) remaining below a corresponding threshold for a predetermined period of time. In this manner, the transmission control system does not repeatedly switch in and out of operating modes. The transmission control system exits the fuel economy mode upon entering any one of the other modes.

Referring now to FIG. 2, the mode selection steps performed by the transmission control system will be described in detail. In step 200, control determines P_PEDALand T_DES. In step 202, control determines whether P_PEDALis greater than P_MPMTHR. If P_PEDALis greater than P_MPMTHR, control continues in step 204. If P_PEDALis not greater than P_MPMTHR, control continues in step 206. In step 206, control determines whether P_PEDALis greater than P_PMTHR. If P_PEDALis greater than P_PMTHR, control continues in step 208. If P_PEDALis not greater than P_PMTHR, control continues in step 210. In step 210, control determines whether T_DESis less than T_CMTHR. If T_DESis less than T_CMTHR, control continues in step 212. If T_DESis not less than T_CMTHR, control operates the transmission 16 in the fuel economy mode in step 214 and loops back to step 200.

In step 204, control operates the transmission 16 in the maximum performance mode. Control determines whether to exit the maximum performance mode in step 216. If control does not exit the maximum performance mode, control loops back to step 204. If control does exit the maximum performance mode, control loops back to step 200. In step 208, control operates the transmission 16 in the power mode. Control determines whether to exit the power mode in step 218. If control does not exit the power mode, control loops back to step 208. If control does exit the power mode, control loops back to step 200. In step 212, control operates the transmission 16 in the coast mode. Control determines whether to exit the coast mode in step 220. If control does not exit the coast mode, control loops back to step 212. If control does exit the power mode, control loops back to step 200.

Referring now to FIG. 3, operation of the transmission 16 in the maximum performance mode will be described in detail. In step 300, control sets an interval counter (i) equal to 0. In step 302, control calculates a_VEH. Control determines N_TARGETfor the current gear ratio in step 304. In step 306, control determines whether a_VEHcan be achieved in the next lower gear ratio. If a_VEHcan be achieved in the next lower gear ratio, control down-shifts the transmission 16 in step 308. If a_VEHcan not be achieved in the next lower gear ratio, control continues in step 310.

In step 310, control calculates a future engine speed (N_i+1) for the next time interval. Control determines whether N_i+1is equal to N_TARGETin step 312. If N_i+1is not equal to N_TARGET, control increments i by 1 in step 312 and loops back to step 302. If N_i+1is equal to N_TARGET, control up-shifts the transmission 16 in step 314. In step 316, control determines whether to exit the maximum performance mode. If control determines to exit the maximum performance mode, control ends. If control does not determine to exit the maximum performance mode, control loops back to step 302.

Referring now to FIG. 4, operation of the transmission 16 in the power mode will be described in detail. In step 400 control determines the engine speed (N). In step 402, control calculates N_PRED. Control determines whether N is greater than N_U/STHRin step 404. If N is greater than N_U/STHR, control up-shifts that transmission 16 in step 406. If N is not greater than N_U/STHR, control determines whether N_PREDis greater than N_D/STHRin step 408. If N_PREDis not greater than N_D/STHR, control down-shifts that transmission 16 in step 410. If N is greater than N_D/STHR, control continues in step 412. In step 412, control determines whether to exit the power mode. If control determines to exit the power mode, control ends. If control does not determine to exit the power mode, control loops back to step 400.

Referring now to FIG. 5, operation of the transmission 16 in the coast mode will be described in detail. In step 500, control determines the current engine speed (N). In step 502, control calculates W_INPD/Sand W_INPU/S. Control determines whether powertrain braking is desired in step 504. If powertrain braking is desired, control shifts the transmission 16 based on the powertrain braking control in step 506. If powertrain braking is not desired, control continues in step 508.

In step 508, control determines whether W_INPD/Swould be greater than N if a down-shift occurred. If W_INPD/Swould be greater than N, control down-shifts the transmission 16 in step 510. If W_INPD/Swould not be greater than N, control determines whether W_INPU/Swould be less than N if an up-shift occurred in step 512. If W_INPU/Swould be less than N, control up-shifts the transmission 16 in step 514. If W_INPU/Swould not be less than N, control continues in step 516. In step 516, control determines whether to exit the coast mode. If control determines to exit the coast mode, control ends. If control does not determine to exit the coast mode, control loops back to step 500.

Referring now to FIG. 6, operation of the transmission 16 in the fuel economy mode will be described in detail. In step 600, control determines a_REQbased on the driver input and a_MAXbased on the current gear ratio. In step 602, control calculates a_RES. Control determines whether a_RESis greater than a_RESU/STHRin step 604. If a_RESis greater than a_RESU/STHR, control up-shifts the transmission 16 in step 606. As discussed in detail above, if multiple up-shift gears meet a_RESU/STHR, the gear that consumes the least amount of fuel will be selected. If a_RESis not greater than a_RESU/STHR, control determines whether a_RESis greater than a_RESD/STHRin step 608. If a_RESis greater than a_RESD/STHR, control down-shifts the transmission 16 in step 610. If a_RESis not greater than a_RESU/STHR, control selects a gear that consumes the least amount of fuel and that would yield an a_RESclosest to zero in step 611. In step 612, control determines whether to exit the fuel economy mode. If control determines to exit the fuel economy mode, control ends. If control does not determine to exit the fuel economy mode, control loops back to step 600.

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.