Method for crankshaft torque modification during transmission shifts using multiple torque actuators and control system for same
View Patent ↗A method of controlling engine crankshaft torque on a vehicle requests crankshaft torque modification using multiple types of torque actuators prior to and during a single commanded shift, such as an upshift. Appropriate levels of torque modification for the request, as well as appropriate times to make determinations regarding actuator type and make crankshaft torque reduction requests are determined in light of timing of key events during the shift.
1. A method of controlling engine crankshaft torque on a vehicle comprising:
comparing a first threshold torque level to an estimated minimum crankshaft torque expected during a commanded shift of a transmission; wherein the first threshold torque level is the sum of: (A) a predetermined minimum crankshaft torque during the shift with torque reduction via a spark torque actuator; and (B) a first predetermined offset;
requesting crankshaft torque modification by an air torque actuator in addition to the spark torque actuator only if the estimated minimum torque expected during the commanded shift is less than the first threshold torque level;
comparing a second threshold torque level to torque requested during the commanded shift by a clutch control algorithm; and
requesting crankshaft torque modification by a fuel torque actuator in addition to the spark torque actuator only if torque requested during the commanded shift by the clutch control algorithm is less than the second threshold torque level; wherein the second threshold torque level is the predetermined minimum crankshaft torque during the shift with torque reduction via the spark torque actuator less a second predetermined offset.
2. The method of claim 1 , further including:
comparing time remaining prior to an estimated end of a torque phase of the commanded shift to a predetermined response time of the air torque actuator; and
wherein said requesting crankshaft torque modification by the air torque actuator in addition to the spark torque actuator occurs only if time remaining prior to the estimated end of the torque phase of the commanded shift is greater than the predetermined response time of the air torque actuator.
3. The method of claim 2 , wherein the predetermined response time is based on at least one of a target gear of the commanded shift, engine speed, and an expected crankshaft torque without torque modification.
4. The method of claim 1 , wherein the first predetermined offset is based on a target gear of the commanded shift, engine speed and an expected crankshaft torque without torque modification.
5. The method of claim 1 further comprising:
determining whether to enable use of the air torque actuator based on the commanded shift and a driver-selected operating mode; and
wherein said requesting the air torque actuator occurs only if use of the air torque actuator is enabled.
6. The method of claim 1 , wherein said requesting crankshaft torque modification by the air torque actuator includes requesting a target torque value that is a percentage of torque reduction requested during a commanded shift by the clutch control algorithm; and wherein the percentage is calibrated based on at least one of the target gear of the commanded shift, engine speed, and an expected crankshaft torque without torque modification.
7. The method of claim 1 , wherein said requesting crankshaft torque modification by the air torque actuator includes requesting an air torque value that varies according to different control states triggered by specific conditions as the commanded shift progresses.
8. The method of claim 1 , further including:
comparing time from an estimated end of a torque phase of the commanded shift to a predetermined time threshold; and
wherein said requesting crankshaft torque modification by the fuel torque actuator in addition to the spark torque actuator occurs only if time from the estimated end of the torque phase of the commanded shift is less than the predetermined time threshold.
9. The method of claim 1 , further comprising:
deactivating requested crankshaft torque modification by the fuel torque actuator if:
time since requesting crankshaft torque modification by the fuel actuator is greater than a predetermined maximum fuel cut activation time; or
an estimated time to an end of an inertia phase of the commanded shift is less than a predetermined lead time and time since requesting crankshaft torque modification by the fuel actuator is greater than a predetermined minimum fuel cut activation time; or
the torque requested during the commanded shift by the clutch control algorithm rises to a torque level greater than a third torque threshold level and time since requesting crankshaft torque modification by the fuel actuator is greater than the predetermined minimum fuel cut activation time; wherein the third torque control level is based on a target gear of the commanded shift, engine speed and an expected crankshaft torque without torque modification.
10. The method of claim 1 , wherein said requesting crankshaft torque modification by the fuel torque actuator in addition to the spark torque actuator occurs only if crankshaft torque modification by the fuel torque actuator has not already been requested during the commanded shift, remains active for at least a first predetermined period of time and for no more than a second predetermined period of time.
11. A control system for use with an engine and a transmission in a vehicle comprising:
at least one controller having a processor with a stored algorithm that:
compares a first threshold torque level to an estimated minimum crankshaft torque expected during a commanded shift between gear ratios of a transmission; wherein the first threshold torque level is the sum of: (A) a predetermined minimum crankshaft torque during the shift with torque reduction via a spark torque actuator; and (B) a first predetermined offset;
requests crankshaft torque modification by an air torque actuator in addition to the spark torque actuator only if the estimated minimum torque expected during the commanded shift is less than the first threshold torque level;
comparing a second threshold torque level to torque requested during the commanded shift by a clutch control algorithm;
requests crankshaft torque modification by a fuel torque actuator in addition to the spark torque actuator only if torque requested during the commanded shift by the clutch control algorithm is less than the second threshold torque level; wherein the second threshold torque level is the predetermined minimum crankshaft torque during the shift with torque reduction via the spark torque actuator less a second predetermined offset.
12. The control system of claim 11 , wherein said stored algorithm:
compares time remaining prior to an estimated end of a torque phase of the commanded shift to a predetermined response time of the air torque actuator; and
wherein crankshaft torque modification by the air torque actuator in addition to the spark torque actuator is requested only if time remaining prior to the estimated end of the torque phase of the commanded shift is greater than the predetermined response time of the air torque actuator.
13. The control system of claim 12 , wherein the predetermined response time is based on at least one of a target gear of the commanded shift, engine speed, and an expected crankshaft torque without torque modification; and wherein the first predetermined offset is based on the target gear of the commanded shift, the engine speed and an expected crankshaft torque without torque modification.
14. The control system of claim 11 , wherein said stored algorithm:
determines whether to enable use of the air torque actuator based on the commanded shift and a driver-selected operating mode; and
wherein the air torque actuator is requested only if use of the air torque actuator is enabled.
15. The control system of claim 11 , wherein said stored algorithm requests a target torque value that is a percentage of torque reduction requested during a commanded shift by a clutch control algorithm when crankshaft torque modification by use of the air torque actuator is requested; and wherein the percentage is calibrated based on at least one of the target gear of the commanded shift, engine speed, and crankshaft torque without torque modification.
16. The control system of claim 11 , wherein said stored algorithm requests an air torque value that varies according to different control states triggered by specific conditions as the commanded shift progresses.
17. The control system of claim 11 , wherein said stored algorithm compares time remaining prior to an estimated end of a torque phase of the commanded shift to a predetermined time threshold; and
wherein crankshaft torque modification by the fuel torque actuator in addition to the spark torque actuator is requested only if time remaining prior to the estimated end of the torque phase of the commanded shift is less than the predetermined time threshold.
18. The control system of claim 11 , wherein the stored algorithm deactivates requested crankshaft torque modification by the fuel torque actuator if:
time since requesting crankshaft torque modification by the fuel actuator is greater than a predetermined maximum fuel cut activation time; or
an estimated time to an end of an inertia phase of the commanded shift is less than a predetermined lead time and time since requesting crankshaft torque modification by the fuel actuator is greater than a predetermined minimum fuel cut activation time; or
the torque requested during the commanded shift by the clutch control algorithm rises to a torque level greater than a third torque threshold level and time since requesting crankshaft torque modification by the fuel actuator is greater than the predetermined minimum fuel cut activation time; wherein the third torque control level is based on a target gear of the commanded shift, engine speed and an expected crankshaft torque without torque modification.
19. The control system of claim 11 , wherein crankshaft torque modification by the fuel torque actuator in addition to the spark torque actuator is requested only if crankshaft torque modification by the fuel torque actuator has not already been requested during the commanded shift; and wherein crankshaft torque modification by the fuel torque actuator in addition to the spark torque actuator remains active for at least a first predetermined period of time and for no more than a second predetermined period of time.
20. A method of controlling engine crankshaft torque during a transmission shift in a vehicle comprising:
determining different crankshaft torque capacities associated with different respective engine torque actuators, including a spark torque actuator, an air torque actuator and a fuel torque actuator;
determining a torque actuation range over which to modify crankshaft torque during an oncoming shift of the transmission; and
requesting crankshaft torque modification during the commanded shift by use of at least one of the air torque actuator and the fuel torque actuator in addition to the spark torque actuator and based at least partially on:
the torque actuation range;
the crankshaft torque capacities;
time remaining prior to a predetermined occurrence during the shift; and
a comparison of: (A) torque requested during the commanded shift by a clutch control algorithm; with (B) a level of torque reduction based at least partially on predetermined minimum crankshaft torque during the shift with torque reduction via a spark torque actuator.