Abstract: A clutch-to-clutch transmission monitoring system for an automobile vehicle includes a control software generating a control signal. A monitor is in communication with the control software. A pre-compute monitor is in communication with the control software. The pre-compute monitor also receives the input data and outputs an operating threshold signal to the control software. The operating threshold signal defines allowed operating bounds for at least one component in communication with the monitor. A post-compute monitor is in communication with both the control software and the pre-compute monitor. The post-compute monitor receives both the control signal and the operating threshold signal. The post-compute monitor compares the control signal to the operating threshold signal to identify if the control signal violates the allowed operating bounds defined by the pre-compute monitor.

Abstract: A clutch-to-clutch transmission monitoring system for an automobile vehicle includes a control software generating a control signal. A monitor is in communication with the control software. A pre-compute monitor is in communication with the control software. The pre-compute monitor also receives the input data and outputs an operating threshold signal to the control software. The operating threshold signal defines allowed operating bounds for at least one component in communication with the monitor. A post-compute monitor is in communication with both the control software and the pre-compute monitor. The post-compute monitor receives both the control signal and the operating threshold signal. The post-compute monitor compares the control signal to the operating threshold signal to identify if the control signal violates the allowed operating bounds defined by the pre-compute monitor.

Abstract: A vehicle includes a prime mover, a transmission having an electronic transmission range selection (ETRS) system, a user interface device that generates an electric range selection (ERS) signal in response to a selected operating range, and a controller. The controller processes the ERS signal and determines the operating range and executes a remedial control action when the incorrect powerflow is detected. The remedial action may include interrupting powerflow. A control apparatus includes the user interface device and controller. A method includes determining if a powerflow fault condition is present, including comparing clutches commanded on against a calibrated list of clutches not permitted to be on, and one or both of comparing a measured speed ratio to an expected speed ratio and comparing actual switch states of mode valves to states commanded by the ETRS system. The method includes executing the remedial control action when the incorrect powerflow is detected.

Abstract: A vehicle includes a prime mover, transmission, drive axle, and controller. The controller identifies clutches involved in establishing or maintaining a requested gear state, and detects an impending fault condition of the transmission. The controller also executes a pre-remedial control action in response to the impending fault condition, and places the transmission in a hydraulic default mode when the remedial control action does not clear the fault condition after a calibrated duration. A system includes the transmission and controller. A method for providing pre-remedial control of a transmission includes identifying clutches of the transmission that are involved in establishing or maintaining a requested gear state, and detecting an impending fault condition. The method further includes executing a pre-remedial control action in response to the impending fault condition and placing the transmission in a hydraulic default mode if the remedial control action does not clear the fault condition.

Abstract: A propulsion system controller for a vehicle that includes a prime mover operable for generating an input torque on an input shaft, and a transmission connected to the prime mover that is configured to receive the input torque from the input shaft and produce an output torque on an output shaft. The controller is programmed to generate a torque phase ratio, rationalize the generated torque phase ratio, and submit a torque request to the prime mover that is based upon a desired output torque divided by the rationalized torque phase ratio.

Abstract: A propulsion system controller for a vehicle that includes a prime mover operable for generating an input torque on an input shaft, and a transmission connected to the prime mover that is configured to receive the input torque from the input shaft and produce an output torque on an output shaft. The controller is programmed to generate a torque phase ratio, rationalize the generated torque phase ratio, and submit a torque request to the prime mover that is based upon a desired output torque divided by the rationalized torque phase ratio.

Abstract: A vehicle includes a prime mover, a transmission having an electronic transmission range selection (ETRS) system, a user interface device that generates an electric range selection (ERS) signal in response to a selected operating range, and a controller. The controller processes the ERS signal and determines the operating range and executes a remedial control action when the incorrect powerflow is detected. The remedial action may include interrupting powerflow. A control apparatus includes the user interface device and controller. A method includes determining if a powerflow fault condition is present, including comparing clutches commanded on against a calibrated list of clutches not permitted to be on, and one or both of comparing a measured speed ratio to an expected speed ratio and comparing actual switch states of mode valves to states commanded by the ETRS system. The method includes executing the remedial control action when the incorrect powerflow is detected.

Abstract: A vehicle includes a prime mover, transmission, drive axle, and controller. The controller identifies clutches involved in establishing or maintaining a requested gear state, and detects an impending fault condition of the transmission. The controller also executes a pre-remedial control action in response to the impending fault condition, and places the transmission in a hydraulic default mode when the remedial control action does not clear the fault condition after a calibrated duration. A system includes the transmission and controller. A method for providing pre-remedial control of a transmission includes identifying clutches of the transmission that are involved in establishing or maintaining a requested gear state, and detecting an impending fault condition. The method further includes executing a pre-remedial control action in response to the impending fault condition and placing the transmission in a hydraulic default mode if the remedial control action does not clear the fault condition.

Abstract: A method of regulating a clutch assembly that has a set of clutch plates and a clutch piston with a fluid seal in an automatic transmission that includes a hydraulic circuit is disclosed. The method includes commanding the hydraulic circuit via the controller to apply a first hydraulic force to the clutch piston to displace the clutch piston relative to the set of clutch plates in order to affect a shift between speed-ratios in the transmission. The method also includes determining a drag force of the fluid seal. The method also includes determining a velocity of the displaced clutch piston that results from the drag force of the fluid seal acting counter to the displacement of the clutch piston. The method additionally includes regulating the clutch assembly to compensate for the determined drag force of the fluid seal acting counter to the displacement of the clutch piston.

Abstract: A method of regulating a clutch assembly that has a set of clutch plates and a clutch piston with a fluid seal in an automatic transmission that includes a hydraulic circuit is disclosed. The method includes commanding the hydraulic circuit via the controller to apply a first hydraulic force to the clutch piston to displace the clutch piston relative to the set of clutch plates in order to affect a shift between speed-ratios in the transmission. The method also includes determining a drag force of the fluid seal. The method also includes determining a velocity of the displaced clutch piston that results from the drag force of the fluid seal acting counter to the displacement of the clutch piston. The method additionally includes regulating the clutch assembly to compensate for the determined drag force of the fluid seal acting counter to the displacement of the clutch piston.

Abstract: A vehicle includes a prime mover, transmission, and controller. The transmission, e.g., a DCT or 8-speed automatic transmission, includes an input member, an output member, gear sets, and a plurality of clutches. The controller monitors the transmission for a threshold tie-up condition via a method, which includes processing clutch control input signals and a gearbox status signal to identify the clutches involved in a present operating mode of the transmission, e.g., a shift, neutral, or fixed gear. The controller determines the torque capacity of each involved clutch, compares the determined clutch torque capacities to respective calibrated clutch torque capacities, and executes a control action in response to a threshold tie-up condition. The threshold tie-up condition is present when the determined clutch torque capacities exceed the calibrated clutch torque capacity for at least one of the involved clutches for longer than a calibrated duration.

Abstract: A vehicle includes a prime mover, transmission, and controller. The transmission, e.g., a DCT or 8-speed automatic transmission, includes an input member, an output member, gear sets, and a plurality of clutches. The controller monitors the transmission for a threshold tie-up condition via a method, which includes processing clutch control input signals and a gearbox status signal to identify the clutches involved in a present operating mode of the transmission, e.g., a shift, neutral, or fixed gear. The controller determines the torque capacity of each involved clutch, compares the determined clutch torque capacities to respective calibrated clutch torque capacities, and executes a control action in response to a threshold tie-up condition. The threshold tie-up condition is present when the determined clutch torque capacities exceed the calibrated clutch torque capacity for at least one of the involved clutches for longer than a calibrated duration.

Abstract: A vehicle includes an engine having a crankshaft which rotates at an engine speed, a transmission having a rotatable input member, a transmission control module (TC), and an engine control module (ECM) in communication with the TCM. The TCM is programmed to execute a transmission-to-engine speed monitoring and control method which includes transmitting an engine speed request to the ECM which requests a positive increase in the engine speed, and terminating the request when the request is active for more than a first calibrated timeout duration. The TCM also terminates the request when the request is active for more than a second calibrated duration that is less than the first calibrated duration, the transmission is not in neutral, and both a shift of the transmission and an acceleration of the input member are not active.

Abstract: A vehicle includes an engine having a crankshaft which rotates at an engine speed, a transmission having a rotatable input member, a transmission control module (TC), and an engine control module (ECM) in communication with the TCM. The TCM is programmed to execute a transmission-to-engine speed monitoring and control method which includes transmitting an engine speed request to the ECM which requests a positive increase in the engine speed, and terminating the request when the request is active for more than a first calibrated timeout duration. The TCM also terminates the request when the request is active for more than a second calibrated duration that is less than the first calibrated duration, the transmission is not in neutral, and both a shift of the transmission and an acceleration of the input member are not active.