Title of Invention	CONTROL SYSTEM FOR ELECTRONIC RANGE SELECTION IN A DUAL CLUTCH TRANSMISSION
Abstract	The present invention provides a system for shifting or controlling a dual clutch transmission where the transmission may operate in at least a first mode of operation and a second mode of operation. The system includes a controller and a plurality of solenoids in fluid communication with a valve assembly, Selective activation of the solenoids by the controller engages the valve assembly to provide the first mode and the second mode of operation.

Title of Invention

CONTROL SYSTEM FOR ELECTRONIC RANGE SELECTION IN A DUAL CLUTCH TRANSMISSION

Abstract

The present invention provides a system for shifting or controlling a dual clutch transmission where the transmission may operate in at least a first mode of operation and a second mode of operation. The system includes a controller and a plurality of solenoids in fluid communication with a valve assembly, Selective activation of the solenoids by the controller engages the valve assembly to provide the first mode and the second mode of operation.

Full Text	CONTROL SYSTEM FOR ELECTRONIC RANGE SELECTION IN A DUAL CLUTCH TRANSMISSION CROSS-REFERENCE TO RELATED APPLICATIONS [0001] This application claims the benefit of U.S. Provisional Application No. 60/893,882, filed on March 8, 2007. The disclosure of the above application is incorporated herein by reference. FIELD [0002] The invention relates generally to a control system in a transmission, and more particularly to a control system for electronic transmission range selection in a dual clutch transmission. BACKGROUND [0003] The statements in this section merely provide background information related to the present disclosure and may or may not constitute prior art. [0004] A typical multi-speed, dual clutch transmission uses a combination of two friction clutches and several dog clutch/synchronizers to achieve a plurality of forward and reverse gear or speed ratios, a Neutral, and a Park. Selection of speed ratios is typically accomplished by engaging a shift lever or other driver interface device that is connected by a shifting cable or other mechanical connection to the transmission. Alternatively, the selection of speed ratios may be controlled by an electronic transmission range selection (ETRS) system, also known as a "shift by wire" system. In an ETRS system, selection of speed ratios is accomplished through electronic signals communicated between the driver interface device and the transmission. The ETRS system reduces mechanical components, increases instrument panel space, enhances styling options, and eliminates the possibility of shifter cable misalignment with the transmission range selection levers. Accordingly, there is room in the art for a hydraulic control system having an internal ETRS system to control out-of-Park and return to Park functions in a dual clutch transmission. SUMMARY [0005] The present invention provides a system for shifting or controlling a dual clutch transmission where the transmission may operate in at least a first mode of operation and a second mode of operation. The system includes a controller, a plurality of solenoids, and a valve assembly. [0006] An embodiment of a shift control system of the present invention includes a controller for providing a first control signal and a second control signal, a first solenoid in communication with the controller and having a first port for receiving a first fluid flow and a second port in communication with the first port for selectively receiving the first fluid flow, a second solenoid in communication with the controller and having a first port for receiving a second fluid flow and a second port in communication with the first port for selectively receiving the second fluid flow, and a valve assembly having a valve movably disposed within a valve body. The valve body includes a first inlet port in communication with the second port of the first solenoid, a second inlet port in communication with second port of the second solenoid, a third inlet port for receiving a third fluid flow, a first outlet port in communication with the third inlet port for selectively receiving the third fluid flow, and a second outlet port in communication with the third inlet port for selectively receiving the third fluid flow. The first control signal activates the first solenoid to open such that the second port of the first solenoid receives the first fluid flow and communicates the first fluid flow to the first inlet port of the valve assembly wherein the first fluid flow moves the valve to a first position. The second control signal activates the second solenoid to open such that the second port of the second solenoid receives the second fluid flow and communicates the second fluid flow to the second inlet port of the valve assembly wherein the second fluid flow moves the valve to a second position. The first position of the valve directs the third fluid flow to the first outlet port to shift the transmission to the first mode of operation and the second position of the valve directs the third fluid flow to the second outlet port to shift the transmission to the second mode of operation. [0007] In one aspect of the embodiment of the present invention, the shift control system further includes a third solenoid in communication with the controller and having a first port for receiving a fourth fluid flow and a second port in communication with the first port for selectively receiving the fourth fluid flow, the second port in communication with a fourth inlet port located in the valve body, wherein a third control signal from the controller activates the third solenoid to open such that the second port of the third solenoid receives the fourth fluid flow and communicates the fourth fluid flow to the fourth inlet port of the valve assembly wherein the fourth fluid flow moves the valve to the first position. [0008] In another aspect of the embodiment of the present invention, the third control signal is provided by the controller if the first solenoid does not open when activated by the first control signal. [0009] In yet another aspect of the embodiment of the present invention, the third solenoid is located in a torque converter control subsystem within the transmission. [0010] In yet another aspect of the embodiment of the present invention, the third solenoid is a variable bleed solenoid. [0011] In yet another aspect of the embodiment of the present invention, the first solenoid is an on/off normally low solenoid. [0012] In yet another aspect of the embodiment of the present invention, the second solenoid is an on/off normally low solenoid. [0013] In yet another aspect of the embodiment of the present invention, the system includes an actuating assembly for initiating the first mode of operation and the second mode of operation, the actuating assembly in communication with the first outlet port and the second outlet port, wherein the third fluid flow received from the first outlet port activates the actuating assembly to initiate the first mode of operation and the third fluid flow received from the second outlet port activates the actuating assembly to initiate the second mode of operation. [0014] In yet another aspect of the embodiment of the present invention, the actuating assembly includes a servo mechanism having a piston disposed within a servo body, the servo body having a first inlet port in communication with the first outlet port of the valve assembly and an optional second inlet port in communication with the second outlet port of the valve assembly, wherein the third fluid flow moves the piston within the servo body to a first position when the third fluid flow is communicated from the first outlet port of the valve assembly to the first inlet port of the servo mechanism, and wherein the third fluid flow moves the piston within the servo body to a second position when the third fluid flow is communicated from the second outlet port of the valve assembly to the second inlet port of the servo mechanism, and wherein the first position of the piston initiates the first mode of operation and the second position of the piston initiates the second mode of operation. If the optional second inlet port is not utilized, an exhaust port is connected to the second inlet port of the servo. [0015] In yet another aspect of the embodiment of the present invention, the first mode of operation is an out-of-Park mode and the second mode of operation is a Park mode. [0016] In yet another aspect of the embodiment of the present invention, the system includes a driver interface device in communication with the controller and operable to provide a Park control signal indicative of activating the Park mode and an out-of-Park control signal indicative of activating the out- of-Park mode, and wherein the controller provides the second control signal to initiate the Park mode when the controller receives the Park control signal and wherein the controller provides the first control signal to initiate the out-of-Park mode when the controller receives the out-of-Park control signal. [0017] In yet another aspect of the embodiment of the present invention, the Park control signal, the out-of-Park control signal, the first control signal, and the second control signal are electrical signals. [0018] Another embodiment of a shift control system of the present invention includes a controller for providing a first control signal and a second control signal, a first solenoid in communication with the controller and having a first port for receiving a first fluid flow and a second port in communication with the first port for selectively receiving the first fluid flow, a second solenoid in communication with the controller and having a first port for receiving a second fluid flow and a second port in communication with the first port for selectively receiving the second fluid flow, and a valve assembly having a valve movably disposed within a valve body. The valve body includes a first inlet port in communication with the second port of the first solenoid, a second inlet port in communication with second port of the second solenoid, a third inlet port for receiving a third fluid flow, and an outlet port in communication with the third inlet port for selectively receiving the third fluid flow. The first control signal activates the first solenoid to open such that the second port of the first solenoid receives the first fluid flow and communicates the first fluid flow to the first inlet port of the valve assembly wherein the first fluid flow moves the valve to a first position. The second control signal activates the second solenoid to open such that the second port of the second solenoid receives the second fluid flow and communicates the second fluid flow to the second inlet port of the valve assembly wherein the second fluid flow moves the valve to a second position. The first position of the valve allows the outlet port to receive the third fluid flow to shift the transmission to the first mode of operation and wherein the second position of the valve prevents the outlet port from receiving the third fluid flow to shift the transmission to the second mode of operation. [0019] In one aspect of the embodiment of the present invention, the system includes an actuating assembly in communication with the outlet port of the valve assembly for initiating the first mode of operation and having a biasing member for initiating the second mode of operation, wherein the third fluid flow received from the outlet port activates the actuating assembly to initiate the first mode of operation and wherein the biasing member initiates the second mode of operation when the third fluid flow is not received from the outlet port of the valve assembly. [0020] In another aspect of the embodiment of the present invention, the actuating assembly includes a servo mechanism having a piston engaged by the biasing member and disposed within a servo body and/or attached to the manual shaft, the servo body having an inlet port in communication with the outlet port of the valve assembly, wherein the third fluid flow moves the piston within the servo body to a first position when the third fluid flow is communicated from the outlet port of the valve assembly to the inlet port of the servo mechanism, and wherein the biasing member moves the piston within the servo body to a second position when the third fluid flow is not communicated from the outlet port of the valve assembly to the inlet port of the servo mechanism, and wherein the first position of the piston initiates the first mode of operation and the second position of the piston initiates the second mode of operation. [0021] Yet another embodiment of a shift control system of the present invention includes a controller for providing a first control signal, a second control signal, and a third control signal, a first solenoid in communication with the controller and having a first port for receiving a first fluid flow and a second port in communication with the first port for selectively receiving the first fluid flow, a second solenoid in communication with the controller and having a first port for receiving a second fluid flow and a second port in communication with the first port for selectively receiving the second fluid flow, a third solenoid in communication with the controller and having a first port for receiving a third fluid flow and a second port in communication with the first port for selectively receiving the third fluid flow, and a valve assembly having a valve movably disposed within a valve body. The valve body includes a first inlet port in communication with the second port of the first solenoid, a second inlet port in communication with second port of the second solenoid, a third inlet port in communication with the second port of the third solenoid, and a fourth inlet port for receiving a fourth fluid flow, a first outlet port in communication with the fourth inlet port for selectively receiving the fourth fluid flow, and a second outlet port in communication with the fourth inlet port for selectively receiving the fourth fluid flow. The first control signal activates the first solenoid to open such that the second port of the first solenoid receives the first fluid flow and communicates the first fluid flow to the first inlet port of the valve assembly wherein the first fluid flow moves the valve to a first position. The second control signal activates the second solenoid to open such that the second port of the second solenoid receives the second fluid flow and communicates the second fluid flow to the second inlet port of the valve assembly wherein the second fluid flow moves the valve to a second position. The third control signal activates the third solenoid to open if the first solenoid does not open such that the second port of the third solenoid receives the third fluid flow and communicates the third fluid flow to the third inlet port of the valve assembly wherein the third fluid flow moves the valve to the first position. The first position of the valve directs the fourth fluid flow to the first outlet port to shift the transmission to the first mode of operation and the second position of the valve directs the fourth fluid flow to the second outlet port to shift the transmission to the second mode of operation. [0022] In one aspect of the embodiment of the present invention, the third solenoid is located in a torque converter control subsystem within the transmission. [0023] Further objects, aspects and advantages of the present invention will become apparent by reference to the following description and appended drawings wherein like reference numbers refer to the same component, element or feature. DRAWINGS [0024] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. [0025] FIG. 1 is a schematic diagram of an embodiment of a hydraulic control system for a dual clutch transmission having an internal electronic transmission range selection subsystem according to the principles of the present invention; [0026] FIG. 2 is a diagrammatic view of an embodiment of the internal electronic range selection subsystem according to the present invention in a cold start park position; [0027] FIG. 3 is a diagrammatic view of an embodiment of the internal electronic range selection subsystem according to the present invention in a out of park command position; [0028] FIG. 4 is a diagrammatic view of an embodiment of the internal electronic range selection subsystem according to the present invention in an out of park position; [0029] FIG. 5 is a diagrammatic view of an embodiment of the internal electronic range selection subsystem according to the present invention in a return to park command position; and [0030] FIG. 6 is a diagrammatic view of an embodiment of the internal electronic range selection subsystem according to the present invention in a park position. DETAILED DESCRIPTION [0031] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. [0032] With reference to FIG. 1, a hydraulic control system for use in a dual clutch transmission in a motor vehicle is illustrated schematically and generally indicated by reference number 10. The hydraulic control system 10 includes a plurality of subsystems including a line pressure subsystem 12, an actuator control subsystem 14, a torque converter clutch (TCC) control subsystem 16, a lubrication control subsystem 18, a clutch control subsystem 20, and an electronic transmission range selection (ETRS) subsystem 22. The hydraulic control system 10 is operable to control the dual clutch transmission, as will be described in greater detail below. [0033] The line pressure subsystem 12 is operable to provide and regulate pressurized hydraulic fluid, such as oil, throughout the hydraulic control system 10. Accordingly, the line pressure subsystem 12 may include various components (not shown) such as a hydraulic pump, a fluid source, a line pressure blow-off valve, a line pressure regulator valve, and/or a filter. In the example provided, the line pressure subsystem 12 includes a fluid communication channel or line passage, indicated by reference number 28, which directly provides pressurized hydraulic fluid to the actuator control subsystem 14, the ETRS subsystem 22, the TCC control subsystem 16, and the clutch control subsystem 20. The line passage 28 is illustrated schematically in FIG. 1 as a plurality of separate lines, however it should be appreciated that the line passage 28 may be a single continuous passage or a plurality of linked passages in series or in parallel without departing from the scope of the present invention. [0034] The actuator control subsystem 14 controls the actuation of a plurality of actuators 30 such as synchronizers, clutches, and/or brakes. The actuators 30 are operable to selectively engage a plurality of gear sets (not shown) within the dual clutch transmission to provide a plurality of forward and reverse speed ratios and a Neutral. Accordingly, the actuator control subsystem 14 may include various components (not shown) such as solenoids and valves to actuate or control the actuators 30. [0035] The TCC control subsystem 16 controls the operation of a torque converter (not shown) in the dual clutch transmission. The TCC control subsystem 16 is in direct hydraulic communication with the ETRS subsystem 22 through a fluid passage 34 and with the lubrication control subsystem 18 through a fluid passage 36. The fluid passages 34, 36 may be single channels or a plurality of linked channels in series or in parallel without departing from the scope of the present invention. [0036] The lubrication control subsystem 18 provides lubrication and cooling to a variety of components throughout the dual clutch transmission. For example, the lubrication control subsystem 18 may direct hydraulic fluid through a plurality of fluid passages (not shown) to components that generate heat. [0037] The clutch control subsystem 20 is operable to control a dual clutch assembly that includes a first clutch 38 and a second clutch 40. The clutches 38, 40 may be used to engage one or more countershafts (not shown) within the dual clutch transmission and provide dynamic or "power-on" shifts by alternating engagement between the clutches 38, 40 and the actuator control sub-system 14. [0038] The ETRS subsystem 22 is operable to control a park system 42 upon receipt of electronic control signals, as will be described in further detail below. The park system 42 is operable to provide at least two modes of transmission operation including a first mode or out-of-Park mode and a second mode or Park mode. While in Park mode, the park system 42 prevents the transmission from moving the vehicle by preferably locking an output shaft (not shown) of the transmission. While in out-of-Park mode, the park system 42 is disengaged and the transmission may move the vehicle by engaging any of the forward or reverse speed ratios. [0039] Turning to FIG. 2, the ETRS subsystem 22 will now be described in further detail. The ETRS subsystem 22 generally includes a valve assembly 50, a first solenoid 52, a second solenoid 54, a servo mechanism 56, and a park release actuator 58 that all cooperate to control the park system 42. The valve assembly 50 includes a valve 60 located within a valve body 62. More specifically, the valve body 62 includes a bore 64 that defines a valve chamber 66 and the valve 60 is slidably supported within the valve chamber 66. The valve body 62 is preferably formed as an integral component of the transmission. The valve 60 includes a central body 68 that extends along a length of the valve chamber 66. A plurality of lands 70 extend from the central body 68 and engage the bore 64 of the valve chamber 66. The lands 70 are spaced along the length of the central body 68 and cooperate with the bore 64 of the valve chamber 66 to define a plurality of fluid chambers 72. The valve 60 is moveable within the valve chamber 66 between a Park position, as illustrated in FIG. 2, and an out-of-Park position, as illustrated in FIG. 3. A biasing member 74, such as a spring, is located within the valve chamber 66 between the valve 60 and a seat 76. The seat 76 is fixed relative to the valve body 62. The biasing member 74 biases the valve 60 to the Park position. [0040] The valve body 62 further defines a plurality of ports that connect with a plurality of fluid communication channels or passages. In the example provided, the valve body 62 includes a first inlet port 75 that communicates with the valve chamber 66 at an end of the valve 60 opposite the end of the valve 60 engaged by the biasing member 74. The first inlet port 75 communicates with a first fluid communication channel 80. A second inlet port 77 communicates with the valve chamber 66 at an end of the valve 60 engaged by the biasing member 74. The second inlet port 77 communicates with a second fluid communication 82 channel. A third inlet port 79 communicates with the valve chamber 66 on an end of the valve 60 proximate or near the first inlet port 75. The third inlet port 79 communicates with a third fluid communication channel 84. A first outlet port 81 communicates with the valve chamber 66 between the second and third inlet ports 77, 79. The first outlet port 81 communicates with a fourth fluid communication channel 86. A second outlet port 83 communicates with the valve chamber 66 between the third inlet port 79 and the first outlet port 81. The second outlet port 83 communicates a fifth fluid communication channel 88. The valve body 62 also defines a fourth inlet port 85 located between the outlet ports 81, 83 that communicates with the line channel 28. As described in FIG. 1, the line channel 28 is in communication with the line pressure control subsystem 12 and provides a third fluid flow to the fourth inlet port 85. Finally, a plurality of exhaust channels 90 communicate with the valve chamber 66 at various locations along the length of the valve chamber 66. It should be appreciated that various other arrangements of fluid communication channels and ports may be employed without departing from the scope of the present invention. [0041] The first solenoid 52, or out-of-Park solenoid, is employed to initiate the park system 42 to move to the out-of-Park mode, as will be described in further detail below. The first solenoid 52 generally includes a first fluid port 93 in fluid communication with the pressure regulated line channel 92 and a second fluid port 95 in fluid communication with the first fluid communication channel 80. The pressure regulated line channel 92 delivers pressurized hydraulic fluid from the line pressure subsystem 12 (FIG. 1) to the first solenoid 52. The first solenoid 52 is operable to selectively open to allow a first fluid flow from the pressure regulated line channel 92 to pass from the first fluid port 93 through the first solenoid 52 to the second fluid port 95 and to enter the first fluid communication channel 80. The first solenoid 52 is preferably an on/off solenoid that either fully opens or closes and that is normally low or closed when not energized by a power source. [0042] The second solenoid 54, or return-to-Park solenoid, is employed to initiate the park system 42 to move to the Park mode, as will be described in further detail below. The second solenoid 54 generally includes a first fluid port 97 in fluid communication with the pressure regulated line channel 92 and a second fluid port 101 in fluid communication with the second fluid communication channel 82. The pressure regulated line channel 92 delivers pressurized hydraulic fluid from the pump system 12 to the second solenoid 54. The second solenoid 54 is operable to selectively open to allow a second fluid flow from the pressure regulated line channel 92 to pass from the first fluid port 97 through the second solenoid 54 to the second fluid port 101 and to enter the second fluid communication channel 82. The second solenoid 54 is preferably an on/off solenoid that either fully opens or closes and that is normally low or closed when not energized by a power source. [0043] The servo mechanism 56 is operable to translate hydraulic fluid pressure communicated through the valve assembly 50 into mechanical movement or translation of the park release actuator 58. Accordingly, the servo mechanism 56 in the example provided is located within a cylinder 100 defined by a bore 103 of a servo body 105. The servo mechanism 56 preferably includes a servo pin 102 coupled to a piston head 104 slidably supported within the cylinder 100. The piston head 104 is sealingly engaged with the bore 103 of the servo body 105. The piston head 104 cooperates with the bore 103 to define a first fluid chamber 106 and to define a second fluid chamber 108 located on an opposite side of the piston head 104 than the first fluid chamber 106. The servo body 105 defines an inlet port 107 that communicates with the first fluid chamber 106 and an inlet port 109 that communicates with the second fluid chamber 108 The inlet port 107 communicates with the fifth fluid communication channel 88 and the inlet port 109 communicates with the fourth fluid communication channel 86. The piston head 104 and the servo pin 102 are slidable between a Park position, as illustrated in FIG. 2, and an out-of-Park position, as illustrated in FIG. 4. A biasing mechanism 110, such as a spring, engages the piston head 104 and biases the piston head 104 and servo pin 102 into the Park position. [0044] The park release actuator 58 is coupled to the servo pin 102 of the servo mechanism 56 and is operable to engage the park system 42. Movement of the servo pin 102 of the servo mechanism 56 in turn actuates the park release actuator 58, as will be described in further detail below. The park release actuator 58 may include switches and sensors employed to determine the operating mode of the park system 42 and may be in communication with the controller 120. [0045] The ETRS subsystem 22 further includes a fail-safe feature using a third solenoid 114 that generally includes a first fluid port 111 in fluid communication with the pressure regulated line channel 92 and a second fluid port 113 in fluid communication with the third fluid communication channel 84. The pressure regulated line channel 92 delivers pressurized hydraulic fluid from the pump system 12 to the third solenoid 114. The third solenoid 114 is operable to selectively open to allow a fourth fluid flow from the pressure regulated line channel 92 to pass from the first fluid port 111 through the third solenoid 114 to the second fluid port 113 and to enter the third fluid communication channel 84 The third solenoid 114 is preferably a variable bleed, normally low or closed, torque converter clutch regulator solenoid that is part of the TCC control subsystem 16. [0046] A controller 120 is in electronic communication with various components of the hydraulic control system 10 including the solenoids 52, 54, 114 and the park release actuator 58. The controller 120 may be a transmission control module or an engine control module and is preferably an electronic device having a preprogrammed digital computer or processor, control logic, memory used to store data, and at least one I/O peripheral. The control logic includes a plurality of logic routines for monitoring, manipulating, and generating data. However, various other types of controllers may be employed without departing from the scope of the present invention. The controller 120 receives input signals from a driver interface device 122 such as a shift lever. The input signals are indicative of the desired operating mode of the transmission. In the example of an automatic transmission, the desired operating modes may be Drive, Neutral, Reverse, Park, etc, or Park and out-of-Park. The controller 120 then electronically communicates with the hydraulic control system 10, including the solenoids 52, 54, 114, using a plurality of control signals to initiate the desired transmission operating mode according to the signals communicated from the driver interface device 122. [0047] For example, FIG. 2 illustrates the ETRS subsystem 22 in a cold start Park mode or condition wherein the driver interface device 122 is in a Park condition, the park system 42 is in the Park mode, and the motor vehicle has just been started. In this condition, the valve 60 is in the Park position, and the third fluid flow from the line channel 28 pumped from the line pressure control subsystem 12 is directed through a fluid chamber 72 in the valve assembly 50, into the fifth fluid communication channel 88, and on into the first fluid chamber 106. The third fluid flow in the first fluid chamber 106 acts against the piston 104 along with the biasing member 110 to position the servo mechanism 56 to the Park position. The Park position of the servo mechanism 56 in turn mechanically positions the park release actuator 58 to keep the park system 42 in the Park mode. [0048] When the driver interface device 122 signals to the controller 120 to move out-of-Park, the controller 120 electronically communicates with the out-of-Park solenoid 52 and signals the out-of-Park solenoid 52 to open. The return to park solenoid 54 remains closed. The first fluid flow passes through the out-of-Park solenoid 52 and into the first fluid communication channel 80 and into the valve assembly 50. The first fluid flow acts against the valve 60 and moves the valve 60 into the out-of-Park position, as is illustrated in FIG. 3. The third fluid flow from the line channel 28 is diverted by a land 70 in the valve assembly 50 from the fifth fluid communication channel 88 to the fourth fluid communication channel 86. The third fluid flow travels through the fourth fluid communication channel 86 to the second fluid chamber 108 in the servo mechanism 56. Additionally, hydraulic fluid remaining in the fifth fluid communication channel 88 exits the ETRS subsystem 22 through one of the exhaust channels 90 [0049] The third fluid flow in the second fluid chamber 108 acts against the piston 104 and moves the servo mechanism 56 into the out-of-Park position, as illustrated in FIG. 4. The servo mechanism 56 mechanically engages the park release actuator 58 which mechanically actuates the park system 42 and moves the park system 42 from the Park mode to the out-of-Park mode. This allows the transmission to provide forward gear ratios, neutral, and/or reverse. [0050] When the driver interface device 122 signals to the controller 120 to return to park, the controller 120 electronically communicates with the out- of-Park solenoid 52 and signals the out-of-Park solenoid 52 to close and electronically communicates with the return to Park solenoid 54 and signals the return to Park solenoid 54 to open. Accordingly, the second fluid flow passes from the pressure regulated line channel 92 through the return to Park solenoid 54 and into the second fluid communication channel 82 and into the valve assembly 50. The second fluid flow acts against the valve 60 and moves the valve 60 back into the Park position, as illustrated in FIG. 5. The third fluid flow from the line channel 28 is diverted by a land 70 in the valve assembly 50 from the fourth fluid communication channel 86 back to the fifth fluid communication channel 88. The third fluid flow travels through the fifth fluid communication channel 88 to the first fluid chamber 106 in the servo mechanism 56. Additionally, hydraulic fluid remaining in the fourth fluid communication channel 86 exits the ETRS subsystem 22 through one of the exhaust channels 90 [0051] The third fluid flow in the first fluid chamber 106 acts against the piston 104 and moves the servo mechanism 56 back into the Park position, as illustrated in FIG. 6. The servo mechanism 56 mechanically engages the park release actuator 58 which mechanically actuates the park system 42 and moves the park system 42 from the out-of-Park mode to the Park mode. This prevents the transmission from providing forward gear ratios, neutral, and/or reverse. [0052] In the event of a failure of the out-of-Park solenoid 52, the controller 120 may signal the TCC regulator solenoid 114 to open such that the fourth fluid flow passes from the pressure regulated line channel 92 through the TCC regulator solenoid 114 and into the third fluid communication channel 84 and into the valve assembly 50. The fourth fluid flow acts against the valve 60 and is operable to move the valve 60 into the out-of-Park position. [0053] In an alternate embodiment of the ETRS subsystem 22, the servo mechanism does not contain the two fluid chambers 106 and 108, and instead utilizes a single fluid chamber 108. In this case, the inlet port 107 is connected directly to an exhaust thereby eliminating fluid communication channel 88. Accordingly, a shorter valve 60 may be employed. [0054] The description of the invention is merely exemplary in nature and variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention. CLAIMS 1. A shift control system for a dual clutch transmission having a first mode of operation and a second mode of operation, the shift control system comprising: a controller for providing a first control signal and a second control signal; a first solenoid in communication with the controller and having a first port for receiving a first fluid flow and a second port in communication with the first port for selectively receiving the first fluid flow; a second solenoid in communication with the controller and having a first port for receiving a second fluid flow and a second port in communication with the first port for selectively receiving the second fluid flow; and a valve assembly having a valve movably disposed within a valve body, the valve body having a first inlet port in communication with the second port of the first solenoid, a second inlet port in communication with second port of the second solenoid, a third inlet port for receiving a third fluid flow, a first outlet port in communication with the third inlet port for selectively receiving the third fluid flow, and a second outlet port in communication with the third inlet port for selectively receiving the third fluid flow; wherein the first control signal activates the first solenoid to open such that the second port of the first solenoid receives the first fluid flow and communicates the first fluid flow to the first inlet port of the valve assembly wherein the first fluid flow moves the valve to a first position, and wherein the second control signal activates the second solenoid to open such that the second port of the second solenoid receives the second fluid flow and communicates the second fluid flow to the second inlet port of the valve assembly wherein the second fluid flow moves the valve to a second position; and wherein the first position of the valve directs the third fluid flow to the first outlet port to shift the transmission to the first mode of operation and wherein the second position of the valve directs the third fluid flow to the second outlet port to shift the transmission to the second mode of operation. 2. The shift control system of claim 1 further comprising a third solenoid in communication with the controller and having a first port for receiving a fourth fluid flow and a second port in communication with the first port for selectively receiving the fourth fluid flow, the second port in communication with a fourth inlet port located in the valve body, wherein a third control signal from the controller activates the third solenoid to open such that the second port of the third solenoid receives the fourth fluid flow and communicates the fourth fluid flow to the fourth inlet port of the valve assembly wherein the fourth fluid flow moves the valve to the first position. 3. The shift control system of claim 2 wherein the third control signal is provided by the controller if the first solenoid does not open when activated by the first control signal. 4. The shift control system of claim 3 wherein the third solenoid is located in a torque converter control subsystem within the transmission. 5. The shift control system of claim 4 wherein the third solenoid is a variable bleed solenoid. 6. The shift control system of claim 5 wherein the first solenoid is an on/off normally low solenoid. 7. The shift control system of claim 6 wherein the second solenoid is an on/off normally low solenoid. 8. The shift control system of claim 1 further comprising an actuating assembly for initiating the first mode of operation and the second mode of operation, the actuating assembly in communication with the first outlet port and the second outlet port, wherein the third fluid flow received from the first outlet port activates the actuating assembly to initiate the first mode of operation and the third fluid flow received from the second outlet port activates the actuating assembly to initiate the second mode of operation. 9. The shift control system of claim 8 wherein the actuating assembly includes a servo mechanism having a piston disposed within a servo body, the servo body having a first inlet port in communication with the first outlet port of the valve assembly and a second inlet port in communication with the second outlet port of the valve assembly, wherein the third fluid flow moves the piston within the servo body to a first position when the third fluid flow is communicated from the first outlet port of the valve assembly to the first inlet port of the servo mechanism, and wherein the third fluid flow moves the piston within the servo body to a second position when the third fluid flow is communicated from the second outlet port of the valve assembly to the second inlet port of the servo mechanism, and wherein the first position of the piston initiates the first mode of operation and the second position of the piston initiates the second mode of operation. 10. The shift control system of claim 1 wherein the first mode of operation is an out-of-Park mode and the second mode of operation is a Park mode. 11. The shift control system of claim 10 further comprising a driver interface device in communication with the controller and operable to provide a Park control signal indicative of activating the Park mode and an out-of-Park control signal indicative of activating the out-of-Park mode, and wherein the controller provides the second control signal to initiate the Park mode when the controller receives the Park control signal and wherein the controller provides the first control signal to initiate the out-of-Park mode when the controller receives the out-of-Park control signal. 12. The shift control device of claim 11 wherein the Park control signal, the out-of-Park control signal, the first control signal, and the second control signal are electrical signals. 13. A shift control system for a dual clutch transmission having a first mode of operation and a second mode of operation, the shift control system comprising: a controller for providing a first control signal and a second control signal; a first solenoid in communication with the controller and having a first port for receiving a first fluid flow and a second port in communication with the first port for selectively receiving the first fluid flow; a second solenoid in communication with the controller and having a first port for receiving a second fluid flow and a second port in communication with the first port for selectively receiving the second fluid flow; and a valve assembly having a valve movably disposed within a valve body, the valve body having a first inlet port in communication with the second port of the first solenoid, a second inlet port in communication with second port of the second solenoid, a third inlet port for receiving a third fluid flow, and an outlet port in communication with the third inlet port for selectively receiving the third fluid flow; wherein the first control signal activates the first solenoid to open such that the second port of the first solenoid receives the first fluid flow and communicates the first fluid flow to the first inlet port of the valve assembly wherein the first fluid flow moves the valve to a first position, and wherein the second control signal activates the second solenoid to open such that the second port of the second solenoid receives the second fluid flow and communicates the second fluid flow to the second inlet port of the valve assembly wherein the second fluid flow moves the valve to a second position; and wherein the first position of the valve allows the outlet port to receive the third fluid flow to shift the transmission to the first mode of operation and wherein the second position of the valve prevents the outlet port from receiving the third fluid flow to shift the transmission to the second mode of operation 14. The shift control system of claim 13 further comprising an actuating assembly in communication with the outlet port of the valve assembly for initiating the first mode of operation and having a biasing member for initiating the second mode of operation, wherein the third fluid flow received from the outlet port activates the actuating assembly to initiate the first mode of operation and wherein the biasing member initiates the second mode of operation when the third fluid flow is not received from the outlet port of the valve assembly. 15. The shift control system of claim 14 wherein the actuating assembly includes a servo mechanism having a piston engaged by the biasing member and disposed within a servo body, the servo body having an inlet port in communication with the outlet port of the valve assembly, wherein the third fluid flow moves the piston within the servo body to a first position when the third fluid flow is communicated from the outlet port of the valve assembly to the inlet port of the servo mechanism, and wherein the biasing member moves the piston within the servo body to a second position when the third fluid flow is not communicated from the outlet port of the valve assembly to the inlet port of the servo mechanism, and wherein the first position of the piston initiates the first mode of operation and the second position of the piston initiates the second mode of operation. 16. A shift control system for a dual clutch transmission having a first mode of operation and a second mode of operation, the shift control system comprising: a controller for providing a first control signal, a second control signal, and a third control signal; a first solenoid in communication with the controller and having a first port for receiving a first fluid flow and a second port in communication with the first port for selectively receiving the first fluid flow; a second solenoid in communication with the controller and having a first port for receiving a second fluid flow and a second port in communication with the first port for selectively receiving the second fluid flow; a third solenoid in communication with the controller and having a first port for receiving a third fluid flow and a second port in communication with the first port for selectively receiving the third fluid flow; and a valve assembly having a valve movably disposed within a valve body, the valve body having a first inlet port in communication with the second port of the first solenoid, a second inlet port in communication with second port of the second solenoid, a third inlet port in communication with the second port of the third solenoid, and a fourth inlet port for receiving a fourth fluid flow, a first outlet port in communication with the fourth inlet port for selectively receiving the fourth fluid flow, and a second outlet port in communication with the fourth inlet port for selectively receiving the fourth fluid flow; wherein the first control signal activates the first solenoid to open such that the second port of the first solenoid receives the first fluid flow and communicates the first fluid flow to the first inlet port of the valve assembly wherein the first fluid flow moves the valve to a first position, and wherein the second control signal activates the second solenoid to open such that the second port of the second solenoid receives the second fluid flow and communicates the second fluid flow to the second inlet port of the valve assembly wherein the second fluid flow moves the valve to a second position, and wherein the third control signal activates the third solenoid to open if the first solenoid does not open such that the second port of the third solenoid receives the third fluid flow and communicates the third fluid flow to the third inlet port of the valve assembly wherein the third fluid flow moves the valve to the first position; and wherein the first position of the valve directs the fourth fluid flow to the first outlet port to shift the transmission to the first mode of operation and wherein the second position of the valve directs the fourth fluid flow to the second outlet port to shift the transmission to the second mode of operation. 17. The shift control system of claim 16 wherein the third solenoid is located in a torque converter control subsystem within the transmission. The present invention provides a system for shifting or controlling a dual clutch transmission where the transmission may operate in at least a first mode of operation and a second mode of operation. The system includes a controller and a plurality of solenoids in fluid communication with a valve assembly, Selective activation of the solenoids by the controller engages the valve assembly to provide the first mode and the second mode of operation.

Full Text

CONTROL SYSTEM FOR ELECTRONIC RANGE SELECTION IN A DUAL CLUTCH TRANSMISSION
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional
Application No. 60/893,882, filed on March 8, 2007. The disclosure of the above
application is incorporated herein by reference.
FIELD
[0002] The invention relates generally to a control system in a
transmission, and more particularly to a control system for electronic
transmission range selection in a dual clutch transmission.
BACKGROUND
[0003] The statements in this section merely provide background
information related to the present disclosure and may or may not constitute prior
art.
[0004] A typical multi-speed, dual clutch transmission uses a
combination of two friction clutches and several dog clutch/synchronizers to
achieve a plurality of forward and reverse gear or speed ratios, a Neutral, and a
Park. Selection of speed ratios is typically accomplished by engaging a shift
lever or other driver interface device that is connected by a shifting cable or other
mechanical connection to the transmission. Alternatively, the selection of speed
ratios may be controlled by an electronic transmission range selection (ETRS)

system, also known as a "shift by wire" system. In an ETRS system, selection of
speed ratios is accomplished through electronic signals communicated between
the driver interface device and the transmission. The ETRS system reduces
mechanical components, increases instrument panel space, enhances styling
options, and eliminates the possibility of shifter cable misalignment with the
transmission range selection levers. Accordingly, there is room in the art for a
hydraulic control system having an internal ETRS system to control out-of-Park
and return to Park functions in a dual clutch transmission.
SUMMARY
[0005] The present invention provides a system for shifting or
controlling a dual clutch transmission where the transmission may operate in at
least a first mode of operation and a second mode of operation. The system
includes a controller, a plurality of solenoids, and a valve assembly.
[0006] An embodiment of a shift control system of the present
invention includes a controller for providing a first control signal and a second
control signal, a first solenoid in communication with the controller and having a
first port for receiving a first fluid flow and a second port in communication with
the first port for selectively receiving the first fluid flow, a second solenoid in
communication with the controller and having a first port for receiving a second
fluid flow and a second port in communication with the first port for selectively
receiving the second fluid flow, and a valve assembly having a valve movably
disposed within a valve body. The valve body includes a first inlet port in

communication with the second port of the first solenoid, a second inlet port in
communication with second port of the second solenoid, a third inlet port for
receiving a third fluid flow, a first outlet port in communication with the third inlet
port for selectively receiving the third fluid flow, and a second outlet port in
communication with the third inlet port for selectively receiving the third fluid flow.
The first control signal activates the first solenoid to open such that the second
port of the first solenoid receives the first fluid flow and communicates the first
fluid flow to the first inlet port of the valve assembly wherein the first fluid flow
moves the valve to a first position. The second control signal activates the
second solenoid to open such that the second port of the second solenoid
receives the second fluid flow and communicates the second fluid flow to the
second inlet port of the valve assembly wherein the second fluid flow moves the
valve to a second position. The first position of the valve directs the third fluid
flow to the first outlet port to shift the transmission to the first mode of operation
and the second position of the valve directs the third fluid flow to the second
outlet port to shift the transmission to the second mode of operation.
[0007] In one aspect of the embodiment of the present invention, the
shift control system further includes a third solenoid in communication with the
controller and having a first port for receiving a fourth fluid flow and a second port
in communication with the first port for selectively receiving the fourth fluid flow,
the second port in communication with a fourth inlet port located in the valve
body, wherein a third control signal from the controller activates the third solenoid
to open such that the second port of the third solenoid receives the fourth fluid

flow and communicates the fourth fluid flow to the fourth inlet port of the valve
assembly wherein the fourth fluid flow moves the valve to the first position.
[0008] In another aspect of the embodiment of the present invention,
the third control signal is provided by the controller if the first solenoid does not
open when activated by the first control signal.
[0009] In yet another aspect of the embodiment of the present
invention, the third solenoid is located in a torque converter control subsystem
within the transmission.
[0010] In yet another aspect of the embodiment of the present
invention, the third solenoid is a variable bleed solenoid.
[0011] In yet another aspect of the embodiment of the present
invention, the first solenoid is an on/off normally low solenoid.
[0012] In yet another aspect of the embodiment of the present
invention, the second solenoid is an on/off normally low solenoid.
[0013] In yet another aspect of the embodiment of the present
invention, the system includes an actuating assembly for initiating the first mode
of operation and the second mode of operation, the actuating assembly in
communication with the first outlet port and the second outlet port, wherein the
third fluid flow received from the first outlet port activates the actuating assembly
to initiate the first mode of operation and the third fluid flow received from the
second outlet port activates the actuating assembly to initiate the second mode
of operation.

[0014] In yet another aspect of the embodiment of the present
invention, the actuating assembly includes a servo mechanism having a piston
disposed within a servo body, the servo body having a first inlet port in
communication with the first outlet port of the valve assembly and an optional
second inlet port in communication with the second outlet port of the valve
assembly, wherein the third fluid flow moves the piston within the servo body to a
first position when the third fluid flow is communicated from the first outlet port of
the valve assembly to the first inlet port of the servo mechanism, and wherein the
third fluid flow moves the piston within the servo body to a second position when
the third fluid flow is communicated from the second outlet port of the valve
assembly to the second inlet port of the servo mechanism, and wherein the first
position of the piston initiates the first mode of operation and the second position
of the piston initiates the second mode of operation. If the optional second inlet
port is not utilized, an exhaust port is connected to the second inlet port of the
servo.
[0015] In yet another aspect of the embodiment of the present
invention, the first mode of operation is an out-of-Park mode and the second
mode of operation is a Park mode.
[0016] In yet another aspect of the embodiment of the present
invention, the system includes a driver interface device in communication with
the controller and operable to provide a Park control signal indicative of activating
the Park mode and an out-of-Park control signal indicative of activating the out-
of-Park mode, and wherein the controller provides the second control signal to

initiate the Park mode when the controller receives the Park control signal and
wherein the controller provides the first control signal to initiate the out-of-Park
mode when the controller receives the out-of-Park control signal.
[0017] In yet another aspect of the embodiment of the present
invention, the Park control signal, the out-of-Park control signal, the first control
signal, and the second control signal are electrical signals.
[0018] Another embodiment of a shift control system of the present
invention includes a controller for providing a first control signal and a second
control signal, a first solenoid in communication with the controller and having a
first port for receiving a first fluid flow and a second port in communication with
the first port for selectively receiving the first fluid flow, a second solenoid in
communication with the controller and having a first port for receiving a second
fluid flow and a second port in communication with the first port for selectively
receiving the second fluid flow, and a valve assembly having a valve movably
disposed within a valve body. The valve body includes a first inlet port in
communication with the second port of the first solenoid, a second inlet port in
communication with second port of the second solenoid, a third inlet port for
receiving a third fluid flow, and an outlet port in communication with the third inlet
port for selectively receiving the third fluid flow. The first control signal activates
the first solenoid to open such that the second port of the first solenoid receives
the first fluid flow and communicates the first fluid flow to the first inlet port of the
valve assembly wherein the first fluid flow moves the valve to a first position. The
second control signal activates the second solenoid to open such that the second

port of the second solenoid receives the second fluid flow and communicates the
second fluid flow to the second inlet port of the valve assembly wherein the
second fluid flow moves the valve to a second position. The first position of the
valve allows the outlet port to receive the third fluid flow to shift the transmission
to the first mode of operation and wherein the second position of the valve
prevents the outlet port from receiving the third fluid flow to shift the transmission
to the second mode of operation.
[0019] In one aspect of the embodiment of the present invention, the
system includes an actuating assembly in communication with the outlet port of
the valve assembly for initiating the first mode of operation and having a biasing
member for initiating the second mode of operation, wherein the third fluid flow
received from the outlet port activates the actuating assembly to initiate the first
mode of operation and wherein the biasing member initiates the second mode of
operation when the third fluid flow is not received from the outlet port of the valve
assembly.
[0020] In another aspect of the embodiment of the present invention,
the actuating assembly includes a servo mechanism having a piston engaged by
the biasing member and disposed within a servo body and/or attached to the
manual shaft, the servo body having an inlet port in communication with the
outlet port of the valve assembly, wherein the third fluid flow moves the piston
within the servo body to a first position when the third fluid flow is communicated
from the outlet port of the valve assembly to the inlet port of the servo
mechanism, and wherein the biasing member moves the piston within the servo

body to a second position when the third fluid flow is not communicated from the
outlet port of the valve assembly to the inlet port of the servo mechanism, and
wherein the first position of the piston initiates the first mode of operation and the
second position of the piston initiates the second mode of operation.
[0021] Yet another embodiment of a shift control system of the present
invention includes a controller for providing a first control signal, a second control
signal, and a third control signal, a first solenoid in communication with the
controller and having a first port for receiving a first fluid flow and a second port in
communication with the first port for selectively receiving the first fluid flow, a
second solenoid in communication with the controller and having a first port for
receiving a second fluid flow and a second port in communication with the first
port for selectively receiving the second fluid flow, a third solenoid in
communication with the controller and having a first port for receiving a third fluid
flow and a second port in communication with the first port for selectively
receiving the third fluid flow, and a valve assembly having a valve movably
disposed within a valve body. The valve body includes a first inlet port in
communication with the second port of the first solenoid, a second inlet port in
communication with second port of the second solenoid, a third inlet port in
communication with the second port of the third solenoid, and a fourth inlet port
for receiving a fourth fluid flow, a first outlet port in communication with the fourth
inlet port for selectively receiving the fourth fluid flow, and a second outlet port in
communication with the fourth inlet port for selectively receiving the fourth fluid
flow. The first control signal activates the first solenoid to open such that the

second port of the first solenoid receives the first fluid flow and communicates the
first fluid flow to the first inlet port of the valve assembly wherein the first fluid flow
moves the valve to a first position. The second control signal activates the
second solenoid to open such that the second port of the second solenoid
receives the second fluid flow and communicates the second fluid flow to the
second inlet port of the valve assembly wherein the second fluid flow moves the
valve to a second position. The third control signal activates the third solenoid to
open if the first solenoid does not open such that the second port of the third
solenoid receives the third fluid flow and communicates the third fluid flow to the
third inlet port of the valve assembly wherein the third fluid flow moves the valve
to the first position. The first position of the valve directs the fourth fluid flow to
the first outlet port to shift the transmission to the first mode of operation and the
second position of the valve directs the fourth fluid flow to the second outlet port
to shift the transmission to the second mode of operation.
[0022] In one aspect of the embodiment of the present invention, the
third solenoid is located in a torque converter control subsystem within the
transmission.
[0023] Further objects, aspects and advantages of the present
invention will become apparent by reference to the following description and
appended drawings wherein like reference numbers refer to the same
component, element or feature.

DRAWINGS
[0024] The drawings described herein are for illustration purposes only
and are not intended to limit the scope of the present disclosure in any way.
[0025] FIG. 1 is a schematic diagram of an embodiment of a hydraulic
control system for a dual clutch transmission having an internal electronic
transmission range selection subsystem according to the principles of the
present invention;
[0026] FIG. 2 is a diagrammatic view of an embodiment of the internal
electronic range selection subsystem according to the present invention in a cold
start park position;
[0027] FIG. 3 is a diagrammatic view of an embodiment of the internal
electronic range selection subsystem according to the present invention in a out
of park command position;
[0028] FIG. 4 is a diagrammatic view of an embodiment of the internal
electronic range selection subsystem according to the present invention in an out
of park position;
[0029] FIG. 5 is a diagrammatic view of an embodiment of the internal
electronic range selection subsystem according to the present invention in a
return to park command position; and
[0030] FIG. 6 is a diagrammatic view of an embodiment of the internal
electronic range selection subsystem according to the present invention in a park
position.

DETAILED DESCRIPTION
[0031] The following description is merely exemplary in nature and is
not intended to limit the present disclosure, application, or uses.
[0032] With reference to FIG. 1, a hydraulic control system for use in a
dual clutch transmission in a motor vehicle is illustrated schematically and
generally indicated by reference number 10. The hydraulic control system 10
includes a plurality of subsystems including a line pressure subsystem 12, an
actuator control subsystem 14, a torque converter clutch (TCC) control
subsystem 16, a lubrication control subsystem 18, a clutch control subsystem 20,
and an electronic transmission range selection (ETRS) subsystem 22. The
hydraulic control system 10 is operable to control the dual clutch transmission, as
will be described in greater detail below.
[0033] The line pressure subsystem 12 is operable to provide and
regulate pressurized hydraulic fluid, such as oil, throughout the hydraulic control
system 10. Accordingly, the line pressure subsystem 12 may include various
components (not shown) such as a hydraulic pump, a fluid source, a line
pressure blow-off valve, a line pressure regulator valve, and/or a filter. In the
example provided, the line pressure subsystem 12 includes a fluid
communication channel or line passage, indicated by reference number 28,
which directly provides pressurized hydraulic fluid to the actuator control
subsystem 14, the ETRS subsystem 22, the TCC control subsystem 16, and the
clutch control subsystem 20. The line passage 28 is illustrated schematically in

FIG. 1 as a plurality of separate lines, however it should be appreciated that the
line passage 28 may be a single continuous passage or a plurality of linked
passages in series or in parallel without departing from the scope of the present
invention.
[0034] The actuator control subsystem 14 controls the actuation of a
plurality of actuators 30 such as synchronizers, clutches, and/or brakes. The
actuators 30 are operable to selectively engage a plurality of gear sets (not
shown) within the dual clutch transmission to provide a plurality of forward and
reverse speed ratios and a Neutral. Accordingly, the actuator control subsystem
14 may include various components (not shown) such as solenoids and valves to
actuate or control the actuators 30.
[0035] The TCC control subsystem 16 controls the operation of a
torque converter (not shown) in the dual clutch transmission. The TCC control
subsystem 16 is in direct hydraulic communication with the ETRS subsystem 22
through a fluid passage 34 and with the lubrication control subsystem 18 through
a fluid passage 36. The fluid passages 34, 36 may be single channels or a
plurality of linked channels in series or in parallel without departing from the
scope of the present invention.
[0036] The lubrication control subsystem 18 provides lubrication and
cooling to a variety of components throughout the dual clutch transmission. For
example, the lubrication control subsystem 18 may direct hydraulic fluid through
a plurality of fluid passages (not shown) to components that generate heat.

[0037] The clutch control subsystem 20 is operable to control a dual
clutch assembly that includes a first clutch 38 and a second clutch 40. The
clutches 38, 40 may be used to engage one or more countershafts (not shown)
within the dual clutch transmission and provide dynamic or "power-on" shifts by
alternating engagement between the clutches 38, 40 and the actuator control
sub-system 14.
[0038] The ETRS subsystem 22 is operable to control a park system
42 upon receipt of electronic control signals, as will be described in further detail
below. The park system 42 is operable to provide at least two modes of
transmission operation including a first mode or out-of-Park mode and a second
mode or Park mode. While in Park mode, the park system 42 prevents the
transmission from moving the vehicle by preferably locking an output shaft (not
shown) of the transmission. While in out-of-Park mode, the park system 42 is
disengaged and the transmission may move the vehicle by engaging any of the
forward or reverse speed ratios.
[0039] Turning to FIG. 2, the ETRS subsystem 22 will now be
described in further detail. The ETRS subsystem 22 generally includes a valve
assembly 50, a first solenoid 52, a second solenoid 54, a servo mechanism 56,
and a park release actuator 58 that all cooperate to control the park system 42.
The valve assembly 50 includes a valve 60 located within a valve body 62. More
specifically, the valve body 62 includes a bore 64 that defines a valve chamber
66 and the valve 60 is slidably supported within the valve chamber 66. The
valve body 62 is preferably formed as an integral component of the transmission.

The valve 60 includes a central body 68 that extends along a length of the valve
chamber 66. A plurality of lands 70 extend from the central body 68 and engage
the bore 64 of the valve chamber 66. The lands 70 are spaced along the length
of the central body 68 and cooperate with the bore 64 of the valve chamber 66 to
define a plurality of fluid chambers 72. The valve 60 is moveable within the valve
chamber 66 between a Park position, as illustrated in FIG. 2, and an out-of-Park
position, as illustrated in FIG. 3. A biasing member 74, such as a spring, is
located within the valve chamber 66 between the valve 60 and a seat 76. The
seat 76 is fixed relative to the valve body 62. The biasing member 74 biases the
valve 60 to the Park position.
[0040] The valve body 62 further defines a plurality of ports that
connect with a plurality of fluid communication channels or passages. In the
example provided, the valve body 62 includes a first inlet port 75 that
communicates with the valve chamber 66 at an end of the valve 60 opposite the
end of the valve 60 engaged by the biasing member 74. The first inlet port 75
communicates with a first fluid communication channel 80. A second inlet port
77 communicates with the valve chamber 66 at an end of the valve 60 engaged
by the biasing member 74. The second inlet port 77 communicates with a
second fluid communication 82 channel. A third inlet port 79 communicates with
the valve chamber 66 on an end of the valve 60 proximate or near the first inlet
port 75. The third inlet port 79 communicates with a third fluid communication
channel 84. A first outlet port 81 communicates with the valve chamber 66
between the second and third inlet ports 77, 79. The first outlet port 81

communicates with a fourth fluid communication channel 86. A second outlet
port 83 communicates with the valve chamber 66 between the third inlet port 79
and the first outlet port 81. The second outlet port 83 communicates a fifth fluid
communication channel 88. The valve body 62 also defines a fourth inlet port 85
located between the outlet ports 81, 83 that communicates with the line channel
28. As described in FIG. 1, the line channel 28 is in communication with the line
pressure control subsystem 12 and provides a third fluid flow to the fourth inlet
port 85. Finally, a plurality of exhaust channels 90 communicate with the valve
chamber 66 at various locations along the length of the valve chamber 66. It
should be appreciated that various other arrangements of fluid communication
channels and ports may be employed without departing from the scope of the
present invention.
[0041] The first solenoid 52, or out-of-Park solenoid, is employed to
initiate the park system 42 to move to the out-of-Park mode, as will be described
in further detail below. The first solenoid 52 generally includes a first fluid port 93
in fluid communication with the pressure regulated line channel 92 and a second
fluid port 95 in fluid communication with the first fluid communication channel 80.
The pressure regulated line channel 92 delivers pressurized hydraulic fluid from
the line pressure subsystem 12 (FIG. 1) to the first solenoid 52. The first
solenoid 52 is operable to selectively open to allow a first fluid flow from the
pressure regulated line channel 92 to pass from the first fluid port 93 through the
first solenoid 52 to the second fluid port 95 and to enter the first fluid
communication channel 80. The first solenoid 52 is preferably an on/off solenoid

that either fully opens or closes and that is normally low or closed when not
energized by a power source.
[0042] The second solenoid 54, or return-to-Park solenoid, is employed
to initiate the park system 42 to move to the Park mode, as will be described in
further detail below. The second solenoid 54 generally includes a first fluid port
97 in fluid communication with the pressure regulated line channel 92 and a
second fluid port 101 in fluid communication with the second fluid communication
channel 82. The pressure regulated line channel 92 delivers pressurized
hydraulic fluid from the pump system 12 to the second solenoid 54. The second
solenoid 54 is operable to selectively open to allow a second fluid flow from the
pressure regulated line channel 92 to pass from the first fluid port 97 through the
second solenoid 54 to the second fluid port 101 and to enter the second fluid
communication channel 82. The second solenoid 54 is preferably an on/off
solenoid that either fully opens or closes and that is normally low or closed when
not energized by a power source.
[0043] The servo mechanism 56 is operable to translate hydraulic fluid
pressure communicated through the valve assembly 50 into mechanical
movement or translation of the park release actuator 58. Accordingly, the servo
mechanism 56 in the example provided is located within a cylinder 100 defined
by a bore 103 of a servo body 105. The servo mechanism 56 preferably includes
a servo pin 102 coupled to a piston head 104 slidably supported within the
cylinder 100. The piston head 104 is sealingly engaged with the bore 103 of the
servo body 105. The piston head 104 cooperates with the bore 103 to define a

first fluid chamber 106 and to define a second fluid chamber 108 located on an
opposite side of the piston head 104 than the first fluid chamber 106. The servo
body 105 defines an inlet port 107 that communicates with the first fluid chamber
106 and an inlet port 109 that communicates with the second fluid chamber 108
The inlet port 107 communicates with the fifth fluid communication channel 88
and the inlet port 109 communicates with the fourth fluid communication channel
86. The piston head 104 and the servo pin 102 are slidable between a Park
position, as illustrated in FIG. 2, and an out-of-Park position, as illustrated in FIG.
4. A biasing mechanism 110, such as a spring, engages the piston head 104
and biases the piston head 104 and servo pin 102 into the Park position.
[0044] The park release actuator 58 is coupled to the servo pin 102 of
the servo mechanism 56 and is operable to engage the park system 42.
Movement of the servo pin 102 of the servo mechanism 56 in turn actuates the
park release actuator 58, as will be described in further detail below. The park
release actuator 58 may include switches and sensors employed to determine
the operating mode of the park system 42 and may be in communication with the
controller 120.
[0045] The ETRS subsystem 22 further includes a fail-safe feature
using a third solenoid 114 that generally includes a first fluid port 111 in fluid
communication with the pressure regulated line channel 92 and a second fluid
port 113 in fluid communication with the third fluid communication channel 84.
The pressure regulated line channel 92 delivers pressurized hydraulic fluid from
the pump system 12 to the third solenoid 114. The third solenoid 114 is operable

to selectively open to allow a fourth fluid flow from the pressure regulated line
channel 92 to pass from the first fluid port 111 through the third solenoid 114 to
the second fluid port 113 and to enter the third fluid communication channel 84
The third solenoid 114 is preferably a variable bleed, normally low or closed,
torque converter clutch regulator solenoid that is part of the TCC control
subsystem 16.
[0046] A controller 120 is in electronic communication with various
components of the hydraulic control system 10 including the solenoids 52, 54,
114 and the park release actuator 58. The controller 120 may be a transmission
control module or an engine control module and is preferably an electronic
device having a preprogrammed digital computer or processor, control logic,
memory used to store data, and at least one I/O peripheral. The control logic
includes a plurality of logic routines for monitoring, manipulating, and generating
data. However, various other types of controllers may be employed without
departing from the scope of the present invention. The controller 120 receives
input signals from a driver interface device 122 such as a shift lever. The input
signals are indicative of the desired operating mode of the transmission. In the
example of an automatic transmission, the desired operating modes may be
Drive, Neutral, Reverse, Park, etc, or Park and out-of-Park. The controller 120
then electronically communicates with the hydraulic control system 10, including
the solenoids 52, 54, 114, using a plurality of control signals to initiate the desired
transmission operating mode according to the signals communicated from the
driver interface device 122.

[0047] For example, FIG. 2 illustrates the ETRS subsystem 22 in a cold
start Park mode or condition wherein the driver interface device 122 is in a Park
condition, the park system 42 is in the Park mode, and the motor vehicle has just
been started. In this condition, the valve 60 is in the Park position, and the third
fluid flow from the line channel 28 pumped from the line pressure control
subsystem 12 is directed through a fluid chamber 72 in the valve assembly 50,
into the fifth fluid communication channel 88, and on into the first fluid chamber
106. The third fluid flow in the first fluid chamber 106 acts against the piston 104
along with the biasing member 110 to position the servo mechanism 56 to the
Park position. The Park position of the servo mechanism 56 in turn mechanically
positions the park release actuator 58 to keep the park system 42 in the Park
mode.
[0048] When the driver interface device 122 signals to the controller
120 to move out-of-Park, the controller 120 electronically communicates with the
out-of-Park solenoid 52 and signals the out-of-Park solenoid 52 to open. The
return to park solenoid 54 remains closed. The first fluid flow passes through the
out-of-Park solenoid 52 and into the first fluid communication channel 80 and into
the valve assembly 50. The first fluid flow acts against the valve 60 and moves
the valve 60 into the out-of-Park position, as is illustrated in FIG. 3. The third
fluid flow from the line channel 28 is diverted by a land 70 in the valve assembly
50 from the fifth fluid communication channel 88 to the fourth fluid communication
channel 86. The third fluid flow travels through the fourth fluid communication
channel 86 to the second fluid chamber 108 in the servo mechanism 56.

Additionally, hydraulic fluid remaining in the fifth fluid communication channel 88
exits the ETRS subsystem 22 through one of the exhaust channels 90
[0049] The third fluid flow in the second fluid chamber 108 acts against
the piston 104 and moves the servo mechanism 56 into the out-of-Park position,
as illustrated in FIG. 4. The servo mechanism 56 mechanically engages the park
release actuator 58 which mechanically actuates the park system 42 and moves
the park system 42 from the Park mode to the out-of-Park mode. This allows the
transmission to provide forward gear ratios, neutral, and/or reverse.
[0050] When the driver interface device 122 signals to the controller
120 to return to park, the controller 120 electronically communicates with the out-
of-Park solenoid 52 and signals the out-of-Park solenoid 52 to close and
electronically communicates with the return to Park solenoid 54 and signals the
return to Park solenoid 54 to open. Accordingly, the second fluid flow passes
from the pressure regulated line channel 92 through the return to Park solenoid
54 and into the second fluid communication channel 82 and into the valve
assembly 50. The second fluid flow acts against the valve 60 and moves the
valve 60 back into the Park position, as illustrated in FIG. 5. The third fluid flow
from the line channel 28 is diverted by a land 70 in the valve assembly 50 from
the fourth fluid communication channel 86 back to the fifth fluid communication
channel 88. The third fluid flow travels through the fifth fluid communication
channel 88 to the first fluid chamber 106 in the servo mechanism 56.
Additionally, hydraulic fluid remaining in the fourth fluid communication channel
86 exits the ETRS subsystem 22 through one of the exhaust channels 90

[0051] The third fluid flow in the first fluid chamber 106 acts against the
piston 104 and moves the servo mechanism 56 back into the Park position, as
illustrated in FIG. 6. The servo mechanism 56 mechanically engages the park
release actuator 58 which mechanically actuates the park system 42 and moves
the park system 42 from the out-of-Park mode to the Park mode. This prevents
the transmission from providing forward gear ratios, neutral, and/or reverse.
[0052] In the event of a failure of the out-of-Park solenoid 52, the
controller 120 may signal the TCC regulator solenoid 114 to open such that the
fourth fluid flow passes from the pressure regulated line channel 92 through the
TCC regulator solenoid 114 and into the third fluid communication channel 84
and into the valve assembly 50. The fourth fluid flow acts against the valve 60
and is operable to move the valve 60 into the out-of-Park position.
[0053] In an alternate embodiment of the ETRS subsystem 22, the
servo mechanism does not contain the two fluid chambers 106 and 108, and
instead utilizes a single fluid chamber 108. In this case, the inlet port 107 is
connected directly to an exhaust thereby eliminating fluid communication channel
88. Accordingly, a shorter valve 60 may be employed.
[0054] The description of the invention is merely exemplary in nature
and variations that do not depart from the gist of the invention are intended to be
within the scope of the invention. Such variations are not to be regarded as a
departure from the spirit and scope of the invention.

CLAIMS
1. A shift control system for a dual clutch transmission having a first
mode of operation and a second mode of operation, the shift control system
comprising:
a controller for providing a first control signal and a second control signal;
a first solenoid in communication with the controller and having a first port
for receiving a first fluid flow and a second port in communication with the first
port for selectively receiving the first fluid flow;
a second solenoid in communication with the controller and having a first
port for receiving a second fluid flow and a second port in communication with
the first port for selectively receiving the second fluid flow; and
a valve assembly having a valve movably disposed within a valve body,
the valve body having a first inlet port in communication with the second port of
the first solenoid, a second inlet port in communication with second port of the
second solenoid, a third inlet port for receiving a third fluid flow, a first outlet port
in communication with the third inlet port for selectively receiving the third fluid
flow, and a second outlet port in communication with the third inlet port for
selectively receiving the third fluid flow;
wherein the first control signal activates the first solenoid to open such that
the second port of the first solenoid receives the first fluid flow and communicates
the first fluid flow to the first inlet port of the valve assembly wherein the first fluid
flow moves the valve to a first position, and wherein the second control signal
activates the second solenoid to open such that the second port of the second

solenoid receives the second fluid flow and communicates the second fluid flow
to the second inlet port of the valve assembly wherein the second fluid flow
moves the valve to a second position; and
wherein the first position of the valve directs the third fluid flow to the first
outlet port to shift the transmission to the first mode of operation and wherein the
second position of the valve directs the third fluid flow to the second outlet port to
shift the transmission to the second mode of operation.
2. The shift control system of claim 1 further comprising a third
solenoid in communication with the controller and having a first port for receiving
a fourth fluid flow and a second port in communication with the first port for
selectively receiving the fourth fluid flow, the second port in communication with a
fourth inlet port located in the valve body, wherein a third control signal from the
controller activates the third solenoid to open such that the second port of the
third solenoid receives the fourth fluid flow and communicates the fourth fluid flow
to the fourth inlet port of the valve assembly wherein the fourth fluid flow moves
the valve to the first position.
3. The shift control system of claim 2 wherein the third control signal is
provided by the controller if the first solenoid does not open when activated by
the first control signal.

4. The shift control system of claim 3 wherein the third solenoid is
located in a torque converter control subsystem within the transmission.
5. The shift control system of claim 4 wherein the third solenoid is a
variable bleed solenoid.
6. The shift control system of claim 5 wherein the first solenoid is an
on/off normally low solenoid.
7. The shift control system of claim 6 wherein the second solenoid is
an on/off normally low solenoid.
8. The shift control system of claim 1 further comprising an actuating
assembly for initiating the first mode of operation and the second mode of
operation, the actuating assembly in communication with the first outlet port and
the second outlet port, wherein the third fluid flow received from the first outlet
port activates the actuating assembly to initiate the first mode of operation and
the third fluid flow received from the second outlet port activates the actuating
assembly to initiate the second mode of operation.
9. The shift control system of claim 8 wherein the actuating assembly
includes a servo mechanism having a piston disposed within a servo body, the
servo body having a first inlet port in communication with the first outlet port of

the valve assembly and a second inlet port in communication with the second
outlet port of the valve assembly, wherein the third fluid flow moves the piston
within the servo body to a first position when the third fluid flow is communicated
from the first outlet port of the valve assembly to the first inlet port of the servo
mechanism, and wherein the third fluid flow moves the piston within the servo
body to a second position when the third fluid flow is communicated from the
second outlet port of the valve assembly to the second inlet port of the servo
mechanism, and wherein the first position of the piston initiates the first mode of
operation and the second position of the piston initiates the second mode of
operation.
10. The shift control system of claim 1 wherein the first mode of
operation is an out-of-Park mode and the second mode of operation is a Park
mode.
11. The shift control system of claim 10 further comprising a driver
interface device in communication with the controller and operable to provide a
Park control signal indicative of activating the Park mode and an out-of-Park
control signal indicative of activating the out-of-Park mode, and wherein the
controller provides the second control signal to initiate the Park mode when the
controller receives the Park control signal and wherein the controller provides the
first control signal to initiate the out-of-Park mode when the controller receives
the out-of-Park control signal.

12. The shift control device of claim 11 wherein the Park control signal,
the out-of-Park control signal, the first control signal, and the second control
signal are electrical signals.

13. A shift control system for a dual clutch transmission having a first
mode of operation and a second mode of operation, the shift control system
comprising:
a controller for providing a first control signal and a second control signal;
a first solenoid in communication with the controller and having a first port
for receiving a first fluid flow and a second port in communication with the first
port for selectively receiving the first fluid flow;
a second solenoid in communication with the controller and having a first
port for receiving a second fluid flow and a second port in communication with
the first port for selectively receiving the second fluid flow; and
a valve assembly having a valve movably disposed within a valve body,
the valve body having a first inlet port in communication with the second port of
the first solenoid, a second inlet port in communication with second port of the
second solenoid, a third inlet port for receiving a third fluid flow, and an outlet port
in communication with the third inlet port for selectively receiving the third fluid
flow;
wherein the first control signal activates the first solenoid to open such that
the second port of the first solenoid receives the first fluid flow and communicates
the first fluid flow to the first inlet port of the valve assembly wherein the first fluid
flow moves the valve to a first position, and wherein the second control signal
activates the second solenoid to open such that the second port of the second
solenoid receives the second fluid flow and communicates the second fluid flow

to the second inlet port of the valve assembly wherein the second fluid flow
moves the valve to a second position; and
wherein the first position of the valve allows the outlet port to receive the
third fluid flow to shift the transmission to the first mode of operation and wherein
the second position of the valve prevents the outlet port from receiving the third
fluid flow to shift the transmission to the second mode of operation
14. The shift control system of claim 13 further comprising an actuating
assembly in communication with the outlet port of the valve assembly for
initiating the first mode of operation and having a biasing member for initiating
the second mode of operation, wherein the third fluid flow received from the
outlet port activates the actuating assembly to initiate the first mode of operation
and wherein the biasing member initiates the second mode of operation when
the third fluid flow is not received from the outlet port of the valve assembly.
15. The shift control system of claim 14 wherein the actuating assembly
includes a servo mechanism having a piston engaged by the biasing member
and disposed within a servo body, the servo body having an inlet port in
communication with the outlet port of the valve assembly, wherein the third fluid
flow moves the piston within the servo body to a first position when the third fluid
flow is communicated from the outlet port of the valve assembly to the inlet port
of the servo mechanism, and wherein the biasing member moves the piston
within the servo body to a second position when the third fluid flow is not

communicated from the outlet port of the valve assembly to the inlet port of the
servo mechanism, and wherein the first position of the piston initiates the first
mode of operation and the second position of the piston initiates the second
mode of operation.

16. A shift control system for a dual clutch transmission having a first
mode of operation and a second mode of operation, the shift control system
comprising:
a controller for providing a first control signal, a second control signal, and
a third control signal;
a first solenoid in communication with the controller and having a first port
for receiving a first fluid flow and a second port in communication with the first
port for selectively receiving the first fluid flow;
a second solenoid in communication with the controller and having a first
port for receiving a second fluid flow and a second port in communication with
the first port for selectively receiving the second fluid flow;
a third solenoid in communication with the controller and having a first port
for receiving a third fluid flow and a second port in communication with the first
port for selectively receiving the third fluid flow; and
a valve assembly having a valve movably disposed within a valve body,
the valve body having a first inlet port in communication with the second port of
the first solenoid, a second inlet port in communication with second port of the
second solenoid, a third inlet port in communication with the second port of the
third solenoid, and a fourth inlet port for receiving a fourth fluid flow, a first outlet
port in communication with the fourth inlet port for selectively receiving the fourth
fluid flow, and a second outlet port in communication with the fourth inlet port for
selectively receiving the fourth fluid flow;

wherein the first control signal activates the first solenoid to open such that
the second port of the first solenoid receives the first fluid flow and communicates
the first fluid flow to the first inlet port of the valve assembly wherein the first fluid
flow moves the valve to a first position, and wherein the second control signal
activates the second solenoid to open such that the second port of the second
solenoid receives the second fluid flow and communicates the second fluid flow
to the second inlet port of the valve assembly wherein the second fluid flow
moves the valve to a second position, and wherein the third control signal
activates the third solenoid to open if the first solenoid does not open such that
the second port of the third solenoid receives the third fluid flow and
communicates the third fluid flow to the third inlet port of the valve assembly
wherein the third fluid flow moves the valve to the first position; and
wherein the first position of the valve directs the fourth fluid flow to the first
outlet port to shift the transmission to the first mode of operation and wherein the
second position of the valve directs the fourth fluid flow to the second outlet port
to shift the transmission to the second mode of operation.
17. The shift control system of claim 16 wherein the third solenoid is
located in a torque converter control subsystem within the transmission.

The present invention provides a system for shifting or controlling a dual clutch
transmission where the transmission may operate in at least a first mode of
operation and a second mode of operation. The system includes a controller and
a plurality of solenoids in fluid communication with a valve assembly, Selective
activation of the solenoids by the controller engages the valve assembly to
provide the first mode and the second mode of operation.

Documents:

http://ipindiaonline.gov.in/patentsearch/GrantedSearch/viewdoc.aspx?id=KET8U8MAZ13JjIG0UocgNw==&loc=wDBSZCsAt7zoiVrqcFJsRw==

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Patent Number

270154

Indian Patent Application Number

1963/KOL/2008

PG Journal Number

49/2015

Publication Date

04-Dec-2015

Grant Date

30-Nov-2015

Date of Filing

05-Nov-2008

Name of Patentee

GM GLOBAL TECHNOLOGY OPERATIONS, INC.

Applicant Address

300 RENAISSANCE CENTER, DETROIT, MICHIGAN

Inventors:

#	Inventor's Name	Inventor's Address
1	BRIAN W. WHITMARSH	5754 STRAWBERRY CIRCLE, COMMERCE, MICHIGAN 48382
2	MARK A. VERNJACCHA	965 NOVI STREET, NORTHVILLE, MICHIGAN 48167
3	JOSHUA E. LEHRMANN	1920 ATHAM 619 DR. ANN ARBOR, MICHIGAN 48103
4	WAYNE B. VOGEL	824 BURLINGTON, CANTON, MICHIGAN 48188
5	TODD W. ROONEY	1883 CLOVER RIDGE DRIVE, HOWELL MICHIGAN 48843

PCT International Classification Number

F16H61/00

PCT International Application Number

N/A

PCT International Filing date

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1	11/950483	2007-12-05	U.S.A.