Joseph L Hunter

US Patent:

52338789, Aug 10, 1993

Filed:

Jun 1, 1992

Appl. No.:

7/920744

Inventors:

Donald Klemen - Carmel IN
Joseph H. Hunter - Carmel IN

Assignee:

General Motors Corporation - Detroit MI

International Classification:

F15B 1108
F16H 6330

US Classification:

74346

Abstract:

A hydraulic closed loop control for positioning a transmission shift rail and synchronizer fork has recesses on the rail and ports in a valve body in which the rail is disposed. Fluid flow between the ports as permitted by the rail recesses controls the position of valves which in turn control the position of the rail. The valves control the position of the rail by routing pressurized fluid to one of two opposing sides of a piston fixed to the rail in response to the flow of fluid from the valve body ports. The pressurized fluid moves the rail to a desired position with the flow of pressurized fluid being interrupted when that position is reached.

US Patent:

51798743, Jan 19, 1993

Filed:

Oct 15, 1991

Appl. No.:

7/775396

Inventors:

Joseph H. Hunter - Carmel IN

Assignee:

General Motors Corporation - Detroit MI

International Classification:

B60K 4122

US Classification:

747331

Abstract:

The present invention provides a hydraulic control system for the automatic transmission of a vehicle. The control system utilizes only one pulse width modulating solenoid valve to provide modulated pressure (P2) to whichever of the torque transfer devices constitutes the single, on-coming torque transfer device required to effect a desired drive ratio. The control system includes a plurality of cascaded relay valves each of which is controlled by a respective solenoid valve. A pressure control gate is interposed between the single, pulse width modulating solenoid valve and the plurality of cascaded relay valves in order to provide modulated pressure (P2), or, selectively, main line pressure (P1) to the various torque transfer devices of the transmission. The solenoid valve are controlled to select which of the torque transfer devices shall be actuated by modulated pressure (P2) and which shall receive line pressure (P1). In addition, the control actuates a torque converter clutch with modulated pressure (P2) and maintains engagement thereof by main line pressure (P1) through selected drive ratios.

US Patent:

51133431, May 12, 1992

Filed:

Aug 2, 1990

Appl. No.:

7/562063

Inventors:

Joseph H. Hunter - Carmel IN
Peter E. Swingler - Carmel IN

Assignee:

General Motors Corporation - Detroit MI

International Classification:

B60K 4122
F16H 5946

US Classification:

3644241

Abstract:

In an automatic transmission having an electronic control, a double transition powered downshift to a target range requires the release of two off-going clutches and the engagement of two on-coming clutches. The shift begins by releasing one clutch and applying another to begin (but not complete) an upshift to a third range having a speed ratio lower than both the initial range and the target range so that first an input speed increase occurs followed by an input speed decrease (pull-down). The speed decrease triggers respective application and release of the other clutches to arrest the upshift and complete the downshift. Each clutch application and release occurs gradually under an open loop control. Slip of the first off-going clutch, pull-down, speed sync at the low gear ratio and a near sync condition are determined from turbine speed and output speed and are used to time pressure command changes to smoothly coordinate clutch releases and applications.

US Patent:

61309281, Oct 10, 2000

Filed:

Dec 18, 1998

Appl. No.:

9/215938

Inventors:

Fereydoon Jamzadeh - Indianapolis IN
Joseph Henry Hunter - Carmel IN

Assignee:

General Motors Corporation - Detroit MI

International Classification:

G01P 107

US Classification:

377 23

Abstract:

A method of determining the acceleration of a rotating body by counting the number of teeth on a rotating gear member for one or more revolutions. The method minimizes the measurement lag using an overlapping method and calculating acceleration on each control loop that a new revolution count is available. The method determines the new tooth count based on the tooth count estimated for the next update. The old tooth count is discarded and the new tooth count is adjusted to match the old tooth count within the system constraints to provide less interrupts and faster acceleration updates. The number of gear revolutions to be counted are increased at higher gear speeds.

US Patent:

54450438, Aug 29, 1995

Filed:

Feb 22, 1994

Appl. No.:

8/199400

Inventors:

James R. Eaton - Carmel IN
Joseph H. Hunter - Carmel IN

Assignee:

General Motors Corporation - Detroit MI

International Classification:

F16H 120

US Classification:

74335

Abstract:

A hydraulic control for operating a five speed automatic transmission with two modulating solenoid valves. The control is particularly adapted for use with a twin countershaft automatic transmission that requires only one torque transfer device for each drive ratio. A system of valves is employed to direct the flow of the pressurized fluid necessary for the on-going actuation of each drive ratio and the simultaneously off-going deactuation of the previously actuated drive ratio. The flow control for actuating and deactuating the torque control devices is directly effected by two, two-position spool valves which operate in concert with two, two-position shuttle valves. Pressurized hydraulic fluid used to position the two-position spool valves and the two-position shuttle valves is primarily provided by two on/off solenoid control valves, but a third on/off inhibitor solenoid valve may also be employed. A failure of the electrical supply to the solenoid valves will effect a shift to the third drive ratio when the transmission is operating in the first through the fourth drive ratio, but will retain the transmission in the fifth drive ratio should the electrical failure occur while operation in that drive ratio. Similarly, the transmission will be retained in the reverse drive range should an electrical failure occur while operating in that drive range, even though the torque transfer device being utilized is also used in the forward drive range.

US Patent:

49894773, Feb 5, 1991

Filed:

Jan 11, 1990

Appl. No.:

7/463719

Inventors:

Joseph H. Hunter - Carmel IN
Kenneth B. Harmon - Carmel IN

Assignee:

General Motors Corporation - Detroit MI

International Classification:

B60K 4106

US Classification:

74866

Abstract:

In an automatic transmission, a double transition closed throttle downshift to a target range requires the release of two off-going clutches and the engagement of two on-coming clutches. The shift is made in two stages. The first stage involves a first off-going clutch and a first on-coming clutch and effects an upshift to a third range having a speed ratio lower than both the initial range and the target range, so that a momentary input speed decrease occurs. The speed decrease is managed by a closed-loop control of the first on-coming clutch until the clutch reaches a synthronous speed for the third range. The second stage is a downshift from the third ratio to the second ratio by a second off-going clutch and a second on-coming clutch and results in a speed increase. The second on-coming clutch is also managed by a closed-loop control. In each case, the closed-loop control parameter is on-coming clutch slip speed which is controlled to a calculated slip speed profile.

US Patent:

50294946, Jul 9, 1991

Filed:

Dec 26, 1989

Appl. No.:

7/456885

Inventors:

Carl A. Lentz - Mooresville IN
Joseph H. Hunter - Carmel IN

Assignee:

General Motors Corporation - Detroit MI

International Classification:

F16H 6106
F16H 5946

US Classification:

74866

Abstract:

In an automatic transmission, clutch-to-clutch powered downshifting is controlled by filling the on-coming clutch at a low pressure while ramping down the off-going clutch pressure until turbine speed is pulled up due to off-going clutch slippage, and then increasing the off-going pressure stepwise to compensate the change from static to dynamic coefficients of friction. Then the on-coming pressure is gradually ramped up and a closed-loop profile control period starts wherein the slip of the on-coming clutch is measured and controlled to a slip profile by controlling the off-going clutch pressure. When synchronization of the on-coming clutch is first detected, a closed-loop sync control period starts wherein the off-going pressure is controlled to minimize the slip and the on-coming pressure is ramped up at a steeper rate to begin clutch engagement during the sync control period.

US Patent:

50723901, Dec 10, 1991

Filed:

Dec 26, 1989

Appl. No.:

7/456904

Inventors:

Carl A. Lentz - Mooresville IN
Jeffrey K. Runde - Indianapolis IN
Joseph H. Hunter - Carmel IN
Christopher R. Wiles - Indianapolis IN

Assignee:

General Motors Corporation - Detroit MI

International Classification:

B60K 4102

US Classification:

3644241

Abstract:

In an automatic transmission upshifting is controlled by ramping down the pressure in an off-going clutch associated with a high speed ratio and increasing the pressure in an on-coming clutch associated with a lower speed ratio. The on-coming clutch has commanded pressure at a maximum value for an initial fill time, a lower increasing ramp value during the ramp of the off-going clutch until the on-coming clutch starts to engage, and then a closed-loop control until the clutch reaches a synchronous speed. The closed-loop control parameter is on-coming clutch slip which is controlled to a calculated slip speed profile. Parameters for controlling the quality of a shift such as on-coming clutch initial pressure, off-going clutch initial pressure and on-coming clutch fill time are automatically adjustable during vehicle use to correct shift aberrations which degrade shift quality. A fast adjustment mode is in effect initially to calibrate the transmission control for the engine and vehicle. After a smooth shift is obtained only small adjustments are allowed.