Apparatus for controlling an engine during a shift event, powertrain including same, and method

A system can control an engine during a shift event of a multi-ratio transmission driven by the engine. The engine can include a throttle valve configured to selectively regulate a flow rate of air entering the engine. The system can include a controller configured to receive shift data indicative of an execution of the shift event by the multi-ratio transmission, receive first sensor data indicative of a temperature of the engine and second sensor data indicative of a temperature of the multi-ratio transmission, obtain a transient air value based on the temperature of the engine and the temperature of the multi-ratio transmission when the controller has received the shift data, and signal the throttle valve to move to a position corresponding to the transient air value when the controller has received the shift data.

BACKGROUND

The disclosed subject matter relates to an apparatus for controlling the operation of a vehicle powertrain. More particularly, the disclosed subject matter relates to methods and apparatus that control an internal combustion engine during a shift event of a multi-ratio transmission that is driven by the engine.

An internal combustion engine can output a torque that varies as a function of the rotational speed of the crankshaft. A dedicated computing device (also referred to as an electronic control unit (“ECU”) or an engine control unit (ECU) can adjust operational parameters of the engine, such as but not limited to air intake rate, valve timing, valve lift duration, ignition timing, fuel injection timing, an amount of fuel supplied, etc., to regulate the torque output by the engine so that the engine can operate in an advantageously efficient manner based on the dynamic conditions of the vehicle, such as but not limited to engine load, vehicle speed, selected transmission gear ratio, etc.

During a shift from one gear ratio to another gear ratio of the transmission, the rotational speed of the engine can undergo a transient change such that the engine speed briefly increases. An operator and/or passenger(s) of the vehicle can have a negative perception of this increase in engine speed. This negative perception can be further exacerbated by the shift operation of the transmission in which the vehicle briefly decelerates and/or then briefly accelerates as one or more clutch mechanisms inside the transmission are actuated to execute the shift event.

SUMMARY

Some embodiments are directed to a system for controlling an engine during a shift event of a multi-ratio transmission driven by the engine. The engine can include a throttle valve configured to selectively regulate a flow rate of air entering the engine. The system can include a controller configured to receive shift data indicative of an execution of the shift event by the multi-ratio transmission, receive first sensor data indicative of a temperature of the engine and second sensor data indicative of a temperature of the multi-ratio transmission, obtain a transient air value based on the temperature of the engine and the temperature of the multi-ratio transmission when the controller has received the shift data, and signal the throttle valve to move to a position corresponding to the transient air value when the controller has received the shift data.

Some embodiments are directed to a powertrain for a vehicle that can include an engine, a transmission, and a controller. The internal combustion engine can be configured to output torque and can include a throttle valve configured to selectively vary a flow rate of intake air that enters the internal combustion engine. The transmission can be driven by the internal combustion engine. The transmission can include a plurality of gear ratios configured to selectively multiply the torque output by the internal combustion engine. The transmission can be configured to execute a shift event from a current gear selection to a target gear selection where, the current gear selection is one of a plurality of gear selections, the target gear selection is a different one of the gear selections. The plurality of gear selections can include a park selection and a plurality of ratio selections, and each of the ratio selections corresponds to a respective one of the gear ratios. The controller can be configured to receive shift data indicative of an execution of the shift event by the transmission, receive first sensor data indicative of a temperature of the engine and second sensor data indicative of a temperature of the transmission, obtain a transient air value based on the temperature of the engine and the temperature of the transmission when the controller has received the shift data, and signal the throttle valve to move to a position corresponding to the transient air value when the controller has received the shift data.

Some embodiments are directed to a method for controlling an internal combustion engine during a shift event of a multi-ratio transmission driven by the internal combustion engine. The internal combustion engine can include a throttle valve configured to selectively vary a flow rate of intake air that enters the internal combustion engine. The method can include, during the shift event, obtaining a transient air value based on a temperature of the engine and a temperature of the multi-ratio transmission measured, and during the shift event, signaling the throttle valve to move to a position corresponding to the transient air value.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

FIG. 1schematically illustrates an embodiment of a system made in accordance with principles of the disclosed subject matter for managing the operation of a powertrain10of a vehicle12. The vehicle12can have a longitudinal direction L, a transverse (or lateral) direction T perpendicular to the longitudinal direction L, and a vertical direction V perpendicular to both the longitudinal direction L and the transverse direction T. The vehicle12can include a pair of front wheels14L,14R, a pair of rear wheels16L,16L, and a main body18.

The main body18can include a passenger compartment and a plurality of operator input components. The passenger compartment can be fully enclosed (for example, as with a truck, sport utility vehicle, sedan, tractor, or the like) or partially enclosed (for example, as with a convertible, a roadster, an All-Terrain Vehicle, a motorcycle, a tractor, a golf cart, or the like).

The powertrain10can be configured to drive either the front pair of wheels14L,14R, the rear pair of wheels16L,16R, both pairs14L,14R,16L,16R, or even a single wheel. The powertrain10can include a power source20, a transmission22, a drive output (such as a driveshaft, drive gear, or a pair of driveshafts24L,24R), and a control assembly26.

The power source20can be configured as an internal combustion engine21, or as a hybrid power source that includes the internal combustion engine21and an alternate power source23such as but not limited to an electric motor, an electric motor/generator, or an electric motor/generator that also functions as a starter motor for the engine21. The engine21can include one or more cylinders in which a respective piston reciprocates. The piston(s) can drive a crankshaft that is rotatably mounted in the engine21. The transmission22can be selectively driven by the crankshaft of the engine21.

As will be described in detail below, the control assembly26can be used to control the operation of the engine21and the transmission22. The control assembly26can be configured to modulate the speed of the engine21during a shift event of the transmission22. This modulation can positively affect the brief change in engine speed that occurs during a shift event such that negative perception of the shift event can be improved or avoided by the operator and/or passenger of the vehicle12.

The control assembly26can include a controller28, an engine temperature sensor30, an engine speed sensor32, a throttle actuator34, an accelerator pedal36, a pedal position sensor38, a transmission temperature sensor40, a transmission actuator42and a gear selection device44.

The controller28can be in electrical communication with each of the sensors30,32,38,40, the throttle actuator34, the transmission actuator42, and the gear selection device44. The controller28can be referred to as an electronic control unit (ECU) or as a central processing unit (CPU). The controller28can be configured with hardware alone, or to run software, that permits the controller28to send, receive, process and store data and to electrically communicate with sensors, manual switches, actuators and/or other ECUs via electrical communication lines (not numbered—shown as dotted lines inFIG. 1). These lines can be in the form of wires or can be in the form of wireless communication signals. Electrical communication can be either one-way communication or two-way communication and can be networked or not networked in any appropriate manner.

A coolant fluid such as water or a combination of water and an anti-freeze agent mixed with water can circulate throughout the engine21and discharge heat absorbed from the engine21to a radiator. The engine temperature sensor30can be in thermal communication with the coolant fluid at a position along the fluid pathway such that a temperature detected by the engine temperature sensor30reflects an accurate operating temperature of the engine. The engine temperature sensor30can be configured to output data indicative of a temperature of the engine21.

The engine speed sensor32can be mounted in the engine21and configured to detect the rotational speed of the crankshaft. The rotational speed of the crankshaft can be referred to as the engine speed. Either the engine speed sensor32or the ECU28can be configured to convert the raw data into speed data expressed in revolutions per minute. The engine speed sensor32can be any sensor capable of providing the appropriate data.

The engine of the power source20can include an air intake passage46and a throttle48. The throttle48can include a valve50that moves between a fully closed position and a fully opened position and any position between the fully opened position and the fully closed position.FIG. 1schematically illustrates the valve50in the fully opened position. The fully opened position can be referred to as wide open throttle (WOT) and each position of the valve50can be referred to as a fraction or percentage of WOT. The engine speed can increase as the valve50moves toward the fully opened position and the engine speed can decrease as the valve50moves toward the fully closed position.

The accelerator pedal36can be mechanically connected to the valve50and/or electrically connected to the valve50via the controller28and the throttle actuator34. The operator of the vehicle12can move the accelerator pedal36in order to regulate the speed of the vehicle12.

The throttle actuator34can be coupled to the valve50to cause the valve50to move between the fully closed position and the fully opened position. The throttle actuator34can be configured to move the valve50in response to a command signal issued by the controller28. The controller28can be configured to generate and output the command signal based on data received from the pedal position sensor38and other appropriate input(s) received from other vehicle systems such as but not limited to an adaptive cruise control system, a traction control system, or a stability control system. As described in detail below, the controller28can be configured to generate and output a command signal to the throttle actuator34during a shift event of the transmission22to modulate the engine speed during the shift event.

The transmission22can contain a working fluid, such as but not limited to hydraulic oil or lubricating oil, that can be used to actuate, lubricate and/or cool the internal components of the transmission22.

The transmission temperature sensor40can be mounted within the transmission22so that the sensor40is in thermal contact with the working fluid. The transmission temperature sensor40can be configured to output data indicative of a real-time temperature of the working fluid. Either the transmission temperature sensor40or the controller28can be configured to convert the raw data into a temperature of the working fluid. The transmission temperature sensor40can be any sensor capable of providing the appropriate data.

The gear selection device44can be connected to the transmission22, electrically, mechanically, hydraulically, or elector-mechanically, in any appropriate manner such that actuation of the gear selection device44by the operator of the vehicle12can cause the transmission to perform a shift event in which the transmission actuator42shifts from one gear ratio to another gear ratio within the transmission22. The gear selection device44can be a mechanical lever or an electrical switch. The gear selection device44can include an electrical switch or electrical button that has a dual functionality of selecting a “Drive” mode and a “Sport” mode for the transmission22. In “Drive” mode, the transmission22can select the appropriate forward speed ratio based on a first shift map collection that includes one or more predetermined shift maps. In “Sport” mode, the transmission22can select the appropriate forward speed ratio based on a second shift map collection that includes one or more predetermined shift maps, and the second shift map collection can be different than the first shift map collection. For example, the first shift map collection can be directed toward providing a perception of comfort and/or fuel economy, and the second shift map collection can be directed toward increasing the dynamic performance and response of the vehicle12as compared to the dynamic response and performance of the vehicle12when the transmission22is in the “Drive” mode. However, alternate embodiments can include the gear selection device44configured as a mechanical lever that includes a plurality of positions with a one-to-one correspondence to a plurality of gear ratios such as but not limited to park, reverse, drive, neutral, and one or more specific forward gear ratios. Alternatively, or additionally, the gear selection device44can be movable in a sequential change mode in which movement of the gear selection device44in a first direction causes the transmission actuator42to perform an upshift event and in a second direction that causes the transmission actuator42to perform a downshift event.

In addition to performing a shift event in direct response to an operator's signal to the gear selection device44, the transmission22can be configured as an automatic transmission or a semi-automatic transmission such that the transmission22can perform a shift event based on electronic signals from the controller28or a separate controller that is dedicated to the operation of the transmission22. The shift event can be selected and performed based on one or more shift maps stored in a memory device that is integrated with the controller28or the dedicated transmission controller or in electrical communication with either or both controllers, as appropriate.

The engine21can experience a transient change in engine speed during a shift event performed by the transmission22. The top half ofFIG. 3shows an exemplary plot of engine speed NEand an exemplary plot of an engine speed difference ΔNEbefore, during and after the shift event. The plot of the engine speed NEcan reflect data obtained by the controller28from the engine speed sensor32. The plot of the engine speed difference ΔNEcan be derived by the controller28by calculating a difference between the actual engine speed NE,ACTUALand a predetermined target engine speed NE,TARGET. The target engine speed NE,TARGETcan be a constant value as depicted by the dotted line inFIG. 3. The target speed NE,TARGETcan vary as a function of the currently selected gear ratio and/or the target gear ratio for the transmission shift event and/or engine temperature TE. The target engine speed NE,TARGETcan be stored in a memory device such as a ROM storage device, EEPROM storage device, or a RAM storage device that is integrated with or otherwise in electrical communication with the controller28.

The controller28can be configured with hardware alone or a combination of hardware and software that permits the controller28to adjust the amount of air that flows into the engine of the power source20during a shift event of the transmission22. Specifically, the controller28can be configured to increase the amount of air that flows into the engine21to reduce or eliminate the transient change in engine speed.FIG. 2illustrates an exemplary algorithm that utilizes engine and transmission temperatures as variable inputs and the controller28can execute during a shift event of the transmission22.FIG. 3illustrates plots of various parameters during execution of the shift event by the transmission22and the algorithm ofFIG. 2.FIG. 4illustrates an exemplary flow of data (such as but not limited to engine temperature TE, transmission temperature TT, and engine speed difference ΔNEfrom the previous transmission gear ratio shift event) and command signals into and out of the controller28during operation of the algorithm ofFIG. 2.

The Into Gear Transient Air Correction algorithm ofFIG. 2can permit the controller28to signal the throttle actuator34to move the valve50to a predetermined position such that a predetermined amount of air can enter the engine21. This predetermined amount of air can advantageously affect the transient change in the actual engine speed NE,ACTUAL. For example, the predetermined amount of air can reduce the magnitude of the transient variation between the actual engine speed NEand the target engine speed NE,TARGET.

Referring toFIG. 2, the controller28can enter the Into Gear Transient Air Correction algorithm at step S100at prescribed time intervals. The controller28can then proceed to step S102.

At step S102, the controller28can get data indicative of the input parameters that the controller28can use at step S104to determine whether to continue execution the Into Gear Transient Air Correction algorithm or exit the algorithm. The input parameters can include but are not limited to a current gear ratio GCURRENTin which the transmission22is operating, a target gear ratio GTARGETto which the transmission22will shift as a result of an impending shift event, an engine temperature TEand a transmission temperature TT. The transmission actuator42and/or the gear selection device44can provide the controller28with the data indicative of the current gear ratio GCURRENTand the target gear ratio GTARGET. The engine temperature sensor30can provide controller28with the data indicative of the engine temperature TE. The transmission temperature sensor40can provide the controller28with the data indicative of the transmission temperature TT.FIG. 2illustrates a feedforward control system for the gear shift ambient air control.FIG. 4schematically shows the input of this exemplary data into the controller28during execution of the Into Gear Transient Air Correction algorithm and the algorithm is performed as a feedback control.

If the controller28determines that the target gear ratio GTARGETis equal to the current gear ratio, GCURRENT, then it is determined that the transmission22is not performing a shift event. For example, the value of the shift signal can correspond to the current gear ratio GCURRENTfrom the time interval between an initial time t0and shift event start time t1. Thus, there is no target gear ratio GTARGETto consider in the time interval between t0and t1, and a shift event of the transmission22is not impending. Since the transmission22will not perform a shift event at this time, normal operation of the engine21can be more advantageous. Thus, the controller28can proceed to step S112and can exit the Into Gear Transient Air Correction algorithm.

If the controller determines that the target gear ratio GTARGETis not equal to the current gear ratio GCurrent, then the controller28determines that the transmission is about to perform or is performing a shift event. For example,FIG. 3shows an exemplary shift event occurring at the shift event start time t1where the shift signal G changes from the current gear ratio GCURRENTto the target gear ratio GTARGET. The target gear ratio GTARGETcan be generated by any appropriate device such as but not limited to the controller28, the dedicated transmission controller, the transmission actuator42, or the gear selection device44. Selection of the target gear ratio GTARGETcan be based on one or more transmission maps described above, or generated in response to a manual input to the gear selection device44by an operator of the vehicle12. Thus, the controller28can proceed to step S106and continue to execute the Into Gear Transient Air Correction algorithm.

It is possible for the engine21and the transmission22to warm up at different rates during operation of the vehicle12. The difference between the operating temperatures of the engine21and the transmission22can adversely impact the advantageous modulation of the engine speed NEduring the shift event. Thus, at step S106, the controller28can obtain a transient air value ATW,TATFLbased on an engine temperature TE, and a transmission temperature TTdetected by the engine temperature sensor30and the transmission temperature sensor40, respectively. The controller28can be configured to obtain the transient air value ATW,TATFLby accessing a look-up table stored in a memory storage device described above. The look-up table can include a plurality of predetermined different values for the transient air value, ATW,TATFLthat are based on experimental data and/or based on one or more predetermined calculations.

FIG. 4shows an exemplary first table T1that can be stored in a memory storage device54. The memory storage device can be any appropriate memory storage device described above. The first table T1can include n columns and m rows of different predetermined values A11to Anmfor the transient air value ATW,TATFL. However, any number of tables can be predetermined and referenced as described below. The controller28can be configured to select an appropriate one of the n rows based on the temperature TW in the first table T1that corresponds to the engine temperature TE. The controller28can be configured to select an appropriate one of the m columns based on the temperature TATFL in the first table T1that corresponds to the transmission temperature TT. The controller28can be configured to obtain the transient air value ATW,TATFLby selecting the predetermined value from the first table T1that corresponds to both of the selected temperature values TW, TATFL. After obtaining the transient air value ATW,TATFL, the controller28can proceed to step S108.

At step S108, the controller28can generate and output a transient air amount signal.FIG. 4shows the controller28outputting the transient air amount signal to an engine torque system52during step S108ofFIG. 2. The transient air amount signal can be based on the transient air value ATW,TATFLobtained by the controller28in step S106.

The engine torque system52can include the engine21, the engine speed sensor32, the throttle actuator34, the throttle48and the valve50. The transient air amount signal can cause the throttle actuator34to move the valve50to a position that causes a predetermined amount (measured in mass, volume, mass flow rate or volumetric flow rate) of air to enter the engine21that reflects the transient air value ATW,TATFL. The engine torque system52can include a separate algorithm that is executed by the controller28and that permits the controller28to control the fuel supply to the engine21, the ignition timing of the spark plug(s), and the valve timing and lift of the poppet valves of the engine21. The separate algorithm of the engine torque system52can permit the controller28to modulate the valve50under conditions different from those for the Into Gear Transient Air Correction algorithm.

As will be described in further detail below, step S110is an optional step of the Into Gear Transient Air Correction algorithm. Thus, the controller28can proceed to step S112after signaling the throttle actuator34at step S108and exit the Into Gear Transient Air Correction algorithm.

Referring toFIG. 3, the Into Gear Transient Air Correction algorithm can permit the controller28to signal the throttle actuator34at a signal start time t2, which occurs after a predetermined time interval after the shift event start time t1. This delay in the signal start time t2after the shift event start time t1can be predetermined to specifically address the decelerating portion of the transient speed change of the engine21. For example, the exemplary signal start time t2shown inFIG. 3can correspond to the point of inflection of the plot of the actual engine speed NE,ACTUALor the plot of the difference in engine speed ΔNEwhere the actual engine speed NE,ACTUALchanges from being greater than the target engine speed NE,TARGETto being less than the target engine speed NE,TARGET.

The transient air value ATW,TATFLcan vary over time. For example,FIG. 3shows an exemplary signal for the transient air value ATW,TATFLin which the transient air value ATW,TATFLhas an initial maximum value AMAXuntil a first interim time t3. From the first interim time t3to signal end time t5, the value of the transient air value ATW,TATFLcan decrease linearly according to a predetermined rate from the maximum value AMAXto a zero value also referred to as a signal off state. The signal end time t5can be a predetermined time after the actual engine speed NE,ACTUALreturns to the target engine speed NE,TARGETat a second interim time t4.

Thus, steps S100through S108can provide the controller28with the ability of modulating the air flow into the engine21in order to reduce the transient speed changes in the engine speed during a shift event of the transmission22. This special modulation of the air intake amount for the engine21can improve an operator's and/or a passenger's perception of the operation of the engine21and/or the transmission22.

Alternate embodiments of the Into Gear Transient Air Correction algorithm can include use of the current gear ratio GCURRENTand the target gear ratio GTARGETin order to obtain an advantageous transient air value ATW,TATFL. The controller28or an external storage device described above can include a plurality of tables, one for each possible different shift event.FIG. 4shows two exemplary tables T1, T2where T1includes predetermined values A11to Anmthat are specific for a shift from park P to drive D and T2includes predetermined values B11to Bnmthat are specific for a shift from park P to reverse R. Alternate embodiments can include any appropriate number of tables in order to advantageously and respectively address a plurality of different shift events for the transmission. For example, a respective table can be created for each different shift event of the transmission. Alternate embodiments can include any appropriate number of tables such that the controller28can obtain the transient air value ATW,TATFLfrom the same table for at least two different shift events.

Alternate embodiments of the Into Gear Transient Air Correction algorithm can include an algorithm that can modify the predetermined values stored in one or more of the tables, such as tables T1, T2described above. The predetermined values A11to Anmand the predetermined values B11to Bnmstored in the exemplary tables T1, T2can be predetermined empirically or theoretically. Nonetheless, it is possible that any one of the predetermined values A11to Anmstored in the first table T1and/or any one of the predetermined values B11to Bnmstored in the second table T2does not provide the desired effect for the actual engine speed NE,ACTUAL. For example, the first table T1might not take into account variations in other factors such as but not limited to air density, air humidity, fuel quality, contaminants in the intake air, and engine load. Thus, it is possible that the vehicle12can be experiencing one or more conditions that is/are not reflected in the predetermined values A11to Anmstored in the first table T1.

As described above, the Into Gear Transient Air Correction algorithm ofFIG. 2can include an optional step S110. Step S110can be a subroutine that can permit the controller28to update one or more of the predetermined values A11to Anmstored in the first table T1so that during the next iteration of the Into Gear Transient Air Correction algorithm, the transient air value ATW,TATFLobtained by the controller28can more effectively modulate the engine speed NEduring a subsequent execution of the same type of shift event. Step S110can be applicable to each table if there are more than one table of data such as the first and second tables T1, T2.

FIG. 5illustrates an exemplary Correct Transient Air Value algorithm that the controller28can perform in order to update the predetermined values A11to Anmstored in each data table such as the first and second tables T1, T2. The controller28can perform the Correct Transient Air Value algorithm at step S110as a subroutine of the Into Gear Transient Air Correction algorithm ofFIG. 2. However, alternate embodiments can include a controller28that executes the Correct Transient Air Value algorithm after completion of the Into Gear Transient Air Correction algorithm ofFIG. 2.

The controller28can enter the Correct Transient Air Value algorithm at step S110. Then controller28can be configured to proceed to step S114.

At step S114, the controller28can retrieve the target engine speed NE,TARGETand the engine speed NE from the memory storage device54. The controller28can be configured to continuously receive and store the engine speed NEoutput by the engine speed sensor32before, during and after each shift event performed by the transmission22. Thus, the engine speed NEcan include a plurality of values for the engine speed NEas shown by way of example inFIG. 3. During step S114, the controller28can be configured to analyze the plurality of values for the engine speed NEand determine a maximum engine speed NE,ACTUAL,MAXand a minimum engine speed NE,ACTUAL,MINthat occurred during the shift event most recently performed by the transmission22. The controller28can be configured to proceed to step S116after determining the maximum engine speed NE,ACTUAL,MAXand the minimum engine speed NE,ACTUAL,MIN.

The maximum engine speed NE,ACTUAL, MAXand the minimum engine speed NE,ACTUAL, MINcan be absolute values. At step S116, the controller28can be determined to relate the maximum engine speed NE,ACTUAL,MAXand the minimum engine speed NE,ACTUAL,MINto the target engine speed NE,TARGETto better determine the effectiveness of the most recently executed transient air value ATW,TATFL.The controller28can be configured to determine a maximum engine speed difference ΔNE,MAXand a minimum engine speed difference ΔNE,MINby subtracting the target engine speed NE,TARGETfrom each of the maximum engine speed NE,ACTUAL,MAXand the minimum engine speed NE,ACTUAL,MIN. Thus, the maximum engine speed difference ΔNE,MAXcan be a positive value and the minimum engine speed difference ΔNE,MINcan be a negative value. Then, the controller28can be configured to proceed to step S118.

At step S118, the controller28can be configured to obtain a correction factor value C. The correction factor value C can be any appropriate value that can modify an appropriate one(s) of the predetermined values for the transient air value, such as but not limited to the predetermined values A11to Anmstored in the first table T1and the predetermined values B11to Bnmstored in the second table T2. The correction factor value C can a predetermined value or a variable value that is determined by the controller28based on a predetermined mathematical equation. The correction factor value C or the predetermined mathematical equation can be stored in the memory storage device54. For example, the controller28can be configured to retrieve the correction factor value C from a table that includes a plurality of correction factor values that are indexed according to values for the engine the maximum engine speed NE,ACTUAL,MAXand the minimum engine speed NE,ACTUAL,MIN. Then the controller28can be configured to proceed to step S120.

At step S120, the controller28can be configured to determine whether the maximum engine speed difference ΔNE,MAXis greater than a predetermined maximum threshold KH. The predetermined maximum threshold KHcan correspond to a value of the engine speed difference ΔNEabove which the Into Gear Transient Air Correction algorithm ofFIG. 2might not advantageously modulate the engine speed during a shift event of the transmission22. If the controller28determines that the maximum engine speed difference ΔNE,MAXis greater than the maximum threshold KH, then the controller28can be configured to proceed to step S122. If the controller28determines that the maximum engine speed difference ΔNE,MAXis less than or equal to the maximum threshold KH, then the controller28can configured to proceed to step S124.

At step S122, the controller28can be configured to adjust the value of the transient air value ATW,TATFLused in the latest iteration of the Into Gear Transient Air Correction algorithm. At step S122, the controller28can be configured to replace the most recently used value of the transient air value ATW,TATFLwith the difference between the mostly recently used value of the transient air value ATW,TATFLand the correction factor value C. Then, the controller28can be configured to proceed to step112where the controller28can exit the Correct Transient Air Value algorithm and the Into Gear Transient Air Correction algorithm ofFIG. 2.

At step124, the controller28can be configured to determine whether the minimum engine speed difference ΔNE,MINis less than a predetermined minimum threshold KL. Since the minimum engine speed difference ΔNE,MINcan be a negative value, the minimum threshold KLcan be a negative value. Alternatively, the minimum engine speed value can be an absolute value and the minimum threshold KLcan be a positive value. The predetermined minimum threshold KLcan correspond to a value of the engine speed difference ΔNEbelow which the Into Gear Transient Air Correction algorithm ofFIG. 2might not advantageously modulate the engine speed during a shift event of the transmission22. If the controller28determines that the minimum engine speed difference ΔNE,MINis less than the minimum threshold KL, then the controller28can be configured to proceed to step S126. If the controller28determines that the minimum engine speed difference ΔNE,MINis greater than or equal to the minimum threshold KL, then the controller28can configured to proceed to step S128.

At step S126, the controller28can be configured to adjust the value of the transient air value ATW,TATFLused in the latest iteration of the Into Gear Transient Air Correction algorithm. At step S126, the controller28can be configured to replace the most recently used value of the of the transient air value ATW,TATFLwith the sum of the mostly recently used value of the transient air value ATW,TATFLand the correction factor value C. Then, the controller28can be configured to proceed to step112where the controller28can exit the Correct Transient Air Value algorithm and the Into Gear Transient Air Correction algorithm ofFIG. 2.

At step S128, the controller28can determine that the most recently used value of the of the transient air value ATW,TATFLlikely provided an advantageous modulation of the engine speed during the shift event. Thus, the controller28can maintain the most recently used value of the of the transient air value ATW,TATFLwithout modification by the correction factor value C. Then, the controller28can be configured to proceed to step112where the controller28can exit the Correct Transient Air Value algorithm and the Into Gear Transient Air Correction algorithm ofFIG. 2.

FIG. 6illustrates an exemplary iteration of the Into Gear Transient Air Correction algorithm ofFIG. 2in which the resulting maximum engine speed difference ΔNE,MAXwas acceptable (i.e., less than or equal to the maximum threshold KHand “No” at step S120). However, the minimum engine speed difference ΔNE,MINwas less than the minimum threshold (i.e., “Yes” at step S124). Thus, controller28can add the correction factor value C to the transient air value ATW,TATFLin accordance with step S126.

Since the transient air value ATW,TATFLcan vary over time, the correction factor value C can have a signal value per unit. The correction factor value C can have constant signal value as shown inFIG. 6where the correction factor value C has a value of zero from the shift event start time t1to the signal start time t2and a constant value from the signal start time t2to the signal end time t5of the signal for the transient air value ATW,TATFL.FIG. 6shows a new signal for the transient air value ATW,TATFLthat is the result of adding the signal of the correction factor value C to the signal of the most recently used value of the transient air value ATW,TATFL.

FIG. 7illustrates an exemplary shift event that uses the new signal for the transient air value ATW,TATFLthat was modified by the controller28at step S126. Comparing the plots of the actual engine speeds and the engine speed differences ofFIGS. 6 and 7can show the advantageous effect of modifying the transient air value ATW,TATFLin accordance with the Correct Transient Air Value algorithm ofFIG. 5. The modified signal for the transient air value ATW,TATFLcan reduce the peak and valley of the two curves (representing NE,ACTUALand ΔNE) as compared to the plots shown inFIG. 6. Thus, the Correct Transient Air Value algorithm can dynamically refine the ability of the controller28to advantageously modulate the air intake amount for the engine21during a shift event of the transmission22.

While certain embodiments of the invention are described above, it should be understood that the invention can be embodied and configured in many different ways without departing from the spirit and scope of the invention.

For example, embodiments are disclosed above in the context of the powertrain10of the vehicle12shown inFIG. 1, where the engine21is mounted at the front of the vehicle12and the crankshaft axis of the engine21extends in the transverse direction T of the vehicle12. However, embodiments are intended to include or otherwise cover any type of powertrain typically used in vehicle applications. For example, the engine21can have the crankshaft axis oriented in the longitudinal direction L or in the traverse direction T of the vehicle12. The engine21can be mounted forward of the front driveshafts24L,24R, rearward of the axles of the rear wheels16L,16R, or intermediate the front driveshafts24L,24R and the rear axles.

The transmission22can include an input shaft, an output shaft, and a speed ratio assembly that selectively couples the output shaft to the input shaft. A coupling can connect the engine crankshaft to the input shaft. The coupling can permit selective engagement/disengagement of the input shaft with the engine crankshaft, or at least relative rotation of the engine crankshaft with respect to the input shaft, in any appropriate manner. Exemplary couplings can include, but are not limited to, a friction disc clutch and a torque converter.

The speed ratio assembly can connect the input shaft to the transmission output shaft such that the transmission output shaft can rotate at variable speeds relative to the input shaft. The speed ratio assembly can be a stepped speed ratio assembly or a continuously variable speed ratio assembly, as is known in the art.

Alternatively, the transmission temperature sensor40and transmission actuator42can be in electrical communication with the dedicated transmission controller described above that is different from the controller28. The dedicated transmission controller can be in electrical communication with the controller28. The dedicated transmission controller can be configured to receive processed data from the transmission temperature sensor40or to receive the raw data from the transmission temperature sensor40and process the raw data to indicate a temperature of the transmission22. Then, the dedicated transmission controller can electrically communicate the processed data to the controller28.

The gear selection device44can be mounted in any one of a plurality of different locations within the vehicle12, including but not limited to, on the center console, on the steering column, on the steering wheel, and on the instrument panel.

Alternate embodiments can include the data reflecting engine speed NEand the engine speed difference ΔNEprocessed and stored by the engine torque system52. For example, the engine speed sensor32can be configured to output its data to any appropriate memory storage device.

Exemplary embodiments are also intended to cover execution of steps S100to S112of the Into Gear Transient Air Correction algorithm and the steps S110to S128of the Correct Transient Air Value algorithm by the controller28in any order relative to one another. And, any of the steps S100-S128can be omitted, as desired.