Abstract:
The present invention discloses a method for controlling up-shifting of multiple speed change gear transmission used with a turbocharged internal combustion engine. One or more engine operating parameters are selected for control by the control unit. The control unit establishes that an up-shift is about to occur. The engine is placed in a transient operating mode. The transient operating mode includes the steps of reducing a magnitude of at least one of the engine speed and the engine torque to enable shifting from a first gear, and modulating the selected engine operating parameter to maintain the boost pressure by one of increasing the exhaust energy and maintaining the rotational speed of the turbocharger while the magnitude of the at least one of the engine speed and the engine torque is reduced. The control unit establishes that the shift from the first gear has been completed. Upon establishing that the shift from first gear has been completed, the engine is returned to the full-load condition while the selected engine parameter is immediately modulated so as to maintain or increase the torque output of the engine after the shift from the first gear, and the modulation of the selected engine parameter is coordinated with the shifting of the transmission to decrease the turbocharger lag associated with shifting and to thereby increase a power output of the engine substantially immediately upon completion of the up-shift.

Description:
RELATED APPLICATIONS 
     This application is a Continuation-In-Part of Provisional Patent Application Ser. No. 60/315,732 filed on Aug. 29, 2001. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to automated manual transmissions, particularly automated manual transmissions employing constant mesh gears using sliding jaw clutches to selectively engage a desired gear ratio, used in combination with turbocharged internal combustion engines. In particular, the present invention relates to control of the operating parameters of the engine to which the transmission is coupled and control of the transmission and coordinating control of the two. 
     2. Description of the Prior Art 
     Known automated manual transmission shift control strategies are based on commands of a transmission electronic control unit to an engine electronic control unit for particular speeds and loads during gear changes. The automated manual transmissions employ sliding jaw clutches and are typically not suited for power shifting. To achieve a shift, engine power typically must first be reduced. There is typically an associated decrease in the engine&#39;s turbocharger boost pressure during the shift event, resulting in less than optimal vehicle performance. 
     Known automated manual transmission equipped vehicles, typically trucks, rely on a throttle or fuel rack or foot pedal position sensor providing a corresponding signal, an engine speed sensor, and a vehicle speed sensor to determine driver demand and corresponding engine and transmission operating conditions. Under heavy acceleration conditions, the driver pushes the foot pedal to floor. Displacement of the foot pedal to the floor yields approximately 100% of the available foot pedal position sensor travel. The engine responds by increasing the rate at which fuel is metered to the engine (the fuel rate) until maximum power is achieved. At this point, the next transmission gear is selected to enable the continued acceleration of the vehicle. An industry standard controls communication protocol, such as SAE J1939, is employed to communicate commands within the driveline or powertrain system. The transmission overrides the signal from the foot pedal position sensor and commands the engine to go to a reduced speed and load while the transmission shifts out of gear. When the engine speed and load are decreased, the rotational speed of the turbocharger and the associated boost also decrease. Once the transmission has been shifted into the target gear, a command to restore full power is given. However, the engine&#39;s response time is delayed at least in part by the time needed to spool up, or increase the rotational speed of the turbocharger. The described delay is commonly referred to as turbo lag. As subsequent up-shifts are made, the cumulative effect on the vehicle speed continues to increase as illustrated in FIG.  3 . It is desired to have a method of controlling a powertrain system which minimizes the turbo lag associated with shifting of an automated manual transmission. 
     SUMMARY OF THE INVENTION 
     The present invention discloses a method for controlling up-shifting of a vehicular powertrain system used with a turbocharged internal combustion engine operating in a maximum foot pedal position travel or full load condition. The powertrain system includes a multiple speed change gear transmission and a control unit for controlling the engine and the transmission. The method includes the following steps. One or more engine operating parameters are selected for control by the control unit. The engine operating parameters include fuel injection timing, fuel injection rate, fuel injection pressure, turbocharger wastegate control valve setting, intake air throttle setting, variable geometry turbocharger vane position setting, engine valve timing setting and engine valve activation state. The control unit establishes that an up-shift is about to occur from a first gear to a second gear. Upon establishing that an up-shift is about to occur, the engine is placed in a transient operating mode. The transient operating mode includes the steps of: reducing a magnitude of at least one of the engine speed and the engine torque to enable shifting from the first gear, and simultaneously modulating the selected engine operating parameter to maintain a boost pressure (i.e., an elevated intake air or boost pressure produced by the turbocharger). The control unit establishes that the shift from the first gear has been completed. Upon establishing that the shift from first gear has been completed, the engine is returned to the full load condition. The selected engine parameter is immediately modulated so as to increase the torque output of the engine after the shift from the first gear. The modulation of the selected engine parameter is coordinated with the shifting of the transmission to decrease the turbocharger lag associated with shifting and to thereby decrease of a power output response time of the engine. Alternately, this shift control method can be used to reduce exhaust emissions during shift events. 
     Also disclosed is a control system for controlling up-shifting of a vehicular powertrain system used with a turbocharged internal combustion engine operating in a maximum foot pedal position. The powertrain system includes a multiple speed change gear transmission and a control unit for controlling both the engine and the transmission. The control unit has logic rules effective for implementing the following steps. The logic rules enable establishing that an up-shift is about to occur from a first gear to a second gear. Upon establishing that an up-shift is about to occur, the engine is placed in a transient shift operating mode. The transient shift operating mode includes the steps of: reducing a magnitude of at least one of the engine speed and the engine torque to enable shifting from the first gear, and modulating a selected engine operating parameter to maintain boost pressure (produced by the turbocharger) while the magnitude of the at least one of the engine speed and the engine torque is reduced. The selected engine operating parameter is chosen from a plurality of parameters including: fuel injection timing, fuel injection rate, fuel injection pressure, turbocharger wastegate control valve setting, intake air throttle setting, variable geometry turbocharger vane position setting and engine valve activation state. The logic rules further enable establishing that the shift from the first gear has been completed. The selected engine operating parameter is immediately modulated so as to increase the torque output of the engine after the shift from the first gear. The modulation of the selected engine parameter is coordinated with the shifting of the transmission to decrease the turbocharger lag associated with shifting, to thereby increase a power output of the engine substantially immediately upon completion of the up-shift. 
     The present invention provides a method of controlling a powertrain system, which minimizes the one of the turbo lag and the exhaust emissions which are associated with shifting of an automated manual transmission. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG.  1 . is a schematic representation of a powertrain control system. 
     FIG.  2 . is a plot of acceleration parameters. 
     FIG.  3 . is a plot showing the effect of turbocharger lag on vehicle performance. 
    
    
     DETAILED DESCRIPTION 
     An at least partially automated vehicular driveline or powertrain system  10  using the control system and method of the present invention is schematically illustrated in FIG.  1 . System  10  is preferably fully automated. An example of a fully automated system is presented in U.S. Pat. No. 4,361,060. 
     In system  10 , a change-gear transmission  14  employs a well-known countershaft-type construction with multiple constant mesh gears selectively engaged by sliding jaw clutches is drivingly connected to a turbocharged internal combustion engine  12  by a frictional master clutch  18 . Transmission  14  may include a splitter/range auxiliary unit providing additional transmission ratios. Transmission  14  by way of example may be of the type well known in the prior art and sold by the assignee of this application, Eaton Corporation, under the trademarks “Super-10” and “Lightning”, and may be seen in greater detail by reference to U.S. Pat. Nos. 4,754,665 and 5,974,354. 
     Engine  12  is turbocharged. That means that engine  12  includes a turbocharger  15 . Turbochargers are well known in the fields of internal combustion engines and engine controls. A turbocharger increases the power output of an engine by using an exhaust driven turbine or impeller to force additional air into the engine cylinders. Turbochargers  15  have a compressor section driven by a turbine section. The turbine section has a turbine wheel with a plurality of turbine blades fixed to it. Exhaust gas is routed from the engine cylinders to the turbine section. The exhaust gas acts against the turbine blades to rotate the turbine wheel. Rotation of the turbine wheel, in turn, rotates a centrifugal compressor that comprises the compressor section. The centrifugal compressor draws in fresh air and forces it into the engine cylinders during the intake engine cycle. A wastegate is commonly used on the turbine side to control the amount of exhaust gas reaching the turbine. This is done to prevent the turbocharger from providing an excessive magnitude of boost or compressed air pressure to the engine. Variable geometry turbochargers provide an alternative means of controlling boost pressure. By changing the angle of the blades relative to the direction of exhaust gas flow, the amount of boost and compression can be controlled. 
     Engine  12  includes a crankshaft  20  that is attached to a driving member  22  of master clutch  18 . Driving member  22  frictionally engages with, and disengages from a driven member  24  of master clutch  18 . Driven member  24  is attached to an input shaft  26  of transmission  14 . A transmission output shaft  28  extends from transmission  14 . The transmission output shaft  28  is drivingly connected to the vehicular drive wheels through a drive axle  30  or a transfer case. 
     The terms “engaged” and “disengaged” as used in connection with the master friction clutch  18  refer to the capacity, or lack of capacity, respectfully of the clutch to transfer a significant amount of torque. Mere random contact of the friction surfaces, in the absence of at least a minimal clamping force is not considered engagement. 
     The master friction clutch  18  is selectively engaged and disengaged by operation of a clutch actuating mechanism  32 . Acceptable clutch actuating mechanisms include pneumatic or hydraulic pistons pivoting a conventional shift lever that displaces a release bearing acting in a manner well known in the prior art. Alternative actuating means and clutch types, such as piston actuated multi-plate wet clutches may also be employed within the scope of the present invention. Clutch actuating mechanism  32  must be responsive, directly or indirectly, to a remotely initiated electronic control signal. 
     Powertrain system  10  further includes rotational speed sensors  34  for sensing engine rotational speed,  36  for sensing transmission input shaft rotational speed, and  38  for sensing transmission output shaft rotational speed, and providing signals indicative thereof. The units employed in association with the speed of the rotating elements are typically revolutions per minute or RPMs. A foot pedal position sensor  40  provides a signal indicative of foot pedal position. The signal for foot pedal position is commonly expressed as a percentage (0% to 100%) of available foot pedal travel. The 100% condition is also characterized as a full rack condition for diesel engines. Engine  12  is electronically controlled. In the exemplary embodiment, engine  12  includes an electronically responsive engine controller  42 . Sensor  40 , in combination with controller  42 , could be used to control engine fueling. It should be appreciated that controller  42  may actually be comprised of a plurality of electronically responsive components such as fuel injectors, fuel pressure regulation means, turbocharger wastegate control valves, intake air control means, engine valve timing control means, turbocharger vane position setting means, engine valve timing setting means and engine valve activation state control means. 
     An X-Y shift actuator  44  may be of the types illustrated in U.S. Pat. Nos. 5,281,902 and 4,821,590. Actuator  44  is provided for automated or shift-by-wire shifting of transmission  14 . One exemplary actuator has a pair of electrically operated motors or servos that shift transmission  14  through a mechanical interface. A shift selector  46  allows the vehicle driver to select a mode of operation and provides a signal indicative of the gear ratio of the desired gear, or a target gear ratio. The shift selector  46  shown in FIG. 1 has a plurality of gear range buttons which can be selected by the vehicle operator. Shift selector  42  could alternatively take other forms not illustrated such a shift lever having a shift knob. The lever could be toggled between position corresponding to gear ranges. 
     Engine controller  42  and X-Y shift actuator  44  communicate through the system  10  via an engine electronic control unit (ECU)  48  and a transmission ECU  50  and a system ECU  52 . Engine ECU  48  and system ECU  52  communicate with each other over a first multiplexed data bus  54  employing an appropriate communications protocol such as SAE J1922, SAE J1939, ISO 11898 or the like. Transmission ECU  50  and system ECU  52  similarly communicate with each other over a second multiplexed data bus  56 . It should be appreciated that the invention would operate equally well if one or more of the ECU&#39;s  48 ,  50  and  52  were combined. 
     ECU&#39;s  48 ,  50  and  52  are preferably microprocessor-based control units of the type well known in the prior art. ECU&#39;s  48 ,  50  and  52  receive input signals from foot pedal position sensor  40 , and speed sensors  34 ,  36  and  38  over conventional electrical signal and power conducting elements  58  such as wires. ECU&#39;s  48 ,  50  and  52  process such signals according to predetermined logic rules to issue command output signals to system actuators, such as engine controller  42 , shift actuator  44  and the like over conducting elements  58 . ECU&#39;s  48 ,  50  and  52  may also direct each other to issue command signals. The communications protocol may establish a priority of such commands. The ECUs store control algorithms or programs for controlling the engine  12 , the transmission  14  and the clutch  18 . 
     As is known, to disengage a jaw clutch in a vehicular mechanical transmission, especially in a heavy-duty vehicle, it is necessary to relieve torque lock at the engaged jaw clutch. If opening the master friction clutch  18  is not desirable, torque lock can be relieved by fueling the engine to cause driveline torque to approach zero and/or by forcing torque reversals, which will positively cause crossings of zero driveline torque. 
     Full or partially automated mechanical transmission systems that, upon determining that a shift from a currently engaged ratio into neutral and then into a target ratio is desirable, will, while maintaining the vehicle master friction clutch engaged, initiate automatic fuel control to cause reduced torque across the jaw clutches to be disengaged, are also known in the prior art. Shifting with the master clutch  18  remaining engaged is preferred in many situations, as such shifts tend to be of a higher shift quality and/or cause less wear on the driveline. These systems include systems that attempt to fuel the engine to achieve and maintain a zero driveline torque, as shown in U.S. Pat. No. 4,593,580, and systems that fuel the engine to induce one or more torque reversals, as shown in U.S. Pat. No. 4,850,236. Upon sensing a transmission neutral condition, clutch  18  is maintained engaged and the engine speed commanded to a substantially synchronous speed for engaging a desired or target gear ratio. 
     Control of engine torque to achieve a desired output or flywheel torque is known as and may be seen by reference to U.S. Pat. No. 5,620,392. Engine torque as used herein refers to a value indicative of an engine torque, usually gross engine torque, from which an output or flywheel torque may be calculated or estimated. The relationship of gross engine to flywheel torque is discussed in U.S. Pat. Nos. 5,509,867 and 5,490,063. An engine torque value may be estimated using a plurality of operating parameters including fuel flow rate, air flow rate and air temperature. By way of example, datalinks complying with SAE J1939 or similar protocols, allow ECU  52  to issue commands over the datalink for the engine to be fueled in any one of several modes, such as: 
     (i) in accordance with the operator&#39;s setting of the foot pedal, 
     (ii) to achieve a commanded or target engine speed, 
     (iii) to achieve a commanded or target engine torque, and 
     (iv) to maintain engine speed or engine torque below certain preset limits. 
     Many input/informational signals, such as engine speed, engine torque and the like may also be carried by buses  54  and  56  and conducting elements  58 . 
     As noted above, the present invention employs communication from the transmission ECU  50  to the engine ECU  48 . The communication is used to signal engine ECU  48  that the engine speed/torque correlating to the pedal position is to be considered by engine ECU  48  in the operation of engine controller  42 . 
     A break in the engine torque applied to the transmission  14  facilitates shifting by eliminating the torque lock on the engaged jaw clutch. A break in torque is especially needed when the system is in a 100% foot pedal position condition. The torque break is typically achieved in one of the two ways described above: the frictional master clutch is disengaged by the clutch actuating mechanism  32 , or the engine load is reduced to zero by manipulation of engine controller  42 . 
     Shifting is controlled by ECU  50 . ECU  50  commands a break in torque to enable shifting. When transmission torque has been effectively reduced to zero by either use of the master clutch  18  or by manipulation of the engine controller,  42 , X-Y shift actuator  44 , responsive to transmission ECU  50 , shifts the transmission from the current or first gear to an intermediate to a neutral range or position on the way to a target or second gear. 
     The references herein to first and second gear are not intended to limit the description to specific gears or gear ranges. First gear and second gear may correspond to not only a first gear and a second gear, but also to a second gear and a third gear and a third gear and a fourth gear and so on. 
     The engine ECU  48  is programmed to recognize, upon notification by the transmission ECU  50 , that the speed/torque reduction associated with the shift-necessitated torque break is only temporary, and that maximum power will be required immediately upon selection and engagement of the target gear. Engine ECU  48  is further programmed to accordingly adopt control strategies preparing the engine  12  for a rapid restoration of full power. The strategies include directing the engine controller  42  to modulate a selected engine parameter so as to facilitate the virtually instantaneous restoration of power. Such steps include, but are not limited to, any combination of the following: 
     Controlling of engine fuel injection timing, rate, and/or pressure settings to maintain and/or increase exhaust energy ({dot over (Q)}) rate for purposes of keeping turbocharger operation and boost pressure elevated; 
     Controlling of turbocharger wastegate control valve in order to maintain and/or increase the turbocharger rotational speed for purposes of keeping turbocharger operation and boost pressure elevated; 
     Use of the intake air throttle for restricting manifold absolute pressure (MAP) during rapid engine deceleration while maintaining high intake manifold boost pressure on the upstream side of the air throttle; 
     Controlling variable geometry turbocharger (VGT) vanes so as to maintain and/or increase the turbocharger rotational speed for purposes of keeping turbocharger operation and boost pressure elevated; and 
     Using variable valve timing (VVT) or the use of valve deactivation for purposes of keeping turbocharger operation and boost pressure elevated. 
     Any of the above alternative methods selected for use are preferably employed during the shift event, particularly leading up to full restoration of boost pressure immediately before shifting out of gear. As an example, when shifting out of the first gear is initiated, the compressor blades of the turbocharger are commanded to pivot to an angle providing very little displacement of air by the turbocharger so as to be compatible with engine operation during the torque break. At the same time, fuel injection timing is delayed to increase the exhaust temperature and available exhaust energy so that the turbocharger is maintained at an elevated rotative speed. Full power is rapidly restored by pivoting the compressor blades back to a maximum displacement orientation at the same time as full fuel rate is restored to the engine. It should be appreciated that other methods of maintaining turbocharger rotational speed may be employed. Further, other parameters mentioned above may be employed to achieve the desired rapid restoration of torque. 
     FIG. 2 is a plot showing ideal system performance under maximum foot pedal position operating conditions. A foot pedal position plot  60  shows the rapid increase to the 100% foot pedal position plateau. A saw-tooth plot of engine speed  62  overlays plot  60 . Engine speed plot  62  reflects transmission shifts from first to second to third to fourth and to fifth gears. Vehicle speed plot  64  shows a steady increase in vehicle speed. Vehicle speed  64  correlates to the signal provided by sensor  38 . Engine speed  62  corresponds to the signal from sensor  34 . Horizontal axis  66  is scaled in units of time. Vertical axis  68  is not labeled in FIG. 2 but would have a plurality of scales corresponding to foot pedal position (percent) engine rotational speed (RPM) and vehicle speed (MPH/KPH). Engine speed plot  62  is characterized by the saw-tooth pattern having a first gear ramp portion  70 , a second gear ramp portion  72 , a third gear ramp portion  74 , a fourth gear ramp portion  76  and a fifth gear ramp portion  78 . 
     FIG. 3 compares an ideal system, as shown in FIG. 2, with an approximation of a system suffering from turbocharger lag. The lag time is created by the need to spin up the turbine and compressor to a speed where effective boost is provided. Horizontal axis  80  is in units of time (t). Vertical axis  82  is in units of RPM for engine speed and miles per hour (MPH) or kilometers per hour (KPH) for vehicle speed. An ideal vehicle speed curve  84  is presented in phantom. A lag affected curve  86  is shown as a solid line. 
     An ideal first gear ramp of a curve  84  is coincident with an actual or operating first gear ramp plot  90  shown as a solid line. Similarly, the engine speed reduction associated with shifting out of first gear is coincident between the ideal system, and an actual system. The presence of turbo lag is first seen in both the engine speed and vehicle speed upon the reapplication of engine loading in second gear. The second gear portion  92  of the ideal engine speed trace  84  leads that of the actual trace  94  by a quantity of time shown in FIG. 3 as TL. Time period TL may be characterized as “turbo lag”. This difference, TL, is approximately the same at the point where the transmission is shifted from second gear into third gear. The subsequent third gear turbo lag shows the cumulative effect of the shifts from first to second and second to third. The resultant gap G 2  is approximately twice as large as gap G 1 . It should be appreciated that turbo lag also affects the vehicle speed as reflected by the dips in curve  86 , causing it to vary from ideal curve  84 . 
     The present invention allows the engine control strategy to employ any number of possible strategies to increase the transient response of the engine immediately upon completion of the change of gear, and subsequent full power application. These strategies may include, but are not limited to, control of full injection timing, rate and/or pressure settings. They will beneficially reduce the turbo lag time by a significant amount. 
     Although the present invention has been described with a certain degree of particularity it is understood that the description of the exemplary embodiment is by way of example only and that numerous changes to form and detail are possible without departing from the spirit and scope of the invention as hereinafter claimed.