Engine control apparatus for improved fuel economy

• US 4,964,318 A
• Filed: 01/19/1988
• Issued: 10/23/1990
• Est. Priority Date: 09/25/1975
• Status: Expired due to Fees

• Current Assignee: David P. Ganoung
• Original Assignee: David P. Ganoung
• Inventors: Ganoung, David P.
• Primary Examiner(s): Wright, Dirk
• Application Number:
  US07/145,568
• Time in Patent Office: 1,008 Days
• Field of Search: 74/857, 74/859, 74/860, 74/866, 74/877, 74/872, 74/856, 123/478, 123/480
• US Class Current: 477/110
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 2510/0628 Inlet air flow rate
• CPC Class Codes: B60W 2710/0605 Throttle position
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: F02D 2200/602 Pedal position
• CPC Class Codes: F02D 29/02 peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
• CPC Class Codes: F02D 41/0002 Controlling intake air
• CPC Class Codes: F02D 41/0007 for control of turbo-charged or super-charged engines control of the pumps per se F02B37/12
• CPC Class Codes: F02D 41/005 according to engine operating conditions
• CPC Class Codes: F02D 41/0065 Specific aspects of external EGR control constructional details of EGR system F02M26/00
• CPC Class Codes: F02D 41/182 for the control of a fuel injection device
• CPC Class Codes: F16H 2059/084 Economy mode
• CPC Class Codes: F16H 2059/085 Power mode
• CPC Class Codes: F16H 2059/743 using engine performance or power for control of gearing transmission input torque F16H2059/147
• CPC Class Codes: F16H 2061/0012 Transmission control for optimising power output of driveline
• CPC Class Codes: F16H 2061/0015 Transmission control for optimising fuel consumptions
• CPC Class Codes: F16H 47/06 the fluid gearing being of the hydrokinetic type
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals
• CPC Class Codes: F16H 61/10 : Controlling shift hysteresis
• CPC Class Codes: F16H 61/143 : using electric control means
• CPC Class Codes: F16H 61/66 : specially adapted for continuously variable gearings control of exclusively fluid gearing F16H61/38
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 : Engine management systems

Abstract

Engine control apparatus for use in passenger cars and other applications includes a special calibration of the intake mixture preparation system. Although this calibration duplicates the optimum calibration for use with a continuously variable transmission (CVT), the apparatus instead includes, for reasons of practicality, a discrete-ratio powershift transmission. Also included is a feedback control system which dispenses with the conventional mechanical connection between accelerator pedal and engine throttle valve. This drive-by-wire control system operates the engine as closely as is practical to the optimum CVT engine operating schedule, a predominantly wide-open-throttle engine operating schedule. The overall combination of special engine calibration and drive-by-wire control with a discrete-ratio transmission can offer the majority of the fuel economy advantage available with a CVT.

Claims

1. Apparatus for powering a vehicle, comprising:

a naturally-aspirated Otto cycle engine having (1) a throttle valve device used to provide substantially all control of combustion air density for the engine, the Otto engine being of a type which, in order to prevent misfire, requires intake air throttling over at least a major range of brake torque produced at a power output shaft of the engine and (2) an intake mixture preparation system operative when said throttle valve device is at least effectively wide open to automatically use intake charge dilution to provide benefits of (a) reducing brake specific fuel consumption of the engine and (b) suppressing autoignition in the engine, said wide open throttle benefits being provided by said intake mixture preparation system over at least half of a range of operating speed of said engine output shaft required to satisfy all operating conditions of the vehicle,

and a discrete-ratio gearbox which receives power from said engine power output shaft and which has a gearbox power output shaft that provides substantially all mechanical energy for powering the vehicle, substantially all of said mechanical energy for powering the vehicle being transferred from the engine to propel the vehicle without a significant time delay, whereby the technological risk of a CVT is avoided.

2. The apparatus of claim 1 further comprising means for eliminating said wide open throttle charge dilution only when an accelerator pedal of the vehicle is fully depressed, whereby full engine power is available without compromising fuel economy achieved when said accelerator pedal is less than fully depressed.

3. The apparatus of claim 1 further comprising (1) means operative to select and enable a gear ratio according to a mapping of gear ratios available in said gearbox onto an area of rotational speed of said gearbox power output shaft versus position of an accelerator pedal in response to which position said engine throttle valve device is adjusted, said mapping utilizing positions of said throttle valve device selected from wide open and effectively wide open to establish engine power levels extending upward from below one-third of the engine'"'"'s maximum power level obtained with zero air-fuel charge dilution, said mapping having an acceptable amount of shift schedule hysteresis and at the same time allowing elimination of substantially all unacceptable gaps in powder available to propel the vehicle and (2) means operative to adjust said engine throttle valve device in response to said accelerator pedal position and in response to variations in an additional parameter, including adjustments of said throttle valve device in response to variations in said additional parameter which are accompanied by a fixed position of said accelerator pedal, said additional parameter being dependent upon variables selected from (1) operating speed of said engine power output shaft, (2) said engine brake torque, (3) said speed of said gearbox power output shaft and (4) brake torque provided by said gearbox output shaft,

whereby said accelerator pedal commands gearshifting of said gearbox to thereby maintain acceptable control of said engine operating speed, but without causing unacceptable gaps in said power available to propel the vehicle.

4. The apparatus of claim 1 further comprising means which (1) selects and enables a gear ratio from gear ratios available in said gearbox, said ratio selection depending upon position of an accelerator pedal used to control power output from the engine, and which (2) establishes (a) a first range of position of said engine throttle valve device for operation of the engine using a first of said available gearbox ratios and (b) a second range of said throttle valve position for operation of the engine using a second of said available gearbox ratios, said first and said second ranges of throttle valve position strongly overlapping each other when operating speed of said gearbox output shaft holds a constant value, but said accelerator pedal establishing said first range of throttle valve position at said constant gearbox speed only when said pedal is advanced to a range of its position beyond that which establishes said second range of throttle valve position at said constant gearbox speed, said strong overlapping of throttle position ranges without corresponding overlapping of accelerator pedal position ranges existing throughout a broad range of operating speed of said gearbox power output shaft within which said first and said second ranges of throttle valve position are each changing and are each continuously bounded by a position of said throttle valve device that is selected from wide open and effectively wide open,

whereby gaps in power available to propel the vehicle are reduced while said accelerator pedal still maintains acceptable control over gearshifts and thus over engine speed.

5. The apparatus of claim 3 further comprising means for eliminating said wide open throttle charge dilution only when an accelerator pedal of the vehicle is fully depressed,

whereby full engine power is available without comprising fuel economy achieved when said accelerator pedal is less than fully depressed.

6. The apparatus of claim 4 further comprising means for eliminating said wide open throttle charge dilution only when an accelerator pedal of the vehicle is fully depressed,

whereby full engine power is available without compromising fuel economy achieved when said accelerator pedal is less than fully depressed.

7. The apparatus of claim 1 further comprising (1) input means operative to command a varying desired level for power substantially as delivered from said gearbox output shaft to propel the vehicle, said commanded level of power having a discrete current value, and (2) throttle control means operative to adjust said engine throttle valve device to thereby substantially equalize current magnitude of said gearbox output shaft power to said current value of commanded power, said throttle control means being operative to adjust said throttle valve device to maintain said power equalization when operating speed of said engine power output shaft changes while said commanded power level remains constant, including changes in said engine operating speed that are caused by gearshifts in said gearbox,

whereby said throttle control means automatically closes gaps in the availability of said gearbox output shaft power.

8. The apparatus of claim 7 wherein said input means comprises an accelerator pedal and wherein the apparatus further comprises (1) means operative to select and enable a gear ratio according to a mapping of gear ratios available in said gearbox onto an area of rotational speed of said gearbox power output shaft versus position of said accelerator pedal, said mapping utilizing positions of said engine throttle valve device selected from wide open and effectively wide open to establish engine power levels extending upward from below one-third of the engine'"'"'s maximum power level obtained with zero air-fuel charge dilution, said mapping having an acceptable amount of shift schedule hysteresis and at the same time allowing elimination of substantially all significant gaps in power available to propel the vehicle, and (2) means for eliminating said wide open throttle charge dilution only when said accelerator pedal is fully depressed,

whereby said wide open throttle charge dilution is inherently utilized to improve fuel economy of the vehicle and whereby full engine power is available without compromising fuel economy achieved when said accelerator pedal is less than fully depressed.

20. The apparatus of claim 1 further comprising means operative to select a gear ratio according to a gearshift mapping of gear ratios available in said gearbox onto an area of power substantially as measured at said gearbox output shaft versus rotational speed of said gearbox output shaft, a power unit comprising the engine and the gearbox having at least two operating modes with which power is produced by the engine and made available at said gearbox output shaft, each one of said at least two operating modes (1) including a gear ratio selected from said ratios available in the gearbox and (2) having, in conjunction with said wide open throttle charge dilution associated therewith a different topographical mode performance mapping of a surface of brake specific cost substantially as measured at said gearbox output shaft onto said area of gearbox output power and speed, said brake specific cost comprising mass amount of fuel consumed by the engine to produce one brake-horsepower-hour of mechanical energy, each individual point on said gearshift mapping (1) having associated therewith particular values of said power measured at said gearbox output shaft and of said gearbox output shaft speed, more than one of said at least two operating modes being available to establish said particular values of power and speed and (2) being associated by said gearshift mapping with a particular one of said at least two operating modes which has a candidate value of said brake specific cost at least as low as that of any other of said more than one modes available for said individual point on said gearshift mapping, each one of said more than one available modes having its candidate value of brake specific cost obtained from (1) a specific one of said topographical performance mappings which applies to said one of said more than one available operating modes and (2) a location on said specific performance mapping determined by said particular values of power and speed,

whereby said power unit operates according to said gearshift mapping to thereby reduce said brake specific cost as measured at said gearbox output shaft.

9. Apparatus for improving the efficiency with which mechanical power is produced by an Otto cycle engine and delivered to a load, the engine having a throttle valve device used to provide substantially all throttling of substantially all combustion air consumed by the engine to thereby provide control over at least a major range of brake torque produced at a power output shaft of the engine, the apparatus comprising:

an intake mixture preparation system for the engine operative to automatically use intake charge dilution to provide benefits of (1) reducing brake specific fuel consumption of the engine and (2) suppressing autoignition in the engine when density of combustion air consumed by the engine is substantially maximized with the throttle valve device being at least effectively wide open, said wide open throttle benefits being provided by said intake mixture preparation system over at least half of a range of operating speed of said engine output shaft required to satisfy all operating conditions of the load,

a discrete-ratio gearbox which receives power from the engine power output shaft and which has a gearbox power output shaft that provides substantially all mechanical energy for powering the load, substantially all of said mechanical energy for powering the load being transferred from the engine to the load without a significant time delay,

and means operative to select a gear ratio according to a mapping of gear ratios available in said gearbox onto an area of rotational speed of said gearbox power output shaft versus position of an operator input means in response to which position the engine throttle valve device is adjusted, said mapping utilizing substantially maximized density of the engine combustion air, including positions of the engine throttle valve device which substantially minimize throttling of the engine combustion air, to establish engine power levels which extend upward from below one-half of the engine'"'"'s maximum power level, said mapping having an acceptable amount of shift schedule hysteresis and at the same time allowing elimination of substantially all unacceptable gaps in power available for driving the load,

whereby performance of the engine approaching that available using a highly efficient continuously variable transmission is available using said discrete-ratio gearbox in place of said CVT.

10. The apparatus of claim 9 wherein (1) the engine is a naturally-aspirated engine of a type which, in order to prevent misfire, requires intake air throttling over at least a major range of brake torque output produced at said engine power output shaft, (2) said operator input means comprises an accelerator pedal and (3) the apparatus further comprises (a) means for eliminating said intake charge dilution only when said accelerator pedal is fully depressed and (b) means which establishes a first range of position of the engine throttle valve device for operation of the engine using a first of said available gearbox ratios and a second range of said throttle valve position for operation of the engine using a second of said available gearbox ratios, said first and said second ranges of throttle valve position strongly overlapping each other when said gearbox output shaft speed holds a constant value, but said accelerator pedal establishing said first range of throttle valve position at said constant gearbox output speed only when said pedal is advanced to a range of its position beyond that which establishes said second range of throttle valve position at said constant gearbox output speed, said strong overlapping of throttle position ranges without corresponding overlapping of pedal position ranges existing throughout a broad range of operating speed of said gearbox output shaft within which said first and said second ranges of throttle valve position are each changing and are each continuously bounded by operation of the engine with substantially maximized density of the engine combustion air,

whereby full engine power is available without compromising fuel economy achieved when said accelerator pedal is less than fully depressed and whereby said overlapping of throttle position ranges automatically reduces gaps in power caused by gearshifting between said first and said second gear ratios.

11. The apparatus of claim 9 wherein (1) said operator input means is operative to command a varying desired level for power substantially as delivered from said gearbox output shaft to drive the load, said commanded level of power having a discrete current value and (2) the apparatus further comprises drive-by-wire means operative to adjust control devices comprising the engine throttle valve device to thereby substantially equalize current magnitude of said gearbox output shaft power to said current value of commanded power, said drive-by-wire means being operative to adjust said control devices to thereby maintain said power equalization when operating speed of the engine power output shaft changes while said commanded power level remains constant, including changes in engine operating speed that are caused by gearshifts in said gearbox,

whereby said drive-by-wire means automatically closes gaps in the availability of said gearbox output shaft power.

22. The apparatus of claim 9 wherein said means operative to select a gear ratio according to said first-mentioned mapping also does so according to a second mapping, said second mapping being onto an area of power substantially as measured at said gearbox power output shaft versus said gearbox output shaft speed, a power unit comprising the engine and the gearbox having at least two operating modes with which power is produced by the engine and made available at said gearbox output shaft, each one of said at least two operating modes (1) including a gear ratio selected from said ratios available in the gearbox and (2) having, in conjunction with said intake charge dilution, associated therewith a different topographical mode performance mapping of a surface of brake specific cost substantially as measured at said gearbox output shaft onto said area of said second mapping, said brake specific cost comprising mass amount of fuel consumed by the engine to produce one brake-horsepower-hour of mechanical energy, each individual point on said second mapping (1) having associated therewith particular values of said power measured at said gearbox output shaft and of said gearbox output shaft speed, more than one of said at least two operating modes being available to establish said particular values of power and speed and (2) being associated by said second mapping with a particular one of said at least two operating modes which has a candidate value of said brake specific cost at least as low as that of any other of said more than one modes available for said individual point on said second mapping, each one of said more than one available modes having its candidate value of brake specific cost obtained from (1) a specific one of said topographical performance mappings which applies to said one of said more than one available operating modes and (2) a location on said specific performance mapping determined by said particular values of power and speed,

whereby said power unit often operates according to said second mapping to thereby reduce said brake specific cost as measured at said gearbox output shaft.

12. Apparatus for improving the fuel economy of a naturally-aspirated Otto cycle engine which delivers power to a load through a discrete-ratio transmission, the engine being of a type which, in order to prevent misfire, requires intake air throttling over at least a major range of break torque produced by the engine and the apparatus comprising:

operator input means operative to command a varying level for power substantially as delivered from a power output shaft of the transmission to the load, said commanded power level having a discrete current value,

and drive-by-wire means operative to use a variable rate of air-fuel charge dilution in securing substantial equalization of (1) of said commanded power level and (2) current magnitude of said power as delivered from said transmission power output shaft to the load, said drive-by-wire means using said variable air-fuel dilution rate to contribute at least significantly to maintaining said power equalization when operating speed of the engine changes due to gearshifts occurring in the transmission.

whereby air-fuel charge dilution contributes both to fuel economy of the engine and to automatic closing of power gaps caused by said gearshifts.

13. The apparatus of claim 12 wherein said drive-by-wire means employs adjustment of a throttle valve of the engine in conjunction with said variable air-fuel dilution rate to thereby maintain said automatic closing of power gaps arising from gearshifts,

whereby said air-fuel dilution can be more nearly optimized with respect to high fuel economy and low exhaust emissions of the engine.

14. The apparatus of claim 13 further comprising means operative to select a gear ratio according to a mapping of gear ratios available in the transmission onto an area of rotational speed of said transmission output shaft versus said commanded power level, said mapping requiring substantially maximized density of combustion air consumed by the engine to establish engine power levels extending upward from below one-half of the engine'"'"'s maximum power level obtained with zero air-fuel charge dilution, said mapping having at most a an acceptable amount of shift schedule hysteresis and time allowing elimination of substantially all significant gaps in power available to drive the load,

whereby said accelerator pedal commands control of both torque and operating speed of the engine, but without allowing unacceptable gaps in said power available to drive the load and without sacrificing engine fuel economy.

15. Apparatus for improving the overall efficiency with which mechanical power is both produced by an Otto cycle engine and delivered to a load, the engine consuming only an intake charge comprising air and fuel in stoichiometric proportion thereto to thereby produce the mechanical power, the engine having at least one combustion chamber and said fuel and said air at least beginning to merge before entering each of said at least one combustion chamber, a power output shaft of the engine providing the mechanical power for delivery to the load and having an overall range of rotational speed consisting of all values of rotational speed with which said output shaft provides the mechanical power for delivery to the load, the apparatus comprising:

a designated induction-and-fuel-metering system for the engine selected from a naturally-aspirated induction-and-fuel-metering system and a supercharged induction-and-fuel-metering system, said naturally-aspirated induction-and-fuel-metering system comprising a throttle valve device and a first intake mixture preparation means, said throttle valve device being interposed in a flow comprising substantially all of said engine intake air to thereby provide control of the mechanical power for delivery to the load, said throttle valve device having an actually wide open position which minimizes density reduction of said intake air caused by thermodynamic free expansion in said flow of intake air as said intake air passes through said throttle valve device, said minimization of density reduction occurring when said engine output shaft speed is maximized in said overall speed range of said engine output shaft, said throttle valve device being effectively wide open whenever said flow of engine intake air is substantially free of density reduction of said intake air caused by thermodynamic free expansion in said flow of intake air as said intake air passes through said throttle valve device, and said throttle valve device also being effectively wide open whenever said throttle valve device is substantially in said actually wide open position, said first intake mixture preparation means having an efficient wide-open-throttle calibration for automatically providing full dilution of the intake charge when said throttle valve device is effectively wide open, said wide-open-throttle calibration extending substantially throughout an efficient rotational speed range of said engine output shaft which is at least 50% as wide as said overall engine range when each of said efficient and said overall engine speed ranges is expressed as a positive range of revolutions per minute, the intake charge consisting of said full intake charge dilution and said stoichiometric portion of the intake charge at substantially all times when said first intake mixture preparation means is implementing said wide-open-throttle calibration, with said engine output shaft operating at each particular speed value within said efficient engine speed range said full intake charge dilution both having a particular composition and being in a weight proportion to said stoichiometric portion which substantially minimizes brake specific cost measured at said engine output shaft with (a) said engine output shaft operating at said particular speed value, (b) said throttle valve device being effectively wide open, (c) ambient air density being representative of anticipated operating conditions for the engine and (d) the intake charge consisting of said stoichiometric portion and dilution of said particular composition, said brake specific cost comprising mass amount of said fuel consumed by the engine to produce one brake-horsepower-hour of mechanical energy, and said supercharged induction-and-fuel-metering system comprising said throttle valve device, a supercharger for the engine and a second intake mixture preparation means, said second intake mixture preparation means having an efficient full-boost-pressure calibration for automatically providing full-boost dilution of the intake charge when said supercharger is providing full boost pressure to the engine, said full-boost-pressure calibration extending substantially throughout said efficient engine speed range and the intake charge consisting of said full-boost intake charge dilution and said stoichiometric portion of the intake charge at substantially all times when said second intake mixture preparation means is implementing said full-boost-pressure calibration, with said engine output shaft operating at each constant speed value within said efficient engine speed range said full-boost dilution of the intake charge having a specific composition and being in at least that weight proportion to said stoichiometric portion which substantially minimizes said brake specific cost measured at said engine output shaft with (a) said engine output shaft operating at said constant speed value, (b) said supercharger providing full boost pressure to the engine, (c) ambient air density being representative of anticipated operating conditions for the engine and (d) the intake charge consisting of said stoichiometric portion and dilution of said specific composition, the engine having torque control means which comprises said throttle valve device and which is used to provide substantially all regulation of brake torque produced by the engine output shaft at each fixed value of said engine output shaft speed throughout said efficient engine speed range, said designated induction-and-fuel-metering system being calibrated to automatically regulate mass consumption rate of said fuel by the engine to a magnitude which depends upon both said engine output shaft speed and status of said torque control means, said automatic regulation of fuel consumption comprising said wide-open-throttle calibration if the apparatus includes said naturally-aspirated induction-and-fuel-metering system and said automatic regulation of fuel consumption comprising said full-boost-pressure calibration if the apparatus includes said supercharged induction-and-fuel-metering system,

discrete-ratio means which couples said engine output shaft to a power input element of the load through a number of discrete rotational speed ratios at least equal to two, each of said number of discrete speed ratios being expressed as a dimensionless ratio of rotational speed of an element of said discrete-ratio means driven by said engine output shaft to concurrent rotational speed of said input element of the load obtained with zero power loss due to slippage between said engine driven element and said load input element, a power unit comprising the engine and said discrete-ratio means having at least two operating modes with which the mechanical power is produced by the engine and delivered to said input element of the load, each one of said at least two operating modes having, in conjunction with said automatic regulation of engine fuel consumption provided by said designated induction-and-fuel-metering system, associated therewith a different topographical mode performance mapping of a surface of said brake specific cost substantially as measured at said input element of the load onto an area of said rotational speed of said input element of the load versus magnitude of the mechanical power substantially as measured at said input element of the load, said brake specific cost consisting of a sum of products which includes said mass amount of fuel consumed per brake-horsepower-hour, each of said products being a brake specific performance parameter multiplied by a weighting factor having a relative value chosen to optimize operation of said power unit,

and means operative to select one of said at least two power unit operating modes according to a mapping of said at least two operating modes onto an area of said rotational speed of said input element of the load versus position of an operator input means in response to which position said torque control means is adjusted, said mapping utilizing substantially maximized density of said engine intake air to establish engine power levels extending upward from below one-half of the engine'"'"'s maximum power level,

whereby performance of the engine approaching the best obtainable using a continuously variable transmission is available using said discrete-ratio means in place of said CVT.

16. The apparatus of claim 15 wherein said means operative to select one of said at least two power unit operating modes does so according to a second gearshift mapping of said at least two operating modes, said second gearshift mapping being onto said area of said topographical performance mappings of said at least two operating modes, each individual point on said second gearshift mapping (1) having associated therewith particular value of said rotational speed of said load input element and of said magnitude of power as measured at said load input element, more than one of said at least two operating modes being available to establish said particular values of speed and power and (2) being associated by said second gearshift mapping with a particular one of said at least two operating modes which has a candidate value of said brake specific cost at least as low as that of any other of said more then one modes available to establish said individual point on said second gearshift mapping, each one of said more than one available modes having its candidate value of brake specific cost obtained from (1) a specific one of said topographical performance mappings which applies to said one of said more than one available operating modes and (2) a location on said specific performance mapping determined by said particular values of speed and power,

wherein said power unit operates according to said second gearshifting mapping to thereby reduce said brake specific cost as measured at said load input element.

17. The apparatus of claim 15 further comprising means which establishes a first range of status of said engine torque control means for operation of said power unit using a first of said number of discrete speed ratios and a second range of said status of said engine torque control means for operation of said power unit using a second of said number of discrete speed ratios, said first and said second ranges of said torque control status strongly overlapping each other when said rotational speed of said load input element holds a constant value, but said operator input means establishing said first range of said torque control status at said constant load input speed only when said operator input means is advanced to a range of its status beyond that which establishes said second range of said torque control status at said constant load input speed, said strong overlapping of torque control ranges without corresponding overlapping of ranges of said status of said operator input means existing throughout a broad range of said rotational speed of said load input element within which broad load input speed range said first and said second ranges of torque control status are each changing,

whereby said overlapping of torque control ranges automatically reduces gaps in power caused by gearshifting between said first and said second speed ratios.

18. The apparatus of claim 16 wherein (1) the engine is a naturally-aspirated engine, (2) said operator input means comprises an accelerator pedal and (3) the apparatus further comprises (a) means for eliminating said full intake charge dilution when said accelerator pedal is fully depressed and (b) means which establishes a first range of position of said engine throttle valve device for operation of said power unit using a first of said number of discrete speed ratios and a second range of position of said engine throttle valve device for operation of said power unit using a second of said number of discrete speed ratios, said first and said second ranges of throttle valve position strongly overlapping each other when said rotational speed of said load input element holds a constant value, but said accelerator pedal establishing said first range of throttle valve position at said constant load input speed only when said accelerator pedal is advanced to a range of its position beyond that which establishes said second range of throttle valve position, said strong overlapping of throttle position ranges without corresponding overlapping of accelerator pedal position ranges existing throughout a broad range of said rotational speed of said load input element within which broad load input speed range said first and said second ranges of throttle valve position are each changing,

whereby full engine power is available without compromising fuel economy depressed and whereby said accelerator pedal is less than fully depressed and whereby said overlapping of throttle position ranges automatically reduces gaps in power caused by gearshifting between said first and said second speed ratios.

19. The apparatus of claim 16 wherein (1) said operator input means is operative to command a varying desired level for said power substantially as measured at said input element of the load, said commanded level of power having a discrete current value, (2) said means which selects an operating mode for said power unit uses said current value of commanded power in making said selection of operating mode according to said second gearshift mapping and (3) the apparatus further comprises drive-by-wire means operative to adjust said engine torque control means to thereby substantially equalize current magnitude of said power measured at said load input element to said current value of commanded power, said drive-by-wire means being operative to adjust said engine torque control means to thereby maintain said power equalization when operating speed of said engine output shaft changes while said commanded power level remains constant, including changes in said engine operating speed that are caused by gearshifts occurring in said discrete-ratio means,

whereby said drive-by-wire means automatically closes gaps in the availability of said power measured at said load input element.

21. The apparatus of claim 18 wherein the engine is an Otto cycle engine having a throttle valve device used in providing said regulation of engine brake torque and wherein the apparatus further comprises an intake mixture preparation system for the engine which establishes said fuel consumption schedule and in establishing part of said fuel consumption schedule is operative to use intake charge dilution to automatically provide benefits of (1) reducing brake specific fuel consumption of the engine and (2) suppressing autoignition in the engine when density of combustion air consumed by the engine is substantially maximized with said throttle valve device being at least sufficiently wide open, said wide open throttle benefits being provided by said intake mixture preparation system over at least half of a range of said engine operating speed required to satisfy all operating conditions of the load,

whereby the Otto engine is more fuel efficient than a conventionally-calibrated Otto engine.

23. The apparatus of claim 18 wherein the engine is a naturally-aspirated Otto cycle engine having a throttle valve device used to provide substantially all control of combustion air density for the engine, the engine being of a type which, in order to prevent misfire, requires intake air throttling over at least a major range of said engine brake torque and wherein said means for regulating mass consumption rate of fuel by the engine comprises an intake mixture preparation system of the engine which establishes said fuel consumption schedule and in establishing part of said fuel consumption schedule is operative when said throttle valve device is at least effectively wide open to automatically use intake charge dilution to provide benefits of (1) reducing brake specific fuel consumption of the engine and (2) suppressing autoignition in the engine, said wide open throttle benefits being provided by said intake mixture preparation system over at least half of a range of said engine operating speed required to satisfy all operating conditions of the load,

whereby the Otto engine is more fuel efficient than a conventionally-calibrated Otto engine.

24. Apparatus for improving efficiency with which mechanical power is produced by a combustion engine and delivered to a load, the engine having torque control means which (1) comprises at least one engine control device and (2) is used to provide substantially all regulation of brake torque produced at a power output shaft of the engine, and the engine having means operative to automatically regulate mass consumption rate of fuel by the engine according to a schedule which depends on both of operating speed of said engine power output shaft and status of said engine torque control means, a first shift map of a selection of discrete gear ratio values on an area defined by an operating speed of the load and by said status of said engine torque control means (1) being derived from a second shift map of said selection of gear ratio values and (2) having unacceptable overlapping of different ones of said selection of gear ration values when said first shift map closes all unacceptable gaps in power available from the engine to drive the load, said overlapping of different gear ratio values on said first shift map being unacceptable in that upshifts performed according to said first shift map are unacceptably delayed when the load is accelerating while said status of said engine torque control means remains fixed, the apparatus comprising:

a discrete-ratio gearbox which makes each of said selection of gear ratio values available for coupling said engine power output shaft to drive the load through a power output shaft of the gearbox, said operating speed of the load being identical to operating speed of said gearbox output shaft,

gear ratio selection means operative to select and enable an optimum one of said selection of gear ratio values according to said second shift map of said section of gear ratio values, said second shift map being on an area defined by said operating speed of the load and by magnitude of the mechanical power substantially as delivered to the load, each one of said selection of gear ratio values having in conjunction with performance of the engine as established by said fuel consumption schedule a topographical map of brake specific cost of engine operation on said area of said second shift map, said brake specific cost of engine operation on said area of said second shift map, said brake specific cost of engine operation comprising mass amount of fuel consumed by the engine in delivering one brake-horsepower-hour of mechanical energy to the load and each individual point on said second shift map (1) having associated therewith particular values of said operating speed of the load and of said magnitude of the power as delivered to the load and (2) being associated by said second shift map with one of said selection of gear ratios values which has a candidate value of said brake specific cost of engine operation at least as low as that of any other of said selection of gear ratio values which is capable of allowing the engine to establish said particular values of load speed and power, each example of said selection of gear ratio values which are capable of allowing the engine to establish said particular values of load speed and power having its candidate value of said brake specific cost of engine operation obtained from (1) a specific one of said topographical maps of brake specific cost which applies to said example gear ratio value and (2) a location on said specific topographical map determined by said particular values of load speed and power, said second shift map thereby closing all of said unacceptable gaps in power without having said unacceptable gear ratio overlapping which occurs on said first shift map, said first shift map being derived from said second shift map by employing performance data for operating the engine and said gearbox using said fuel consumption schedule and an applicable one of said selection of gear ratio values, said performance data being used to convert each individual power magnitude on said second shift map to a value on said first shift map of status of said engine torque control means, input means operative to command a desired level for said magnitude of power as delivered to the load, said selection of an optimum gear ratio value by said gear ratio selection means being accomplished using said desired level of power as a value for said magnitude of power as delivered to the load, and drive-by-wire means operative to establish (a) a first range of said status of said engine torque control means for operation of the engine when a first of said selection of gear ratio values is enables in said gear box and (b) a second range of said status of said engine torque control means for operation of the engine when a second of said gear ratio values is enable in said gearbox, said first and said second ranges of torque control status strongly overlapping each other when said operating speed of the load holds a constant value, but said drive-by-wire means establishing said first range of torque control status at said constant load speed only when said input means is advanced to command a range of said desired level of power beyond that which causes said drive-by-wire means to establish said second range of torque control status at said constant load speed, said strong overlapping of said range of torque control status without corresponding overlapping in status of said input means existing throughout a broad range of said operating speed of the load within which broad speed range said first and said second ranges of torque control status are each changing,

whereby said discrete-ratio gearbox facilitates performance of the engine approaching that available with a continuously variable transmission having a ratio range equal to that of said selection of gear ratio values, but said engine performance is achieved with neither unnecessary gaps in availability of power to drive the load nor excessive shift schedule hysteresis.

25. The apparatus of claim 24 wherein said brake specific cost of engine operation comprises mass amount of fuel consumed by the engine in delivering one brake-horsepower-hour of mechanical energy to the load added to at least one product of an exhaust emission weighting factor and total mass amount of a chemical species emitted in exhaust gas of the engine while the engine operates to deliver said one brake-horsepower-hour of mechanical energy to the load, at least one of said at least one weighting factor being chosen to achieve a desirable tradeoff of fuel efficiency of the engine for reduced exhaust emissions from the engine,

whereby overall performance of the engine is improved in spite of some loss in fuel efficiency of the engine.

26. The apparatus of claim 25 wherein said drive-by-wire means is operative to adjust said status of said engine torque control means to thereby substantially equalize said magnitude of the power as delivered to the load and said desired level of power, said drive-by-wire means being operative to adjust said status of said engine torque control means to maintain said power equalization when operating speed of said engine power output shaft changes while said desired level of power remains constant, including when said engine operating speed changes due to gearshifts in said gearbox,

wherein said drive-by-wire means automatically closes gaps in availability of power to drive the load of all mechanical energy produced by the engine for powering the load,

whereby the Otto engine is more fuel efficient than a conventionally-calibrated Otto engine.

27. The apparatus of claim 24 wherein the engine is an Otto cycle engine having a throttle valve device used in providing said regulation of engine brake torque and wherein the apparatus further comprises an intake mixture preparation system for the engine which establishes said fuel consumption schedule by automatically using intake charge dilution to secure a reduction in brake specific fuel consumption of the engine when density of combustion air consumed by the engine is substantially maximized with said throttle valve device being at least effectively wide open, said reduction in engine BSFC being obtained by using said intake charge dilution to improve the balance between mechanical and thermal losses occurring in the engine and said intake charge dilution displacing an average of at least 10% by weight of air-fuel charge consumed by the engine when displacement of air-fuel charge is determined by mathematically integrating percentage displacement of said air-fuel charge with respect to operating speed of said engine power output shaft, said integration being over at least half of a range of said engine operating speed required to satisfy all operating conditions of the load,

whereby the Otto engine is more fuel efficient than a conventionally-calibrated Otto engine.

28. The apparatus of claim 27 wherein said drive-by-wire means is operative to adjust said status of said engine torque control means to thereby substantially equalize said magnitude of the power as delivered to the load and said desired level of power, said drive-by-wire means being operative to adjust said status of said engine torque control means to maintain said power equalization when operating speed of said engine power output shaft changes while said desired level of power remains constant, including when said engine operating speed changes due to gearshifts in said gearbox,

whereby said drive-by-wire means automatically closes gaps in availability of power to drive the load.

29. The apparatus of claim 24 wherein the engine is a naturally-aspirated Otto cycle engine having a throttle valve device used to provide substantially all control of combustion air density for the engine, the engine being of a type which, in order to prevent misfire, requires intake throttling over at least a major range of said engine brake torque, and said means for regulating mass consumption rate of fuel by the engine comprising an intake mixture preparation system of the engine which establishes said fuel consumption schedule by using intake charge dilution to secure a reduction in brake specific fuel consumption of the engine when said throttle valve device is at least effectively wide open, said wide open throttle charge dilution displacing an average of at least 10% by weight of air-fuel charge consumed by the engine and said at least 10% average displacement being determined by mathematically integrating percentage displacement of said air-fuel charge with respect to operating speed of said engine power output shaft, said integration being over at least half of a range of said engine operating speed required to satisfy all operating conditions of the load,

whereby the Otto engine is more fully efficient than a conventionally-calibrated Otto engine.