Speed control management systems and methods

• US 8,406,971 B2
• Filed: 09/03/2010
• Issued: 03/26/2013
• Est. Priority Date: 09/03/2010
• Status: Active Grant

• Current Assignee: PACCAR Incorporated
• Original Assignee: PACCAR Incorporated
• Inventors: Balton, Christopher, Slaton, Zachary, Paul, Nathan, Ott, Ethan A.
• Primary Examiner(s): Tarcza, Thomas
• Assistant Examiner(s): MYHRE, KEVIN C
• Application Number:
  US12/876,001
• Publication Number:
  US 20120059560A1
• Time in Patent Office: 935 Days
• Field of Search: 701/51, 701/54, 701/103, 477/110, 477/120, 477/154, 477/156, 477/159
• US Class Current: 701/54
• CPC Class Codes: B60W 2510/1005 Transmission ratio engaged
• CPC Class Codes: B60W 2510/101 Transmission neutral state
• CPC Class Codes: B60W 2710/0622 Air-fuel ratio
• CPC Class Codes: B60W 2710/0627 Fuel flow rate
• CPC Class Codes: B60W 2710/0633 Inlet air flow rate
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: B60W 2710/0655 Coasting condition
• CPC Class Codes: B60W 2710/0661 Speed change rate
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2720/106 Longitudinal acceleration
• CPC Class Codes: B60W 30/18136 Engine braking
• CPC Class Codes: F02D 13/0203 Variable control of intake and exhaust valves
• CPC Class Codes: F02D 13/06 Cutting-out cylinders
• CPC Class Codes: F02D 2200/101 Engine speed
• CPC Class Codes: F02D 2250/26 by applying a torque limit
• CPC Class Codes: F02D 29/02 peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
• CPC Class Codes: F02D 41/0205 using an auxiliary engine speed control engine speed control per se F02D31/00
• CPC Class Codes: F02D 41/0225 in relation with the gear ratio or shift lever position
• CPC Class Codes: F02D 41/023 in relation with the gear ratio shifting conjoint control for improving gear change B60W30/19
• CPC Class Codes: F02D 41/10 for acceleration
• CPC Class Codes: F02D 9/06 : Exhaust brakes

Abstract

Systems and methods are provided for controlling an amount of torque generated by an engine of a vehicle. The amount of torque may be controlled by limiting an amount of fuel or air or a combination thereof being provided to the engine. In some situations, controlling the amount of torque generated by the engine may be utilized to gradually limit the vehicle'"'"'s acceleration, which in turn, may influence driver shifting strategies.

Claims

1. A method of inducing efficient manual transmission shifting by progressively decreasing vehicle acceleration, the method comprising:

determining whether a rotational speed of the engine exceeds a predefined engine speed shift target;

when the speed of the engine exceeds the engine speed shift target, identifying a starting speed the starting speed being, indicative of the rotational speed of the engine at a time in which the rotation speed of the engine exceeded the engine speed shift target;

determining an engine speed control target based on the starting speed;

increasing the engine speed control target over time regardless of position of an accelerator pedal; and

limiting acceleration of the vehicle by limiting an amount of torque generated by the engine, such that a fuel powered rotational speed of the engine is equal to or less than the engine speed control target at any given point in time.

2. The method of claim 1, wherein the engine speed shift target and the engine speed control target are determined as a function of a transmission gear ratio in which the vehicle is operating.

3. The method of claim 1, wherein a value of the starting speed is different from a value of the engine speed control target and a value of the engine speed shift target.

4. The method of claim 1, wherein increasing the engine speed control target over time regardless of a position of an accelerator pedal comprises generating an engine speed control target slope as a function of the starting speed and a transmission gear ratio in which the vehicle is operating, the engine speed control target slope indicating the engine speed control target at a given point in time.

5. The method of claim 4, wherein the engine speed control target slope is a first engine speed control target slope, the method further comprising generating a second engine speed control target slope as a function of starting speed and the transmission gear ratio in which the vehicle is operating, the first engine speed control target slope being steeper than the second engine speed control target slope.

6. The method of claim 5, further comprising determining a discrete function to describe, the first engine speed control target slope and the second engine speed control target slope such that the discrete function defines the engine speed control target at a given point in time.

7. The method of claim 1, further comprising detecting whether a driveline of the vehicle is open and when the driveline is open, prohibiting the limiting of fuel being supplied to the engine.

8. The method of claim 1, further comprising allowing the rotational speed of the engine to exceed the fuel powered rotational speed of the engine by an offset.

9. The method of claim 1, wherein determining whether a rotational speed of the engine exceeds a predefined engine speed shift target comprises comparing the rotational engine speed to the engine speed shift target.

10. The method of claim 1, wherein limiting the amount of torque generated by the engine comprises limiting an amount of fuel, air, or a combination thereof supplied to the engine.

11. An electronic control unit configured to induce efficient manual transmission shifting by progressively decreasing vehicle acceleration, the electronic control unit comprising:

a data store configured to store a current starting engine speed, a plurality of engine speed shift targets, and a plurality of speed control targets, each engine speed shift target and speed control target being a function of gear ratio;

an engine speed control target generator configured to obtain a predetermined speed control target for the current vehicle transmission gear ratio and to determine dynamic engine speed targets as a function of time gear ratio, and current starting engine speed, wherein the dynamic engine speed targets increase over time and are not based on a position of an accelerator pedal; and

a torque governor coupled to the engine speed limit generator and configured to generate a signal indicative of a torque limit, to be supplied to one or more devices associated with the engine, wherein the torque limit is based on the dynamic engine speed targets.

12. The electronic control unit of claim 11, wherein determining the dynamic engine speed targets comprises determining a slope of a line as a function of time and gear ratio, wherein the intercept of the line is a function of current engine speed and wherein each dynamic engine speed target is a point on the line.

13. The electronic control unit of claim 11, further comprising a comparator configured to compare a signal indicative of the torque limit to be supplied to the engine with a signal indicative of an amount of torque being requested by the driver, in the event the amount of torque requested by the driver is less than the torque limit, the speed limit governor being configured to provide a signal to the one or more devices associated with the engine indicative of the driver requested torque amount.

14. The electronic control unit of claim 11, further comprising a drive line condition detector configured to determine, whether the driveline of the vehicle is in an open position or closed position, and when the driveline of the vehicle is in the open position, the speed limit governor is configured to generate a signal indicative of a driver requested amount of torque to be supplied to the engine.

15. The electronic control unit of claim 12, wherein a value of the current starting engine speed is the same as the value of an engine speed shift target.

16. The electronic control unit of claim 12, wherein the signal indicative of a torque limit to be supplied to the one or more devices associated with the engine comprises a signal indicative of fuel, air, or a combination thereof.

17. A system for reducing acceleration of a vehicle having a current transmission gear ratio, the system comprising:

an engine;

a fuel control device coupled to the engine and configured to control an amount of fuel supplied to the engine in response to signals; and

a speed control electronic control unit (ECU) coupled to the fuel control device, the speed control ECU configured to;

i. obtain a current transmission gear ratio and identify an engine speed shift target as a function thereof;

ii. determine dynamic engine speed targets as a function of the current transmission gear ratio and of time, wherein the dynamic engine speed targets increase over time and are not based on a position of an accelerator pedal;

iii. generate a signal indicative of an amount to limit fuel supplied to the engine based on the determined dynamic engine speed targets at a given point in time; and

iv. provide the signal to the fuel control device.

18. The system of claim 17, wherein the speed control ECU generates a plurality of signals over time, each signal indicative of respective amounts to limit fuel supplied to the engine based on the determined dynamic engine speed targets at respective points in time.

19. The system of claim 17, wherein the speed control ECU is further configured to detect whether the driveline is in an open position or a closed position, and when the driveline is in the open position, the speed control ECU is configured to generate a signal indicative of a driver requested fuel quantity.

20. The system of claim 17, wherein the speed control ECU is further configured to compare the amount to limit the fuel to be supplied to the engine with an amount of fuel being requested by the driver, and to provide a signal to the fuel control device indicative of the driver requested fuel amount in the event the amount of fuel requested by the driver is less than the amount of fuel to be supplied to the engine.