POWERTRAIN CONTROLS INCLUDING TRANSIENT TORQUE MANAGEMENT WITH DYNAMIC RELEASE COMPENSATION

• US 20160039418A1
• Filed: 08/11/2014
• Published: 02/11/2016
• Est. Priority Date: 08/11/2014
• Status: Active Grant

• Current Assignee: Cummins Incorporated
• Original Assignee: Cummins Incorporated
• Inventors: Wall, John Carson, Sujan, Vivek Anand
• Granted Patent: US 9,707,968 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: B60W 30/1882 characterised by the working point of the engine, e.g. by using engine output chart
• CPC Class Codes: B60W 30/19 Improvement of gear change, e.g. by synchronisation or smoothing gear shift
• CPC Class Codes: B60W 50/06 Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
• CPC Class Codes: B60W 50/12 Limiting control by the driver depending on vehicle state, e.g. interlocking means for the control input for preventing unsafe operation
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/84 Data processing systems or methods, management, administration

Abstract

One exemplary embodiment is a method of controlling a vehicle system including an engine, a transmission, and a control system in operative communication with and structured to control operation of the engine and the transmission. The method determines an operating point of the engine including an engine torque and an engine speed and evaluates a relationship between the operating point and a soft limit on engine torque. The method modifies the soft limit to permit operation outside a boundary of the un-modified soft limit. Modification of the soft limit is constrained by a non-adjustable limit. The operating point of the engine is adjusted to increase engine torque above the boundary of the un-modified soft limit. The method may mitigate a vehicle speed lug event and/or avoid a transmission shift event.

Claims

1. A method of controlling a vehicle system including an engine, a transmission, and a control system in operative communication with and structured to control operation of the engine and the transmission, the method comprising:

determining an operating point of the engine, the operating point including an engine torque and an engine speed;

evaluating a relationship between the operating point and a soft limit on engine torque;

modifying the soft limit to permit operation outside a boundary of the un-modified soft limit, the modifying the soft limit being constrained by a hard limit on engine torque; and

adjusting the operating point of the engine to increase engine torque above the boundary of the un-modified soft limit;

wherein the modifying and the adjusting are effective to at least one of mitigate a vehicle speed lug event and avoid a transmission shift event.

2. The method of claim 1 wherein the adjusting the operating point comprises a combination of increasing engine torque above the un-modified soft limit and decreasing engine speed.

3. The method of claim 2 wherein the combination of increasing engine torque above the boundary of the un-modified soft limit and decreasing engine speed is determined based upon an optimization of a demand responsiveness criterion and fuel consumption criterion.

4. The method of claim 1 further comprising reinstating the un-modified soft limit on engine torque based upon a reinstatement criterion.

5. The method of claim 1 wherein the modifying the soft limit is based at least in part upon a predetermined relationship between the operating point of the engine and the soft limit on engine torque.

6. The method of claim 5 wherein the modifying the soft limit is further based upon a predicted future engine operating point.

7. The method of claim 6 wherein the predicted future operating point is based at least in part upon information of a global positioning system.

8. The method of claim 6 wherein the predicted future operating point is based at least in part upon information of prior operation of the vehicle.

9. The method of claim 6 wherein the predicted future operating point is based at least in part upon a predetermined road parameter specification.

10. The method of claim 6 wherein the predicted future operating point is based at least in part upon information from an inclinometer.

11. The method of claim 6 wherein the predicted future operating point is based at least in part upon a forward horizon terrain profile.

12. The method of claim 6 wherein the predicted future operating point is based at least in part upon information from an inclinometer and a forward horizon terrain profile.

13. The method of claim 12 wherein the information from an inclinometer and the forward horizon terrain profile are utilized to determine a fused grade sensor value.

14. The method of claim 13 wherein the a fused grade sensor comprises a weighted average of the information from the inclinometer and the forward horizon terrain profile.

15. A vehicle system comprising:

an engine;

a transmission; and

a control system in operative communication with the engine and the transmission, the control system being structured to;

determine an operating point of the engine, the operating point including an engine torque and an engine speed,

evaluate a relationship between the operating point and a first limit on engine torque,

modify the first limit to permit operation outside a boundary of the un-modified first limit, modification of the first limit being constrained by a second limit on engine torque, and

adjust the operating point of the engine to increase engine torque above the boundary of the un-modified first limit.

16. The system of claim 15 wherein the controller is structured to adjust the operating point of the engine by increasing engine torque above the un-modified first limit and decreasing engine speed.

17. The system of claim 16 wherein the controller is structured to adjust the operating point of the engine based upon a weighted optimization of a demand responsiveness criterion and fuel consumption criterion.

18. The system of claim 15 wherein the controller is further structured to reinstate the un-modified first limit on engine torque based upon a predetermined criterion of the engine operating point.

19. The system of claim 15 wherein the controller is structured to modify the first limit based at least in part upon a predetermined relationship between the operating point of the engine and the first limit on engine torque.

20. The system of claim 15 wherein the execution of the instructions by the controller is effective to mitigate a vehicle speed lug event.

21. The system of claim 15 wherein the controller is structured to modify the first limit based upon a predicted future engine operating point.

22. The system of claim 21 wherein the predicted future operating point is based at least in part upon one of information of a global positioning system, information of prior operation of the vehicle, a predetermined road parameter specification, information from an inclinometer, and a forward horizon terrain profile.

23. The system of claim 21 wherein the predicted future operating point is based at least in part upon a fused grade sensor value determined based upon information from an inclinometer and a forward horizon terrain profile.

24. The system of claim 15 wherein the execution of the instructions by the controller is effective to avoid a transmission shift event.

25. A method comprising:

operating a vehicle system including an engine, a transmission, and a control system in operative communication with the engine and the transmission;

determining engine output information;

evaluating the engine output information relative to an adjustable engine output limit;

increasing the adjustable engine output limit based upon a first adjustment criterion subject to constraint by a non-adjustable engine output limit;

controlling the engine output to exceed the un-modified adjustable engine output limit; and

decreasing the adjustable engine output limit based upon a second adjustment criterion.

26. The method of claim 25 wherein the engine output information comprises engine speed information and engine torque information.

27. The method of claim 25 wherein the adjustable engine output limit comprises a limit on engine torque as a function of engine speed.

28. The method of claim 25 wherein the increasing and controlling are effective to avoid a vehicle speed lug event.

29. The method of claim 25 wherein the first adjustment criterion comprises a current relationship between the engine output limitation and the adjustable engine output limit prior to the increasing.

30. The method of claim 29 the first adjustment criterion accounts for a predicted future engine output.

31. The method of claim 30 wherein the predicted future engine output is based at least in part upon one of information of a global positioning system, information of prior operation of the vehicle, a predetermined road parameter specification, information from an inclinometer, and a forward horizon terrain profile.

32. The method of claim 30 wherein the predicted future engine output is based at least in part upon a combination information from an inclinometer and a forward horizon terrain profile.

33. The method of claim 25 wherein the increasing and controlling are effective to avoid a transmission shift event.