SE541342C2 - Method and system for controlling torque reduction of a gear shift operation - Google Patents

Method and system for controlling torque reduction of a gear shift operation

Info

Publication number
SE541342C2
SE541342C2 SE1650875A SE1650875A SE541342C2 SE 541342 C2 SE541342 C2 SE 541342C2 SE 1650875 A SE1650875 A SE 1650875A SE 1650875 A SE1650875 A SE 1650875A SE 541342 C2 SE541342 C2 SE 541342C2
Authority
SE
Sweden
Prior art keywords
torque reduction
gear shift
shift operation
engine
reduction rate
Prior art date
Application number
SE1650875A
Other versions
SE1650875A1 (en
Inventor
Christer Forslund
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1650875A priority Critical patent/SE541342C2/en
Priority to DE102017005412.6A priority patent/DE102017005412A1/en
Priority to BR102017012743-5A priority patent/BR102017012743A2/en
Publication of SE1650875A1 publication Critical patent/SE1650875A1/en
Publication of SE541342C2 publication Critical patent/SE541342C2/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2270/00—Control
    • F05D2270/01—Purpose of the control system
    • F05D2270/10—Purpose of the control system to cope with, or avoid, compressor flow instabilities
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/26—Inputs being a function of torque or torque demand dependent on pressure
    • F16H59/32—Supercharger pressure in internal combustion engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Supercharger (AREA)
  • Control Of Transmission Device (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The present invention relates to a method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine. The method comprises the steps of: prior to performing said torque reduction, determining (S1) current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine; choosing (S2) a certain torque reduction rate prior to said gear shift operation; performing (S3) said torque reduction at said chosen rate; determining (S4) a possible appearance of a surge event; and adapting (S5) the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation.The present invention also relates to a system for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine. The present invention also relates to a vehicle. The present invention also relates to a computer program and a computer program product.

Description

METHOD AND SYSTEM FOR CONTROLLING TORQUE REDUCTION OF A GEAR SHIFT OPERATION TECHNICAL FIELD The invention relates to a method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine according to the preamble of claim 1. The invention also relates to a system for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine. The invention also relates to a vehicle. The invention in addition relates to a computer program and a computer program product.
BACKGROUND ART For vehicles having a turbocharged internal combustion engine torque reduction of a gear shift operation with a high torque reduction rate may result in so called surge noise, i.e. a backflow of pressurised air through the turbo compressor. This is due to the fact that the turbo compressor is unable to maintain the pressure that is accumulated in the charge air cooler during the relatively quick reduction of exhaust gas energy content.
By installing a bypass valve for bypassing such pressurised air passed the turbo compressor this problem may be avoided. However, this requires change of hardware in the turbocharged internal combustion engine by installation of additional component adding costs.
There is thus a need for improving control of torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine.
OBJECTS OF THE INVENTION An object of the present invention is to provide a method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine which easily and efficiently facilitates optimization of the speed of the gear shift performance with reduced risk of surge noise.
An object of the present invention is to provide a system for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine which easily and efficiently facilitates optimization of the speed of the gear shift performance with reduced risk of surge noise.
SUMMARY OF THE INVENTION These and other objects, apparent from the following description, are achieved by a method, a system, a vehicle, a computer program and a computer program product, as set out in the appended independent claims. Preferred embodiments of the method and the system are defined in appended dependent claims.
Specifically an object of the invention is achieved by a method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine. The method comprises the steps of: prior to performing said torque reduction, determining current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine; choosing a certain torque reduction rate prior to said gear shift operation; performing said torque reduction at said chosen rate; determining a possible appearance of a surge event; and adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation.
Hereby the gear shift performance may be optimized with respect to speed at the same time as the risk of a surge event causing undesired noise is reduced, this being facilitated in an easy and efficient way not requiring any change of hardware or a complex model requiring a lot of calibrations. The gear shift performance with respect to speed and avoidance of surge noise will improve in following gear shift operations as it will learn from previous results and may adapt accordingly. Certain changes in the engine during the life time of the engine with respect to ageing will be considered by performing said adaption of torque reduction. The possible required adaption will be specific and hence accurate for the particular engine/engine type and will also take changes of the respective engine into consideration.
By thus optimizing the speed of the gear shift the comfort for the operator of the vehicle is optimized in that the speed of the gear shift operation is increased at the same time as surge noise may be avoided to a great extent. Further, by thus facilitating faster gear shift operations and avoiding surge noise, more efficient drive of the vehicle is facilitated. By thus optimising the torque reduction rate, i.e. facilitating a faster torque reduction during a gear shift operation with low risk of surge noise, the level at which activation of limitation of engine torque increase rate provided by an exhaust gas smoke limiting function based on a determined boost pressure in connection to gear shift engagement may be increased, thus facilitating further increasing the speed of the gear shift operation. This is due to the fact that the boost pressure will drop more for an off-ramp of a gear shift operation with a relatively slower torque reduction than for an off-ramp with a relatively faster torque reduction rate.
By using current conditions comprising torque and engine speed determined prior to performing a torque reduction and the certain chosen torque reduction for that gear shift operation as a basis for a following gear shift operation under essentially the same conditions with regard to torque and engine speed when adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in that previous gear shift operation, the basis for adaption is obtained in an easy way as torque and engine speed is easy to determine in that such information is easy to communicate between transmission and engine. Further this provides a more general basis and is not dependent on the specific engine of the vehicle but may advantageously be used as information for other similar engines under such conditions.
By using current conditions comprising pressure ratio over the turbo compressor and air mass flow through the turbo compressor of the engine determined prior to performing a torque reduction and the certain chosen torque reduction for that gear shift operation as a basis for a following gear shift operation under essentially the same conditions with regard to pressure ratio over the turbo compressor and air mass flow through the turbo compressor when adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in that previous gear shift operation the basis for adaption obtained is accurate for that particular engine and may advantageously be used as information for the engines of the vehicle under such conditions. By using pressure ratio over the turbo compressor no compensation due to ambient pressure is required, i.e. if the current condition regarding ambient pressure differs from the condition regarding ambient pressure in the previous gear shift operation which is used as a basis, the use of pressure ratio will take this into account.
Current conditions regarding torque and engine speed may be determined alone prior to such a torque reduction of a gear shift operation. Current conditions regarding pressure ratio over the turbo compressor and air mass flow through the turbo compressor of the engine may be determined alone prior to such a torque reduction of a gear shift operation. Current conditions regarding torque and engine speed and pressure ratio over the turbo compressor and air mass flow through the turbo compressor of the engine may all be used prior to such a torque reduction of a gear shift operation. By using both torque and engine speed and pressure ratio over the turbo compressor and air mass flow through the turbo compressor of the engine redundancy is obtained.
According to an embodiment the current conditions determined prior to performing said torque reduction further comprises engine speed change rate, i.e. whether the engine speed is changing prior to and in connection to said torque reduction of the gear shift operation. Thus, according to an embodiment the method comprises the step of, prior to performing said torque reduction, determining possible engine speed change rate, i.e. possible engine speed increase rate or engine speed decrease rate. Changes in engine speed prior to a gear shift operation may have influence on the torque reduction rate in connection to the gear shift operation and may be relevant information for a following gear shift operation.
According to an embodiment the current conditions determined prior to performing said torque reduction further comprises the current ambient air pressure. Thus, according to an embodiment the method comprises the step of, prior to performing said torque reduction, determining current ambient air pressure.
According to an embodiment of the method, for a following gear shift operation under said determined current conditions, the step of adapting the torque reduction rate comprises the step of increasing the torque reduction rate if no surge event has appeared, and decreasing the torque reduction rate if a surge event has appeared. Hereby the optimization of the gear shift performance is further improved with respect to speed of the gear shift operation at the same time as the risk of a surge event causing undesired noise is reduced.
According to an embodiment of the method the step of determining a possible appearance of a surge event comprises the step of detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine so as to decide the seriousness of determined surge events. By thus determining the seriousness of a possible surge event a more accurate adaption in torque reduction rate for a following gear shift operation may be provided, thus further improving optimization of the gear shift performance.
According to an embodiment of the method the step of decreasing the torque reduction rate if a surge event has appeared is based upon the seriousness of said determined surge event. Hereby the optimization of the gear shift performance is further improved with respect to speed of the gear shift operation at the same time as the risk of a surge event causing undesired noise is reduced.
According to an embodiment the method comprises the step of storing current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine determined prior to performing torque reduction for different gear shift operations, and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate. Hereby the required adaption of the torque reduction rate for the current condition of the forthcoming gear shift operation has been stored and is available/retrievable for that gear shift operation such that the adaptation of the torque reduction rate will be optimized for the current condition. Thus, hereby the optimization of the gear shift performance is further improved with respect to speed of the gear shift operation at the same time as the risk of a surge event causing undesired noise is reduced. The thus stored required adaption of the torque reduction rate for a current condition of a forthcoming gear shift operation may be stored externally and be made available for an upcoming gear shift operation for another vehicle such that the adaption of the torque reduction rate will be optimized for the current condition in connection to the gear shift operation for that other vehicle.
Specifically an object of the invention is achieved by a system for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine. The system comprises means for, prior to performing said torque reduction, determining current conditions comprising means for determining torque and means for determining engine speed and/or means for determining pressure ratio over the turbo compressor and means for determining air mass flow through the turbo compressor; means for choosing a certain torque reduction rate prior to said gear shift operation; means for performing said torque reduction at said chosen rate; means for determining a possible appearance of a surge event; and means for adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation.
According to an embodiment of the system, for a following gear shift operation under said determined current conditions, the means for adapting the torque reduction rate comprises means for increasing the torque reduction rate if no surge event has appeared, and means for decreasing the torque reduction rate if a surge event has appeared.
According to an embodiment of the system the means for determining a possible appearance of a surge event comprises means for detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine so as to decide the seriousness of determined surge events.
According to an embodiment of the system the means for decreasing the torque reduction rate if a surge event has appeared is based upon the seriousness of said determined surge event.
According to an embodiment the system comprises means for storing current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine determined prior to performing torque reduction for different gear shift operations, and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate.
The system for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine is adapted to perform the method as set out herein.
The system according to the invention has the advantages according to the corresponding method.
Specifically an object of the invention is achieved by a vehicle comprising a system according to the invention as set out herein.
Specifically an object of the invention is achieved by a computer program for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine, said computer program comprising program code which, when run on an electronic control unit or another computer connected to the electronic control unit, causes the electronic control unit to perform the method according to the invention.
Specifically an object of the invention is achieved by a computer program product comprising a digital storage medium storing the computer program.
BRIEF DESCRIPTION OF THE DRAWINGS For a better understanding of the present invention reference is made to the following detailed description when read in conjunction with the accompanying drawings, wherein like reference characters refer to like parts throughout the several views, and in which: Fig. 1 schematically illustrates the gas flow through a turbocharged internal combustion engine according to an embodiment of the present invention; Fig. 2 schematically illustrates the pressure ratio over the turbo compressor as a function of compressor air mass flow for different engine speeds and loads; Fig. 3a schematically illustrates a torque development course during a gear shift operation; Fig. 3b schematically illustrates an engine speed development course during a gear shift operation corresponding to the gear shift operation in fig. 3a; Fig. 4 schematically illustrates a system for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine according to an embodiment of the present invention; Fig. 5 schematically illustrates a side view of a vehicle according to the present invention; Fig. 6 schematically illustrates a block diagram of a method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine according to an embodiment of the present invention; and Fig. 7 schematically illustrates a computer according to an embodiment of the present invention.
DETAILED DESCRIPTION Hereinafter the term “link” refers to a communication link which may be a physical connector, such as an optoelectronic communication wire, or a nonphysical connector such as a wireless connection, for example a radio or microwave link.
Hereinafter the term “means for” e.g. in relation to “means for determining current conditions”, “means for choosing a certain torque reduction rate”, “means for performing said torque reduction at said chosen rate”, “means for determining a possible appearance of a surge event” and “means for adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation” comprises “means adapted for”.
The engine according to the present invention could be any suitable turbocharged internal combustion engine with any suitable number of cylinders. The internal combustion engine according to the present invention could for example be a 5-cylinder engine, a 6-cylinder engine or an 8-cylinder engine. The cylinders could be in any suitable alignment, for example inline engine or a V-engine. In fig. 2 an embodiment for a turbocharged internal combustion engine with six cylinders is described. The internal combustion engine according to the present invention could be any turbocharged internal combustion engine.
Fig. 1 schematically illustrates the gas flow through a turbocharged internal combustion engine 10 i.e. a turbocharged diesel engine 10.
The components relevant for the gas flow during engine operation are denoted as the engine operation configuration E. The engine operation configuration E comprises the engine 10.
In this example an engine 10 with six cylinders C1 , C2, C3, C4, C5, C6 is shown. The engine 10 comprises an engine block 12 for housing the cylinders and other engine operation components.
The engine operation configuration E further comprises an air filter 20 through which ambient air A1 is arranged to pass so that filtered air A2 is obtained.
The engine operation configuration E comprises a turbocharger 30 having a turbo compressor 32, a turbine 34 and a shaft 36 operably connecting the turbo compressor 32 and turbine 36. The turbo compressor 32 is arranged to compress the filtered air A2 so that compressed air A3 is obtained.
The engine operation configuration E comprises an intercooler 40 for cooling the compressed air A3 such that cooled compressed air A4 is obtained.
The turbo charger 30 comprising the turbo compressor 32, the intercooler 40 and/or the throttle valve are comprised in the turbocharged arrangement of the engine/engine operation configuration E.
The engine operation configuration E comprises an intake manifold 50 for distributing the air, i.e. the compressed air A4 to the cylinders C1-C6.
The engine operation configuration E comprises a throttle valve V1 arranged to control the distribution of air A4 to the cylinders C1-C6.
The engine operation configuration E comprises an exhaust manifold 60 for distributing exhaust gas G1 from the cylinders C1-C6 to the turbine 34, the exhaust gas being arranged to pass the turbine 34 for operating the turbocharger 30 such that the turbo compressor 32 compresses the filtered air A2.
The exhaust manifold 60 comprises a waste gate 62 for allowing exhaust gas to bypass the turbine 34 and further to the exhaust pipe 64. The engine operation configuration E comprises a valve V2 arranged to control the distribution of exhaust gas through the waste gate 62.
The engine operation configuration E comprises an exhaust gas brake V3 arranged downstream of the turbine and downstream of the waste gate. When activated, the exhaust gas brake V3 is configured to provide an exhaust back pressure by rendering exhaust gas flow through the exhaust pipe 64 more difficult. The exhaust back pressure is used for braking the engine. The exhaust gas brake V3 comprises a valve configuration for controlling the exhaust gas flow through the exhaust pipe 64.
The engine operation configuration E comprises an exhaust treatment system 70 arranged to treat the exhaust gas in order to reduce emissions so that treated exhaust gases G2 exits the exhaust gas pipe 64.
Fig. 1 thus illustrates the gas flow through the turbocharged internal combustion engine and hence the gas flow through the engine operation configuration E. Ambient air A1 enters through the air filter 20, is compressed in the turbo compressor 32 and led through the intercooler 40 to the intake manifold 50 before entering the cylinders 1-6. Fuel F is added by injection into the cylinders and after combustion, the exhaust gas G1 pass through the turbine 34 to the exhaust treatment system 70.
In fig. 1 the gas flow through a turbocharged diesel engine 10 is shown, where the engine operation configuration E comprises a turbocharger 30 with a turbo compressor 32 and turbine 34, where exhaust gas is arranged to pass the turbine 34 for operating the turbocharger 30 such that the turbo compressor 32 compresses the filtered air A2, the turbo compressor 32 thus being driven by the turbine 34.
A backflow of pressurised air through the turbo compressor 32 may occur. This is due to the fact that the turbo compressor 32 is unable to maintain the pressure that is accumulated in the intercooler 40 during a relatively quick torque reduction.
The root cause for surge in connection to torque reduction in a gear shift operation is due to the fact that the turbo compressor 32 is unable to maintain the pressure that is accumulated in the intercooler 40 during the relatively quick reduction of exhaust gas energy content. The rapid drop in exhaust gas energy content follows the rapid reduction of engine torque, i.e. high torque reduction rate, necessary to be able to disengage current gear.
The engine torque is directly connected to the injected amount of fuel, and the injected fuel generates exhaust gas energy. In the off-ramp phase of the gear shift operation of the transmission when ramping down the torque, i.e. reducing the torque with a certain torque reduction rate, the turbine power will decrease simultaneously.
The decreased turbine power equals less power to drive the turbo compressor 32 resulting in a decreased speed turbine speed.
Since the intercooler 40 for certain vehicles constitutes a relatively large volume of pressurized air that needs to be consumed or evacuated in some way the evacuation of pressurized air A5 backwards through the turbo compressor 32 is what happens during a surge event causing undesired noise.
Means 82, 84, 90 for determining a possible appearance of a surge event are provided.
Such a possible appearance of a surge event may be determined by means of detecting changes in the boost pressure, i.e. changes of the air pressure. Detection of rapid changes of the pressure indicates a surge event. The seriousness of the surge event may also be determined by thus determining the changes in pressure and also the magnitude of the changes and the number of changes so as to rate the surge event. The means 82, 84, 90 for determining a possible appearance of a surge event comprises here pressure sensor units 82, 84 comprising a pressure sensor unit 82 arranged prior to the compressor 32, i.e. upstream of the compressor during normal air flow, and a pressure sensor unit 84 arranged after the compressor 32, i.e. downstream of the compressor 32 during normal air flow. The pressure sensor units 82, 84 may be comprised in or comprise the means 142 for detecting air pressure conditions related to the compressor described with reference to the system I in fig. 4.
Such a possible appearance of a surge event may be determined by means of detecting the air mass flow, wherein an air mass flow backwards through the turbo compressor indicates a surge event. The means 82, 84, 90 for determining a possible appearance of a surge event comprises here a flow sensor unit 90 for detecting air flow. The flow sensor unit 90 may be comprised in or comprise the means 144 for determining air flow related to the compressor described with reference to the system I in fig. 4.
In order to optimize the gear shift performance when controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine current conditions comprising according to an embodiment pressure ratio over and air mass flow through the turbo compressor 32 are determined prior to performing a torque reduction in an off-ramp phase of the gear shift operation.
Means 82, 84 for determining the pressure ratio over the compressor 32 of the turbocharged arrangement of said engine are hereby provided. In this example the means 82, 84 for determining the pressure ration over the compressor 32 comprises the pressure sensor means 82 and pressure sensor means 84. The pressure ratio is determined by means of dividing the pressure after the compressor 32 determined by the means 84 with the pressure before the compressor 32 determined by the means 82. The means 82, 84 for determining the pressure ratio over the compressor 32 may be comprised in or comprise the means 113 described with reference to the system I in fig. 4.
Means 90 for determining the air mass flow through the turbo compressor are hereby provided. In this example the means flow for determining the air mass flow through the turbo compressor comprises the flow sensor unit 90. The flow sensor unit 90 may be comprised in or comprise the means 114 for determining the air mass flow through the turbo compressor described with reference to the system I in fig. 4.
Fig. 2 schematically illustrates the pressure ration over the turbo compressor as a function of compressor air mass flow for different engine speeds and loads.
For a turbocharged internal combustion engine with no bypass valve for bypassing pressurised air passed the turbo compressor and where thus torque reduction of a gear shift operation with a high torque reduction rate may result in surge events. For such an engine the engine speed and relative load, i.e. relative torque, have strong correlation to the compressor mass flow and pressure ratio.
At a given engine speed, a specific boost pressure relates to the air mass flow by the volumetric efficiency of the engine (neglecting boost temperature). During normal ambient conditions at sea-level the steady-state correlation of the engine speed and relative load to the pressure ratio and mass flow can be illustrated in accordance with fig. 2, which thus illustrates a map of the turbo compressor.
This relation makes the engine speed and relative torque suitable for describing the area of interest in the compressor map During load transients when the boost pressure is changing rapidly, the mass flow through the turbo compressor differs from the mass flow through the engine.
Fig. 3a schematically illustrates a torque development course during a gear shift operation of a vehicle having a turbocharged internal combustion engine and fig. 3b schematically illustrates an engine speed development course during such a gear shift operation. The gear shift operation in fig. 3a is an upshift operation, i.e. shift from a lower gear to a higher gear. In an up-shift operation there is a decrease in engine rotational speed as illustrated in fig. 3b. The up-shift operation is an example. The invention is equally applicable to a down-shift operation. The invention is further applicable to any engine speed.
The gear shift operation comprises an off-ramp phase A in which the torque Tq is reduced from a torque T1 to substantially zero as seen in fig. 3a.
The torque Tq in the off-ramp phase A in fig. 3a is reduced with a torque reduction rate TA1 having a certain inclination ?.
According to the present invention the torque reduction of the vehicle having a turbocharged internal combustion engine is controlled in order to optimize the gear shift performance with respect to the duration of the gear shift operation without reaching a torque reduction rate in the off-ramp phase causing surge noises.
In order to thus optimize the gear shift performance current conditions comprising according to an embodiment torque and engine speed are determined prior to performing said torque reduction. The torque and engine speed determined prior to performing said torque reduction are in this example determined immediately prior to off-ramp phase A at a point P0 with a determined torque T1 and an engine speed N1. Alternatively or in addition the pressure ratio over and air mass flow through the turbo compressor may be determined prior to performing said torque reduction.
A certain torque reduction rate TA1 is chosen prior to the gear shift operation. The torque reduction in the off-ramp A is performed at said chosen rate TA1.
A possible appearance of a surge event due to the torque reduction rate TA1 of the off-ramp phase A is then determined. Determination of such a possible appearance of a surge event comprises detecting air pressure conditions related to the compressor of the turbocharged arrangement of the turbocharged internal combustion engine so as to decide the seriousness of determined surge events.
The torque reduction rate is adapted to the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation.
If no surge event has appeared with the torque reduction rate TA1 during the off-ramp phase A the torque reduction rate is adapted in a following gear shift operation to a higher torque reduction rate TA2. If no surge event has appeared with the torque reduction rate TA2 during the off-ramp phase of that gear shift operation the torque reduction rate is adapted in a following gear shift operation to an even higher torque reduction rate TA3.
If a surge event has appeared has appeared with the torque reduction rate TA1 during the off-ramp phase A the torque reduction rate is adapted in a following gear shift operation to a lower torque reduction rate TA4. If a surge event has appeared with the torque reduction rate TA4 during the off-ramp phase of that gear shift operation the torque reduction rate is adapted in a following gear shift operation to an even lower torque reduction rate TA5.
If a surge event has appeared has appeared with the torque reduction rate TA1 during the off-ramp phase A the torque reduction rate is adapted in a following gear shift operation to a lower torque reduction rate where the decrease of the torque rate is based upon the seriousness of the determined surge event, i.e. a more serious surge event comprising repeated surge noises results in a greater decrease of the torque rate, e.g. a torque rate TA5, and a less serious surge event results in decrease of the torque rate that is not as great as the one for a serious surge event, e.g. a torque rate TA4.
Current conditions comprising torque and engine speed determined prior to performing torque reduction for different gear shift operations and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate are stored in suitable storage means. Hereby the required adaption of the torque reduction rate for the current condition of a the forthcoming gear shift operation may be stored and made available for that gear shift operation such that the adaptation of the adaption of the torque reduction rate will be optimized for the current condition.
As the engine speed has reached its gear shift speed N1 the off-ramp phase A starts and then engine speed decreases.
Then there is a gear disengagement, synchronisation and gear engagement phase B in which the gear shift is completed. The synchronisation phase B comprises a disengagement phase B1 in which a gear shift disengagement of the current gear is effected. The phase B comprises a synchronisation phase B2 in which no gear is connected. The phase B comprises an engagement phase B3 in which a gear shift engagement to the changed gear is effected. The gear shift engagement is initiated in point P1.
During the synchronisation phase B the engine speed is decreased down to the target speed N2.
After the phase B including the synchronisation phase B2 and the change of actual gear in the gear disengagement phase B1 to target gear in the gear engagement phase B3, an on-ramp phase C is initiated, in which fuel corresponding to the demanded torque to the engine is supplied, increasing the available torque up to a level in the point P2 where an exhaust gas smoke limiting function of the combustion engine is arranged to limit the development of available engine torque.
The gear shift operation according to the example in fig. 3a thus comprises a smoke limiting development phase D of the available torque up to an engine torque corresponding to a demanded torque reached in the point P3.
During the smoke limiting development phase D the engine speed is increasing up to an engine speed being lower than the gear shift speed N1 , this being an up-shift operation.
By thus optimising the torque reduction rate, i.e. facilitating a faster torque reduction during a gear shift operation with low risk of surge noise, the level at which activation of limitation of engine torque increase rate provided by an exhaust gas smoke limiting function based on a determined boost pressure in connection to gear shift engagement may be increased, thus facilitating further increasing the speed of the gear shift operation.
Fig. 4 schematically illustrates a system I for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine according to an embodiment of the present invention.
The system I comprises an electronic control unit 100. The electronic control unit 100 may comprises one or more electronic control units comprising e.g. electronic control unit for engine and electronic control unit for transmission/gear box, where electronic control units of the electronic control unit 100 are arranged to communicate.
The system I comprises means 110 for determining current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine prior to performing said torque reduction.
The means 110 for determining current conditions prior to performing said torque reduction comprises means 111 for determining the engine torque prior to performing said torque reduction. The means for determining engine torque comprises according to an embodiment means for detecting the position of the gas pedal. The means 110 for determining the engine torque comprises according to an embodiment means for detecting speed limiter control, cruise control or other similar system.
The means 110 for determining current conditions prior to performing said torque reduction comprises means 112 for determining engine speed prior to performing said torque reduction. The means 112 for determining engine speed may comprise any suitable detector unit for detecting engine speed.
The means 110 for determining current conditions prior to performing said torque reduction comprises means 113 for determining the pressure ratio over the compressor of the turbocharged arrangement of said engine. The means 113 for determining the pressure ratio over the compressor of the turbocharged arrangement of said engine comprises means for determining the pressure prior to the compressor and means for determining the pressure after the compressor. The means 113 for determining the pressure ratio over the compressor of the turbocharged arrangement of said engine may comprise any suitable pressure sensor unit.
The means 110 for determining current conditions prior to performing said torque reduction comprises means 114 for determining the air mass flow through the turbo compressor. The means 114 for determining the air mass flow through the turbo compressor may comprises any suitable flow sensor unit.
The means 110 for determining current conditions prior to performing said torque reduction comprises means 115 for determining ambient pressure. The means 115 for determining ambient pressure may comprise any suitable pressure sensor unit.
The means 110 for determining current conditions prior to performing said torque reduction comprises means 116 for determining possible changes in engine speed, i.e. the engine speed change rate. The means 116 for determining possible changes in engine speed may comprises any suitable speed sensor unit.
The system I comprises means 120 for choosing a certain torque reduction rate prior to said gear shift operation.
The means 120 for choosing a certain torque reduction rate prior to said gear shift operation may be based on earlier performed torque reduction for similar current conditions.
The system I comprises means 130 for performing said torque reduction at said chosen rate.
The means 130 for performing said torque reduction at said chosen rate comprises a torque reduction demand for reducing the torque at said torque reduction rate. The means 130 for performing said torque reduction at said chosen rate is comprised in the gear shift operation and thus comprises a gear shift demand for performing a gear shift operation.
The system I comprises means 140 for determining a possible appearance of a surge event.
The means 140 for determining a possible appearance of a surge event comprises means 142 for detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine. The means 142 for detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine comprises detecting comprises determining changes in the pressure. The means 142 for detecting air pressure conditions comprises determining the rate of changes of the air pressure. The means 142 for detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine provides a basis for deciding the seriousness of determined surge events. The means 142 for detecting air pressure conditions may be comprised in or comprise the means 113 for determining the pressure ratio over the compressor of the turbocharged arrangement of said engine.
The means 140 for determining a possible appearance of a surge event comprises means 144 for determining air flow related to the compressor of the turbocharged arrangement of said engine. The means 144 for determining air flow may be any suitable flow detector unit. The means 144 for determining air flow may be comprised in or comprise the means 114 for determining the air mass flow through the turbo compressor.
The system I comprises means 150 for adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation.
The means 150 for adapting the torque reduction rate comprises means 152 for increasing the torque reduction rate for a following gear shift operation under said determined current conditions if no surge event has appeared The means 150 for adapting the torque reduction rate comprises means 154 for decreasing the torque reduction rate for a following gear shift operation under said determined current conditions if a surge event has appeared.
The means 154 for decreasing the torque reduction rate if a surge event has appeared is based upon the seriousness of said determined surge event.
The system I comprises according to an embodiment means 160 for storing current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine determined prior to performing torque reduction for different gear shift operations, and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate.
The means 160 for storing comprises internal storage means 162 on board the vehicle. The internal storage means 162 may be any suitable means for storing information such as a control unit, a computer or the like. The internal storage means 162 is according to an embodiment comprised in the electronic control unit 100.
The means 160 for storing comprises external storage means 164 external to the vehicle. The external storage means 164 may be any suitable external storage means such as a sever unit, a personal computer, a tablet, a laptop, a smartphone and/or a so called storage-cloud or the like.
The electronic control unit 100 is operably connected to the means 110 for determining current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine prior to performing said torque reduction via a link 110a. The electronic control unit 100 is via the link 110a arranged to receive a signal from said means 110 representing data for said current conditions.
The electronic control unit 100 is operably connected to the means 111 for determining the engine torque prior to performing said torque reduction via a link 111a. The electronic control unit 100 is via the link 111a arranged to receive a signal from said means 111 representing data for engine speed.
The electronic control unit 100 is operably connected to the means 112 for determining engine speed prior to performing said torque reduction via a link 112a. The electronic control unit 100 is via the link 112a arranged to receive a signal from said means 112 representing data for engine torque.
The electronic control unit 100 is operably connected to the means 113 for determining the pressure ratio over the compressor of the turbocharged arrangement of said engine via a link 113a. The electronic control unit 100 is via the link 113a arranged to receive a signal from said means 113 representing data for pressure ratio over the compressor.
The electronic control unit 100 is operably connected to the means 114 for determining the air mass flow through the turbo compressor via a link 114a. The electronic control unit 100 is via the link 114a arranged to receive a signal from said means 114 representing data for air mass flow through the turbo compressor.
The electronic control unit 100 is operably connected to the means 115 for determining ambient pressure via a link 115a. The electronic control unit 100 is via the link 115a arranged to receive a signal from said means 115 representing data for ambient pressure.
The electronic control unit 100 is operably connected to the means 116 for determining possible changes in engine speed via a link 116a. The electronic control unit 100 is via the link 116a arranged to receive a signal from said means 116 representing data for changes in engine speed.
The electronic control unit 100 is operably connected to the means 120 for choosing a certain torque reduction rate prior to said gear shift operation via a link 120a. The electronic control unit 100 is via the link 120a arranged to send a signal to said means 120 representing data for suggested certain torque reduction rate based upon earlier gear shift operation under similar conditions.
The electronic control unit 100 is operably connected to the means 120 for choosing a certain torque reduction rate prior to said gear shift operation via a link 120b. The electronic control unit 100 is via the link 120b arranged to receive a signal from said means 120 representing data for chosen certain torque reduction rate.
The electronic control unit 100 is operably connected to the means 130 for performing said torque reduction at said chosen rate via a link 130a. The electronic control unit 100 is via the link 130a arranged to send a signal to said means 130 representing data for chosen certain torque reduction rate.
The electronic control unit 100 is operably connected to the means 130 for performing said torque reduction at said chosen rate via a link 130b. The electronic control unit 100 is via the link 130b arranged to receive a signal from said means 130 representing data for torque reduction rate of gear shift operation.
The electronic control unit 100 is operably connected to the means 140 for determining a possible appearance of a surge event via a link 140a. The electronic control unit 100 is via the link 140a arranged to receive a signal from said means 140 representing data for possible appearance of a surge event.
The electronic control unit 100 is operably connected to the means 142 for detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine via a link 142a. The electronic control unit 100 is via the link 142a arranged to receive a signal from said means 142 representing data for detected air pressure conditions related to the compressor.
The electronic control unit 100 is operably connected to the means 144 for determining air flow related to the compressor of the turbocharged arrangement of said engine via a link 144a. The electronic control unit 100 is via the link 144a arranged to receive a signal from said means 144 representing data for air flow related to the compressor.
The electronic control unit 100 is operably connected to the means 150 for adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation via a link 150a. The electronic control unit 100 is via the link 150a arranged to send a signal to said means 150 representing data for possible appearance of a surge event.
The electronic control unit 100 is operably connected to the means 150 for adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation via a link 150b. The electronic control unit 100 is via the link 150b arranged to receive a signal from said means 150 representing data for adaption of the torque reduction rate under the current conditions for a following gear shift operation.
The electronic control unit 100 is operably connected to the means 152 for increasing the torque reduction rate for a following gear shift operation under said determined current conditions if no surge event has appeared via a link 152a. The electronic control unit 100 is via the link 152a arranged to send a signal to said means 152 representing data for non-appearance of a surge event.
The electronic control unit 100 is operably connected to the means 152 for increasing the torque reduction rate for a following gear shift operation under said determined current conditions if no surge event has appeared via a link 152b. The electronic control unit 100 is via the link 152b arranged to receive a signal from said means 152 representing data for increasing the torque reduction rate under the current conditions for a following gear shift operation.
The electronic control unit 100 is operably connected to the means 154 for decreasing the torque reduction rate for a following gear shift operation under said determined current conditions if a surge event has appeared via a link 154a. The electronic control unit 100 is via the link 154a arranged to send a signal to said means 154 representing data for appearance of a surge event comprising data for seriousness of the serge event/events.
The electronic control unit 100 is operably connected to the means 154 for decreasing the torque reduction rate for a following gear shift operation under said determined current conditions if a surge event has appeared via a link 154b. The electronic control unit 100 is via the link 154b arranged to receive a signal from said means 154 representing data for decreasing the torque reduction rate under the current conditions for a following gear shift operation, the seriousness of said determined surge event being taken into account.
The electronic control unit 100 is operably connected to the means 160 for storing current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine determined prior to performing torque reduction for different gear shift operations, and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate via a link 160a. The electronic control unit 100 is via the link 160a arranged to send a signal to said means 160 representing data for current conditions and the resulting adaption for torque reduction rate for avoiding surge events.
The electronic control unit 100 is operably connected to the means 160 for storing current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine determined prior to performing torque reduction for different gear shift operations, and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate via a link 160b. The electronic control unit 100 is via the link 160b arranged to receive a signal from said means 160 representing data for suitable torque reduction rate under the current conditions for a following gear shift operation.
Fig. 5 schematically illustrates a side view of a vehicle 1 according to the present invention. The exemplified vehicle 1 is a heavy vehicle in the shape of a truck. The vehicle according to the present invention could be any suitable vehicle such as a bus or a car. The vehicle is driven by means of an internal combustion engine. The vehicle 1 is operated by means of a turbocharged internal combustion engine. The vehicle 1 comprises a system I for controlling torque reduction of a gear shift operation according to an embodiment of the present invention.
Fig. 6 schematically illustrates a block diagram of a method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine according to an embodiment of the present invention.
According to the embodiment the method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine comprises a step S1. In this step current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine are determined prior to performing said torque reduction.
According to the embodiment the method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine comprises a step S2. In this step a certain torque reduction rate is chosen prior to said gear shift operation.
According to the embodiment the method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine comprises a step S3. In this step said torque reduction at said chosen rate is performed.
According to the embodiment the method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine comprises a step S4. In this step a possible appearance of a surge event is determined.
According to the embodiment the method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine comprises a step S5. In this step the torque reduction rate is adapted based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation.
Current conditions regarding torque and engine speed may be determined alone prior to such a torque reduction of a gear shift operation. Current conditions regarding pressure ratio over the turbo compressor and air mass flow through the turbo compressor of the engine may be determined alone prior to such a torque reduction of a gear shift operation. Current conditions regarding torque and engine speed and pressure ratio over the turbo compressor and air mass flow through the turbo compressor of the engine may all be used prior to such a torque reduction of a gear shift operation. By using both torque and engine speed and pressure ratio over the turbo compressor and air mass flow through the turbo compressor of the engine redundancy is obtained.
According to an embodiment the current conditions determined prior to performing said torque reduction further comprises engine speed change rate, i.e. whether the engine speed is changing prior to and in connection to said torque reduction of the gear shift operation. Thus, according to an embodiment the method comprises the step of, prior to performing said torque reduction, determining possible engine speed change rate, i.e. possible engine speed increase rate or engine speed decrease rate. Changes in engine speed prior to a gear shift operation may have influence on the torque reduction rate in connection to the gear shift operation and may be relevant information for a following gear shift operation.
According to an embodiment the current conditions determined prior to performing said torque reduction further comprises the current ambient air pressure. Thus, according to an embodiment the method comprises the step of, prior to performing said torque reduction, determining current ambient air pressure.
According to an embodiment of the method, for a following gear shift operation under said determined current conditions, the step of adapting the torque reduction rate comprises the step of increasing the torque reduction rate if no surge event has appeared, and decreasing the torque reduction rate if a surge event has appeared.
According to an embodiment of the method the step of determining a possible appearance of a surge event comprises the step of detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine so as to decide the seriousness of determined surge events.
According to an embodiment of the method the step of decreasing the torque reduction rate if a surge event has appeared is based upon the seriousness of said determined surge event.
According to an embodiment the method comprises the step of storing current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine determined prior to performing torque reduction for different gear shift operations, and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate. Hereby the required adaption of the torque reduction rate for the current condition of the forthcoming gear shift operation has been stored and is available/retrievable for that gear shift operation such that the adaptation of the torque reduction rate will be optimized for the current condition. The thus stored required adaption of the torque reduction rate for a current condition of a forthcoming gear shift operation may be stored externally and be made available for an upcoming gear shift operation for another vehicle such that the adaption of the torque reduction rate will be optimized for the current condition in connection to the gear shift operation for that other vehicle.
With reference to figure 7, a diagram of an apparatus 500 is shown. The system I described with reference to fig. 4 may according to an embodiment comprise apparatus 500. Apparatus 500 comprises a non-volatile memory 520, a data processing device 510 and a read/write memory 550. Nonvolatile memory 520 has a first memory portion 530 wherein a computer program, such as an operating system, is stored for controlling the function of apparatus 500. Further, apparatus 500 comprises a bus controller, a serial communication port, l/O-means, an A/D-converter, a time date entry and transmission unit, an event counter and an interrupt controller (not shown). Non-volatile memory 520 also has a second memory portion 540.
A computer program P is provided comprising routines for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine. The program P comprises routines for, prior to performing said torque reduction, determining current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine. The program P comprises routines for choosing a certain torque reduction rate prior to said gear shift operation. The program P comprises routines for performing said torque reduction at said chosen rate; determining a possible appearance of a surge event. The program P comprises routines for adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation. The program P comprises routines for, for a following gear shift operation under said determined current conditions, adapting the torque reduction rate comprises the step of increasing the torque reduction rate if no surge event has appeared, and decreasing the torque reduction rate if a surge event has appeared. The routines for determining a possible appearance of a surge event comprises routines for detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine so as to decide the seriousness of determined surge events. The routines for decreasing the torque reduction rate if a surge event has appeared are based upon the seriousness of said determined surge event. The program P comprises routines for storing current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine determined prior to performing torque reduction for different gear shift operations, and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate. The computer program P may be stored in an executable manner or in a compressed condition in a separate memory 560 and/or in read/write memory 550.
When it is stated that data processing device 510 performs a certain function it should be understood that data processing device 510 performs a certain part of the program which is stored in separate memory 560, or a certain part of the program which is stored in read/write memory 550.
Data processing device 510 may communicate with a data communications port 599 by means of a data bus 515. Non-volatile memory 520 is adapted for communication with data processing device 510 via a data bus 512. Separate memory 560 is adapted for communication with data processing device 510 via a data bus 511. Read/write memory 550 is adapted for communication with data processing device 510 via a data bus 514. To the data communications port 599 e.g. the links connected to the control units 100 may be connected.
When data is received on data port 599 it is temporarily stored in second memory portion 540. When the received input data has been temporarily stored, data processing device 510 is set up to perform execution of code in a manner described above. The signals received on data port 599 can be used by apparatus 500 for, prior to performing said torque reduction, determining current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine. The signals received on data port 599 can be used by apparatus 500 for choosing a certain torque reduction rate prior to said gear shift operation. The signals received on data port 599 can be used by apparatus 500 for performing said torque reduction at said chosen rate; determining a possible appearance of a surge event. The signals received on data port 599 can be used by apparatus 500 for adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation. The signals received on data port 599 can be used by apparatus 500 for, for a following gear shift operation under said determined current conditions, adapting the torque reduction rate comprises the step of increasing the torque reduction rate if no surge event has appeared, and decreasing the torque reduction rate if a surge event has appeared. The signals used for determining a possible appearance of a surge event are used for detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine so as to decide the seriousness of determined surge events. The signals used for decreasing the torque reduction rate if a surge event has appeared are based upon the seriousness of said determined surge event. The signals received on data port 599 can be used by apparatus 500 for storing current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine determined prior to performing torque reduction for different gear shift operations, and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate.
Parts of the methods described herein can be performed by apparatus 500 by means of data processing device 510 running the program stored in separate memory 560 or read/write memory 550. When apparatus 500 runs the program, parts of the methods described herein are executed.
The foregoing description of the preferred embodiments of the present invention has been provided for the purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Obviously, many modifications and variations will be apparent to practitioners skilled in the art. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, thereby enabling others skilled in the art to understand the invention for various embodiments and with the various modifications as are suited to the particular use contemplated.

Claims (14)

1. A method for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine, characterized by the steps of: - prior to performing said torque reduction, determining (S1) current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor (32) of the engine; - choosing (S2) a certain torque reduction rate prior to said gear shift operation; - performing (S3) said torque reduction at said chosen rate; - determining (S4) a possible appearance of a surge event during the performed torque reduction, by detecting changes in the air pressure and/or air mass flow related to the compressor of the turbocharged arrangement of the engine; and - for a following gear shift operation under said determined current conditions, adapting (S5) the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event.
2. A method according to claim 1 , wherein, for a following gear shift operation under said determined current conditions, the step of adapting the torque reduction rate comprises the step of increasing the torque reduction rate if no surge event has appeared, and decreasing the torque reduction rate if a surge event has appeared.
3. A method according to claim 1 or 2, wherein the step of determining a possible appearance of a surge event comprises the step of detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine, wherein changes in the pressure, the magnitude of the changes and the number of changes is determined so as to rate the determined surge events.
4. A method according to claim 3, wherein the step of decreasing the torque reduction rate if a surge event has appeared is based upon the rating of said determined surge event.
5. A method according to any of claims 1-4, comprising the step of storing current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine determined prior to performing torque reduction for different gear shift operations, and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate.
6. A system (I) for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine, characterized by means (110) for, prior to performing said torque reduction, determining current conditions comprising means (111) for determining torque and means (112) for determining engine speed and/or means (113) for determining pressure ratio over the turbo compressor (32) and means (114) for determining air mass flow through the turbo compressor (32); means (120) for choosing a certain torque reduction rate prior to said gear shift operation; means (130) for performing said torque reduction at said chosen rate; means (140) for determining a possible appearance of a surge event during the torque reduction; and means (150) for adapting the torque reduction rate based upon the result of the determination of said possible appearance of a surge event in order to obtain a high torque reduction rate and at the same time avoid said surge event under said determined current conditions for a following gear shift operation.
7. A system according to claim 6, wherein, for a following gear shift operation under said determined current conditions, the means (150) for adapting the torque reduction rate comprises means (154) for increasing the torque reduction rate if no surge event has appeared, and means (154) for decreasing the torque reduction rate if a surge event has appeared.
8. A system according to claim 6, wherein the means (140) for determining a possible appearance of a surge event comprises means (142) for detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine and for determining the changes in pressure, the magnitude of the changes and the number of changes so as to rate the determined surge events.
9. A system according to claim 7, wherein the means (140) for determining a possible appearance of a surge event comprises means (142) for detecting air pressure conditions related to the compressor of the turbocharged arrangement of said engine and for determining the changes in pressure, the magnitude of the changes and the number of changes so as to rate the determined surge events.
10. A system according to claim 9, wherein the means (154) for decreasing the torque reduction rate if a surge event has appeared is based upon the rating of said determined surge event.
11. A system according to any of claims 6-10, comprising means (160) for storing current conditions comprising torque and engine speed and/or pressure ratio over and air mass flow through the turbo compressor of the engine determined prior to performing torque reduction for different gear shift operations, and the resulting adaption for avoiding surge events as a basis for choosing certain torque reduction rate.
12. A vehicle (1) comprising a system (I) according to any of claims 6-11.
13. A computer program (P) for controlling torque reduction of a gear shift operation of a vehicle having a turbocharged internal combustion engine, said computer program (P) comprising program code which, when run on an electronic control unit (100) or another computer (500) connected to the electronic control unit (100), causes the electronic control unit to perform the steps according to claim 1-5.
14. A computer program product comprising a digital storage medium storing the computer program according to claim 13.
SE1650875A 2016-06-21 2016-06-21 Method and system for controlling torque reduction of a gear shift operation SE541342C2 (en)

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Application Number Priority Date Filing Date Title
SE1650875A SE541342C2 (en) 2016-06-21 2016-06-21 Method and system for controlling torque reduction of a gear shift operation
DE102017005412.6A DE102017005412A1 (en) 2016-06-21 2017-06-08 Method and system for controlling a torque reduction of a gearshift operation
BR102017012743-5A BR102017012743A2 (en) 2016-06-21 2017-06-14 METHOD AND SYSTEM TO CONTROL TORQUE REDUCTION OF A GEAR CHANGE OPERATION

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
SE1650875A SE541342C2 (en) 2016-06-21 2016-06-21 Method and system for controlling torque reduction of a gear shift operation

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SE1650875A1 SE1650875A1 (en) 2017-12-22
SE541342C2 true SE541342C2 (en) 2019-07-16

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DE102018211095A1 (en) 2018-07-05 2020-01-09 Volkswagen Aktiengesellschaft Method for operating a motor vehicle and motor vehicle
DE102018211091A1 (en) 2018-07-05 2020-01-09 Volkswagen Aktiengesellschaft Method for operating an internal combustion engine and internal combustion engine
CN111706497B (en) * 2020-06-30 2022-04-26 潍柴动力股份有限公司 Torque correction method and related device for air compressor
CN114592968B (en) * 2022-03-17 2023-05-23 潍柴动力股份有限公司 Control method, device and system for eliminating surge of supercharger

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