Engine flywheel torque determination method/system

Claim 3

The control method of claim 1 wherein said engine and said control unit communicate over an electronic datalink (DL) carrying signals indicative of gross engine torque (T EG ) and base engine friction torque (T BEF ) and said control parameter indicative of flywheel torque (T FW ) is determined as a function of accessory torque (T ACCES ), gross engine torque (T EG ) and base engine friction torque (T BEF ).

Claim 4

The control method of claim 2 wherein said datalink operates in substantial conformance with one of SAE J1922 or J1939 protocols.

Claim 5

The method of claim 1 wherein said relationship is predetermined and stored by said control unit.

Claim 6

The method of claim 2 wherein said relationship is substantially linear.

Claim 7

The method of claim 1 wherein said input signals include an input signal (GR) indicative of currently engaged transmission gear ratio, and further characterized by: determining a value of a control parameter (T DW ) indicative of drivewheel torque as a function of said values of control parameters indicative of flywheel torque (T FW ) and of engaged transmission gear ratio (GR); and controlling said vehicular automated system comprises controlling shifting of the transmission as a function of the value of said control parameter indicative of drivewheel torque (T DW ).

Claim 8

The control method of claim 1 wherein said transmission system performs dynamic upshifts from an engaged ratio into a target gear ratio in a sequence of operations, all without disengagement of the master clutch and regardless of operator's setting of the throttle device, comprising: (a) a predip operation wherein fueling of the engine is manipulated to allow disengagement of the engaged gear ratio; (b) after confirmation of disengagement of the engaged gear ratio, a synchronizing operation wherein fueling of the engine is reduced, allowing engine rotational speed to decrease toward the synchronous speed for engagement of the target ratio (ES=IS=OS * GR T ); and (c) after achieving substantial synchronous rotational speed of said engine and causing engagement of said target gear ratio, a throttle recovery operation wherein fueling of the engine is caused to be controlled by sensed operator setting of said throttle device; said determination of the value of a control parameter (dES/dt rate) indicative of engine deceleration rate comprising: during the predip operation, sensing engine speed; sensing initiation of said synchronizing operation, and upon sensing initiation of said synchronizing operation, causing sensed engine speed to equal engine speed initial (RPM A ), and starting a timing sequence; sensing initiation of the throttle recovery operation, and upon sensing initiation of said throttle recovery operation, causing engine speed to equal engine speeed final (RPM B ), sensing elapsed time from starting of said timing sequence; and determining the current value of the control parameter indicative of engine deceleration rate as a function of the difference between engine speed final and engine speed initial and of the elapsed time.

Claim 11

The method of claim 8 wherein said values of at least some of said control parameters are determined as a filtered average value.

Claim 12

The control method of claim 8 wherein said engine and said control unit communicate over an electronic datalink (DL) carrying said signals indicative of gross engine torque (T EG ) and base engine friction torque (T BEF ).

Claim 13

The control method of claim 10 wherein said datalink operates in substantial conformance with one of SAE J1922 or J1939 protocols.

Claim 14

The method of claim 8 wherein said value indicative of engine moment of inertia (I) is a predetermined value stored by said control unit.

Claim 15

The method of claim 11 wherein said value indicative of engine moment of inertia (I) is a predetermined value stored by said control unit.

Claim 16

The method of claim 8 wherein said relationship is predetermined and stored by said control unit.

Claim 17

The method of claim 11 wherein said relationship is predetermined and stored by said control unit.

Claim 18

The method of claim 13 wherein said relationship is predetermined and stored by said control unit.

Claim 19

The method of claim 10 wherein said relationship is substantially linear.

Claim 20

The method of claim 8 wherein said input signals include an input signal (GR) indicative of currently engaged transmission gear ratio, and further characterized by: determining a value of a control parameter (T DW ) indicative of drivewheel torque as a function of said values of control parameters indicative of flywheel torque (T FW ) and of engaged transmission gear ratio (GR); and controlling shifting of the transmission as a function of the value of said control parameter indicative of drivewheel torque (T DW ).

Claim 21

The control method of claim 8 wherein said transmission system performs dynamic upshifts from an engaged ratio into a target gear ratio in a sequence of operations, all without disengagement of the master clutch and regardless of operator's setting of the throttle device, comprising: (a) a predip operation wherein fueling of the engine is manipulated to allow disengagement of the engaged gear ratio; (b) after confirmation of disengagement of the engaged gear ratio, a synchronizing operation wherein fueling of the engine is reduced, allowing engine rotational speed to decrease toward the synchronous speed for engagement of the target ratio (ES=IS=OS * GR T ); and (c) after achieving substantial synchronous rotational speed of said engine and causing engagement of said target gear ratio, a throttle recovery operation wherein fueling of the engine is caused to be controlled by sensed operator setting of said throttle device; said determination of the value of a control parameter (dES/dt rate) indicative of engine deceleration rate comprising: during the predip operation, sensing engine speed; sensing initiation of said synchronizing operation, and upon sensing initiation of said synchronizing operation, causing sensed engine speed to equal engine speed initial (RPM A ), and starting a timing sequence; sensing initiation of the throttle recovery operation, and upon sensing initiation of said throttle recovery operation, causing engine speed to equal engine speeed final (RPM B ), sensing elapsed time from starting of said timing sequence; and determining the current value of the control parameter indicative of engine deceleration rate as a function of the difference between engine speed final and engine speed initial and of the elapsed time.

Claim 22

The method of claim 8 further comprising evaluating feasibility of subsequent upshifts as a function of the value of said control parameter indicative of flywheel torque (T FW ).

Claim 23

The method of claim 19 further comprising evaluating feasibility of subsequent upshifts as a function of the value of said control parameter indicative of flywheel torque (T FW ).

Claim 24

The control method of claim 18 wherein said transmission system performs dynamic upshifts from an engaged ratio into a target gear ratio in a sequence of operations, all without disengagement of the master clutch and regardless of operator's setting of the throttle device, comprising: (a) a predip operation wherein fueling of the engine is manipulated to allow disengagement of the engaged gear ratio; (b) after confirmation of disengagement of the engaged gear ratio, a synchronizing operation wherein fueling of the engine is reduced, allowing engine rotational speed to decrease toward the synchronous speed for engagement of the target ratio (ES=IS=OS * GR T ); and (c) after achieving substantial synchronous rotational speed of said engine and causing engagement of said target gear ratio, a throttle recovery operation wherein fueling of the engine is caused to be controlled by sensed operator setting of said throttle device; said determination of the value of a control parameter (dES/dt rate) indicative of engine deceleration rate comprising: during the predip operation, sensing engine speed; sensing initiation of said synchronizing operation, and upon sensing initiation of said synchronizing operation, causing sensed engine speed to equal engine speed initial (RPM A ), and starting a timing sequence; sensing initiation of the throttle recovery operation, and upon sensing initiation of said throttle recovery operation, causing engine speed to equal engine speeed final (RPM B ), sensing elapsed time from starting of said timing sequence; and determining the current value of the control parameter indicative of engine deceleration rate as a function of the difference between engine speed final and engine speed initial and of the elapsed time.

Claim 25

A control system for determining a value of a control parameter (T FW ) indicative of the engine flywheel torque of a vehicular internal combustion engine (E) in a vehicular automated mechanical tranmission system comprising a fuel throttle-controlled internal combustion engine (E), a multiple-speed change-gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drivewheels, said input shaft drivingly connected to said engine by a master friction clutch (C) and a control unit (106) for receiving input signals, including an input signal (ES, IS) indicative of input shaft or engine rotational speed, and for processing said signals in accordance with predetermined logic rules to determine control parameters and to issue command output signals to transmission system actuators, including means for controlling fueling of the engine and means (70) for controlling shifting of the transmission, said system characterized by: means for determining a relationship ((dES/dt rate)=A+(B * T ACCES )) between engine deceleration rate (dES/dt rate) and accessory torque (T ACCES ); means for determining a value of a control parameter (dES/dt rate) indicative of engine deceleration rate; means for determining a value of a control parameter (T ACCES ) indicative of accessory torque as a function of said relationship and the value of said control parameter indicative of engine deceleration rate; means for determining a value of said control parameter indicative of flywheel torque (T FW ) as a function of the value of said control parameter indicative of accessory torque (T ACCES ); and means for controlling said transmission system as a function of the value of said control parameter indicative of flywheel torque (T FW ).

Claim 26

A control system for determining a value of a control parameter (T FW ) indicative of the engine flywheel torque of a vehicular internal combustion engine (E) in a vehicular automated mechanical tranmission system comprising a fuel throttle-controlled internal combustion engine (E), a multiple-speed change-gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drivewheels, said input shaft drivingly connected to said engine by a master friction clutch (C) and a control unit (106) for receiving input signals, including an input signal (ES, IS) indicative of input shaft or engine rotational speed, and for processing said signals in accordance with predetermined logic rules to determine control parameters and to issue command output signals to transmission system actuators, including means for controlling fueling of the engine and means (70) for controlling shifting of the transmission, said system characterized by: means for determining a relationship ((dES/dt rate)=A+(B * T ACCES )) between engine deceleration rate (dES/dt rate) and accessory torque (T ACCES ); means for determining a value of a control parameter (dES/dt rate) indicative of engine deceleration rate; means for determining a value of a control parameter (T ACCES ) indicative of accessory torque as a function of said relationship and the value of said control parameter indicative of engine deceleration rate; means for determining a value of said control parameter indicative of flywheel torque (T FW ) as a function of the value of said control parameter indicative of accessory torque (T ACCES ); and means for controlling said transmission system as a function of the value of said control parameter indicative of flywheel torque (T FW ).

Claim 27

The control system of claim 23 wherein said engine and said control unit communicate over an electronic datalink (DL) carrying signals indicative of gross engine torque (T EG ) and base engine friction torque (T BEF ) and said control parameter indicative of flywheel torque (T FW ) is determined as a function of accessory torque (T ACCES ), gross engine torque (T EG ) and base engine friction torque (T BEF ).

Claim 28

The control system of claim 24 wherein said datalink operates in substantial conformance with one of SAE J1922 or J1939 protocols.

Claim 29

The control system of claim 23 wherein said relationship is predetermined and stored by said control unit.

Claim 30

The control system of claim 23 wherein said relationship is substantially linear.

Claim 31

The control system of claim 23 wherein said input signals include an input signal (GR) indicative of currently engaged transmission gear ratio, and further characterized by: means for determining a value of a control parameter (T DW ) indicative of drivewheel torque as a function of said values of control parameters indicative of flywheel torque (T FW ) and of engaged transmission gear ratio (GR), and wherein said means for controlling said transmission system controls said transmission system as a function of the value of said control parameter indicative of drivewheel torque (T DW ).

Claim 32

The control system of claim 23 wherein said transmission system performs dynamic upshifts from an engaged ratio into a target gear ratio in a sequence of operations, all without disengagement of the master clutch and regardless of operator's setting of the throttle device, comprising: (a) a predip operation wherein fueling of the engine is manipulated to allow disengagement of the engaged gear ratio; (b) after confirmation of disengagement of the engaged gear ratio, a synchronizing operation wherein fueling of the engine is reduced, allowing engine rotational speed to decrease toward the synchronous speed for engagement of the target ratio (ES=IS=OS * GR T ); and (c) after achieving substantial synchronous rotational speed of said engine and causing engagement of said target gear ratio, a throttle recovery operation wherein fueling of the engine is caused to be controlled by sensed operator setting of said throttle device; said means for determining the value of a control parameter (dES/dt rate) indicative of engine deceleration rate comprising: means for, during the predip operation, sensing engine speed; means for sensing initiation of said synchronizing operation, and upon sensing initiation of said synchronizing operation, causing sensed engine speed to equal engine speed initial (RPM A ), and starting a timing sequence; means for sensing initiation of the throttle recovery operation, and upon sensing initiation of said throttle recovery operation, causing engine speed to equal engine speeed final (RPM B ), sensing elapsed time from starting of said timing sequence; and means for determining the current value of the control parameter indicative of engine deceleration rate as a function of the difference between engine speed final and engine speed initial and of the elapsed time.

Claim 33

A control system for determining a value of a control parameter (T FW ) indicative of the engine flywheel torque of a vehicular internal combustion engine (E) in a vehicular automated mechanical tranmission system comprising a fuel throttle-controlled internal combustion engine (E), a multiple-speed change-gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drivewheels, said input shaft drivingly connected to said engine by a master friction clutch (C) and a control unit (106) for receiving input signals, including an input signal (ES, IS) indicative of input shaft or engine rotational speed, an input signal (T GE ) indicative of gross engine torque and an input signal (T BEF ) indicative of base engine friction torque, and for processing said signals in accordance with predetermined logic rules to determine control parameters and to issue command output signals to transmission system actuators, including means for controlling fueling of the engine and means (70) for controlling shifting of the transmission, said control system characterized by: means for determining a value of control parameter (I) indicative of engine moment of inertia; means for determining a relationship ((dES/dt rate)=A+(B * T ACCES )) between engine deceleration rate (dES/dt rate) and accessory torque (T ACCES ); means for determining a value of a control parameter (T ACCEL ) indicative of acceleration torque as a function of the product of engine moment of inertia multiplied by current engine deceleration (dES/dt * I); means for determining a value of a control parameter (dES/dt rate) indicative of engine deceleration rate; means for determining a value of said control parameter (T ACCES ) indicative of accessory torque as a function of said relationship and the value of said control parameter indicative of engine deceleration rate; means for determining a value of said control parameter indicative of flywheel torque (T FW ) as a function of the expression: T.sub.FW =T.sub.EG -T.sub.BEF -T.sub.ACCES -T.sub.ACCEL and means for controlling operation of said transmission system as a function of the value of said control parameter indicative of flywheel torque (T FW ).

Claim 34

A control system for determining a value of a control parameter (T FW ) indicative of the engine flywheel torque of a vehicular internal combustion engine (E) in a vehicular automated mechanical tranmission system comprising a fuel throttle-controlled internal combustion engine (E), a multiple-speed change-gear mechanical transmission (10) having an input shaft (16) and an output shaft (90) adapted to drive vehicular drivewheels, said input shaft drivingly connected to said engine by a master friction clutch (C) and a control unit (106) for receiving input signals, including an input signal (ES, IS) indicative of input shaft or engine rotational speed, an input signal (T GE ) indicative of gross engine torque and an input signal (T BEF ) indicative of base engine friction torque, and for processing said signals in accordance with predetermined logic rules to determine control parameters and to issue command output signals to transmission system actuators, including means for controlling fueling of the engine and means (70) for controlling shifting of the transmission, said control system characterized by: means for determining a value of control parameter (I) indicative of engine moment of inertia; means for determining a relationship ((dES/dt rate)=A+(B * T ACCES )) between engine deceleration rate (dES/dt rate) and accessory torque (T ACCES ); means for determining a value of a control parameter (T ACCEL ) indicative of acceleration torque as a function of the product of engine moment of inertia multiplied by current engine deceleration (dES/dt * I); means for determining a value of a control parameter (dES/dt rate) indicative of engine deceleration rate; means for determining a value of said control parameter (T ACCES ) indicative of accessory torque as a function of said relationship and the value of said control parameter indicative of engine deceleration rate; means for determining a value of said control parameter indicative of flywheel torque (T FW ) as a function of the expression: T.sub.FW =T.sub.EG -T.sub.BEF -T.sub.ACCES -T.sub.ACCEL and means for controlling operation of said transmission system as a function of the value of said control parameter indicative of flywheel torque (T FW ).

Claim 35

The control system of claim 30 wherein said engine and said control unit communicate over an electronic datalink (DL) carrying said signals indicative of gross engine torque (T EG ) and base engine friction torque (T BEF ).

Claim 36

The control system of claim 31 wherein said datalink operates in substantial conformance with one of SAE J1922 or J1939 protocols.

Claim 37

The control method of claim 5 wherein said relationship is determined according to the following procedure: (1) warming up the vehicle engine to nominal operating temperature; (2) turning off all accessories with vehicle stopped in neutral, then accelerate engine to governed speed by increasing fueling of engine, and then defueling engine and monitoring and recording engine deceleration rate through a maximum operating speed; (3) then letting engine idle and observing accessory torque by monitoring engine datalink to determine one point; (4) then turning on all accessories with vehicle stopped in neutral, then accelerate engine to governed speed by fueling the engine, and then defueling engine and monitoring and recording engine deceleration rate; (5) then letting engine idle and observing accessory torque by monitoring the datalink to determine a second point; and (6) then using the two points thus determined to determine the substantially linear relationship.

Claim 38

The control method of claim 10 wherein said relationship is determined according to the following procedure: (1) warming up the vehicle engine to nominal operating temperature; (2) turning off all accessories with vehicle stopped in neutral, then accelerate engine to governed speed by increasing fueling of engine, and then defueling engine and monitoring and recording engine deceleration rate through a maximum operating speed; (3) then letting engine idle and observing accessory torque by monitoring engine datalink to determine one point; (4) then turning on all accessories with vehicle stopped in neutral, then accelerate engine to governed speed by fueling the engine, and then defueling engine and monitoring and recording engine deceleration rate; (5) then letting engine idle and observing accessory torque by monitoring the datalink to determine a second point; and (6) then using the two points thus determined to determine the substantially linear relationship.