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    • 专利摘要:
    The present invention relates to a method for determining an available engine torque during a gear shift operation (A, B, C, D) prior to performing said gear shift operation, wherein an exhaust gas smoke limiting function of a combustion engine control system of a vehicle is considered. The method comprises the steps of: determining the engine boost pressure; determining the engine boost pressure change rate; and determining a boost pressure drop corresponding to said determined engine boost pressure change rate during a gear shift of the gear shift operation so as to determine the boost pressure in connection to gear shift engagement. The method further comprises the step of determining an available engine torque (P2) corresponding to activation of limitation of engine torque provided by the exhaust gas smoke limiting function based on the determined boost pressure in connection to gear shift engagement (B3).The present invention also relates to a system for determining an available engine torque during a gear shift operation prior to performing said gear shift operation. The present invention also relates to a computer program and a computer program product.(Fig. 2)
    公开号:SE1550982A1
    申请号:SE1550982
    申请日:2015-07-07
    公开日:2017-01-08
    发明作者:Jacobsson Susanna；Bolin Andreas
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    METHOD AND SYSTEM FOR DETERMINING AN AVAILABLE ENGINETORQUE DURING A GEAR SHIFT OPERATIONTECHNICAL FIELDThe invention relates to a method for determining an available engine torqueduring a gear shift operation prior to performing said gear shift operationaccording to the preamble of claim 1. The invention also relates to a systemfor determining an available engine torque during a gear shift operation priorto performing said gear shift operation. The invention also relates to avehicle. The invention in addition relates to a computer program and acomputer program product.
    BACKGROUND ARTFor automatic or semi-automatic transmissions the gear shift operation isperformed based on an assessed available engine torque. For certainvehicles, e.g. heavy vehicles such as trucks, in situations such as start of thevehicle from a standstill, the gear shift being an up-shift, the starting gearprior to gear shift operation may be a low gear, e.g. gears being at 3 or lower,or high gears, e.g. gears being at 4 or higher.
    The gear shift operation comprises an off-ramp phase in which the torque isreduced to substantially zero. Then there is a synchronisation phase in whichthe gear shift is completed by disengaging the current gear and engaging thechosen gear. During the synchronisation phase the engine is synchronized tothe next target speed. After the synchronisation phase the gearbox controllerreturns the torque control to the driver demanded torque. The driver demandtorque is supplied to the engine, increasing the available torque up to a levelwhere an exhaust gas smoke limiting function of the combustion engine limitsthe development of available engine torque up to a driver demand torque.ln order to assess the gear shift tests are made with the specific vehicle inorder to determine the available engine torque. This however does notprovide an accurate assessment in that the engine torque may vary due tothe boost pressure to such an extent that the chosen gear is not the mostsuitable gear.
    There is thus a need for improving determination of available engine torqueduring a gear shift operation.
    OBJECTS OF THE INVENTIONAn object of the present invention is to provide a method for determining anavailable engine torque during a gear shift operation prior to performing saidgear shift operation which provides a more accurate a basis for the gear shiftoperation.
    Another object of the present invention is to provide a system for determiningan available engine torque during a gear shift operation prior to performingsaid gear shift operation which provides a more accurate a basis for the gearshift operation.
    SUMMARY OF THE INVENTIONThese and other objects, apparent from the following description, areachieved by a method, a system, a vehicle, a computer program and acomputer program product, as set out in the appended independent claims.Preferred embodiments of the method and the system are defined inappended dependent claims.
    Specifically an object of the invention is achieved by a method fordetermining an available engine torque during a gear shift operation prior toperforming said gear shift operation, wherein an exhaust gas smoke limitingfunction of a combustion engine control system of a vehicle is considered.The method comprises the steps of: determining the engine boost pressure;determining the engine boost pressure change rate; and determining a boostpressure drop corresponding to said determined engine boost pressurechange rate during a gear shift of the gear shift operation so as to determinethe boost pressure in connection to gear shift engagement. The methodfurther comprises the step of determining an available engine torquecorresponding to activation of limitation of engine torque provided by theexhaust gas smoke limiting function based on the determined boost pressurein connection to gear shift engagement. Hereby a more accurate basis for thegear shift operation is provided such that the correct gear is chosen prior tothe gear shift operation.
    According to an embodiment of the method the step of determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function comprises thestep of, for a certain number of different engine rotational speeds,determining a lowest allowable air/fuel ratio for said determined boostpressure in connection to gear shift engagement. Hereby a more accuratelowest allowable air/fuel ratio may be provided for the relevant enginerotational speed such that an accurate basis for determining the availabletorque transmission corresponding to activation of limitation of engine torqueprovided by the exhaust gas smoke limiting function is provided.
    According to an embodiment of the method the step of determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function comprises thestep of determining an allowable amount of fuel based on said determinedlowest allowable air/fuel ratio. Hereby an accurate allowable amount of fuel isdetermined providing an accurate basis for determining the available torquetransmission corresponding to activation of Iimitation of engine torqueprovided by the exhaust gas smoke limiting function is providedAccording to an embodiment of the method the step of determining anavailable engine torque corresponding to activation of Iimitation of enginetorque provided by said exhaust gas smoke Iimiting function is performedbased on said determined allowable amount of fuel. Hereby an accurateavailable engine torque is obtained providing a more accurate basis for thegear shift operation is provided such that the correct gear is chosen prior tothe gear shift operation.
    According to an embodiment the method comprises the step of determining adevelopment of available engine torque after the determined available enginetorque corresponding to activation of Iimitation of engine torque provided bysaid exhaust gas smoke Iimiting function up to an engine torquecorresponding to a demanded engine torque. By thus determining thedevelopment of available engine torque after the determined available enginetorque, i.e. how long it will take from that torque up to the demanded enginetorque, an even more accurate basis for the gear shift operation is providedsuch that the correct gear is chosen prior to the gear shift operation. Thisfurther facilitates diagnosing the boost pressure system in that a deviationfrom the determined point of time when the demanded engine torque is to bereached would indicate a leakage in the boost pressure system, and if thepoint of time is correct it would indicate that the boost pressure system isworking correctly.
    According to an embodiment of the method the step of determining adevelopment of available engine torque comprises an estimation of a linearfunction with a certain torque development increase rate. Hereby an efficientway of estimating the development of available engine torque is facilitated.
    According to an embodiment of the method said determined available enginetorque corresponding to activation of Iimitation of engine torque provided bysaid exhaust gas smoke limiting function constitutes a basis for said gearshift operation. Hereby the gear shift operation will be improved.
    According to an embodiment of the method said determined development ofavailable engine torque after the determined available engine torquecorresponding to activation of limitation of engine torque provided by saidexhaust gas smoke limiting function up to an engine torque corresponding toa demanded engine torque constitutes a basis for said gear shift operation.Hereby the gear shift operation will be improved.
    Specifically an object of the invention is achieved by a system for determiningan available engine torque during a gear shift operation prior to performingsaid gear shift operation, the system being arranged to consider an exhaustgas smoke limiting function of a combustion engine control system of avehicle. The system comprises means for determining the engine boostpressure; means for determining the engine boost pressure change rate; andmeans for determining a boost pressure drop corresponding to saiddetermined engine boost pressure change rate during a gear shift of the gearshift operation so as to determine the boost pressure in connection to gearshift engagement. The system further comprises means for determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function based on saiddetermined boost pressure in connection to gear shift engagement.
    According to an embodiment of the system the means for determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function comprisesmeans for determining a lowest allowable air/fuel ratio for said determinedboost pressure in connection to gear shift engagement for a certain numberof different engine rotational speeds.
    According to an embodiment of the system the means for determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function comprisesmeans for determining an allowable amount of fuel based on said determinedIowest allowable air/fuel ratio.
    According to an embodiment of the system the means for determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function is arranged to beperformed based on said determined allowable amount of fuel.
    According to an embodiment the system comprises means for determining adevelopment of available engine torque after the determined available enginetorque corresponding to activation of limitation of engine torque provided bysaid exhaust gas smoke limiting function up to an engine torquecorresponding to a demanded engine torque.
    According to an embodiment of the system the means for determining adevelopment of available engine torque comprises an estimation of a linearfunction with a certain torque development increase rate.
    According to an embodiment of the system said determined available enginetorque corresponding to activation of limitation of engine torque provided bysaid exhaust gas smoke limiting function constitutes a basis for said gearshift operation.
    According to an embodiment of the system said determined development ofavailable engine torque after the determined available engine torquecorresponding to activation of limitation of engine torque provided by saidexhaust gas smoke limiting function up to an engine torque corresponding toa demanded engine torque constitutes a basis for said gear shift operation.
    The system for determining an available engine torque during a gear shiftoperation prior to performing said gear shift operation is adapted to performthe method as set out herein.
    The system according to the invention has the advantages according to thecorresponding method.
    Specifically an object of the invention is achieved by a computer program fordetermining an available engine torque during a gear shift operation prior toperforming said gear shift operation, said computer program comprisingprogram code which, when run on an electronic control unit or anothercomputer connected to the electronic control unit, causes the electroniccontrol unit to perform the method according to the invention.
    Specifically an object of the invention is achieved by a computer programproduct comprising a digital storage medium storing the computer program.
    BRIEF DESCRIPTION OF THE DRAWINGSFor a better understanding of the present invention reference is made to thefollowing detailed description when read in conjunction with theaccompanying drawings, wherein like reference characters refer to like partsthroughout the several views, and in which:Fig. 1 schematically illustrates a side view of a vehicle according to thepresent invention;Fig. 2 schematically illustrates executed torque during a gear shift operation;Fig. 3 schematically illustrates the boost pressure drop during a gear shiftoperation for different boost pressures change rates prior to the gear shiftoperation;Fig. 4 schematically illustrates a system for determining an available enginetorque during a gear shift operation prior to performing said gear shiftoperation according to an embodiment of the present invention;Fig. 5 schematically illustrates a block diagram of a method for determiningan available engine torque during a gear shift operation prior to performingsaid gear shift operation according to an embodiment of the presentinvenüon;andFig. 6 schematically illustrates a computer according to an embodiment of thepresent invention.
    DETAILED DESCRIPTIONHereinafter the term “link” refers to a communication link which may be aphysical connector, such as an optoelectronic communication wire, or a non-physical connector such as a wireless connection, for example a radio ormicrowave link.
    Hereinafter the term “demanded torque”, “demanding a torque”, “demandedengine torque” or the like for a vehicle refers to a torque demanded by thedriver of the vehicle, or by any suitable torque demanding function such as acruise control torque demanding function, i.e. a torque demanding functionprovided by a cruise control system, or a speed limiter torque demandingfunction, i.e. a torque demanding function provided by a speed limitersystem. The torque may thus be demanded by the driver of the vehicle orany other suitable torque demanding function.
    Fig. 1 schematically illustrates a side view of a vehicle 1 according to thepresent invention. The exemplified vehicle 1 is a heavy vehicle in the shapeof a truck. The vehicle according to the present invention could be anysuitable vehicle such as a bus or a car. The vehicle is driven by means of aninternal combustion engine being turbocharged by means of a turbocompressor configured to compress air in to the cylinders of the engine. Thevehicle comprises an automatic or semi-automatic transmission configured toprovide automatic or semi-automatic gear shift operation during drive of thevehicle. The vehicle comprises a combustion engine control system havingan exhaust gas limiting function for limiting exhaust gas smoke duringcombustion by limiting the allowable amount of fuel to the cylinders whenapplicable.
    The vehicle 1 comprises a system I for determining an available enginetorque during a gear shift operation prior to performing said gear shiftoperation.
    Fig. 2 schematically illustrates executed torque during a gear shift operation.The gear shift operation in fig. 2 is an up-shift operation, i.e. shift from a lowergear to a higher gear. ln an up-shift operation there is a decrease in enginerotational speed. The up-shift operation is an example. The invention isequally applicable to a down-shift operation.
    The gear shift operation comprises an off-ramp phase A in which the torqueT is reduced to substantially zero.
    Then there is a gear disengagement, synchronisation and gear engagementphase B in which the gear shift is completed. The synchronisation phase Bcomprises a disengagement phase B1 in which a gear shift disengagementof the current gear is effected. The phase B comprises a synchronisationphase B2 in which no gear is connected. The phase B comprises anengagement phase B3 in which a gear shift engagement to the changed gearis effected. The gear shift engagement is initiated in point P1.
    After the phase B including the synchronisation phase B2 and the change ofactual gear in the gear disengagement phase B1 to target gear in the gearengagement phase B3, an on-ramp phase C is initiated, in which fuelcorresponding to the demanded torque to the engine is supplied, increasingthe available torque up to a level in the point P2 where an exhaust gassmoke limiting function of the combustion engine is arranged to limit thedevelopment of available engine torque.
    The gear shift operation thus comprises a smoke limiting development phaseD of the available torque up to an engine torque corresponding to ademanded torque reached in the point P3.ln certain situations the engine boost pressure prior to the gear shiftoperation is relatively low and increasing. Such an increasing low level ofboost pressure is below a certain level. The certain level is according to anembodiment in the range of 1500 mbar. The boost pressure prior to the gearshift operation in such a certain situation is thus up to a level of about 1500mbar. Such a situation the for engine boost pressures below a certain levelmay typically be a vehicle starting situation where the vehicle is acceleratedfrom a standstill or close to a standstill by a demanded torque. This situationmay occur at a stop at a red light, in a roundabout or the like. Such asituation may also occur when demanding a torque after motoring.ln order to determine, prior to the gear shift operation, for such a situation oflow and increasing boost pressure, the available torque up to a level in thepoint P2 where an exhaust gas smoke limiting function of the combustionengine is arranged to limit the development of available engine torque, thecurrent engine boost pressure and the engine boost pressure change rate isdetermined intermittently or continuously. The engine boost pressure mayaccording to an embodiment be determined several times per second inorder to have a good basis in connection to a gear shift operation. Theengine boost pressure is according to an embodiment determined by meansof a pressure sensor unit. The engine boost pressure change rate isdetermined based on the thus determined engine boost pressure. The engineboost pressure change rate is according to an embodiment determinedbased on a filtered mean value of determined engine boost pressures overtime.
    The boost pressure drop corresponding to the determined engine boostpressure change rate during a gear shift of the gear shift operation for such asituation of low and increasing boost pressure is determined by comparing11the determined boost pressure change rate to the boost pressure drop atsuch a boost pressure which has been assessed by plotting boost pressuredrops during phase A and B of the gear shift operation for different boostpressures change rates determined for the particular vehicle. An example ofsuch a plot is illustrated in fig. 3. The boost pressure in connection to gearshift engagement, i.e. the boost pressure in point P1 in fig. 2, thuscorresponds to the determined boost pressure subtracted by thecorresponding boost pressure drop determined from the corresponding boostpressure change rate.
    The available engine torque at point P2 is determined based on the thusdetermined boost pressure in connection to gear shift engagement.
    For a certain boost pressure in connection to gear shift engagement at pointP1 for a certain engine rotational speed there is a certain lowest allowableair/fuel ratio. The air/fuel ratio is also called lambda Å.
    Thus, a lowest allowable air/fuel ratio for said determined boost pressure inconnection to gear shift engagement is determined for a certain number ofdifferent engine rotational speeds. The lowest allowable lambda is accordingto an embodiment obtained from a smoke limiter map containing data forlambda for the boost pressure in P1 for different engine rotational speeds.
    An allowable amount of fuel is then determined based on the determinedlowest allowable air/fuel ratio. The current atmospheric pressure is herebyconsidered. The boost pressure at point P1, the boost temperature and theoxygen weight ratio are according to an embodiment also taken into accountin determining the allowable amount of fuel. For selective catalytic reduction(SCR) systems the exhaust gas recirculation (EGR) content is taken intoconsideration with regard to the lowest allowable air/fuel ratio. Thestoichiometric air/fuel ratio, i.e. the theoretically necessary relationshipbetween fuel and air amount for accomplishing complete combustion, is alsotaken into account. The air, or rather oxygen, required for complete12combustion may be determined if the chemical composition of the fuel isknown.
    Based on the determined allowable amount of fuel the torque at point P2 isdetermined by means of combustion efficiency for the certain boost pressure,and |osses such as aggregate |osses, i.e. |osses of compressor, generator,fan; friction |osses, cooling |osses; pump |osses. Such data is according to anembodiment provided from a map for the respective engine rotational speed.
    The development of available engine torque from the point P2, i.e. the pointfor activation of limitation of available engine torque provided by an exhaustgas smoke limiting function of a combustion engine control system of thevehicle, up to an engine torque corresponding to a demanded engine torqueis determined. The change rate of the available engine torque from the pointP2 up to the demanded engine torque in point P3 is thus assessed prior tothe gear shift operation.
    The development of available engine torque from point P2 to point P3comprises according to an embodiment determining an estimation of a linearfunction with a certain torque development increase rate.
    The determination of linear function with a certain torque developmentincrease rate is according to an embodiment provided by means of testbeds,i.e. calibration of the engine in which the time required to reach thedemanded engine torque from the point P2 of limitation is determined. Thecalibration of the engine comprises performing motoring, driving the engine atfull load and determining the engine torque at full load and then performingmotoring again. Motoring is performed over a short time span. Thiscalibration of the engine is performed for different engine rotational speeds.The torque at full load is also denoted maximum engine torque.
    The determination of linear function with a certain torque developmentincrease rate is according to an embodiment provided by means of modellingthe torque development increase rate.13The calibration test is engine specific in that the torque at full load fordifferent engine rotational speeds varies for different engines.ln this calibration test certain parameters are taken into account comprisingnumber of cylinders of the engine and losses needed to be overcome inorder to rotate the engine one revolution.
    The development of available engine torque from point P2 to point P3 isdetermined prior to the gear shift operation by means of assessing themaximum engine torque at full load for the engine as a function of the enginerotational speed and dividing that torque with the response time frommotoring to the maximum engine torque.
    The response time from motoring to maximum torque is determined bymeans of a response time factor as a function of the engine rotational speedtimes the maximum engine torque as a function of the engine rotationalspeed divided by a torque factor as a function of number of cylinders of theengine.
    The maximum torque as a function of the engine rotational speed is providedfrom the engine control system as a torque or as an amount of fuel.
    The response time factor as a function of the engine rotational speed iscalculated in a function comprising the engine rotational speed.
    The torque factor as a function of number of cylinders of the engine is afunction where the number of cylinders of the engine is included as aparameter.
    The determined development of available engine torque is taken as a basisfor the gear shift operation.
    Determining the development of engine torque further facilitates diagnosingthe boost pressure system of the vehicle in that a deviation from thedetermined point P3 of time when the demanded engine torque is to be14reached would indicate a Ieakage in the boost pressure system. Thus, if theactual point P4 where the demanded engine torque is reached is determinedto deviate from the estimated point P3 Ieakage of the boost pressure systemis indicated. lf the actual point P3 where the demanded engine torque isreached is determined to substantially correspond to the estimated point P3the boost pressure system is indicated to function correctly.
    Thus, the determined development of available engine torque is taken as abasis for diagnosing the boost pressure system of the vehicle engine.
    Fig. 3 schematically illustrates the boost pressure drop during a gear shiftoperation for different boost pressures change rates prior to the gear shiftoperation.
    The graph is determined for situations where the engine boost pressure priorto the gear shift operation is relatively low and increasing. Such an increasinglow level of boost pressure is below a certain level, e.g. about 1500 mbar.Such a situation may typically be a vehicle starting situation where thevehicle is accelerated from a standstill or close to a standstill a demandedtorque. This situation may occur at a stop at a red light, in a roundabout orthe like. Such a situation may also occur when demanding a torque aftermotoring.ln the graph, the boost pressure drop has been determined for different boostpressure change rates for up-shifts for low gears, i.e. gears prior to gear shiftoperation being at 3 or lower, and for high gears, i.e. gears being at 4 orhigher. For such relatively low boost pressures up to a certain level, the boostpressure drop increases substantially linear with increasing boost pressurechange rate, essentially independently of whether it is a gear shift from lowgear or a gear shift from a high gear.
    During drive of the vehicle, the boost pressure and the boost pressurechange rate is determined continuously or intermittently and for eachdetermined boost pressure change rate the boost pressure drop that wouldbe the result of a gear shift operation is determined from the plot. Forrate of 700 mbar/scorresponds to a boost pressure drop of approximately 900 mbar inexample a determined boost pressure changeconnection to a gear shift engagement should a gear shift operation beinitiated. The boost pressure in connection to gear shift engagement during agear shift operation is determined by subtracting the determined boostpressure drop from the boost pressure corresponding to the determinedboost pressure change rate. The boost pressure in connection to gear shiftengagement is used as a basis for determining the available engine torquecorresponding to activation of limitation of engine torque provided by theexhaust gas smoke limiting function.
    For boost pressures above a certain level, for example above approximately1500 mbar, the boost pressure drop increases substantially linear, essentiallyindependently of level of gear shift step, e.g. whether it is a 1-step shift, a 2-step shift or a 3-step shift or large step. The boost pressure drop for suchsituations is thus determined based on the corresponding to engine boostpressure determined prior to the gear shift.
    Fig. 4 schematically illustrates a system I for determining an available enginetorque during a gear shift operation prior to performing the gear shiftoperation according to an embodiment of the present invention.
    The system I comprises an electronic control unit 100.
    The system is arranged to consider an exhaust gas smoke limiting function ofa combustion engine control system of a vehicle.
    The vehicle is driven by means of an internal combustion engine beingturbocharged by means of a turbo compressor configured to compress air into the cylinders of the engine. The vehicle comprises an automatic or semi-automatic transmission configured to provide automatic or semi-automaticgear shift operation during drive of the vehicle. The vehicle comprises acombustion engine control system having an exhaust gas limiting function for16limiting exhaust gas smoke during combustion by limiting the allowableamount of fuel to the cylinders when applicable.
    The system I is intended for determining an available engine torque during agear shift operation prior to performing the gear shift operation for certainsituations where the engine boost pressure prior to the gear shift operation isrelatively low and increasing. Such an increasing low level of boost pressureis below a certain level. Such a situation the for engine boost pressuresbelow a certain level may typically be a vehicle starting situation where thevehicle is accelerated from a standstill or close to a standstill by a demandedtorque. This situation may occur at a stop at a red light, in a roundabout orthe like. Such a situation may also occur when demanding a torque aftermotoring.
    The system I comprises means 110 for determining the engine boostpressure. The means 110 for determining the engine boost pressurecomprises according to an embodiment one or more pressure detector units112 for detecting the engine boost pressure.
    The system I comprises means 190 for determining the engine boostpressure change rate. The means 190 for determining the engine boostpressure change rate comprises according to an embodiment one or morepressure detector units 192 for detecting the engine boost pressure over acertain period of time. The one or more pressure detector units 192 areaccording to an embodiment constituted by the one or more pressuredetector units 112. The means 190 for determining the engine boost pressurechange rate comprises according to an embodiment means 194 forprocessing the thus determined boost pressure over a certain time so as todetermining the boost pressure change rate. The means 194 for processingthe thus determined boost pressure is arranged to determine the engineboost pressure change rate based on a filtered mean value of determinedengine boost pressures over time.17The system I comprises means 120 for determining a boost pressure dropcorresponding to the determined engine boost pressure change rate during agear shift of the gear shift operation.
    The means 120 for determining a boost pressure drop corresponding to thedetermined engine boost pressure change rate during a gear shift of the gearshift operation comprises according to an embodiment data for boostpressure drops during a gear shift operation for different boost pressureschange rates prior to a gear shift operation. The data for boost pressuredrops corresponding to different boost pressures prior to a gear shiftoperation are according to an embodiment boost pressure drops determinedfor different boost pressures for 1-step shifts, 2-step shifts, 3-step shifts orshift with more steps during a gear shift operation. The means 120 comprisesaccording to an embodiment data according to the p|ot i|ustrated in fig. 3.
    The means 120 is arranged to predict the boost pressure drop during a gearshift operation so as to determine the boost pressure in connection to gearshift engagement. This in accordance with the gear shift operation describedwith reference to fig. 2.
    The means 120 is according to an embodiment arranged to determine theboost pressure in connection to gear shift engagement during the gear shiftoperation by subtracting the thus determined boost pressure drop from thedetermined boost pressure prior to the gear shift operation. According to analternative embodiment the electronic control unit 100 is arranged todetermine the boost pressure in connection to gear shift engagement duringthe gear shift operation by subtracting the thus determined boost pressuredrop from the determined boost pressure prior to the gear shift operation.The system thus comprises means for determining the boost pressure inconnection to gear shift engagement during the gear shift operation.
    The means 120 comprises according to an embodiment a storage unitcomprising data for boost pressure drops during a gear shift operation for18different boost pressure change rates prior to a gear shift operation. Thestorage unit is according to an embodiment an internal storage unit arrangedon board the vehicle. The storage unit is according to an embodiment anexternal storage unit accessible for the vehicle.
    The means 120 is according to an embodiment comprised in the electroniccontrol unit 100.
    The system I comprises means 130 for determining an available enginetorque corresponding to activation of limitation of engine torque provided bysaid exhaust gas smoke limiting function based on said determined boostpressure in connection to gear shift engagement.
    The means 130 for determining an available engine torque corresponding toactivation of limitation of engine torque provided by said exhaust gas smokelimiting function comprises means 132 for determining a lowest allowableair/fuel ratio for a certain number of different engine rotational speeds.
    The means 132 for determining a lowest allowable air/fuel ratio for a certainnumber of different engine rotational speeds comprises according to anembodiment data for lowest allowable air/fuel ratios for different enginerotational speeds for different boost pressures. The thus determined boostpressure in connection to gear shift engagement is hereby used to determinelowest allowable air/fuel ratios for different engine rotational speeds. Theengine rotational speed is depending on the gear shift, i.e. if it is a 1-shift, 2-shift or 3-shift of the gear in connection to the gear shift operation.
    The means 132 comprises according to an embodiment a storage unitcomprising data for data for lowest allowable air/fuel ratios for differentengine rotational speeds for different boost pressures. The storage unit isaccording to an embodiment an internal storage unit arranged on board thevehicle. The storage unit is according to an embodiment an external storageunit accessible for the vehicle.19The means 132 is according to an embodiment comprised in the electroniccontrol unit 100.
    The means 130 for determining an available engine torque corresponding toactivation of limitation of engine torque provided by said exhaust gas smokelimiting function comprises means 134 for determining an allowable amountof fuel based on said determined lowest allowable air/fuel ratio.
    The means 134 for determining an allowable amount of fuel based on saiddetermined lowest allowable air/fuel ratio comprises taking volumetricefficiency, i.e. fill rate in the cylinder. The volumetric efficiency is providedfrom a vector which has been calibrated in a testbed. The means 134 fordetermining an allowable amount of fuel based on said determined lowestallowable air/fuel ratio further comprises taking boost temperature. The boosttemperature is determined by means of one or more sensor units arranged inthe inlet manifold. The means 134 for determining an allowable amount offuel based on said determined lowest allowable air/fuel ratio is determinedwith regard to the determined boost pressure in connection to gear shiftengagement. The oxygen weight ratio is according to an embodiment alsotaken into account in determining the allowable amount of fuel. For selectivecatalytic reduction (SCR) systems the exhaust gas recirculation (EGR)content is taken into consideration with regard to the lowest allowable air/fuelratio. The stoichiometric air/fuel ratio, i.e. the theoretically necessaryrelationship between fuel and air amount for accomplishing completecombustion. The air, or rather oxygen, required for complete combustion maybe determined if the chemical composition of the fuel is known.
    The means 130 for determining an available engine torque corresponding toactivation of limitation of engine torque provided by said exhaust gas smokelimiting function is arranged to be performed based on the determinedallowable amount of fuel. The means 130 for determining an available enginetorque corresponding to activation of limitation of engine torque provided bysaid exhaust gas smoke limiting function comprises taking friction losses,cooling losses, pump losses and aggregate losses such as fan losses,COITIDFGSSOI' IOSSGS, genefatOl' IOSSGS.
    The determined available engine torque corresponding to activation oflimitation of engine torque provided by said exhaust gas smoke limitingfunction constitutes a basis for said gear shift operation.
    The system I comprises means 140 for determining the demanded enginetorque. The means 140 for determining the demanded engine torquecomprises according to an embodiment means for detecting the position ofthe gas peda|. The means 140 for determining the demanded engine torquecomprises according to an embodiment means for detecting speed limitercontrol, cruise control or other similar system.
    The system I comprises means 150 for determining the atmosphericpressure. The means 150 for determining the atmospheric pressurecomprises an air pressure sensor. The means 150 for determining theatmospheric pressure comprises according to an embodiment a barometerunit. The means 150 for determining the atmospheric pressure comprisesaccording to an embodiment weather data received from an external unit,e.g. from a weather station.
    The system I comprises means 160 for determining a development ofavailable engine torque after the determined available engine torquecorresponding to activation of limitation of engine torque provided by saidexhaust gas smoke limiting function up to an engine torque corresponding toa demanded engine torque.
    The means 160 for determining a development of available engine torquecomprises means 162 for estimating a linear function with a certain torquedevelopment increase rate. The estimation of a linear function with a certaintorque development increase rate is according to an embodiment provided bymeans of testbeds, i.e. calibration of the engine in which the time required toreach the demanded engine torque from the point of limitation is determined.21The estimation of linear function with a certain torque development increaserate is according to an embodiment provided by means of modelling thetorque development increase rate.
    The means 160 for determining a development of available engine torquecomprises means 164 for estimating the maximum engine torque and theresponse time for the engine from motoring to the maximum engine torquefor a certain number of different engine rotational speeds. The estimation ofresponse time for the engine from motoring to the maximum engine torque isaccording to an embodiment obtained by calibration of the engine in atestbed.
    The maximum engine torque at full load for the engine as a function of theengine rotational speed is estimated in the calibration. The maximum enginetorque thus determined is divided with the response time from motoring to themaximum engine torque. The response time from motoring to maximumtorque is determined by means of a response time factor as a function of theengine rotational speed times the maximum engine torque as a function ofthe engine rotational speed divided by a torque factor as a function ofnumber of cylinders of the engine. The maximum torque as a function of theengine rotational speed is provided from the engine control system as atorque or as an amount of fuel. The response time factor as a function of theengine rotational speed is calculated in a function comprising the enginerotational speed. The torque factor as a function of number of cylinders of theengine is a function where the number of cylinders of the engine is includedas a parameter.
    The determined development of available engine torque after the determinedavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function constitutes abasis for said gear shift operation.22The system I comprises means 170 for determining a suitable gear shift for agear shift operation.
    The means 170 for determining a suitable gear shift for a gear shift operationcomprises means 172 for taking the determined available engine torquecorresponding to activation of limitation of engine torque provided by saidexhaust gas smoke limiting function as a basis.
    The means 170 for determining a suitable gear shift for a gear shift operationcomprises means 174 for taking the determined development of availableengine torque after the determined available engine torque corresponding toactivation of limitation of engine torque provided by said exhaust gas smokelimiting function as a basis.
    The system I comprises means 180 for diagnosing the boost pressuresystem of the vehicle. The means 180 for diagnosing the boost pressuresystem of the vehicle comprises means for determining the actualdevelopment of available engine torque after the determined available enginetorque corresponding to activation of limitation of engine torque provided bysaid exhaust gas smoke limiting function up to an engine torquecorresponding to a demanded engine torque determined after the gear shiftoperation. The means 180 comprises means for comparing the actualdevelopment of available engine torque to the development of engine torquedetermined prior to the gear shift operation with the means 160. lf there is adifference such that the actual development of available engine torquereaches the demanded torque at a later stage than the assesseddevelopment of engine torque there may be a leakage in the boost pressuresystem of the vehicle.
    The electronic control unit 100 is operably connected to the means 110 fordetermining the engine boost pressure via a link 10. The electronic controlunit 100 is via the link 10 arranged to receive a signal from the means 11023representing data for the engine boost pressure prior to a gear shiftoperation.
    The electronic control unit 100 is operably connected to the pressure detectorunit 112 for detecting the engine boost pressure via a link 12. The electroniccontrol unit 100 is via the link 12 arranged to receive a signal from thepressure detector unit 112 representing data for the engine boost pressureprior to a gear shift operation.
    The electronic control unit 100 is operably connected to the means 190 fordetermining the engine boost pressure change rate via a link 90a. Theelectronic control unit 100 is via the link 90a arranged to send a signal to themeans 190 representing data for the engine boost pressure prior to a gearshift operation.
    The electronic control unit 100 is operably connected to the means 190 fordetermining the engine boost pressure change rate via a link 90b. Theelectronic control unit 100 is via the link 90b arranged to receive a signal fromthe means 190 representing data for boost pressure change rate prior to agear shift operation.
    The electronic control unit 100 is operably connected to the pressure detectorunit 192 for detecting the engine boost pressure via a link 92. The electroniccontrol unit 100 is via the link 92 arranged to receive a signal from thepressure detector unit 192 representing data for the engine boost pressureprior to a gear shift operation.
    The electronic control unit 100 is operably connected to the means 194 forprocessing the thus determined boost pressure via a link 94a. The electroniccontrol unit 100 is via the link 94a arranged to send a signal to the means194 representing data for the engine boost pressure prior to a gear shiftoperation.24The electronic control unit 100 is operably connected to the means 194 forprocessing the thus determined boost pressure via a link 94b. The electroniccontrol unit 100 is via the link 94b arranged to receive a signal from themeans 194 representing data for boost pressure change rate prior to a gearshift operation.
    The electronic control unit 100 is operably connected to the means 120 fordetermining a boost pressure drop corresponding to the determined engineboost pressure change rate during a gear shift of the gear shift operation viaa link 20a. The electronic control unit 100 is via the link 20a arranged to senda signal to the means 120 representing data for the engine boost pressureprior change rate to a gear shift operation.
    The electronic control unit 100 is operably connected to the means 120 fordetermining a boost pressure drop corresponding to the determined engineboost pressure change rate during a gear shift of the gear shift operation viaa link 20b. The electronic control unit 100 is via the link 20b arranged toreceive a signal from the means 120 representing data for boost pressuredrop corresponding to the determined engine boost pressure change rateduring a gear shift of the gear shift operation. According to an embodimentthe electronic control unit 100 is via the link 20b arranged to receive a signalfrom the means 120 representing data for boost pressure in connection togear shift engagement.
    The electronic control unit 100 is operably connected to the means 130 fordetermining an available engine torque corresponding to activation oflimitation of engine torque provided by said exhaust gas smoke limitingfunction based on said determined boost pressure in connection to gear shiftengagement via a link 30a. The electronic control unit 100 is via the link 30aarranged to send a signal to the means 130 representing data for boostpressure in connection to gear shift engagement.
    The electronic control unit 100 is operably connected to the means 130 fordetermining an available engine torque corresponding to activation oflimitation of engine torque provided by said exhaust gas smoke limitingfunction based on said determined boost pressure in connection to gear shiftengagement via a link 30b. The electronic control unit 100 is via the link 30barranged to receive a signal from the means 130 representing data foravailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function.
    The electronic control unit 100 is operably connected to the means 132 fordetermining a lowest allowable air/fuel ratio for a certain number of differentengine rotational speeds via a link 32a. The electronic control unit 100 is viathe link 32a arranged to send a signal to the means 132 representing data forboost pressure in connection to gear shift engagement.
    The electronic control unit 100 is operably connected to the means 132 fordetermining a lowest allowable air/fuel ratio for a certain number of differentengine rotational speeds via a link 32b. The electronic control unit 100 is viathe link 32b arranged to receive a signal from the means 132 representingdata for lowest allowable air/fuel ratio for a certain number of different enginerotational speeds.
    The electronic control unit 100 is operably connected to the means 134 fordetermining an allowable amount of fuel via a link 34a. The electronic controlunit 100 is via the link 34a arranged to send a signal to the means 134representing data for lowest allowable air/fuel ratio for a certain number ofdifferent engine rotational speeds.
    The electronic control unit 100 is operably connected to the means 134 fordetermining an allowable amount of fuel via a link 34b. The electronic controlunit 100 is via the link 34b arranged to receive a signal from the means 134representing data for an allowable amount of fuel.26The electronic control unit 100 is operably connected to the means 140 fordetermining the demanded engine torque via a link 40. The electronic controlunit 100 is via the link 40 arranged to receive a signal from the means 140representing data for demanded engine torque.
    The electronic control unit 100 is operably connected to the means 150 fordetermining the atmospheric pressure via a link 50. The electronic controlunit 100 is via the link 50 arranged to receive a signal from the means 150representing data for atmospheric pressure.
    The electronic control unit 100 is operably connected to the means 160 fordetermining a development of available engine torque after the determinedavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function up to an enginetorque corresponding to a demanded engine torque via a link 60a. Theelectronic control unit 100 is via the link 60a arranged to send a signal to themeans 160 representing data for demanded engine torque and data foravailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function.
    The electronic control unit 100 is operably connected to the means 160 fordetermining a development of available engine torque after the determinedavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function up to an enginetorque corresponding to a demanded engine torque via a link 60b. Theelectronic control unit 100 is via the link 60b arranged to receive a signal fromthe means 160 representing data for development of available engine torqueafter the determined available engine torque corresponding to activation oflimitation of engine torque provided by said exhaust gas smoke limitingfunction up to an engine torque corresponding to a demanded engine torque.
    The electronic control unit 100 is operably connected to the means 162 forestimating a linear function with a certain torque development increase rate27via a link 62a. The electronic control unit 100 is via the link 62a arranged tosend a signal to the means 162 representing data for response time frommotoring to demanded engine torque and data for engine rotational speed.
    The electronic control unit 100 is operably connected to the means 162 forestimating a linear function with a certain torque development increase ratevia a link 62b. The electronic control unit 100 is via the link 62b arranged tosend a signal to the means 162 representing data for linear function with acertain torque development increase rate.
    The electronic control unit 100 is operably connected to the means 164 forestimating the maximum engine torque and the response time for the enginefrom motoring to the maximum engine torque for a certain number of differentengine rotational speeds via a link 64a. The electronic control unit 100 is viathe link 64a arranged to send a signal to the means 164 representing data formaximum engine torque and the response time for the engine.
    The electronic control unit 100 is operably connected to the means 164 forestimating the maximum engine torque and the response time for the enginefrom motoring to the maximum engine torque for a certain number of differentengine rotational speeds via a link 64b. The electronic control unit 100 is viathe link 64b arranged to receive a signal from the means 164 representingdata for estimated torque development increase rate based on maximumengine torque and the response time for the engine.
    The electronic control unit 100 is operably connected to the means 170 fordetermining a suitable gear shift for a gear shift operation via a link 70a. Theelectronic control unit 100 is via the link 70a arranged to send a signal to themeans 170 representing data for available engine torque and data for enginetorque development.
    The electronic control unit 100 is operably connected to the means 170 fordetermining a suitable gear shift for a gear shift operation via a link 70b. Theelectronic control unit 100 is via the link 70b arranged to receive a signal from28the means 170 representing data for suitable gear shift for a gear shiftoperation.
    The electronic control unit 100 is operably connected to the means 172 fortaking the determined available engine torque corresponding to activation oflimitation of engine torque provided by said exhaust gas smoke limitingfunction via a link 72. The electronic control unit 100 is via the link 72arranged to send a signal to the means 172 representing data for availableengine torque.
    The electronic control unit 100 is operably connected to the means 174 fortaking the determined development of available engine torque after thedetermined available engine torque corresponding to activation of limitationof engine torque provided by said exhaust gas smoke limiting function via alink 74. The electronic control unit 100 is via the link 74 arranged to send asignal to the means 174 representing data for engine torque development.
    The electronic control unit 100 is operably connected to the means 180 fordiagnosing the boost pressure system of the vehicle via a link 80a. Theelectronic control unit 100 is via the link 80a arranged to send a signal to themeans 180 representing data for actual engine torque development aftergear shift operation and data for determined engine torque development priorto the gear shift operation.
    The electronic control unit 100 is operably connected to the means 180 fordiagnosing the boost pressure system of the vehicle via a link 80b. Theelectronic control unit 100 is via the link 80b arranged to receive a signal fromthe means 180 representing data for diagnose of the boost pressure systemof the vehicle.
    Fig. 5 schematically illustrates a block diagram of a method for determiningan available engine torque during a gear shift operation prior to performingsaid gear shift operation, wherein an exhaust gas smoke limiting function of a29combustion engine control system of a vehicle is considered according to anembodiment of the present invention.
    According to the embodiment the method for determining an available enginetorque during a gear shift operation prior to performing said gear shiftoperation comprises a step S1. ln this step the engine boost pressure isdetermined. The engine boost pressure is continuously or intermittentlydetermined prior to a gear shift operation. The engine boost pressure isdetected by means of one or more detector units.
    According to the embodiment the method for determining an available enginetorque during a gear shift operation prior to performing said gear shiftoperation comprises a step S2. ln this step the engine boost pressurechange rate is determined. The engine boost pressure change rate isdetermined prior to a gear shift operation by means of filtering a number ofdetected boost pressures over a certain time span. The engine pressurechange rate is determined prior to a gear shift operation for engine boostpressures below a certain level. The engine pressure change rate isdetermined prior to a gear shift operation for situations with increasing boostpressures up to said certain level, such situations being for example start ofvehicle where gas is given accelerating the vehicle resulting in an increase ofboost pressure from within a low boost pressure range.
    According to the embodiment the method for determining an available enginetorque during a gear shift operation prior to performing said gear shiftoperation comprises a step S3. ln this step a boost pressure dropcorresponding to said determined engine boost pressure change rate duringa gear shift of the gear shift operation is determined so as to determine theboost pressure in connection to gear shift engagement. The boost pressuredrop during a gear shift operation is thus assessed prior to the gear shiftoperation by means of the engine boost pressure change rate. The boostpressure in connection to gear shift engagement is assessed prior to the gearshift operation by means of the thus determined boost pressure drop. Theboost pressure drop corresponding to the determined engine boost pressurechange rate during a gear shift of the gear shift operation for such a situationof low and increasing boost pressure is determined by comparing thedetermined boost pressure change rate to the boost pressure drop at such aboost pressure which has been assessed by p|otting boost pressure dropsduring a gear shift operation for different boost pressures change ratesdetermined for the vehicle. The boost pressure in connection to gear shiftengagement is determined by subtracting the boost pressure dropdetermined from the corresponding boost pressure change rate from thedetermined boost pressure prior to gear shift operation.
    According to the embodiment the method for determining an available enginetorque during a gear shift operation prior to performing said gear shiftoperation comprises a step S4. ln this step an available engine torquecorresponding to activation of limitation of engine torque provided by theexhaust gas smoke limiting function based on the determined boost pressurein connection to gear shift engagement is determined.
    According to an embodiment of the method the step of determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function comprises thestep of, for a certain number of different engine rotational speeds,determining a lowest allowable air/fuel ratio for said determined boostpressure in connection to gear shift engagement.
    According to an embodiment of the method the step of determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function comprises thestep of determining an allowable amount of fuel based on said determinedlowest allowable air/fuel ratio.
    According to an embodiment of the method the step of determining anavailable engine torque corresponding to activation of limitation of engine31torque provided by said exhaust gas smoke limiting function is performedbased on said determined allowable amount of fuel.
    According to an embodiment the method comprises the step of determining adevelopment of available engine torque after the determined available enginetorque corresponding to activation of limitation of engine torque provided bysaid exhaust gas smoke limiting function up to an engine torquecorresponding to a demanded engine torque.
    According to an embodiment of the method the step of determining adevelopment of available engine torque comprises an estimation of a linearfunction with a certain torque development increase rate. The estimation of alinear function with a certain torque development increase rate is accordingto an embodiment provided by means of testbeds, i.e. calibration of theengine in which the time required to reach the demanded engine torque fromthe point of limitation is determined. The estimation of linear function with acertain torque development increase rate is according to an embodimentprovided by means of modelling the torque development increase rate.
    According to an embodiment of the method the step of determining adevelopment of available engine torque comprises the step of, for a certainnumber of different engine rotational speeds, estimating the maximum enginetorque and the response time for the engine from motoring to the maximumengine torque. The estimation of response time for the engine from motoringto the maximum engine torque is according to an embodiment obtained bycalibration of the engine in a testbed.
    According to an embodiment of the method said determined available enginetorque corresponding to activation of limitation of engine torque provided bysaid exhaust gas smoke limiting function constitutes a basis for said gearshift operation.
    According to an embodiment of the method said determined development ofavailable engine torque after the determined available engine torque32corresponding to activation of limitation of engine torque provided by saidexhaust gas smoke limiting function up to an engine torque corresponding toa demanded engine torque constitutes a basis for said gear shift operation.
    The method and the method steps described above with reference to fig. 5 isaccording to an embodiment performed with the system I according to fig. 4.
    With reference to figure 6, a diagram of an apparatus 500 is shown. Thecontrol unit 100 described with reference to fig. 4 may according to anembodiment comprise apparatus 500. Apparatus 500 comprises a non-volatile memory 520, a data processing device 510 and a read/write memory550. Non-volatile memory 520 has a first memory portion 530 wherein acomputer program, such as an operating system, is stored for contro|ing thefunction of apparatus 500. Further, apparatus 500 comprises a bus controller,a serial communication port, I/O-means, an A/D-converter, a time date entryand transmission unit, an event counter and an interrupt controller (notshown). Non-volatile memory 520 also has a second memory portion 540.
    A computer program P is provided comprising routines for determining anavailable engine torque during a gear shift operation prior to performing saidgear shift operation, wherein an exhaust gas smoke limiting function of acombustion engine control system of a vehicle is considered. The program Pcomprises routines for determining the engine boost pressure. The programP comprises routines for determining engine boost pressure change rate.The program P comprises routines for determining a boost pressure dropcorresponding to said determined engine boost pressure change rate duringa gear shift of the gear shift operation so as to determine the boost pressurein connection to gear shift engagement. The program P comprises routinesfor determining an available engine torque corresponding to activation oflimitation of engine torque provided by the exhaust gas smoke limitingfunction based on the determined boost pressure in connection to gear shiftengagement. The computer program P may be stored in an executable33manner or in a compressed condition in a separate memory 560 and/or inread/write memory 550.
    When it is stated that data processing device 510 performs a certain functionit should be understood that data processing device 510 performs a certainpart of the program which is stored in separate memory 560, or a certain partof the program which is stored in read/write memory 550.
    Data processing device 510 may communicate with a data communicationsport 599 by means of a data bus 515. Non-volatile memory 520 is adaptedfor communication with data processing device 510 via a data bus 512.Separate memory 560 is adapted for communication with data processingdevice 510 via a data bus 511. Read/write memory 550 is adapted forcommunication with data processing device 510 via a data bus 514. To thedata communications port 599 e.g. the links connected to the control units100 may be connected.
    When data is received on data port 599 it is temporarily stored in secondmemory portion 540. When the received input data has been temporarilystored, data processing device 510 is set up to perform execution of code ina manner described above. The signals received on data port 599 can beused by apparatus 500 for determining the engine boost pressure. Thesignals received on data port 599 can be used by apparatus 500 fordetermining the engine boost pressure change rate. The signals received ondata port 599 can be used by apparatus 500 for determining a boostpressure drop corresponding to said determined engine boost pressurechange rate during a gear shift of the gear shift operation so as to determinethe boost pressure in connection to gear shift engagement. The signalsreceived on data port 599 can be used by apparatus 500 for determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by the exhaust gas smoke limiting function based on thedetermined boost pressure in connection to gear shift engagement.34Parts of the methods described herein can be performed by apparatus 500by means of data processing device 510 running the program stored inseparate memory 560 or read/write memory 550. When apparatus 500 runsthe program, parts of the methods described herein are executed.
    The foregoing description of the preferred embodiments of the presentinvention has been provided for the purposes of illustration and description. ltis not intended to be exhaustive or to limit the invention to the precise formsdisclosed. Obviously, many modifications and variations will be apparent topractitioners skilled in the art. The embodiments were chosen and describedin order to best explain the principles of the invention and its practicalapplications, thereby enabling others skilled in the art to understand theinvention for various embodiments and with the various modifications as aresuited to the particular use contemplated.
    权利要求:
    Claims (19)
    [1] 1. A method for determining an available engine torque during a gear shiftoperation (A, B, C, D) prior to performing said gear shift operation, themethod comprising the step of considering an exhaust gas smoke |imitingfunction of a combustion engine control system of a vehicle, characterizedby the steps of: - determining (S1) the engine boost pressure; - determining (S2) the engine boost pressure change rate; - determining (S3) a boost pressure drop corresponding to said determinedengine boost pressure change rate during a gear shift of the gear shiftoperation so as to determine the boost pressure in connection to gear shiftengagement; - determining (S4) an available engine torque (P2) corresponding toactivation of limitation of engine torque provided by said exhaust gas smoke|imiting function based on said determined boost pressure in connection to gear shift engagement (B3).
    [2] 2. A method according to claim 1, wherein the step of determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke |imiting function comprises thestep of, for a certain number of different engine rotational speeds, determining a lowest allowable air/fuel ratio.
    [3] 3. A method according to claim 2, wherein the step of determining anavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke |imiting function comprises thestep of determining an allowable amount of fuel based on said determined lowest allowable air/fuel ratio.
    [4] 4. A method according to claim 3, wherein the step of determining an available engine torque corresponding to activation of limitation of engine 36 torque provided by said exhaust gas smoke limiting function is performedbased on said determined allowable amount of fuel.
    [5] 5. A method according to any of claims 1-4, comprising the step ofdetermining a development of available engine torque after the determinedavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function up to an enginetorque corresponding to a demanded engine torque.
    [6] 6. A method according to claim 5, wherein the step of determining adevelopment of available engine torque comprises an estimation of a linear function with a certain torque development increase rate.
    [7] 7. A method according to any of claims 1-6, wherein said determinedavailable engine torque corresponding to activation of limitation of enginetorque provided by said exhaust gas smoke limiting function constitutes abasis for said gear shift operation.
    [8] 8. A method according to claim 5 or 6, wherein said determineddevelopment (D) of available engine torque after the determined availableengine torque (P2) corresponding to activation of limitation of engine torqueprovided by said exhaust gas smoke limiting function up to an engine torque(P3) corresponding to a demanded engine torque constitutes a basis for saidgear shift operation.
    [9] 9. A system (I) for determining an available engine torque during a gear shiftoperation (A, B, C, D) prior to performing said gear shift operation, thesystem being arranged to consider an exhaust gas smoke limiting function ofa combustion engine control system of a vehicle (1), characterized bymeans (110) for determining the engine boost pressure; means (190) fordetermining the engine boost pressure change rate; means (120) fordetermining a boost pressure drop corresponding to said determined engineboost pressure change rate during a gear shift of the gear shift operation soas to determine the boost pressure in connection to gear shift engagement; 37 and means (130) for determining an available engine torque (P2)corresponding to activation of Iimitation of engine torque provided by saidexhaust gas smoke Iimiting function based on said determined boostpressure in connection to gear shift engagement (B3).
    [10] 10. A system according to claim 9, wherein the means (130) for determiningan available engine torque corresponding to activation of Iimitation of enginetorque provided by said exhaust gas smoke Iimiting function comprisesmeans (132) for determining a lowest allowable air/fuel ratio for a certainnumber of different engine rotational speeds.
    [11] 11. A system according to claim 10, wherein the means (130) for determiningan available engine torque corresponding to activation of Iimitation of enginetorque provided by said exhaust gas smoke Iimiting function comprisesmeans (134) for determining an allowable amount of fuel based on said determined lowest allowable air/fuel ratio.
    [12] 12. A system according to claim 11, wherein the means (130) for determiningan available engine torque corresponding to activation of Iimitation of enginetorque provided by said exhaust gas smoke Iimiting function is arranged to be performed based on said determined allowable amount of fuel.
    [13] 13. A system according to any of claims 9-12, comprising means (160) fordetermining a development (D) of available engine torque after thedetermined available engine torque (P2) corresponding to activation ofIimitation of engine torque provided by said exhaust gas smoke Iimitingfunction up to an engine torque (P3) corresponding to a demanded engine torque.
    [14] 14. A system according to claim 13, wherein the means (160) for determininga development of available engine torque comprises means (162) for estimating a linear function with a certain torque development increase rate. 38
    [15] 15.A system according to any of claims 9-14, wherein said determinedavailable engine torque corresponding to activation of Iimitation of enginetorque provided by said exhaust gas smoke limiting function constitutes a basis for said gear shift operation.
    [16] 16. A system according to claim 13 or 14, wherein said determineddevelopment (D) of available engine torque after the determined availableengine torque (P2) corresponding to activation of Iimitation of engine torqueprovided by said exhaust gas smoke Iimiting function up to an engine torque(P3) corresponding to a demanded engine torque constitutes a basis for said gear shift operation.
    [17] 17. A vehicle (1) comprising a system (I) according to any of claims 9-16.
    [18] 18.A computer program (P) for determining an available engine torqueduring a gear shift operation prior to performing said gear shift operation, saidcomputer program (P) comprising program code which, when run on anelectronic control unit (100) or another computer (500) connected to theelectronic control unit (100), causes the electronic control unit to perform the steps according to claim 1-8.
    [19] 19. A computer program product comprising a digital storage medium storing the computer program according to claim 18.
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    同族专利:
    公开号 | 公开日
    DE102016007726A1|2017-01-12|
    SE540215C2|2018-05-02|
    DE102016007726B4|2020-02-06|
    BR102016015707A2|2017-01-24|
    引用文献:
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    DE19540061C1|1995-10-27|1996-10-02|Daimler Benz Ag|Controlling motor vehicle diesel engine with fuel injection amount limited|
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    US8241177B2|2009-08-24|2012-08-14|Ford Global Technologies, Llc|Methods and systems for turbocharger control|AT520760B1|2017-12-22|2019-10-15|Avl List Gmbh|METHOD FOR LIMITING A MOTOR TORQUE|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1550982A|SE540215C2|2015-07-07|2015-07-07|Method and system for determining an available engine torqueduring a gear shift operation|SE1550982A| SE540215C2|2015-07-07|2015-07-07|Method and system for determining an available engine torqueduring a gear shift operation|
    DE102016007726.3A| DE102016007726B4|2015-07-07|2016-06-23|Method, system, vehicle, computer program, and computer program product for determining an available engine torque during a gear shift|
    BR102016015707A| BR102016015707A2|2015-07-07|2016-07-05|method and system for determining available engine torque during a gear shift operation|
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