Integrated powertrain compressor outlet temperature control

Abstract

The present invention relates to integrated powertrain compressor outlet temperature control. The provided system, apparatus and method include operating a vehicle system, the vehicle system including an intake system connected to an internal combustion engine, the intake system connected to a compressor, and a transmission connected to the engine. The operating technique includes estimating the engine load of the engine by using a future horizon of vehicle operation based on current and predicted terrain information, and estimating the compressor outlet temperature of the compressor outlet based on the estimated engine load. The technique includes adjusting the engine operating state in response to the estimated compressor outlet temperature exceeding a compressor outlet temperature threshold. The engine operating state includes engine speed and torque or a gear selection of the transmission. The initiator of the gear shift includes an automated manual transmission, an intelligent shift assist system, or other driver assistance device. If the estimated compressor outlet temperature is less than a threshold, the gear selection of the transmission is maintained.

Description

Technical Field

[0001] The present invention relates to internal combustion engine operation, and more particularly to systems and methods for adjusting engine operating conditions of an internal combustion engine to reduce charge air cooler failure due to high compressor outlet temperatures. Background Art

[0002] Charge air coolers are often provided to manufacturers by third parties, and therefore their designs may vary. As a result, charge air coolers may fail at different temperatures due to design variations. Additionally, charge air coolers may fail due to high compressor outlet temperatures. In one example of a charge air cooler failure, the high compressor outlet temperature may exceed 250 degrees Celsius. A less than optimal solution is to reduce engine power to further control the compressor outlet temperature. This is less than an optimal solution because reducing engine power means less engine power and lower engine performance for the vehicle and operator.

[0003] Thus, there is a continuing need for further contributions in this area of ​​technology. Summary of the invention

[0004] A unique system and method for controlling compressor outlet temperature by changing engine operating states based on a predicted or normal engine overheat operating mode is disclosed. The predicted operating mode occurs when current and look-ahead terrain information for the vehicle system can be determined and the corresponding engine load can be estimated. Based on the estimated engine load, the system and method estimate the compressor outlet temperature. The normal operating mode occurs when the actual compressor outlet temperature is determined using a temperature sensor or other device.

[0005] The system and method also compares the estimated or actual compressor outlet temperature to a compressor outlet temperature threshold to determine whether the current gear selection for the transmission should be maintained. If the estimated or actual compressor outlet temperature is less than or equal to the compressor outlet temperature threshold, the current gear selection for the transmission is maintained. If the estimated or actual compressor outlet temperature is greater than the compressor outlet temperature threshold, a new gear selection for the transmission is determined and broadcast to the operator. In addition, an engine operating state can be changed, wherein the engine operating state is responsive to the estimated compressor outlet temperature exceeding the compressor outlet temperature threshold. The engine operating state includes engine speed and engine torque.

[0006] By changing the engine operating state and / or the gear selection of the transmission before the vehicle system encounters predicted or anticipated terrain, charge air cooler overheating and charge air cooler (CAC) failures due to high compressor outlet temperatures will be avoided. Therefore, the predicted route information is used to estimate or monitor the compressor outlet temperature and assist the driver in modifying the gear selection before overheating the charge air cooler and compressor outlet by employing an enabler such as an automated manual transmission, a smart shift assist system for a manual transmission, or a third party driver assistance device.

[0007] This summary is provided to introduce some concepts further described below in the illustrative embodiments. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used to help limit the scope of the claimed subject matter. Other embodiments, forms, objects, features, advantages, aspects and benefits will become apparent from the following description and accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 A schematic diagram of a portion of a vehicle system.

[0009] Figure 2 is controlled in response to the compressor outlet temperature threshold Figure 1 A flow chart of a process for operation of a vehicle system. DETAILED DESCRIPTION

[0010] Although the present invention may take many different forms, in order to promote an understanding of the principles of the present invention, reference will now be made to the embodiments shown in the accompanying drawings and specific language will be used to describe them. However, it should be understood that no limitation of the scope of the present invention is intended thereby. Any changes and further modifications to the described embodiments, as well as any further application of the principles of the present invention as described herein, will generally occur to those skilled in the art to which the present invention relates.

[0011] refer to Figure 1 , a vehicle system 20 is shown in schematic form. Other forms of vehicle systems are within the scope of the present application, and the vehicle system 20 is only one such example. The vehicle system 20 includes an engine 30, which is connected to an intake system 22 that provides a boost flow to the engine 30 and an exhaust system 24 that outputs exhaust gas as an exhaust flow. In some embodiments, the engine 30 includes a premixed internal combustion engine, wherein the gaseous fuel flow is premixed with the boost flow. The gaseous fuel can be, for example, natural gas, biogas, methane, propane, ethanol, producer gas, biogas, oilfield gas, liquefied natural gas, compressed natural gas, or landfill gas.

[0012] In another embodiment, the engine 30 includes a lean burn engine, such as a diesel cycle engine, which uses a liquid fuel such as diesel fuel and a gaseous fuel such as natural gas. The gaseous fuel can be, for example, natural gas, biogas, methane, propane, ethanol, producer gas, biogas, oilfield gas, liquefied natural gas, compressed natural gas, or landfill gas. However, other types of liquid and gaseous fuels are not excluded, such as any suitable liquid fuel and gaseous fuel. In the illustrated embodiment, the engine 30 includes six cylinders 34a-34f arranged in two banks of cylinders 36a, 36b. However, the number of cylinders (collectively referred to as cylinders 34) can be any number, and unless otherwise specified, the arrangement of the cylinders 34 can be any arrangement including an in-line arrangement, and is not limited to. Figure 1 Quantity and arrangement shown.

[0013] The engine 30 includes an engine block 32 that at least partially defines cylinders 34. A plurality of pistons (not shown) may be slidably disposed within respective cylinders 34 to reciprocate between top and bottom dead centers while rotating a crankshaft (not shown). Each cylinder 34, its respective piston, and cylinder head form a combustion chamber. The engine 30 includes six such combustion chambers. However, it is contemplated that the engine 30 may include a greater or lesser number of cylinders 34 and combustion chambers, and that the cylinders 34 and combustion chambers may be arranged in an "in-line" configuration, a "V-type" configuration, or any other suitable configuration.

[0014] In one embodiment, the engine 30 is a four-stroke engine. That is, for each complete engine combustion cycle (i.e., for every two complete crankshaft rotations), each piston in each cylinder 34 moves through an intake stroke, a compression stroke, a combustion or power stroke, and an exhaust stroke. Thus, during each complete combustion cycle of the depicted six-cylinder engine, there are six strokes during which air is drawn from the inlet supply conduit 26 into each combustion chamber, and six strokes during which exhaust gas is supplied to the exhaust manifold 38.

[0015] The engine 30 includes cylinders 34 connected to the intake system 22 to receive a boost flow and to the exhaust system 24 to release exhaust gas produced by the combustion of the fuel. The engine 30 may include one or more variable valve timing (VVT) arrangements, such as cam phasing or variable valve lift. Although a turbocharger is not required, the exhaust system 24 may provide exhaust gas to a turbocharger 40. In other embodiments, multiple turbochargers are included to provide high pressure and low pressure turbo stages that compress the intake flow.

[0016] The intake system 22 includes one or more inlet supply conduits 26 connected to the engine intake manifold 28, which distributes the boost flow to the cylinders 34 of the engine 30. The exhaust system 24 is also coupled to the engine 30 through the engine exhaust manifold 38. The exhaust system 24 includes an exhaust conduit 46 extending from the exhaust manifold 32 to the exhaust valve. In the illustrated embodiment, the exhaust conduit 46 extends to the turbine 42 of the turbocharger 40. The turbine 42 includes a valve, such as a controllable wastegate 48 or other suitable bypass, which is operable to selectively bypass at least a portion of the exhaust flow under certain operating conditions to reduce boost and engine torque. In another embodiment, the turbine 42 is a variable geometry turbine with an inlet opening of controllable size. In another embodiment, the exhaust valve is an exhaust throttle valve that can be closed or opened.

[0017] An aftertreatment system (not shown) may be connected to outlet conduit 66. The aftertreatment system may include, for example, a three-way catalyst (TWC), an oxidation device (DOC), a particulate removal device (DPF, CDPF), a component absorbent or reductant (SCR, AMOX, LNT), a reductant system, and other components as needed.

[0018] In one embodiment, exhaust conduit 46 is flow coupled to exhaust manifold 38 and may also include one or more intermediate flow passages, conduits or other structures. Exhaust conduit 46 extends to turbine 42 of turbocharger 40. Turbocharger 40 may be any suitable turbocharger known in the art, including variable geometry turbine turbochargers and wastegate turbochargers. Turbocharger 40 may also include multiple turbochargers. Turbine 42 is connected to compressor 44 via shaft 43, and compressor 44 is flow coupled to inlet supply conduit 26.

[0019] The compressor 44 receives a flow of fresh air from the intake air supply conduit 23. The intake system 22 may also include a compressor bypass (not shown) that connects the downstream or outlet side of the compressor 44 to the upstream or inlet side of the compressor 44. The intake supply conduit 26 may include a charge air cooler 56 downstream of the compressor 44 and the intake throttle 58. In another embodiment, the charge air cooler 56 is located in the intake system 22 upstream of the intake throttle 58. The charge air cooler 56 may be disposed in the intake air supply conduit 26 between the engine 30 and the compressor 44 and include, for example, an air-to-air heat exchanger, an air-to-liquid heat exchanger, or a combination of both to facilitate the transfer of thermal energy to or from the flow to the engine 30.

[0020] In operation of the vehicle system 20, fresh air is supplied through the inlet air supply conduit 23. The fresh air flow or combined flow may be filtered, unfiltered and / or regulated in any known manner. The intake system 22 may include components configured to promote or control the boost flow introduced into the engine 30, and may include an intake throttle 58, one or more compressors 44 and a charge air cooler 56. The intake throttle 58 may be connected upstream or downstream of the compressor 44 via a fluid passage and is configured to regulate the flow of atmospheric air and / or a combined air / EGR flow (if present) to the engine 30. The compressor 44 may be a fixed or variable geometry compressor configured to receive air or a mixture of air and fuel from a fuel source (not shown) and compress the air or combined flow to a predetermined pressure level before the engine 30. The boost flow is pressurized by the compressor 44 and delivered through the charge air cooler 56 and supplied to the engine 30 through the inlet supply conduit 26 to the engine intake manifold 28.

[0021] The vehicle system 20 includes a transmission 90 connected to the engine 30 for adjusting the output torque of the engine 30 and transmitting the output torque to the drive shaft. In some embodiments, the transmission 90 can be connected to the engine crankshaft via a torque converter, a flywheel, a transmission and / or a clutch, which are not shown to maintain clarity.

[0022] The vehicle system 20 and / or the engine 30 includes an electronic or engine control unit (ECU) 100, sometimes referred to as an electronic or engine control module (ECM), controller, etc., which is involved in regulating and controlling the operation of the engine 30. A transmission control unit (TCU) 140 is shown in the vehicle system 20, which is involved in regulating and controlling the operation of the transmission 90. The ECU 100 and / or TCU 140 are each in electrical communication with a plurality of sensors (not shown) in the vehicle system 20 and / or the engine 30 for receiving and transmitting the status of the vehicle system 20, the engine 30, and the transmission 90, such as temperature and pressure status, engine load, engine operating status including engine speed and engine torque, and gear selection of the transmission 90. In certain embodiments, the ECU 100 and the TCU 140 may be combined into a single control module, commonly referred to as a powertrain control module (PCM) or a powertrain control unit (PCU), etc. It is contemplated that the ECU 100 and / or the TCU 140 may be integrated into the engine 30 or the transmission 90, respectively. Various other electronic control units for vehicle subsystems are typically present in the vehicle system 20.

[0023] The ECU 100 and / or TCU 140 are provided to receive data from various sensors as input and to send command signals as output to various actuators. Some of the various sensors and actuators that may be employed are described in detail below. The ECU 100 and / or TCU 140 may include, for example, a processor, memory, a clock, and an input / output (I / O) interface.

[0024] The ECU 100 is configured to perform certain operations to receive and interpret signals from any components and sensors of the vehicle system 20. One example of a sensor includes a temperature sensor 110 located near the outlet of the compressor 44. In the embodiment in which the temperature sensor 110 is present, the ECU 100 is configured to measure the compressor outlet temperature via the temperature sensor 110 located near the outlet of the compressor 44. Other embodiments may not include the temperature sensor 110.

[0025] It should be understood that the ECU 100 or control module can be provided in various forms and configurations, including one or more computing devices forming the whole or part of a processing subsystem having non-transitory memory storing computer executable instructions, processing and communication hardware. The ECU 100 can be a single device or a distributed device, and the functions of the ECU 100 can be performed by hardware or instructions encoded on a computer readable medium. The ECU 100 communicates with any actuators, sensors, data links, computing devices, wireless connections or other devices to enable the execution of any of the described operations.

[0026] ECU 100 includes stored data values, constants and functions, and operating instructions stored on computer readable media. For example, ECU 100 may include a compressor outlet temperature threshold for compressor 44, an acceptable range, value and limit table or chart for engine operating conditions including engine calibrated speed and engine calibrated torque of engine 30 and corresponding gear selection for transmission 90. Any operation of the exemplary process described herein may be performed at least in part by ECU 100. Other groupings that perform similar overall operations are understood to be within the scope of the present application. Modules may be implemented in hardware and / or software on one or more computer readable media, and modules may be distributed over various hardware or software components.

[0027] Certain operations described herein include operations to interpret or determine one or more parameters. As used herein, interpreting or determining includes receiving a value by any method, including at least receiving a value from a data link or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or pulse width modulation (PWM) signal) indicating the value, receiving a software parameter indicating the value, reading the value from a memory location on a computer readable medium, receiving the value as a run-time parameter by any means known in the art and / or by receiving a value of a parameter that can be interpreted or determined by calculation, and / or by reference to a default value that is interpreted or determined as a parameter value.

[0028] The ECU 100 is operably coupled and configured to store instructions in a memory that can be read and executed by the ECU 100 to operate one or more devices of the vehicle system 20 to improve performance, such as changing an engine operating state in response to an estimated compressor outlet temperature exceeding a compressor outlet temperature threshold, as described in more detail below. Although described with respect to the ECU 100, it is contemplated that the TCU 140 can also or alternatively only the TCU 140 can operate one or more devices of the vehicle system 20. Some of these engine operating states include changing a gear of the transmission 90 until the estimated compressor outlet temperature is less than the compressor outlet temperature threshold, maintaining one or more of the engine speed or the engine torque at a current engine speed or current engine torque of the engine 30, respectively, providing a shift signal indicating that the engine operating state requires the ECU 100 or the TCU 140 to change a gear of the transmission 90, and adjusting at least one of the engine speed or the engine torque to an engine calibrated speed or an engine calibrated torque, respectively, until the compressor outlet temperature is less than the compressor outlet temperature threshold, as described in more detail below.

[0029] The gear shifting of the transmission 90 can be achieved by various enablers, including but not limited to an automatic manual transmission, an intelligent shift assist system for a manual transmission, or a third-party driver assistance device. These enablers can also be used to operate the gear of the transmission 90 together with the ECU 100 and / or the TCU 140.

[0030] With an automated manual transmission (AMT), the driver can shift gears without depressing the clutch, where an electronically controlled clutch and gear actuator are used with the transmission 90. If a gear shift is required, the transmission 90 automatically disengages before the driver selects a new gear. The AMT automates to assist the driver in making shift decisions. The AMT includes optimized shifting based on grade, vehicle weight, engine torque, and throttle position.

[0031] For a smart shift assist system for a manual transmission (SMT), the ECU 100 or TCU 140 determines and displays the recommended gear to optimize fuel economy, engine performance, braking performance, and / or emissions. If the current gear of the transmission 90 is different from the recommended gear, the ECU 100 or TCU 140 will flash the recommended gear on the display unit to remind the driver to use the recommended gear. The engine and transmission share key data to determine the torque required to deliver the power level requested by the driver. The powertrain optimizes shifting based on grade, vehicle weight, engine torque, and throttle position. The SMT automatically detects vehicle weight, grade, and operating gear, and then selects the optimal torque to obtain the best fuel economy and performance in each gear.

[0032] For third-party driver assistance devices, the ECU 100 or TCU 140 of the vehicle system 20 may also be communicatively connected to the control system of one or more vehicles of the fleet. The fleet may include multiple vehicles. Each vehicle may be similar to the vehicle system 20 in make and model. In an alternative form, these vehicles may be within a threshold distance of the vehicle system 20. Each vehicle of the fleet may include an ECU 100 or TCU 140 similar to the vehicle system 20. A navigation system and a wireless communication device may be connected to the ECU 100 or TCU 140 of each vehicle of the fleet. The on-board controllers in the vehicles of the fleet may communicate with each other and with the on-board controllers in the vehicles via their respective navigation systems, via wireless communication devices, and / or via other forms of communication. The vehicles in the fleet may also communicate with the network cloud. The third-party device or system includes any driver assistance device to assist the driver in changing the gear of the transmission.

[0033] Here combined Figure 2 A more detailed description of certain embodiments of controller operations is discussed. The operations shown are understood to be exemplary only, and the operations may be combined or separated, added or removed, and reordered in whole or in part, unless expressly stated to the contrary herein. Certain operations shown may be implemented by a computer, such as a controller or ECU 100 or TCU 140, executing a computer program product on a non-transitory computer-readable storage medium, where the computer program product includes instructions that cause the computer to perform one or more operations, or issue commands to other devices to perform one or more operations.

[0034] Routine 200 begins at operation 202 , which may begin with interpreting a key-on event, start-up of the engine 30 , and / or activation by an operator or technician.

[0035] In operation 204, the ECU 100 determines the established route based on the operator input or other input that the vehicle system 20 intends to travel. At this time, the current engine operating state of the engine 30 and the current gear of the transmission 90 of the vehicle system 20 are further determined.

[0036] At operation 206, the ECU 100 determines whether the current terrain information or vehicle position of the vehicle system 20 can be determined. If the current position of the vehicle system 20 cannot be determined at operation 206, the ECU 100 will operate in a normal operating mode at operation 220, as described in more detail below.

[0037] If the current terrain information or vehicle position of the vehicle system 20 can be determined, the ECU 100 will continue to operation 208. In operation 208, the ECU 100 determines whether the predicted terrain information that the vehicle system 20 will travel can be determined based on the established route. Based on the current position of the vehicle at operation 206, the ECU 100 will estimate the future route of the vehicle and can retrieve road information for a list of estimated future routes, including, for example, the slope of the road on the route, the type of road on the route (e.g., paved, gravel, dirt, etc.), traffic along the route, stop signs, traffic lights, road hazards, etc. In addition, in some examples, the ECU 100 can obtain weather data related to environmental conditions along the route (e.g., precipitation, precipitation type, humidity, ambient temperature, ambient pressure, etc.). In response to input from the vehicle operator regarding the desired destination and / or the desired route to the destination, in operation 204, the ECU 100 can select the desired route from the list of future routes. However, in other examples, the ECU 100 can select more than one route from the list of future routes in response to input from the vehicle operator regarding the desired destination. Thus, the ECU 100 , in response to selection of a desired destination and / or route, may narrow the list of potential vehicle routes based on the selection.

[0038] If the predicted terrain information cannot be determined at operation 208, the ECU 100 will operate in the normal operating mode at 220. If the predicted terrain information of the vehicle system 20 can be determined at operation 208, the ECU 100 will proceed to operation 210, where the ECU 100 will determine whether to operate in the predicted operating mode and proceed to operation 212 or operate in the normal operating mode at operation 220.

[0039] In operation 212, the ECU 100 determines a predicted or future altitude or horizon for vehicle operation based on the predicted terrain information of the vehicle system 20 from operation 208 and the current position of the vehicle system 20 at operation 204. In operation 214, the ECU 100 estimates an engine load of the engine 30 using the future altitude or horizon for vehicle operation based on operation 212. In operation 214, the ECU 100 also estimates a compressor outlet temperature of the outlet of the compressor 44 based on the estimated engine load.

[0040] Returning to the previously mentioned operation 220, the normal operating mode begins and the ECU 100 measures the compressor outlet temperature using the temperature sensor 110 located near the outlet of the compressor 44. Therefore, the predictive operating mode is not necessary, and estimating the compressor outlet temperature includes measuring the compressor outlet temperature using the temperature sensor 110 located near the outlet of the compressor 44. The temperature sensor 110 measures the compressor outlet temperature near or at the outlet of the compressor 44.

[0041] In operation 216, if the vehicle system 20 is in the normal operating mode, the ECU 100 compares the measured compressor outlet temperature to a compressor outlet temperature threshold stored in the ECU 100. If the vehicle system 20 is in the predictive operating mode, then the ECU 100 compares the estimated compressor outlet temperature to the compressor outlet temperature threshold stored on the ECU 100. If the estimated or measured compressor outlet temperature is less than or equal to the compressor outlet temperature threshold, then the routine will continue to operation 218. In operation 218, the engine operating state of the engine 30 is maintained. Such engine operating state of the engine 30 includes the current engine speed, the current engine torque, and the current gear of the transmission 90. In operation 216, if the estimated or measured compressor outlet temperature is greater than the compressor outlet temperature threshold, then the routine will continue to operation 222.

[0042] In operation 222, the engine operating state of the engine 30 is adjusted by the ECU 100 or TCU 140 until the estimated or measured compressor outlet temperature is less than the compressor outlet temperature threshold. Optionally, the process continues to operation 224, where the ECU 100 and / or TCU 140 includes a lookup table for the compressor outlet temperature threshold at a specified engine torque and a specified engine speed. During operation 222, the ECU 100 and / or TCU 140 iteratively changes the engine operating state including the engine speed and / or the engine torque based on operation 224. Adjusting the engine operating state may also include changing the gear of the transmission 90 until the estimated or measured compressor outlet temperature is less than or equal to the compressor outlet temperature threshold. In some embodiments, adjusting the engine operating state includes maintaining one or more of the engine speed or the engine torque at the current engine speed or the current engine torque of the engine 30 when changing the gear of the transmission 90. In some forms, adjusting the engine operating state includes adjusting at least one of the engine speed or the engine torque to the engine calibrated speed or the engine calibrated torque, respectively, until the compressor outlet temperature is less than the compressor outlet temperature threshold.

[0043] In operation 226, the ECU 100 or TCU 140 can determine and broadcast the new gear setting to the transmission 90, which may require changing the gear of the transmission 90. As described above, the change of the gear of the transmission 90 can be achieved by various enablers, including but not limited to an automated manual transmission, a smart shift assist system for a manual transmission, or a third-party driver assistance device. These enablers can also be used to operate the gear of the transmission 90 in conjunction with the ECU 100 and / or TCU 140.

[0044] Various aspects of the present disclosure are contemplated. For example, in one aspect, a method includes: operating a vehicle system including an air intake system connected to an internal combustion engine, the air intake system connected to a compressor, and a transmission connected to the engine; estimating an engine load of the engine based on current and predicted terrain information by using a future horizon of vehicle operation; estimating a compressor outlet temperature at an outlet of the compressor based on the estimated engine load; and, in response to the estimated compressor outlet temperature exceeding a compressor outlet temperature threshold, adjusting an engine operating state.

[0045] In one form of the first aspect, adjusting the engine operating state includes changing a gear of the transmission until the estimated compressor outlet temperature is less than a compressor outlet temperature threshold. In a further refinement, during the gear change, one or more of the engine speed or the engine torque is maintained at a current engine speed or current engine torque of the internal combustion engine. In another refinement, a shift signal is provided indicating that the engine operating state requires a gear change of the transmission.

[0046] In a second form of the first aspect, adjusting the engine operating state comprises adjusting at least one of the engine speed or the engine torque to a calibrated engine speed or a calibrated engine torque, respectively, until the compressor outlet temperature is less than a compressor outlet temperature threshold.

[0047] In a third form of the first aspect, estimating the compressor outlet temperature includes measuring the compressor outlet temperature using a temperature sensor located near the compressor outlet.

[0048] In a third form of the first aspect, further comprising: in response to the estimated compressor outlet temperature being less than a compressor outlet temperature threshold, maintaining the engine operating state.

[0049] In a second aspect, a method includes: operating a vehicle system, the vehicle system including an intake system connected to an internal combustion engine, the intake system connected to a compressor, and a transmission connected to the engine; measuring a compressor outlet temperature at an outlet of the compressor; and adjusting an engine operating state in response to the measured compressor outlet temperature exceeding a compressor outlet temperature threshold.

[0050] In one form of the second aspect, adjusting the engine operating state includes changing the gear of the transmission until the measured compressor outlet temperature is less than the compressor outlet temperature threshold. In a first refinement, when shifting, one or more of the engine speed or the engine torque is maintained at the current engine speed or the current engine torque of the internal combustion engine, respectively. In a second refinement, further comprising: providing a shift signal indicating that the engine operating state requires changing the gear of the transmission.

[0051] In a second form of this second aspect, adjusting the engine operating state comprises adjusting at least one of the engine speed or the engine torque to a calibrated engine speed or a calibrated engine torque, respectively, until the measured compressor outlet temperature is less than a compressor outlet temperature threshold.

[0052] In a third form of the second aspect, measuring the compressor outlet temperature includes measuring using a temperature sensor located near the compressor outlet.

[0053] In a fourth form of the second aspect, the method further includes maintaining the engine operating state at a current engine operating state in response to the measured compressor outlet temperature being less than a compressor outlet temperature threshold.

[0054] In a third aspect, a system comprises: an internal combustion engine; an intake system connected to the internal combustion engine; a compressor connected to the intake system; a transmission connected to the internal combustion engine; and a controller connected to the internal combustion engine, the compressor and the transmission, wherein the controller is configured to determine a current terrain position and a preceding terrain position of vehicle operation to estimate an engine load of the internal combustion engine by using current and preceding terrain information, wherein a compressor outlet temperature at an outlet of the compressor is estimated based on the estimated engine load, and the engine operating state is modified in response to the estimated compressor outlet temperature exceeding a compressor outlet temperature threshold.

[0055] In a first form of the third aspect, the controller is configured to adjust the engine operating state by changing the gear of the transmission until the estimated compressor outlet temperature is less than the compressor outlet temperature threshold. In a refinement, the controller is configured to maintain one or more of the engine speed or the engine torque at the current engine speed or the current engine torque of the internal combustion engine, respectively.

[0056] In a second form of the third aspect, the controller is configured to provide a shift signal indicating that engine operating conditions require the controller to change a gear of the transmission.

[0057] In a third form of the third aspect, the controller is configured to adjust the engine operating state further comprising adjusting at least one of the engine speed or the engine torque to a calibrated engine speed or a calibrated engine torque, respectively, until the compressor outlet temperature is below a compressor outlet temperature threshold.

[0058] In a fourth form of the third aspect, further comprising: a temperature sensor located near the compressor outlet; and wherein the estimated compressor outlet temperature comprises a controller configured to measure the compressor outlet temperature.

[0059] In a fifth form of the third aspect, the controller comprises a transmission controller.

[0060] Although the present invention has been illustrated and described in detail in the accompanying drawings and the foregoing description, the same is considered to be illustrative rather than restrictive, and it should be understood that only certain exemplary embodiments have been shown and described. It will be appreciated by those skilled in the art that many modifications may be made in the exemplary embodiments without substantially departing from the present invention. Therefore, all such modifications are intended to be included within the scope of the present disclosure as defined in the following claims.

[0061] When reading the claims, it is intended that when words such as "a," "an," "at least one," or "at least one portion" are used, there is no intent to limit the claim to only one unless expressly stated otherwise in the claim. When the language "at least a portion" and / or "a portion" is used, the object may include a portion and / or the entire object unless expressly stated otherwise.

Claims

1. A method for controlling a compressor outlet temperature, comprising: operating a vehicle system including an air intake system connected to an internal combustion engine, the air intake system connected to a compressor, and a transmission connected to the engine; estimating an engine load of said engine by using a future horizon of vehicle operation based on current and predicted terrain information; estimating a compressor outlet temperature at an outlet of the compressor based on the estimated engine load; as well as adjusting an engine operating state in response to an estimated compressor outlet temperature exceeding a compressor outlet temperature threshold, wherein adjusting the engine operating state comprises changing the gear of the transmission until the estimated compressor outlet temperature is less than the compressor outlet temperature threshold, When changing the gear of the transmission, one or more of the engine speed or the engine torque is maintained at the current engine speed or the current engine torque of the internal combustion engine, or at least one of the engine speed or the engine torque is adjusted to the engine calibrated speed or the engine calibrated torque, respectively, until the compressor outlet temperature is less than the compressor outlet temperature threshold.

2. The method of claim 1, further comprising: A shift signal is provided indicating that the engine operating conditions require a gear change in the transmission. 3 . The method of claim 1 , wherein said estimating a compressor outlet temperature comprises measuring said compressor outlet temperature using a temperature sensor located near said compressor outlet.

4. The method of claim 1, further comprising: In response to the estimated compressor outlet temperature being less than the compressor outlet temperature threshold, the engine operating state is maintained.

5. A method for controlling a compressor outlet temperature, comprising: operating a vehicle system including an air intake system coupled to an internal combustion engine, the air intake system coupled to a compressor, and a transmission coupled to the engine; measuring the compressor outlet temperature at the compressor outlet; as well as adjusting an engine operating state in response to a measured compressor outlet temperature exceeding a compressor outlet temperature threshold, wherein adjusting the engine operating state comprises changing the gear of the transmission until the measured compressor outlet temperature is less than the compressor outlet temperature threshold, When changing the gear of the transmission, one or more of the engine speed or the engine torque is maintained at the current engine speed or the current engine torque of the internal combustion engine, or at least one of the engine speed or the engine torque is adjusted to the engine calibrated speed or the engine calibrated torque, until the measured compressor outlet temperature is less than the compressor outlet temperature threshold.

6. The method of claim 5, further comprising: A shift signal is provided indicating that engine operating conditions require a gear change in the transmission.

7. The method of claim 5, wherein: The measuring the compressor outlet temperature includes measuring using a temperature sensor located near the compressor outlet.

8. The method of claim 5, further comprising: In response to the measured compressor outlet temperature being less than the compressor outlet temperature threshold, the engine operating state is maintained at a current engine operating state.

9. A system for controlling a compressor outlet temperature, comprising: Internal combustion engines; an intake system connected to the internal combustion engine; a compressor connected to the air intake system; a transmission connected to the internal combustion engine; and a controller connected to the internal combustion engine, the compressor, and the transmission, wherein the controller is configured to determine a current terrain position and a preceding terrain position of vehicle operation to estimate an engine load of the internal combustion engine by using the current and preceding terrain information, wherein a compressor outlet temperature at an outlet of a compressor is estimated based on the estimated engine load, and an engine operating state is modified in response to the estimated compressor outlet temperature exceeding a compressor outlet temperature threshold, wherein the controller is configured to adjust the engine operating state by shifting a gear of the transmission until the estimated compressor outlet temperature is less than the compressor outlet temperature threshold, The controller is configured to maintain one or more of the engine speed or the engine torque at a current engine speed or a current engine torque of the internal combustion engine, or to adjust at least one of the engine speed or the engine torque to a calibrated engine speed or a calibrated engine torque, until the compressor outlet temperature is lower than a compressor outlet temperature threshold.

10. The system of claim 9, wherein: The controller is configured to provide a shift signal indicating that the engine operating conditions require the controller to shift a gear of the transmission.

11. The system of claim 9, further comprising: a temperature sensor located near the compressor outlet; and Wherein the estimated compressor outlet temperature includes a controller configured to measure the compressor outlet temperature.

12. The system of claim 9, wherein the controller comprises a transmission controller.

Images