Skip detection and derating

Abstract

Skip detection and derating are provided. A system includes a powertrain including an engine configured to output torque to a transmission; and an electronic control system operably coupled with the powertrain. The electronic control system is configured to: perform a rated operation of the engine in response to a first jump event, the first jump event including a first shift between non-adjacent gears of the transmission and a first one or more driveline operations that do not meet at least one predetermined criterion; and perform a derated operation of the engine at least partially in response to a second trip event including a second shift between non-adjacent gears of the transmission and a second one or more driveline operations that meet the at least one predetermined criterion.

Description

Background Art

[0001] The present disclosure relates to devices, methods, systems, and techniques for detecting gearshift events and engine derating in response to gearshift events. For example, a gearshift event may occur when a vehicle operator shifts a manual transmission between non-consecutive gears, which may result in engine overspeed conditions and high engine acceleration. Such events may cause or contribute to many engine hardware failures, such as, among other things, bolt loosening, bearing failures, and long block failures (such as cylinder head failures, camshaft failures, and valvetrain failures). There remains a significant unmet need for the unique devices, methods, systems, and techniques disclosed herein.

[0002] Disclosure of Example Embodiments

[0003] For purposes of clearly, concisely, and precisely describing example embodiments of the present disclosure, the manner and process of making and using example embodiments, and for purposes of enabling the implementation, manufacture, and use of example embodiments, reference will now be made to certain example embodiments (including the example embodiments shown in the drawings), and example embodiments will be described using specific language. However, it should be understood that this does not limit the scope of the present invention, and the present invention includes and protects such variations, modifications, and further applications of example embodiments as would occur to those skilled in the art. Summary of the Invention

[0004] Some example embodiments include unique systems for gearshift detection and derating. Some example embodiments include unique methods for gearshift detection and derating. Further embodiments, forms, objects, features, advantages, aspects, and benefits should become apparent from the following description and drawings. Brief Description of the Drawings

[0005] Figure 1 and Figure 2 are schematic diagrams illustrating certain aspects of an example vehicle system.

[0006] Figure 3 、 Figure 4 and Figure 5 are schematic diagrams illustrating certain aspects of example controls for a vehicle system.

[0007] Figure 6 and Figure 7 are schematic diagrams illustrating certain aspects of example control processes for a vehicle system. Detailed Description

[0008] Referring Figure 1 and Figure 2 illustrates certain aspects of an example vehicle system 20. As Figure 1As shown, vehicle system 20 includes a powertrain 22. The powertrain 22 includes an internal combustion engine 32, a flywheel or flexplate 33, a transmission 26, a differential 28, and ground wheels 29. It should be appreciated that the flywheel or flexplate 33, the transmission 26, the differential 28, and the ground wheels 29 can be considered components of a driveline 27 operably coupled to the output shaft of the engine 32. In the illustrated embodiment, the vehicle system 20 is propelled by the ground wheels 29 provided as rear wheels; however, in other embodiments, front-wheel drive, four-wheel drive, and all-wheel drive methods are contemplated. In one form, the vehicle system 20 is in the form of a transit bus, a delivery truck, a service truck, etc. In other forms, the vehicle system 20 can be different types of vehicles, including other types of on-road or off-road vehicles. In still other embodiments, the vehicle system 20 can be a water vehicle (boat) or another type of vehicle. In yet other embodiments, the powertrain 22 is not provided in the vehicle system but is applied to other applications and systems, such as an engine-driven generator (generator set), a pumping system, or another powertrain system.

[0009] The powertrain 22 includes an internal combustion engine 32 that is operably coupled to a flywheel or flexplate 33 and is configured to provide torque to the flywheel or flexplate 33. The flywheel or flexplate 33 is operably coupled to the transmission 26 and is configured to provide torque to the transmission 26. In the illustrated embodiment, the transmission 26 is configured and provided as a manual transmission. The transmission 26 includes a clutch 25 that is operably coupled to a clutch pedal 44 and can be actuated by the clutch pedal 44. The transmission 26 also includes a gear set 24 that is operably coupled to a gear selector 43 and can be adjusted by the gear selector 43. In some embodiments, the gear set 24 can be configured as a gearbox, and the gear selector 43 can be configured as a shift lever or shifter.

[0010] In the illustrated embodiment, the flywheel or flexplate 33 is configured to provide torque to the transmission 26. The flexplate 33 is operably coupled to the clutch 25 and is configured to provide torque to the clutch 25, which in turn is operably coupled to the gear set 24 and is configured to provide torque to the gear set 24. It should be appreciated that in other embodiments, the transmission 26 can be provided in other forms and can include additional or alternative components.

[0011] The gear set 24 is operably coupled to the transmission output shaft 25 and is configured to provide torque to the transmission output shaft 25. In turn, the transmission output shaft 25 is operably coupled to the differential 28 and is configured to provide torque to the differential 28. In turn, the differential 28 is operably coupled to the ground engaging wheel 29 and is configured to provide torque to the ground engaging wheel 29, which may be provided as a wheel, tread, track, or other ground engaging member in other embodiments. In some embodiments, the ground engaging wheel 29 may alternatively be configured as other load engaging members (e.g., a propeller or a motor).

[0012] In the illustrated embodiment, the engine 32 is configured as a turbocharged compression ignition diesel engine, it should be appreciated that in other embodiments, the engine 32 may be provided as another type of engine. In the illustrated embodiment, the powertrain 22 is powered only by the engine 32. In other embodiments, the powertrain 22 may be provided with torque from additional components such as an electric motor operably coupled to a battery or other energy storage system (e.g., in an embodiment where the powertrain is configured as a hybrid powertrain), one or more vehicle accessories, or other power providing components.

[0013] The vehicle system 20 includes an electronic control system (ECS) 40. In the illustrated embodiment, the ECS 40 includes a plurality of programmable microprocessors or microcontrollers of the solid state integrated circuit type, which are implemented in respective control units. The ECS 40 may be implemented in any of a variety of ways that combine control functions or distribute them across one or more control units in various ways. The ECS 40 executes operation logic that defines various control, management, and / or regulation functions. This operation logic may be in the form of dedicated hardware such as a hardwired state machine, an analog computer, programming instructions, and / or different forms that those skilled in the art will envision. The ECS 40 may be provided as a single component or a collection of operably coupled components; and may include digital circuits, analog circuits, or a hybrid combination of both types. When in the form of multiple components, the ECS 40 may have one or more components that are located remotely relative to other components in a distributed arrangement. The ECS 40 may include multiple processing units arranged to operate independently in a pipelined processing arrangement, a parallel processing arrangement, etc. It should also be appreciated that the ECS 40 and / or any of its constituent components may include one or more signal regulators, modulators, demodulators, arithmetic logic units (ALUs), central processing units (CPUs), limiters, oscillators, control clocks, amplifiers, signal regulators, filters, format converters, communication ports, clamps, delay devices, memory devices, analog-to-digital (A / D) converters, digital-to-analog (D / A) converters, and / or different circuits or components that those skilled in the art will envision to perform the desired communication.

[0014] In the illustrated embodiment, the vehicle system 20 includes an electronic control system (ECS) 40, and the ECS 40 includes an engine control unit (ECU) 42 (sometimes also referred to as an electronic control module ECM). The ECS also includes one or more additional control units (XCU) 46. The ECU 42 and the XCU 46 (when present) are operably coupled to a communication network 41 and are configured to communicate via the communication network 41, which may be configured as a controller area network (CAN) or another type of network providing communication capabilities. The ECS 40 is also operably coupled to various components and systems of the vehicle system 20 via the communication network 41 or one or more additional or alternative communication networks.

[0015] Referring now Figure 2 to, the ECU 42 is configured to receive a plurality of inputs. In the illustrated embodiment, among other inputs, the ECU 42 is configured to receive an engine speed 45 from an engine speed sensor, a tailshaft speed 46 from a transmission output shaft speed sensor, and a clutch state 47 from a clutch switch, the engine speed sensor being configured to and operable to sense the speed of the engine 32, the transmission output shaft speed sensor being configured to and operable to sense the speed of the tailshaft 25, and the clutch switch being configured to and operable to sense the position or state of the clutch pedal 44.

[0016] The ECU 42 is configured with executable instructions stored in a non-transitory memory medium and executable by a microcontroller or a microprocessor to control various aspects of the vehicle system 20. In the illustrated embodiment, the executable instructions are in the form of driveline speed logic 50, driveline acceleration logic 60, driveline jerk logic 70, driveline gear ratio change logic 80 (gear ratio change is also referred to as gear ratio Δ herein), and early clutch release logic 90.

[0017] Referring Figure 3, an example implementation of a driveline speed logic 50, a driveline acceleration logic 60, and a driveline jerk logic 70 is illustrated. In some embodiments, the driveline speed logic 50, the driveline acceleration logic 60, and the driveline jerk logic 70 may be configured to operate relative to engine speed, engine acceleration, and engine jerk (e.g., crankshaft speed, crankshaft acceleration, and crankshaft jerk). In some embodiments, the driveline speed logic 50, the driveline acceleration logic 60, and the driveline jerk logic 70 may be configured to operate relative to transmission speed, transmission acceleration, and transmission jerk (e.g., transmission output shaft speed, transmission output shaft acceleration, and transmission output shaft jerk). In some embodiments, the driveline speed logic 50, the driveline acceleration logic 60, and the driveline jerk logic 70 may be configured to operate relative to engine speed, engine acceleration, and engine jerk and additionally relative to transmission speed, transmission acceleration, and transmission jerk, and may include multiple instances of the illustrated components, where one instance is configured and operable relative to engine parameters and another instance is configured and operable relative to transmission parameters.

[0018] The driveline speed logic 50 receives a driveline speed sensor output 55 from a driveline speed sensor such as an engine speed sensor or a transmission speed sensor. The driveline speed sensor output 45 may be received and processed by an arithmetic unit 51, which is configured to sample the driveline speed sensor output 45 and may optionally be configured to filter the driveline speed sensor output 45, e.g., to suppress or mitigate noise in the driveline speed sensor output 45. The arithmetic unit 51 is configured to determine a driveline speed 52 and provide the driveline speed 52 as an output, which may indicate, for example, engine speed or transmission output shaft speed.

[0019] The driveline acceleration logic 60 includes a raw acceleration determination arithmetic unit 61 that receives the driveline speed 52 as an input and determines and outputs a raw driveline acceleration (e.g., a raw engine acceleration or a raw output shaft acceleration) to a filter 62. The raw acceleration determination arithmetic unit 61 may be configured to determine the raw driveline acceleration by determining the first derivative of the driveline speed 52 with respect to time. The filter 62 may be configured and provided as a first-order filter with a calibratable constant, which is configured and operable to suppress or mitigate noise in the raw driveline acceleration. The filter 62 determines and outputs a filtered driveline acceleration 63 (e.g., a filtered engine acceleration or a filtered output shaft acceleration).

[0020] The driveline jerk logic 70 includes a raw jerk determination arithmetic unit 71 that receives the filtered driveline acceleration 63 as an input and determines and outputs a raw driveline jerk (e.g., a raw engine jerk or a raw propeller shaft jerk) to a filter 72. The raw jerk determination arithmetic unit 71 may be configured to determine the raw driveline jerk by determining a first derivative of the filtered driveline acceleration 63 with respect to time. Alternatively, the raw jerk determination arithmetic unit 71 may receive the driveline speed 52 as an input and may determine and output the raw driveline jerk as a second derivative of the driveline speed 52 with respect to time. The filter 72 may be configured and provided as a first-order filter with a calibratable constant that is configured and operable to suppress or mitigate noise in the raw driveline jerk. The filter 72 determines and outputs a filtered driveline jerk 73 (e.g., a filtered engine jerk or a filtered propeller shaft jerk).

[0021] Reference Figure 4 , illustrates an example implementation of the gear ratio change logic 80. In some embodiments, the gear ratio change logic 80 may be configured to operate with respect to the engine speed. In some embodiments, it may be configured to operate with respect to the transmission speed. In some embodiments, the gear ratio change logic 80 may be configured to operate with respect to the engine speed and additionally with respect to the transmission speed, and may include multiple instances of the components shown, where one instance is configured and operable with respect to engine parameters and another instance is configured and operable with respect to transmission parameters.

[0022] The transmission ratio change logic 80 includes a transmission ratio change determination logic that receives the engine speed 45 and the propeller shaft speed 46 as inputs and determines and outputs an original transmission ratio 82 by dividing the engine speed 45 by the propeller shaft speed 46. The original transmission ratio 82 is provided as an input to the "-" input of the differential operator 86. The original transmission ratio 82 is also provided as an input to the filter 83. The filter 83 can be configured and provided as a first-order filter with a calibratable constant, which is configured and operable to suppress or mitigate noise in the original transmission ratio 82. The filter 83 determines and outputs the filtered original transmission ratio to the dead zone operator 84, which is configured and operable to apply a calibratable dead zone that outputs an updated value only if the input change is greater than the calibratable value and otherwise maintains the current output value. The dead zone operator 84 determines and outputs a stable transmission ratio 85, which is provided as an input to the differential operator 86. The differential operator 86 determines and outputs a transmission ratio change 87 as the difference between the stable transmission ratio 85 and the original transmission ratio 82. It should be appreciated that the transmission ratio change 87 can correspond to the change between the stable transmission ratio at a given point in time and the subsequent change in the original transmission ratio that may occur during a transmission shift event. In other words, the transmission ratio change 87 can represent the change between the transmission ratio before the shift event and the transmission ratio after the shift event.

[0023] Reference Figure 5 , an example implementation of the early clutch release logic 90 is illustrated. The clutch state 47 is provided as an input to the timer 91, which is configured to measure the time or duration that the clutch is depressed. The timer 91 can be configured to start or increment upon the rising edge of the clutch switch output and reset the clutch switch value to equal off or zero. The timer 91 outputs a time value, which is provided to the condition 92. The condition 92 is configured to evaluate the received time value relative to a calibratable time threshold. If the condition 92 evaluates the time value to be less than the calibratable time threshold, the clutch release logic 90 proceeds to the operator 93, which sets the logical value of the early clutch release parameter 95 to true. If the condition 92 evaluates the time value to not be less than the calibratable time threshold, the clutch release logic 90 proceeds to the operator 94, which sets the logical value of the early clutch release parameter 95 to false. In other embodiments, the condition 92 can be configured with alternative equivalent logic, such as less than or equal logic, greater than logic, or greater than or equal logic, and the result response of the evaluation performed on the condition 92 can be adapted to indicate whether early clutch release has occurred or alternatively whether the clutch has remained depressed longer than the early clutch release threshold. Additionally, similar variations and alterations in the equivalent conditional logic are envisioned for each condition disclosed herein.

[0024] ReferenceFigure 6 , which illustrates certain aspects of an example control process 200 (also referred to herein as process 200), and the example control process 200 can be implemented in one or more components of an electronic control system (such as the ECS 40 of system 20 or another electronic control system operably coupled to a powertrain including an engine). The process 200 can be implemented, for example, in one or more electronic control units based on integrated circuits (such as microprocessor-based or microcontroller-based), such as ECU 42 or one or more other electronic control units.

[0025] The process 200 starts at start operation 202 and proceeds to condition 203, which evaluates whether the total engine distance is less than a threshold. If condition 203 evaluates to negative, the process 200 proceeds to end operation 299 and can end and / or be disabled. If condition 203 evaluates to negative, the process 200 proceeds to end operation 299 and can optionally be disabled for further execution. If condition 203 evaluates to positive, the process 200 proceeds to operation 204. In some embodiments, condition 203 can be omitted, and the process 200 can proceed from the state and conditions from which it would have proceeded to condition 203 (if present) to operation 204.

[0026] Operation 204 determines at least one driveline speed, for example, one or both of the engine speed and the transmission speed. Operation 204 can use techniques such as those described in connection with driveline speed logic 50 to determine the driveline speed. From operation 204, the process 200 proceeds to condition 212 and operation 206.

[0027] Condition 212 evaluates whether the driveline speed is greater than the driveline speed threshold for a time greater than a calibratable driveline over-speed time threshold. In some embodiments, condition 212 can also evaluate whether an early clutch release parameter is true and can perform a logical "AND" of this additional evaluation with the driveline speed threshold evaluation to determine a net positive or negative evaluation. The early clutch parameter can be determined, for example, using techniques such as those described in connection with early clutch release logic 90. If condition 212 evaluates to negative, the process 200 proceeds to condition 203. If condition 212 evaluates to positive, the process 200 proceeds to operation 220 described in connection with Figure 7 shown and described.

[0028] Operation 206 determines at least one driveline acceleration, for example, one or both of the engine acceleration and the transmission acceleration. Operation 206 can use techniques such as those described in connection with driveline acceleration logic 60 to determine the driveline acceleration. From operation 206, the process 200 proceeds to condition 214 and operation 208.

[0029] Condition 214 evaluates whether the driveline acceleration is greater than the driveline acceleration threshold for a time greater than a calibratable driveline over-acceleration time threshold. In some embodiments, Condition 214 may also evaluate whether an early clutch release parameter is true and may perform a logical "AND" of this additional evaluation with the driveline acceleration threshold evaluation to determine a net positive or negative evaluation. The early clutch parameter may be determined using techniques such as those described in connection with the early clutch release logic 90, for example. If Condition 214 evaluates to negative, process 200 proceeds to Condition 203. If Condition 214 evaluates to positive, process 200 proceeds to operation 220 described in connection with Figure 7 the illustration and description.

[0030] Operation 208 determines at least one driveline jerk, e.g., one or both of an engine jerk and a transmission jerk. Operation 208 may determine the driveline jerk using techniques such as those described in connection with the driveline jerk logic 70. From Operation 208, process 200 proceeds to Condition 216 and Operation 210.

[0031] Condition 216 evaluates whether the driveline acceleration is greater than the driveline acceleration threshold for a time greater than a calibratable driveline over-acceleration time threshold. In some embodiments, Condition 216 may also evaluate whether an early clutch release parameter is true and may perform a logical "AND" of this additional evaluation with the driveline acceleration threshold evaluation to determine a net positive or negative evaluation. The early clutch parameter may be determined using techniques such as those described in connection with the early clutch release logic 90, for example. If Condition 216 evaluates to negative, process 200 proceeds to Condition 203. If Condition 216 evaluates to positive, process 200 proceeds to operation 220 described in connection with Figure 7 the illustration and description.

[0032] Operation 210 determines a driveline ratio change using techniques such as those described in connection with the driveline ratio change logic 80, for example. From Operation 208, process 200 proceeds to Condition 218.

[0033] Condition 218 evaluates whether the driveline ratio change is greater than the driveline ratio change threshold for a time greater than a calibratable driveline over-ratio change threshold. In some embodiments, Condition 218 may also evaluate whether an early clutch release parameter is true and may perform a logical "AND" of this additional evaluation with the driveline acceleration threshold evaluation to determine a net positive or negative evaluation. The early clutch parameter may be determined using techniques such as those described in connection with the early clutch release logic 90, for example. If Condition 218 evaluates to negative, process 200 proceeds to Condition 203. If Condition 218 evaluates to positive, process 200 proceeds to operation 220 described in connection with Figure 7The illustrated and described operation 220.

[0034] It should be appreciated that some embodiments may omit one or more of the foregoing operations and associated condition pairs. For example, one or more of operation 204 and associated condition 212, operation 206 and associated condition 214, operation 208 and associated condition 216, and operation 210 and associated condition 218, so long as at least one of the foregoing operation and associated condition pairs remains.

[0035] Reference Figure 7 , illustrates certain aspects of the example process 200. Operation 220 receives inputs from condition 212, condition 214, condition 216, and condition 218, and performs a logical "OR" operation on the received inputs. If and when the logical "OR" condition of operation 220 becomes true, process 200 proceeds to operation 222 and operation 223.

[0036] Operation 222 records one or more event parameters, e.g., a driveline speed value indicating the magnitude of a driveline over-speed condition, a driveline acceleration value indicating the magnitude of a driveline over-acceleration condition, a driveline jerk value indicating the magnitude of a driveline over-jerk condition, a driveline ratio change value indicating the magnitude of an over-driveline ratio change condition. Operation 222 may save the last X values, and replace the earliest saved value with the newly received value when a new value is received.

[0037] Operation 223 increments an event count that indicates a cumulative total of the true outputs of operation 220. The output of operation 223 is provided as an input to condition 224, which evaluates whether the event count is greater than an event count threshold. If condition 224 evaluates negatively, process 200 proceeds to condition 203 as illustrated and described in connection with Figure 6 If condition 224 evaluates positively, process 200 proceeds to condition 226, which evaluates whether engine idle checking is enabled.

[0038] Condition 226 may be calibrated or otherwise set to an enabled state to allow engine derating only under engine idle conditions (or only under engine idle and vehicle stopped conditions), and may be set to a disabled or not enabled state to allow engine derating regardless of these conditions. If condition 226 evaluates negatively, process 200 proceeds to operation 230. If condition 226 evaluates negatively, process 200 proceeds to condition 228.

[0039] Condition 228 evaluates whether the engine idle condition is true, which indicates that the engine is operating at idle. In some embodiments, condition 228 may additionally evaluate whether a vehicle stop condition is true, and may evaluate to true, and may perform a logical "AND" of this additional evaluation with the engine idle evaluation to determine a net positive or negative evaluation. If condition 228 evaluates to negative, process 200 repeats condition 228. If condition 228 evaluates to positive, process 200 proceeds to operation 230.

[0040] Operation 230 sets the engine derate parameter equal to true and thereby derates the engine operation associated with process 200. It should be appreciated that the rated operation of the engine refers to an operation that allows the engine output (e.g., engine speed and / or engine torque) to reach the rated maximum value, and the derated operation or engine derating of the engine refers to an operation that allows the engine output to reach a lower derated maximum value (e.g., an engine speed and / or torque lower than the rated engine speed and / or torque). From operation 230, process 200 proceeds to condition 232, which evaluates whether a service tool reset has occurred. A service tool reset may include a reset performed by an authorized service center. If condition 232 evaluates to negative, process 200 proceeds to operation 230. If condition 232 evaluates to positive, process 200 proceeds to operation 234, where the service tool reset has set the engine derate parameter equal to false and allows the rated operation of the engine.

[0041] As shown by this detailed description, the present disclosure contemplates multiple and diverse embodiments, including but not limited to the following exemplary embodiments.

[0042] A first exemplary embodiment is a system that includes: a powertrain that includes an engine configured to output torque to a transmission; and an electronic control system operably coupled to the powertrain and configured to: perform a rated operation of the engine in response to a first upshift event, the first upshift event including a first shift between non-adjacent gears of the transmission and a first one or more driveline operations that do not meet at least one predetermined criterion; and perform a derated operation of the engine at least in part in response to a second upshift event, the second upshift event including a second shift between non-adjacent gears of the transmission and a second one or more driveline operations that meet the at least one predetermined criterion.

[0043] A second exemplary embodiment includes the features of the first exemplary embodiment, wherein the second one or more driveline operations include driveline acceleration, and the at least one predetermined criterion includes a driveline acceleration threshold.

[0044] The third exemplary embodiment includes the features of the second exemplary embodiment, wherein the second one or more driveline operations further include driveline speed, and the at least one predetermined criterion further includes a driveline speed threshold.

[0045] The fourth exemplary embodiment includes the features of the second exemplary embodiment, wherein the second one or more driveline operations further include driveline jerk, and the at least one predetermined criterion further includes a driveline jerk threshold.

[0046] The fifth exemplary embodiment includes the features of the second exemplary embodiment, wherein the second one or more driveline operations further include a change in the transmission ratio parameter, and the at least one predetermined criterion further includes a change in the transmission ratio parameter threshold.

[0047] The sixth exemplary embodiment includes the features of any one of the first to fifth exemplary embodiments, wherein the electronic control system is configured to further perform a derating operation of the engine in response to a count of one or more driveline responses not meeting at least one predetermined criterion.

[0048] The seventh exemplary embodiment includes the features of any one of the first to fifth exemplary embodiments, wherein the second one or more driveline responses further include an early clutch release condition, and the at least one predetermined criterion further includes the early clutch release condition being true.

[0049] The eighth exemplary embodiment includes the features of the seventh exemplary embodiment, wherein the early clutch release condition and at least one additional response among the second one or more driveline responses must be met to perform a derating operation of the engine.

[0050] The ninth exemplary embodiment includes the features of any one of the first to fifth exemplary embodiments, wherein the first one or more driveline operations and the second one or more driveline operations include one or more engine operations.

[0051] The tenth exemplary embodiment includes the features of any one of the first to fifth exemplary embodiments, wherein the first one or more driveline operations and the second one or more driveline operations include one or more transmission operations.

[0052] The eleventh exemplary embodiment is a process that includes: a powertrain including an engine configured to output torque to a transmission; and an electronic control system operably coupled to the powertrain and configured to: perform a rated operation of the engine in response to a first upshift event, the first upshift event including a first shift between non-adjacent gears of the transmission and a first one or more driveline operations that do not meet at least one predetermined criterion; and perform a derating operation of the engine at least in part in response to a second upshift event, the second upshift event including a second shift between non-adjacent gears of the transmission and a second one or more driveline operations that meet the at least one predetermined criterion.

[0053] The twelfth exemplary embodiment includes the features of the eleventh exemplary embodiment, wherein the second one or more driveline operations include driveline acceleration, and the at least one predetermined criterion includes a driveline acceleration threshold.

[0054] The thirteenth exemplary embodiment includes the features of the twelfth exemplary embodiment, wherein the second one or more driveline operations further include driveline speed, and the at least one predetermined criterion further includes a driveline speed threshold.

[0055] The fourteenth exemplary embodiment includes the features of the twelfth exemplary embodiment, wherein the second one or more driveline operations further include driveline jerk, and the at least one predetermined criterion further includes a driveline jerk threshold.

[0056] The fifteenth exemplary embodiment includes the features of the twelfth exemplary embodiment, wherein the second one or more driveline operations further include a change in a transmission ratio parameter, and the at least one predetermined criterion further includes a change in a transmission ratio parameter threshold.

[0057] The sixteenth exemplary embodiment includes the features of any one of the eleventh to fifteenth exemplary embodiments, wherein the electronic control system is configured to further perform a derating operation of the engine in response to a count of one or more driveline responses not meeting at least one predetermined criterion.

[0058] The seventeenth exemplary embodiment includes the features of any one of the eleventh to fifteenth exemplary embodiments, wherein the second one or more driveline responses further include an early clutch release condition, and the at least one predetermined criterion further includes the early clutch release condition being true.

[0059] The eighteenth exemplary embodiment includes the features of the seventeenth exemplary embodiment, wherein the early clutch release condition and at least one additional response among the second one or more driveline responses must be met to perform a derating operation of the engine.

[0060] The nineteenth exemplary embodiment includes the features of any one of the eleventh to fifteenth exemplary embodiments, wherein the first one or more driveline operations and the second one or more driveline operations include one or more engine operations.

[0061] The twentieth exemplary embodiment includes the features of any one of the eleventh to fifteenth exemplary embodiments, wherein the first one or more driveline operations and the second one or more driveline operations include one or more transmission operations.

[0062] It should be appreciated that terms such as "non-transitory memory", "non-transitory memory medium", and "non-transitory memory device" refer to various types of devices and storage media that can be configured to store information, such as data or instructions that can be read or executed by a processor or other components of a computer system, and such terms include and encompass a single or solitary device or medium that stores such information, multiple devices or media across which or in which respective portions of such information are stored, and multiple devices or media across which or in which multiple copies of such information are stored.

[0063] It should be appreciated that terms such as "determine", "determined", "determining", etc. when utilized in connection with a control method or process, an electronic control system or controller, an electronic control, or a component or operation of the foregoing, inclusively refer to a plurality of actions, configurations, devices, operations, and techniques that include but are not limited to: calculating or computing a parameter or value, obtaining a parameter or value from a look-up table or using a look-up operation, receiving a parameter or value from a data link or network communication, receiving an electronic signal indicative of a parameter or value (e.g., a voltage, frequency, current, or pulse width modulation (PWM) signal), receiving a sensor output indicative of a parameter or value, receiving other outputs or inputs indicative of a parameter or value, reading a parameter or value from a memory location on a computer-readable medium, receiving a parameter or value as a runtime parameter, and / or by receiving a parameter or value that can be used to calculate an interpreted parameter, and / or by referring to a default value that is interpreted as a parameter value.

[0064] Although example embodiments of the present disclosure have been illustrated and described in detail in the accompanying drawings and the foregoing description, they should be considered illustrative in nature and not restrictive. It is understood that only certain example embodiments have been shown and described, and all changes and modifications within the spirit of the claimed invention are desired to be protected. It should be understood that although the use of words such as preferably, preferably, preferred, or more preferred in the foregoing description indicates that the features so described may be more desirable, it may not be necessary, and embodiments lacking the described features may be contemplated as being within the scope of the invention, which is defined by the following claims. When reading the claims, it is intended that when words such as "a", "an", "at least one", or "at least a portion" are used, the claims are not intended to be limited to only one item unless there is a contrary specific statement in the claim. When the language "at least a portion" and / or "a portion" is used, the item may include a portion and / or the whole item unless there is a contrary specific statement.

Claims

1. A system comprising: a powertrain including an engine configured to output torque to a transmission; and An electronic control system operatively coupled to the powertrain and configured to: performing nominal operation of the engine in response to a first skip shift event, the first skip shift event comprising a first shift between non-adjacent gears of the transmission and a first one or more powertrain operations that do not satisfy at least one predetermined criterion, and The derate operation of the engine is performed at least in part in response to a second skip shift event including a second shift between non-adjacent gears of the transmission and a second one or more powertrain operations satisfying the at least one predetermined criterion. 2 . The system of claim 1 , wherein the second one or more powertrain operations include powertrain acceleration, and the at least one predetermined criterion includes a powertrain acceleration threshold. 3 . The system of claim 2 , wherein the second one or more powertrain operations further comprises a powertrain speed, and the at least one predetermined criterion further comprises a powertrain speed threshold. 4 . The system of claim 2 , wherein the second one or more powertrain operations further comprises powertrain jerk, and the at least one predetermined criterion further comprises a powertrain jerk threshold.

5. The system of claim 2, wherein the second one or more powertrain operations further include a change in a transmission ratio parameter, and the at least one predetermined criterion further includes a change in a transmission ratio parameter threshold.

6. The system of any one of claims 1-5, wherein the electronic control system is configured to perform a de-rating operation of the engine further in response to a count of one or more powertrain responses failing to satisfy at least one predetermined criterion.

7. The system of any one of claims 1-5, wherein the second one or more powertrain responses further include an early clutch release condition, and the at least one predetermined criterion further includes the early clutch release condition being true.

8. The system of claim 7, wherein at least one additional response of the early clutch release condition and the second one or more powertrain responses must be satisfied to perform the derated operation of the engine.

9. The system of any one of claims 1-5, wherein the first one or more powertrain operations and the second one or more powertrain operations include one or more engine operations.

10. The system of any one of claims 1-5, wherein the first one or more powertrain operations and the second one or more powertrain operations include one or more transmission operations.

11. A process comprising: a powertrain including an engine configured to output torque to a transmission; and An electronic control system operatively coupled to the powertrain and configured to: performing nominal operation of the engine in response to a first skip shift event, the first skip shift event comprising a first shift between non-adjacent gears of the transmission and a first one or more powertrain operations that do not satisfy at least one predetermined criterion, and The derate operation of the engine is performed at least in part in response to a second skip shift event including a second shift between non-adjacent gears of the transmission and a second one or more powertrain operations satisfying the at least one predetermined criterion.

12. The process of claim 11, wherein the second one or more powertrain operations include powertrain acceleration, and the at least one predetermined criterion includes a powertrain acceleration threshold.

13. The process of claim 12, wherein the second one or more powertrain operations further comprises powertrain speed, and the at least one predetermined criterion further comprises a powertrain speed threshold.

14. The process of claim 12, wherein the second one or more powertrain operations further comprises powertrain jerk, and the at least one predetermined criterion further comprises a powertrain jerk threshold.

15. The process of claim 12, wherein the second one or more powertrain operations further include a change in a transmission ratio parameter, and the at least one predetermined criterion further includes a change in a transmission ratio parameter threshold.

16. The process of any one of claims 11-15, wherein the electronic control system is configured to perform a de-rating operation of the engine further in response to a count of one or more powertrain responses failing to satisfy at least one predetermined criterion.

17. The process of any one of claims 11-15, wherein the second one or more powertrain responses further include an early clutch release condition, and the at least one predetermined criterion further includes the early clutch release condition being true.

18. The process of claim 17, wherein at least one additional response of the early clutch release condition and the second one or more powertrain responses must be satisfied to perform the derated operation of the engine.

19. The process of any one of claims 11-15, wherein the first one or more powertrain operations and the second one or more powertrain operations include one or more engine operations.

20. The process of any one of claims 11-15, wherein the first one or more powertrain operations and the second one or more powertrain operations comprise one or more transmission operations.

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