Locking clutch controls - High idle setting point

Abstract

Engine control system (1), comprising: a torque converter (50); an engine (40) operatively connected to the torque converter (50); a transmission (20) operatively connected to the torque converter (50); a locking clutch (51) housed within the torque converter (50), the locking clutch (51) being configured to mechanically connect the engine (40) and the transmission (20) when the locking clutch (51) is engaged; an engine speed sensor (41) configured to obtain a prior engine speed measured before the locking clutch (51) engages; a transmission speed sensor (21) configured to obtain a prior transmission speed measured before the locking clutch (51) engages; and an engine control module (80) configured to: determine a desired engine speed at a speed lower than the prior engine speed;and to reduce the speed of the engine (40) to the desired engine speed, at least immediately before the movement of the locking clutch (51) and / or while the locking clutch (51) is moving to the engagement position; wherein the engine control module (80) is further configured to determine the desired engine speed as a function of the increase in the efficiency of the torque converter (50) due to the engagement of the locking clutch.

Description

Technical field

[0001] This disclosure relates generally to an integrated engine and transmission control system, and in particular to a system that regulates a locking clutch to mechanically connect the engine firmly to the transmission. background

[0002] A conventional fluid-filled power transmission device is equipped with a locking clutch to improve power transmission efficiency during operation. For example, the locking clutch is either fully engaged or disengaged depending on an operating state of the device. To control the locking clutch, a locking clutch control device has traditionally been used. An example of such a control device is disclosed in U.S. Patent No. 5,865,709 (hereinafter the '709 patent'), entitled "Device for Controlling a Vehicle Locking Clutch, In Which Engine Output Is Reduced Upon Release of the Locking Clutch." The '709 patent aims to provide a device to reduce the release jolt of a motor vehicle when the motor vehicle's locking clutch switches from a fully engaged state to a fully disengaged state.

[0003] A rough shift or shifting with unacceptable acceleration can also occur in the fluid-filled transmission device when the device's locking clutch switches from a fully disengaged to a fully engaged state. During engagement of the locking clutch, the torque transmitted from the engine to the transmission through the clutch causes rapid acceleration of a machine equipped with the device. Such sudden acceleration can lead to a loss of precise machine control or a deterioration in driving comfort for the operator. Summary

[0004] Accordingly, it would be desirable to have a device that solves some of the problems that occur when engaging the locking clutch as described above.

[0005] In accordance with one aspect of the present disclosure, an engine control system is provided, wherein the engine control system comprises a torque converter, an engine operatively connected to the torque converter, a transmission operatively connected to the torque converter, a locking clutch housed in the torque converter, the locking clutch being configured to mechanically connect the engine and the transmission when the locking clutch is engaged, an engine speed sensor configured to obtain a prior engine speed measured prior to the engagement of the locking clutch, a transmission speed sensor configured to obtain a prior transmission speed measured prior to the engagement of the locking clutch, and an engine control module.The motor control module is configured to determine a desired motor speed at a speed lower than a previous motor speed, and to set the motor speed to the desired motor speed at least immediately before the movement of the locking clutch and / or while the locking clutch is moving to the engagement position.

[0006] The motor control module is further configured to incrementally reduce the motor speed to the desired motor speed and to adjust the amount of this incremental speed change as a function of the difference between the previous transmission speed and the previous motor speed. The amount of this incremental speed change ranges from approximately 1% to approximately 50% of the difference between the previous transmission speed and the previous motor speed. The desired motor speed is equal to or greater than the previous transmission speed, but lower than the previous motor speed.

[0007] Optionally, the engine control module is further configured to determine the desired engine speed as a function of the increase in torque converter efficiency due to engagement of the locking clutch, where torque converter efficiency is defined by the speed ratio between a transmission speed and an engine speed, and / or the torque ratio between the transmission and the engine, and / or the product of the speed ratio and the torque ratio, and where a torque converter efficiency value before engagement of the locking clutch is higher than a torque converter efficiency value after engagement of the locking clutch. The locking clutch is configured to increase the torque converter efficiency by up to 100% when engaged.

[0008] The engine control module is further configured to determine the desired engine speed at a lower speed than the previous engine speed, in an amount proportional to a predicted increase in torque converter efficiency due to the engagement of the locking clutch. Optionally, the engine control module is also configured to activate a locking clutch engagement command, determine a transition time for the completion of the locking clutch engagement, and complete the locking clutch engagement during this transition time while adjusting the engine speed to the desired engine speed. The transition time for the completion of the locking clutch engagement is in the range of approximately 1 / 100th of a second to approximately 1 / 5 of a second.

[0009] In accordance with another aspect of the disclosure, a method is provided in an engine control system for connecting an engine and a transmission via a locking clutch. The method comprises operatively connecting the engine to a torque converter, operatively connecting the transmission to the torque converter, placing the locking clutch in the torque converter, configuring the locking clutch to mechanically connect the engine and the transmission when the locking clutch is engaged, measuring a previous engine speed of the engine, via an engine speed sensor, prior to the engagement of the locking clutch, configuring an engine control module to determine a desired engine speed at a speed lower than a previous engine speed, and setting an engine speed to the desired engine speed at least immediately before the movement of the locking clutch and / or while the locking clutch is moving toward the engagement position..

[0010] In accordance with another aspect of the disclosure, a device is provided, the device comprising a torque converter, a motor operatively connected to the torque converter, a transmission operatively connected to the torque converter, a locking clutch housed in the torque converter, means for configuring the locking clutch to mechanically connect the motor and the transmission when the locking clutch is engaged, means for maintaining a prior motor speed measured before the locking clutch engages, means for maintaining a prior transmission speed measured before the locking clutch engages, and means for maintaining a desired motor speed at a speed lower than the prior motor speed.and means for adjusting the engine speed to the desired engine speed at least immediately before the movement of the locking clutch and / or while the locking clutch is moving towards the engagement position. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Fig. Figure 1 shows a schematic illustration of an exemplary engine control system from the Revelation.

[0012] Fig. Figure 2A shows a cross-sectional view of an exemplary torque converter of the engine control system with the locking clutch disengaged.

[0013] Fig. Figure 2B shows a cross-sectional view of an exemplary torque converter of the engine control system with the locking clutch engaged.

[0014] Fig. Figure 3 shows a flowchart illustrating exemplary steps for controlling the speed of the motor with respect to a desired motor speed.

[0015] Fig. Figure 4 shows another flowchart illustrating exemplary steps for controlling the speed of the motor with respect to a desired torque converter efficiency.

[0016] Fig. Figure 5 shows a diagram illustrating an exemplary locking clutch engagement process with respect to a transition time. Detailed description of the revelation

[0017] With reference to Fig. Figure 1 shows a schematic illustration of an exemplary engine control system. 1 of the revelation. The engine control system 1 can an engine 40 , a gearbox 20 and a torque converter 50 include.

[0018] The engine control system 1 It may also include an engine control unit. 30 and a transmission control unit 10These include components embodied in separate or combined microprocessors, which communicate via an electrical or data connection. Numerous commercially available microprocessors can be adapted to perform the functions of the engine control unit. 30 and the transmission control unit 10 to execute. The gearbox input 20 can be used with the engine 40 through the torque converter 50 , which is equipped with a locking coupling (LUC) 51 is equipped, connected, and driven by it. The torque converter 50 can be used with an engine flywheel 44 and on with an engine crankshaft 43 be connected.

[0019] The transmission control unit 10 may be suitable for receiving inputs that include an engine speed signal and gear changes in the transmission 20 to effect. The engine control system 1 can be used with a variety of electromagnets24 It must be equipped with a transmission input speed sensor. 21 can be used with the gearbox 20 be connected and generate a transmission input speed signal, which is a function of the transmission input speed. The transmission input speed signal can be sent to the transmission control unit. 10 via an electrical connection 11 to be delivered. A transmission output speed sensor. 22 can be used with the gearbox 20 be connected and generate a transmission output speed signal, which is a function of the transmission output speed. The transmission output speed signal can be sent to the transmission control unit. 10 via an electrical connection 11 to be delivered. The output of the gearbox. 20 can with a wave 60 It must be connected and suitable for rotating it. The shaft 60 can in turn be equipped with a ground-level engagement wheel 70must be connected and suitable to drive it, and thereby propel a machine.

[0020] The engine control unit 30 It may be suitable for obtaining operating parameters that include an engine speed signal. The engine control unit 30 can process the received signals to generate a fuel injection control signal for adjusting the fuel supply to the engine. 40 to generate based on the received signals. From one perspective, the engine control unit can 30 via an electrical connection 31 32 with an engine speed sensor 41 , which is suitable for detecting engine speed and generating an engine speed signal, or with other sensors 42 be connected. In some aspects, the engine control unit 30 able to determine the speed, angular position and direction of rotation of a rotatable shaft.

[0021] The operation of the engine control system 1 can be located in an electronic control module (ECM) 80 begin. The ECM 80 can provide information about the operation of the engine control system 1 through a multitude of sensors 21 , 22 , 23 , 41 , 42 received. The ECM 80 can the information from the multitude of sensors 21 , 22 , 23 , 41 , 42 use to start the engine 40 , the torque converter 50 and the gearbox 20 to control the transmission control unit 10 and the engine control unit 30 can communicate with the ECM 80 are available. From one perspective, the transmission control unit can be... 10 and the engine control unit 30 into the ECM 80 be integrated. For example, the ECM can 80 the amount of fuel that goes into the engine 40The ECM controls the injection of fuel per engine cycle, the ignition timing, the variable valve timing, and the processes of other engine components. Accordingly, the ECM can 80 The parameters according to which the engine operates are controlled or dictated by the ECM. 80 can be implemented through software instructions.

[0022] The engine control system 1 Furthermore, an idle speed control unit (ISC) may be included. 90 include the ISC unit. 90 It can regulate the engine idle speed. The ISC unit 90 can provide stabilization of the motor when loads are applied to the motor 40 can be created. The ISC unit can be defined according to one aspect. 90 the engine's idle speed 40 It adjusts under at least one or more conditions, such as high idle, low idle, warm idle, air conditioning idle, and automatic transmission load. In some aspects, the ISC unit can90 through the ECM 80 can be controlled.

[0023] Fig. Figure 2A shows a cross-sectional view of an example torque converter. 50 of the engine control system, whereby the locking clutch 51 has been disengaged. The torque converter 50 can a pump impeller 52 and a turbine 53 include the rotating housing. 54 of the torque converter 50 can be attached directly to an engine flywheel 44 be attached.

[0024] The pump impeller 52 can be used with a crankshaft 43 of the motor. 52 into the torque converter housing 54 It can be integrated. In some aspects, the pump impeller can be integrated. 52 from the crankshaft 43 to be driven. The fluid in the pump impeller 52 can interact with the pump impeller 52rotate so that, as the pump impeller speed increases, the centrifugal force pushes the fluid outwards towards the turbine. 53 lets it flow.

[0025] The turbine 53 can occur inside the torque converter 50 are located. According to one aspect, the turbine can 53 not with the torque converter housing 54 be connected. The transmission shaft 25 of the gearbox 20 can be achieved by wedges 56 with the turbine 53 be connected when the torque converter 50 on the gearbox 20 is mounted. In some aspects, this can be determined by the pump impeller. 52 Fluid flowing outwards to the turbine 53 are transferred, thereby the turbine 53 in the same direction as the engine crankshaft 43 is being filmed.

[0026] The torque converter can optionally be 50 further a stator 57 include the stator 57can be placed between the pump impeller 52 and the turbine 53 be installed. The stator 57 can the fluid that powers the turbine 53 leaves, to the pump impeller 52 redirect there.

[0027] The torque converter 50 A one-way coupling can also be used 58 to drive the torque converter. The one-way clutch 58 can the stator 57 allow themselves to move in the same direction as the transmission shaft 25 to turn. The torque converter 50 It can use a hydraulic system that employs oil also shared by a brake cooling system, a parking brake release system, and a body lifting system. Thus, the torque converter can be operated while the torque converter is engaged. 50 the gearbox 20 hydraulically driven.

[0028] The torque converter 50 can a locking clutch 51for direct drive. The locking clutch 51 can be in the torque converter 50 be implemented to power the engine 40 and the gearbox 20 to lock them together. The locking coupling 51 in front of the turbine 53 be positioned. During direct drive, the locking clutch can be engaged. 51 the engine crankshaft 43 and the transmission shaft 25 connect to the engine 40 and the gearbox 20 to couple mechanically.

[0029] Fig. Figure 2A shows a cross-sectional view of an example torque converter. 50 of the engine control system 1 , wherein the locking clutch 291 is engaged. Is the locking clutch engaged? 51 inset to engage the engine 40 and the gearbox 20 to connect, the locking coupling can 51 together with the pump impeller 52 and the turbine 53rotating. The locking clutch can be used in various aspects. 51 the engine 40 and the gearbox 20 cause the transmission to change speed 40 to turn. Is the locking clutch 51 When engaged, 95% of the engine's output can be used. 40 generated power or more to the gearbox 20 can be transferred. In certain aspects, 100% of the engine's output can be transferred. 40 20 generated power to the gearbox 20 be transferred.

[0030] Optionally, as in Fig. 1 shown, the locking clutch 51 in communication with the ECM 80 be connected so that the locking clutch 51 from the ECM 80 can be controlled. The ECM 80 can the locking clutch 51 Activate when a direct drive is necessary. Is the locking clutch engaged? 51 activated, the locking clutch can 51They are engaged hydraulically. When the locking clutch 51 Once engaged, the locking clutch can 51 the torque converter 50 put it into direct drive, and get the full power from the engine 40 can be done through the torque converter 50 be transferred.

[0031] Engine speed 40 It is normally controlled in response to a desired engine speed signal. During engagement of the locking clutch, the transmission speed is adjusted in response to the engine speed. 40 regulated. While the locking clutch 51 As the engine is engaged, the engine speed can change. 40 be higher than the transmission speed. This speed difference causes a sudden engine acceleration when the locking clutch engages. 51The transmission moves from a disengaged position to a retracted position. Depending on the duration of the acceleration phase, the operator may experience a rough shift or a shift with unacceptable acceleration. Under otherwise consistent conditions, such an unexpected change in machine speed can, for example, impair the ability to precisely control the machine in fine grinding applications and may lead an operator to perceive the machine quality as poor. In response to these problems, the motor speed is adjusted to a speed at which the speed difference between the motor speed and the transmission speed is reduced. 40 and the transmission speed is minimized while the locking clutch moves towards the engagement position.

[0032] In one embodiment, the rotational speed of the motor can be set. 40 to a desired engine speed when the ECM 80The locking clutch command is activated. The desired engine speed can be lower than a previous engine speed measured before the locking clutch engaged. In accordance with the desired engine speed, an engine speed can be set. 40 The engine speed can be incrementally reduced to the desired speed without causing unacceptable acceleration or torque interruption as the locking clutch moves towards the engagement position. Optionally, the engine speed can be set to [various parameters]. 40 Immediately before the locking clutch engages, the engine speed is incrementally reduced to the desired speed. The extent of this incremental change in engine speed can be determined based on various factors. 40The locking clutch can be adjusted as a function of the difference between a previous transmission speed and the previous engine speed, both measured before the clutch engages. In some aspects, once the locking clutch command is activated, the previous transmission speed and the previous engine speed can be determined before the mechanical movement of the locking clutch. 51 The engagement process is measured. Optionally, the previous transmission speed and the previous engine speed can be measured during the mechanical movement of the locking clutch. 51 to be measured for the procedure.

[0033] Fig. Figure 3 shows a flowchart 100 , exemplary steps for controlling the speed of the motor 40 in relation to a desired engine speed. 110 can the ECM 80 Activate the locking clutch command. 120Can a previous engine speed be determined by an engine speed sensor? 41 to be measured, which is attached to the engine 40 is appropriate, and the information can be sent to the ECM 80 be transferred. 130 Can the information about a previous engine speed be obtained from transmission sensors? 21 , 22 received and sent to the ECM 80 be transferred. 140 can the ECM 80 Based on the information obtained regarding the previous engine speed and the previous transmission speed, a desired engine speed for the locking clutch engagement is determined. In some aspects, the desired engine speed may be equal to or lower than the previous engine speed. In others, the desired engine speed may be equal to or higher than the previous transmission speed.

[0034] As soon as the ECM 80Once the desired engine speed has been determined, the ECM can 80 at 150 initiate the locking clutch engagement by incrementally increasing the engine speed 40 adjusts to the desired engine speed. In some aspects, the extent of the incremental change in engine speed can be adjusted. 40 a function of the difference between the previous engine speed and the previous transmission speed. In some aspects, the magnitude of the incremental change in engine speed can be 40 in a range of approximately 1% to approximately 50% of the difference between the previous engine speed and the previous transmission speed. Optionally, the magnitude of the incremental change in engine speed can be adjusted as a function of the difference between the previous transmission speed and the previous engine speed. 160The engagement of the locking clutch can be completed at the desired engine speed.

[0035] In another embodiment, a desired engine speed can be defined as a function of increasing the efficiency of the torque converter. 50 The engagement of the locking clutch is determined by the speed. One advantage of using a locking clutch mechanism is the improvement in torque converter efficiency. Torque converter efficiency can be defined by the speed ratio between a transmission speed and an engine speed, and / or the torque ratio between the transmission and the engine, and / or the product of the speed ratio and the torque ratio. Is the locking clutch 51 If the locking clutch is not engaged, the torque converter efficiency can reach up to 95% or more, but less than 100%. 51When engaged for direct drive, the torque converter efficiency can reach up to 100%. A desired engine speed can be determined at a speed lower than the engine speed measured before the locking clutch engaged. The extent of the engine speed reduction 40 This can be proportional to a predicted higher level of torque converter efficiency due to the engagement of the locking clutch. From one perspective, the engine speed can be affected. 40 The engine speed is incrementally reduced to the desired speed while the locking clutch moves towards the engagement position.

[0036] Fig. 4 shows a flowchart 200 , exemplary steps for controlling the speed of the motor 40 in relation to a desired engine speed. 210 can the ECM 80 Activate the locking clutch command. 220Can a previous engine speed be determined by an engine speed sensor? 41 to be measured, which is attached to the engine 40 is appropriate, and the information can be sent to the ECM 80 be transferred. Similarly, in the case of 230 the information about a previous engine speed from transmission sensors 21 , 22 received and sent to the ECM 80 be transferred. 240 can the ECM 80 Based on the information obtained regarding the previous engine speed and the previous transmission speed, calculate the torque converter efficiency in the torque converter drive and determine a predicted increase in torque converter efficiency when the torque converter drive is in direct drive mode. 250 can the ECM 80Determine a desired engine speed at a speed lower than the previous engine speed, to an extent proportional to a predicted increase in torque converter efficiency due to the engagement of the locking clutch. 260 can the ECM 80 incrementally reduce the engine speed to the desired engine speed. As a result, when... 270 The engagement of the locking clutch must be completed at the desired engine speed.

[0037] In another embodiment, the engagement of the locking clutch can occur for a transitional period when the ECM 80 the locking clutch 51 activated. One engine speed. 40 can be set to a desired engine speed for the transition period when the locking clutch is engaged 51moves towards the engagement position. From one perspective, the transition time can be adjusted as a function of the difference between a gearbox speed and an engine speed.

[0038] Fig. 5 shows a diagram 300 , which shows an exemplary locking clutch engagement process with regard to the transition time. If the ECM 80 the locking clutch 51 activated, the ECM 80 Determine a transition time for the engagement of the locking clutch. From one perspective, the transition time can be correlated with a desired engine speed. Once the desired engine speed is reached, the ECM 80 Once determined, the engine speed can be incrementally reduced to the desired engine speed for the transition period. According to one aspect, the ECM can 80The ECM determines the rate of incremental change in engine speed as a function of engine speed, transmission speed, and desired engine speed. In some aspects, the rate of incremental change in engine speed can remain constant during engagement of the locking clutch. In other aspects, the ECM can 80 The rate of incremental change in the motor speed can be adjusted to vary as the locking clutch moves towards the engaged position. Optionally, the engagement time of the locking clutch can be longer than the disengagement time. For example, the engagement time can range from approximately 1 / 100th of a second to approximately 1 / 5th of a second. Preferably, the engagement time can be approximately 1 / 10th of a second. Commercial applicability

[0039] The revelation can be applied to any engine control system.1 applicable where the control of a locking clutch 51 is desired. In particular, the disclosure may relate to an electronic control module (ECM) 80 applicable with an internal model that calculates a desired motor speed and a motor speed 40 during the engagement of the locking clutch 51 adjusts to the desired engine speed.

[0040] The engine control system 1 can power an internal combustion engine 40 embody, for example, a diesel engine, a gasoline engine, a gaseous fuel-powered engine (e.g., a natural gas engine), or any other type of internal combustion engine known to a person skilled in the art. The electromagnets 24 Can an electrical system and a hydraulic system be integrated into the engine control system? 1 connect them.

[0041] The gearbox 20It could be an automatic transmission. The automatic transmission 20 It could be a separate hydraulic system. The automatic transmission 20 can be used with the transmission control unit 10 be connected. The transmission control unit 10 It may be suitable for receiving inputs that include a vehicle speed signal. Furthermore, the automatic transmission 20 be able to mechanically engage the locking clutch 51 during the operation of the engine control system 1 to be connected. To the automatic transmission 20 to control the transmission control unit 10 The system comprises a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an interface. The CPU can be configured to process the input signals in accordance with various control programs stored in the ROM to control the automatic transmission. 20are stored, to be processed. The transmission control unit 10 can be accessed via the ECM 80 be integrated.

[0042] The engine control unit 30 It can include a microcomputer comprising a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), and an interface. The engine control unit 30 can be trained to process signals from various sensors 41 , 42 to obtain, such as a mass airflow sensor, a temperature sensor, a Hall effect sensor, a pressure sensor and an engine speed sensor.

[0043] The engine control unit 30 It can be configured to process the received signals, which include a desired speed signal and an actual engine signal, and to regulate the engine speed in a closed-loop control unit in response to these signals. In particular, the engine control unit can 30in communication with an engine speed sensor 41 It must be connected to a device capable of detecting engine speed and generating an engine speed signal. The engine control unit 30 It may also be connected to an engine temperature sensor that is connected to the engine 40 is connected and generates an engine temperature signal.

[0044] The engine control unit 30 can process the received signals to control the fuel supply to the engine 40 to regulate in response to a difference between a desired engine speed signal and an actual engine speed signal. According to one aspect, the engine control unit can 30 be suitable to provide a motor output in accordance with a command from the transmission control unit 10 to control the engine control unit 30 It can utilize various speed control strategies. For example, the engine control unit can 30The actual engine speed is regulated using a proportional-integral-derivative (PID) control loop so that it corresponds to the desired engine speed. The transmission control unit 30 can be accessed via the ECM 80 be integrated.

[0045] The transmission control unit 10 and the engine control unit 30 can communicate with the ECM 80 stand. The ECM 80 can provide information from the engine control system 1 from a multitude of sensors 21 , 22 , 23 , 41 , 42 use to adjust the torque converter in each case 50 and the gearbox 20 by exciting the corresponding electromagnets 24 to control.

[0046] The ECM 80 can the locking clutch 51 Activate when a direct drive is necessary. Is the locking clutch engaged? 51 activated, the locking clutch can 51It can be engaged hydraulically. From one perspective, the locking clutch can be... 51 a connection between the rotating housing 54 and a transmission shaft 25 will be. The transmission shaft 25 can mechanically control the torque converter 50 and the gearbox 20 connect. The power supplied by the torque converter 50 The flow can be hydraulic or mechanical.

[0047] The ECM 80 It may include an input circuit to accept various input signals from a variety of sensors. 21 , 22 , 23 , 41 , 42 to process the voltage levels of the sensors 21 , 22 , 23 , 41 , 42 to regulate, and output signals for controlling the motor. 40 , of the gearbox 20 and the locking clutch 51 to generate the ECM 80It can be equipped with a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), and an interface. The ROM can store various operating programs executed by the CPU, and the RAM can store the results of calculations performed by the CPU. The ECM 80 It may also include an output circuit that sends signals to the torque converter. 50 issues and delivers.

[0048] The operating programs can include various engine speed control strategies for engaging the locking clutch. Depending on one aspect, the program can control the ECM. 80 configure to determine a desired motor speed and incrementally adjust the motor speed. 40 to reduce the engine speed to the desired level while the locking clutch moves towards the engagement position. In some aspects, the program can control the ECM. 80Configure to determine the desired engine speed at a lower speed than the actual engine speed, to an extent proportional to a predicted increase in torque converter efficiency due to the engagement of the locking clutch. In various aspects, the program can configure the ECM. 80 Configure to determine a transition time necessary for the locking clutch to fully engage. Optionally, the program can utilize a combination of these different engine speed control strategies.

[0049] The revelation is universal for use in an ECM 80Suitable for many different types of road machinery, such as machines used in industries like mining, construction, agriculture, or transportation. For example, the machine could be an earthmoving machine, such as a tracked tractor, tracked loader, wheel loader, excavator, dump truck, backhoe, motor grader, material handling machine, or similar. Additionally, one or more attachments can be connected to the machine, used for various tasks, including brushing, compacting, grading, lifting, loading, plowing, and ripping. These attachments include, for example, drills, dozer blades, crushers / hammers, brushes, buckets, compaction equipment, cutting equipment, forklift attachments, leveling knives and corner knives, grapples, shares, rippers, scarifiers, shears, snowplows, snow wings, and others.Similarly, the disclosure is universal for use in an electronic control module (ECM). 80 Suitable for many types of generator sets, which typically include a generator and a drive motor.

[0050] It is understood that the foregoing description provides only examples of the disclosed system or technology. However, it is acknowledged that other implementations of the disclosure may differ in detail from the examples given above. All references to the disclosure or its examples are to be understood as referring specifically to the example discussed here and are not intended to limit the scope of the disclosure in general. Any formulations of distinction or devaluation with respect to certain features are intended to indicate less preference for these features, but not to exclude them from the scope of the disclosure unless otherwise stated.

[0051] The mention of value ranges here serves only as a shorthand method for listing each separate value that falls within the range, unless otherwise indicated here, and each separate value is included in the description just as if it had been listed individually. All procedures described here may be carried out in any suitable order, unless otherwise specified or it is clearly contrary to the specific context.

Claims

[1] Engine control system ( 1 ), comprehensive: a torque converter ( 50 ); an engine ( 40 ), which is connected to the torque converter ( 50 ) is interconnected; a gearbox ( 20 ), which is connected to the torque converter ( 50 ) is interconnected; a locking clutch ( 51 ), which are in the torque converter ( 50 ) is housed, with the locking clutch ( 51 ) is configured, the engine ( 40 ) and the gearbox ( 20 ) to connect mechanically when the locking clutch ( 51 ) is indented; an engine speed sensor ( 41 ), which is configured to maintain a previous engine speed prior to the engagement of the locking clutch ( 51 ) is measured; a transmission speed sensor ( 21), which is configured to maintain a previous transmission speed prior to the engagement of the locking clutch ( 51 ) is measured; an engine control module ( 80 ), which is configured to: to determine a desired engine speed at a speed lower than the previous engine speed; and a speed of the engine ( 40 ) to reduce to the desired engine speed, at least immediately before the locking clutch moves ( 51 ) and / or while the locking clutch ( 51 ) moved into the intervention position. [2] Engine control system ( 1 ) according to claim 1, wherein the engine control module ( 80 ) is further configured to have a motor speed ( 40) to incrementally reduce to the desired engine speed, wherein the extent of the incremental speed change is in a range of approximately 1% to approximately 50% of the difference between the previous transmission speed and the previous engine speed. [3] Engine control system according to claim 1, wherein the engine control module ( 80 ) is further configured to achieve the desired engine speed as a function of increasing the efficiency of the torque converter ( 50 ) to determine based on the engagement of the locking clutch, where the torque converter efficiency is defined by a speed ratio between a gearbox speed and an engine speed, and / or a torque ratio between the gearbox ( 20 ) and the engine ( 40 ), and / or a product of the speed ratio and the torque ratio, where a torque converter efficiency value before the engagement of the locking clutch is higher than a torque converter efficiency value after the engagement of the locking clutch. [4] Engine control system ( 1 ) according to claim 3, wherein the engine control module ( 80 ) is further configured to determine the desired engine speed at a speed lower than the previous engine speed, in an amount proportional to a predicted increase in torque converter efficiency due to the engagement of the locking clutch. [5] Engine control system according to claim 1, wherein the engine control module ( 80 ) is further configured to: to activate a locking clutch engagement command; to determine a transition time until the locking clutch has fully engaged; and to complete the engagement of the locking clutch for the transition period while the engine speed is adjusted to the desired engine speed. [6] Procedures in an engine control system ( 1 ) for connecting a motor ( 40 ) and a gearbox ( 20 ) via a locking clutch ( 51 ), the procedure comprising: Active connection of the motor ( 40 ) with a torque converter ( 50 ); Functional connection of the gearbox ( 20 ) with a torque converter ( 50 ); Housing the locking coupling ( 51 ) in the torque converter ( 50 ); Configuring the locking clutch ( 51 ), to start the engine ( 40 ) and the gearbox ( 20 ) to connect mechanically when the locking clutch ( 51 ) is indented; Measuring a previous engine speed of the engine ( 40 ), via an engine speed sensor (41 ), before the locking clutch engages ( 51 ); Configuring an engine control module ( 80 ), in order to: to determine a desired engine speed at a speed lower than the previous engine speed; and Setting the engine speed ( 40 ) to the desired engine speed at least immediately before the movement of the locking clutch ( 51 ) and / or while the locking clutch ( 51 ) moved into the intervention position. [7] The method of claim 6, further comprising the following step: Configuring the engine control module ( 50 ), to achieve the desired engine speed as a function of increasing the efficiency of the torque converter ( 50 ) to determine based on the engagement of the locking clutch, where the torque converter efficiency is defined by a speed ratio between a gearbox speed and an engine speed, and / or a torque ratio between the gearbox ( 20 ) and the engine ( 40 ), and / or a product of the speed ratio and the torque ratio, where a torque converter efficiency value before the engagement of the locking clutch is higher than a torque converter efficiency value after the engagement of the locking clutch. [8] The method of claim 6, further comprising the following step: Configuring the engine control module ( 80 ) to determine the desired engine speed at a speed lower than the previous engine speed, in an amount proportional to a predicted increase in torque converter efficiency due to the engagement of the locking clutch. [9] The method of claim 6, further comprising the following step: Configuring the engine control module ( 80 ), in order to: to activate a locking clutch engagement command; to determine a transition time until the locking clutch has fully engaged; and to complete the engagement of the locking clutch for the transition period, during a speed of the engine ( 40 ) is set to the desired engine speed. [10] Method according to claim 9, wherein the transition time for completing the engagement of the locking clutch is in a range of about 1 / 100 sec. to about 1 / 5 sec.