CN111997739A - Integrated powertrain compressor outlet temperature control - Google Patents

Abstract

The invention relates to integrated powertrain compressor outlet temperature control. Systems, apparatus, and methods are provided that include operating a vehicle system that includes 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. The operating technique includes estimating an engine load of the engine by using a future horizon of vehicle operation based on current and predicted terrain information, and estimating a compressor outlet temperature at the compressor outlet based on the estimated engine load. The technique includes adjusting an 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 gear selection of the transmission. The starter of the shift includes an automatic manual transmission, an intelligent shift assist system, or other driver assistance devices. If the estimated compressor outlet temperature is less than the threshold, the gear selection of the transmission is maintained.

Description

Integrated powertrain compressor outlet temperature control

technical field

The present invention relates to internal combustion engine operation, and more particularly, to systems and methods for regulating engine operating conditions of an internal combustion engine to reduce charge air cooler failures due to high compressor outlet temperatures.

Background technique

Charge air coolers are often supplied to manufacturers by third parties, and therefore their designs may vary. As a result, charge air coolers can fail at different temperatures due to design changes. Additionally, charge air coolers may fail due to high compressor outlet temperatures. In one example of a charge air cooler failure, a high compressor outlet temperature may exceed 250 degrees Celsius. A less optimal solution is to reduce engine power to further control compressor outlet temperature. This is not the best solution, as lower engine power means less engine power and lower engine performance for the vehicle and the operator.

Therefore, there is a continuing need for further contributions in this technical field.

SUMMARY OF THE INVENTION

Unique systems and methods are disclosed for controlling compressor outlet temperature by changing engine operating states based on predicted or normal engine overheat operating modes. The predictive mode of operation 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 a temperature sensor or other device is used to determine the actual compressor outlet temperature.

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. Additionally, the engine operating state may vary, wherein the engine operating state exceeds the compressor outlet temperature threshold in response to the estimated compressor outlet temperature. Engine operating states include engine speed and engine torque.

By changing engine operating state and/or transmission gear selection before vehicle systems encounter predicted or look-ahead terrain, charge air cooler overheating will be avoided and charge air cooler (CAC) reduced due to high compressor outlet temperatures Fault. Therefore, use predicted route information to estimate or monitor compressor outlet temperature and assist drivers by employing enablers such as automatic manual transmission enablers, intelligent shift assist systems for manual transmissions, or third-party driver aids Modify gear selection before overheating charge air cooler and compressor outlet.

This Summary is provided to introduce some concepts that are 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 drawings.

Description of drawings

FIG. 1 is a schematic diagram of a portion of a vehicle system.

FIG. 2 is a flowchart of a process for controlling operation of the vehicle system of FIG. 1 in response to a compressor outlet temperature threshold.

Detailed ways

While the invention may take many different forms, for the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiments illustrated in the drawings, and specific language will be used to describe them. It should be understood, however, that no limitation of the scope of the invention is thereby intended. Any changes and further modifications to the described embodiments, and any further applications of the principles of the invention as described herein, will generally occur to those skilled in the art to which this invention relates.

Referring to FIG. 1 , a vehicle system 20 is shown in schematic form. Other forms of vehicle systems are within the scope of this application, and vehicle system 20 is but one such example. The vehicle system 20 includes an engine 30 coupled to an intake system 22 that provides boost flow to the engine 30 and an exhaust system 24 that outputs exhaust gas in an exhaust flow. In certain embodiments, engine 30 includes a premixed internal combustion engine in which the gaseous fuel flow is premixed with the boosted flow. The gaseous fuel may be, for example, natural gas, biogas, methane, propane, ethanol, producer gas, biogas, oilfield gas, liquefied natural gas, compressed natural gas, or landfill gas.

In another embodiment, the engine 30 includes a lean burn engine, such as a diesel cycle engine, that uses a liquid fuel such as diesel fuel and a gaseous fuel such as natural gas. The gaseous fuel may 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, such as any suitable liquid and gaseous fuels, are not excluded. In the illustrated embodiment, the engine 30 includes six cylinders 34a-34f arranged in two banks 36a, 36b. However, the number of cylinders (collectively referred to as cylinders 34 ) may be any number, and unless otherwise stated, the arrangement of cylinders 34 may be any arrangement including an in-line arrangement and is not limited to the number and arrangement shown in FIG. 1 .

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 dead center and bottom dead center while rotating a crankshaft (not shown). Each cylinder 34, its corresponding piston and cylinder head form a combustion chamber. Engine 30 includes six such combustion chambers. However, it is contemplated that engine 30 may include a greater or lesser number of cylinders 34 and combustion chambers, and that cylinders 34 and combustion chambers may be arranged in an "in-line" configuration, a "V-shaped" configuration, or any other suitable configuration.

In one embodiment, engine 30 is a four-stroke engine. That is, for each complete engine combustion cycle (ie, for every two complete crankshaft revolutions), each piston of each cylinder 34 moves through the intake stroke, compression stroke, combustion or power stroke, and 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 the various combustion chambers, and during which exhaust gas is supplied to Exhaust manifold 38 .

Engine 30 includes cylinders 34 connected to intake system 22 to receive boost flow and to exhaust system 24 to release exhaust gas produced by combustion of fuel. 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, exhaust system 24 may provide exhaust gas to turbocharger 40 . In other embodiments, multiple turbochargers are included to provide high pressure and low pressure turbocharging stages that compress the intake air stream.

The intake system 22 includes one or more inlet supply conduits 26 connected to the engine intake manifold 28 that distribute boost flow to the cylinders 34 of the engine 30 . Exhaust system 24 is also coupled to engine 30 through engine exhaust manifold 38 . The exhaust system 24 includes an exhaust conduit 46 extending from the exhaust manifold 32 to the exhaust valves. In the illustrated embodiment, exhaust conduit 46 extends to turbine 42 of turbocharger 40 . The turbine 42 includes a valve, such as a controllable wastegate 48 or other suitable bypass, operable to selectively bypass at least a portion of the exhaust gas flow around the turbine 42 to reduce boost and engine torque under certain operating conditions. 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.

An aftertreatment system (not shown) may be connected to outlet conduit 66 . Aftertreatment systems may include, for example, three-way catalysts (TWC), oxidation devices (DOC), particulate removal devices (DPF, CDPF), component absorbents or reductants (SCR, AMOX, LNT), reductant systems, and if desired other parts.

In one embodiment, exhaust conduit 46 is fluidly 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 turbochargers and wastegate turbochargers. Turbocharger 40 may also include multiple turbochargers. Turbine 42 is connected via shaft 43 to compressor 44 , which is fluidly coupled to inlet supply conduit 26 .

Compressor 44 receives the flow of fresh air from 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 . Inlet supply conduit 26 may include charge air cooler 56 downstream of compressor 44 and intake throttle 58 . In another embodiment, charge air cooler 56 is located in intake system 22 upstream of intake throttle 58 . Charge air cooler 56 may be disposed in inlet air supply conduit 26 between engine 30 and 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 thermal energy Flow to or from engine 30 .

During 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 conditioned in any known manner. Intake system 22 may include components configured to facilitate or control boost flow into engine 30 , and may include intake throttle 58 , one or more compressors 44 and charge air cooler 56 . Intake throttle 58 may be coupled via fluid passages upstream or downstream of compressor 44 and configured to regulate the flow of atmospheric air and/or combined air/EGR flow, if present, to engine 30 . 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 prior to engine 30 Level. The boost flow is pressurized by compressor 44 and delivered through charge air cooler 56 and supplied to engine 30 through inlet supply conduit 26 to engine intake manifold 28 .

The vehicle system 20 includes a transmission 90 coupled to the engine 30 for regulating the output torque of the engine 30 and transmitting the output torque to the driveshaft. In certain embodiments, transmission 90 may be connected to the engine crankshaft via a torque converter, flywheel, transmission, and/or clutch, which are not shown for clarity.

The vehicle system 20 and/or the engine 30 include 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 the regulation and control of the operation of the transmission 90 . ECU 100 and/or TCU 140 are each in electrical communication with various sensors (not shown) in vehicle system 20 and/or engine 30 for receiving and transmitting conditions of vehicle system 20 , engine 30 and transmission 90 , such as temperature and pressure state, engine load, engine operating states including engine speed and engine torque, and gear selection of transmission 90 . In some 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), among others. It is contemplated that ECU 100 and/or TCU 140 may be integrated within engine 30 or transmission 90, respectively. Various other electronic control units for vehicle subsystems are typically present in vehicle system 20 .

The ECU 100 and/or the TCU 140 are provided to receive data from various sensors as input and send command signals as outputs to various actuators. Some of the various sensors and actuators that may be employed are described in detail below. ECU 100 and/or TCU 140 may include, for example, processors, memory, clocks, and input/output (I/O) interfaces.

The ECU 100 is configured to perform certain operations to receive and interpret signals from any of the components and sensors of the vehicle system 20 . One example of a sensor includes temperature sensor 110 located near the outlet of compressor 44 . In this embodiment where 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 temperature sensor 110 .

It should be appreciated that the ECU 100 or control module may 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 may be a single device or distributed devices, and the functions of the ECU 100 may 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 be able to perform any of the described operations.

The ECU 100 includes stored data values, constants and functions, as well as operating instructions stored on a computer readable medium. For example, ECU 100 may include compressor outlet temperature thresholds for compressor 44 , acceptable engine operating conditions for engine calibration speeds and engine calibration torques including engine 30 , and corresponding gear selections for transmission 90 . A table or graph of ranges, values, and limits. Any operations of the example processes described herein may be performed, at least in part, by the ECU 100 . Other groupings that perform similar overall operations are understood to be within the scope of this application. A module may be implemented in hardware and/or software on one or more computer-readable media, and a module may be distributed over various hardware or software components.

Certain operations described herein include operations that 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 (eg, voltage, frequency, current, or pulse width modulation (PWM) indicative of the value) signal)), receive a software parameter indicative of the value, read the value from a memory location on a computer-readable medium, receive the value as a runtime parameter by any means known in the art and/or by receiving the value from which it can be calculated The numerical value of the parameter being interpreted or determined, and/or the default value of the parameter value being interpreted or determined by reference.

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

Shifting of gears of the transmission 90 may be accomplished 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 may also be used in conjunction with the ECU 100 and/or the TCU 140 to operate the gears of the transmission 90 .

For an automatic manual transmission (AMT), the driver can shift gears without depressing the clutch, where electronically controlled clutch and gear actuators are used with transmission 90 . If a gear change is required, the transmission 90 is automatically disengaged before the driver selects a new gear. AMT automation to help the driver make shift decisions. AMT includes optimized shifting based on grade, vehicle weight, engine torque and throttle position.

For smart shift assist systems for manual transmissions (SMT), the ECU 100 or TCU 140 determines and displays recommended gears 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 the 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 that determines the torque needed to deliver the power level requested by the driver. The powertrain optimizes shifting based on grade, vehicle weight, engine torque and throttle position. SMT automatically detects vehicle weight, slope and operating gear, then selects the optimum torque for the best fuel economy and performance in each gear.

For third party driver aids, the ECU 100 or the TCU 140 of the vehicle system 20 may also be communicatively coupled to the control systems of one or more vehicles of the fleet. A fleet may include multiple vehicles. Each vehicle may be similar to vehicle system 20 in make and model. In an alternative form, the 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 vehicle system 20 . The navigation system and wireless communication device may be coupled 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. Vehicles in the fleet can also communicate with the network cloud. The third party device or system includes any driver assistance device to assist the driver in changing gears of the transmission.

A more specific description of certain embodiments of controller operation is discussed herein in conjunction with FIG. 2 . The operations shown are understood to be exemplary only, and operations may be combined or divided, 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 the 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 functions that cause the computer to perform one or more operations. instructions, or issuing commands to other devices to perform one or more actions.

Routine 200 begins at operation 202, which may begin with an explanation of a switch-on event, start-up of engine 30, and/or start-up by an operator or technician.

At operation 204 , the ECU 100 determines the established route based on 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 position of the transmission 90 of the vehicle system 20 are further determined.

At operation 206 , the ECU 100 determines whether the current terrain information or the vehicle position of the vehicle system 20 can be determined. If the current location 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.

If the current terrain information or vehicle position of the vehicle system 20 can be determined, the ECU 100 will continue with operation 208 . At operation 208 , the ECU 100 determines whether predicted terrain information on which the vehicle system 20 will travel can be determined based on the established route. Based on the current location of the vehicle at operation 206, the ECU 100 will estimate the vehicle's future route and may retrieve road information for the list of estimated future routes, including, for example, the slope of the road on the route, the type of road on the route ( For example, paved, gravel, dirt, etc.), traffic along the route, stop signs, traffic lights, road hazards, etc. Additionally, in some examples, the ECU 100 may obtain weather data related to environmental conditions along the route (eg, precipitation amount, 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, at operation 204 , the ECU 100 may select the desired route from the list of future routes. However, in other examples, the ECU 100 may select more than one route from the list of future routes in response to input from the vehicle operator regarding the desired destination. Thus, in response to a selection of a desired destination and/or route, the ECU 100 may narrow down the list of potential vehicle routes based on the selection.

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 for 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 in the normal operating mode at operation 220 operate.

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

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, a predicted mode of operation is not required, and estimating the compressor outlet temperature includes measuring the compressor outlet temperature using a 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 .

At 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 mode of operation, the ECU 100 compares the estimated compressor outlet temperature to a 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, the routine will continue to operation 218 . At operation 218, the engine operating state of the engine 30 is maintained. Such engine operating states of the engine 30 include the current engine speed, the current engine torque, and the current gear of the transmission 90 . At operation 216 , if the estimated or measured compressor outlet temperature is greater than the compressor outlet temperature threshold, the routine will continue to operation 222 .

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

At operation 226 , the ECU 100 or TCU 140 can determine and broadcast the new gear setting to the transmission 90 , which may require a gear change of the transmission 90 . As noted above, shifting gears of the transmission 90 may be accomplished by a variety of enablers, including, but not limited to, an automatic manual transmission, an intelligent shift assist system for a manual transmission, or third-party driver aids. These enablers may also be used in conjunction with the ECU 100 and/or the TCU 140 to operate the gears of the transmission 90 .

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

In one form of the first aspect, adjusting the engine operating state includes shifting gears of the transmission until the estimated compressor outlet temperature is less than a compressor outlet temperature threshold. In a further refinement, 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 when shifting gears. In another refinement, a shift signal is provided that indicates an engine operating condition requiring a gear change of the transmission.

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

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.

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

In a second aspect, a method includes operating a vehicle system including an intake system coupled to an internal combustion engine, the intake system coupled to a compressor, and a transmission coupled to the engine; measuring a compressor outlet of the compressor outlet temperature; the engine operating state is adjusted in response to the measured compressor outlet temperature exceeding a compressor outlet temperature threshold.

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

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

In a third form of the second aspect, measuring the compressor outlet temperature includes measuring with a temperature sensor located near the compressor outlet.

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

In a third aspect, a system comprising: 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; a controller, wherein the controller is configured to determine a current terrain position and a leading terrain position for vehicle operation to estimate an engine load of the internal combustion engine by using the current and leading terrain information, wherein the compressor outlet compressor is estimated based on the estimated engine load an outlet temperature, and the engine operating state is modified in response to the estimated compressor outlet temperature exceeding a compressor outlet temperature threshold.

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

In a second form of the third aspect, the controller is configured to provide a shift signal indicative of an engine operating condition requiring the controller to change a gear of the transmission.

In a third form of the third aspect, the controller configured to adjust the engine operating state further includes adjusting at least one of the engine speed or the engine torque to the engine calibration speed or the engine calibration torque, respectively, until the compressor outlet temperature is below the compression Machine outlet temperature threshold.

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 includes a controller configured to measure the compressor outlet temperature.

In a fifth form of the third aspect, the controller includes a transmission controller.

While the invention has been illustrated and described in detail in the accompanying drawings and the foregoing description, the same is to be considered illustrative and not restrictive, it being understood that only certain exemplary embodiments have been shown and described. . Those skilled in the art will appreciate that many modifications may be made in the exemplary embodiments without materially departing from this invention. Accordingly, all such modifications are intended to be included within the scope of this disclosure as defined by the following claims.

In reading the claims, it is intended that the use of words such as "a", "an", "at least one" or "at least a portion" is not intended to limit the claim to only one unless the claim expressly states otherwise . When the language "at least a portion" and/or "a portion" is used, the item can include a portion and/or the entire item unless expressly stated otherwise.

Claims (21)

1. A method, comprising:

operating a vehicle system comprising an air intake system connected to an internal combustion engine, the air intake system being connected to a compressor, and a transmission connected to the engine;

estimating an engine load of the engine by using a future horizon of vehicle operation based on current and predicted terrain information;

estimating a compressor outlet temperature at the compressor outlet based on the estimated engine load; and

the engine operating state is adjusted in response to the estimated compressor outlet temperature exceeding a compressor outlet temperature threshold.

2. The method of claim 1, wherein said adjusting an engine operating state comprises shifting a gear of said transmission until said estimated compressor outlet temperature is less than said compressor outlet temperature threshold.

3. The method of claim 2, further comprising:

maintaining one or more of an engine speed or an engine torque at a current engine speed or a current engine torque of the internal combustion engine while shifting gears.

4. The method of claim 2, further comprising:

providing a shift signal indicating that the engine operating state requires a gear shift of the transmission.

5. The method of claim 1, wherein said adjusting an engine operating state comprises adjusting at least one of an engine speed or an engine torque to an engine calibration speed or an engine calibration torque, respectively, until said compressor outlet temperature is less than said compressor outlet temperature threshold.

6. The method of claim 1, wherein the estimating the compressor outlet temperature comprises measuring the compressor outlet temperature using a temperature sensor located near the compressor outlet.

7. The method of claim 1, further comprising:

maintaining the engine operating state in response to the estimated compressor outlet temperature being less than the compressor outlet temperature threshold.

8. A method, 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;

measuring a compressor outlet temperature at a compressor outlet; and

the engine operating state is adjusted in response to the measured compressor outlet temperature exceeding a compressor outlet temperature threshold.

9. The method of claim 8, wherein said adjusting an engine operating state comprises shifting a gear of said transmission until said measured compressor outlet temperature is less than said compressor outlet temperature threshold.

10. The method of claim 9, further comprising:

maintaining one or more of an engine speed or an engine torque at a current engine speed or a current engine torque of the internal combustion engine, respectively, while shifting gears.

11. The method of claim 10, further comprising:

providing a shift signal indicating that an engine operating state requires a gear change of the transmission.

12. The method of claim 8, wherein said adjusting an engine operating condition comprises adjusting at least one of engine speed or engine torque to an engine calibration speed or engine calibration torque, respectively, until said measured compressor outlet temperature is less than said compressor outlet temperature threshold.

13. The method of claim 8, wherein said measuring a compressor outlet temperature comprises measuring with a temperature sensor located near the compressor outlet.

14. The method of claim 8, further comprising:

maintaining the engine operating state at a current engine operating state in response to the measured compressor outlet temperature being less than the compressor outlet temperature threshold.

15. A system, comprising:

an internal combustion engine;

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 location and a look-ahead terrain location of vehicle operation to estimate an engine load of the internal combustion engine using the current and look-ahead terrain information, wherein a compressor outlet temperature at a compressor outlet 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.

16. The system of claim 15, 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.

17. The system of claim 16, wherein the controller is configured to maintain one or more of engine speed or engine torque at a current engine speed or current engine torque of the internal combustion engine, respectively.

18. The system of claim 15, wherein the controller is configured to provide a shift signal indicating that the engine operating state requires the controller to shift gears of the transmission.

19. The system of claim 15, wherein the controller being configured to adjust the engine operating state further comprises adjusting at least one of an engine speed or an engine torque to an engine calibration speed or an engine calibration torque, respectively, until the compressor outlet temperature is below a compressor outlet temperature threshold.

20. The system of claim 15, further comprising:

a temperature sensor located near the compressor outlet; and is

Wherein the estimated compressor outlet temperature comprises a controller configured to measure the compressor outlet temperature.

21. The system of claim 15, wherein the controller comprises a transmission controller.

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