DE102017005412A1 - Method and system for controlling a torque reduction of a gearshift operation - Google Patents

Abstract

The present invention relates to a method of controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine. The method includes the steps of: prior to performing the torque reduction, determining (S1) current conditions including torque and engine speed and / or pressure ratio across and mass air flow rate through the turbocompressor of the engine; Selecting (S2) a certain torque reduction rate before the gear shift operation; Performing (S3) the torque reduction at the selected rate; Determining (S4) a possible occurrence of a tear-off event; and adjusting (S5) the torque reduction rate based on the result of determining the possible occurrence of a stall event to achieve a high torque reduction rate while avoiding the stall event under the particular current conditions for a subsequent gear shift event. The present invention also relates to a system for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine. The present invention also relates to a vehicle. The present invention also relates to a computer program and a computer program product.

Description

TECHNICAL AREA

The invention relates to a method for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine according to the preamble of claim 1. The invention also relates to a system for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine. The invention also relates to a vehicle. The invention also relates to a computer program and a computer program product.

GENERAL PRIOR ART

For vehicles having a turbocharged internal combustion engine, torque reduction of a gearshift with a high torque reduction rate can result in so-called demolition noise, i. H. a backflow of pressurized air through the turbocompressor. This is because the turbocompressor is unable to maintain the pressure that accumulates in the charge air cooler during the relatively rapid reduction in exhaust gas energy content.

By installing a diverter valve to divert this pressurized air past the turbocompressor one can avoid this problem. However, this requires a material change to the turbocharged internal combustion engine through the installation of additional components, thereby increasing costs.

Thus, there is a need to improve the control of the torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine.

OBJECTS OF THE INVENTION

An object of the present invention is to provide a method for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine, which easily and efficiently enables the optimization of the speed of gearshifting performance with reduced risk of demolition noises.

An object of the present invention is to provide a system for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine, which easily and efficiently enables the optimization of the speed of gearshifting performance with reduced risk of demolition noise.

BRIEF SUMMARY OF THE INVENTION

These and other objects, which will become apparent from the following description, are achieved by a method, system, vehicle, computer program, and computer program product as set forth in the accompanying independent claims. Preferred embodiments of the method and system are defined in the appended dependent claims.

In particular, an object of the invention is achieved by a method of controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine. The method includes the steps of: prior to performing the torque reduction, determining the current conditions including the torque and the engine speed and / or the pressure ratio across and the mass air flow rate through the turbocompressor of the engine; Selecting a certain torque reduction rate prior to the gearshift operation; Perform torque reduction at the selected rate; Determining a possible occurrence of a tear event; and adjusting the torque reduction rate based on the result of determining the possible occurrence of a stall event to achieve a high torque reduction rate while avoiding the stall event under the particular current conditions for a subsequent gear shift event.

It is understood that "a possible occurrence of a tear event" means any occurrence of a tear event. Ie. a tear down event may occur or a non-tear event may occur. The step of determining a possible occurrence of a tear-down event thus means determining whether or not a tear-down event occurs during the torque reduction.

This can optimize speed gearshift performance while reducing the risk of a stall event causing unwanted noise, in a simple and efficient manner that does not require a material change or complex model, which requires numerous calibrations. The gear shift performance in terms of speed and avoidance of tear noise improves in the following gear shifts as it learns from the previous results and accordingly can adapt. Certain changes in the engine over the life of the engine with respect to aging are taken into account by adjusting the torque reduction. The possible necessary adaptation is specific and thus correct for the particular engine / engine type and also takes into account changes in the respective engine.

By thus optimizing the speed of the gearshift, the comfort for the operator of the vehicle is optimized by increasing the speed of the gearshift operation while at the same time largely avoiding breakage noise. Further, by allowing faster gear shifts and eliminating breakage noise, more efficient driving of the vehicle is enabled. Thus, by optimizing the torque reduction rate, i. H. allowing a faster torque reduction during a gearshift operation with a low risk of demolition noise, the level of activation of the limitation of the rate of increase of engine torque provided by a function for limiting exhaust smoke may be based on a particular boost pressure in connection with engagement of the gearshift be increased, whereby a further increase in the speed of the gearshift operation is made possible. This is due to the fact that the boost pressure for a ramp shift of a gearshift with a relatively slower torque reduction falls more than for a ramp deviation with a relatively faster torque reduction rate.

Using the current conditions, including torque and engine speed, that are determined prior to performing a torque reduction and the certain torque reduction selected for that gear shift operation as the basis for a subsequent gear shift under substantially the same torque and torque conditions Engine speed, when the torque reduction rate is adjusted based on the result of the determination of the possible occurrence of a demolition event in this previous gearshift, the basis for the adjustment is easily achieved because the torque and the engine speed are easily determined by this information between transmission and Motor are easy to communicate. Further, this provides a more general basis and does not depend on the specific engine of the vehicle, but can be used to advantage as information for other similar engines under these conditions.

Using the actual conditions including the pressure ratio across the turbocompressor and the mass air flow rate through the turbo compressor of the engine determined prior to performing a torque reduction and the certain torque reduction selected for this gearshift operation as the basis for a subsequent gearshift operation under substantially the same Conditions regarding the pressure ratio across the turbocompressor and the mass air flow rate through the turbocompressor when the torque reduction rate is adjusted based on the result of determining the possible occurrence of a stall event in this previous gear shift operation is the basis for the achieved adjustment for that particular engine properly and can be used to advantage as information for the engines of the vehicle under these conditions. By using the pressure ratio via the turbocompressor no compensation due to the ambient pressure is necessary, d. H. if the current condition with respect to the ambient pressure is different from the condition with respect to the ambient pressure in the preceding gear shift used as a basis, this is taken into account by the use of the pressure ratio.

The actual conditions of torque and engine speed may be determined prior to such torque reduction of a gearshift operation alone. The actual conditions regarding the pressure ratio across the turbo-compressor and the air mass flow rate through the turbo-compressor of the engine may be determined prior to such a torque reduction of a gearshift operation alone. The actual conditions of torque and engine speed and pressure ratio across the turbo-compressor and air mass flow rate through the turbo-compressor of the engine may all be used prior to such torque reduction of a gearshift operation. By using both the torque and the engine speed, as well as the pressure ratio across the turbo-compressor and the air mass flow rate through the turbo-compressor of the engine, a redundancy is achieved.

In one embodiment, the current conditions determined prior to the execution of the torque reduction further include an engine speed change rate, that is, whether the engine speed changes prior to or in conjunction with the torque reduction of the gearshift operation. Thus, in one embodiment, prior to performing the torque reduction, the method includes the step of determining a possible engine speed change rate, ie, a potential engine speed increase rate or engine speed reduction rate. Changes in the engine speed before a gear shift, the Torque reduction rate in connection with the gear shift affect and can be relevant information for a subsequent gear shift.

In one embodiment, the current conditions determined prior to performing the torque reduction further include the current ambient air pressure. Thus, in one embodiment, prior to performing the torque reduction, the method includes the step of determining the current ambient air pressure.

According to an embodiment of the method, for a subsequent gear shift under the certain current conditions, the step of adjusting the torque reduction rate comprises the step of increasing the torque reduction rate if no stall event has occurred and reducing the torque reduction rate if a stall event has occurred. This further improves the gear shift performance optimization in terms of the speed of the gearshift operation, while reducing the risk of a stall event causing unwanted noise.

According to an embodiment of the method, the step of determining a possible occurrence of a demolition event comprises the step of detecting air pressure conditions with respect to the compressor of the turbocharged arrangement of the engine to decide on the severity of the particular demolition event. The severity of a stall event may be determined by determining changes in air pressure relative to the compressor of the turbocharged engine assembly and also the magnitude of the changes and the number of changes to classify the stall event. Demolition events that involve larger orders of magnitude or greater number of changes are considered more serious as compared to demolition events that are smaller or smaller in number of changes. The more seriously the particular demolition event is determined, the greater the reduction in the torque reduction rate in the following gearshift operation. By thus determining the severity of a stalling event, a more accurate adjustment of the torque reduction rate for a subsequent gearshift operation may be provided, which further enhances gearshift performance optimization.

According to an embodiment of the method, the step of reducing the torque reduction rate, if a tear down event has occurred, is based on the severity of the determined tear event. This further improves the optimization of gearshift power relative to the speed of the gearshift, while reducing the risk of a stall event causing unwanted noise.

According to one embodiment, the method includes the step of storing the current conditions, including torque and engine speed and / or pressure ratio and air mass flow rate through the turbo-compressor of the engine, which are determined prior to performing the torque reduction for various gear shifts, and resulting adjustment to avoid tear events as a basis for choosing a certain torque reduction rate. Thereby, the necessary adjustment of the torque reduction rate has been stored for the current condition of the pending gearshift operation and is available / retrievable for this gearshift operation, so that the adjustment of the torque reduction rate for the current condition is optimized. Thus, this further improves the optimization of the gear shift performance with respect to the speed of the gearshift operation, while at the same time reducing the risk of a tearing event causing unwanted noise. The thus stored necessary adjustment of the torque reduction rate for a current condition of a pending gearshift operation may be externally stored and made available for a pending gearshift operation for another vehicle, so that the adjustment of the torque reduction rate for the current condition in connection with the gearshift operation for the other vehicle is optimized.

In particular, an object of the invention is achieved by a system for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine. The system includes means for determining the current conditions prior to performing the torque reduction, the means for determining the torque, and means for determining the engine speed and / or means for determining the pressure ratio across the turbocompressor and means for determining the mass flow rate through the turbocompressor; Means for selecting a certain torque reduction rate prior to the gearshift operation; Means for performing the torque reduction at the selected rate; Means for determining a possible occurrence of a tear-off event; and means for adjusting the torque reduction rate based on the result of determining the possible occurrence of a stalling event to a high one To achieve torque reduction rate while avoiding the demolition event under the particular current conditions for a subsequent gear shift.

According to one embodiment of the system, for a subsequent gear shift under the particular current conditions, the torque reduction rate adjusting means comprises means for increasing the torque reduction rate if no stall event has occurred and means for reducing the torque reduction rate if a stall event has occurred.

According to one embodiment of the system, the means for determining a possible occurrence of a demolition event comprises means for detecting air pressure conditions relative to the compressor of the turbocharged arrangement of the engine to decide on the severity of the particular demolition event.

According to an embodiment of the system, the means for reducing the torque reduction rate, if a stall event has occurred, are based on the severity of the particular stall event.

According to one embodiment, the system includes means for storing the current conditions, including torque and engine speed and / or pressure ratio and air mass flow rate through the turbo-compressor of the engine, which are determined prior to performing the torque reduction for various gear shifts, and as a basis for choosing a certain torque reduction rate.

The system for controlling torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine is suitable for carrying out the method set forth herein.

The system according to the invention has the advantages according to the corresponding method.

In particular, an object of the invention is achieved by a vehicle comprising a system according to the invention as set forth herein.

In particular, an object of the invention is achieved by a computer program for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine, the computer program comprising program code which, when stored on an electronic control unit or other computer, connected to the electronic control unit is connected, causes the electronic control unit to carry out the method according to the invention.

In particular, an object of the invention is achieved by a computer program product comprising a digital storage medium storing the computer program.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present invention, reference is made to the following detailed description when read in conjunction with the accompanying drawings, in which like reference numerals refer to the same parts throughout the several views. Show it:

1 schematically the gas flow through a turbocharged internal combustion engine according to an embodiment of the present invention;

2 schematically the pressure ratio over the turbocompressor as a function of the air mass flow rate of the compressor for different speeds and loads of the engine;

3a schematically a torque development curve during a gearshift operation;

3b schematically a motor speed development history during a gearshift that the gear shift in 3a corresponds;

4 1 schematically illustrates a system for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine according to an embodiment of the present invention;

5 schematically a side view of a vehicle according to the present invention;

6 2 schematically illustrates a block diagram of a method of controlling torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine according to an embodiment of the present invention; and

7 schematically a computer according to an embodiment of the present invention.

DETAILED DESCRIPTION

Hereinafter, the term "connection" refers to a communication connection, which may be a physical connection part, such as an optoelectronic communication wire, or a non-physical connection part, such as a wireless connection, for example a radio or radio frequency connection.

Hereinafter, the term "means for", z. In conjunction with "means for determining the current conditions", "means for selecting a certain torque reduction rate", "means for performing the torque reduction at the selected rate", "means for determining a possible occurrence of a tear-down event" and "means for adjusting the torque reduction rate based on the result of determining the possible occurrence of a stall event to achieve a high torque reduction rate while avoiding the stall event under the particular current conditions for a subsequent gear shift "," means suitable for ".

The engine according to the present invention could be any suitable turbocharged internal combustion engine having any suitable number of cylinders. The internal combustion engine according to the present invention could be, for example, a 5-cylinder engine, a 6-cylinder engine, or an 8-cylinder engine. The cylinders could be in any suitable orientation, such as in-line or V-type engines. In 2 An embodiment of a six-cylinder turbocharged internal combustion engine is described. The internal combustion engine according to the present invention could be any turbocharged internal combustion engine.

1 schematically forms the gas flow through a turbocharged internal combustion engine 10 ie a turbocharged diesel engine 10 , from.

The components that are relevant to gas flow during engine operation are referred to as engine operating configuration E. The engine operating configuration E includes the engine 10 ,

In this example, a motor 10 with six cylinders C1, C2, C3, C4, C5, C6. The motor 10 includes an engine block 12 for picking up the cylinders and other engine operating components.

The engine operating configuration E further includes an air filter 20 which is arranged to pass ambient air A1, so that filtered air A3 is achieved.

The engine operating configuration E includes a turbocharger 30 that a turbo compressor 32 has, a turbine 34 and a wave 36 that the turbo compressor 32 and turbine 36 operable connects. The turbo compressor 32 is arranged to compress the filtered air A2, so that compressed air A3 is achieved.

The engine operating configuration E includes an intercooler 40 for cooling the compressed air A3, so that cooled compressed air A4 is achieved.

The turbocharger 30 who is the turbo compressor 32 includes, the intercooler 40 and / or the throttle valve are included in the turbocharged arrangement of the engine / engine operating configuration E.

The engine operating configuration E includes an intake manifold 50 for distributing the air, ie the compressed air A4, to the cylinders C1 to C6.

The engine operating configuration E includes a throttle valve V1 arranged to control the distribution of air A4 to the cylinders C1 to C6.

The engine operating configuration E includes an exhaust manifold 60 for distributing the exhaust gases G1 from the cylinders C1 to C6 to the turbine 34 wherein the exhaust gases are arranged to pass through the turbine 34 to go to the turbocharger 30 to operate such that the turbo compressor 32 the filtered air A2 compressed.

The exhaust manifold 60 includes a wastegate 62 so that the exhaust fumes the turbine 34 bypass and also the exhaust pipe 64 reachable. The engine operating configuration E includes a valve V2 arranged to control the distribution of exhaust gases through the wastegate valve 62 through it.

The engine operating configuration E includes an exhaust brake V3 located downstream of the turbine and downstream of the wastegate valve. When activated, the exhaust brake V3 is configured to provide an exhaust backpressure by controlling the flow of exhaust gas through the exhaust pipe 64 made difficult. The exhaust back pressure is used to brake the engine. The exhaust brake V3 includes a valve configuration for controlling exhaust flow through the exhaust pipe 64 therethrough.

The engine operating configuration E includes an exhaust treatment system 70 , which is arranged to treat the exhaust gases to reduce emissions, so that the treated exhaust gases G2 the exhaust pipe 64 leave.

1 Thus, the gas flow through the turbocharged internal combustion engine passes through and thus the gas flow through the engine operating configuration E therethrough. The ambient air A1 passes through the air filter 20 through, is in the turbo compressor 32 Compresses and gets through the intercooler 40 through to the intake pipe 50 guided before entering the cylinders 1 to 6. Fuel F is added by injecting into the cylinders, and after combustion, exhaust gases G1 pass through the turbine 34 through to the exhaust treatment system 70 ,

In 1 The gas flow is through a turbocharged diesel engine 10 The engine operating configuration E is a turbocharger 30 with a turbo compressor 32 and a turbine 34 includes, wherein the exhaust gases are arranged to pass through the turbine 34 to go to the turbocharger 30 to operate such that the turbo compressor 32 the filtered air A2 compresses, the turbo compressor 32 thus by the turbine 34 is driven.

It can cause a backflow of compressed air through the turbo compressor 32 come through. This is due to the fact that the turbo compressor 32 unable to sustain the pressure that is in the intercooler 40 accumulates during a relatively fast torque reduction.

The actual cause of a demolition in connection with a torque reduction in a gearshift operation is due to the fact that the turbo compressor 32 unable to sustain the pressure that is in the intercooler 40 accumulates during the relatively rapid reduction of exhaust gas energy content. The rapid drop in exhaust gas energy content is due to the rapid reduction in engine torque, ie, a high torque reduction rate necessary to deploy the current gear.

The engine torque is directly related to the amount of fuel injected, and the injected fuel generates exhaust energy. In the ramp-out phase of the gearshift operation of the transmission, when the torque is reduced linearly, d. H. The torque is reduced at a certain torque reduction rate, the turbine power decreases simultaneously.

The reduced turbine performance means less power to power the turbo-compressor 32 , resulting in a slower turbine speed.

Because the intercooler 40 For some vehicles, forming a relatively large volume of compressed air that needs to be somehow consumed or evacuated, the evacuation of compressed air A5 back through the turbo-compressor occurs during a stall event that causes unwanted noise 32 therethrough.

It will be funds 82 . 84 . 90 provided for determining a possible occurrence of a tear event.

Such a possible occurrence of a breakaway event may be determined by detecting changes in boost pressure, ie, changes in air pressure. Detection of rapid changes in pressure means a tear-off event. The severity of the tear-off event can also be determined by thus determining the changes in pressure as well as the magnitude of the changes and the number of changes to classify the tear-off event. The means 82 . 84 . 90 for determining a possible occurrence of a demolition event include pressure sensor units 82 . 84 that is a pressure sensor unit 82 that before the compressor 32 , ie upstream of the compressor, during a normal air flow, and a pressure sensor unit 84 after the compressor 32 that is, downstream of the compressor 32 while the normal air flow is arranged to comprise. The pressure sensor units 82 . 84 can in the means 142 for detecting air pressure conditions with respect to the compressor described with reference to the system I in FIG 4 be included, or include.

Such a possible occurrence of a blow-off event may be determined by detecting the air mass flow rate, wherein a back air mass flow rate through the turbocompressor means a blow-off event. The means 82 . 84 . 90 for determining a possible occurrence of a demolition event comprise a flow sensor unit 90 for detecting the air flow. The flow sensor unit 90 can in the means 144 for determining the air flow with respect to the compressor, which with respect to the system I in 4 be included, or include.

In order to optimize the gearshifting performance when controlling the torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine, the current conditions that, according to one embodiment, are the pressure ratio and air mass flow rate through the turbocompressor 32 , determined before performing a torque reduction in a ramp-out phase of the gearshift operation.

This will become funds 82 . 84 for determining the pressure ratio across the compressor 32 the turbocharged arrangement of the engine provided. In this example, the means include 82 . 84 for determining the pressure ratio across the compressor 32 the pressure sensor means 82 and the pressure sensing means 84 , The pressure ratio becomes by dividing the pressure after the compressor 32 by the means 84 is determined by the pressure in front of the compressor 32 by the means 82 is determined, determined. The means 82 . 84 for determining the pressure ratio across the compressor 32 can in the means 113 related to the system I in 4 be included, or include.

This will become funds 90 for determining the air mass flow rate provided by the turbocompressor. In this example, the means for determining the air mass flow rate through the turbocompressor comprises the flow sensor unit 90 , The flow sensor unit 90 can in the means 114 for determining the mass air flow rate through the turbocompressor referred to the system I in FIG 4 be included, or include.

2 schematically illustrates the pressure ratio across the turbocompressor as a function of the mass air flow rate of the compressor for various speeds and loads of the engine.

Thus, in a turbocharged internal combustion engine without bypass valve for bypassing compressed air past the turbocompressor, torque reduction of a gearshift with a high torque reduction rate can lead to stalling events. For such an engine, the engine speed and relative load, i. H. the relative torque, a strong correlation with the mass flow rate and pressure ratio of the compressor.

At a given engine speed, a specific boost pressure is related to the air mass flow rate through the volumetric efficiency of the engine (neglecting the charge temperature). Under normal ambient conditions at sea level, the steady state correlation of the engine speed and the relative load to the pressure ratio and throughput may be determined according to FIG 2 be imaged, which thus maps a map of the turbocompressor.

This relationship makes the engine speed and relative torque suitable for describing the area of interest in the compressor map.

During load transients, when the boost pressure changes rapidly, the mass flow through the turbocompressor differs from the mass flow through the engine.

3a schematically illustrates a torque development history during a gearshift operation of a vehicle having a turbocharged internal combustion engine, and 3b schematically illustrates an engine speed development history during such a gearshift operation. The gear shift in 3a is an upshift, ie shifting from a lower gear to a higher gear. In a upshift, there is a reduction in engine speed, as in 3b displayed. The upshift is an example. The invention is also applicable to a downshifting operation. The invention is further applicable to any engine speed.

The gearshift operation includes a ramp deviation phase A in which the torque Tq is reduced from a torque T1 to substantially zero, as in FIG 3a to see.

The torque Tq in the ramp deviation phase A in 3a is reduced with a torque reduction rate TA1 having a certain inclination α.

According to the present invention, the torque reduction of the vehicle having a turbocharged internal combustion engine is controlled to optimize the gear shift performance in proportion to the duration of the gearshift operation without achieving a torque reduction rate in the ramp deviation phase that causes breakage noise.

Thus, to optimize gearshift performance, the current conditions including torque and engine speed according to one embodiment are determined prior to performing the torque reduction. The torque and the engine speed, which are determined before the execution of the torque reduction, are determined in this example immediately before the ramp deviation phase A at a point P0 with a specific torque T1 and an engine speed N1. Alternatively or additionally, the pressure ratio and mass flow rate through the turbocompressor may be determined prior to performing the torque reduction.

A certain torque reduction rate TA1 is selected before the gear shift operation. The torque reduction in the ramp deviation A takes place at the selected rate TA1.

A possible occurrence of a tear event due to the torque reduction rate TA1 of the ramp deviation phase A is then determined. Determining such a possible occurrence of a stall event involves detecting air pressure conditions relative to the compressor of the turbocharged engine turbocharged engine assembly to determine the severity of the particular stall event.

The torque reduction rate is adjusted to the result of determining the possible occurrence of a stall event to achieve a high torque reduction rate while avoiding the stall event under the particular current conditions for a subsequent gear shift event.

If no demolition event has occurred with the torque reduction rate TA1 during the ramp deviation phase A, the torque reduction rate is adjusted to a higher torque reduction rate TA2 in a following gearshift operation. If no demolition event occurred at the torque reduction rate TA2 during the ramp-out phase of this gearshift operation, the torque reduction rate in a following gearshift operation is adjusted to an even higher torque reduction rate TA3.

If a tear down event occurred at the torque reduction rate TA1 during the ramp deviation phase A, the torque reduction rate is adjusted to a lower torque reduction rate TA4 in a following gear shift operation. If a stall event has occurred at the torque reduction rate TA4 during the ramp-out phase of this gearshift operation, the torque reduction rate is adjusted to an even lower torque-reduction rate TA5 in a subsequent gearshift operation.

If a stall event occurred at the torque reduction rate TA1 during the ramp-out phase A, the torque reduction rate is adjusted to a lower torque reduction rate in a subsequent gear shift, where the reduction in torque rate is based on the severity of the particular stall event; H. a more serious tearing event involving repeated tearing noise results in a greater reduction in torque rate, e.g. B. a torque rate TA5, and a less serious tear event leads to a reduction in the torque rate, which is not as large as that for a serious demolition event, for. B. a torque rate TA4, is.

The current conditions, including torque and engine speed, determined prior to performing the torque reduction for various gearshifts and the resulting adjustment to avoid stalling events as the basis for selecting a certain torque reduction rate are stored in appropriate memory means. Thereby, the necessary adjustment of the torque reduction rate for the current condition of a pending gearshift operation can be stored and made available for this gear shift operation, so that the adaptation of the adjustment of the torque reduction rate for the current condition is optimized.

When the engine speed has reached its gear shift speed N1, the ramp deviation phase A starts, and then the engine speed decreases.

Then there is a phase B for disengaging, synchronizing and engaging the gear in which the gear shift is completed. The synchronization phase B includes a disengagement phase B1, in which a disengagement of the current gear takes place. Phase B includes a synchronization phase B2 in which no gear is connected. The phase B includes an engagement phase B3, in which an engagement takes place in the changed gear. The gear engagement is initiated at point P1.

During the synchronization phase B, the engine speed is reduced to the target speed N2.

After the phase B, which includes the synchronization phase B2 and the change of the actual gear in the gear disengagement phase B1 to a target gear in the gear engagement phase B3, a ramp phase C is introduced, in which fuel corresponding to the requested torque for the engine is supplied whereby the available torque at point P3 is increased to a level at which a function for limiting exhaust smoke of the internal combustion engine is arranged to limit the development of the available engine torque.

The gear shift according to the example in 3a thus includes a phase D of developing smoke limitation of the available torque except for a motor torque corresponding to a requested torque reached at point P3.

During phase D of smoke limit development, the engine speed increases to an engine speed less than the gear shift speed N1, which is an upshift.

Thus, by optimizing the torque reduction rate, ie enabling a faster torque reduction during a gearshift operation with a low risk of demolition noise, the level at which activation of the engine torque increase rate limit provided by a function to limit exhaust smoke based on a particular one of these may be optimized Boost pressure is provided in conjunction with the gear engagement, can be increased, whereby the further increasing the speed of the gearshift operation can be made possible.

4 schematically illustrates a system I for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine according to an embodiment of the present invention.

The system I comprises an electronic control unit 100 , The electronic control unit 100 may include one or more electronic control units comprising, for example, an electronic control unit for the engine and an electronic control unit for the transmission / manual transmission, wherein the electronic control units of the electronic control unit 100 are arranged to communicate.

The system I comprises means 110 for determining the current conditions, including torque and engine speed and / or pressure ratio across and mass air flow rate through the turbo-compressor of the engine, prior to performing the torque reduction.

The means 110 means for determining the current conditions prior to performing the torque reduction 111 for determining the engine torque prior to performing the torque reduction. The means for determining the engine torque comprise, according to one embodiment, means for detecting the position of the accelerator pedal. The means 110 For determining engine torque, in one embodiment, means for detecting a speed limit, cruise control, or other similar system.

The means 110 means for determining the current conditions prior to performing the torque reduction 112 for determining the engine speed prior to performing the torque reduction. The means 112 For determining the engine speed may include any suitable detector unit for detecting the engine speed.

The means 110 means for determining the current conditions prior to performing the torque reduction 113 for determining the pressure ratio across the compressor of the turbocharged engine assembly. The means 113 For determining the pressure ratio across the compressor of the engine turbocharged arrangement, means for determining the pressure upstream of the compressor and means for determining the pressure downstream of the compressor. The means 113 For determining the pressure ratio across the compressor of the turbocharged engine assembly, any suitable pressure sensor unit may be included.

The means 110 means for determining the current conditions prior to performing the torque reduction 114 for determining the air mass flow rate through the turbocompressor. The means 114 For determining the air mass flow rate through the turbocompressor may include any suitable flow sensor unit.

The means 110 means for determining the current conditions prior to performing the torque reduction 115 for determining the ambient pressure. The means 115 For determining the ambient pressure may include any suitable pressure sensor unit.

The means 110 means for determining the current conditions prior to performing the torque reduction 116 for determining possible changes in the engine speed, ie the engine speed change rate. The means 116 Any suitable speed sensor unit may be included to determine possible changes in engine speed.

The system I comprises means 120 for selecting a certain torque reduction rate before the gearshift operation.

The means 120 for selecting a certain torque reduction rate prior to the gearshift operation may be based on previously executed torque reduction for similar actual conditions.

The system I comprises means 130 to perform the torque reduction at the selected rate.

The means 130 for performing the torque reduction at the selected rate include a torque reduction request to reduce the torque at the torque reduction rate. The means 130 for performing the torque reduction at the selected rate are included in the gearshift operation and thus include a gearshift request to perform a gearshift operation.

The system I comprises means 140 for determining a possible occurrence of a tear-off event.

The means 140 means for determining a possible occurrence of a tear-off event 142 for detecting air pressure conditions with respect to the compressor of the turbocharged engine assembly. The means 142 for detecting air pressure conditions with respect to the compressor of the turbocharged arrangement of the engine comprise means for determining changes in the pressure. The means 142 for detecting atmospheric pressure conditions include means for determining the rate of change of air pressure. The means 142 for detecting atmospheric pressure conditions may include means for determining the magnitude of the barometric pressure changes and the number of barometric pressure changes. The means 142 For detecting air pressure conditions with respect to the compressor of the turbocharged engine assembly, provide a basis for deciding the severity of certain demolition events. The means 142 for detecting atmospheric pressure conditions may be in the means 113 to include or include pressure ratio across the compressor of the turbocharged engine assembly.

The means 140 means for determining a possible occurrence of a tear-off event 144 for determining the flow of air relative to the compressor of the turbocharged arrangement of the engine. The means 144 for determining the air flow may be any suitable flow detector unit. The means 144 for determining the air flow may be in the means 114 to include or include the air mass flow rate through the turbo-compressor.

The system I comprises means 150 for adjusting the torque reduction rate based on the result of determining the possible occurrence of a stall event to achieve a high torque reduction rate while avoiding the stall event under the particular current conditions for a subsequent gear shift event.

The means 150 for adjusting the torque reduction rate comprises means 152 for increasing the torque reduction rate for a subsequent gear shift operation under the determined current conditions if no stall event has occurred.

The means 150 for adjusting the torque reduction rate comprises means 154 for reducing the torque reduction rate for a subsequent gear shift under the particular current conditions if a stall event has occurred.

The means 154 for reducing the torque reduction rate, if a tear down event has occurred, is based on the severity of the particular tear event.

The system I according to one embodiment comprises means 160 for storing the current conditions, including torque and engine speed and / or pressure ratio across and mass flow rate through the engine turbo-compressor, determined prior to performing torque reduction for various gear shifts, and the resulting adjustment to avoid the stall event Basis for choosing a certain torque reduction rate.

The means 160 for storing include internal storage means 162 on board the vehicle. The internal storage means 162 may be any suitable means for storing information, such as a control unit, a computer or the like. The internal storage means 162 are in one embodiment in the electronic control unit 100 contain.

The means 160 for storage include external storage means 164 outside the vehicle. The external storage means 164 may be any suitable external storage means, such as a server unit, a PC, a tablet, a laptop, a smartphone and / or a so-called storage cloud or the like.

The electronic control unit 100 is about a connection 110a with the means 110 for determining the current conditions, including torque and engine speed and / or pressure ratio across and mass air flow rate through the turbocompressor of the engine, operatively connected prior to performing the torque reduction. The electronic control unit 100 is about the connection 110a arranged to by the means 110 receive a signal representing data for the current conditions.

The electronic control unit 100 is about a connection 111 with the means 111 operatively connected to determine the engine torque prior to performing the torque reduction. The electronic control unit 100 is about the connection 111 arranged to by the means 111 receive a signal representing engine speed data.

The electronic control unit 100 is about a connection 112a with the means 112 operatively connected to determine the engine speed prior to performing the torque reduction. The electronic control unit 100 is about the connection 112a arranged to by the means 112 receive a signal representing engine torque data.

The electronic control unit 100 is about a connection 113a with the means 113 operatively connected to determine the pressure ratio across the compressor of the turbocharged engine assembly. The electronic control unit 100 is about the connection 113a arranged to by the means 113 receive a signal representing data for the pressure ratio across the compressor.

The electronic control unit 100 is about a connection 114a with the means 114 operatively connected to determine the mass air flow rate through the turbo-compressor. The electronic control unit 100 is about the connection 114a arranged to by the means 114 Receive a signal representing data for the air mass flow rate through the turbocompressor.

The electronic control unit 100 is about a connection 115a with the means 115 operatively connected to determine the ambient pressure. The electronic control unit 100 is about the connection 115a arranged to by the means 115 receive a signal representing data for the ambient pressure.

The electronic control unit 100 is about a connection 116a with the means 116 operatively connected to determine possible changes in engine speed. The electronic control unit 100 is about the connection 116a arranged to by the means 116 receive a signal representing data for changes in engine speed.

The electronic control unit 100 is about a connection 120a with the means 120 operatively connected to select a particular torque reduction rate prior to the gearshift operation. The electronic control unit 100 is about the connection 120a arranged to go to the center 120 send a signal representing data for a suggested certain torque reduction rate based on a previous gearshift under similar conditions.

The electronic control unit 100 is about a connection 120b with the means 120 operatively connected to select a particular torque reduction rate prior to the gearshift operation. The electronic control unit 100 is about the connection 120b arranged to by the means 120 receive a signal representing data for a selected certain torque reduction rate.

The electronic control unit 100 is about a connection 130a with the means 130 to perform the torque reduction operatively connected to the selected rate. The electronic control unit 100 is about the connection 130a arranged to go to the center 130 send a signal representing data for a certain selected torque reduction rate.

The electronic control unit 100 is about a connection 130b with the means 130 to perform the torque reduction operatively connected to the selected rate. The electronic control unit 100 is about the connection 130b arranged to by the means 130 receive a signal representing data for a torque reduction rate of a gearshift operation.

The electronic control unit 100 is about a connection 140a with the means 140 operatively connected to determine a possible occurrence of a tear event. The electronic control unit 100 is about the connection 140a arranged to by the means 140 receive a signal representing data for the possible occurrence of a tear event.

The electronic control unit 100 is about a connection 142a with the means 142 operatively connected to detect air pressure conditions with respect to the compressor of the turbocharged engine assembly. The electronic control unit 100 is about the connection 142a arranged to by the means 142 receive a signal representing data for detected air pressure conditions with respect to the compressor.

The electronic control unit 100 is about a connection 144a with the means 144 operatively connected for determining the air flow with respect to the compressor of the turbocharged arrangement of the engine. The electronic control unit 100 is about the connection 144a arranged to by the means 144 receive a signal representing data for the air flow relative to the compressor.

The electronic control unit 100 is about a connection 150a with the means 150 for adjusting the torque reduction rate based on the result of determining the possible occurrence of a tear event to achieve a high torque reduction rate, and at the same time the tear event under the determined current conditions for a subsequent one To avoid gear shifting, operatively connected. The electronic control unit 100 is about the connection 150a arranged to go to the center 150 send a signal representing data for the possible occurrence of a tear-off event.

The electronic control unit 100 is about a connection 150b with the means 150 to adjust the torque reduction rate based on the result of determining the possible occurrence of a stall event to achieve a high torque reduction rate while concurrently avoiding the stall event under the particular current conditions for a subsequent gear shift event. The electronic control unit 100 is about the connection 150b arranged to by the means 150 receive a signal representing data for adjusting the torque reduction rate under the current conditions for a subsequent gearshift operation.

The electronic control unit 100 is about a connection 152a with the means 152 for increasing the torque reduction rate for a subsequent gear shift operation under the determined current conditions, if no stall event has occurred, operatively connected. The electronic control unit 100 is about the connection 152a arranged to go to the center 152 send a signal representing data for the non-occurrence of a teardown event.

The electronic control unit 100 is about a connection 152b with the means 152 for increasing the torque reduction rate for a subsequent gear shift operation under the determined current conditions, if no stall event has occurred, operatively connected. The electronic control unit 100 is about the connection 152b arranged to by the means 152 receive a signal representing data for increasing the torque reduction rate under the current conditions for a subsequent gearshift operation.

The electronic control unit 100 is about a connection 154a with the means 154 for reducing the torque reduction rate for a subsequent gear shift operation under the particular current conditions, if a stall event has occurred, operatively connected. The electronic control unit 100 is about the connection 154a arranged to go to the center 154 send a signal representing data for the occurrence of a tear event that includes data for the severity of the tear event (s).

The electronic control unit 100 is about a connection 154b with the means 154 for reducing the torque reduction rate for a subsequent gear shift operation under the particular current conditions, if a stall event has occurred, operatively connected. The electronic control unit 100 is about the connection 154b arranged to by the means 154 receive a signal representing data for reducing the torque reduction rate under the current conditions for a subsequent gearshift, taking into account the severity of the particular stall event.

The electronic control unit 100 is about a connection 160a with the means 160 for storing the current conditions, including torque and engine speed and / or pressure ratio and mass flow rate through the engine turbo-compressor, which are determined prior to performing torque reduction for various gear shifts, and the resulting adjustment to avoid stalling events Basis for selecting a certain torque reduction rate operatively connected. The electronic control unit 100 is about the connection 160a arranged to go to the center 160 send a signal representing data for the current conditions and the resulting adjustment for the torque reduction rate to avoid demolition events.

The electronic control unit 100 is about a connection 160b with the means 160 for storing the current conditions, including torque and engine speed and / or pressure ratio and air mass flow rate through the engine turbo-compressor, which determines various gear shifts prior to performing torque reduction, and the resulting adaptation to avoid stalling events operatively connected to select a certain torque reduction rate. The electronic control unit 100 is about the connection 160b arranged to by the means 160 receive a signal representing data for a suitable torque reduction rate under the current conditions for a subsequent gearshift operation.

5 schematically forms a side view of a vehicle 1 according to the present invention. The exemplary vehicle 1 is a heavy vehicle in the form of a truck. The vehicle according to the present invention could be any suitable vehicle, such as a bus or a car. The vehicle is powered by an internal combustion engine. The vehicle 1 is operated by means of a turbocharged internal combustion engine. The vehicle 1 comprises a system I for controlling a torque reduction of a gearshift operation according to an embodiment of the present invention.

6 FIG. 12 schematically illustrates a block diagram of a method for controlling torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine according to an embodiment of the present invention.

According to the embodiment, the method of controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged engine includes a step S1. In this step, the current conditions, including the torque and engine speed and / or the pressure ratio across and the mass air flow rate through the turbo-compressor of the engine, are determined prior to performing the torque reduction.

According to the embodiment, the method of controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged engine includes a step S2. In this step, a certain torque reduction rate is selected before the gearshift operation.

According to the embodiment, the method of controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged engine includes a step S3. In this step, the torque reduction is performed at the selected rate.

According to the embodiment, the method of controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged engine includes a step S4. In this step, a possible occurrence of a tear-off event is determined.

According to the embodiment, the method of controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged engine includes a step S5. In this step, the torque reduction rate is adjusted based on the result of determining the possible occurrence of a stall event to achieve a high torque reduction rate while avoiding the stall event under the particular current conditions for a subsequent gearshift operation.

The actual conditions of torque and engine speed may be determined prior to such torque reduction of a gearshift operation alone. The actual conditions regarding the pressure ratio across the turbo-compressor and the air mass flow rate through the turbo-compressor of the engine may be determined prior to such a torque reduction of a gearshift operation alone. The actual conditions of torque and engine speed and pressure ratio across the turbocompressor and air mass flow rate through the turbocompressor of the engine may all be used prior to such torque reduction of a gearshift operation. Using both the torque and the engine speed, as well as the pressure ratio across the turbo-compressor and the air mass flow rate through the turbo-compressor of the engine, a redundancy is achieved.

In one embodiment, the current conditions determined prior to performing the torque reduction further include an engine speed change rate, i. H. whether the engine speed changes before and in conjunction with the torque reduction of the gearshift operation. Thus, in one embodiment, prior to performing the torque reduction, the method includes the step of determining a possible engine speed change rate, i. H. a possible engine speed increase rate or an engine speed decrease rate. The changes in engine speed prior to a gearshift may affect the torque reduction rate associated with the gearshift operation and may be relevant information for a subsequent gearshift operation.

In one embodiment, the current conditions determined prior to performing the torque reduction further include the current ambient air pressure. Thus, in one embodiment, prior to performing the torque reduction, the method includes the step of determining the current ambient air pressure.

According to an embodiment of the method, for a subsequent gear shift under the certain current conditions, the step of adjusting the torque reduction rate comprises the step of increasing the torque reduction rate if no stall event has occurred and reducing the torque reduction rate if a stall event has occurred.

According to an embodiment of the method, the step of determining a possible occurrence of a demolition event comprises the step of detecting air pressure conditions with respect to the compressor of the turbocharged arrangement of the engine to decide on the severity of the particular demolition event.

According to an embodiment of the method, the step of reducing the torque reduction rate, if a tear down event has occurred, is based on the severity of the determined tear event.

According to one embodiment, the method includes the step of storing the current conditions, including torque and engine speed and / or pressure ratio and air mass flow rate through the turbo-compressor of the engine, which are determined prior to performing the torque reduction for various gear shifts, and resulting adaptation for avoiding tear events as a basis for choosing a certain torque reduction rate. Thereby, the necessary adjustment of the torque reduction rate for the current condition of the pending gearshift operation has been stored and is available / retrievable for this gearshift operation, so that the adaptation of the torque reduction rate for the current condition is optimized. The thus-stored requested torque reduction rate adjustment for a current on-going gearshift condition condition can be externally stored and made available for a forthcoming gearshift operation for another vehicle, such that adjustment of the current reduction torque rate associated with the gearshift operation for that other vehicle is optimized.

Regarding 7 becomes a diagram of a device 500 shown. The system I, with reference to 4 According to one embodiment, the device 500 include. The device 500 includes a non-volatile memory 520 , a data processing device 510 and a read / write memory 550 , The non-volatile memory 520 has a first memory part 530 in which a computer program, such as an operating system, is stored to the function of the device 500 to control. Furthermore, the device includes 500 a bus controller, a serial communication port, I / O means, an A / D converter, a unit for inputting and transmitting time and date, an event counter, and an interrupt controller (not shown). The non-volatile memory 520 also has a second storage section 540 ,

A computer program P is provided that includes routines for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine. Program P includes routines to determine current conditions prior to performing torque reduction, including torque and engine speed and / or pressure ratio and air mass flow rate through the turbo-compressor of the engine. Program P includes routines for selecting a particular torque reduction rate prior to the gearshift operation. Program P includes routines for performing torque reduction at the selected rate; for determining a possible occurrence of a tear-off event. The program P includes routines for adjusting the torque reduction rate based on the result of determining the possible occurrence of a stall event to achieve a high torque reduction rate while avoiding the stall event under the particular current conditions for a subsequent gear shift operation. Program P includes routines for adjusting the torque reduction rate for a subsequent gear shift under the particular current conditions, including the step of increasing the torque reduction rate if no stall event has occurred, and decreasing the torque reduction rate if a stall event has occurred. The routines for determining a possible occurrence of a tear event include routines for detecting air pressure conditions relative to the compressor of the turbocharged engine assembly to determine the severity of the particular blow event. The routines for reducing the torque reduction rate if a tear down event has occurred are based on the severity of the particular tear event. Program P includes routines for storing the current conditions, including torque and engine speed and / or pressure ratio and air mass flow rate through the engine turbo-compressor, which are determined prior to performing torque reduction for various gear shifts, and the resulting adjustment to avoid demolition events as a basis for choosing a certain torque reduction rate. The computer program P may be in an executable form or in a compressed state in a separate memory 560 and / or in a random access memory 550 be saved.

If it is stated that the data processing device 510 performs a certain function, it is understood that the data processing device 510 a certain part of the program, in the separate memory 560 is stored, or a certain part of the program, in the read / write memory 550 is stored, executes.

The data processing device 510 can with a data communication port 599 on the basis of a data bus 515 communicate. The non-volatile memory 520 is for communication with the data processing device 510 via a data bus 512 customized. The separate storage 560 is for communication with the data processing device 510 via a data bus 511 customized. The read / write memory 550 is for communication with the data processing device 510 via a data bus 514 customized. To the data communication port 599 can z. B. the connections are connected to the control unit 100 are connected.

When data is at the data port 599 are received, they temporarily become in the second memory part 540 saved. When the received input data has been temporarily stored, the data processing device becomes 510 set up to execute the execution of code as described above. The signals connected to the data port 599 can be received from the device 500 be used to determine the current conditions, including the torque and the engine speed and / or the pressure ratio over and the air mass flow rate through the turbo compressor of the engine before performing the torque reduction. The signals connected to the data port 599 can be received from the device 500 be used to select a certain torque reduction rate before the gearshift. The signals connected to the data port 599 can be received from the device 500 used to perform the torque reduction at the selected rate; to determine a possible occurrence of a tear event. The signals connected to the data port 599 can be received from the device 500 may be used to adjust the torque reduction rate based on the result of determining the possible occurrence of a stall event to achieve a high torque reduction rate while avoiding the stall event under the particular current conditions for a subsequent gear shift operation. The signals connected to the data port 599 can be received from the device 500 may be used to adjust the torque reduction rate for a subsequent gearshift under the particular current conditions, including the step of increasing the torque reduction rate if no stall event has occurred and decreasing the torque reduction rate if a stall event has occurred. The signals used to determine a possible occurrence of a stall event are used to detect air pressure conditions relative to the compressor of the turbocharged engine assembly to determine the severity of the particular stall events. The signals used to reduce the torque reduction rate if a stall event has occurred based on the severity of the particular stall event. The signals connected to the data port 599 can be received from the device 500 may be used to include the actual conditions, including torque and engine speed and / or pressure ratio across and mass flow rate through the engine turbo-compressor, which are determined prior to performing torque reduction for various gear shifts, and the resulting adjustment to avoid To save demolition events as the basis for selecting a certain torque reduction rate.

Parts of the methods described herein may be used by the device 500 on the basis of the data processing device 510 Running the program that runs in the separate memory 560 or the read / write memory 550 is stored. When the device 500 executing the program, parts of the methods described here are processed.

The foregoing description of the preferred embodiments of the present invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise forms disclosed. Obviously, numerous modifications and variations will be apparent to those skilled in the art. The embodiments have been chosen and described in order to explain the principles of the invention and their practical applications as well as possible and to enable others skilled in the art to understand the invention for various embodiments with various changes as appropriate to the particular intended use.

Claims (13)

A method of controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine, characterized by the steps of: before performing the torque reduction, determining (S1) the current conditions, including the torque and the engine speed and / or the pressure ratio across and Air mass flow rate through the turbocompressor ( 32 ) of the engine; - selecting (S2) a certain torque reduction rate before the gear shift operation; - performing (S3) the torque reduction at the selected rate; - determining (S4) a possible occurrence of a tear-off event; and - adjusting (S5) the torque reduction rate based on the result of determining the possible occurrence of a tear event to achieve a high torque reduction rate while avoiding the stall event under the particular current conditions for a subsequent gearshift operation. The method of claim 1, wherein for a subsequent gear shift under the particular current conditions, the step of adjusting the torque reduction rate comprises the step of increasing the torque reduction rate if no stall event has occurred and reducing the torque reduction rate if a stall event has occurred. The method of claim 1 or 2, wherein the step of determining a possible occurrence of a demolition event comprises the step of detecting air pressure conditions relative to the compressor of the turbocharged assembly of the engine to determine the severity of the particular demolition event. The method of claim 3, wherein the step of reducing the torque reduction rate, if a tear-down event has occurred, is based on the severity of the determined tear-off event. Method according to one of claims 1 to 4, comprising the step of storing current conditions, including the torque and the engine speed and / or the pressure ratio and the air mass flow rate through the turbocompressor of the engine, which determines before performing the torque reduction for various gearshifts and the resulting adaptation to avoid demolition events as the basis for choosing a certain torque reduction rate. A system (I) for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine, characterized by means ( 110 ) to determine the current conditions before performing the torque reduction, the means ( 111 ) for determining the torque and means ( 112 ) for determining the engine speed and / or means ( 113 ) for determining the pressure ratio via the turbocompressor ( 32 ) and means ( 114 ) for determining the air mass flow rate through the turbocompressor ( 32 ); Medium ( 120 ) for selecting a particular torque reduction rate before the gearshift operation; Medium ( 130 ) for performing the torque reduction at the selected rate; Medium ( 140 ) for determining a possible occurrence of a tear-off event; and funds ( 150 ) for adjusting the torque reduction rate based on the result of determining the possible occurrence of a stall event to achieve a high torque reduction rate while avoiding the stall event under the particular current conditions for a subsequent gear shift event. A system according to claim 6, wherein for a subsequent gear shift under the determined current conditions the means ( 150 ) for adjusting the torque reduction rate means ( 154 ) for increasing the torque reduction rate if no demolition event has occurred, and means ( 154 ) for reducing the torque reduction rate if a tear down event has occurred. System according to claim 6 or 7, wherein the means ( 140 ) for determining a possible occurrence of a tear-off event means ( 142 ) for detecting air pressure conditions with respect to the compressor of the turbocharged engine assembly to determine the severity of the particular demolition event. A system according to claim 8, wherein the means ( 154 ) for reducing the torque reduction rate, if a tear down event has occurred, based on the severity of the particular tear event. System according to one of claims 6 to 9, comprising means ( 160 ) for storing current conditions including torque and engine speed and / or pressure ratio and air mass flow rate through the turbo-compressor of the engine, which are determined prior to performing the torque reduction for various gear shifts, and the resulting adjustment to avoid stalling events as the basis for choosing a certain torque reduction rate. Vehicle ( 1 ) comprising a system (I) according to any one of claims 6 to 10. A computer program (P) for controlling a torque reduction of a gearshift operation of a vehicle having a turbocharged internal combustion engine, the computer program (P) comprising program code which, when stored on an electronic control unit ( 100 ) or another computer ( 500 ) connected to the electronic control unit ( 100 ) causes the electronic control unit to carry out the steps according to claims 1 to 5. A computer program product comprising a digital storage medium storing the computer program of claim 12.

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