DESC:FIELD OF THE INVENTION

This invention generally relates to a system for controlling engine speed (RPM) in a vehicle having an Automated Manual Transmission (AMT) system for an internal combustion engine.

BACKGROUND OF THE INVENTION

Manual transmissions have long been the preferred system used to transmit the power generated by an internal combustion engine (or other prime mover) to wheel(s) so as to produce motion. Such systems have a mechanical arrangement wherein the internal combustion engine (or other prime mover) is connected to the transmission through a clutch assembly which enables the user to choose when and how much power is transmitted to the wheel(s).

Manual transmission systems require the user to possess a considerable level of training to operate the vehicle efficiently. Manual transmission systems also require constant user monitoring and intervention to maintain optimal power output and achieve all-round drivability. This can be inconvenient to users as compared to automatic transmission systems. A need was felt to minimize the need for a user to manipulate the vehicle transmission to address which a wide range of automatic and semi-automatic transmission systems were developed.

An automatic transmission system eliminates the need for the user to shift through the gears throughout the operation manually. Systems such as Continuously Variable Transmission (CVT) systems do away with the need for a manual transmission – such as a gearbox–clutch plate assembly – entirely. CVT systems, although convenient for the user to operate, have several shortcomings including lower fuel efficiency, reduced load carrying capacity, engine torque output and an increase in transmission losses as compared to comparable engines with a manual transmission.
In an automated manual transmission (AMT), the need for human oversight and intervention over transmission is eliminated by automating it with the help of electromechanical actuators. To achieve this automation, the control system typically comprises of a control unit which controls the operation as per a predefined set of instructions. The predefined set of instructions makes use of a range of signals that a manufacturer deems relevant to engine operation under various conditions. These signals are sensed using a plurality of sensors. The signals generated by the sensors form mandatory inputs to the control unit. Once the controller performs the requisite computation from real time sensor signals and performs a range of adjustments to reach a decision, the decision is communicated to the electromechanical actuators, which form the output of the transmission control system.

An engine speed control system automates the function of maintaining the desired engine speed of the internal combustion engine during certain operating conditions including acceleration, deceleration and cruising etc. The vehicle must execute events such as vehicle launch, gear shifting, crawl and power train shuffle during the course of its operation. In performing each of these events in the power-train, a variety of control strategies are required to run simultaneously to obtain optimal performance wherein all such control strategies rely heavily on active engine speed manipulation based on real time processing of signals from an array of sensors and adjusting these as required.

Existing engine speed control systems can generally be classified based on the method of fuel delivery into the engine, whether – for example – by carburetion or fuel injection.

A fuel injection (FI) based system directly injects the fuel into the combustion chamber based on a variety of inputs from a plurality of sensors. Existing fuel injection systems employ a close loop feedback system to attain the aforementioned automation. This requires complicated control systems which employ a wide range of cost intensive sensors such as manifold air pressure and temperature sensors, engine temperature sensors, lambda sensors (Oxygen sensor), throttle position sensors. Such systems are more efficient but also costlier and complicated to build and maintain.

Reliability, simplicity and cost effectiveness are desirable features in any vehicle and its transmission system, and can be a pre-condition to their adoption. Owing to sensor susceptibility to fail during operation which could be a grave risk for the user, it is desirable that reliance on sensors be avoided without compromising on performance. Such an approach, though challenging, would reduce the complexity and size of transmission systems wherein they are incorporated and a consequent reduction in cost of said systems is achieved.

Such a challenge is more substantial when it is appreciated that internal combustion engines having throttle or air based control, especially feedback control present a complication due to time delays or dead time caused by multiple factors. The major cause is the air path system of the engine and the delay between air intake and combustion events. This problem is particularly acute for naturally aspirated engines.

OBJECTS OF THE INVENTION

It is an object of this invention to provide a system for engine speed (RPM) control that addresses the above mentioned cost, lag and risk challenges and which can operate under various engine operating conditions with a minimal number of “on board” sensors which sense engine operating conditions in real time for real time processing in engine speed control.

SUMMARY OF THE INVENTION

With such object in view, the present invention provides an engine speed control system for an internal combustion engine mated with an automated manual transmission system comprising:
a control unit for demanding an engine speed for operating the engine;
a speed input sensor for sensing actual engine speed or a proxy for actual engine speed; and
at least one controller included within the control unit for controlling an engine component to reduce error between demand engine speed and actual engine speed.

wherein said at least one controller controls engine speed to reduce said engine speed error based on (A) signals from the engine speed input sensor and at least one engine component condition sensor, associated with the operation of said engine component; and (B) engine operating data programmed into the control unit based on signals from sensors additional to the engine speed sensor and at least one engine component condition sensor, said additional sensor signals not being sensed and input to the control unit in real time. The engine speed control system typically requires the at least one controller to include a PID controller for reducing error between demand engine speed and actual engine speed through feedback logic. Signals (A) are particularly important as inputs to such PID controller.

Engine operating data (B) conveniently reside in a database, such as a look up table or map using which an inverse map can be derived and programmed into and form a part of the control unit. The engine operating data (B) are related to engine speed under various operating conditions such as, but not limited to, launch, gear shift, crawl and shuffle. Engine operating data (B) are most conveniently obtained through a calibration process which advantageously involves gain scheduling. Such gain scheduling involves the population of the database with engine operating data (B) through an empirical process, for example involving observation of the operation of the automated transmission system and its associated engine while equipped with an array of sensors that, while affordable at a manufacturing or development facility, would impose significant – even prohibitive - cost constraints if employed “on board” in AMT systems and engines produced at industrial scale. Exemplary sensors are described further below.

Gain scheduling, as above described, permits generation of engine operating data which can be used for engine speed control under a range of typical and modelled engine operating conditions including, without limitation, ambient temperature, engine temperature, engine load and air fuel ratio.

Engine operating data (B), for example as obtained during a gain scheduling process, is important and sufficient for acceptable engine speed control but most advantage, and refinement of engine performance, is obtained by relating the engine operating data (B) to actual engine speed through a reference engine speed model, conveniently being a mathematical model of linear function of values for signals obtained from the sensors used during calibration, designed to reduce inevitable engine speed error (as determined in deviation from calibrated standard engine speed error) from the PID controller. The reference model should also be developed – empirically – during the calibration process for a desired type of AMT system and/or a desired type of internal combustion engine mated with it. The reference model – which should not be updated during AMT system operation - is developed for a control or calibration standard engine speed control system taking into account the nature of the AMT system, the engine and the vehicle including the AMT system and engine. Use of the reference model minimises performance deviations from the calibration standard. Engine operating data (B) may be selected, typically independently, for each relevant engine operating condition. It will be understood that not all sensors are relevant to all control scenarios. For example, rear wheel speed may not be relevant to gear shift.

Such reference engine speed model can readily be developed by persons skilled in the art and a virtually infinite number of reference engine speed models, reflecting the perspectives of engine and AMT system manufacturers on which engine operating parameters, other than engine speed, are most relevant for particular AMT systems, engines and vehicles could be developed. The reference engine speed model may advantageously be derived to provide compensation in the engine speed control strategy for the inevitable manufacturing variability for engine and vehicle components which could otherwise adversely affect engine speed control if a PID controller alone was used.

Most desirably, the engine speed control system also includes feedforward control functionality. Feedforward control also relies on an empirically derived model of the engine speed control process under a range of engine operating conditions. This model could be the reference engine speed model but a different model, perhaps relating the engine speed and torque to throttle position as described below, could also be adopted. Feedforward control functionality reduces the load on the PID controller and its outputs can be compared with the reference engine speed model outputs to provide further refinements over engine speed control while avoiding the cost detriments referred to herein.

Referring further to torque, torque may be estimated for example as described below or measured; and refined to reduce engine speed error as necessary by the feedforward controller and ultimately by the selected reference model. The refined engine torque of the feedforward controller is compared with the desired torque output of the PID controller and the output of estimated torque from the feedforward controller is further corrected and provided as input to the inverse engine map described above. The inverse map uses the engine operating data (B) in conjunction with the corrected estimated torque to sends a command to an actuation system for controlling at least an engine component using the engine operating data (B) and received corrected engine torque for reducing the error between demand engine speed and actual engine speed.

The engine control system also advantageously includes predictive control logic based on a predictive algorithm such as the Smith Predictor or other like predictive algorithm for compensating for the dead time inherent in engine speed control for internal combustion engines, particularly naturally aspirated engines as described further below. The Smith Predictor is described, for example, in Smith, OMJ, Closer Control of loops with dead time, Chemical Engineering Progress, vol 53(5), 217-219 (1957), the contents of which are hereby incorporated herein by reference. It may be noted however that, while exact matching of actual engine parameters with model engine parameters as described below may be preferred, it is not mandatory. The predictive logic calculates a time delay before the engine speed control is executed with a view to achieving smoother engine speed control without over or under-compensation for particular engine operating scenarios.

The internal combustion engine may conveniently be operated with an air based control system and the system – especially when the control unit includes the predictive logic described above – is particularly advantageous for naturally aspirated or carburetted engines. However, the engine control system can be applied to fuel injected engines as well, with engine operating data (B) potentially differing from that used for carburetted engines.

The control unit and any of its constituent controllers as described above may estimate torque on the engine based on engine speed and the engine component signal. The engine component condition sensor is preferably a throttle position sensor which senses the extent of actual opening of the throttle during operation of the engine at a given speed. The estimated torque then being used as an engine speed control parameter which is related to the throttle position through an empirically derived model which can be used in feedback (PID) or feedforward control as above described. The torque estimate may be used, in particular, as a cost effective proxy to determine load on the engine and vehicle across the range of engine operating conditions, advantageously even when the clutch is partially engaged. The preferred torque estimation method is relatively insensitive to engine/transmission damping effects, particularly when these are variable with time for example during partial clutch engagement.

The engine component controlled by the at least one controller may be an electromechanical component such as an inlet throttle actuator motor, for example of a naturally aspirated or carburetted engine. In such case the engine speed control system includes the throttle actuator motor and, most conveniently, a corresponding throttle position sensor as one engine component condition sensor. The at least one controller may then estimate torque based on the difference between sensed or actual engine speed and demand engine speed and the sensed throttle position. The torque estimate acts as a proxy for engine load and used to control operation of the engine component. Dependent on the relevant engine operating conditions, a clutch position sensor may also be used to provide a real time input, within signal group (A), to the engine speed control system.

Engine speed control may also depend on a third group of signals being rider inputs (C). The control unit may receive rider inputs such as rider demanded throttle position and process such inputs as part of the engine speed control strategy. The control unit may disregard or modify rider inputs (C) that are outside permissible bounds.

The engine speed control system allows minimal user intervention in operating the engine with an automated manual transmission system across a wide range of engine operating conditions including engine speed and load conditions but with added advantages in terms of significant savings in sensor and computational costs on board a vehicle including the engine speed control system. This enhances driving experience when undertaking manoeuvres such as vehicle launch under normal and high load (e.g gradient and payload) without stalling and smooth and seamless gear shifting including in uphill and downhill manoeuvres, crawl control and significant reduction in, or elimination of powertrain shuffle.

DESCRIPTION OF DRAWINGS

Fig. 1 is a sectional view of a sequential automated manual transmission (AMT) system for an engine including an engine speed control system according to one embodiment of the present invention

Fig. 2 is a cross sectional developed view of the sequential AMT system of Fig. 1 showing the gear shift actuator system.

Fig. 3 is a rear side view showing the sequential AMT system and its relationship to the rear wheel of a motorcycle employing the sequential transmission system as shown in Figs. 1 and 2.

Fig. 4 is a schematic of the air and fuel intake system of a carburetted engine controlled by the engine speed control system according to one embodiment of the invention and connected to the AMT system shown in Figs. 1 to 3.

Fig. 4A is an isometric view of the carburettor showing the throttle position sensor.

Fig. 4B is an isometric of the carburettor showing the throttle actuator motor.

Fig. 5 is a detailed block diagram for the engine speed control system of a preferred embodiment of the engine control system.

DETAILED DESCRIPTION OF THE INVENTION

Now, the present invention will be described by referring to the above drawings that illustrate preferred but non-limiting embodiments of the invention.

Referring now to Figs. 1 to 4, there is shown an automated manual transmission system 10 mounted in a scooter type motorcycle for transmitting power from the crankshaft 200 of a prime mover in the form of single cylinder internal combustion engine 150 to the rear wheel 300 (as conveniently shown in Fig. 3) through a drive chain 90 and, through operation of the transmission system 10, at a desired gear ratio. Engine 150 is a carburetted engine having a carburettor 152 and a butterfly throttle 154 actuated by electro-mechanical throttle body actuator 160. Carburettor 152 receives air from intake manifold 159 following filtration by air filter 158 and fuel through fuel needle valve 157 supplied from the fuel tank (not shown). Fuel may be liquid fuel in this embodiment. Engine 150 also includes engine speed and throttle position sensors of conventional type, throttle position sensor 156 being shown in Fig. 4A. In addition, rear wheel 300 includes a rear wheel speed sensor. Engine 150 operation is controlled by an electronic control unit (ECU) in the form of micro-controller 1100.

Cylinder 400 is shown together with its associated connecting rod 410 connecting its piston 412 to the linkage 415 for providing drive to the crankshaft 200 as a gaseous or liquid fuel is combusted in cylinder 400. Magneto 270 is also shown mounted to crankshaft 200. The crankshaft 200 and linkage 215 are mounted within crankcase 210.

Rotation of the crankshaft 200 causes rotation of drive sprocket 205 and chain 90. A substantial portion of the chain drive 90 is enclosed within chain case 220. Chain drive 90 is lubricated using a lubrication system (not shown). To facilitate operation of transmission system 10, the direction of rotation of the chain drive 90 is made common with the engine (through crankshaft 200) and the rear wheel 300 by including intermediate shaft 23.

Automated manual transmission system 10 includes a powertrain housing 20 which is separated and made distal from, though integral with, engine crankcase 210 by chain case 220. Rotatably mounted within powertrain housing 20 is the rotating output sprocket 95 of drive chain 90. The output sprocket 95 rotates essentially at engine speed so speed reduction, through the transmission system 10 is required for driving rear wheel 300. To that end, the output sprocket 95 is engageable with the primary gear 94 of an input shaft 22 rotatably mounted to the housing 20, through operation of clutch 60 by automatically controlled clutch motor 620, required speed being achieved through establishment of a gear ratio.

Transmission system 10 is a sequential drum shift clash mesh transmission system having five gear ratios in the illustrated embodiment and includes input, intermediate and output gear trains comprising three gears for each of the input shaft 22 (gears 22a-22c), intermediate shaft 23 (gears 23a-23c) and output shaft 24 (gears 24a-24c).

Movement between the gear ratios, in sequential manner, involves a gear shift drive system 35 including a gear shift drum 40 and a shifter drum drive 45 as rotating means for turning the shift drum 40, on demand, through a selected angular movement to a position corresponding to a selected gear ratio under control of a transmission controller 1000 forming part of micro-controller 1100.

Referring further to Fig. 4, 4A and 4B, it will be understood that engine speed is primarily dependent on the air/fuel ratio of the mixture of air and fuel directed to the engine and load on the engine. Fuel rate depends on the supply through needle valve 157. Air rate depends on the setting of throttle 154 Required engine speed for particular engine operating conditions is therefore dictated by position of throttle 154 and micro-controller 1100 controls this position through the control strategy, including PID control, described below. It is not intended that this description for engine speed control be limiting, rather that it simply illustrate a preferred embodiment. The person skilled in the art of engine speed control appreciates that engine speed control may be implemented using throttle position as matched with a range of possible sensed inputs and it is not possible to provide a comprehensive disclosure here of every potentially workable combination of such sensed inputs. Engine crank position and throttle position are the key sensed inputs, corresponding with the above described signals (A), as apparent from Fig. 4. That engine operating data (B), as related to engine speed for various engine operating conditions, is then tabulated in the look up tables or maps of micro-controller 1100. This could be sufficient for engine speed control in the broadest form of engine speed control system disclosed herein. However, further refinements are possible as described below.

Fig. 5 shows a block diagram of the engine speed control system 800 as used in engine 150.

Control unit 1100 enables feedback control, here PID control through PID controller 810. Demand engine speed is compared with sensed engine speed and inverse engine map 830 provides demand throttle position and a corresponding operating signal for throttle actuator motor 160. The demand throttle position may be made dependent on engine load as proxied by engine torque estimate derived by PID controller 810 using sensed engine speed at the sensed throttle position. The control unit 1100 could send the corresponding throttle position command directly to the throttle actuator motor 160. Before doing so, the output throttle actuator 160 action and command throttle 154 position is compared with that for the reference model 820.

Block 840 shows the feedforward control functionality based on an empirically derived model of engine speed as a function of throttle 154 position and sensed engine speed. This model forms the basis of a look up map that provides engine output torque, which is a function of engine speed, as a function also of throttle 154 position. Required throttle position can then be determined based on the demand engine torque and so engine speed. The feedforward control block 840 reduces load on the PID controller 810.

Feedforward control outputs are also compared with outputs for reference engine speed model 820 which relates engine speed to the engine operating data (B) through a linear function of values from sensors used in the calibration step and as described above. Shown as inputs are PID command throttle position and engine speed (which can readily be determined using the crank position sensor), these being compared with values in a reference model 820 based on engine speed control parameters for various engine operating conditions of a base case engine (similar to engine 150) as calibrated, during gain scheduling, in the factory environment. The reference model 820 enables feedforward operation with calibrated and stored parameters rather than actual sensed parameters which would increase sensor cost and computational load on the control unit 1100. In this way, it is possible to eliminate use of notably costly sensors such as manifold air pressure and temperature sensors, engine temperature sensors and lambda sensors in favour of simple, yet robust sensors, such as the engine speed sensors and throttle position sensors which are included.

The reference model 820 provides compensation in the engine control strategy for the inevitable manufacturing variability for engine and vehicle components which could, if only PID control was used, otherwise adversely affect engine speed control. Specifically, reference model 820, given the inputs of demand throttle position and sensed engine speed, is used to calculate any required torque output. Inverse engine (look up) map 830 and control unit 1100 sends a corresponding throttle position command to the carburettor throttle actuator 160. The correction is adjusted by gain Ka, the required gain also being empirically derived during the calibration process. Ideally, the difference in output throttle position between feedforward and reference model outputs should be zero but causes of variability exist and must be compensated for through appropriate gain. It will be understood that if Ka is zero, the engine speed control system would rely only on PID control, a sub-optimal outcome.

The engine control system also takes dead time or time delays familiar to engine speed control in carburetted engines into account. This problem is described in more detail here. In a carburetion process, a vacuum is created which creates a force causing the spring damper system of the carburettor 152 to lift up its needle (which has its own manufacturing variability). The engine speed control time delay or lag is inversely proportional to rate of flow of fuel through the needle, which in turn is a function of the needle lift. Predictive logic module 850, here employing a Smith Predictor algorithm, for example as described through reference to the Smith paper herein, is used to compensate for this delay.

Engine speed control will now be described for a number of engine operating scenarios with different control inputs and showing the benefits of gain scheduling logic.

Engine Speed Control during Gear Shift
If a gear shift is demanded, engine speed control proceeds in the following manner. Depending on shift drum 40 position, a target engine speed is calculated by control unit 1100 based on sensed rear wheel 300 speed, throttle position and actual engine speed. This is done with the object of ensuring a smooth gear shift, e.g when changing from first to second gear. For a predefined degree of shift drum 40:
Target RPM = gear ratio of present gear * wheel speed

So long as gear shift is taking place, i.e during movement through the remaining shift angle of shift drum 40 rotation:
Target RPM = gear ratio of target (demand) gear * wheel speed after shifting

These speed rules are aimed at ensuring that the transmission gears are unloaded (i.e no net torque transferred) with a view to easy disengagement and engagement of gear dogs from corresponding kidneys. This reduces probability of clash occurring. The engine speed control strategy may be used in tandem with the gear shifting control strategy described in Indian Patent Application No. 201621033822 filed 4 October 2016, the contents of which are hereby incorporated herein by reference. If gear clash does occur, the speed control system operates to synchronise engine speed with wheel speed and prevents further drop/rise in engine speed.

Engine Speed Control at Launch
In event of launch, starting, the engine speed control strategy initially estimates engine load from engine demand as set by the vehicle operator. In a handlebar operated vehicle for example, the engine demand can be determined by the operator’s throttle grip position where a throttle grip is used. A target engine speed is set in response to the throttle grip position. The clutch is engaged (and this position can be an input to the engine speed control strategy), the vehicle accelerates and engine speed will deviate from the target engine speed. By comparing target and actual values for vehicle acceleration, desired further clutch advance is calculated. Dependent on error in sensed engine speed from the target engine speed, the carburettor throttle 152 is opened to maintain the predefined target engine speed (as provided by inverse map 830) and engine load (torque) is similarly estimated. Engine load calculations, calculated in this manner, may be an indication of one or more affecting parameters like load on the vehicle, road gradient, tyre pressure, wheel obstructions and so on, all of which can be taken into account in the inverse map 830 and reference model 820. According to this estimated engine load, the target engine speed is revised to achieve the desired vehicle acceleration from the throttle grip position.

The delivery of power to rear wheel 300 is controlled by the clutch (master) and engine speed control system (slave) in the opposite manner to prior art engine speed control systems.

Engine speed control could, as described above, depend on a third group of signals being rider inputs (C), perhaps to enhance rider feel and driveability. The control unit 1100 could accept a rider input such as rider demanded throttle position and process such input as a demand acceleration as part of the engine control strategy.

However, it will be understood that the control unit 1100 preferably authorises demand acceleration in accordance with a programmed engine operating strategy. The operator need not have autonomous control over this parameter especially where the demand acceleration is outside permissible bounds, for example excessive demand acceleration during a gear shift operation. In this regard, manoeuvring an automobile, especially a 2 wheeler, in congested city roads is a major irritant. The engine speed control system enables the vehicle to move at a minimum predefined speed without the need for careful rider demanded throttle manipulation which can itself be modelled during calibration and included as engine operating data (B). This improves low speed driveability and also negates the need for clutch manipulation, hence improving clutch life.

Vehicle Crawl Strategy
Vehicle crawl is activated in certain gears (1st and 2nd). Crawl strategy is activated when throttle grip position is kept at zero by the operator or, effectively, by control unit 1100. Therefore, target RPM = gear ratio of present gear * crawl speed / (2pi * wheel radius). As soon as the rider presses the brake, this strategy is deactivated.

where = Commanded/Target RPM for the controller
= Overall Gear Ratio of the present Gear
= Vehicle Speed
= Wheel Radius

RPM control in Shuffle
Due to overly flexible or rigid parts in the powertrain, a phenomenon called ‘shuffle’ is caused. It occurs when the powertrain is subjected to extreme torque variations, which means that the torque, provided by the engine, varies suddenly due to the sudden opening / closing of the throttle by the operator, in which s/he needs the vehicle to respond immediately. This leads to alternation of direction of torque transfer in power-train. Particularly, in a clash-mesh type gearbox which is used in this vehicle, this phenomenon leads to heavy jerks due to switching of contact flanks of gear dogs.

As a solution to this ‘shuffle’, when the rise from zero or fall to zero, of the rider demanded throttle position is detected, sudden rise or fall of the rider demanded throttle manipulation is detected in control means the control unit 1100 holds the engine speed constant for predetermined time to decrease the torque variations. This predetermined time is a function of the current gear number in which the vehicle is running. The target engine speed during this time interval is set to the engine speed at throttle grip closing / opening.

The engine speed control system allows minimal user intervention in operating the carburetted engine 150 with an automated manual transmission system across a wide range of engine operating conditions including engine speed and load conditions. This enhances driving experience when undertaking manoeuvres such as vehicle launch under normal and high load (e.g. gradient and payload) without stalling and smooth and seamless gear shifting including in uphill and downhill manoeuvres, crawl control and significant reduction in, or elimination of powertrain shuffle.

In an alternative embodiment of the present invention the control system described herein above is employed on electric vehicle wherein; the instead of controlling the engine component which a throttle in case of IC engine, current supplied by batteries to an electric motor is controlled in electric vehicles to reduce the error between desired and actual motor speed. The functioning of reference model, feedforward control, PID controller and Inverse engine map remains same but the engine operating data (B) is replaced by motor operating data (B) wherein; the motor operation data (B) is provided with the motor speed against the motor load/torque derived under various operating conditions such as, but not limited to, launch, gear shift, crawl and shuffle. The data is obtained through a calibration process involving an empirical process and gain scheduling. The system comprises a sensor for monitoring the current supplied to the motor instead of engine component condition sensor. Therefore, the person skilled in the art can understand that the complete process of controlling the speed described above is applicable for electric vehicle also only difference being instead of controlling throttle position the current is controlled and the engine operating data is replaced by motor operating data. As there are not much manufacturing variations and delay in response in the elements of Electric vehicles, a simple PID control system may be employed to control the speed.

Modifications and variations to the combine brake system in this specification may be apparent to skilled readers. Such modifications and variations are deemed within the scope of the present invention. The applicant intends to rely on the provisional specification and drawings annexed to the provisional specification.

,CLAIMS:1. An engine speed control system for an internal combustion engine (150) mated with an automated manual transmission system (10) comprising:
a control unit (1100) for demanding an engine speed for operating the engine;
a speed input sensor for sensing actual engine speed or a proxy for actual engine speed; and
at least one controller included within the control unit (1100) for controlling an engine component (152) to reduce error between demand engine speed and actual engine speed
wherein said at least one controller controls engine speed to reduce said engine speed error based on (A) signals from the engine speed input sensor and at least one engine component condition sensor (156), associated with the operation of said engine component (152); and (B) engine operating data programmed into the control unit (1100) based on signals from sensors additional to the engine speed sensor and at least one engine component condition sensor (156), said additional sensor signals not being sensed and input to the control unit (1100) in real time.

2. The engine speed control system of claim 1 wherein said at least one controller includes a PID controller (810) for reducing error between demand engine speed and actual engine speed through feedback logic and wherein actual and demand engine speed are inputs to said PID controller (810) and said PID controller (810) produces an output signal as an estimated torque on the engine (150).

3. The engine speed control system of claim 1 or 2 further comprising an engine operating data (B) database wherein the engine operating data (B) are related to engine speed under at least an engine operating condition including launch, gear shift, crawl and shuffle, ambient temperature, engine temperature, engine load and air fuel ratio.
4. The engine speed control system of claim 3 wherein said engine operating data (B) are obtained through a calibration process including gain scheduling and involving the population of the database with engine operating data (B) through an empirical process.

5. The engine speed control system of claim 4 wherein; the engine operating data (B) is used by a feedforward controller (840) of the control unit (1100) in conjunction with the signal (A) and demand engine speed to output an engine torque estimate.

6. The engine speed control system of claim 5 wherein; the estimated torque output of the feedback controller (840) is refined by comparing it with an output given by a reference engine model (820) wherein; the reference engine model (820) is a mathematical model derived from the engine operating data (B) and configured to generate the output signal as an engine torque, based on the actual engine speed and engine operating data (B).

7. The engine speed control system of claim 6 wherein; the refined engine torque of the feedforward controller (840) is compared with the desired torque output of the PID controller (810) and the output of estimated torque from the feedback controller (840) is further corrected and provided as input to an inverse engine map (830).

8. The engine speed control system of claim 7 wherein; the inverse engine map (830) sends a command for controlling at least an engine component (152) using the engine operating data (B) and received corrected engine torque for reducing the error between demand engine speed and actual engine speed.

9. The engine speed control system of claim 6 wherein said reference model (820) is not updated during automated manual transmission system (10) operation

10. The engine speed control system of any of the preceding claims wherein said at least one controller includes a PID controller (810) and feedforward controller (840) relying on the engine operating data (B).

11. The engine speed control system of any of the preceding claims include a predictive logic module (850) comprising a predictive algorithm for calculating a time delay inherent in the engine (150) and compensating for the time delay before the engine speed control is executed.

12. The engine speed control system of any of the preceding claims wherein said control unit (1100) estimates torque as a proxy for engine load, said torque estimate then being used as an engine speed control parameter to reduce the error between demand engine speed and actual engine speed.

13. The engine speed control system of claim 12 wherein said control unit (1100) estimates torque during at least partial clutch engagement as sensed by a clutch position sensor.

14. An engine speed control system as claimed in any of the preceding claims wherein; the engine component (152) is a throttle and the corresponding engine component condition sensor (156) is a throttle position sensor.

15. An engine speed control system as claimed in claim 1 wherein; controlling the engine component (152) by controlling an actuation system (160) corresponding to the engine component wherein; the actuation system comprises an electric motor.
16. The engine speed control system of any of the preceding claims wherein said control unit (1100) receives rider inputs (C) and processes said rider inputs as part of the engine speed control strategy.

17. The engine speed control system of claim 15 wherein said control unit (1100) disregards or modifies rider inputs (C) that are outside permissible bounds.

18. A vehicle with an engine (150) including the engine speed control system of any of the preceding claims.

19. An motor speed control system for an electric vehicle comprising:
a control unit (1100) for demanding an motor speed for operating the motor;
a speed input sensor for sensing actual motor speed or a proxy for actual motor speed; and
at least one controller included within the control unit (1100) for controlling current supplied to motor to reduce error between demand motor speed and actual motor speed;
wherein said at least one controller controls motor speed to reduce said motor speed error based on (A) signals from the motor speed input sensor and at least one current condition sensor, associated with the current supplied to motor ; and (B) motor operating data programmed into the control unit (1100) based on signals from sensors additional to the motor speed sensor and at least one current condition sensor, said additional sensor signals not being sensed and input to the control unit (1100) in real time.