• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE0850044A1
    申请号:SE0850044
    申请日:2008-10-21
    公开日:2010-04-22
    发明作者:Mikael Hansson；Anders Kjell
    申请人:Scania Cv Abp；
    IPC主号:
    专利说明:

    OBJECT OF THE INVENTION An object of the present invention is to provide a method for controlling the engine speed of a motor vehicle with automated transmission at start-up so that unnecessary wear of the clutch of the vehicle is avoided but at the same time the vehicle can move away easily and smoothly even when large torque is required. start uphill.
    A further object of the present invention is to provide a device for controlling the engine speed of a motor vehicle with automated transmission at start-up so that unnecessary wear of the clutch of the vehicle is avoided but at the same time the vehicle can move away easily and smoothly even when large torque is required. uphill.
    Another object of the invention is to provide a method and computer program for controlling the engine speed of a motor vehicle with automated transmission at start so that unnecessary wear of the clutch of the vehicle is avoided but at the same time the vehicle can move away easily and smoothly even when large torque is required. uphill.
    SUMMARY OF THE INVENTION These and other objects, which appear from the following description, are accomplished by a method of controlling engine speed at start-up, a device for controlling engine speed at start-up, a motor vehicle, a computer program and computer program product as above, and further having the features set forth above. in the characterizing part of appended independent claims 1, 11, 20, 21, 22 and 23. Preferred embodiments of the method and the device are defined in appended dependent claims 2-10 and 12-19. According to the invention, the objects are achieved with a method for controlling the engine speed of the engine of motor vehicles with automatic transmission upon engaging the clutch of the vehicle at the start of said vehicle, comprising the steps of: - requesting a desired clutch torque; - based on said requested coupling torque, determining the current coupling torque of the coupling, and Closing speed of the coupling when engaging the same; determining the dynamic torque addition required to effect the engine speed increase required when engaging the clutch at said closing speed; - based on parameters comprising said current clutch torque and said dynamic torque addition, determine the required motor torque to achieve said required clutch torque; determining from said required motor torque for the motor the required motor speed to achieve said required clutch torque; and - increase the engine speed to the required engine speed if the required engine speed is greater than a predetermined engine speed.
    This avoids unnecessary wear of the clutch of the vehicle at the same time as the vehicle can get away easily and smoothly when large torque is required, such as when starting uphill, so that wear on the clutch only takes place when it is required.
    According to one embodiment, the method comprises the step of repeating said steps as long as the clutch slips. In this case, the process can be carried out satisfactorily during the entire start of the vehicle.
    According to one embodiment of the method, the parameters in the step of determining the required motor torque further comprise a torque margin which is greater than the potential error in determining the motor torque. In this way, any errors in the engine's torque reporting are taken into account. According to an embodiment of the method, the coupling torque increase is calibrated, i.e. the closing speed of the coupling, so that there is a maximum speed at which the coupling can be closed. This is advantageous when using an electro-hydraulic coupling system where the coupling can be controlled easily and quickly by means of an electronic control unit.
    According to one embodiment of the method, the step of determining dynamic motor torque addition comprises the steps of: based on the derivative of the coupling torque, determining the derivative of the motor torque; determining from the derivative of the engine torque, the derivative of the engine speed, said engine torque addition being determined the dynamic of the engine based on moments of inertia and said derivative of the engine speed.
    According to an embodiment of the method, the step of determining the required engine speed is effected by means of a predetermined engine torque / engine speed dependence of the engine. Thus, a starting process known for the specific engine is used, where consequently there is a strong speed dependence and where the engine torque used torque / speed dependence during the engine torque according to a variant is the maximum engine torque depending on the engine speed and according to an alternative variant a prescribed desired engine torque depending on the engine speed.
    According to one embodiment of the method, the step of determining is accomplished by means of motor torque / motor speed dependence. By using a torque / speed dependence known for the derivative of the engine speed specific motor determined during the starting process, where strongly used according to the engine torque is consequently speed dependent and where the engine torque a variant is the maximum engine torque depending on the engine speed and according to an alternative variant a prescribed engine torque, the derivative of the engine speed can be easily obtained by deriving the engine speed depending on the engine speed. According to an embodiment of the method, the step of determining the current coupling torque comprises the step of: sensing said coupling torque by means of a torque torque sensor. This results in a relatively accurate value of coupling torque.
    According to an embodiment of the method, the step of determining the current coupling torque comprises the step of: modeling the coupling torque by means of coupling input data. An advantage of modeling the coupling torque is that no sensor is required, but that the coupling torque for different coupling positions is known in advance. This is used to advantage at low torques.
    According to one embodiment of the method, the step comprises determining the current from the motor torque and the motor moment of inertia and the motor speed increase. coupling torque the step of: estimating the coupling torque An advantage is that no sensor is required. Suitable for higher torques where errors in reporting / determining the motor torque TE do not affect to the same extent as at lower torques. This embodiment and the embodiment where the clutch torque is modeled can thus be advantageously combined, where the clutch torque is modeled at relatively low motor torques and the clutch torque is determined by means of the motor torque at relatively higher motor torques.
    These objects are also achieved with a device for controlling the engine speed of the engine of a motor vehicle with automatic transmission when engaging the clutch of the vehicle at the start of said vehicle, wherein said Advantageous stated in the device comprises the features of claim 11. Embodiments of the device according to the invention dependent claims 12-19.
    These objects are also achieved with a motor vehicle comprising the features of claim 20, wherein the motor vehicle may be a truck, bus or passenger car. These objects are also achieved with a computer program for controlling the engine speed of the engine of a motor vehicle with automatic transmission upon engaging the clutch at the start of said vehicle, said computer program comprising program code stored on a computer readable medium for performing the method steps according to claims 1-10, when said computer program is run on an electronic control unit or another computer connected to the electronic control unit.
    These objects are also achieved with a computer program product comprising a program code stored on a computer readable medium for performing the method steps according to claims 1-10, when said computer program is run on an electronic control unit or another computer connected to the electronic control unit.
    These objects are also achieved with a computer program product directly storable in an internal memory of an electronic control unit or another computer connected to the electronic control unit, comprising a computer program for performing the method steps according to claims 1-10, when said computer program is run on the computer.
    DESCRIPTION OF THE DRAWINGS The present invention will be better understood with reference to the following detailed description read in conjunction with the accompanying drawings, in which like reference numerals refer to like parts throughout the many views, and in which: Fig. 1 schematically illustrates a motor vehicle, according to an embodiment of the invention; Fig. 2a schematically illustrates a subsystem of the vehicle shown in Fig. 1, according to an embodiment of the invention; Fig. 2b schematically illustrates the driveline of the vehicle with alternative positions of torque sensor according to embodiments of the invention; Fig. 3 schematically illustrates predetermined engine torque as a function of engine speed for an engine of the motor vehicle shown in Fig. 1, according to an embodiment of the invention; Fig. 4a schematically illustrates the requested clutch torque as a function of the accelerator pedal position of a accelerator pedal of the motor vehicle shown in Fig. 1, according to an embodiment of the invention; Fig. 4b schematically illustrates the requested clutch torque as a function of the clutch position of a clutch of the motor vehicle shown in Fig. 1, according to an embodiment of the invention; Fig. 5 schematically illustrates a flow chart, according to an embodiment of the invention; Fig. 6 schematically illustrates an algorithm according to an embodiment of the invention; and Fig. 7 schematically illustrates a computer, according to an embodiment of the invention.
    DESCRIPTION OF EMBODIMENTS Referring to Figure 1, a side view of a vehicle 100 is shown. The exemplary vehicle 100 consists of a tractor 110 and a trailer 112.
    The vehicle can be a heavy vehicle, such as a truck or a bus. The vehicle can alternatively be a car. Vehicle 100 is a motor vehicle with automated transmission.
    Here, the term "link" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave link k.
    Referring to Figure 2a, a subsystem 299 of the vehicle 100 is shown.
    The subsystem 299 is arranged in the tractor 110. The subsystem 299 comprises a driveline, which comprises a motor 230, a coupling 235 connected to an output shaft 231 of the motor of a coupling system 234, a gearbox 240 having an input shaft 236 connected to the coupling 235 and a output shaft 243 connected to drive wheels 245 of the vehicle via a gear 247 such as a rear gear 247, where the drive wheels 245 are connected to the rear gear 247 via a drive shaft 246. 230 is the combustion engine is according to one embodiment a six cylinder engine.
    The engine according to one embodiment is an internal combustion engine.
    According to one embodiment, the internal combustion engine is a diesel engine. In another embodiment, the engine is a gasoline engine and in yet another embodiment, the engine is an ethanol engine. According to another variant, the engine is a so-called flexifuel, i.e. can be operated with both ethanol and petrol in the desired mixture. The engine 230 has a starter motor (not shown) which is arranged to start the engine at the request of a driver of the vehicle 100. 299 includes the power request, e.g. a throttle control, such as an accelerator pedal 250. Power request The subsystem further comprises an actuator 250 for being generated on the basis of an action performed by the driver which corresponds to a desire of the driver to supply power to the vehicle for propulsion thereof.
    The invention is particularly applicable to situations where the vehicle is stationary on the ground and where the driver is about to start the vehicle and drive away using the power request actuator 250.
    The output shaft 231 of the motor 230 is connected to the clutch 235. The clutch 235 is according to a variant of a conventional disc type, such as a single or two-disc clutch. According to a preferred variant, the coupling system 234 is electrohydraulic, which has the advantage that it is easy to control quickly and accurately by means of an electronic control unit. The coupling system can alternatively be pneumatic. The clutch 235 of the clutch system is also connected to the input shaft 236 of the gearbox 240. The output shaft 243 of the gearbox 240 is arranged to transmit power via the rear gear to a number of vehicle wheels 245 in a known manner. The clutch 235 is arranged to be able to break the power transmission in the driveline.
    The inertia torque JE of the specific motor 230 is known through mechanical calculations, where the inertia torque JE according to a variant is calculated by means of 3D models. The moment of inertia JE for each motor is consequently a known parameter.
    The subsystem 299 comprises a first control unit 201. The first control unit 201 is signal connected to the power request actuator 250 via a link 251. A driver of the vehicle can request a torque to the engine by means of the actuator 250. According to one embodiment, the moment of inertia parameter is programmed as constant in the first control unit 201, a second control unit 202 and a third control unit 203.
    The subsystem 299 comprises a second control unit 202 which according to one embodiment is arranged to control the motor 230 via a link 233. For this purpose, the second control unit 202 is signal-connected to operating means (not shown), such as e.g. injection valves for injecting fuel into engine cylinders. The second control unit 202 is arranged to control motor speed wE and motor torque TE. The motor speed is arranged to be controlled by means of one in the 260. The speed controller 260 is arranged in the second control unit, the second control unit is quickly obtained. By controlling the speed because no communication link such as a CAN All signals, by means of the speed controller 260 is the second control unit. except the setpoint, which is used internally in the speed of the speed controller 260 can be optimized. The speed controller may alternatively be arranged externally from the other control unit in any manner suitable for controlling the engine speed. 10 15 20 25 ”IO The instantaneous torque TE of the motor 230 can be determined by the second control unit 202 in a known manner. The motor torque TE is specified in Nm. This determination of the torque TE generated by the motor takes place at the control unit 202 continuously. This determination of the torque TE generated by the engine 230 can be made on the basis of the amount of fuel supplied to the combustion chamber of the engine 230. Alternatively, the torque of the engine 230 can be detected by a suitable sensor 237 arranged to send a signal including instantaneous value of engine torque TE to the control unit 202 via a link 233.
    The subsystem 299 further comprises a third control unit 203 which according to an embodiment is arranged to control the clutch 235 via a link 238 and to control the gearbox 240 via a link 248. The third control unit 203 is according to a variant arranged to control the position of the clutch 235 by means of a third The control controller 293 can alternatively be arranged externally from the third control unit in any manner suitable for controlling the switching position.
    The maximum closing speed of the clutch 235 is according to a variant calibrated to a desired closing speed. Accordingly, the third control unit 203 is arranged to control the closing speed based on said calibration. Calibration of the closing speed of the coupling refers to the derivative of the coupling torque TC. As a result, the change of the coupling torque TC is initially known. The maximum closing speed of the clutch is consequently calibrated, so that if the driver by means of the accelerator pedal requests a faster closing, the calibrated closing is obtained. If the accelerator pedal requests a slower closing of the clutch than the maximum closing speed, the clutch will close slowly in accordance with the slow request.
    The first control unit 201 is arranged for communication with the second control unit 202 via a link 205 and for communication with the third control unit 203 via a link 206. The first control unit 201 is arranged to communicate position of the actuator 250 for power transmission, for example accelerator pedal position.
    The second control unit 202 is arranged for communication with the third control unit 203 via a link 207. A speed sensor 270 is arranged in connection with the motor 230 to sense the engine speed, the second control unit 202 being arranged to receive a signal via a link 208 from 270 the control unit 202 is arranged to process said engine speed data, engine speed data representing among the speed sensor. The second other to determine engine acceleration cóE, ie. derivative of the engine speed wE. The second control unit 202 is arranged to send a signal representing motor torque TE and a signal representing motor speed mg to the third control unit 203.
    The second control unit 202 is arranged that based on the position of 250, i.e. of the force required by the actuator 250, determine the requested torque actuator / accelerator pedal driver TC ,. The force controlled by the actuator 250 is the force which, where appropriate via gearing, drives the wheels 245 of the vehicle. The force is essentially a gearing times the coupling torque TC. Thus, the force can be controlled by controlling the coupling torque TC. Alternatively, the third control unit 203 could be arranged to determine the current coupling torque TC based on the accelerator pedal position.
    Alternatively or additionally, the coupling torque TC can be estimated from the motor torque TE, which is explained in more detail in connection with the method described in Fig. 5.
    Alternatively or additionally, the clutch torque TC can be obtained via a clutch torque sensor 280 arranged to sense the clutch torque TC.
    The torque sensor subsystem 299 is arranged to sense torque TC. consequently, according to a variant, comprises a The third control unit 203 is arranged via a link 281 to receive a coupling torque data. Alternatively, the first control unit 201 or the signal from the torque sensor representing the second control unit 202 could be arranged to receive a signal from the torque sensor 280 representing the torque data. Fig. 2b shows different locations of sensor for sensing switching torque TC.
    According to a variant, the first, second and third control units are comprised of a control unit 200 as shown in dashed lines in Fig. 2a. Alternatively, the first, second and third control units consist of a control unit with corresponding functions and arranged to provide corresponding controls. Other variants of control unit for allocating said functions are also possible.
    A fourth control unit 210 is arranged for communication with the first, second and third control units via links, here shown with a link 212 to the control unit 200. The fourth control unit 210 may be detachably connected to the control unit 200. The fourth control unit 210 may be one to the vehicle 100 external control unit. The fourth control unit 210 may be arranged to perform the innovative method steps according to the invention. The fourth control unit 210 can be used to load software to the control unit 200, in particular software for controlling the engine speed of the engine of a motor vehicle with automatic transmission when engaging the clutch at the start of said vehicle. The fourth control unit 210 may alternatively be arranged for communication with the control unit 200 via an internal network in the vehicle.
    The fourth control unit 210 is arranged for communication with the actuators 250 via a link 252.
    Referring to Fig. 2b, the driveline of the vehicle of Fig. 1 is shown with alternative positions of the torque sensor.
    The driveline includes a motor 230, a clutch 235 of a clutch system 234 connected to an output shaft 231 of the engine, a gearbox 240 having an input shaft 236 connected to the clutch 235 and an output shaft 10 connected to drive wheels 245 of the vehicle. via a rear gear 247, where the drive wheels 245 are connected to the rear gear 247 via a drive shaft 246.
    According to a variant, the clutch torque sensor 280 is arranged in connection with the output shaft 231 of the motor 230, as also shown in Fig. 2a.
    According to a variant, the clutch torque sensor 280a is arranged in connection with the input shaft 236 of the gearbox 240.
    According to a variant, the clutch torque sensor 280b is arranged in connection with the gearbox 240, whereby any gear ratio must be taken into account.
    According to a variant, the clutch torque sensor 280c is arranged in connection with the output shaft 243 of the gearbox 240, whereby any gear ratio must be taken into account.
    According to a variant, the clutch torque sensor 280d is arranged in connection with the drive shaft 246 of the drive wheels 245, whereby any gear ratio must be taken into account.
    Independent positioning of torque sensor 280; 280a; 280b; 280c; 280d, the sensor is arranged to sense torque and is arranged to send signal representing torque data to a control unit 200; 201; 202; 203, where the control unit according to one embodiment consists of the third control unit 203. According to an alternative embodiment, the clutch torque sensor is 280; 280a; 280b; 280c; 280d arranged to continuously send signals to a controller 200; 201; 202; 203, which signals include information about the relatively instantaneous coupling torque TC of the coupling 235. The control unit 200; 201; 202; 203 can, on the basis of these signals, calculate clutch torque TC and clutch torque increase TC, of the clutch.
    One or more sensors can be arranged according to the above-mentioned example of location, where consequently according to a variant several switching torque sensors can be arranged to send signals to the control unit, which signals comprise information about relatively instantaneous switching torque, ie. current 10 15 20 25 14 coupling torque, which enables statistically more accurate value of said coupling torque.
    Here, according to an example of the invention, the innovative method is initiated and controlled by means of the first control unit 201, the second control unit 202 and the third control unit 203. Alternatively, the innovative method is initiated and controlled by means of the external electronic control unit 210.
    Referring to Fig. 3, the maximum engine torque TEmaX and a lower calibrated motor torque Tgcaj separated from the maximum torque are shown as a function of engine speed wE during start of the engine 230 of the motor vehicle 100 shown in Fig. 1, according to an embodiment of the invention. Such a curve is referred to in Fig. 2a and Fig. 5.
    The solid line shows the maximum motor torque TEmaX as a function of motor speed (and for a motor, ie the torque that the motor max can give at the specific speed, here called the maximum torque curve.
    The dashed line shows a lower engine torque TEp prescribed for the same engine as a function of the engine speed mg. The alternative dashed curve is achieved by recalibrating the maximum torque curve.
    This results in a different increase in speed at the start than is the case with the solid curve which shows the maximum torque of the engine 230 as a function of the speed at start. Since it is simulated with a prescribed lower motor torque depending on the speed that the motor 230 is weaker, a previous speed increase is obtained. An advantage of this is that in this way one can change the feeling when operating the actuator / accelerator pedal 250 so that a more powerful feeling is obtained, ie. that the engine speed increases faster when you press the throttle.
    As can be seen from Fig. 3, the engine torque curve TEmaX, TEp is strongly speed-dependent in the speed range used at start-up. In order for the motor 230 to be speed controlled at start-up when the clutch 235 loads the motor with a high clutch torque TC, an excess torque is required which 260 The speed regulator can be proportional to this torque margin. To use the speed controller. In order to be able to rapidly increase the engine speed when engaging the clutch 235 during start-up where the clutch 235 loads the engine 230, a large torque is required for the speed regulator to effect this increase in speed. With a quick connection, the speed must be increased more than with a slow connection to the same torque. Furthermore, it is required that with a quick connection of the clutch 235 the speed must be increased earlier than with a slow connection to the same torque. The torque required for the speed controller to effect this speed increase is consequently dynamic and is hereinafter referred to as When Achieved, a dynamic torque addition TD is required. the torque corresponding to the dynamic torque supplement TD increase the engine speed.
    Consequently, the motor has a predetermined motor torque / motor speed dependence.
    Referring to Fig. 4a, the requested clutch torque TCr is shown as a function of actuator / accelerator pedal position of an accelerator pedal 250 of the motor vehicle shown in Fig. 1, according to an embodiment of the invention.
    Based on position of actuator / accelerator pedal 250, ie. requested force by the driver by means of the actuator / accelerator pedal 250, the requested clutch torque TCr is determined according to the curve in Fig. 4a. By the curve increasing exponentially with the position of the actuator / accelerator pedal 250 so that when the actuator / accelerator pedal 250 approaches full activation, i.e. fully depressed position (100%) increases the required coupling torque TC, faster, and consequently gives a certain feeling when gassing by means of the actuator / accelerator pedal 250. The calibration curve can have any suitable shape for the desired sensation of actuator / accelerator pedal and can according to a variant be linear. Referring to Fig. 4b, clutch torque TC is shown as a function of clutch position of a clutch 250 of the motor vehicle shown in Fig. 1, according to an embodiment of the invention.
    The coupling torque is modeled according to a variant by means of coupling input data, by knowing the design and properties of the coupling, the coupling torque TC being modeled based on the coupling position, by regulating the coupling to a certain position, where the coupling position is arranged to be sensed, according to the mapped estimated curve. 4b which describes the relationship between the clutch position and the torque transmitted to the clutch.
    Referring to Fig. 5, a flow chart showing a method according to an embodiment of the invention is shown.
    The method comprises a first method step S510. In the step, the desired coupling torque TCr is requested. The desired coupling torque is requested by the driver activating the actuator 250, normally accelerator pedal, by, according to a variant, depressing the accelerator pedal to a certain position.
    The method comprises a second method step S515 which is performed on the basis of S510. In S515, the current clutch torque TC of the clutch 235 is determined. The current clutch torque of the first process step can be determined in different ways.
    According to S515 that the torque TC by sensing said torque by means of one embodiment is performed, the step of determining a current torque sensor 280 is performed; 280a; 280b; 280c; 280d, which is arranged in connection with the coupling 235 for said sensing. Position of the sensor to sense the coupling torque is discussed with reference to Fig. 2b. An advantage of determining the coupling torque TC by means of a sensor is that a relatively accurate determination can be achieved. 10 15 20 25 30 17 According to S515 that switching torque TC by modeling the switching torque by means of one embodiment, the step of determining the current switching input data is performed. By knowing the design and properties of the coupling, a model of the coupling 235 is created, whereby the coupling torque TC can be modeled based on the coupling position. According to a variant, the coupling torque TC is determined by regulating the coupling to a certain position according to a mapped estimated curve which describes the relationship between the coupling position and the torque transmitted to the coupling. An example of such a curve is shown in Fig. 4b. An advantage of modeling the coupling torque is that no sensor is required, but that the coupling torque for different coupling positions is known in advance. This is used to advantage at low torques. The position of the coupling is controlled by means of a regulator 290, which controls the coupling to the position which gives the requested coupling torque.
    According to S515 that the torque TC by estimating the torque TC from an embodiment is performed, the step is determined to determine the current motor torque TE, the motor 230 moment of inertia JM and the motor speed increase / acceleration uöE, i.e. the derivative of the engine speed, by subtracting the product of the inertia torque JM and the speed increase cóE from the engine torque TE. An advantage is that no sensor is required. Suitable for higher torques where errors in reporting / determining the motor torque TE do not affect to the same extent as at lower torques. This embodiment and the embodiment where the clutch torque TC is modeled can thus be advantageously combined, where the clutch torque TC is modeled at relatively low motor torques and the clutch torque TC is determined by means of the motor torque at relatively higher motor torques.
    The method comprises a third method step S520 which is performed on the basis of the first method step. In the step, the torque increase TC is determined, ie. at what speed the clutch 235 is engaged, the closing speed of the clutch 235. This is thus the derivative of the coupling torque.
    The closing speed of the clutch is adapted so that the clutch 235 is brought into engagement with an appropriate speed so that a possible required increase in speed is achieved before the requested coupling torque TC is reached.
    The torque increase TC can be determined in different ways.
    According to a preferred embodiment, the clutch torque increase TC is calibrated, i.e. the closing speed of the clutch 235, so that there is a maximum speed at which the clutch 235 can be closed. This is advantageous when using an electro-hydraulic coupling system where the coupling 235 can be easily and quickly controlled by means of an electronic control unit.
    According to an alternative embodiment, the coupling 235 itself may be configured and constructed in such a way that when it is closed, it is engaged at a certain desired maximum speed. This is for example applicable to pneumatic couplings, depending on mechanical construction, spring characteristics, etc.
    The method comprises a fourth method step S525 which is performed after the third method step. In the step, the dynamic torque addition TD required to achieve the desired engine speed increase aäE is determined to achieve the requested clutch torque increase.
    The dynamic coupling torque TD is obtained by multiplying the moment of inertia JM of the motor 230 by the motor acceleration aäE, i.e. the engine speed increase, ie. the derivative of the engine speed. The inertia of the motor 230 is known for each motor 230.
    The derivative of the motor speed is obtained according to one embodiment by considering the motor torque increase TE, i.e. the derivative of the engine torque in a curve showing a motor torque TE predetermined by the engine as a function of engine speed wE, where the engine torque-engine speed curve according to a variant is the maximum engine torque TEmaX of the engine at different engine speeds m5 and according to another variant a pre-calibrated curve where the engine torque TE is lower than the maximum motor torque TEmaX, which results in an earlier increase in speed due to the fact that it is then assumed that the motor 230 is weaker than it actually is. An example of such a curve is shown in Fig. 3.
    The engine torque increase TE, ie. derivative of the motor torque, is obtained according to a variant by the fact that the motor torque increase TE is the same as the clutch torque increase TC.
    The method comprises a fifth method step S530 which is performed after the fourth method step. In the step, the required motor torque TEn is determined to achieve the requested clutch torque TCr.
    The required motor torque TEn is obtained by adding the dynamic torque addition TD, the current clutch torque TC and a fault torque margin Tmar, which fault torque margin takes into account fault tolerances of the motor 230 due to, for example, overshoots and should cover faults in the motor 230 torque reporting. According to a variant, the fault torque margin Tmar is constant, for example 100 Nm. According to another variant, the fault torque margin Tma is variable, for example speed-dependent.
    The method comprises a sixth method step S535 which is performed after the fifth method step. In this step, the required motor speed mEn is determined to achieve the required torque Tcr.
    The required engine speed is determined by means of the motor predetermined engine torque / engine speed dependence. The required engine speed coEn is obtained from the required engine torque TEn by using the engine torque-engine speed curve associated with the engine 230, for example according to Fig. 3, from which curve the required engine speed can be read.
    The method comprises a seventh process step S540 which is performed after the sixth process step. In this step, the required motor speed coEn is compared in order to achieve the required coupling torque Tcr motor speed wEd with a certain predetermined torque. This engine speed is according to a variant the idle speed.
    “IO 15 20 25 20 According to another variant, this motor speed is a minimum calibrated switching speed that is attempted to be maintained if no speed increase is required.
    If the required engine speed wEn is lower than the predetermined engine speed coEd, no engine speed increase is required. In that case, the excess power is sufficient for the vehicle to get going.
    If the required engine speed oaEn is higher than the predetermined engine speed wEd, in an eighth procedure step S545 the engine speed is increased to the required engine speed (ngn.
    The method comprises a ninth method step S550 in which it is examined whether the coupling 235 is engaged or not, i.e. if the clutch still slips, so-called slip, or if it is fully engaged, so-called lock up.
    If the clutch 235 is engaged, the starting procedure is completed. Accordingly, if the clutch 235 is still slipping, the clutch 235 is still being engaged, so the process begins again by requesting the desired clutch torque TCr. In the event that the required switching torque TCr decreases, the engine speed decreases (oEn so that a decrease, the required speed reduction is obtained.
    Referring to Fig. 6, an algorithm according to an embodiment of the present invention is shown. The algorithm shows how the method according to the invention is executed.
    Coupling torque TC, is requested, which is done, for example, by depressing the vehicle's accelerator pedal. The current coupling torque TC is determined, which can be done in different ways 601, 602, 603. A first variant 601 for determining torque TC is by modeling by means of a torque model 610, a second variant 602 by sensing by means of sensor, and a third variant 603 by estimation from engine torque.
    These variants can be combined, used as alternatives or together. These variants and combinations of the same are described with reference to Fig. 3. Which variant or variants of determination of TC to be used can, if one has several variants to choose from, be made by means of a signal from a switching torque source TCS.
    TC The torque TC is derived so that the torque derivatives TC are obtained.
    Because the coupling derivative TC is the same as the motor torque derivative TE, the motor speed derivative coE can be obtained from the motor torque-motor speed curve, for example according to Fig. 3, as described with reference to Fig. 5, method step S525.
    By multiplying the motor moment of inertia JE by the motor speed derivative cóE, the dynamic torque supplement TD required to achieve the desired motor speed increase is obtained in order to achieve the requested torque increase.
    The dynamic torque addition TD, the current clutch torque TC and a fault torque margin Tmar, which takes into account incorrect reporting of the motor 230 torque, are then added to obtain the required motor torque 230, as described with reference to Fig. 5, method step S530.
    From the motor torque-motor speed curve, for example according to Fig. 3, which shows which motor speed oaE the required motor torque TEn corresponds to, the required motor speed wEn is obtained.
    The required engine speed m5 ”is then compared with a predetermined engine speed cow which according to this example is the idle speed.
    If the required engine speed (if greater than the predetermined speed) is increased, if the engine speed is increased to the required engine speed coEn. Figure 7, a diagram of an embodiment of a device 700. According to one embodiment, the device 700 comprises the first control unit 201 illustrated in Fig. 2a. embodiment 700 illustrates the third control unit 203 illustrated in Fig. 2a. According to one embodiment, the device 700 comprises the control unit 200 illustrated in Fig. 2a. According to one embodiment, the device 700 comprises two or more of the control units 200, 201, 202, 203 illustrated in Fig. 2a. The device 700 according to one embodiment comprises the external control unit 210 illustrated in Fig. 2a. 700 720, a data processing unit 710 and a read / write memory 750. The non-volatile device comprises a non-volatile memory 720 having a first memory portion 730 in which a computer program, such as an operating system, is stored to control the operation of the device 700. Further comprising the device 700 includes a bus controller, a serial communication port, I / O means, an A / D converter, a time and date input and transmission unit, an event counter and an interrupt controller (not shown). The non-volatile memory 720 also has a second memory portion 740.
    A computer program P comprising routines for controlling the engine speed of the engine of a motor vehicle with automatic transmission upon engaging the clutch at the start of said vehicle is provided.
    The program P can be stored in an executable manner or in a compressed manner in a memory 760 and / or in a read / write memory 750.
    When it is described that the data processing unit 710 performs a certain function, it should be understood that the data processing unit 710 performs a certain part of the program which is stored in the memory 760, or a certain part of the program which is stored in the read / write memory 750. 10 15 20 25 30 The data processing device 710 can communicate with a data port 799 via a data bus 715. The non-volatile memory 720 is intended for communication with the data processing unit 710 via a data bus 712. The separate memory 760 is intended to communicate with the data processing unit 710 via a data bus 711. the data processing unit 710 via a data bus 714.
    The read / write memory 750 is intended to communicate with When data is received on the data port 799, it is temporarily stored in the second memory portion 740. When the received input data is temporarily stored, the data processing unit 710 is arranged to perform code execution in a manner described above. According to one embodiment, information signals received at the data port 799 include information generated, for example, by the actuator 250, the speed controller 260, the clutch controller 290. The information relates to a requested clutch torque TO, current clutch torque, clutch torque increase (clutch closing speed), required torque, required torque. Information relevant to the innovative method of controlling bringing into engagement of the clutch at the start of said vehicle according to the engine speed of the engine of motor vehicles with automatic transmission can thus be provided to the data port 799, calculated internally in the device 700 and / or stored. in the memory 710. This information can thus be used by the device 700 for controlling the engine speed of the engine of a motor vehicle with automatic transmission when engaging the clutch at the start of said vehicle.
    Portions of the methods described herein may be performed by the device 200 by means of the data processing unit 710 running the program stored in the memory 760 or the read / write memory 750. When the device 200 runs the program, the methods described herein are executed.
    The foregoing description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments were selected and described to best explain the principles of the invention and its practical applications, thereby enabling those skilled in the art to understand the invention for various embodiments and with the various modifications appropriate to the intended use.
    权利要求:
    Claims (23)
    [1]
    Method for controlling the engine speed of the engine (230) of the motor vehicle (100) with automatic transmission when engaging the clutch (235) of the vehicle at the start of said vehicle, characterized by the steps of: - requesting (S510) a desired clutch torque (TCr); based on said requested coupling torque (Tcr), determining (S515) the current coupling torque (TC) of the coupling (235), and determining (S520) the closing speed of the coupling (235) when engaging the same; determining (S525) dynamic torque addition (TD) required to effect the engine speed increase required in engaging the clutch (235) at said closing speed; based on parameters including said current torque determining (S530) requested (TC) and said dynamic torque addition (TD) required (TEn) for torque (TCr); motor torque achieving said - determining (S535) from said required motor torque (TEn) for the motor (230) required motor speed (wEn) to achieve said required clutch torque (TCr); and - increase (S545) the engine speed (mg) to the required engine speed (coEn) if the required engine speed (wEn) is greater than a predetermined engine speed (wEd).
    [2]
    The method of claim 1, comprising the step of repeating (S550) said step as long as the clutch slips.
    [3]
    The method of claim 1 or 2, wherein the parameters of the step of (Ten) torque margin (Tmar) greater than the potential error in determining the required motor torque further comprises a motor torque of the motor (230). 10 15 20 25 26
    [4]
    A method according to any one of claims 1-3, wherein the coupling torque increase (TC), i.e. the closing speed of the clutch (235) is calibrated so that there is a maximum speed at which the clutch (235) can be closed.
    [5]
    A method according to any one of claims 1-4, wherein the step of determining (S525) dynamic motor torque addition (TD) comprises the steps of: - based on the derivative of the coupling torque (TC), determining the derivative of the motor torque TE; determining from the derivative of the motor torque T the derivative of E in the motor speed (aöE), said dynamic motor torque (TC) being determined based on the moment of inertia of the motor (JM) and said derivative of the motor speed (035).
    [6]
    A method according to any one of the preceding claims, wherein the step of determining (S535) required engine speed (wEn) is accomplished by means of the motor (230) predetermined engine torque / engine speed dependent
    [7]
    A method according to claim 5 or 6, wherein the step of determining the derivative of the motor speed (aäE) is effected by means of the motor (230) predetermined motor torque / motor speed dependence.
    [8]
    The method of any of claims 1-7, wherein the step of determining current torque (TC) comprises the step of: (Tc) torque sensor (280; 280a; 280b; 2800; 280d). sense said coupling torque by means of at least one
    [9]
    A method according to any one of claims 1-8, wherein the step of determining the current coupling torque (TC) comprises the step of: - modeling said coupling torque (TC) by means of coupling input data.
    [10]
    A method according to any one of claims 1-9, wherein the step of determining the current clutch torque (TC) comprises the step of: - estimating said clutch torque (TC) from the motor torque (TE) and the motor moment of inertia (JE) and the engine speed increase .
    [11]
    Device for controlling the engine speed of the engine (230) of the motor vehicle (100) with automatic transmission when engaging the clutch (235) of the vehicle at the start of said vehicle, characterized by: - means (250, 201; 200) for to request a desired coupling torque (TCr); means (200, 201, 202, 203) for determining the current coupling torque (TC) of the coupling (235) based on said requested coupling torque (Tcr), and means (200, 201, 202, 203, 290) for determining closing speed of the clutch (235) upon engaging the same; means (200, 201, 202, 203) determining the dynamic torque increase (TD) required to effect the engine speed increase required in engaging the clutch (235) at said closing speed; means (200, 201, 202, 203) for determining based on parameters including (TC) and torque addition (TD) required motor torque (TEn) to achieve said current torque, said dynamic said required torque (TC,); means (200) determining from said required motor torque (TEn) for the motor (230) required motor speed (wEn) to achieve said required clutch torque (TCr); and - means (200) for raising the engine speed (m5) to the required engine speed (wEn) if the required engine speed (oaEn) is greater than a predetermined engine speed (wEd).
    [12]
    The apparatus of claim 11, wherein the parameters for determining the required motor torque (TEn) further comprise a torque margin (Tmar) that is greater than the potential error in determining the motor torque of the motor (230). 10 15 20 25 28
    [13]
    Device according to claim 11 or 12, comprising means (630) for calibrating the coupling torque increase (TC), i.e. the closing speed of the clutch (235), so that there is a maximum speed at which the clutch (235) can be closed.
    [14]
    Device according to any one of claims 11-13, wherein said means for determining dynamic motor torque addition (TD) comprises means (200, 201, 202, 203) for determining based on the derivative of the coupling torque (TC), the derivative of the motor torque TE; means (200, 201, 202, 203) for determining from the derivative of the motor torque T the derivative of E! the engine speed (035), said dynamic engine torque (TC) being arranged to be determined based on the engine inertia (JM) and said derivatives of the engine speed (aäE).
    [15]
    Device according to any one of claims 11-14, comprising means (200, 201, 202, 203) for determining the required motor speed (wEn) by means of the motor (230) predetermined motor torque / motor speed dependence.
    [16]
    Device according to claim 14 or 15, comprising means (200, 201, 202, 203) for determining the derivative of the motor speed (aäE) by means of the motor (230) predetermined motor torque / motor speed dependent
    [17]
    Device according to any one of claims 11-16, wherein said means (200, 201, 202, 203) for determining the current coupling torque (TC) comprises at least one coupling torque sensor (280; 280a; 280b; 280c; 280d) arranged to sense said coupling torque (TC).
    [18]
    An apparatus according to any one of claims 11-16, wherein said means (200, 201, 202, 203) for determining the current switching torque (TC) comprises means (610) for (TC) switching input data. model said coupling torque by means of 10 15 20 29
    [19]
    Apparatus according to any one of claims 11-16, wherein said means (200, 201, 202, 203) for determining the current coupling torque (TC) comprises means (200, 201, 202, 203) for estimating said coupling torque (TC) from the engine torque (TE) and the engine moment of inertia (JE) and the engine speed increase.
    [20]
    Motor vehicle comprising a device according to any one of claims 11-19.
    [21]
    A computer program (P) for controlling the engine speed of an engine of a motor vehicle with automatic transmission upon engaging a clutch at the start of said vehicle, said computer program comprising program code stored on a computer readable medium for performing the method steps of claim 1-10, when said computer program is run on an electronic control unit (700; 201, 202, 203, 200) or another computer (700; 210) connected to the electronic control unit.
    [22]
    A computer program product comprising a program code stored on a computer readable medium for performing the method steps of claims 1-10, wherein said computer program is run on an electronic control unit (700; 201, 202, 203, 200) or another computer (700 ; 210) connected to the electronic controller.
    [23]
    A computer program product directly storable in an internal memory of an electronic control unit (700; 201, 202, 203, 200) or another computer (700; 210) connected to the electronic control unit, comprising a computer program (P) for performing the method steps according to claims 1-10, when said computer program (P) is run on the computer (700; 201, 202, 203, 200; 700, 210).
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    同族专利:
    公开号 | 公开日
    SE535550C2|2012-09-18|
    EP2349800A4|2017-01-18|
    EP2349800A1|2011-08-03|
    RU2482988C2|2013-05-27|
    EP2349800B1|2018-04-11|
    RU2011120453A|2012-11-27|
    BRPI0914534A2|2015-12-15|
    WO2010047652A1|2010-04-29|
    CN102224045B|2014-02-19|
    CN102224045A|2011-10-19|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE0850044A|SE535550C2|2008-10-21|2008-10-21|Procedure, device and computer program product for controlling engine speed of vehicles at start-up|SE0850044A| SE535550C2|2008-10-21|2008-10-21|Procedure, device and computer program product for controlling engine speed of vehicles at start-up|
    PCT/SE2009/051189| WO2010047652A1|2008-10-21|2009-10-20|Method, arrangement and computer program product for control of engine speed during a starting phase of a vehicle|
    EP09822276.3A| EP2349800B1|2008-10-21|2009-10-20|Method, arrangement and computer program product for control of engine speed during a starting phase of a vehicle|
    BRPI0914534A| BRPI0914534A2|2008-10-21|2009-10-20|"Computer program method, layout and product for engine speed control during a vehicle starting phase"|
    CN200980146511.1A| CN102224045B|2008-10-21|2009-10-20|Method, arrangement and computer program product for control of engine speed during a starting phase of a vehicle|
    RU2011120453/11A| RU2482988C2|2008-10-21|2009-10-20|Method and device for ice rpm in starting|
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