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    • 专利摘要:
    Summary A procedure and a system for estimating a fidelity / for a condition in a vehicle are presented, wherein the vehicle comprises At least one regulator arranged to regulate at least one actual state value Sact against at least one respective corresponding reference value Sref. According to the present invention, the system comprises: a determination unit arranged to determine At least one actual capture sequence Strans act for said at least one actual state value Sact against said At least one respective corresponding reference value Sref; a comparison unit arranged to perform At least one comparison of the at least one actual capture sequence Strans act with at least one respective corresponding related capture sequence Strans_exp; and an estimating unit arranged to estimate said inertia / based on said at least one comparison.
    公开号:SE1251366A1
    申请号:SE1251366
    申请日:2012-12-04
    公开日:2014-06-05
    发明作者:Martin Evaldsson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a method for estimating a fidelity I for a condition in a system according to the preamble of claim 1. The present invention also relates to an estimation system arranged for estimating a fidelity / for. a state in a system according to the preamble of claim 38, as well as a computer program and a computer program product, which implement the method according to the invention.
    Background The following background description constitutes a description of the background to the present invention, which should not constitute prior art.
    Control systems comprising one or more controllers are currently used for controlling a large number of different types of systems, for example in a vehicle. The control often includes that a state is controlled against a reference value for the state.
    Many of the systems to be controlled by such control systems have an inertia /, such as a mass inertia, a thermal inertia K or an inertial moment J. By inertia is meant hdr and in this document a resistance to demand, for example to a motion change or to a temperature change , which means that receivables do not occur momentarily, ie the receivables occur over a period of time.
    A cruise control system is an example of a vehicle system comprising a inertia / related to a vehicle mass in, in which one or more controllers are used to regulate an actual speed guard for the vehicle. An engine system is another example of a system with an inertia I related to a moment of inertia J for the engine in the vehicle, in which one or more controllers are used to regulate an actual speed waa for the engine.
    Another example is a temperature control system with a thermal inertia K, where an actual temperature Tact for a limited volume is controlled by using one or more controllers. Another example is a system for acceleration limitation for a vehicle with an inertia I related to a vehicle mass m !, through which an actual acceleration acia for vehicles is regulated by the one or more regulators. In a system for braking a vehicle with a inertia I related to the vehicle mass m, the actual speed of the vehicle is regulated by the one or more regulators.
    Another system is a power take-off system at an open driveline in a vehicle, where the engine speed of an engine in the vehicle is regulated, but where the inertia I is also related to equipment connected to the power take-off in the vehicle. Such equipment may, for example, include pumps, cranes or other equipment operated via the vehicle's power take-off.
    Control systems use, and are therefore dependent on access to, a number of parameters to be able to control various functions in a correct and efficient way. Examples of such parameters on which the control systems base their control functions include the vehicle mass iii, the moment of inertia J for the engine, the thermal inertia K for a limited volume and a total moment of inertia I Jtot In this document the background and invention will be described to a relatively large extent as implemented. in a vehicle. However, the present invention is generally applicable to engine and power take-offs. 3 pd essentially all systems in which a state of a fidelity is to be regulated against a reference value, which will be appreciated by a person skilled in the art.
    A weight in has a system, such as a vehicle weight, where the vehicle can be constituted by a vehicle day, constitutes an important parameter in many functions in a vehicle's control system. The weight of the vehicle affects the vehicle considerably in many situations, which is why it is very important to be able to correctly estimate this weight. The weight of the vehicle typically varies in models of the vehicle, which are used for various coatings and controls in the vehicle.
    For a vehicle which can transport large loads, such as buses, which can transport a starting number of people, or trucks, which can transport different types of loads with large weights, the weight can vary considerably. For example, an unladen truck weighs considerably less than the same truck when it is maximally loaded. An empty bus also has considerably less mass than the same bus when it is full of passengers. For a passenger car, for example, the variations for the mass are smaller than for vehicles intended to transport large loads, but also the difference between an empty and a fully loaded passenger car, where the fully loaded passenger car can also include a packaged and loaded slap, can be relatively large in relation to the legal weight of the car.
    The mass of the vehicle affects a chore resistance for the vehicle, which makes the weight of the vehicle an important parameter, for example for automatic gear selection. Automatic gear selection is done, for example, in an automatic geared manual gear shaft, for which it is important to be able to determine a current vessel resistance and thus which gear is to be selected in a current event. The moment of inertia J for the motor is also an important parameter in gear selection. 4 For a topography of a road section, the vehicle Or Oven strongly depends on the weight of the vehicle, the viii saga of the vehicle mass, since the weight is decisive for how much the vehicle is accelerated or decelerated by a downhill or uphill slope. The weight of the vehicle is therefore an important parameter. Even in speedometers which take into account the topography of a road section, so-called Look-Ahead speedometers, where the size of a requested engine torque at a time depends on how the top road section's topography will affect the vehicle's speed. Of course, the weight m of the vehicle and the moment of inertia J of the engine are important parameters. Even in conventional cruise control.
    Thermal inertia is an important parameter for essentially all types of temperature control, which affects, for example, driver and passenger comfort, as well as safety in a vehicle. Bide drivers of a vehicle and passengers, for example in a bus, should avoid large and strong and unwanted temperature variations. In addition, for safety reasons, it is important that a cab temperature desired by the driver is raised, which, for example, high temperature can affect the driver's fatigue. For cold rooms, for example in vehicles where the cargo is to be stored and / or transported at a certain temperature, for example food transport, Or above the thermal inertia K in order to obtain a correct estimate of the accuracy that an accurate temperature control can be provided.
    For vehicles where a power take-off is to be provided, it is important that the equipment connected to the power take-off in the vehicle can be driven by the power take-off, which means that an engine in the vehicle can maintain a substantially constant speed during the power take-off.
    Brief description of the invention Hereinafter, previous solutions and problems with these are described, primarily for estimating the vehicle weight. The person skilled in the art realizes that similar problems exist for previous estimates of the mass for other systems on just vehicles, as well as for the moment of inertia J for the engine, for the thermal inertia K and for the total moment of inertia [Jtot required to drive equipment connected to the PTO, that is to say for all the inertia 1 which are estimated by the present invention.
    There are today several methods which are applied to estimate the vehicle mass m, that is to say the weight of the vehicle. Such a method uses information from an air suspension system in the vehicle. The air suspension system applies axle pressure to all axles that have air suspension, and reports this load to a control unit, which based on these loads can calculate the mass of the vehicle. This method works well if all axles are air-sprung. However, the method works unsatisfactorily, or not at all, if one or more axles lack air suspension. This method is, for example, particularly problematic in vehicle roofs including slaps or trailers, which do not report axle load. This can relatively often occur as more or less unknown slabs are often connected to the vehicle roof when using the vehicle. This method is also problematic during operation of the vehicle, as the axle pressures vary as the vehicle travels over irregularities in the roadway, which can lead to weight estimation becoming incorrect due to the varying axle pressures.
    Other known methods for mass estimation consist of acceleration-based mass estimates. These use the fact that one can shave the mass from a force the engine supplies to the vehicle and an acceleration this force results in. The force from the engine 6 is known in the vehicle, but for these methods the acceleration needs to be measured or estimated.
    According to one method, the acceleration is estimated by performing a derivation of the vehicle speed. This method works well at high accelerations, it viii saga on empty gears at relatively low speeds, but it is a disadvantage of the method that it is affected by the wind gluttering, which necessitates the derivation, since the water gluttering is an unknown parameter for the system.
    According to another method, the acceleration is estimated using an accelerometer. The accelerometer-based method has a advantage in that the acceleration is fed directly. However, only a limited number of today's vehicles include an accelerometer, which means that this method is not generally applicable to all vehicles.
    The current accelerometer-based method also suffers from the noise meter signal being noisy, which reduces the accuracy of the method.
    According to another method, the acceleration is estimated during rotation. This method uses the assumption that the choke resistance is unchanged during a shift and therefore the vehicle's acceleration before and after shifting to determine the vehicle's weight. This method results in very unsatisfactory estimates of the vehicle mass.
    The acceleration-based mass estimates generally have disadvantages in that certain choir conditions must be met in order for a good estimate to be possible. It is not at all certain that these conditions are met during a harvest, so a good mass estimate is then not possible. For example, the acceleration-based mass estimates drive a full throttle acceleration on low gears to give a reliable result. DA such full acceleration does not always occur during a run, as if the vehicle starts the run on a downhill slope, for example from a petrol station at an exit to a motorway, and cid with the help of the downhill slope can accelerate relatively calmly to then keep essentially a constant speed during the rest of the ride, these methods often do not provide a good estimate of vehicle weight.
    Thus, the prior art methods of mass estimation are not always possible to apply and / or do not provide reliable estimates for all grains.
    Previously known solutions for estimating the thermal inertia K and of the total moment of inertia J0 related to power take-off are also deficient. The total moment of inertia of the power take-off is typically unknown, as equipment of varying type can be connected to this power take-off, (The vehicle cannot detect or be prepared for all this unknown equipment of different types. These give substandard estimates and / or estimates which requirements an initial addition in the complexity of the vehicle.
    It is an object of the present invention to provide a method and a system for estimating inertia which solves the above-mentioned problems with prior art estimates.
    This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The object is also achieved by the above-mentioned system according to the characterizing part of claim 38, and by the above-mentioned computer program and computer program product.
    The present invention utilizes an analysis of an actual capture process for at least one actual state value Sact versus at least one respective corresponding reference value Sref to estimate an inertia / for a state in a system. By comparing the appearance of this at least one actual trapping process S trans _act with at least one respective corresponding expected trapping trajectory Strans_expl which has an appearance which presupposes correct estimates of the condition, the fidelity / condition of the condition can thus be estimated.
    This gives a very accurate estimate of the condition, which is also robust because the systems on which the estimate is based are defined. The estimation can be implemented with a very small addition in cost and complexity for the system.
    According to one embodiment, the inertial estimation according to the present invention can be used to estimate a mass related to the system, such as, for example, a vehicle mass. In this way, reliable estimates of the mass are obtained, for example, of the vehicle mass in a vehicle, which will be able to be utilized by a large number of systems and functions in the vehicle, such as, for example, speed control and gear selection. As a result, the fuel consumption of the vehicle can be reduced and / or the performance of the vehicle increased, since well-founded and well-founded choices can be made in these systems, which in total can reduce fuel consumption and / or increase performance.
    According to one embodiment, the fidelity estimate according to the present invention can be used to estimate an engine's moment of fidelity J, whereby for example the fuel consumption of a vehicle can be reduced and / or the performance of the vehicle can be increased, since substantiated and elective choices can be made in these systems for speed and gear selection . According to one embodiment, the inertial estimation according to the present invention can be used to estimate thermal inertia K for limited volumes, whereby temperature control of, for example, an office space, a cold room, a cab or a cargo space can be regulated very precisely based on the knowledge of thermal inertia K. Increased comfort for office staff and drivers as well as things transport of, for example, food can thus be stored.
    According to one embodiment, the fidelity estimate according to the present invention can be used to estimate the total moment of inertia threat at a power take-off. According to the present invention, the total moment of inertia I is estimated, which includes both the moment of inertia of the motor J and the moment of inertia of the PTO I.1 PTO _hot = I + JPTO • Hereby an estimate of the total moment of inertia J tOt is obtained which can be used to regulate the speed. sufficient and Infinitely constant power to drive the equipment connected to the power take-off can be provided, since this regulation is facilitated by a knowledge of the total moment of inertia itot • Thus, with the present invention more or less inequitable equipment of varying type can be driven via a permanent Un dimensioned power take-off in the vehicle. which has previously been very black. The controller can also automatically calibrate itself against a better estimate of the total moment of inertia threat, so that it is always in-Land due to regulator aggressiveness.
    According to an embodiment, the present invention can be used for systems where a control of the system Or is based on a model which comprises a force equation or another equation Or which is related to the system to be regulated. Thus, the control of the states consists of the frail systems which include 10 respective states. In other words, the systems are regulated based on the systems themselves, since the regulation of the systems is performed based on models of the systems to be regulated. As a result, there is a good knowledge of the systems that are to be regulated in accordance with the control algorithm, which means that the estimation is robust.
    According to one embodiment, the present invention can also be used for systems in which a control of the system is performed by a PID controller or by a differential PI controller. The fidelity estimation according to the present invention can therefore be applied in that a large number of different control systems are used to control systems in vehicles.
    BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and are: Figure 1 shows a flow chart of a method according to the invention, Figure 2 shows an example of capture process versus a reference value. shows an example of a trapping process against a reference value, Figures 4a and 4b show an example of mass determination of a vehicle, and Figure 5 shows a control unit.
    DESCRIPTION OF PREFERRED EMBODIMENTS The present invention relates to an aspect of a method for estimating an inertia / state of a system. The state, according to which according to the present invention an inertia / can be estimated, has a resistance to change in the state, for example a resistance to a change in motion or to a change in temperature. Changes to the condition therefore occur over a period of time and essentially not momentarily.
    The present invention assumes that at least one controller is arranged to control at least one actual state value Sact in the system against at least one respective corresponding reference value Sref.
    Figure 1 shows a flow chart of a method according to the present invention.
    In a first step 101 of the method, at least one actual capture process is determined for the at least one actual state value Sact against the at least one respective corresponding reference value Sref. Since the at least one actual state value Sact is regulated against the at least one respective corresponding reference value Sref, at least one actual capture process Stransact / ddr arises. At least one actual capture process Strans act describes how the at least one actual state value Sact approaches and turns towards the corresponding reference value Sref. The appearance of this At least one actual capture process Strans act depends, among other things, on the state of fidelity / hatred.
    In a second step 102 of the procedure, at least one comparison of the at least one actual capture process Sans actmed is performed. At least one respective corresponding expected capture process Strans_exp • This expected capture process Strans_exp has an appearance which 12 would have been the result of the actual capture process. access to a correct value for inertia I. If, for example, inertia I is related to the vehicle mass m and if the control system has access to a correct estimate of the vehicle mass, then the actual capture process Strans_act will be identical to the expected capture process Strans_exp • Correspondingly, For example, the expected Strans_exp trapping process has an actual Strans trapping act based on accurate estimates of moment of inertia J, thermal inertia K, or total moment of inertia Jtot at a power take-off.
    However, sip the actual capture process Stransact often differs from the corresponding expected capture process Strans_exp because completely correct estimates are available, which are utilized by the present invention.
    In a third step 103 of the process, the inertia I is estimated based on the at least one comparison of the at least one actual capture process Strans act with the at least one corresponding expected capture process Strans_exp • Thus, according to the present invention, the capture process Sans act is used for the least at least one respective corresponding reference value Sref to determine the fidelity I has condition. As a result, a very reliable estimate of, for example, the mass in, the moment of inertia of the engine J, or the thermal inertia K of, for example, the cab, can be obtained. 13 Many systems have built-in inertia for their state. Essentially all such inertia can be estimated by utilizing the present invention. A couple of embodiments of the present invention will be described below. However, one skilled in the art will recognize that the present invention is generally applicable to substantially all systems in which the state of the systems has some reluctance to change, that is to say some kind of fidelity.
    The control of the at least one state in the system to be regulated by the controller is model-based according to an embodiment of the invention. The model which has been applied is related to the system to be regulated in that the model includes a force equation or another equation that is related to this system and it includes at least an actual state value Sact. Thus, a model of the system is developed at least in part by setting up a force equation or another equation for at least a part of the system.
    Furthermore, in controlling the system, the control of the state is performed by utilizing a control signal, the model-based control causing a magnitude of this control signal to be proportional to a change for the at least one state, i.e. against a change in said at least the actual state value Sact . Thus, a control unit provides the control signal based on the model so that its magnitude is proportional to a change in the state.
    With such a control system, when it is implemented in a temperature control system, for example an actual temperature Tact can be controlled against a temperature reference value Tref. In an engine control system in a vehicle, an actual speed waa can be controlled against a reference speed wref. In a cruise control system in a vehicle, an actual vehicle speed may be controlled at a reference speed. In a control system for acceleration limitation, an actual acceleration aaa can be controlled against a reference acceleration a „f. In a braking system of a vehicle, an actual speed may be controlled towards a reference value in the form of a maximum speed vm „. Embodiments of the invention in which these controls are used to determine inertia will be described in more detail below.
    According to an embodiment of the invention, the system to be controlled is a cruise control system, for example in a vehicle, which has a inertia / which is related to a mass m related to the system, for example a mass for the vehicle. The model on which the control is based takes into account a difference between an actual acceleration aact related to the system and a reference acceleration a „f for the vehicle, where the difference depends on a time parameter T.
    The actual state value Saa to be controlled by the controller constitutes an actual speed vaa related to the system, for example an actual vehicle speed, i.e. the actual speed the vehicle will maintain as a result of the cruise control. The reference value Sref against which the condition is controlled is a reference speed of 12 „f for the system. Since pulp m related to the system hdr is related to the inertia / according to this embodiment the pulp must be reliably estimated by analyzing the input process Strans actfor the actual state value Saa against the corresponding reference value Sref.
    There are many different types of cruise control vehicles. In some of these cruisers, the driver himself sets the reference speed v „f. In other types of cruise control, the driver sets a set speed vset based on ph which the cruise control then determines the magnitude of the reference speed v „f sent to the speed controller, whereby the reference speed Vref may have a different value than the set speed vset.
    The model takes into account a difference between an actual acceleration a 't related to the system, for example an actual vehicle acceleration, the viii saga the actual acceleration resulting from the acceleration, and a reference acceleration aref for the system. This difference is due to a time parameter T, which is described in more detail below. The time parameter T determines how the appearance of the capture process Strans_act for the actual velocity versus the reference speed vref looks like, so that a smaller value ph of the time parameter T gives a fast capture sequence and a larger value of the time parameter T per a slow capture process.
    This is shown schematically in Figure 2 for a vehicle example, (Jar the dashed straight horizontal line is a reference velocity vref against which actual velocities get different values ph T turns in. As illustrated in Figure 2 per the minimum value ph time parameter T = 2 (solid curve ) the fastest capture process Sans act 'the rigid value ph time parameter' T = (dotted curve) a slower capture process Stransact / and the largest value ph time parameter T = 8 (dashed curve) the slowest capture process Strans_act • According to a present invention The time parameter T is related to a chord mode, also called a chord mode, for example for a vehicle, this is shown schematically in Figure 3, where the dashed straight horizontal line is a reference speed at which actual velocities for different values of T turn in. The value of the time parameter T is seen hdr as related to an aggressiveness has the regulation.Therefore, in a normal choir mode, e for example named "standard" (dotted curve), the time parameter T is given a medium value.
    For a more aggressive chore mode, for example called "power" (dashed curve), the time parameters are given a relatively small value at the actual speed vaa is lower than the reference speed v „f. If this cormod is given the time parameter, a relative start is given if the actual velocity is higher than the reference velocity v „f, as shown in Figure 3. The more aggressive cormod power thus swings in quickly when it changes the reference velocity from below (from a lower speed), but swings in slowly as it approaches the reference speed from above (from a higher speed).
    The cormod power thus quickly reaches up to the reference speed from below and meters early up from the top, which gives a powerful impression, a higher average speed and a time gain in comparison with the other cormods.
    For a less aggressive chore mode, for example bendmnd "eco" (solid curve), the time parameter T is given a relative start value at the actual speed vaa is lower than the reference speed v „f. Correspondingly, the time parameter T for this chore mode is given a relatively small value of the actual speed vaa is higher than the reference speed v „f, as shown in Figure 3. The less aggressive chore mode eco thus swings in quickly when it approaches the reference speed v„ f from above (from a higher speed), but swings in slowly as it approaches the reference speed from below (from a lower speed), which gives a soft 17 impression, as well as a lower average speed and thus a lower total fuel consumption. In addition, the amount of decelerated energy is also reduced by the co-mode eco of a vehicle, since the vehicle, for example, under a wagon section comprising an uphill slope followed by a downhill slope, has a lower speed at the top of the crown. Due to the higher speed at the top, less braking is required under the downhill slope, whereby less energy is braked away.
    In connection with Figures 2 and 3, it has been described above how the time parameter T affects the capture process Strans actfor the actual state value Saa, has the actual speed vaa, against the corresponding reference value Sraf, has the reference speed vref, for a cruise control system. The time parameter T has a corresponding effect on the sampling process Sam _act for the engine systems, temperature control systems, acceleration limitation systems, brake systems and power take-off systems described below.
    According to one embodiment, where the invention is applied in cruise control, the model as Or related to the system to be regulated comprises a force equation with an appearance according to: Fk + i = m * ref -Vact aaCt) Fkr dar (eq. 1) Fk + 1 Or en force which will act on the said vehicle at the next iteration of the equation is calculated; - m is the mass of the vehicle; V re f Or the reference speed; vaa Or the actual speed; T Or the time parameter; aact Or the actual acceleration of the vehicle; and - F1, Or a current force acting on the vehicle. According to an embodiment of the invention, the estimation of the mass in may constitute an estimate of an elevator mass, that is to say of a weight for an elevator, where the system has an elevator system which has an inertia I related to a mass in for the elevator. In this way an accurate estimate of the total mass of the lift can be obtained.
    The actual state value Sact to be controlled by the controller here constitutes an actual speed guard for the elevator. The reference value Sr e f that the condition is controlled against constitutes hdr a reference speed Vnl for the elevator. Since the mass in front of the elevator is related to the inertia I, according to this embodiment mass in hdr can be reliably estimated by analyzing the induction process S trans _act for the actual state value Sact against the corresponding reference value Sref. The model on which the control is based takes into account a difference between an actual acceleration ctact for the lift and a reference acceleration aref for the lift, where the difference depends on a time parameter T.
    Those skilled in the art will appreciate that many other systems can be estimated in a similar manner. For example, the mass loaded for essentially all types of conveyor belts, such as luggage conveyor belts, washer belts for counters in dining rooms, conveyor belts in the manufacturing industry and the like, can be estimated by utilizing the present invention. This is because the load on the conveyor belt, such as liquids, disks, vehicles during manufacture, etc., affects the conveyor belt's inertia I. Therefore, the masses can be easily estimated based on analysis of the insertion process S tr ans _act for the actual state value Sact against the corresponding reference value Sref, which may be speeds.
    If the masses have these systems change, for example if the vehicle mass changes during reloading, if more liquids are stored on a luggage belt, or if a lot of disk space is stored on a 19 disk belt, this model-based controller will also calibrate itself after the new masses. .
    According to an embodiment of the present invention, the system to be controlled by the controller is an engine system, for example in a vehicle, where the model of the engine system takes into account a difference between a change w -Cza of an actual speed of the engine and a change wref of a reference speed of the engine. , where the difference depends on the time parameter T. The actual state value Saa to be controlled here constitutes an actual speed waa for the motor and the corresponding reference value Sref constitutes a reference speed core for the motor. The inertia / is based here on a moment of inertia J for the motor, why this moment of inertia j can be estimated based on the comparison of the actual input process Stransact with the expected capture process Strans_exp. • According to an embodiment of the present invention, the system to be regulated by the regulator a vehicle, the ddr model of the acceleration limitation system takes into account a difference between the actual acceleration acia and the reference acceleration aref. The actual state value Sact to be controlled then constitutes an actual acceleration acia related to the system and the reference value Sref used in the control constitutes a reference acceleration aref related to the system, for example a reference acceleration aref for the vehicle.
    The inertia / in the acceleration limitation system is based here on a mass m related to the system, for example the mass of the vehicle in, which means that the mass M can be estimated based on the comparison of the actual Stransact submission process with the expected Strans_exp submission process • The physical model on which the regulation is based includes the force equation which has an appearance according to: Fk + 1 = m * (are! aact) + Fk, dar (eq. 2) Fk_m_ is the force that will be related to the system at the next iteration; m is the mass related to the system; aref ar the reference acceleration; tacit is the actual acceleration; and k is a previous current force which acts on the vehicle.
    Has the actual acceleration aact controlled against reference acceleration aref so that a limitation of the actual acceleration aact is obtained, which gives a capture process Strans_exp which can be used to determine the mass rn, for example a vehicle mass if the system relates to a vehicle.
    As described above, the size of the time parameter T determines how the capture process Strans _exT looks when the actual acceleration aact approaches reference acceleration arep so that different values of the time parameter T give different behaviors for the acceleration limitation system.
    According to an embodiment of the present invention, the system to be regulated provides a system for braking, for example, of a vehicle. Essentially any type of vehicle braking system can be controlled according to this embodiment, for example a service brake, a retarder, or an electromagnetic brake, which can be constituted, for example, by an electric motor in a hybrid vehicle. The actual state value Sact constitutes has an actual velocity vaa and the reference value Sref constitutes a maximum velocity vm „, the value of which, for example, for a vehicle can be based on a speed limitation for a road section. 21 The inertia of the brake system is based on the mass m related to the brake system, for example to a vehicle mass, which means that the mass rn, for example the vehicle mass, can be estimated here based on the comparison of the actual capture process Stralisaa With the expected capture process Strans_exp • For this embodiment of the invention of the braking system hansyn to a difference between the actual acceleration aact and the reference acceleration are '. for vehicles cid the force equation has an appearance according to: Bk + i = M. * (vmax -vact aact) + Bk, dar (eq. 3) Bk + 1 is a force which will be related to the system at the next iteration of the algorithm; m Or mass; Vref Or the reference speed; Vact Or the actual speed; T is the time parameter; (tact Or the actual vehicle acceleration; and Bk Or the current braking force related to the system.
    As can be seen from Equation 4, the difference between the actual vehicle acceleration aact and the reference acceleration aref depends on the time parameter T because the reference acceleration are! Vmax —Vact corresponds to the termPO corresponding to that described above, the size of the time parameter T determines how the capture process Strans_exp looks when the actual velocity is approaching the maximum velocity vmax.
    According to an embodiment of the present invention, the system to be controlled is an engine, for example in a vehicle.
    The actual state value Saa to be controlled in this 22 regulation then constitutes an actual speed wact for the engine and the reference value Sref to which the actual speed wait is to be controlled constitutes a reference speed co „f for the engine. The inertia of the motor system is based on a moment of inertia J for the engine, which means that the moment of inertia J of the motor can be estimated based on the comparison of the actual induction process S trans_act with the corresponding expected indentation process Strans_exp. difference between a change - (; take an actual speed for the motor and a change (/) -Tlef of a reference speed for the motor. The difference depends here on a wref -waa time parameter r, since the term includes the time parameter T, why the course of the actual the Waa indentation of the speed Transs act against the reference speed coref can be controlled by the magnitude of the time parameter T, in the corresponding manner as described above for the other embodiments.
    According to the embodiment, the power equation of the model has an appearance according to: Tk + 1 = I * (Waf-Waa Wa.ct) + Tkf ddr (eq. 4) - Tic + 1 is a torque which will be emitted by the motor at the next iteration of the algorithm; J is the moment of inertia of the motor; coref is the reference speed of the motor; Waa is the actual engine speed; - T is the time parameter; w.aa is a change in the actual speed; and Tic draws the torque currently emitted by the engine. According to an embodiment of the present invention, the system to be controlled constitutes a temperature control system for 23 a limited volume, where the temperature control system inertia I IDA is based on a thermal inertia K for the volume, so the thermal inertia K can be estimated based on the comparison of the actual induction process. corresponding to the expected capture process Strans_exp • The actual state value Sect constitutes has an actual temperature Tact for the limited volume and the actual temperature Tact is controlled against the reference value Sref, which is based on a reference temperature Tref for the volume.
    The model for the temperature control system takes into account a difference between a change Tact of an actual temperature for the volume and a change Tref of a reference temperature fOf this volume. The difference depends on the time parameter T and the equation according to the model of the temperature control system, which has an appearance according to: pk + 1 = K * (Tref-TactTa. Ct) Pk I dar (eq. 5) Pk + 1 is a thermal effect which will be emitted in the limited volume at the next iteration of the algorithm; K is the thermal inertia for the limited volume; - Tref Or reference temperature; Tact is the actual temperature; T Or the time parameter; Tact is a change in the actual temperature; and k Or a current thermal effect which is emitted in the limited volume.
    The aggressiveness of the capture process for the actual temperature Tact against the reference temperature Tref can be easily set by adjusting the value of the model time parameter T, whereby the character of the capture process of others as described in detail above. According to an embodiment of the present invention, the system to be regulated constitutes an arbitrary lamp system connected to a power take-off in a vehicle. Some vehicles, such as trucks and tractors, have power take-offs to which a user can connect at the start what equipment is being lifted, such as a crane, a cement mixer, or different types of power units. The large variation between the different types of systems that can be connected to the power take-off means that a regulator with a relatively large number of different properties is required to operate these systems in a satisfactory manner.
    A total moment of inertia J0 including a moment of inertia J for an engine in the vehicle and a moment of inertia jp7,0 for the power take-off system are estimated according to this embodiment based on the actual state value S "t, which is an actual speed waa for an engine in the vehicle and which turns towards a respective corresponding reference value Sref which constitutes a reference speed coref for the engine. By estimating the total moment of inertia [tot for bide motor and power take-off, the actual speed wait required to drive the power take-off can be regulated.
    The model of the system takes into account a difference between a change ('oLt of an actual speed for the motor and a change Wef of a reference speed for the motor, where the difference depends on time parameter T.
    The control of the system that is connected to the power take-off may have been given a desired character / aggressiveness through a simple adjustment of the time parameter T.
    According to this embodiment, the control of the system according to the above-described embodiments is made oscillation-free, i.e. the control of the state is made non-oscillative, by giving the time parameter T a value which is at least four times greater than the value of the calibration time y, T> 4 * y. When T> 4 * y, the trapping Strans act takes place for the actual state value S act against the reference value Sref completely without upper and / or lower hoses. Oscillations in the actual conduction vane S trans _act for the actual value against the reference value are thus avoided in T 4 * y.
    According to another embodiment, the time parameter T is given a value that Or at least more On four times as start as the value for the calibration time y, T> 4 * y. For example, the time parameter T can be given the value 5 * y, T = 5 * y, which gives an additional 20% stability T = 4 * y. The higher value for the time parameter T can also be used, for example T = 6 * y, or T = 7 * y, which gives further oscillation in the control. The higher values for the time parameter T can be used to enter further.
    According to one embodiment, a previous estimate 1 * of the inertia 1 is considered to be inaccurate and / or unreliable in the actual capture process Strans differs from the corresponding expected capture process Strans_exp • At least one ratio between a previous estimate P of the inertia and the actual value of the inertia 1 can be determined based on an analysis of the actual capture process Str ans act which will be shown below.
    In the analysis of the capture process Strans actfir the actual state value against the reference value Sref compares according to the present invention the appearance of the actual 26 capture process Sams act 'for example for the actual speed vaa, with a predetermined appearance for the same capture process, for example with a predicted appearance for this speed Strans_exp • About these two trapping processes differ in that it may be due to the estimation of the mass being incorrect, which means that the regulation according to the invention becomes somewhat inaccurate, whereby the actual speed has a different appearance than it should have. Therefore, the estimation of the mass can be adjusted based on this analysis of the capture process Strans_act • In order to be able to estimate a ratio between the actual mass m related to the system and the estimated mass, a mathematical analysis of a capture process is made, which is described below.
    The system, for example a vehicle, follows the power equation (Newton's second law): M • a = F —F driving environment (eq. 6) DA the system is really controlled by the controller, that is to say if the controller gets what it wants and the control system is not slowed down against maximum torque or slack torque, the velocity profile of the actual velocity will follow a predefined profile which depends only on the two parameters T and 7, which can be deduced as below.
    The system is controlled, when the controller really controls, by the equation: hm * iv ref - V act, ka act, k Fk + 1 = + Fk, dar (eq. 7) - Fic + 1 is a force which will be related to the system at nasta iteration; - h Or a discretionary factor; 27 y is a calibration time; m is the mass related to the system; V -nl is the reference velocity; V act, k is the actual velocity; - r is the time parameter; a act, k is the actual acceleration; and Free, is a current force which is related to the system. By combining the force equation (equation 6) and the force update equation (equation 7) the expression is obtained: si run 1V ref V act, k maact, k + 1 + Fomgivning, k +1 —a act, k + Fomgivning, k + maact, k 7 (eq. 8) Assume that the ambient force Fomgjvnng is constant from one sample to another, which is a reasonable assumption in, for example, a cruise control system, which is relatively slow. Then, after some algebraic rearrangement, the expression is obtained: 1 111 * V refV act, k 0 - a act, k (c1 act, k - aact, k + 1) 7 m (eq. 9) If the velocity error is defined as above E = vref -vac, and it is used that the term (cc, t, k-aactko) is the numerical derivative of the acceleration erhdlls istdllet following ordinal differential equation of the second order for the velocity error am one additionally Overgdr from discrete time to continuous time: E. 0 = - - + E, (equ. 10) 28 m * gut is the ratio between the hitherto estimated mass m * and the actual mass in From equation 10, the mass ratio t can be easily released and calculated.
    The problem is that both E and E are often very noisy, which is why the estimate thus also often becomes noisy.
    To minimize the problem of noise in measurement signals, the equation is integrated from the fact that the controller really starts to control the vehicle at time t = 0 until the system has stabilized around the reference after time t = T.
    Then an expression for the mass ratio is obtained according to: (0) - e (T) (eq. 11) where: E = S „f-Sact Or a state error; C is a derivative of the state error E; - y Or a calibration time; T Or a time parameter; and the time period [0,7] has a length that states that the actual state value Saa has time to stabilize around the corresponding reference value Sref.
    For example, for a cruise control system, where the actual state value Saa is an actual speed vaa and the corresponding reference value Sr-ef is a reference speed v „f, the state error C is a speed error, C = vref - Vact • For a brake system, where the actual state value S "T constitutes an actual velocity v" and the respective corresponding 29 reference value Sr-ef constitutes a maximum velocity vmax, the state error E constitutes a velocity error, E = Vmax —Vact • If equation 10 is solved, the expected entanglement process is also obtained Strans_exp • The expected entanglement process Strans_exp has an appearance which the actual capture process Stransact would have had if the control system had had access to a correct value for the fidelity /.
    For systems where the condition error E constitutes a speed error, as for the cruise control system and the braking system, according to an embodiment of the invention the ratio bt = - can be used to determine a new estimate of a mass related to the system, for example a vehicle mass, by updating an earlier estimate m of the mass by multiplying the old estimate m * by the calculated mass ratio ninew - (eq. 12) This can be repeated at each capture S - trans_act mat the reference Sref • A person skilled in the art realizes that the corresponding harling can also be done for the brake system at the reference speed Vref is replaced against the maximum speed vnictx.
    Equation 12 is easy to realize in a discrete control system and it is guaranteed to converge as long as the actual speed va converges towards the reference speed v „f.
    A non-limiting simulated example of mass estimation according to this embodiment is shown in Figures 4a and 4b, where the solid curve corresponds to a trapping act. The mass estimation is correct and the dotted curve corresponds to a trapping act. For the correct mass estimation, the capture Stransact becomes oscillation-free (shown in Figure 4a) and the mass ratio t = 1 (shown in Figure 4b).
    For the incorrect mass estimate, the entrapment has an overshoot (shown in Figure 4a) and the mass ratio 11 = 0.5 (shown in Figure 4b). Mass Or has thus been 50% underestimated.
    Figure 4b clearly shows that the algorithm converges towards the mass ratio values 1.1 = 1 and 1.1 = 0.5, respectively, for correct and incorrect mass estimation, respectively, which makes the algorithm very useful for correcting incorrect mass estimates. In addition, the algorithm can be implemented with much added complexity addition.
    For an acceleration limitation system, where the actual state value Sact is an actual acceleration clact and the reference value Sref is a reference acceleration aref, the analysis can be based on a force equation related to the system, for example for a vehicle, according to: 1-t 7 Taact (T) - (0 ) a „f (t) dt + v act (0) - v act (T) (eq. 13) dar: ciact Or an actual acceleration; are! Or a reference acceleration; v act Or an actual velocity; y Or a calibration time; and the time period [0,7] has a length which states that the 31 actual acceleration a -aa has time to stabilize around the reference acceleration a „f. Equation 13 looks different from equation 11 because the acceleration limitation system has control over a reference acceleration a „f and not towards a reference speed v„ f.
    Even for the acceleration limitation system, the ratio can be = -1; is used to determine a new estimate of the mass by updating a previous estimate m *; step * ew = mTh.t, which can be derived in the same way as for the cruise control system above.
    For an engine system in the vehicle, where the actual state value Sact is an actual speed waa for the engine and the corresponding reference value Sref is a reference speed co „f for the engine, the state error E in equation 6 is a speed error, E Wref Wact • Has can, on the corresponding set as for the mass ratio / * is used to determine a new estimate Lew of moment of inertia by updating an earlier estimate j, which can be deduced in the same way as for the mass estimate above.
    For a temperature control system in the vehicle, where the actual state value Sact is an actual temperature Tact for a limited volume and the corresponding reference value Sref is a reference temperature Tref for the volume, the state error E is a temperature error, E = Tref — Tact. Has can, in the same way as for the mass ratio pt = - be used to 1 determine a new estimate K of the thermal fidelity by updating an earlier estimate / V *, Ic = Which can be deduced in the same way as for the mass estimate above. 32 For a power take-off system in the vehicle, where the actual state value Sact is an actual speed waa for an engine in a vehicle and the respective corresponding reference value Sref is a reference speed coref for the engine, CO - the conditionE = refCOact ands error E is a speed error, accordingly as for the mass ratio pt = - is used to determine a new estimate j: 61-new of the total moment of inertia by updating an earlier estimate to ot newtot, which can be deduced in the same way as the mass estimate above.
    According to an embodiment of the present invention, the controller, which is arranged to control at least one actual state value Sact against at least one respective corresponding reference value Sref, is constituted by a PID controller, or by a differential PI controller.
    A PID controller is a controller which provides an input signal u (t) to a system to be controlled based on a deviation e (t) between a desired output signal r (t), i.e. the reference value, and an actual output signal y (t). ). Below it holds that e (t) = r (t) - y (t) according to: (f) dt dar: Kp gives a gain constant; K1 constitutes an integration constant; and, (Eq. 14) - KD constitutes a derivation constant. 33 A PID controller regulates in three ways, through a proportional gain (P; Kg), through an integration (I; Ki), and through a derivation (D; Kd).
    The constants Kp, K1 and Kd affect the system as follows.
    An increased value for the gain constant Kp leads to the following change of the PID controller: increased speed; reduced stability, improved compensation of process failures; and - Increased control signal activity.
    An increased value for the integration constant Ki leads to the following change of the PID controller: better compensation of low frequency process dice (eliminates residual errors in step dangers); - increased speed; and decreased stability An increased value for the derivative constant Kd leads to the following change of the PID controller: increased speed - increased stability increased control signal activity.
    There are also other types / variants of controllers / control algorithms which have a function similar to that of the PID controller. Even when controlling with these other 34 types / variants of controllers / control algorithms, fidelity estimation according to the present invention can be used, which will be appreciated by a person skilled in the art.
    A differential PI controller is a PI controller, ie without the D-part of the PID controller, which is expressed in differential form. The differential PI controller can be implemented in a discrete system.
    According to an embodiment of the present invention, the estimation of the inertia / even is performed based on information related to a road section where a vehicle is located, since this information may include a road slope or the road section. The inclination can be obtained based on one or more of the map data, a positioning device such as GPS (Global Positioning System), an accelerometer, a force equation and a change in altitude.
    Those skilled in the art will appreciate that the above-described method of the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to execute the method. The computer program usually consists of a computer program product 503 stored on a digital storage medium, the computer program being included in a computer program product's computer-storable medium. Said computer-recordable medium consists of a readable memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc .
    Figure 5 schematically shows a control unit 500. The control unit 500 comprises a computing unit 501, which can be constituted by essentially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The calculation unit 501 is connected to a memory unit 502 arranged in the control unit 500, which provides the calculation unit 501 e.g. the stored program code and / or the stored data calculation unit 501 need to be able to perform calculations. The calculation unit 501 Or Above arranged to store partial or final results of calculations in the memory unit 502.
    Furthermore, the control unit 500 is provided with devices 511, 512, 513, 514 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 511, 513 may be detected as information and may be converted into signals which may be processed by the calculating unit 501. These signals are then provided to the calculating unit 501. The devices 512 , 514 for transmitting output signals are arranged to convert signals obtained from the calculating unit 501 for creating output signals by e.g. modulate the signals, which can be transferred to other parts of the control system and / or to systems controlled according to the present invention.
    Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be constituted by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection.
    One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 501 and that the above-mentioned memory may be constituted by the memory unit 502. 36 In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic controllers. (s), or controllers, and various components located on the vehicle. Such a control system may comprise a large number of control units, and the responsibility for a specific function may be divided into more than one control unit. Vehicles of the type shown thus often comprise considerably more control units than what is shown in Figure 5, which is optional for the person skilled in the art.
    In the embodiment shown, the present invention is implemented in the control unit 500. However, the invention can also be implemented in whole or in part in one or more other control units already existing in the vehicle or in a control unit dedicated to the present invention.
    According to one aspect of the present invention, there is provided an estimation system for estimating a fidelity / for a state in a system, where at least one controller is arranged to regulate at least one actual state value Sact against at least one respective corresponding reference value Sref in the system. The estimation system for estimating the fidelity comprises a determination unit arranged to determine at least one actual input process Strans act for the at least one actual state value Sact against the at least one respective corresponding reference value Sref. The system for estimating the fidelity / also comprises a comparison unit arranged to perform at least one comparison of the at least one actual trapping process Strans act with at least one respective corresponding expected trapping process Strans_exp and an estimating unit arranged to estimate the fidelity / based on that ratio. Those skilled in the art will also appreciate that the above system may be modified according to the various embodiments of the method of the invention. In addition, the invention relates to a motor vehicle, for example a truck or a bus, comprising at least one control system and a system for estimating an inertia / according to the invention.
    The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments within the scope of the appended independent claims. 38
    权利要求:
    Claims (3)
    [1]
    A method for estimating an inertia / for a state in a system, wherein at least one regulator Or is arranged to regulate at least one actual state value Sact against at least one respective corresponding reference value Sr_ef in said system; characterized by 1. determining at least one actual capture process_act for said at least one actual state value Sact against said at least one respective corresponding reference value Sref; perform at least one comparison of said at least one actual insertion process Strans act with at least one respective corresponding expected insertion process Strans_exp; and 2. estimate the said fidelity / based on the said at least one jdmfOrelse.
    [2]
    The method of claim 1, wherein said at least one controller is based on a model, said model comprising a force equation or other equation that is related to said system.
    [3]
    The method of claim 2, wherein said model comprises said at least one actual state value Sac "which Or is related to said system; 2. said at least one actual state value Sact has said inertia I; and said one controls at least one controller. a control signal, where a magnitude has said control signal Or proportional to a change, said has at least one actual state value Sact 39. The method according to claim 3, wherein 1. said at least one actual state value Sact constitutes an actual speed 12 "t related to said system. , 2. said at least one respective corresponding reference value Sref constitutes a reference velocity vref related to said system, 3. said inertia / is related to a mass m related to said system; and 4. said mass m is estimated based on said estimated inertia I. 5 A method according to claim 4, wherein said model takes into account a difference between an actual acceleration a act for said system and a reference acceleration aref for said system, wherein said difference depends on a time parameter T. A method according to any one of claims 4-5, wherein said system is a cruise control system in a vehicle and said mass m constitutes a vehicle mass. A method according to claim 3, wherein 1. said at least one actual state value Sact constitutes an actual acceleration a 't related to said system; - said at least one respective corresponding reference value Sref constitutes a reference acceleration aref related to said system; 2. said fidelity / is based on a mass m related to said system; and - said mass must be estimated based on said estimated inertia I. A method according to claim 7, wherein said model takes into account a difference between said actual acceleration a and and said reference acceleration aref for said system. A method according to any one of claims 7-8, wherein said system is a system for acceleration limitation in a vehicle and said mass in constitutes a vehicle mass. The method of claim 3, wherein - said at least one actual state value Sact is an actual velocity vact related to said system; 1. said at least one respective corresponding reference value Sref constitutes a maximum speed 12max for said system; 2. said fidelity / is based on a mass m related to said system; and 3. said mass m is estimated based on said estimated inertia I. The method of claim 10, wherein said model takes into account a difference between an actual acceleration clact for said system and a reference acceleration ct, w for said system, where said difference depends on a time parameter T. A method according to any one of claims 10-11, wherein said system is a system for braking a vehicle and said mass in constitutes a vehicle mass. The method of claim 3, wherein - said system comprises a motor; Said at least one actual state value Sact constitutes an actual speed waa for said engine; 2. said at least one respective corresponding reference value Sref constitutes a reference speed Wref for said engine; - said inertia / is based on a moment of inertia J for said motor; and 3. said moment of inertia J is estimated based on said estimated inertia I. The method of claim 13, wherein said model takes into account a difference between a change wa of an actual speed for said engine and a change Wef of a reference speed for said motor. motor, wherein said difference depends on a time parameter T. The method of claim 3, wherein 1. said system is a temperature control system; 2. said at least one actual state value Sact constitutes an actual temperature Tact for a limited volume; - said at least one respective corresponding reference value Sref constitutes a reference temperature Tref for said volume; 3. said inertia I is based on a thermal inertia K for said volume; and 4. said thermal inertia K is estimated based on said estimated inertia. A method according to claim 15, wherein said model takes into account a difference between a change Tact of an actual temperature for said volume and a change Tref of a reference temperature for said volume, wherein said difference depends on a time parameter T. 17. Method according to claim 3, wherein said system is a power take-off system at the open driveline of a vehicle; 2. said at least one actual state value Sact represents an actual speed waa for an engine in said vehicle; 3. said at least one respective corresponding reference value Sref constitutes a reference speed Wref for said engine; - said inertia / is based on a total moment of inertia ftot including a moment of inertia J for an engine in said vehicle and a moment of inertia jp.To for said power take-off system; 42 and - said total moment of inertia, tot is estimated based on said estimated inertia I. 18. A method according to claim 17, wherein said model takes into account a difference between a change w - (Za of an actual speed for said motor and a change - A method according to claim 1, wherein said at least one regulator is a P19 regulator 20. A method according to claim 1, wherein said at least one regulator is A method according to any one of claims 1-20, wherein a previous estimate P of said inertia I is considered to be inaccurate if said at least one actual capture process is different from said at least one respective corresponding predetermined capture process S trans_exp • A method according to any one of claims 1-21, wherein at least a ratio ii = - between a previous estimate P of said fidelity and na said fidelity I is determined based on an analysis of said at least one actual capture process Strans_act • 23. A method according to claim 22, wherein said P at least one ratio pt = - is determined based on the equation: 43 't (0) - (T) T t ( c (T) _e (o)) + Je (t) dt 0 days: 1. E = S „f — Sac, is a state error; 2. is a derivative of said condition error E; - y is a calibration time; 3. T is a time parameter; and 4. the time period [0,7] has a length which ensures that the said actual state value S „t is stabilized around the said corresponding reference value Sref. The method of claim 23, wherein said said analysis of said at least one actual input process Strans act is based on a force equation for said system; 2. ndmnda at least an actual state value Sact constitutes an actual speed vact for a vehicle; 3. ndmnda at least one respective corresponding reference value Sref constitutes a reference speed vref for ndmnda vehicle; and 4. said state error C constitutes a velocity error, C = Vref — Vact • 25. The method of claim 23, wherein - said analysis of said at least one actual induction process is trans-based on a force equation for said system; If at least one actual state value Sact constitutes an actual speed guard for a vehicle, - if at least one respective corresponding reference value Sre f constitutes a maximum speed 12max for said vehicle; and 2. said state error C constitutes a velocity error, E = vmax — vact • 44 The method of claim 22, wherein said at least one ratio = - is determined based on the equation: Tac „(T) - (0) = 7 a„ f (t) dt + v, „(0) -12,„ (T) ddr: - (tact is an actual acceleration; 1. aref is a reference acceleration; 2. Vact is an actual speed; 3. y is a calibration time; and 4. the time period [0,7] has a length which ensures that said actual acceleration a, t is stabilized around said reference acceleration aref. 27. A method according to any one of claims 22-26, wherein said ratio pt = - is used to determine a new estimation of a mass related to said system by updating an earlier estimate of said mass; = m * •. A method according to claim 23, wherein 1. said analysis of said at least one actual induction process is trans-based on a force equation for said system; at least one actual permit value Sact constitutes an actual speed wact for an engine ie tt vehicles; 2. ndmnda dt at least one respective corresponding reference value Sref constitutes a reference speed co „f for ndmnda engine; and 3. said condition error C constitutes a speed error, E = COfact • 29. A method according to claim 28, wherein said ratio P is used to determine a new estimate Jew of a moment of inertia for said motor by updating an earlier estimate j of said moment of inertia; A method according to claim 28, wherein said ratio = - is used to determine a new estimate / of a new total moment of inertia including a moment of inertia J for said engine and a moment of inertia Jp7,0 for a system for power take-off in said vehicle by to update an earlier estimate .j: ot of said moments of fidelity; A method according to claim 23, wherein - said at least one actual state value Sact constitutes an actual temperature Tact has a limited volume; 1. said at least one respective corresponding reference value Sref constitutes a reference temperature Tref for said volume; and 2. said state error C constitutes a temperature error, E = Tref —Tact. A method according to claim 31, wherein said ratio = - is used to determine a new estimate K of a new thermal inertia for said limited volume by updating an earlier estimate A7 * of said thermal inertia; K = K * • p,. A method according to any one of claims 1-32, wherein said estimating said fidelity / performed based on information related to a wagon section (said system is located where said system is a vehicle. 34. A method according to claim 33, wherein said The method according to any of claims 33-34, wherein said information is obtained based on at least one in the group 46 of: 1. map data; 2. a positioning device; 3. an accelerometer; - a force equation A computer program comprising program code, wherein said program code is executed in a computer, said computer performing the method according to any of claims 1-35. A computer program product comprising a computer-age medium and a computer program according to claim 36, wherein said computer programs are included in said computer-age medium 38. Rating system arranged for estimating a fidelity / for a condition in a system tem, wherein at least one controller is arranged to regulate at least one actual state value Sact against at least one respective corresponding reference value Sref in said system; characterized by 1. a determination unit arranged to determine at least one actual induction process Strans act for the said at least one actual state value Sact against said at least one respective corresponding reference value Sref; A comparator unit arranged to perform at least one comparison of the said at least one actual input sequence Strans act with at least one respective corresponding required input sequence Strans_exp; and 3. an estimating unit arranged to estimate said fidelity / based on said at least one jdmfOrelse. 1 / 101. Determine the actual capture process Strans act for actual state value against the corresponding reference value 102. Compare the actual capture process Strans act with the respective corresponding expected capture process S trans exp 103. Estimate the fidelity I based on comparison in step 102
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    同族专利:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1251366A|SE537144C2|2012-12-04|2012-12-04|Estimation of an inertia for a condition in a vehicle|SE1251366A| SE537144C2|2012-12-04|2012-12-04|Estimation of an inertia for a condition in a vehicle|
    PCT/SE2013/051414| WO2014088491A2|2012-12-04|2013-11-29|Control of a condition in a vehicle system|
    DE112013005495.7T| DE112013005495T5|2012-12-04|2013-11-29|Control of a condition in a vehicle system|
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