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    • 专利摘要:
    Summary The present invention provides a method and system for controlling at least one actuator which affects a driveline in a vehicle. According to the present invention, a speed difference Aw is determined between a first spirit of the driveline, which rotates at a first speed w1, and a second spirit of the driveline, which rotates at a second speed w2. A time period Ty / app during which a play in the driveline will be dangerous is also determined based on the speed difference Aw and on a size of the play for a play angle for the play. An activation time t -activate before the At least one actuator is determined is based on the time period Tvapp when the gap is present and on a maneuvering time Toperatel which indicates how much a travel is from a request for a movement of the At least one manaveronet is made until the Atminet barjar rora pA sig. Once the activation time t aatuate has been determined, a request for activation of the at least one maneuver can be made at this activation time tactivate.
    公开号:SE1450653A1
    申请号:SE1450653
    申请日:2014-05-30
    公开日:2015-12-01
    发明作者:Martin Evaldsson；Karl Redbrandt
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a method for controlling at least one operating vehicle in a vehicle according to the preamble of claim 1. The present invention also relates to a system arranged for controlling at least one operating device in a vehicle according to the preamble of claim 21, and a computer program and a computer program product, which implement the method according to the invention.
    Background The following background description is a description of the background to the present invention, which, however, must not be based on prior art.
    Vehicles, such as cars, buses and lorries, are propelled forward by an engine torque emitted by an engine in the vehicle.
    This engine torque is supplied to the vehicle's drive wheel by a driveline in the vehicle. The drive line usually comprises a clutch and a gearbox, which opposite the motor torque to the drive wheels. The driveline contains a number of inertia, weights and steaming components, which means that the driveline can to an varying extent have an effect on the engine torque that is transferred to the drive wheels. When ramping up or ramping up the engine torque during, for example, shifting travel, the driveline is relaxed, ie the weights / springs in the driveline components before the shifting, may then be turned up again after the completed shifting.
    There are a number of angular gaps that can occur in a driveline, for example when gears in gears, gimbal knots or the like under certain inboard angles do not grip each other properly. Looseness in the driveline, that is to say when, for example, the teeth of two gears in the gearboxDan for a short 2 period of time do not interfere with each other and then engage each other again, can for example occur during a transition between relaxation of the engine and pAdrag / torque request , when activating the clutch, or when changing, that is to say when changing the gear bearing in the gear shaft.
    During the gap in the driveline, no torque is transmitted to the Iranian engine. This means that it is dangerous to perform swings and / or activations of the coupling during the actual play.
    Brief Description of the Invention Shafts in the gearbox and actuations of the clutch are performed using one or more actuators. These actuators can, for example, be hydraulically, pneumatically and / or electrically driven / activated / controlled. Hydraulic actuators require a hydraulic activation time to achieve the desired movement. Pneumatic actuators, the viii saga actuators powered by compressed air, require a blowing time to achieve the desired motion. Electric actuators require calculation and / or execution time to achieve the desired effect of the actuator. In other words, it takes a maneuvering time to operate for each maneuvering vehicle before they begin to move, where this maneuvering time Toperate includes one or more of the hydraulic actuation time, the blowing time and the calculation and / or execution time.
    This operating time T -operate can be relatively rank, for example the blowing time for a pneumatic actuator can be about 100 ms Lang. The time period dl the driveline is in the gap Or relatively short. This means that it is difficult to fit a changeover in the changeover or an activation of the coupling so that the changeover or activation takes place during the gap itself, which is responsible. A lot can happen, and many parameters can be changed, in a vehicle during the relatively long maneuvering time To peratet, which makes it difficult to know when the dynamic torque that is transmitted to the drive wheels really pulls nail (0) Nm, that is to say when the gap dangerous.
    Faster control / activation / operation of control vehicles, ie utilization of control device systems with shorter maneuvering time T operate dr costly to implement, which increases the production costs for the vehicle.
    In some systems it may even be possible to achieve faster control / activation / drive of actuators by increasing the surface through the throttles in, for example, an air maneuvering system, which displaces the various parts of the axle shaft. Due to the sloping surface, a gentle pressure is built up faster in the system, which enables the faster control / activation / drive of the maneuvering device. However, this slight pressure can have a disadvantage in that it can cause uncomfortable swings, since for example a swivel di can be pulled out before the torque has become nail (0). It therefore becomes much more important to dot in exactly the moment when the moment is exactly zero (0), if the right pressure is in the system, other than a normal, that is to say lower, pressure for the system is used.
    It is an object of the present invention to provide a method and a system for controlling at least one maneuvering vehicle which affects a driveline in a vehicle which at least partially solves the above-mentioned problems.
    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 21, and by the above-mentioned computer program and computer program product. According to the present invention, a speed difference Aw is determined between a first spirit of the driveline, which rotates at a first speed w1, and a second spirit of the driveline, which rotates at a second speed w2. A time period Toapp during which a play in the driveline will be present is also determined based on the speed difference Aw and on a size 0,0app gets a play angle for the play. An activation time tuctivute for the at least one actuator is determined based on the time period Tgiapp when the gap is present and on a maneuvering time To perate, which indicates how large a displacement Or from a request for a movement of the at least one actuator is made until the at least one actuator is made barjar rara pa sig. Once the actuation actuate has been determined, a request for movement of the at least one actuator can be activated at this actuation time to activate. At least one actuator controlled according to the present invention can, for example, actuate a gear in a gearbox and / or a clutch in the vehicle.
    The actuator may comprise one or more parts. When the actuator affects a gearbox, the actuator may, for example, comprise a fork which directly or indirectly moves on and thereby activates gears related to gears in the gearbox. The mechanical and disengagement of gears takes place in certain gearboxes by using a so-called maneuvering sleeve. In this case, the maneuvering sleeve is moved by the fork, which in turn is moved by a maneuvering shaft. Thus, the actuator in such a gearbox comprises the actuating shaft and the fork, which move the actuating sleeve in the gearbox. Such a fork may, for example, correspond to a fork which is arranged at, and controlled by, a gear lever for a manual gearbox.
    WHEN the actuator acts on the clutch, the actuator may, for example, comprise a clutch actuator. The clutch actuator can control the positions of and / or the pressure between the clutch slats, which also controls the torque that is transferred by the clutch. Such a clutch actuator may, for example, correspond to a clutch actuator which is arranged at, and controlled by, a clutch pedal for a manually shifted vehicle.
    It has been achieved by utilizing the present invention that swapping and / or coupling can be carried out under the gap when no torque is transmitted by the driveline. This means that the comfort problems that may arise due to the wobble and / or the clutch are minimized.
    In addition, a faster shift and / or clutch can be obtained because a virtual shortening of the operating time is achieved by the present invention. Actually the maneuvering time Toperate remains the same, but by utilizing the present invention the activation time tactivate can be postponed to before the gap compares with previous known readings in which the activation time t -activate_priur_art could only be set during the gap. This means that a virtual / perceived shortening of the operating time to perate is obtained, since the operating means will start to rot earlier when the present invention is used than when previously known readings were used.
    By utilizing different embodiments of the present invention, the control starts of the actuators can also be placed on suitable stalls under the clearance, which means that the actuators can be caused to start moving within different sections of the clearance, which means that desired properties of the vehicle can be obtained. , or properties corresponding to different cormorants.
    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 used: Figure 1 shows an exemplary vehicle, Figure 2 shows a flow chart of a method according to an embodiment of the present invention. a control unit in which a method according to the present invention can be implemented, Figure 4 shows a caftan dl a previously known control is applied, Figures 5a-c schematically illustrate play in the driveline.
    Description of Preferred Embodiments Figure 1 schematically shows a heavy duty exemplary vehicle 100, such as a truck, bus or the like, which will be used to illustrate the present invention. The present invention is not, however, limited to use in heavy vehicles, but can also be used in lighter vehicles, such as in passenger cars. The vehicle 100 schematically shown in Figure 1 comprises a pair of drive wheels 110, 111. The vehicle further comprises a drive line with a motor 101, which may be, for example, an internal combustion engine, an electric motor, or a combination of these, i.e. a so-called hybrid . The motor 101 can, for example, in a conventional manner, via a shaft 102 extending on the motor 101, be connected to a gearbox 103, 7 possibly via a coupling 106 and a shaft 109 entering the shaft shaft 103. A shaft 107 extending from the gearbox 103, also called the PTO shaft, drives the drive wheels 110, 111 via an end shaft 108, such as e.g. a conventional differential, and drive shafts 104, 105 connected to said end shaft 108.
    One or more actuators 141 may be provided to perform shifts in the gearbox. The actuator 141 is driven / actuated / controlled by a gear actuator system 140, which may be arranged to hydraulically, pneumatically and / or electrically actuate / actuate / control it At least one actuator 141. The one or more actuators 141 thus perform a physical actuation of one or more units in the gearbox, for example in the form of a maneuvering fork which directly or indirectly physically moves, for example, gears in the gearbox.
    In the corresponding manner, one or more actuators 131 are arranged to activate the clutch, that is to say to open and / or close the clutch. The actuator 131 is driven / activated / controlled by a clutch actuation system 130, which may be arranged to hydraulically, pneumatically and / or electrically actuate / actuate / control the at least one actuator 131. The one or more actuators 131 perform a physical actuation of one or more units in the coupling to open and / or close the coupling.
    A controller 120 is schematically illustrated as providing control signals to the engine 101, to the clutch actuation system 130 and to the gear maneuvering system 140. As described below, the controller may include a first 121, a second 122 and a third 123 determining unit and an actuating unit 124.
    These devices are described in more detail below. The system of the present invention comprises a first fixing unit 121. The first fixing unit 121 is arranged to determine a speed difference Aw between a first part of the driveline which rotates at a first speed (01) and a second spirit of the driveline which rotates with a second speed w2.
    The system further comprises a second determining unit 122, which is arranged for determining a time period Toipp di a gap in the driveline will be present. This determination Or is based on the speed difference Aw and on a size eglapp for a play angle for the play.
    The system also comprises a third determining unit 123, arranged for determining an activation time tactivate for the At least one maneuvering device. This determination is based on the time period Tg / app in the gap and on a maneuvering time Toperate. Maneuvering time Top orate indicates the travel from which a request for a movement of at least one actuator is made until at least one actuator starts to move.
    The system also includes an actuating unit 124, arranged to request that a movement of the at least one actuator be performed at the established actuation time tactivate. Those skilled in the art will also recognize that the system of the present invention may be modified according to the various embodiments of the method of the invention.
    In addition, the invention relates to a motor vehicle 100, for example a passenger car, a truck or a bus, comprising at least one system for controlling at least one operating vehicle according to the invention. Figure 2 shows a flow chart of the method for controlling at least one actuator according to the present invention.
    In a first step 201, for example by using a first determining unit 121, a speed difference Aw is determined between a first part of the driveline, which rotates at a first speed w1, and a second end of the driveline, which rotates at a second speed w2.
    In a second stage 202, for example by using a second determining unit 122, a time period Tgiapp is determined during which a gap in the driveline will be present based on the speed difference Aw determined in the first step and on a magnitude Ogiapp for a play angle for the play.
    In a third step 203, for example by using a third fixing unit 123, an activation time is determined tactivotte for the At least one actuator based on the time period determined in the second step 202. a delay from the time a request for a movement of the At least one maneuver is made until the at least one maneuver begins to move.
    In a fourth step 204, for example by using an activating unit 124, at the activating time t -activate determined in the third step 203, a movement of the At least one actuator is requested.
    When the driveline is in the time period Tgiapp, during which the gap in the driveline is dangerous, the motor 101 does not provide a dynamic torque Tqfw to the drive wheels. In other words, the time period Tgiapp starts the gap at a time when the engine 101 ceases to provide a dynamic torque Tqfw to the drive wheels. The end of the time period Tgiapp is more difficult to determine exactly, because there is a certain middle of chance that decides when the gear will go 1, that is, when the gears in the gear will grip each other.
    A play in a driveline may, for example, cause a ramp-up or a ramp-down of a dynamic torque Tqfw following an axle in a gearbox in the vehicle and / or may cause a ramp-up of a dynamic torque Tqfw after a clutch of a clutch 106 in the vehicle 100.
    The present invention utilizes the play in the sense that axles and / or couplings made during the play do not substantially affect the operation of the vehicle and do not affect the comfort of the vehicle because play is present in the driveline.
    When the present invention is utilized, the perceived / virtual operation time T can also operate. it viii saga the time the driver experiences that the travel is from a request of a movement of the At least one maneuvering gars until the At least one maneuvering device physically begins to move in it is shortened. This is because the activation time tactivate has been controlled and can be reliably put forward before the play, which means that the maneuvering time Toperate is perceived as shorter by the driver.
    The dynamic torque Tqfw in a vehicle can, for example, be controlled to achieve specific torque ramps, such as ramping down or up after shifts in the gearbox Adan 103. The dynamic torque Tqfw can also be controlled to achieve the desired specific torque values, which is useful, for example, in maintenance, saga when using a cruise control for control of the vehicle speed, or when 11 pedalOrning, the viii saga when manually controlling the vehicle speed.
    The dynamic torque Tqfw, which is delivered by the motor 101 to its output shaft 102, can according to one embodiment be determined based on delayed desired motor torque T claem „a_aetay, the rotational inertia fe of the motor and the rotational acceleration th for the motor 101.
    The delayed engine torque and T-idea delay have been delayed by a time it takes to effect a fuel injection into the engine 101, i.e. the time from the start of the injection until the fuel ignites and burns. This injection time is typically known, but takes different lengths, for example for different engines and / or for different speeds for one engine. The dynamic torque Tqfw can here be determined as a difference between the estimated values for delayed required engine torque To, clemancldelay and torque ardenjethe included the measured values for the rotational acceleration the for the engine. According to one embodiment, the dynamic torque Tqfw darfOr can be represented by a difference signal between a signal for an estimated delayed requested motor torque Ta -idemanddelay and a torque signal including the measured values for the rotational acceleration the for the motor. According to one embodiment, the torque required motor torque To --Idemand delay can be defined as a net torque, that is to say that losses and / or frictions are compensated for, whereby a requested net motor torque and a previously requested motor torque are obtained.
    The dynamic torque Tqfw, which is delivered by the motor 101 to its output shaft 102, thus corresponds according to one embodiment to the delayed requested motor torque Ta -idemanddelay minus a torque corresponding to the rotational inertia of the motor je multiplied by a rotational acceleration th for the motor 101, which viii = saga Tqdemanddelay Je3e, where the delayed requested torque Ta -Idemand_delay has been delayed with the injection time tin./.
    Rotational acceleration the far motor 101 may have been fed by performing a time derivation of the motor speed we. Rotational acceleration the is then scaled back to a torque according to Newton's second law by multiplying by the rotational inertia torque je for the motor 101; jecbe.
    According to another embodiment, the dynamic torque Tqfw emitted by the engine 101 can also be determined by using a torque sensor located in a suitable arbitrary position along the driveline of the vehicle. Thus, even a torque value measured by such a sensor can be used in the feedback according to the present invention. Such a measured torque obtained by means of a torque sensor after the flywheel, that is to say somewhere between the flywheel and the drive wheels, corresponds to the physical torque that the dynamic motor torque Tqfw supplies. If good torque reporting can be obtained by utilizing such a torque sensor, then the torque sensor should provide a torque signal corresponding to the dynamic torque Tqfw.
    As illustrated in Figure 1, the different parts of the driveline have different rotational inertia, which include a rotational inertia j1 of the gearbox 103, a rotational inertia J of the gear shaft 106, a rotational inertia J of the PTO shaft, and rotational inertia Id of the drive shaft 104, 105, respectively. In general, all rotating bodies 13 have a rotational inertia J which depends on the mass of the body and the distance of the mass from the center of rotation. In Figure 1, for reasons of clarity, only the above-mentioned rotational inertia have been plotted, and their significance for the present invention will be described hereinafter. One person skilled in the art, however, realizes that the moments of inertia they have picked up can be dangerous in a driveline.
    According to an embodiment of the present invention, it is assumed that the rotational inertia Je for the motor 101 is much stronger than other rotational inertia in the driveline and that the rotational inertia Je for the motor 101 therefore dominates a total rotational inertia J for the driveline. It viii saga J = le + ig + lc + Jp + 21d, men di Je >> 19, Je >> Jrc, Je >>. 1-p, Je >> Ici Si, the total rotational inertia J for the driveline is approximately equal to rotational inertia Je far motor 101; JJe. As a non-limiting example of the value of these rotational inertia can be mentioned Je = 4kgm2, Jg = 0.2kgm2, L, = 0.1kgm2, Jp = 7 * -4kgm2, Jcz = * -kgm2, which leads to the assumption that the rotational inertia Je far the motor 101 dominates the total rotational inertia J of the driveline; J; ---- Jfe; stems, since other parts of the driveline Or are much easier to rotate on the engine 101. The above-mentioned exemplary values are based on the engine side of the gear shaft, which means that they will vary along the drive shaft depending on the gear ratio used. Regardless of which gear ratio is used, the rotational inertia Je for the motor 101 is much stronger than other rotational inertia and therefore the total rotational inertia J for the driveline dominates.
    The rotational inertia Je of the motor dominates the total rotational inertia J of the driveline; J; z -) re; corresponds to the dynamic torque Tadet from the motor 14 provided All the dynamic torque Tqfw multiplied by the gear ratio of the driveline i, Tqwheei = Tqfw. This significantly reduces the regulation of the required torque Ta, demand according to the present invention, since it thereby makes it easy to determine the dynamic torque Ta, wheet at the wheels. As a result, the control of the requested torque Tqamnand according to the invention can always be adaptively adapted to the dynamic torque Tqwheei provided to the wheels, which means that driveline oscillations can be reduced considerably, or even completely avoided. Engine torque can be required Tqclemahd so that a desired dynamic torque Tqwheei at the wheels is always provided, which means that a smooth torque profile is obtained for the wheels' dynamic torque Ta, wheei and that oscillations may not increase the torque profile of the wheels, or have previously been determined adjustments of desired motor torque Ta, demand- The driveline can be approximated as a relatively weak spring, which can be described as: Tqfw = Tqctemanct_detay Jedie = k (Oe - ° wheel) + c (We Wwheel), (eq. 1) ddr: - Oe At an angle, the motor's output shaft 102, that is, a total rotation that the motor has made since a start time. For example, if the angle Oe 1000 varies, which corresponds to 1000 * 27r radians, if the motor has been running for one minute at a speed of 1000 rpm; - we Or the time derivative of 0 ,, it viii saga a rotational speed of axis 102; evolea is an angle for one or more of the drive wheels 110, 111, that is, a total rotation that the drive wheels have made since a start time; Wwheel is the time derivative of ° wheel that is to say a rotational speed of the wheels; k is a spring constant which is related to a moment that is required to turn the spring in order for a certain angle to be obtained, for example if a certain difference AO between Oe and 0 -wheel is to be achieved. A small value of the spring constant k corresponds to a weak and swaying spring / driveline; c is a damping constant for the spring.
    A derivation of equation 1 gives: 14q fwe-wheel) ± C (6) e 6-) wheel) (eq. 2) It is reasonable to assume that the driveline can often be seen as undamped spring, that is to say that c = 0, and that the spring constant k is dominated by the spring constant k -drive for the drive shafts 104, 105, kfrive that is to say k = dar i is the gear ratio. If c = 0, 'equation 2' is simplified to: 74qfw = k (we W wheel) (eq.3) As stated in equation 3 Or can the derivative, that is to say the slope, the dynamic torque Tqf, be said to be proportional to the difference Aw in rotational speed for wheels 110, 111 m -wheel and motor / axle 102 we.
    This also means that a desired torque ramp 11 fw_req that is to say a torque which has a slope and thus changes value Over time, can be achieved by making a difference Aw in 16 rotational speed for the wheels 110, 111 m —wheel and the motor / shaft 102 coe ; Aw = we - Wwheel T.q fw req Wref = W wheel + k (eq. 4) dar coref is the reference speed to be requested from the motor 101 if the torque ramp is to be obtained.
    From equations 1-4 above, the difference Aw in rotational speed has been described as a difference between rotational speeds for the wheels 110, 111 w -wheel and for the motor / shaft we. It will be appreciated, however, that the difference Aw can be more generally described as a difference in rotational speed between a first end of the driveline rotating at a first rotational speed w1 and a second end of the driveline rotating at a second speed w2; Aco = co1-0) 2, where the first end can be formed, for example, by a part of the motor 101 or the shaft 102 extending out of the motor and the second duct can be formed, for example, by the drive wheels 110, 111 or the drive shafts 104, 105. As mentioned above, a time derivative / slope of the dynamic torque proportional to a current speed difference '6`Wpres between the first rotational speed w1 and the second rotational speed w2.
    Figure 4 shows a cross case comprising a gap, under which according to an embodiment of the present invention a change is to be made. Figure 4 thus shows a control according to the present invention for a choir case comprising a play 413 from the driveline. the top curve 401 shows the dynamic torque Tqfw resulting from the regulation of the dynamic torque. The next lowest curve 404 shows the rotational speed of the wheels m -wheel recalculated with the transmission of the driveline to the engine position. The lowest curve 403 shows the rotational speed of the motor we. The next uppermost curve 406 shows the position of the actuator 131, 141. The dynamic torque Tqfw is thus ramped down to 0 Nm when the time period Tglapp if the gap starts at the time t - start_glapp r where the rotational speed of the motor we 403 is lower than the rotational speed of the wheels —wheel is relaxed. After the gap, the viii saga at the time tsiuLglapp, the torque Tqfw should possibly be ramped up again, or so the ramping should continue downAt. The time at which the gap ends is and has in this document defined as the time when the gap would have been overcome if a maneuvering of the actuator had not taken place, ie if, for example, the forks and / or the clutch actuator had not been maneuvered. In other words, it would have been too late to effect the movement of the forks and / or the clutch actuator after this time. At least if the shifting and / or clutch during the play had been negligible. As mentioned above, swapping and / or coupling under the gap is preferable, since there is no torque dA over, for example, swellDane. Switches and / or couplings that occur outside the gap can cause comfort problems.
    The shifting can be assumed to take place during the gap, which is to say during the period Tgiapp dA the gap is present, whereby a template shaft is inserted, for example controlled by a control system for gear selection, when the engine speed we Or is substantially synchronous with an engine speed Wefor the template shaft. 404 and the driveline Since the activation time t -activate has fixed-based IDA the maneuvering time The toperate actuator needs to move after the request of a motion is made, so the shifting can be adapted to take place when the play begins, that is to say when the torque is 0 Nm . At the time t -start_glapp, therefore, the maneuvering vehicle begins to move according to this embodiment, which thus results in an advantageous shifting during the gap.
    The position of the gears in relation to each other below and outside the clearance is schematically illustrated in Figures 5a-c. In the case of a first axle bearing when rotating in a first direction, illustrated in Figure 5a, the gears make contact in a position corresponding to a maximum rotation baked In a second axle bearing when rotating in a second direction, illustrated in Figure 5b, the gears make contact in a position corresponding to a maximum forward rotation. That is, the teeth abut each other in both these positions (Figures 5a and 5b, respectively), which also meant that the gap is twisted backwards and forwards, respectively. The gap if the driveline is formed by the angle between these first and second shaft layers, dl the teeth do not grip each other, that is to say in a position corresponding to a rotation in the gap, illustrated in figure 5c, between the times tstart_glapp and tsiut_glapp • So 6verfOrs no moment under the gap Ors therefore makes a request that the maneuver should move to carry out the change even before the 9-lap has been carried. In the example shown in figure 4, the torque is thus different from 0 Nm when the request is Ors at the activation time t -activate • However, the system according to the present invention knows that the torque will be 0 Nm when the shift is carried out, dl operating time Toperate is carried out during the play. This means that the gap will merge into a gearing ech / or coupling, whereby, for example, a controlled and comfortable gearing element is achieved. According to the present invention, the system has knowledge that the gap will be present from the time t -start_glapp and during the time period Tgiapp. This means that the movement of the actuator may have flowed, that is to say that the gearing will then be controlled at an optimal time for the gearing —Txl-play during the play, in order thereby to avoid the shifting taking place when a dynamic torque is on the driveline.
    At the time —T olc play, the gear unit then goes out according to the example shown in the figure. Then, as can be seen from the figure, there is a difference between the rotational speed of the wheels -wheel 0 and the rotational speed of the motor we.
    In the example illustrated in Figure 4, the activation time t - activate is determined so that the actuator moves at the time — T xl - play • According to various embodiments of the present invention described below, the activation time t - activate can be determined so that at least one actuator moves during specified parts of the gap. Under different conditions, it may be appropriate to control at least one man. The vehicle said that it is moving at different stages of the play. Since no torque is transmitted by the driveline, substantially the entire clearance can be used for the activation of the at least one actuator 131, 141.
    According to an embodiment of the present invention, the activation time t - activate for the at least one actuator 131, 141 is fixed to a value, which corresponds to the fact that the at least one actuator 131, 141 starts to move substantially in the middle of the gap, that is to say essentially in the middle of the time period Tgiapp. loose dangerous lies. This control of the at least one actuator gives a very robust activation of the at least one actuator, since a middle section of the clearance is used for the movement. Time, which means that the risk is reduced due to the fact that the operation is performed when the torque transferred by the driveline is minimized.
    Initiating the movement of the at least one actuator substantially in the middle of the play can be accomplished by determining the activation time t -activate so that it colors the beginning t - start_glapp of the play with the maneuvering time Toperate minus half the play time period Tytapp; t activate = tstart_glapp (Toperate 17, -2 glapp) As mentioned above, the maneuvering time Toperate corresponds to a travel from a request for a motion of the at least one actuator 131, 141 gOrs until the physical motion is initiated. This means that the middle of the gap's time period Tgiapp can be located / identified according to the embodiment, with knowledge of the gap's beginning tstart_glappr the time period Tgiapp and the maneuvering time Toperate exist.
    As mentioned above, essentially the entire gap can be used to engage the at least one maneuvering device. This can generally be described as the activation time t only being set so that it precedes a start t - start_glapp of the gap with the maneuvering time Toperate minus a proportion Y = —xl of the gap time period Tgiapp; t activate = tstart_glapp (Toperate x-1 Tgiapp), whereby the movement can be placed essentially anywhere mom the gap. According to one embodiment of the present invention, the activation time t -activate for the at least one actuator 131, 141 is determined to be one so that at least one actuator 131, 141 begins to move in a first half of the gap time period Tgiapp. This control, which gives a slightly earlier impression of the at least one actuator 131, 141, can be advantageous in a practical implementation, since from a comfort point of view it is different if, for example, a removal 21 of a gear takes place too late and it takes place too early. For late discharges, therefore, greater comfort increases than for early discharges. By controlling the maneuverability of the maneuvering device to the first half of the gap, the risk of comfort-disturbing faults thus increases, while the risk of faults that give greater comfort disturbances is reduced.
    Controlling it At least one actuator's movement to take place in the first half of the gap can be accomplished by setting the activation time t -activate so that it colors the gap's t -start_glapp with the maneuvering time T operate minus a proportion Y = - of the gap's time period Tgiapp; tactivate = tstart_glapp - x 1 (Toperate -7Tgiapp); where the proportion Y may have been in the range 0-0.5. For example, X can be given the value so that the proportion Y is at an interval corresponding to the values 0.-0.5, which thanks to the most probable appropriate cases, and preferably at an interval corresponding to the values 0.25-0.4, which mainly thanks in the previous cases.
    Controlling It At least one actuator's movement to take place in the first half of the gap, and possibly in the earlier parts of this first half, 9-Ora can, for example, make changes more quickly because they are drilled earlier in the gap. This can, for example, be unsuitable for vehicles that use a powerful mode, such as "Power Mode" or "Offroad Mode". In these corsets, the possibility of an earlier, and thus faster, shifting may outweigh the increased risk of comfort problems that an early movement may result in.
    The time period Tgiapp starts at a time tstart_glapp when the engine 101 in the vehicle ceases to provide a torque to the drive wheels. The length of the play time period Tgiapp can be determined as a ratio between a magnitude Ogicipp for the play angle and the speed difference Aw between the rotational speed of the motor we and the rotational speed of the wheels cowheet; Tgiapp = egiapp Au) • The clearance angle Ogiapp is an angle between a first axis when rotating in a first direction dl teeth in, for example, the axle bar and the final axle makes contact, for example in a position corresponding to a maximum rotation baked in figure 5a, and a second axis at a rotation in a second direction with the aforementioned teeth in, for example, the shaft gearbox and the final gear shaft makes contact, for example in a position corresponding to a maximum rotation forward in Figure 5c. The clearance of the driveline is formed by the angle between these first and second shaft edges, since the teeth do not grip each other, for example in a position corresponding to a rotation in the clearance in Figure 5b. So Transfer no torque to the drive wheels during play.
    The size of the clearance angle 9g / app depends on a gear ratio in the gearbox 103 and can thus be determined for the respective gearbox in the gearbox.
    One way of determining the magnitude of the gap on the play angle is by physically turning one shaft in the drive line, for example the shaft 109 entering the shaft barrel, or the shaft 107 extending out of the gear box. If the input shaft 109 is rotated, the entire drive line play is included. play in all gears, as in the gearbox, in the final gear 108, and in any other gears in the driveline. If the output shaft 107 is rotated inwardly, only play in the gears after the gearbox is included, i.e., for example, the play in the final gear is included but the play in the gear is excluded. Thus, the rotation of the shaft 109 entering the shaft shaft provides a more complete picture of the clearance. However, it may be noted that the play of the final gear often dominates the play in the driveline, and is also geared to the engine with the gear bearing in the gearbox, so that in some cases it provides sufficient accuracy to turn the output shaft 107 when the play angle is determined.
    When rotating, it is registered when the teeth grip each other ("max backwards" or "max forwards" in figure 5) and loosen the grip on each other ("in the gap" in figure 5), which per the first and second shoulder layers in the beginning and end of gaped. This rotation and registration of the size Ogiapp at the clearance angle can be done with a fork part for the different gear layers in the gearbox. The determination of the size of the gap at the clearance angle can, for example, be carried out in connection with the assembly of the vehicle, ie before it is taken into use, but can also be made after the vehicle has been taken into use.
    Once the size of the gap at the clearance angle has been determined, for example for each of the gears in the gearbox, the magnitude of the gap at the clearance angle can be stored in a memory, for example in a control unit 120 in the vehicle.
    According to one embodiment of the present invention, the magnitude Ofliapp for the clearance angle is determined by calculations based on one or more speed differences Aw during one or more gaps, whereby the magnitude Oglapp for the clearance angle can be calculated as an integration, or a corresponding sum, of the speed difference Aw Over the gap; Ogiapp = fts / ut-9 / appAco • This tstart_glapp size 0glapp can have, for example, been calculated several gings for one or more gaps, after which an average value formation, or similar, of the calculated values per one final value for the size Oglapp • 24 The person skilled in the art realizes that a A method for controlling at least one actuator according to the present invention can furthermore be implemented in a computer program, which when executed in a computer causes the computer to execute the method.
    The computer program usually forms part of a computer program product 303, where the computer program product comprises a suitable digital storage medium on which the computer program Or is stored. Said computer readable 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 3 schematically shows a control unit 300. The control unit 300 comprises a computing unit 301, which may be constituted by substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The calculating unit 301 is connected to a memory unit 302 arranged in the control unit 300, which provides the calculating unit 301 e.g. the stored program code and / or the stored data calculation unit 301 need to be able to perform calculations. The calculation unit 301 Or arranged to store partial or final results of calculations in the memory unit 302.
    Furthermore, the control unit 300 is provided with devices 311, 312, 313, 314 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 311, 313 may be detected as information and may be converted into signals which may be processed by the calculating unit 301. These signals are then provided to the calculating unit 301. The devices 312 , 314 for transmitting output signals are arranged to convert the output results from the output unit 301 into output signals for transmission to other parts of the vehicle control system and / or the component (s) for which the signals are intended, for example to the engine.
    Each of the connections to the devices receiving and transmitting input and output signals, respectively, may be 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 storage unit 301 and that the above-mentioned memory may be constituted by the memory unit 302.
    General control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for connecting a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into several in one control unit. Vehicles of the type shown thus often comprise considerably more control units in what is shown in Figures 1 and 3, which is a choice for the person skilled in the art.
    In the embodiment shown, the present invention is implemented in the control unit 300. However, the invention can also be implemented in whole or in part in one or more other control units already existing at the vehicle or in the flagship of the present invention dedicated control unit. In this document, units are often described as being arranged to perform steps in the method according to the invention. This also includes that the units are adapted and / or arranged to perform these process steps.
    The present invention is not limited to the above-described embodiments of the invention but relates to and encompasses all embodiments within the scope of the appended independent claims. 27
    权利要求:
    Claims (4)
    [1]
    A first fixing unit (121), arranged to determine a speed difference Aw between a first spirit of said driveline, which rotates with a first speed w1, and a second spirit of said driveline, which rotates with a second speed w2;
    [2]
    2. a second determining unit (122), arranged for determining a time period Tocipp during which a gap in said driveline will exist, wherein said determining of said time period Tglapp is based on said speed difference Aw and on a size egiapp has a play angle for said play ;
    [3]
    3. a third determining unit (123), arranged for determining an activation time t - activate at least one actuator (131, 141), wherein said determining of said activation time t - activate is based on said time period Tgiapp dl said gap is present and on an operating time Toperate , which indicates how a delay is from a request for a movement of the at least one actuator (131, 141) being made until the at least one actuator (131, 141) begins to move; and
    [4]
    An activating unit (124), arranged for a request for the movement of said At least one actuator (131, 141) at said activating time t activate • father said
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    同族专利:
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    SE539390C2|2017-09-12|
    DE102015007012A1|2015-12-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450653A|SE539390C2|2014-05-30|2014-05-30|Control of at least one actuator which affects a driveline in a vehicle|SE1450653A| SE539390C2|2014-05-30|2014-05-30|Control of at least one actuator which affects a driveline in a vehicle|
    DE102015007012.6A| DE102015007012A1|2014-05-30|2015-05-29|Control of at least one actuator|
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