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    • 专利摘要:
    Summary The present invention relates to a method and a system for controlling a speed we for an engine in connection with a play in a driveline of a vehicle. According to the present invention, a current speed difference Acop is established 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. Furthermore, a speed difference Awafter is determined which is to line up between the first spirit and the second spirit after the gap. The difference in speed Awafter after the gap is determined based on a spring constant k related to a weight of the driveline. Then the control of the speed we for the engine is performed during a time period Tglapp during which the gap in the driveline is dangerous. This control is based on the determined current speed difference Acop, „and on the determined speed difference AW after after the gap.
    公开号:SE1450654A1
    申请号:SE1450654
    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 system arranged for controlling a speed in which an engine is engaged in connection with a play in a driveline in a vehicle according to the preamble of claim 1.
    The present invention also relates to a method of controlling a speed for an engine in connection with a play in a driveline of a vehicle according to the preamble of claim 16, as well as 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, does not fail to depart from prior art.
    Vehicles, such as cars, buses and trucks, are driven 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 driveline contains a number of inertia, weights and steaming components, which Or that the driveline to a different extent can have an effect on the motor torque which is transferred to the drive wheels. The driveline thus has a softness / flexibility and a play, which means that torque and / or speed oscillations, so-called driveline oscillations, can occur in the vehicle in which the vehicle, for example, starts to roll after a torque request from the engine. These torque and / or speed oscillations arise in the forces that have built up in the driveline between the engine emitting torque until the vehicle starts to roll and the vehicle rolling away. The driveline oscillations can Ora that the vehicle swings in the longitudinal direction, which is described in more detail below. These 2 swings of the vehicle are very disturbing for a driver of the vehicle.
    Ddrfar has in some previously known solutions father to avoid these driveline oscillations preventive strategies been used in the request of engine torque. Such strategies can utilize limiting torque ramps when engine torque is requested, where these torque ramps have been designed so that the requested engine torque is limited so that the driveline oscillations are reduced, or not even occur.
    Brief description of the invention The torque ramps that are currently used as engine torque are therefore requested for a limitation of how torque can be requested by the engine in the vehicle. According to today's known readings, this limitation is necessary to reduce the large-scale driveline oscillations. Leading the driver and / or, for example, a cruise control freely to request torque would, with the current known system, in many cases lead to significant and staring driveline oscillations, for which limiting torque ramps are used.
    Today's limiting torque ramps are usually static. Static moment ramps, which can also be called static moment ramps, have a fair share of their legal complexity, which is one of the reasons for its great utilization. However, static torque ramps have a number of disadvantages which are related to the fact that they are not optimized for all the shafts that the vehicle can be exposed to. For some choruses, the static and limiting torque ramps provide an enhanced performance for the vehicle, as the torque required due to the torque ramp is unnecessarily added before car falls where more engine torque could have been requested without driveline oscillations having occurred. In other cases, the torque ramp does not sufficiently limit the required torque, which causes driveline oscillations and clamed swings of the vehicle to occur. Thus, the use of torque ramps for certain kaftan joke provides optimized torques, which can result in an unnecessarily impaired performance of the vehicle and / or in comfort-reducing oscillations caused by driveline oscillations.
    When ramping down or ramping up during, for example, a shifting process, the driveline is relaxed, i.e. the weights / springs in the components of the driveline, in front of the shifting and then 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. These gaps are present in the driveline, and it is difficult to know in which layers these one or more possible gaps are located. This means that there is a risk that oscillations are initiated in the vehicle if a torque ramp is requested without the system knowing in which layers these gap is located.
    It is an object of the present invention to provide a method and a system for controlling a speed we get an engine in connection with a play which at least partially solves the above-mentioned problems.
    This object is achieved by the above-mentioned system according to the characterizing part of claim 1. The object is also achieved by the above-mentioned method according to the characterizing part of claim 16, and by the above-mentioned computer program and computer program product.
    The present invention relates to the control of a speed at which an engine is engaged in connection with a play in a driveline of a vehicle.
    According to the present invention, a current speed difference --press is determined between a first spirit of the driveline, which rotates at a first speed ml, and a second spirit of the driveline, which rotates at a second speed w2. Furthermore, a speed difference is determined A --after which is to line up between the first spirit and the second spirit after the gap.
    The speed difference AW after after the gap is determined based on a spring constant k related to a weight of the driveline. Then the control of the speed We far the engine is performed for a period of time Tgiapp during which the gap in the driveline is present. This control is based on the determined current speed difference Acopres and on the determined speed difference Am after after the gap.
    By utilizing the present invention, a change of the engine speed We is provided under the play in the driveline. When the driveline is in the time period 7: 0019p, during which the gap in the driveline is present, the motor does not provide a dynamic torque Tqfw to the drive wheels, which means that it is not possible to make changes of the time derivative l'qfw, the dynamic torque the torque Tqfw essentially has become zero (0) below the clearance.
    According to the present invention, the engine speed We are controlled to ensure that an undesired speed difference after the play will be provided, which gives a ramp after the play an undesired slope. Thus, a suitable initial direction / slope is provided for the dynamic torque, which can then be used as suitable input values for further regulation of the dynamic torque Tqfw. This suitable initial slope / derivative can be provided by the present invention directly when the teeth are in contact, i.e. grip each other, in the gearbox after a gearing.
    Changes in engine speed during the play do not affect the vehicle's operation as play is present in the driveline. Therefore, according to an embodiment of the present invention, sharp changes can be made to the requested torque, for example in the form of torque spikes, to control the speed we.
    By utilizing the present invention, a controlled twisting of the play is provided, which is suitable for utilization, for example in connection with gear selection and / or activation of the clutch in the vehicle.
    The present invention therefore provides a fast and comfortable twisting of the driveline, where full frame inclination can be provided immediately when the gap is closed. With previously known dislocations, the ramp after the gap loses progressively and then becomes steeper, which can be avoided with the present invention.
    Based on knowledge of a spring constant k related to a curvature of the driveline, the system according to the present invention can thus calculate what speed difference A - after the gap should be present in the driveline in order for the gap to be turned up in a comfortable way.
    If the gear unit is engaged with a non-slip clutch, in which the difference in speedAw --after which is required when the clearance is distorted is present, the right frame inclination can occur immediately when the teeth come into contact with each other. The gap will be passed at a certain speed.
    In the control of the motor speed we use according to the present invention, the appearance of the desired torque Tqd 'and p is formed in such a way that the dynamic torque Tqp, has an at least partially substantially smooth and non-oscillating appearance, or at least gives oscillations with a significantly lower amplitude. in previous kanda solutions have given. The present invention results in oscillations which do not adversely affect the comfort of the vehicle.
    As a result, driveline oscillations can be reduced in number and / or size for a large number of caftans where previous adjustments of the requested torque Tahade have resulted in problematic swings in the vehicle. These caftans include a start of the request of a torque from the motor, so-called "TIPIN" and a cessation of the request of a torque from the motor, so-called "TIPOUT". Even in the above-mentioned vessel case comprising a play in the driveline, the viii saga in, for example, the teeth have two gears in the gearbox do not engage each other for a short period of time and then engage in each other again, which can occur, for example, in a transition between play of the engine and pad pull / torque gear, upon actuation of the clutch, or upon the above-mentioned shift, the present invention reduces the driveline oscillations. In all these cases, the present invention can counteract the rocking of the vehicle caused by driveline oscillations, thereby increasing the comfort of the driver.
    Even driveline oscillations due to external influences, for example caused by a bump in the roadway, can be rapidly reduced and / or evaporated with the present invention.
    In addition, the use of the present invention also significantly reduces wear on the driveline of the vehicle. The reduced wear obtained by the invention provides a long service life for the driveline, which is of course advantageous. 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 in: Figure 1 shows an exemplary vehicle, Figure 2 shows a flow chart of a method according to an embodiment of the present invention, Figure 3 shows a control unit in which a method according to the present invention can be implemented. Figures 4a-b schematically show block diagrams for previous edge fuel injection systems and parent fuel injection systems, respectively, comprising a control system according to the present invention; Figure 5 shows a caftan dl a control according to the present invention is applied, Figures 6a-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, p1 in a conventional manner, via a pa. shaft 102 output shaft of the engine 101, be connected to a gearbox 103, possibly via a coupling 106 and a shaft 109 entering the gearbox 103. sAsom e.g. a conventional differential, and drive shafts 104, 105 connected to said end shaft 108. A control unit 120 is schematically illustrated as providing control signals to the engine 101. As described below, the control unit may comprise a first 121 and a second 122 determining unit and a speed control unit 123. These units describe more in detail below.
    When a driver of the motor vehicle 100 increases a torque request to the engine 101, for example by input via an input means, such as a depressing of an accelerator pedal, this can result in a relatively rapid torque change in the driveline. This torque is stopped by the drive wheels 110, 111 due to their friction against the ground and the rolling resistance of the motor vehicle. The drive shafts 104, 105 are then subjected to a relatively strong torque.
    Among other things, the drive shafts 104, 105 are regularly dimensioned so that they can withstand this heavy load without being affected by costly and weight-bearing shells. In other words, the drive shafts 104, 105 have a relatively large curvature. The PTO shaft 107 can also have a relatively large weight. Other components in the drive shaft can also have flake kind of weight. Due to the relative weight of the drive shafts 104, 105, they act as torsion springs between the drive wheels 110, 111 and the end shaft 108. Similarly, other weights in the driveline also act as torsion springs between the position of the various components and the drive wheels 110, 111. by holding the torque from the driveline, the motor vehicle 100 will start rolling, whereby the torsion spring-acting force in the drive shafts 104, 105 is released. When the motor vehicle 100 rolls away, this released force can result in driveline oscillations occurring, which causes the motor vehicle to rock in the longitudinal direction, i.e. in the direction of travel. This rocking is experienced as very unpleasant for a driver of the motor vehicle. For a driver, a soft and comfortable car experience is Onskvard, and when such a pleasant car experience is achieved, it also gives an impression that the motor vehicle is a refined and well-developed product. DarfOr wore unpleasant driveline swings if monthly avoided.
    The present invention relates to the regulation of a torque Tqdemand requested from the engine 101. The engine 101 produces a dynamic torque Tqfw in response to a torque Tqdemand requested by the engine. When this dynamic torque Tqp, the torque is output at the flywheel which connects the engine 101 to its output shaft. 102. It is this dynamic torque Tqf, which with a gearing in the far driveline is related to a dynamic wheel torque Tqwheei which is supplied to the drive wheels 110, 111 in the vehicle. The gear ratio in utgor has the total gear ratio of the driveline, including, for example, the gear ratio of the gearbox for a current gear. In other words, a requested engine torque To, demand results in a dynamic wheel torque Ta, wheel at the vehicle's drive wheels 110, 111.
    The present invention relates to the control of a speed at which an engine is engaged in connection with a play in a driveline of a vehicle.
    According to the present invention, a current speed difference Aw pressure is established between a first spirit of the driveline rotating at a first speed w1 and a second spirit of the driveline rotating at a second speed w2. Furthermore, a speed difference is determined which is to line up between the first spirit and the second spirit after the gap.
    The speed differenceAm --after the gap is determined based on a spring constant k related to a weight of the driveline. Then the control of the speed we for the engine is performed for a period of time Tgiapp during which the gap in the driveline is dangerous.
    This control is based on the determined current speed difference Acopres and on the determined speed difference Acoaft „after the gap.
    The control of the speed we for the engine in connection with the play can be performed by a system comprising a first 121 and a second 122 determining unit, as well as a speed control unit 123.
    The first determining unit 121 determines a current speed difference Am - pressure between a first end of the driveline, which rotates at a first speed w1, and a second end of the driveline, which rotates at a second speed m2. The second determining unit 122 determines a speed difference & D after which is to line up between the first spirit and the second spirit after the play. The difference in speed Am - after the gap is determined based on a spring constant k related to a weight of the driveline. The speed control unit 123 then performs the control of the speed we for the engine for a period of time Tgiapp when the gap in the driveline is dangerous. This control is based on the determined current speed difference Am --pres determined speed difference after the gap.
    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 a speed we get an engine in connection with a play. and in Figure 2 shows a flow chart of the procedure for controlling the speed we get the engine for a period of time Tgiapp. In a first step 201, for example by using a first determining unit 121, a current speed difference Acopres is determined between a first part of the driveline, which rotates with a first speed w1, and a second spirit of the driveline, which rotates with a second speed w2 .
    In a second step 202, for example by using a second determining unit 122, a speed difference AwWter is to be determined which is to line up between the first spirit and the second spirit after the play. The speed difference --after the gap is determined based on, among other things, a spring constant k related to a weight of the driveline.
    In a third step 203, for example by using a speed control unit 123, the speed we get the engine is controlled for a period of time Tgiapp during which the gap in the driveline is dangerous.
    This control is based on the determined current speed difference ACOpres and on the determined speed difference Aw after after the gap.
    Thus, by utilizing the present invention, a change in the engine speed we is achieved during the play in the driveline.
    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 for the gap at a timing motor 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 it involves a certain amount of chance that decides when the gear comes, the street wants to say when the gears in the gear. A play in a driveline may, for example, involve a ramp-up or a ramp-down of a dynamic torque Tqfw after a shift in a gear shaft in the vehicle and / or may cause a ramp of a dynamic torque Tqfw after a clutch of a clutch 106 in the vehicle 100.
    It is not possible to make changes to the time derivative 74qfw for the dynamic torque during the play, since the dynamic torque Tqfw has essentially become nail (0) during the play. In other words, an Unwanted direction / slope a curve corresponding to the time derivative 74qfw cannot be obtained during the gap. These problems are solved by the present invention, which instead uses control of the engine speed we to ensure that an undesired speed difference Am - after will be provided. To provideAll a certain speed differenceAf --after after the gap, it is also true that the ramp after the gap has a right slope, since the ramp slope depends on the speed difference Aw after- AlltsA can by using the present invention an appropriate initial direction / slope, i.e. time derivatives rqfw for dynamic the torque is provided, which can then be used as the appropriate input value for further control of the dynamic torque Tqfw.
    The changes in the engine speed we get the dynamic torque can be made substantially instantaneous by the present invention, which means that the regulation of the engine speed we against the desired speed difference Am, 'ter after the gap can be optimized to increase the vehicle's performance and / or increase driver comfort. after the gap The present invention utilizes the gap in such a way that changes in the engine speed do not affect the operation of the vehicle 13 because there is a gap in the driveline. Thus, it is possible to request substantially arbitrary changes to the torque requested from the engine during the play without affecting the comfort or performance of the vehicle, since the requested action will not be transmitted to the drive wheels during the play. Therefore, it is possible to utilize sharp changes ATaidem „d, for example in the form of torque spikes, of requested torque to control the speed we.
    Prior technology has controlled the static moment in the vehicle, which has led to driveline oscillations. By utilizing the present invention, instead, the dynamic torque Tqfw can be controlled, which means that the driveline oscillations can be reduced considerably. The reduced driveline oscillations increase driver comfort in the vehicle. In other words, the control has a physical torque that results from the fuel injected into the engine and the response of the driveline due to its properties, that is, the dynamic torque Tqfw. The dynamic torque Tqfw thus corresponds to the torque provided by the gearbox 103, which can also be expressed as the torque provided by a flywheel in the driveline, where the action of the driveline, such as the acceleration of the engine and its action, is included in the dynamic torque Tqfw. Thus, a physical control of the dynamic torque Tqfw is achieved when the present invention is utilized.
    The dynamic torque Tqfw can be controlled, for example, to achieve specific torque ramps, such as ramping down or up after shifts in the gearbox 103. The dynamic torque Tqfw can also be controlled to achieve the desired specific torque values, which is useful, for example, when accelerating, i.e. of a cruise control 14 for controlling the vehicle speed, or in the case of pedal cranking, the viii saga for manual control of 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 of the far motor 101.
    The delayed engine torqueTo - -idemand_delay has been delayed by the time it takes to effect an injection of fuel 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 typical, but different for different engines and / or for different speeds for one engine. The dynamic torque Tqfw may have been determined as a difference between the estimated values for delayed desired motor torque To, clemancldelay and torque v ardenjethe included the measured values for the rotational acceleration the for the motor. According to one embodiment, the dynamic torque Tqfw darfOr may 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 value for the rotational acceleration the for the motor. According to one embodiment, the torque required torque can be defined as a net torque, which means that losses and / or frictions are compensated for, whereby a torque required torque and a torque torque required 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 the for the motor 101, the vidif = le (i) e dar det fordrojda begarda motormomentet Ta -Idemand_delay har fordrojts med insj injectionstningen 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 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 lamp 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, the viii saga somewhere between the flywheel and the drive wheels, corresponds to the physical torque which the dynamic motor torque Tqfw produces. 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 J for the motor 101, a rotational inertia Jg for the gearbox 103, a rotational inertia Je for the clutch 106, a rotational inertia Jp for the PTO shaft, and rotational inertia Id In general, all rotating bodies 16 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 17 providedAll 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 very easy to determine the dynamic torque Tor, 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; 18 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 Wwheel) (eq.3) As stated in equation 3 Or can then the derivative, i.e. the slope, the dynamic torque Tqf, may be said to be proportional to the difference Aw in rotational speed for the wheels 110, 111 m -wheel and the motor / axle 102 we.
    This also means that a desired torque ramp 11 f w_req that is to say a torque which has a slope and thus changes value Over time, can be achieved by applying a difference Aw in 19 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 m —wheel and for the motor / shaft we. It will be appreciated, however, that the difference Aw can more generally be described as a difference in rotational speed between a first spirit of the driveline rotating at a first rotational speed w1 and a second spirit of the driveline rotating at a second speed w2; Aco = co1-0) 2, where the first spirit can be formed, for example, by a part of the engine 101 or the shaft 102 extending out of the engine and the other spirit can, for example, be formed 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.
    According to an embodiment of the present invention, the gap arises at a changeover in gearshift load 103. The control of the motor speed according to the embodiment is then performed in connection with this changeover. This is schematically illustrated in figure 5. Figure 5 thus shows a control according to the present invention Or a collision case comprising a play 513 in connection with, for example, a shift in the vehicle.
    Figure 5 shows the speed at the left y-axis. The torque curves have an increasing value upwards, which is indicated by the arrow on the right side of the figure. The torque 0 Nm (play) is marked with the horizontal line in the figure. Time is displayed at the x-axis.
    Curve 501 (solid) shows the dynamic torque Tqfw resulting from the control. Curve 502 (point curve) shows the required torque Tcmem „d. Curve 503 (solid) shows the rotational speed of the motor we. Curve 504 (dashed) shows the rotational speed of the wheels m —wheel • The dynamic torque Tqfw is thus essentially 0 Nm below the clearance 513, during the time 289.5-290.2 sec in the figure, and should then be ramped up 512 after the clearance with a certain derivative. relatively strong change Ala -iclemand of the Iran engine begarda torque after which a speed difference Aw is dangerous during the crash.
    The shifting can take place under the gap 513, whereby a template shaft is inserted, for example controlled by a control system for gear selection, when the engine speed we is substantially synchronous with an engine speed w e_new_gear for the mall gear. As mentioned above, play can occur, for example, during a transition between starting the engine and the pad pull / torque gear, when activating the clutch, or when shifting. The position of the gears in relation to each other below and outside the clearance is schematically illustrated in Figures 6a-c. At a first axle angle when rotating in a first direction, illustrated in Figure 6a, the gears make contact in a position corresponding to a maximum rearward rotation. In a second shaft during a rotation in a second direction, illustrated in Figure 6c, the gears make contact in a position corresponding to a maximum forward rotation. Thus, the teeth abut each other in both of these positions (Figures 6a and 6c, respectively), which also means that the gap is turned backwards and forwards, respectively. The gap if the driveline is formed by the angle between these first and second shoulder girdles, so that the teeth 21 do not grip each other, the viii saga in a position corresponding to a rotation of the gap, illustrated in figure 6b, between the times t -start_glapp and tstut_glapp • So nothing is transmitted torque under the gap.
    One way of determining the magnitude of the clearance angle Ogiapp is by physically turning a shaft in the driveline, for example the shaft 109 entering the gearbox, or the shaft 107 projecting from the gearbox, if the input shaft 109 is rotated, the entire driveline's clearance 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, it is to be said that, for example, the play in the end gear is included but that the play in the gearbox is excluded. Thus, the rotation of the shaft 109 entering the gearbox provides a more complete picture of the play. However, it can be noted here that the play of the end gear often dominates the play in the driveline, and the gear is also exchanged for the engine with the gear lever in the gearbox, which in some cases gives sufficient accuracy to turn the output shaft 107 in the play angle.
    When turning, the teeth are registered when the teeth grip each other ("max backwards" or "max forwards") or sldpper taken over each other ("in the gap"), which gives the first and second shoulder joints in the bar and the end of the gap, respectively. This rotation and registration of the size Ogiapp on the play angle can be done with the part of the different welds in the wrench. The determination of the size Ogiapp at the clearance angle can, for example, be carried out in connection with the assembly of the vehicle, that is to say before it is put into use, but can also be done after the vehicle has been taken into use. 22 When the size of the gap angle at the clearance angle has been determined, for example each of the gears in the gearbox, the magnitude of the gap angle of the clearance angle can be stored in a memory, for example in a control unit 120 in the vehicle.
    According to an embodiment of the present invention, the magnitude efliapp of the clearance angle is determined by calculations based on one or more speed differences Aw during one or more gaps, whereby the magnitude Ogiapp of the clearance angle can be calculated as an integration, or a corresponding sum, of the speed difference Aw rAco Over the gap; 0 gap Jtsiut_gtapp. tstart_glapp This size Ogiapp can, for example, have been calculated several times for one or more gaps, after which an average value formation, or similar, of the calculated values gives a final value father size Ogiapp.
    Then, for example by using the speed control unit 123, when the shift of the gear unit has been acknowledged / confirmed by the control system for gear selection, the engine speed we to a speed resulting in the determined speed difference A - after which must be determined must be between the first line wl and other This control can be operated based on, among other things, a geared speed at least one drive wheel Wwheel • This control can be achieved by utilizing one or more sharp changes ATO -idemand has the required torque, as shown in the figure.
    The gap is then overcome with the speed difference n A - a f ter, whereby the dynamic torque Tqfw corresponds to the speed difference AWafter by an up or down ramp of the dynamic torque Tqfw. Thus, a distortion of the clearance is achieved by utilizing the determined speed difference Am - after which it has been determined to follow the clearance 513. The speed difference A - after the rotational speed of the motor we 503 and the rotational speed of the wheels (/) of the clearance 4 is clear in the figure.
    As can be seen from the figure, by utilizing the present invention, a relatively strong change ATa is created, the moment torque required by the fine motor at the end of the gap 513, at the time 290.0 seconds. This sharp change causes the engine speed to quickly change to the reference speed co "f 505 (dotted line) to be requested from the engine so that the torque ramp 512 is obtained. Through this, the engine retains the right speed when the 9-lap has been turned up and the ramp 512 pAbarjas, it viii saga ndr the dynamic torque Tqfw barjar Oka and ramped upAt 512. Speed difference A --after after 513 the gap Astadkom is thus achieved by the control of the engine speed. Speed difference Wafter results in a ramp, in Figure 5 exemplified as a positive ramp 512, by the dynamic torque Tqfw, where the ramp has a slope, the viii legend that the dynamic torque Tqfw has a time derivative, which is substantially proportional to the speed difference. described above, the engine speed we according to the present invention is controlled based on, among other things, the spring constant k.
    The spring constant can be related to a weakness for the driveline. In Malaga applications, the spring constant k is dominated by the spring constant k —drive for the drive shafts 104, 105 related to the 24 kdrive gear ratio for the driveline, the viii saga k-dar in Or r the gear ratio.
    In other applications, for which the spring constant k is not dominated by the spring constant k - between the drive shafts 104, 105, or for which the actual value of the spring constant k is important and is not allowed to be approximated, a total spring constant kt is determined from the driveline, which includes weights for essentially all components of the driveline.
    Spring constant k can be determined based on knowledge of which components are included in the driveline and the weights of the input components, as well as how the components of the driveline are configured. Because the components' configuration and relation to the spring constant k Or kdnd, for example through measurements made during construction and / or assembly of the driveline, the spring constant k can be determined.
    Spring constant k can also be determined by using adaptive estimation in the vehicle cross. This estimation can be carried out at least bitwise continuously at suitable choir sections. The estimate can be based on a difference Aw in the rotational speed of the wheels 110, 111 0) —wheel and the motor / shaft 102 We below the torque ramp and on the inclination of the torque ramp, by determining the ratio between the derivatives of the dynamic torque and the difference Aw; k = Ha, .qfw. For the derivative 3000 Nm / s and the speed difference 100 rpm, for example, the 3000 n spring constant di k = * - = 286 Nm / row. The estimates can advantageously be performed more than once, after which an average value is determined for the results.
    According to an embodiment of the present invention, the speed control unit 123 is arranged to control the speed we for the motor by requesting at least a sharp change in the required torque. In other words, the aiitsà speed control unit 123 can indirectly control the engine speed we by controlling the requested torque Tqdem „d. The motor speed we thus changes then a sharp change ATa, then by the requested torque gOrs.
    A sharp change ATqciemand of the torque requested by the engine in this document refers to a change ATademi of the torque with a magnitude equal to an interval corresponding to 10% - 100% of a total available torque for the engine, where this change ATchiemand occurs during a berking period For a control unit which performs the control. The length of this calculation period may, for example, depend on a clock frequency of a processor in the control unit. Controllers often determine updated control parameters / control values with a predetermined frequency, that is to say with a certain time interval, whereby the length of the coverage period can correspond to such a time interval, sometimes referred to as a "tick" for the control system.
    The at least one strong change ATchiemand of desired torque, which should give the suitable engine speed coc, should extend for a time t -inertia which is longer On an injection time tinj it takes for the fuel system to inject fuel into the engine 101 and ignite; t -inertia> tinj In this way, it is ensured that one or more injections of fuel have time to be stored, which is a risk exposure for the At least a strong change ATqciemand should be able to take place. Thus, the requested moment must change from a first value Ta, aemand_l to a second value Tcmemand_2; ATchiemand = TC / demancu - Tqciemanco; and then retain this second value Tcmemand_2 for a long time 26 in the injection time tin]. At least a sharp change in travel ATa -Idemand thus corresponds to one or more spikes / runs for the requested torque TCIdemand si these spikes / runs must extend further into the injection time tin] so that the desired regulation can be achieved safely.
    Analyzes have shown that the driveline in the vehicle has a natural oscillation, which depends on the components that enter the driveline and the composition / configuration of these components. ne_oscve r dili This natural oscillation has a certain natural frequency which corresponds to a period time t -driveline_osc for the natural oscillation. According to an embodiment of the present invention, the insight and knowledge of the propulsion of the driveline is used to determine a time t-inertia during which the at least one strong change ATa -Idemand of the free motor desired moment extends. This sharp change ATa -idemand of from the motor begirt torque should hir extend you a time t -inertia an injection time tin] and less in a part of the period time tdriveline_osc fir egnsvingningen has drivelan; tinjection <tinertia <1 7tdriveline_osc • Thus, the desired moment must be changed from a f Or sta virde Tqdemand_i to a second varde Tqdernand_2; ATqdemand = Tchiemand_2— Tcmemand_i; and then retain this second value To -idemand_2 shorter in a part of the period t -driveline_osc • _ If this part 7 is chosen in a glue duty its, the at least a strong change ATqciemanci of desired moment can be performed during a part of the self-oscillation which dr essentially linear.
    For example, deletgora en ittondedeltinjjection <tinertia <1 —tdriveline osc; wherein the probability is at least that the at least one strong change ATa -Idemand is performed during a part of the period t -driveline_osc dir the sinusoidal natural oscillation which dr stares in 27 has a relatively straight / non-curved shape, for example in connection with its zero crossings.
    In general, it can be said that the regulation becomes more precise in a shorter part7 of the period t -driveline osc Utrlyttj aS, that is to say for a larger value of x, since a more linear part of the self-curvature di is used in the regulation. However, the part7 of the period time tdriveiineosc cannot be made as short as heist, since the amplitude difference ATa -Idemand for the requested moment is required to effect the change of the time derivative A7'qp akar the shorter part of the period time t -driveline_osc is and because there are limits to how large this amplitude difference must be AT gdemand_min <AT cidemand <AT cidemand_max • According to one embodiment, ants & a magnitude of the change of the engine speed we are related to a magnitude of the sharp change ATa -idemand that is to say the amplitude difference, of torque requested by the motor and of a time t -inertia_where it takes to carry out the change of speed we.
    This can be seen as an area A having a surface that is spanned by the change ATC / demand of the torque requested by the engine and the time tinertia_there it takes to carry out the change of the speed we; A = AT Cidemandtinertia_der; requirement father to travel speed we.
    In general, therefore, an equally large change in the engine speed we can achieve with a larger change AT qleniamd of the requested torque for a shorter time t -inertia_der as for a smaller change ATa -idemand of the requested torque for a longer time t inertia_derr about area A for the surfaces that these changes span up there equal in size. 28 Time t inertia_which it takes to change the engine speed we are dependent on the time t -inertia it takes to implement the drastic CHANGE AT gdemand of the engine 101 requested torque. Since there are limits to how large the amplitude difference / change of applied torque can be ATqdemand_min <ATqdemand <ATqdemand_max, and after a certain change of the motor speed we require a certain area A, then the limits of the amplitude difference / change for the requested torque ATa, demand_min <ATCMemand <AT Cidemanconax sometimes Ora that the time t -inertia it takes to carry out the sharp change ATa, demand becomes farlangd, which In addition, the time tinertia_der According to one embodiment, the control of the motor speed is achieved of torque requested from the engine, where these At least two sharp changes ATa, demand may include At least one negative change and at least one positive change. Utilizing sequences of strong demands ATqdemand, such as torque nails or the like, provide several degrees of freedom for control. In addition, the area A described above, which is used to turn up the play and a mat on how fast the rotation will be, can be created in a number of different ways. This makes an optimized widening of the gap possible. Since the driveline is just loose, it also matters less what shapes the torque changes, such as torque spikes or the like, bore, or what signs they have, since the torque andd will not reach the drive wheels. Alltsd can have different combinations of torque changes ATa, demanci is essentially arbitrary, without a considerable consideration need to be taken to the vehicle's progress, whereby great opportunities for a fast, or in it takes to change the speed we also become farlangd. 29 something else regarding optimal, twisting of the driveline can be provided.
    The control according to the present invention can take place against an undesired slope / change / derivative 7'qfw_ „q at the dynamic torque, which corresponds to the speed differenceAw --after the play. The claimed derivative 4fw_req far the dynamic moment may be related to a corm mode utilized in the vehicle. A number of such bar modes are defined as vehicle vehicles, for example an economic bar mode (ECO), a powerful bar mode (POWER) and a normal bar mode (NORMAL). The bar modes define, for example, how aggressively the vehicle is to perform sip and which chancellery the vehicle is to convey when it is driven, this aggressiveness being related to the derivative 7'cifw_ „q for the dynamic torque.
    The claimed derivative 74qf W_ „q corresponding to the speed difference Aw after after the gap may be related to a calibration of at least one parameter which Or related to a risk causes jerking of the driveline. For example, a maximum value of 74qfw_req_max for the desired derivative can be calibrated to a value which counteracts jerks in the driveline when relatively large changes in initial torque occur, for example when an accelerator pedal is depressed or released relatively quickly during pedal firing.
    The desired derivative Tqfw_req corresponding to the speed difference Awafter after the gap may be related to and may give a ramp-down after switching in the gearbox.
    The desired derivative 7'qf w_req corresponding to the speed difference AWcifter after the play may be related to and may give a ramp up after tapping of the coupling 106.
    The person skilled in the art realizes that a procedure for controlling a speed in which a motor is connected in connection with a gap according to the present invention can also 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 an appropriate digital storage medium in 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 can be made of essentially 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 31 are then provided to the calculating unit 301. The devices 312, 314 for sanding out output signals are arranged to convert bending results from the bending 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. Figures 4a-b schematically show block diagrams for a previous edge fuel injection system (Figure 4a) and for a fuel injection system comprising a control system according to the present invention (Figure 4b).
    In order to determine how much fuel to inject into the engine, information / indications are used for a long time in vehicles. The desired torque, such as signals and / or mechanical indications, from, for example, a driver-controlled accelerator pedal, a cruise control and / or a shift system. Based on the information / indications, a large amount of fuel to be injected into the engine is then calculated. In other words, a direct reinterpretation / conversion of the information / indications into a corresponding amount of fuel is made. This chuck is then sprayed into the engine cylinders to power the engine. This known approach is shown schematically in Figure 4a. Thus, according to prior art, a direct transfer of the information / indications from, for example, the accelerator pedal to the static moment produced by the fuel injection is obtained and utilized. In other words, hdr, for example, the indication from the accelerator pedal Ta rom_acc_pedal is directly converted to the requested torque Tqciemand; Tqdemand = Tqfrom_acc_pedal • When the present invention is utilized in the fuel injection system, as illustrated in Figure 4b, a regulator / control system is introduced, i.e. the system according to the present invention, which is arranged for regulating a torque required from an engine in a vehicle. between the accelerator pedal, the cruise control and / or the transmission system and the conversion of the torque to fuel. Thus, this system includes the controller / control system according to the present invention, which provides the desired / desired behavior / appearance for the dynamic moment. It is then this dynamic moment that is converted / converted to the amount of 33 fuel to be injected into the engine during its combustion. In other words, for example, the indication from the accelerator pedal Tqfrom_acc_pedal has first been converted into a torque request for the dynamic moment, for example by using an equation, with the indication from the accelerator pedal Tor f rom_acc _pedal before the equation: Toldemand = TqfW _pres tdelay_totw br_le_s corresponding to this torque request Tqciem „d will be injected into the engine. Here, Tqfw_ pressure is the current value for the dynamic torque. The total delay time t delay total 'corresponds to a time it takes from a determination of at least one parameter value until a change of the dynamic torque Tqfw based on the determined at least one parameter value is completed. The calibration parameter T Or related to an induction time is given by the control / regulator and has the dimension time.
    The calibration parameter T can be selected to a smaller value with a faster indentation Or onskvard and to a larger value with a slower indentation Or onskvard.
    Correspondingly, other regulatory equations could also have been used, as will be appreciated by those skilled in the art. This means that the current dynamic torque Tqfw_press according to the present invention is regulated towards the indication from the accelerator pedal Tqfrom_acc_pedal. for the static moment requested in previous kanda systems (Figure 4a).
    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 includes all embodiments within the scope of the appended independent claims.
    权利要求:
    Claims (2)
    [1]
    A system for controlling a speed we for an engine (101) in connection with a play in a driveline of a vehicle (100), characterized by: - a first fixing unit (121), arranged for fixing a current speed difference is coped between a first end of said driveline in said vehicle (100), which rotates at a first speed W1, and a second end of said driveline, which rotates at a second speed 602; - a second determining unit (122), arranged to determine a speed differenceAm --after to line between said first end and said second end after said gap, where said speed difference Am - is determined based on a spring constant unit for ndmnda driveline; - a speed control unit (123), arranged to control the said speed for the said motor (101) for a period of time. Wpres and on the aforementioned fixed speed differenceAm --after after the said gap.
    [2]
    A system according to claim 1, wherein said first speed wl corresponds to a speed we get said motor (101); col = 3. A system according to any one of claims 1-2, wherein said second speed w2 corresponds to an exchanged speed for at least one drive wheel —wheel in said vehicle (100); W2 = Wwheel • A system according to any one of claims 1-3, wherein said spring constant k is one in the group of: after said gap 36 1. a spring constant k —drive for drive shafts (104, 105) in said vehicle (100)) related to a gear ratio I for said driveline, which dominates said spring constant k for said driveline; and - a total spring constant kt, t for said driveline. A system according to any one of claims 1-4, wherein said system comprises a third determining unit, arranged for determining said spring constant k by one or more in the group: - a calculation based on a configuration of one or more components in said driveline, where a relation to said spring constant k Or kand for said one or more components; and 1. an at least partially continuous adaptive estimate, which estimates said spring constant k while driving said vehicle (100). A system according to any one of claims 1-5, wherein the following steps are performed in connection with a shift in a gear shaft in said vehicle (100): - loading a target shaft at said speed we for said engine (101) or substantially synchronously with a motor speed enew_gear for the said template shaft; 1. controlling said speed we move said motor (101) to a speed which results in said speed difference LW after which is to follow after said gap; and 2. twisting said gap by utilizing said speed difference Aw after which is to line up after said gap. A system according to any one of claims 1-6, wherein said speed difference - after rowing between said first spirit and said second spirit of said driveline after said 37 gap is provided after said gap of said control of said speed we for said engine ( 101), whereby a ramping of a dynamic torque Tqfw which the said motor (101) emits to its output shaft (102) is effected, the said ramping having a slope which is substantially proportional to the said difference in speed Ao) - - af ter • 8. System according to any one of claims 1-7, wherein said play precedes one or more of: 1. a ramp-up or a ramp-down of a dynamic torque Tqfw which said motor (101) delivers to its output shaft (102) after a rotation in a gear shaft ( 103) in said vehicle (100); and 2. a ramp of a dynamic torque Tqfw which said motor (101) delivers to its output shaft (102) after a clutch of a clutch (106) in said vehicle (100). A system according to any one of claims 1-8, wherein said controlling said speed we for said motor (101) is effected by at least a strong change ATa -Idenictnd of the torque requested from said motor (101). A system according to claim 9, wherein said speed we get said motor (101) is indirectly controlled by said requested torque T qdemand • A system according to any one of claims 1-10, wherein said controlling said speed we for said motor (101) achieved by Atmin a sequence of At least two strong travel changes ATa -Idemand of from said motor (101) beg-art torque. The system of claim 11, wherein said at least one at least two major changes ATa -Idemand comprises at least one negative change and at least one positive change. A system according to any one of claims 9-12, wherein each of said at least one major change ATqciem „d carried a magnitude at a range corresponding to 10% - 100% of a total available torque for said motor (101) during a During the coverage period, a control unit is used which performs the said control. A system according to any one of claims 9-13, wherein each of said at least one sharp change AT0 -Idemand of tram said motor (101) requested torque extends a time tinertiat shorter than a divided X of a period time -driveline osc for a natural oscillation of said driveline; A system according to any one of claims 1 to 14, wherein said time period Tgbapp during which said gap in said driveline is dangerous begins at a time when said motor (101) ceases to provide all a dynamic torque Tqp, until output shaft (102). 16. A method of controlling a speed we for an engine (101) in connection with a play in a driveline of a vehicle (100), characterized by: 1. a determination of a current speed difference - pressure between a first part of the said driveline in said vehicle (100) rotating at a first speed w1, and a second spirit of said driveline rotating at a second speed w2; 2. a determination of a speed difference A --after to line between said first end and said second end after which is longer On an injection time tin./ and is 39 said gaps, where said speed difference --after after said gaps is determined based on a spring constant k related to a softness of said driveline; 3. a control of said speed we for said engine (101) for a period of time Tglapp when said gap in said driveline is dangerous, where said control of said speed we for said engine (101) is based on said current speed differenceAw --press and on said fixed speed differenceAw --after after said gap. The method of claim 16, wherein said first speed wl corresponds to said speed we get said motor (101); A method according to any one of claims 16 to 17, wherein said second speed w2 corresponds to a geared speed for at least one drive wheel m -wheel in said vehicle (100); W2 - Wwheel • A method according to any one of claims 16-18, wherein said spring constant k is one in the group of: 1. a spring constant k —drive drive shaft (104, 105) in said vehicle (100), related to a gear ratio in father said driveline, which dominates said spring constant k father said driveline; and 2. a total spring constant kt, t comprises said 20. A method according to any one of claims 16-19, wherein said spring constant k is determined by one or more in the group: 1. a calculation based on a configuration of one or more components in said driveline. , where a relation to said spring constant k is known to said one or more components; and 2. an At least partially continuous adaptive estimation, which estimates said spring constant k while driving said vehicle (100). A method according to any one of claims 16-20, wherein the following steps are performed in connection with a shift in a gearbox (103) in said vehicle (100): 1. loading a template shaft at said speed we for said engine (101) Or essentially synchronous with an engine speed engnew_gear father said template shaft; - controlling said speed we move said motor (101) to a speed which results in said speed difference LW after which is to line up after said gap; and 2. twisting said gap by utilizing said speed difference Aw after which is to line up after said gap. A method according to any one of claims 16-21, wherein said speed difference) A - after the difference between said first spirit and said second spirit after said gap is provided after said gap by said control of said speed we pass said motor (101). , whereby a ramping of a dynamic torque Tqfw which said motor (101) delivers to its output shaft (102) is effected, wherein said ramping has an inclination which is substantially proportional to said speed difference Aw aver- 23. A method according to any one of claims 16- 22, said clearance coloring one or more of: 1. a ramp-up or a ramp-down of a dynamic torque Tqfw which said motor (101) delivers to its output shaft (102) after a shift in a gearbox (103) in said vehicle ( 100); and - a ramp of a dynamic torque Tqfw which the 41 motor (101) delivers to its output shaft (102) after a clutch of a clutch (106) in said vehicle (100). A method according to any one of claims 16-23, wherein said controlling of said speed we for said motor (101) is achieved by at least a strong change ATa, ciem „d of the torque requested from said motor (101). The method of claim 24, wherein said speed at said motor (101) is indirectly controlled by said requested torque Tqciem „d. A method according to any one of claims 16 to 25, wherein said controlling said speed of said motor (101) is effected by at least one sequence of at least two sharp changes ATo -idemand of torque requested from said motor (101). The method of claim 26, wherein said at least two powerful travel changes comprise at least one negative change and at least one positive travel change. A method according to any one of claims 24-27, wherein each of said at least one major travel change ATcLemand has a magnitude at a range corresponding to 10% - 100% of a total available torque for said engine (101) during a calculation period for a control unit which performs said control. A method according to any one of claims 24-28, wherein each of said at least one sharp travel ATo - idea of the torque requested from said engine (101) extends for a time tenertia which lasts longer than an injection time tin] and is 42 shorter an en del - av en periodtid t -driveline osc fir en 1 egensvangning has namnda drivlina; A method according to any one of claims 16-29, wherein said time period Ty / app during which said gap in said driveline is present at a time when said motor (101) ceases to provide a dynamic torque Tqfw to its output shaft (102). A computer program comprising program code, which, when said program code is executed in a computer, ensures that said computer performs the procedure according to any one of claims 1-30. A computer program product comprising a computer readable medium and a computer program according to claim 31, wherein said computer program is included in said computer readable medium. Tqwheel 11 1 121 122 123 1 103, ---. 104 Tqdemand 102109 Tqfw 106 101 Jc, ---- 108 Jg 107 Jp Jd Tqwheel 2 / 201. Fixed Awpres 202. Fixed An) --after based on: spring constant k 203. Control coe based on: -, 660pres - AiWafter
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    同族专利:
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    SE538734C2|2016-11-08|
    EP2963273B1|2017-05-17|
    EP2963273A1|2016-01-06|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102005035408A1|2005-07-28|2007-02-01|Robert Bosch Gmbh|Method for determining cylinder-specific rotational characteristics of a shaft of an internal combustion engine|
    EP2019194B1|2007-07-25|2010-07-07|Magneti Marelli S.p.A.|A torque control method of a road vehicle|
    WO2011003544A2|2009-07-07|2011-01-13|Volvo Lastvagnar Ab|Method and controller for controlling output torque of a propulsion unit.|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450654A|SE538734C2|2014-05-30|2014-05-30|Control of a torque requested by an engine|SE1450654A| SE538734C2|2014-05-30|2014-05-30|Control of a torque requested by an engine|
    EP15169076.5A| EP2963273B1|2014-05-30|2015-05-25|Adjustment of a torque requested from an engine|
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