Control of a vehicle's driveline based on a time derivative for dynamic torque

专利摘要:
Summary The present invention provides a method and system for controlling a change of a time derivative A1qfw for a dynamic torque which is delivered to an output shaft from an engine of a vehicle. According to the present invention, an Undesired change AT'cifw of the time derivative is determined from a current value Tqfwpres to a new desired value Tqfwes. A current speed difference Aw pressure is determined between a first spirit of a driveline in the vehicle, which rotates at a first speed w1, and a second spirit of the driveline, which rotates at a second speed w2. The first speed will then be controlled based on the desired value Tqfwes gets the time derivative for the dynamic torque, on a spring constant k related to a weakness for the driveline, and on the determined current speed difference ACOpres. The control of the first speed w1 also controls the current value 74c4fw_pres for the time derivative of the dynamic torque indirectly towards the desired value 74of fw_des °
公开号:SE1450655A1
申请号:SE1450655
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 change of a time derivative A1qfw for a dynamic torque according to the preamble of claim 1. The present invention also relates to a method for controlling a change. a time derivative A7'qfw for a dynamic torque according to the preamble of claim 14, and a computer program and a computer program product, which implement the method according to the invention.
Background The following background description constitutes a description of the background to the present invention, which, however, does not have to be prior art.
Vehicles, such as cars, buses and lorries, 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 means that the driveline can to an varying extent have an effect on the motor torque which is transmitted 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, begins to roll away after a torque request from the engine. These torque and / or speed oscillations arise in the forces built up in the driveline between the engine emitting torque and the vehicle starting to roll free-speed as the vehicle rolls in motion. The driveline oscillations can cause the vehicle to rock longitudinally, 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 makes it 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 present-day 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 in its legal complexity, which is one of the reasons for its large 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 short-circuits, 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 adequately 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 neglected performance of the vehicle and / or in comfort-reducing oscillations caused by driveline oscillations.
It is an object of the present invention to provide a method and system for controlling a change of a time derivative ATqf for a dynamic torque 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 14, as well as by the above-mentioned computer program and computer program product.
The present invention relates to a control of a change of a time derivative of a dynamic torque which is delivered to an output shaft from an engine of a vehicle.
According to the present invention, an undesired change Tqf of the time derivative is determined by the dynamic torque, where the change is from a current value 71C / fw pressure to a new desired yard 14CI fw_cles for the dynamic torque.
A current speed difference Aw pressure is determined between a first spirit of a driveline in the vehicle, which rotates at a first speed üi, and a second spirit of the driveline, which rotates at a second speed (02).
The first speed wi is then controlled based on the desired value7 a 4-ifw_des for the time derivative gets the dynamic torque, on a spring constant k related to a velocity 4 for the driveline, and on the determined current speed difference Am --pres • By controlling the f The speed wi is controlled In addition to the displacement of the time derivative LTqfW for the dynamic torque indirectly towards the desired value fast AvAes- The present invention thus provides a control of the time derivative / slope Tqfw obtains the dynamic torque by providing changes 6,7'qfw of this slope. The provided changes of the time derivative Arqfv, for the dynamic torque can be used to establish the direction / slope of a curve corresponding to the time derivative Tqf. This established direction / slope, the viii saga time derivative TqfW of the dynamic torque, can then be used as exemplary initial values for further control of the dynamic torque Tqfw.
The rapid changes of the time derivative 7W due to the dynamic torque can be made substantially instantaneous by the present invention, which means that the regulation of the dynamic torque Tqfw can more easily be optimized to increase the vehicle's performance and / or increase the driver comfort.
These rapid changes of the time derivative rqf, before the dynamic moment can be used, for example, in connection with ramping down before and / or after switching, when ramping up before and / or after switching and / or at other events where the dynamic moment needs to be changed.
According to the present invention, the appearance of the desired torque Tq is shaped in such a way that the dynamic torque Tqfw has an at least partially substantially smooth and non-oscillating appearance, or at least gives oscillations with considerably lower amplitude than previous known readings 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 Ta, derrictild had resulted in problematic swings in the vehicle. These caftans comprise 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 case of carcasses involving a play in the driveline, it will be said that, for example, the cogs have two gears in the gearbox for a short period of time do not engage each other and then engage in each other again, which can occur, for example, in a transition between engine relaxation and padrag / torque beaker, upon activation of the clutch, or upon the above-mentioned shift, the present invention reduces the driveline oscillations. In all these collisions, the dangerous invention can thus counteract 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 quickly reduced and / or evaporated with the present invention.
In addition, utilization of the present invention also significantly reduces wear on the driveline of the vehicle. The reduced wear obtained by the invention provides an extended service life of 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 used: 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 Figures 4a-b schematically show a block diagram of a previous edge fuel injection system and a fuel injection system comprising a control system according to the present invention. Figures 5a-b show a vessel case when a previously known control is applied. respectively, the cid control of the present invention is applied.
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, for example, 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 thereof, i.e. a so-called hybrid . The motor 101 can, for example, in a conventional manner, via a shaft 102 projecting on the motor 101, be connected to a gearbox 103, possibly via a coupling 106 and a shaft 109 entering the gearbox 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. A control unit 120 is schematically illustrated as providing control signals to the motor 101. As described below, the control unit may comprise a first 121 and a second 122 fixing unit and a torque 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 of regular cost and weight shells are not regularly dimensioned so that they can withstand this heavy load without being affected. 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 some kind of weight. Due to the relative weight of the drive shafts 104, 105, they instead act as torsion springs between the drive wheels 110, 111 and the end shaft 108. Correspondingly, other weights in the drive line also act as torsion springs between the position of the various components and the drive wheels 110, 111. is able to withstand the moment 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, causing the motor vehicle to rock in the longitudinal direction, that is to say in the direction of travel.
This rocking is very uncomfortable 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 a chancel that the motor vehicle Or a refined and well-developed product. DarfOr wore unpleasant driveline swings if monthly avoided.
The present invention relates to the control of a change of a time derivative A7'qfw at a torque Tqd „„ d requested from the motor 101. The motor 101 emits a dynamic torque Tqfw in response IDA a torque Ta requested by the motor where this dynamic torque Tqfw constitutes the torque at the flywheel which connects the motor 101 to its output shaft 102. It Or this dynamic torque Tqfw as with a drive gear in 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 Tor, demand results in a dynamic wheel torque Tqwheei at the vehicle's drive wheels 110, 111.
The present invention thus relates to a control of a change of a time derivative 6,7'qfw for a dynamic torque which is delivered to an output shaft from an engine in a vehicle.
According to the present invention, a desired change A7'qfw is determined by the time derivative of the dynamic torque, where the change goes from a current value7 a 4-ifw_pres to a new desired value every fifw_des father the dynamic torque.
A current speed difference — -wpres is determined between a first spirit of a driveline in the vehicle, which rotates at a first speed w1, and a second spirit of the driveline, which rotates at a second speed w2.
The first speed wl is then controlled based on the desired value7 aPA / Aes for the time derivative of the dynamic 4, the torque, on a spring constant k related to a weakness of the driveline, and on the determined current speed difference _Acopres.
The control of the first speed wl also controls a current value0 fifw_pres for the time derivative of the dynamic torque indirectly against the desired value 74a p / 17_Aes.
The control of the first speed w1, which also gives an indirect control of the change of the time derivative Al'qfw for the dynamic torque, can be performed by a system arranged for controlling a change of a time derivative LTqfW for a dynamic torque, which is output to an output axle from an engine in a vehicle.
The system of the present invention comprises a first determining unit 121, which is arranged to determine an undesired change A7'qfw of the time derivative of the dynamic torque, where the change is from a current value 74Cifw_pres to a new desired value of the dynamic value of 74a -LP / 17. .
The system also comprises a second determining unit 122, which is arranged to determine a current speed difference Awp res between a first part of a driveline in the vehicle, which rotates with a first speed w1, and a second end of the driveline, which rotates with a second speed CO2 The system also includes a torque control unit 123, which is arranged to control the first speed wl based on the desired value 71-Ifw_des for the time derivative for the dynamic torque, on a spring constant k related to a weight for the driveline, and on the fixed current speed number .
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 change of a time derivative A7'qfw for a dynamic torque according to the invention.
Figure 2 shows a flow chart of the method for controlling a change of a time derivative Tqf for a dynamic torque according to an embodiment of the present invention.
In a first step 201, for example by using a first determining unit 121, an undesired change A7'cifw of the time derivative is determined by the dynamic torque, where the change constitutes a difference between a current value fqfwpres and a new desired value 7'qfw_des for the dynamic the torque.
In a second step 202, for example by using a second determining unit 122, a current speed difference - is pressed between a first speed w1, with which a first spirit of a driveline in the vehicle rotates, and a second speed w2, with which a second spirit of the driveline rotates.
In a third step 203, for example by using a torque control unit 123, the first speed wl is controlled based on the desired value 7 a; -, fw_des for the time derivative of the dynamic torque, on a spring constant k related to a weight of the driveline, and on the determined current speed difference Awp res. By controlling the first speed wl, the current value for pressure for the time derivative of the dynamic torque is also controlled indirectly towards the desired value 74. Thus, by utilizing the present invention, a change of a time derivative A7'qfw for a dynamic rotation is achieved. can be used to effect rapid changes of the time derivative l'qfw for the dynamic torque. In other words, a Desired direction / slope IDA can quickly provide a curve corresponding to the time derivative 7'qfw by utilizing the present invention. This direction / slope, i.e. the time derivative 74cifw, can then be used as appropriate initial values for further control of the dynamic torque Tqfw.
The rapid changes of the time derivative rqfw to the dynamic torque can be made substantially instantaneous by the present invention, which makes the regulation of the dynamic torque Tqfw easier to optimize to increase the vehicle's performance and / or to increase the driver's comfort, by optimizing the achievement point. was father the requested torqueWhich does not result in -idelnand, swings of the vehicle, can be easily determined. 12 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 by the rapid changes of the time derivative Tq, which enables the driveline oscillations to be reduced considerably. The reduced driveline curves increase the comfort of the vehicle. In other words, the control has a physical torque resulting from the fuel injected into the engine and the response of the driveline due to its properties, that is to say 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 motor acceleration and its action, is included in the dynamic torque Tqfw. Thus, a physical control of the dynamic torque Tqfw is achieved and 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 in connection with swings in the gearbox 103. The dynamic torque Tqfw can also be controlled to achieve the desired specific torque values, which is useful, for example, in speed control. when using a cruise control for controlling the vehicle speed, or when pedaling, that is to say when manually controlling the vehicle speed. This can also be expressed as the desired value T qfw_mq and / or the desired derivative Tqjw_mq for the dynamic torque can be obtained by the control according to the present invention.
The dynamic torque Tqfw, which is delivered by the motor 101 to its output shaft 102, can according to an embodiment 13 be determined based on delayed desired motor torque Ta, demand_delay the motor rotational inertia Je and the rotational acceleration the far motor 101.
The required engine torque T _ gdemancydelay has been delayed by a time which 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 kdnd, but is different for, for example, different engines and / or at different speeds for an engine. The dynamic torque Tqfw can here be determined as a difference between estimated values for delayed desired motor torque, demand_delay 0 and torque v ardenjethe Take included measured values for the rotational acceleration the for the engine. According to one embodiment, the dynamic torque Tqfw ddrfar can be represented by a difference signal between a signal for an estimated delayed requested motor torque Ta, demand_delay 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 Ta -, demand_delay can be defined as a net torque, which means that losses and / or frictions are compensated for, whereby a requested net motor torque and a torque torque motor torque are obtained.
The dynamic torque Tqfw, which is emitted by the motor 101 to its output shaft 102, alitsi according to one embodiment corresponds to the delayed desired motor torque Tcidemanddelay minus a torque corresponding to the rotational inertia of the motor is multiplied by a rotational acceleration the far motor 101 r where the f ordrojda begarda 14 engine torque Ta -idemand_delay has been delayed with the injection time tin./.
Rotational acceleration of the motor 101 may have been fed by exiting a time derivative of the motor speed we.
Rotational acceleration cb, is then scaled am to a torque according to Newton's second law by multiplying by the rotational inertia torque J, 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 placed 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 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 includes a rotational inertia J, for the motor 101, a rotational inertia Jg for the gearbox 103, a rotational inertia J, for the clutch 106, a rotational inertia Jp for the PTO shaft, and rotational inertia jd for the respective drive shaft 104 , 105. In general, all rotating bodies 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 rotational inertia listed above have been plotted, and their significance for the present invention will be described hereinafter. One person skilled in the art, however, realizes that tir moments of inertia than those they have picked up can occur in a driveline.
According to an embodiment of the present invention, the assumption is made that the rotational inertia Je of the motor 101 is much greater than other rotational inertia in the driveline and that the rotational inertia Je of the motor 101 therefore dominates a total rotational inertia J of the driveline. It viii saga J = je + ig + jc + jp + 21d, men di Je >>. 1g, Je >> h, Je >> Ip, Je >> h Si becomes the total rotational inertia J far the driveline approximately equal to the rotational inertia Je far engine 101; As a joke-limiting example of the value of these rotational inertia can be mentioned le = 4kgm2, Jg = 0.2kgm2. Jc = 0.1kgm2, J = 7 * -4kgm2, Id = 5 * -kgm2, which means that the assumption that the rotational inertia Je of the motor 101 dominates the total rotational inertia J of the driveline; J, == - .: Jfe; stems, since other parts of the driveline are much easier to rotate than 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 the gear ratio used, the rotational inertia Je of the motor 101 is much larger than other rotational inertia and therefore the total rotational inertia J of the driveline dominates.
DA the rotational inertia Je of the motor dominates the total rotational inertia J of the driveline; Corresponds to the dynamic wheel torque Tqwheei the free engine providesAll dynamic torque Tqfw multiplied by the gear ratio of the driveline i, Tqwheei = Tqfw. This considerably regulates the regulation of the required torque Ta -1thmumd according to the present invention, since it thereby makes it very easy to determine the dynamic torque To at the wheels. As a result, the control of the required torque Tqdemand according to the invention can always be adaptively adapted to the dynamic torque Tqwheet provided to the wheels, which means that driveline oscillations can be reduced considerably, or even completely avoided. Motor torque can be requested Tqcieinand so that a desired dynamic torque To -1wheel V id the wheels is always provided, which means that a uniform torque profile is obtained if the wheels' dynamic torque Ta, wheei and that oscillations for the wheel torque profile do not occur, or have significantly lower amplitude an father previously combed adjustments of beg-art motor torque Ta -idemancl • The driveline can be approximated as a relatively weak spring, which can be described as: Tqfw = Tqciemancoletay —Jecbe = k (0_e - ° wheel) + C (we wwheel), (eq. 1) days: Oe is an angle for the engine's output shaft 102, that is to say a total rotation that the engine has made since a start time. For example, the angle Oe 1000 varies, which corresponds to 1000 * 27c radians, if the engine has been running for one minute at a speed of 1000 rpm; we Or the time derivative of 0e, it viii saga a rotational speed far the axis 102; evolea is an angle far one or more of the drive wheels 110, 111, that is to say a total rotation that the drive wheels have made since a start time; Wwheel dr time derivative of Owheel that is to say a rotational speed father the wheels; 17 - k dr a spring constant which is related to a moment required to turn up the spring causes a certain angle to be obtained, for example for a certain difference AO between Oe and ° w heel 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: tqfw = k (toe - 'wheel) + C (6) e 6-) wheel) (eq. 2) It is reasonable to assume that the driveline can often be seen as an 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, i.e. k = kdrve 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, that is to say the slope, the dynamic torque Tqfw can be said to be proportional to the difference Aw in rotational speed father wheels 110, 111 Wwheel and motor / axle 102 we.
This also means that a desired torque ramp 1; (7 - ifw_reqr that is to say a torque which has a slope and thus others were Over time, can be achieved by pafara a difference Aw in rotational speed of the wheels 110, 111 Wwheel and the motor / axle 102 we; Aco = CI) e Wwheel Wre f = Wwheel Tq fw_req (eq. 4) 18 ddr w „f is the reference speed to be requested from the motor 101 if the torque ramp is to be obtained.
For equations 1-4 above, the difference Aw in rotational speed has been described as a difference between rotational speeds of the wheels 110, 111 w-wheel and the motor / shaft we. It should be understood, however, that the difference Aw can more generally be described as a difference in rotational speed between a first end of the driveline rotating at a first rotational speed w1 and a second spirit of the driveline rotating at a second speed w2; Aco = col-w2, where the first duct may, for example, be formed by a part of the motor 101 or the shaft output from the motor 102 and the second duct may be formed, for example, by the drive wheels 110, 111 or the drive shafts 104, 105. As mentioned above, a time derivative / slope for the dynamic torque proportional to a current speed difference Wpres the rotational speed As described above, the first speed is controlled according to the present invention based on, among other things, the spring constant k. The spring constant k is related to a weight of the driveline. In many applications the spring constant is dominated k is dominated by the spring constant kdrive of the drive shafts 104, 105 related to the gear ratio of the drive line, i.e. k2r1ve, ddr i is the gear ratio. In other applications, for which the spring constant k is not dominated by the spring constant k -drive for 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 kw is determined for the drive line, which includes Weights essentially all components in the driveline. between the first rotational speed w1 and the second 19 The spring constant k can be determined based on knowledge of which components are included in the driveline and the weights of the input components and how the components of the driveline are configured. Because the configuration and relation of the components to the spring constant k is known, for example by 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 when the vehicle is crossed. This estimation can then be performed at least in part continuously in suitable choral sections. The estimate can be based on a difference Aw in the rotational speed of the wheels 110, 111 m —wheet 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 = TA.qfw. For the derivative 3000 Nm / s and the speed difference 100 rpm, for example, the 3000 m spring constant becomes k = * - = 286 Nm / row. The estimates can be carried out 100 times more than once, after which a mean value is determined Or the results.
According to an embodiment of the present invention, the torque control unit 123 is arranged to request torque from the motor 101, whereby at least a strong change ATa demand of the requested torque can be used to effect the desired change of the time derivative LTqfW for the dynamic torque. In other words, the torque control unit 123 can indirectly control the first speed, which can be, for example, the motor speed we, by controlling the requested torque To -idemand In a strong change ATa -idemand of what is requested by the motor, this document refers to a change ATa -Idemand of the torque that carried a magnitude that is at an interval corresponding to 10% - 100% of a total available torque for the engine, where this travel change ATqdemand occurs during a calculation period for a control unit which performs the control. The length of this coverage 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 calculation period can correspond to such a time interval, sometimes also called a "tick" for the control system. At least a sharp change in the timing of the requested torque, which should give rise to the change of the time derivative A7'qfw, should extend for a time t-inertia which is longer than an injection time it takes for the fuel system to inject fuel into the engine 101 and ignite; t -inertia> tin]. This ensures that one or more injections of fuel have time to be made, which is a risk factor for at least a significant change in travel. Thus, the requested moment must be changed from a first value Ta -Idemand_l to a second value Tqdemand_2; AT cidemand = Tcldemand_2 Tcldemand_1; and then keep this second value T gdemancu for a longer time than the injection time tmi. When the at least one sharp travel change ATa -Idemand thus corresponds to one or more spikes / bursts for the requested moment Tqdemand sd, these spikes / springs should extend further In the injection time tin / makes the desired regulation can certainly be achieved. Analyzes have shown that the driveline in the vehicle carried a self-oscillation, which depends on the components included in the driveline and the composition / configuration of these components. This natural oscillation has a certain natural frequency fdrivelineoscr which corresponds to a period time t -ctriveline_osc for the natural oscillation. According to an embodiment of the present invention, the insight and knowledge of the propulsion of the driveline is utilized to determine a period of time during which the at least one strong change ATqdemand of tram requested torque extends. This sharp change in travel at the moment of the requested torque should extend to you a time t-inertia which is greater than an injection time tin] and 1 less than a part - of the period time t vetneosc for the self-oscillation of the driveline; tinj For example, the part may be an eighth part tdriveline_osc; whereby the probability is high that the at least one strong travel change ATqdemand is performed during a part of the period t -driveline_osc when the sinusoidal natural oscillation has a relatively red / non-curved shape.
In general, it can be said that the regulation becomes more precise when a shorter part - of the period time t - three veineosc are used, that is to say, the value becomes greater than x, since a more linear part of the self-oscillation cid is used in the regulation. However, 1 part7 of the period time tdrivean, o, goras how short as heist, tin] <tinertia <22 because the amplitude difference ATa -Idemand for the requested moment is required to effect the change of the time derivative Al'qfw akar the shorter part - of the period time t - driveline_osc ar and since there are limits to how large this amplitude difference far is a ATa, demand_min <6, Tc / demand <ATqdemand_max.
According to one embodiment Or so a magnitude of the change of the time derivative A7'qfv, related to a magnitude of the sharp change ATo -idemandr i.e. the amplitude difference, of torque requested from the motor and of a time tinertia_der it takes to carry out the change of the time derivative This can is seen as an area A having a surface that is spanned by the change ATa -Idemand of from the engine requested torque and the time tinertia_der it takes to carry out the change A7'qfw; A = AT cidemandtinertia_der; is required to change the time derivative LTqf for the dynamic moment.
In general, therefore, an equally strong change of the time derivative 6,7'qfw for the dynamic moment can be achieved with a stronger change ATa -Idemand of the requested moment in a shorter time t inertia_der as for a minor change ATa -Idemand of the requested moment during a long time tinertia_der, am area A far the areas that these changes span Or equal. The time t -inertia_which it takes to change the time derivative Al'qfw for the dynamic moment Or depending on the time tinertia it takes to carry out the sharp change ATa -Idemand of from motor 101 beg-art moment. Since there are constraints on how the amplitude difference / change of requested moment is allowed to be ATqdemand_min <ATqdemand <ATqdemand_max, and since a certain change in TqfW of the dynamic moment requires a certain area A, Si will be the limitations of the amplitude difference / change for the requested moment ' ATcldemand_min <ATqdemand <cidemand_max sometimes gara that the time tinertia it takes to carry out the sharp change ATa -Idemand is extended, which also means that the time t -inertia_der it takes to travel the time derivative A7'qfw also becomes elongated.
The control according to the present invention can take place against a desired slope / change / derivative 74qfw_req for the dynamic torque. The desired derivative 74qfw_req for the dynamic moment may be related to a kOrmod used in the vehicle. Several side mode modes are defined for vehicles, for example an economic mode (ECO), a powerful mode (POWER) and a normal mode (NORMAL). K5rmoderne defines, for example, how aggressively the vehicle should perform sip and what kind of vehicle the vehicle should convey when it is driven, this aggressiveness being related to the derivative 7'cip „, _ req gaining the dynamic torque.
The desired derivative Tqfw_req for the dynamic moment may be related to a calibration of at least one parameter which is related to a risk of jerky for the driveline. For example, a maximum value1 a 4-Ifw_req_max for the desired derivative can be calibrated to a value which counteracts jerks in the driveline when relatively large changes in the desired torque occur, for example in a accelerator pedal when pedal is pressed down or released relatively quickly.
The desired derivative 74qf w_req far the dynamic moment may be related to and may give a ramp-up or a ramp-up before shifting in the gear lid 103, or a ramp-up or ramp-up after shifting in the gear lid. The desired derivative 74qf w_ „61 for the dynamic moment may be related to and may give a ramp-up before opening of a clutch 106, or a ramp-up after closing of the clutch 106.
Those skilled in the art will appreciate that a method for changing a time derivative A7'qfw for a dynamic torque according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to execute the method. The computer program usually 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 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 Above 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 sending out output signals Or arranged to convert calculation results from the calculating unit 301 to output signals for overpassing to other parts of the vehicle's control system and / or the component (s) for which the signals Or are intended, for example to the engine.
Each of the connections to the devices for 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 wired connection.
One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 301 and that the above-mentioned memory may be constituted by the memory unit 302.
In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses which may interconnect 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 more than one control unit. Vehicles of the type shown often comprise ants & 26 considerably tier control units than those shown in Figures 1 and 3, which is the 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 control unit dedicated to the present invention.
Figures 4a-b schematically show block diagrams for a previous edge fuel injection system (figure 4a) and respectively a fuel injection system comprising a control system according to the present invention (figure 4b).
To determine how much fuel is to be injected into the engine, information / indications for the required torque, such as signals and / or mechanical indications, from, for example, a driver-controlled accelerator pedal, a cruise control and / or a shifting system, have long been used in vehicles. Based on the information / indications, a large amount of fuel to be injected into the engine is then calculated. With others and gars a direct reinterpretation / conversion of the information / indications to a corresponding amount of industry. This fuel is then sprayed into the engine cylinders to power the engine. This kanda approach is shown schematically in Figure 4a. Thus, according to prior art, a direct review of the information / indications from, for example, the accelerator pedal to the static torque achieved by the fuel injection is obtained and utilized. In other words, for example, the indication from the accelerator pedal Ta, from_acc_pedal is directly converted to the requested torque Tqdemand; Tqdemand Since the present invention is utilized in the fuel injection system infOrs, as illustrated in Figure 4b, a regulator / control system, i.e. the system according to the present invention, which is arranged for regulating an engine in a vehicle requested torque Ta -Idemand between the accelerator pedal, the cruise control and / or the shifting system and the shaking of the torque to the fuel. Thus, this system includes the controller / control system of the present invention, which provides the desired behavior / appearance for the dynamic moment. It is then this dynamic moment that is converted / converted into the amount of fuel to be injected into the engine during its combustion. In other words, for example, the indication from the accelerator pedal Tqfrom_acc_pecial has first been converted to a torque request for the dynamic moment, for example by using an equation, with the indication from the accelerator pedal To from_acc_pedal inford T9 from_acc_pedal — T fw_pres equation twd will be injected ± the engine. Has is Tqfw_ the dynamic torque. The total delay time tdelay_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 is related to a submission time of the control / regulator and has the dimension time. The calibration parameter T can be set to a smaller value if a faster indentation is desired and to a larger value if a slower indentation is undecided.
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 Tqf, - pressure according to the present invention is regulated towards the indication from the accelerator pedal press the current value for 28 Tqfrom_acc _pedal • When the present invention is used, the accelerator pedal, cruise control, shifting system, or other possible torque transmitter can be used to request and / or provide a dynamic torque, instead of the static torque requested in previously combed systems (Figure 4a).
Figure 5a shows a control according to prior art where the static torque request is made for a change of the motor torque at a caftan which can for instance correspond to an increase / decrease of the motor torque 512, that is to say a ramp-up, for example after a shift, after which the torque should remain at essentially the same level.
Curve 501 shows the dynamic torque Tqp, which results from the control. Curve 502 shows the requested torque T-gdemand • It appears from the figure that the resulting dynamic torque Tqfw 501 oscillates strongly, the viii saga with hag amplitude, both during ramp 512 and then the torque no longer changes, which will be experienced as very unpleasant for drivers and / or passengers in the vehicle.
Figure 5b shows a control according to an embodiment of the present invention, wherein the dynamic torque request is made for a chord drop corresponding to that illustrated in figure 5a. Curve 501 shows the dynamic torque Tqp, which results from the control. Curve 502 shows the requested torque Tqciemand According to the present invention, strong changes are allowed ATqdemand of the requested torque Ta demand r in the form of nails, gaps or the like for the requested torque Tqciemand, compared with the torque request according to prior art. These sharp changes ATa -Idemand are used to bring about change of the time derivative Al'qfw for the dynamic torque 501, the viii saga has to "tilt" the slope gets 29 the dynamic torque 501. These changes of the time derivative A7'qp for the dynamic 501, by utilizing the present invention, 9-bras can substantially torque ant.
Examples of such changes of the time derivative AT'qfw by sharp changes ATO -idemand of the requested moment Ta -idemand can be seen at a first 521 and a second 522 occur in Figure 5b. In the first case 521, 6,7'qfw the dynamic torque 501 is angled upwards by utilizing a positive nail ATqdemand of the requested torque Tqdemand 502. In the second case 512, Al'qfw angles the dynamic torque 501 downwards again to a near horizontal angle by using a negative nail ATqdemand.
Thus, by utilizing the present invention, the requested torque Tqd subject can have an at least partially relatively choppy and uneven appearance in Figure 5b. This is permissible according to the present invention because the focus of the control is on the dynamic torque Tqfw 501 to have a smoother and substantially non-oscillating shape. As can be seen from Figure 5, the result of the control is also that the dynamic torque Tqfw 501 oscillates considerably less, that is to say with considerably less amplitude. In the dynamic torque Tqfw 501 according to previous known adjustments in Figure 5a. Thus, a better comfort and above even better performance are obtained by utilizing the present invention, while the dynamic torque Tqfw 501 is reliably controlled against unwanted derivatives.
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. 31

权利要求:
Claims (28)
[1]
A system arranged for controlling a change of a time derivative A7'qfw for a dynamic torque which is delivered to an output shaft from an engine (101) in a vehicle (100), characterized by: - a first determining unit (121 ), arranged to determine an undesired change AT'cifw of said time derivative for said dynamic torque from a current value a fifw_pres to a new desired value 0 74 fw_des; - a second determining unit (122), arranged to determine a current speed difference Wpres between a first spirit of a driveline in said vehicle (100), which rotates at a first speed w1, and a second spirit of said driveline, which rotates with a second speed w2; a torque control unit (123), arranged to perform control of said first speed w1, wherein said control of said first speed w1 is based on said desired value for said time derivative for said dynamic torque, on a spring constant k related to a weight for said driveline , and pA said current speed difference Aw pres, whereby - said current vardefi a fw_pres for said time derivatives for said dynamic torque is indirectly controlled against said Desired varde 'fq PAI_Aes by said control of said first speed wi.
[2]
The system of claim 1, wherein said first speed wl corresponds to a speed we get from said motor (101); coi = coe-
[3]
A system according to any one of claims 1-2, wherein said second speed w2 corresponds to a geared speed having at least one drive wheel m -wheel in said vehicle (100); w2 = Wwheel • Clfw_des 32
[4]
A system according to any one of claims 1-3, wherein said spring constant k is one in the group - a spring constant k - drive for drive shafts (104, 105) in said vehicle (100) related to a gear ratio in said drive line, which dominates said spring. spring constant k for ndmnda driveline; and 1. a total spring constant kt, t for ndmnda driveline.
[5]
A system according to any one of claims 1-4, comprising a third fixing unit, arranged to fix said spring constant k 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 from said one or more components; and - an At least partially continuous adaptive estimation, which estimates said spring constant k while driving said vehicle (100).
[6]
A system according to any one of claims 1-5, wherein said torque control unit (123) is arranged to provide said torque change of said time derivative 6,7'qfw for a dynamic torque by At least a strong change ATclaemand of torque from said torque (101). .
[7]
A system according to claim 6, wherein said torque control unit (123) is arranged to indirectly control said first speed wl by controlling said requested torque TO
[8]
A system according to any one of claims 6-7, wherein each of said at least one strong change ATqciemand has a size within a range corresponding to 10% - 100% of a total available torque for said motor (101) during a 33 calculation period for a control unit which performs said control.
[9]
A system according to any one of claims 6-8, wherein each of said at least one major change ATa - idea of torque requested for said motor (101) extends a time tinertia which is longer than an injection time tinj and is shorter than a part - of a period time t -drivelineosc for a natural oscillation of the said driveline; tin] <tinertia <tdriveline_osc •
[10]
A system according to any one of claims 6-9, wherein a magnitude of said change of said time derivative Al'qfw is dependent on a magnitude of said sharp change ATa -idemand of torque requested from said motor (101) and by a time tinertia_der it takes to carry out said change of said time derivative
[11]
A system according to any one of claims 6-10, wherein a time it takes to change said time derivative Al'qfw is dependent on a time t - inertia it takes to perform said strong change ATa - Ideman of from said motor (101) requested moment.
[12]
A system according to any one of claims 1-11, wherein said time derivative of said dynamic torque is proportional to said speed difference Aw pressure.
[13]
A system according to any one of claims 1 to 12, wherein said torque control unit (123) is arranged to control said change of said time derivative A7'qf if said dynamic torque so that substantially instantaneous changes of said time derivative A7'cip „are effected. 34
[14]
A method for controlling a change of a time derivative A7'qfw for a dynamic torque which is delivered to an output shaft of an engine (101) in a vehicle (100), characterized by: - determining an unwanted change ATIcifw of said time derivative father said dynamic torque from a current varde 74a-Ifw_pres to a new Desired varde 74 fw_des; Determining a current speed difference A Wpres between a first spirit of a driveline in said vehicle (100), which rotates at a first speed w1, and a second spirit of said driveline, which rotates at a second speed w2; A control of said first speed wl, wherein said control of said first speed w1 is based on said desired value 1; c1fw_des for said time derivative for said dynamic torque, at a spring constant k related to a velocity of said driveline, and at said current speed difference AWpres whereby 3. said current value fifw_pres of said time derivative for said dynamic torque is indirectly controlled against said Desired vardefi a fw_des by said control of said first speed
[15]
The method of claim 14, wherein said first speed 601 corresponds to a speed we get from said motor (101); col = coe-
[16]
A method according to any one of claims 14-15, wherein said second speed w2 corresponds to a geared speed for at least one drive wheel m -wheel in said vehicle (100); w2 = Wwheel
[17]
A method according to any one of claims 14-16, wherein said spring constant k is one in the group of: 1. a spring constant kdrive for drive shafts (104, 105) in said vehicle (100) related to a gearing in for said drive line, which dominates named spring constant k far named driveline; and 2. a total spring constant kt, t for said driveline.
[18]
A method according to any one of claims 14-17, 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, wherein a relation to said spring constant k Or kand for 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).
[19]
A method according to any of claims 14-18, wherein said controlling said change of said time derivative A7'qfw obtains a dynamic torque is achieved by At least a sharp change AT0 -idemand of torque requested from said motor (101).
[20]
A method according to claim 19, wherein said first speed w1 is indirectly controlled by said requested torque Tor -idemand.
[21]
A method according to any one of claims 19-20, wherein each of said at least one major change ATcLemand has a magnitude at a range corresponding to 10% - 100% of a total available torque for said motor (101) during a calculation period for a control unit which performs said control.
[22]
A method according to any one of claims 19-21, wherein each of said At least a sharp change AT cidemand 36 of torque requested from said engine (101) extends a time tinertiar which is longer than an injection time and is shorter than a part - of a period time t -driveline osc for a natural oscillation of the said driveline; tin] <tinertia <Ttdriveline_osc •
[23]
A method according to any one of claims 19-22, wherein a magnitude of said change of said time derivative depends on a magnitude of said sharp change ATRaemand of torque requested from said motor (101) and of a time it takes to complete said change of said time derivative. named time derivative Arqfw.
[24]
A method according to any one of claims 19-23, wherein a time t -inertia_that it takes to change said time derivative Arqfw depends on a time t -inertia it takes to perform said sharp change ATa -Idemand of from said motor (101) requested torque .
[25]
A method according to any one of claims 14-24, wherein said time derivative rqfw for said dynamic torque is proportional to said speed difference Aw pressure.
[26]
The method of any of claims 14-25, wherein said controlling said change of said time derivative Arcif, said dynamic torque, provides substantially instantaneous changes of said time derivative Arcifw.
[27]
A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the procedure according to any of claims 1-26.
[28]
A computer program product comprising a computer readable medium and a computer program according to claim 27, wherein said computer program is included in said computer readable medium. Tqwheel 11 1 Tqdemand102109 121 123 122 1, —.-- 104 103 , ..... 108 101 106 Jc Tqf ,, Jp Jg107 Jd 1 .F - 1 Tqwheel 2 / 201. Determine an undesirable change of the derivative of Tqfw 202. Determine Aopres 203. Control col based on: the desired change the derivative of Tqfw - spring constant k A Wpres 3 /

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同族专利:

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RU2016150085A3|2018-08-28|

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SE538118C2|2016-03-08|

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EP3149317B1|2018-04-11|

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US20170197629A1|2017-07-13|

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RU2679600C2|2019-02-12|

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KR102249434B1|2021-05-07|

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EP3149317A1|2017-04-05|

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US10300919B2|2019-05-28|

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KR20170012368A|2017-02-02|

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法律状态:

优先权:

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申请号 | 申请日 | 专利标题

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SE1450655A|SE538118C2|2014-05-30|2014-05-30|Control of a vehicle's driveline based on a time derivative for dynamic torque|SE1450655A| SE538118C2|2014-05-30|2014-05-30|Control of a vehicle's driveline based on a time derivative for dynamic torque|

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RU2016150085A| RU2679600C2|2014-05-30|2015-05-25|Adjustment of torque moment of vehicle power transmission on basis of time derivative of dynamic torque|

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KR1020167035860A| KR102249434B1|2014-05-30|2015-05-25|Torque control of a vehicle powertrain based on a time derivative for a dynamic torque|

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BR112016025022A| BR112016025022A2|2014-05-30|2015-05-25|torque control of a vehicle power train based on a time derivative for a dynamic torque|

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EP15744713.7A| EP3149317B1|2014-05-30|2015-05-25|Torque control of a vehicle powertrain based on a time derivative for a dynamic torque|

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US15/313,846| US10300919B2|2014-05-30|2015-05-25|Torque control of a vehicle powertrain based on a time derivative for a dynamic torque|

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PCT/SE2015/050598| WO2015183160A1|2014-05-30|2015-05-25|Torque control of a vehicle powertrain based on a time derivative for a dynamic torque|