• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method and a system for detecting torque deviations for an engine in a vehicle are presented. According to the procedure, a feed of the actual food values is performed Dætrelate to a behavior for at least one parameter related to an actual torque M @@; MÉ given by the motor. This actual torque M @@; MÉ is emitted by the motor as a result of torque Mmmpæq requested from the motor. Then a comparison is made of the actual food values Dam which is related to the behavior of the at least one parameter with the previously determined food value Dæf for the corresponding at least one respective parameter related to the actual momentM @@ ¿mt. The previously determined food values Dn fi have been established during normal operation of the vehicle. Then a single detection is performed of whether the actual applied torque M @@; MÉ deviates from the requested torque Mmmpæq. The detection is based on the comparison of the actual food values Dam with the previously established food values Dæf. Fig. 2
    公开号:SE1550812A1
    申请号:SE1550812
    申请日:2015-06-15
    公开日:2016-12-16
    发明作者:Johansson Björn；Svärd Carl
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    lOPROCEDURE AND SYSTEM FOR DETECTION OF TORQUE DEVIATION TECHNICAL FIELDThe present invention relates to a method for detecting torque deviations for an engine according to the preamble of claim. The present invention also relates to a system arranged for the detection of torque deviations for an engine according to the preamble of claim 22, a computer program and an end computer program product, which implement the method according to the invention, and a vehicle comprising a system according topresent invention.
    BackgroundThe following background description constitutes a description of the background of the present invention, and thus mustnot necessarily constitute prior art.
    Internal combustion engines, such as internal combustion engines included in vehicles or ships, are powered by fuel, such as diesel, gasoline, ethanol, or mixtures of such fuels with each other and / or with additives of various kinds. which transport the industryfrom the fuel tanks to the internal combustion engine.
    The devices which transport the fuel to the engine may include, for example, lines for transporting the fuel inside the vehicle, one or more pumps, which may be divided into low and high pressure circuits, filters, couplings, and other devices for fuel transport. The fuel is injected into the cylinders of the engine by an fuel injection system which includes an injection means, also called an injector or injector, per cylinder. The injection means can, for exampleprovided by a common rail unit, whichlOprovides pressurized fuel to all injection means, or by separate pressurized unitsindustry for the respective injection device.
    In the engine cylinders, the fuel was burned, one momentcreated and provided by the engine via its output shaft.
    Brief description of the inventionIt is important for many systems in, for example, a vehicle that a single engine in the vehicle provides a expected / requested torque. The expected / requested torque corresponds usually to one torque requested from the engine. For example, there is a risk that the automatically shifting gears in a gearbox are carried out in a non-optimal manner if the torque provided by the motor differs from the torque that the shifting system expects the motor to provide. The vehicle's cruise control system bases its control of the engine on a predetermined torque, which also causes the cruise control to become non-optimal if an unexpected torque is provided by the engine. A non-optimal speed control usually results even in an unnecessarily high fuel consumption, and thus also in an unnecessarily high emission of exhaust gases fromthe vehicle.
    There can be several reasons why the torque provided by the motor does not correspond to the torque providedexpected emitted by the engine.
    One reason why an unforeseen moment is emitted may be that an industry with an energy content that differs from an expected energy content is used to drive the engine. For example, an industry with a lower energy content, such as some kind of bio-diesel, can be used in the vehicle despitevehicle systems believe that an industry with higher energy content,lOsuch as fossil diesel, are used. For example, if FAME (FattyAcid Methyl Ester) is used to power the engine, then the system believes that fossil diesel is used to power the engine, the power and torque provided by the engine will beOdecrease, in some cases by up to about 10 6.
    Another reason why an unforeseen element is dismissed is that no fuel is injected into the cylinders due to industry stoppages in the fuel system. Industry stoppages can occur in any number of sets. Faults and / or damage can occur, for example, in the fuel tanks, in the devices which transport the fuel from the fuel tanks to the internal combustion engine and / or the fuel injection system. When the fuel supply to the engine is stopped, the engine provides no driving torque. There is therefore a significant risk of engine stoppage occurring, for example, in the event of a changeover, the shifting system believes that a certain torque should be provided by the motor when the actual torque whichprovided is equal to zero.
    It is therefore an object of the present invention to provide a method and a system for detecting torque deviations for an engine which at least partially releasesabove mentioned problem.
    This object is achieved by the above-mentioned method according to the citing part of claim 1. The object is achieved by the above-mentioned system according to the citing part of claim 22, of the above-mentioned computer program andcomputer software product, and of the above vehicles.
    According to the present invention, torque deviations before the engine of a vehicle are detected. First, a feed is performed by the actual food host Dam related to a behavior for at least oneparameter related to an actual moment Mmwyæï given bylOthe engine. This actual torque Mmwymt is emitted has by the engine tofollowed by a torque Mmmyæq requested from the engine.
    Then a comparison is made of the actual food values Dax somar related to the behavior of the at least one parameter with the previously determined food value Dæf for corresponding at least one respective parameter related to the actual moment Mmwymï. The previously determined food values Dní have been established during normal operation of the vehicle, whereby a connection between the torque Mmwyæq requested from the engine and the previousestablished food values Dmf has also been able to be established.
    Then a detection is performed of whether the actual applied torque Mmwymï deviates from the requested torque Mmwyæq. The detection is based on the comparison of the actual food values DMX with previously established food values Dní. If a torque deviation is detected during detection, the cause can be isolatedtorque deviation, as described in more detail below.
    According to an embodiment of the present invention, the detection of the possibly deviating value of the actual fed torque Mmwymt can be used in controlling at least one system in the vehicle, such as in controlling a system arranged for automatic shifting of the gearbox or ofa cruise control system in the vehicle.
    By utilizing the present invention, the risk of erroneous assumptions about the provided engine torque response is reduced. As a result, controls of, for example, gears in a gearbox or of vehicle speeds can be made very precise and reliable, which, among other things, results in storage fuel consumption and / or improved comfort in the vehicle. The engine system and / or the fuel injection system can alsocorrect the industry injections to achieve the desired steering wheellOengine torque on correct assumptions about torque providedcan be reliably done.
    In addition, the risk of a stop in the supply of fuel continuing without being discovered decreases. When the present invention utilizes stoppers in the fuel supply, it is reliably detected, which means that swings which can lead to engine stoppages can beavoided.
    Being able to avoid engine stalls also improves the safety of the vehicle and its driver, as lost steering servo power ondue to engine stop can thereby be avoided.
    The previously established food values used in the process of the present invention can be determined during normal operation of the vehicle, which means that these food values will essentially always be available foruse of the procedure.
    The present invention can be implemented in the vehicle software and therefore contributes to a very small extent to the vehiclecomplexity.
    Brief list of figuresThe invention will be further elucidated below with reference to the accompanying drawings, in which like reference numeralsused for equal parts, and in which:Figure 1 shows an exemplary vehicle, in which the presentinvention can be implemented,Figure 2 shows a flow chart of the method according to aembodiment of the present invention,Figures 3a-b show schematic examples of torque / speed fora motor,Figure 4a shows an exemplary schematic flow diagram for a detection method according to an embodiment of the present invention.invention,Figure 4b shows an example of a folder used by someembodiments of the present invention,Figures 5a-b show examples of density functions whichutilized by certain embodiments of the present invention,Figure 5c shows an example of a PF / PM weighting curve,Figure 6 shows a flow chart according to an embodiment ofpresent invention,Figure 7 shows a control unit according to the present invention.
    Description of preferred embodimentsThis document exemplifies and describes the present invention mainly for a vehicle. However, those skilled in the art will recognize that the invention may be implemented and utilized in substantially all units having an engine system, such as, for example,ships or flying vessels.
    Figure 1 schematically shows an exemplary vehicle 100 incorporating the present invention. The vehicle 100, which can be a passenger car, a truck, a bus, or another vehicle, comprises a driveline, which transmits power to drive wheels 110, 111 in the vehicle 100. The driveline comprises an internal combustion engine 101, which in a conventional manner, via a shaft emanating on the internal combustion engine 101 102, are connected to the gearbox 103 via a coupling 106. Of course, the driveline of the vehicle can also be of another type, such as of a type with a conventional automatic gearbox, of a type with a hybrid driveline,etc.
    The internal combustion engine 101 is powered by fuel, which is provided by a fuel system 120 comprising, inter alia, one or more fuel tanks and devices 121 which transport the fuel from the fuel tanks to the engine 101, and a fuel injection system 130 which is arranged to inject fuel into the engine cylinders with a number N injection means 131 may be the number 5, 8, 12, or another appropriate number for the number of cylinders in the engine 101. The fuel transport devices 121 shown are very schematic, but may include, for example, one or more lines for transporting the fuel within the vehicle, one or more pumps, which may be divided in low and high pressure circuits, filters, couplings, and other devices for industry transport. The internal combustion engine 101 is controlled by the vehicle control system via a control unit 140, which is illustrated schematically in Figure 1. The fuel system 120 is controlled by the vehicle control system via a control unit 140, which in Figure 1 is schematically illustrated as the same control unit controlling the internal combustion engine 101, but which may also be arranged separately therefrom.control unit 140.
    The control unit 140 according to the present invention also comprises a feeding unit 141, a comparison unit 142 and a detection unit 143, and according to one embodiment a utilization unit 144. The control unit 140 may be connected to at least the motor 101, to the fuel system 120, and to other systems based on motor torque. an automatic shifting system and / or a cruise control system (not shown in Figure 1). The feed unit 141, the comparison unit 142, the detection unit 143 and the utilization unit 144 are described in more detail below. The feed unit 141, the comparison unit 142,the detection unit 143 and the utilization unit 144 are illustrated inFigure 1 as individual units. However, the features of theseunits are also implemented in fewer units, for example in one and the same unit, as will be appreciated by a person skilled in the art. The controller 140 may be included in, or cooperate with, an EMS circuit(Engine Management System) in the vehicle.
    A shaft 107 extending from the gearbox 103 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 the final shaft108.
    Exhaust gases created by the engine 101 during its combustion are fueled by an exhaust gas treatment system 150 before being discharged fromthe vehicle.
    Figure 2 shows a flow chart of a method according to the present invention, in which a detection of torque deviations for an engine in a vehicle is performed. As described above, the torque delivered by the engine 101 in the vehicle may vary in relation to a value of the torque which should be delivered by the engine at a time. In order to be able to handle such unpredictable variations of the provided torque canthe present invention is utilized.
    In a first step 201 of the method according to the present invention, a feeding of the actual food values Dætr-related to a behavior is performed for at least one parameter-related to an actual moment Mmwgæt given by the motor101. This actual moment Mmwg T is delivered has as a result of onefrom the engine 101 requested torque Mmmgæq.
    In a second step 202 of the method of the present invention, a comparison is made of the actual food values which are related to the behavior of the at least one parameter with previously established food values.corresponding to at least one respective parameter related tothe actual moment M @@ ¿MI. The previously established female values Dní have been established during normal operation ofvehicle 100.
    In a third step 203 of the method of the present invention, a detection is performed of whether the actual fedthe moment M @@; MÉ deviates from the requested moment Mmmyæq.
    The detection is based on the comparison in the second step 202.
    In a fourth stage 204, according to an embodiment of the present invention, the detection in the third stage 203 may be used in controlling at least one system in the vehicle 101, such as in controlling a system arranged for automatic shifting of the gearbox 103 or of a system arranged forspeed of the vehicle's speed.
    By utilizing the present invention, significantly more accurate assumptions about a provided engine torque can be made. These more accurate assumptions about the engine torque can be utilized.to provide accurate and reliable controls of, for example, shifts in a gearbox and / or of vehicle speeds inthe vehicle.
    When the present invention is utilized, the stop in the fuel supply can also be reliably detected, which means that shifts which can lead to engine stop can be avoided. The present invention states that correct assumptions can be made by the provided torque, whereby these correct assumptions can be used by the engine system and / or fuel injection system.the fuel line injections to achieve a desired engine torque.
    The present invention can be implemented in the software, for example in the control unit 140, which makes the contribution to the complexity and / or manufacturing cost of the vehiclevery small.
    As described above, according to the present invention, the measured actual food values Dam are compared with the corresponding predetermined food values Dní, which have been determined during normal operation of the vehicle 100. The normal operation of the vehicle may include driving the vehicle as fuel is injected into the engine 101 to drive the engine and thus the vehicle. Fuel spray has into the engine 101 in response to the request for engine torque from the driver, for example via an accelerator pedal, or from asystems, such as from a cruise control system.
    The normal operation of the vehicle may also include driving the vehicle when the fuel injection to the engine is intentionally stopped, i.e. when the vehicle is relaxed. If the vehicle 100 has sufficient kinetic energy then the fuel injection to the engine is intentionally stopped, this kinetic energy can be driven through the vehicle. When the engine is pulled around by the kinetic energy of the vehicle, friction between the moving and / or fixed parts of the engine will create a braking force, which results in so-called engine braking. Relaxation / engine braking of the vehicle is often used on downhill slopes and / or when the vehicle's speed is toreduction.
    The previously determined food values Dní correspond, as described above, to the at least one respective parameter which is related to the actual fed moment M @@ ¿mt. According to one embodiment, the previously determined food values Dæf may have been determined when the vehicle is essentially new, for example in a test rig essentially direct post-production of the vehicle. The previously established food valuesDæf are then stored appropriately in the vehicle so that they can then be retained and used in the vehicle for comparisons with the actual food values Dam. Thus maintainedaccording to this embodiment the previously established and storedlOllfood values Dæf unchanged in the vehicle. This makes deviations for both slow and fast processes canreliably detected.
    The previously established food values Dæf can also, according to one embodiment, be determined by at least partially continuous updating of previously established food values Dæf when the vehicle is utilized. Thus, the previously established food values that Dní has put in the vehicle are conveniently stored, after which the saved values are updated and overwritten when the vehicle is used. The despaired values thus always have current and updated values, which can be used in the vehicle in comparison with the actual food values Dam. According to this embodiment, the food values previously determined and stored in the vehicle can D fl in others over time if the recurring feeds indicate that the values live in others. This makes deviations for fast processes can be detected with greatreliability.
    According to the present invention, as described above, actual food values are compared and previously established food values are therefore related to a behavior of at least one parameter related to an actual moment M @ @ ¿æI given by the engine.lOl.
    This at least one parameter may, according to one embodiment, comprise a speed o for the engine 101 in the vehicle, i.e. comparisons of actual speeds as beforefixed speed oæf for the engine is performed.
    The previously determined food values Dní have then been determined for load Nní and speed on fi during normal operation of the engine lOloch / or the vehicle 100. Such previously established food valuesDæf may, for example, look like in the schematic curves inFigures 3a and 3b, which have been fed during normal operation oflOl2the vehicle and / or the engine. In Figure 3a, the previously determined food values Dmm have been raised as fuel has been used to propel the vehicle forward. AAm¿¿Um thus illustrates the amplitude variation of the previously established food values Dæfdå fuel is injected into the engine cylinders to drive the engine. In Figure 3b, the previously established food values Dæfmatts have been shown when no fuel has been used to propel the vehicle forward, i.e. during so-called relaxation of the vehicle, whereby the vehicle is propelled forward by its kinetic energy that fuel is injected into the vehicle. AAæ¿ßLm thus illustrates the amplitude variation of the previously determined body values Dæf when relaxation of the vehicle takes place during the vehicle'snormal utilization.
    The feed of the behavior of the at least one parameter includes has a feed of an actual amplitude variation AAmm for the actual speed umm of the motor 101. This actual amplitude variation AAmm for the actual speed is then compared with the previously determined food value Dæf for speed inch, ie for example with the amplitude variations AAæ¿¿mm,AAæ¿ßLm for the previously established matvardena Dæf.
    For example, a stop in a fuel supply to the engine 10l can be detected based on such a comparison of the actual amplitude variation AAmm and the previously determined food valuesDæf for the speed omm. A comparison between the amplitude variations AAæ¿¿mm, AAæ¿ßLm for the previously determined food values Dmm and the actual amplitude variationAAmm for the actual speed omm can thus, for example, indicate that nothing, or a very limited amount, is in the industry up to the motor lOl. This detection is based on the relationship that the actual amplitude variation AAmm should be ok with unknown actual load Nmm if fuel supply is available to the motor 10l.
    This also meant that if there is a constant or increasinglOl3actual load Nam on the motor and the actual amplitude variationAAæï breath decreases so this can be interpreted as notsufficient with fuel, the engine reaches lOl.
    As shown in Figures 3a and 3b, the amplitude variations of the pre-speed of the engine 101 during normal operation are greater when fuel is injected into the engine during relaxation; AAæ¿¿m fl> AAæ¿ßIm. In general, the magnitude of the actual amplitude variation AAæï is essentially proportional to oneactually generated torque provided by the engine.
    When comparing the actual amplitude variation AAæï and the previously determined food values Dæf for the speed oæf, that is to say when comparing the actual amplitude variation AAæï with the amplitude variations for fuel injection AAæ¿¿um and for relaxation AAæ¿¿um and, for example, the stop can be ascertained in the industry. AAæï is essentially as large as the amplitude variations for relaxation AAæ¿ßIm. This is due to the fact that fuel was injected into the engine when the previously determined torque values Dæf for the speed oæf were determined during relaxation of the vehicle, so the amplitude variations for relaxation AAæ¿ß are similar to the amplitude variations that can occur if the fuel supply stop occurs. In addition, since this embodiment of the present invention determines the feed value Dæf for both load Nní and speed o flfi during normal operation of the vehicle, the amplitude variations for relaxation can easily be determined.identified in the established food values Dæf.
    The previously determined food values Dn fi for load N flfi and speed oæf can, as mentioned above, be determined during normal operation of the vehicle. Since the vehicle is often propelled forward by injecting fuel into the engine during normal operation, the curve comesin Figure 3a almost always to be provided then14the vehicle is driven. Relaxation / engine braking of the vehicle also occurs during normal driving of the vehicle, for example downhill slopes and / or if the vehicle's speed needs to be reduced. Therefore, the curve in Figure 3b can also be obtained during normal driving of the vehicle. This means that no special measures are required to initiate the system according to the present invention. There will naturally and without additional measures of normal operation be the previously determined standard value Dæf for the speed oní, which also means that there will naturally be amplitude variations for fuel injection AAm¿¿m fl and for relaxation AAæ¿ßLm as well as the actual amplitude variations AAMX can be comparedwith.
    The exemplary speed curves schematically illustrated in Figures 3a and 3b may also have other appearances and other amplitudes, as well as depend on other parameters. All such different appearances of the curves can be used according to the present invention to detect interruptions of the industry supply ofthe engine.
    For example, previously determined food values Dæf the pre-speed number oæf and the load Nní can also be determined for different fuel types, whereby curves corresponding to those shown in Figures 3a and 3b can be produced for the respective industries. Thus, one channel has a respective curve per industry type is produced, which obviously can be more in number than two. There is a relationship which means that the actual amplitude variation AAMÅ is proportional to the actual energy content Emm in a utilized industry. For example, a curve with a relatively large amplitude variation AA @ ¶_ fi ælnO1 similar to the curve in Figure 3a would illustrate an industry with a relatively large energy content, for example fossil diesel, while a curve with a relatively smallamplitude variation AA fl¶¿ melnO2 similar to the curve in Figure 3b canillustrate a fuel with a relatively small energy content,for example FAME or other bio-diesel.
    According to an embodiment of the present invention, this can be used to perform a detection of an actual utilized fuel type. Utilization of alternative industries is very interesting because some alternative industries can reduce carbon dioxide emissions. However, reliable methods are needed to detect which type of industry is currently in the tank, ie which type of industry is currently being injectedin the engine to propel the vehicle forward.
    If the actual utilized industry type has an actual energy content Eæm which differs from a predetermined energy content Emm for an expected utilized industry type, for example if the actual amplitude variation AAæm is inherently equal to the curve having a relatively small amplitude variation AA @ ¶_ fi ælnO2 in Figure 3b despite a large curve with amplitude AA @ ¶ * fi ælnO1 in figure 3a why expected, so this may be an indication that the actually used industry type is different from the expectedindustry type.
    In other words, the actual amplitude variation AAæïm is compared with the amplitude variations AA fl¶ * fi ælnO1, AA fl¶ * fi ælnO2 for the different fuel types which are based on the previous fixed member values Dæf for the speed oní, whereby a detection of the fuel type which can now actually be carried out is carried out. Thus, the industry type corresponding to the amplitude variation AA @ ¶_ fi ælnO1, AA @ ¶_ fi ælnO2 which is based on the previously determined food values Dæf and which is most similar to the actual amplitude variation AAæï can be detected as the actualexploited the type of industry.16According to the present invention, as described above, actual feed values are compared and previously determined feed values are therefore related to a behavior of at least one parameter related to an actual moment Mmwgæï given by the motor.101.
    This at least one parameter can according to one embodimentinclude a charge pressure Pal for air supplied to the engine 101.
    Has previously determined the food value Dæf determined forlast Nn fi and charge pressure Pangæf for air supplied to the engine 101 during normal operation of the vehicle 100, that is to say when the vehicleperformed in the normal way.
    An actual boost pressure Pangæï for the engine, that is to say the charge pressure Pangmï which is actually supplied to the engine is fed and this feed thus constitutes a feed of the behavior of the at least one parameter boost pressure Pæl. Then the measured actual charge pressure Pangæï and the previously established food values Dæf are compared for the charge pressure Pangæf.
    Since the actual charge pressure Pangæm should increase with unknown actual load Nam, the comparison of the measured actual charge pressure Pangæt and the previously determined food values Dæffor charge pressure Pangæf can be used to detect whether itthe actual moment Mmwgæt deviates from the requested moment Mag.
    According to the present invention, as described above, the actual food values Dam and previously established food values are compared to a behavior of at least one parameter related to an actual moment Mmwgæï given by the engine.101.
    This at least one parameter can according to one embodimentinclude a temperature TÜQ for the engine 101, for example one17engine oil temperature, a cooling water temperature and / or aexhaust temperature.
    The previously determined food values Dní have been determined for load N flfi and temperature T @ @ _ æf for the engine 101 during normal operation of the vehicle 100. The feeding of the behavior for the at least one parameter engine temperature TÜQ includes has asupply of an actual temperature T @@ ¿mt for the engine.
    Then the actual motor temperature T @@ ¿mt and the previously determined food values Dæf for the motor temperature T @ @ ¿æf are compared, whereby a detection of whether the actual torque Mm @ ¿m deviates from the requested torque Mag can be performed. The detection utilizes has the relationship to the actual engine temperatureT @@ _ fi m live ok with okande actual load Næ fi.
    The previously established food values Dæf are statistically compiled according to one embodiment of the present invention. The statistical compilation may include a mean u for one or more food values Dæf, Dam for at least one respective parameter that is related to the actual moment M @@ ¿MI. The statistical compilation may also include a standard deviation o for these one or more food values Dn fi, Dam. The statistical compilation can also include both the mean u standard deviation o forthese one or more matvarden Dæf, Dæt.
    The previously determined food values Dæf can be divided into intervals 0, 1, 2, W, m for a load Nn fi for the motor 101 and can be stored in a folder / matrix which is divided into diesel load intervals 0, 1, 2, W, m. The previously determined food values Dæf can also be divided into intervals a, b, c, M nfor the speed oæf, for the charge pressure Pæl¿æf or the form motor temperature Tmmíæf and can be stored in a folder / matrix whichar divided into these intervals a, b, c, M n. Figure 4b18schematically illustrates an example of such a folder / matrix according to an embodiment, in which the load and speed range is divided into m * n sections corresponding to the intervals for the speedwæf a, b, c, _ n respectively for the load Nn fi O, 1, 2, W, m.
    Load is often defined as a proportion of, for example, a percentage of, a maximum torque at a current speed, which can be obtained, for example, from a torque and power curve for the motor in question. When the above-mentioned load intervals 0, 1,2, M, m are used in the folder, the intervals 0, 1, 2, W, m can retain the same extent even if the maximum torqueothers with the speed.
    Those skilled in the art will realize that the map in Figure 4b could also have a torque on the y-axis, that is to say that the map would have torque intervals 0, 1, 2, W, m. For these torque intervals 0, 1, 2, W, m, the extent of the intervals would then change about the maximum torque of others with the speed. This document mainly describes folders load intervals 0, 1, 2,W, m. However, the present invention is not limited toutilization of precisely load intervals 0, 1, 2, W, m.
    Corresponding matrices / folders including intervals a, b, c, _ n for the charge pressure Panymf or for the engine temperature T @ Ü_mf can be produced in the same way as for loads. The following paragraphs describe an embodiment of the invention which utilizes a matrix / folder with m * n sections corresponding to the intervals of the speed wn fi a, b, c,. n respective forload Nn fi O, 1, 2, W, m.
    According to an embodiment of the present invention, the corresponding row corresponds to the bottom row of the folder, i.e. the sections aO, bO, cO, m nO, relaxation of the vehicle because the load is substantiallyzero for these sections aO, bO, cO, m nO. The folder can thus19for example, is used in the detection of stops forindustry supply.
    For each section in the folder, signal statistics are collected, ie feeds are performed and stored as previously determined feed values Dæf for each section, for the destined generated motor torque during normal operation ofthe vehicle, as described above.
    Then feeds are made of the actual values Dam related to the behavior of the at least one parameter as related to the actual moment M @@ ¿MI. These actual values Women will then be compared with the previous permanent female values Dæf. According to one embodiment, it can be performed byto use the values in the sections in Figure 4b.
    The comparison between Dæx and Dæf can be performed in two steps. In the first step, it is detected whether the expected / requested moment Mmwjæq corresponds to the actual moment M @@ ¿mt. In the second step, the reason why the actual moment M @@; MÉ does not correspond to the expected / request moment is isolated. If the result of step one is that the requested step Mm @ ¿Eqand actual step M @@ ¿mI agree, then step need nottwo are performed.
    If an actual current load Nam at an actual speed should not, for example, correspond to the previously determined and stored math values Dæf for section c2 in the folder, since the request motor torque Mmmjæq corresponds to section c2, but the actual current load Nam instead corresponds to the previously determined and c stored food values, so a single detection of a stop of the fuel supply can be detected and isolated. This is because food data in section cO has been collected during the relaxation of the vehicle, and no industry is injected intothe engine when relaxing.lOIf the actual current load Nam at an actual speed pocket that should correspond to the previously determined and stored food values Dæf for section c2 in the folder, where section c2 corresponds to a second branch br2 that the system is believed to be used in the vehicle, but instead corresponds to the previously established and stored food values Dæf for section cl, such as a detection of a second industry type to a forest industry type brl goras. This detection can be made if the food data in the section c1 has been collected during operation of the vehicle with the first fuel type brl, while the food data in the section c2 hascollected during operation of the vehicle with the other fuel br2.
    According to the present invention, as described above, the actual food values are compared with the previously established food values Dæf for at least one respective parameter related to theactual moment M @@ ¿mt.
    These comparisons may, for example, include the use of a null hypothesis analysis when the previously established food values are statistically compiled, which is described in more detail below. The comparisons can be performed in two steps. In step one, the goal is to detect whether the actual moment M @ m; MÉ deviates from the expected moment Mmwyæq. In this case, the null hypothesis that the elements are equal and the alternative hypothesis that they are not. In step two, the reason why the actual moment Mmwymï does not correspond to the requested moment Mmwyæq is isolated. This isolation step can be performed with a number of different parallel hypothesis tests where the null hypothesis in each test consists of the fact that the actual moment Mm @ ¿mtover corresponds to the requested moment Mmwyæq and respective alternative hypotheses are due to a possible reason why the actual moment does not agree with M @@; MÉ.moment Mmwyæq.lO2lThe previously determined food values Dæf can, as mentioned above, be stored in a folder with the sections aO-am, bO-bm, cO-cm, nO-nm. The actual current food values Dam are compared with the food values stored in the respective sections aO-am, bO-bm, cO-cm, nO-nm, the section which in some respect most resembles the previously determined food values Dní being selected. In this way, a section is chosen which most corresponds to the actual feed conditions. Since the system knows under which previous conditions the previously determined food values Dæfuppmattes / were recorded, the current actualthe conditions are determined by the comparison.
    If, for example, the comparison shows that the current food values Dætmest are similar to the previously established food values Dæf for any of the sections aO, bO, cO, W, nO, then it is probable that there is a stop in the supply of industry, since the previously established food values Dæf for sections aO, bO, cO, W, nO have been measured when relaxing the vehicle, that is to sayas no fuel was injected into the engine.
    If, for example, the comparison shows that the current food values Dætmest are similar to the previously established food values Dæf for any of the sections al am, bl bm, cl cm, W, nl nm, it can be established as probable that an industry type corresponding to this section is used to drive the vehicle. This determination can be made if the previously determined food valuesDæf for the sections al am, bl bm, cl cm, W, nl nm have been measuredfor different industry types.
    For each section aO-am, bO-bm, cO-cm, _ nO-nm in the folder illustrated in Figure 4b, the statistically summed previously determined food values D fl í can correspond to one or more density functions pdf for the previously determinedthe food values Dní, which is schematically illustrated in Figures 5alO22and 5b. The utilization of statistically compiled food values, for example in the form of density functions, enables one result to be obtained reliably. The utilization of statistically compiled food values also means that a measuredon the probability of a correct detection can be obtained.
    The statistically compiled previously established food valuesDæf can be used according to various embodiments of the present invention, for example in the detection of a stop in the fuel supply or in the detection of industry type change.which is described below.
    According to the embodiment, a probability of false alarms is stated a probability of a missed detection. Figure 5 shows a density function flfl hß for the previously determined body values when relaxing the vehicle as a function of the torqueM. Figure 5b shows a density function flfl h fi for the previously determined food values at a load for the vehicle, i.e. fuel was injected into the engine when the vehicle was driven, whichfunction of the moment M.
    A detection of fuel supply stoppage can be performed, for example, by comparing an average value uæï of the actual food values Dætjam with the average values uo and ua, respectively, of the precautionary functions for relaxation fiflflfi and load flflflfi previously determined food values, which are schematically illustrated in Figures 5a and 5b. If the mean value uæï for the actual food values Dam is closest to, for example, the mean value uß corresponding to slack, then industry supply peaks can be detected, while it can be stated that no stop for industry supply exists if the average value uæï is closer to the average value for cargorespectively ua.lO23According to one embodiment, instead, the industry supply peak can be detected if the mean value uæï for the actual food values DNFs is closer to the mean value uß corresponding to relaxation of the spruce value Åare.
    By utilizing the signal statistics for the statistically compiled previously determined food values DEF, a system according to an embodiment of the present invention on board the vehicle can adaptively calculate a suitable threshold level to be used in the detections so that a choice of false alarm probability PF and missed detection probability is missed. This determination of this appropriate threshold value becomes a compromise / balancing between the false alarm probability PF and the missed detection probability PM, since a giventhreshold value level Å in the test defines both probabilities.
    Figure 5c shows a schematic non-limiting illustration of how a selected weighted false alarm probability PF and misdetection probability PM can be obtained. The solid curve PF / PM¿nmeüf in the figure illustrates a conceptual compromise / balancing curve for the probabilities of false alarm PF and formatted detection PM. The threshold value Å depends on this compromise / balancing curve in such a way that the threshold value Å corresponds to one point on the curve PF / PM¿nmeüf. The relationship between the threshold value Å and the curve PF / PM¿FææMf is generally described by equations 9 and 10 below. PMMM indicates a maximum allowable failure probability for missed detection. PFMM indicates a maximum allowable probability for false alarms. The dashed area; PMacceptable levels.
    According to an embodiment of the present invention,threshold level Å is given a value so that both probabilities forlO24missed detection and false alarm are within the dashed area; PMvaljas.
    In some cases it is not possible to obtain acceptable levels, both for the probabilities of missed detection PM and false alarm PF. That is to say, it is not possible to lie within the dashed area; PMwarning lights.
    The threshold value level Å is thus used according to the embodiment to determine both the false alarm probability PF and the missed detection probability PM. Thus, data is collected during normal operation of the vehicle in order to determine the threshold value Å based on this data. This fixed data threshold value Å then provides a detection procedure with kanda properties, i.e. with kanda probabilities forfalse alarm PF and for missed detection PM.lOThe simplest test / determination of the probabilities PF, PM aratt compares a current / actually estimated and / or mat moment M against the threshold value Å and to create an alarm if the threshold is lower. In order to improve the performance and / or accuracy of the determination, a filtering, for example low-pass filtering, can be done by the current / actual taxed and / or mat moment M. The accuracy can also be improved by using several samples of the estimated and / or matmoment M.
    According to an embodiment of the present invention, a hypothesis test can be used to perform a detection of whether the actual moment M @@ ¿MI corresponds to the requested moment Mmmyæq and partly perform an isolation of the cause, for example fire stop or industry type change, to the detection. The detection can be performed in two steps. In the first step it is detected whether the requested torque Mmwyæq is obtained and in the second the cause of the detection is isolated. If step one indicates that the requested torque Mmmyæq has been obtained, step two does not need toperformed.
    In both steps, there are two hypotheses to be tested, the error-free case H0 the null hypothesis, and the error case H1, the alternative hypothesis. In both steps, the null hypothesis is based on the fact that the actual moment Mmwgmt is equal to the requesting moment Mmmyæq, while the alternative hypotheses distinguish between step one and step two. In the first step, the alternative hypothesis is that the moments are not equal. In the second case, the alternative hypothesis consists of the cause,for example, industry shutdowns, which are to be tested.
    In the respective hypothesis test it is further assumed that the distributions for the signal for which the detection is performed are known for botherror-free case H0 and error-case H1. According to various described above26embodiments of the present invention are fed and previously stored food values Dæf for the signal during normal operation of the vehicle, both for the fault-free case H0 and the fault case H1. As described above, for example, for detecting a stop of fuel supply, previously determined food values Dæf for the fault-free case H0 can be fed and stored when the vehicle is driven and when the engine is supplied with fuel. At the corresponding set, the previously determined food values Dæf for the fault H1 The corresponding fuel supply stop is fed and stored underlining of the vehicle. Thus, the error case H1 can correspond to the decay function flfl ß fi for relaxation in Figure 5a and the error-free case H0 can correspond to the decay function flfi k fi forfuel supply in Figure 5b.
    A detection utilizing a null hypothesis can be schematically illustrated by the flow chart in Figure 4a. In a first step 401, the distribution parameter 6 is calculated, for example based on the load N and the speed o as described for an embodiment below. The distribution parameter 6 characterizes the distribution of the motor torque A4, i.e. b4 ^ «PM (NH6). A starting motor torque in a current operating case is characterized by GRoch Qy6Rw "U6RN, which constitute a set of parameters that characterize the motor torque in a number of specified fault cases such as industry shutdown, incorrect industry type, etc. ÄQJWW Hbg constitutes a number of samples. In a second step 402, the test variable SUWbÅß is calculated, "UBLQ based on the errorb fi jwb Hbg and the distribution parameter 6.
    The method of detecting whether the actual moment M @@ ¿coincides with the requested moment Mmmgæq and then isolating the possible cause of the match orthe non-conformity is suitably performed in two steps. FirstlO27the torque deviation is detected and then the cause / isolation of this deviation is detected. Of course, step two does not need to be performed if the outcome of step one shows that no onetorque deviation is present.
    Detection of whether the actual moment M @@ ¿MI corresponds to the requested moment Mm @; æq can be performed with the hypothesis test form: H0: Û == 0RH1: 0 in HR,(Eq. 1) (Eq. 2)where H0 is the so-called zero hypothesis and H1 is the alternative hypothesis. The null hypothesis corresponds to the fact that the actual moment M @@ ¿MI is identical to the requested moment M @@; æq and the alternative hypothesis corresponds to the fact that there is a difference between the actual moment M @@; mÉ and the requestedthe moment Mmwgæq.
    The isolation of the cause of a difference between the actual moment M @@; MÉ and the requested moment Mmwgæq can be performed while setting up N pieces of hypothesis tests of the form H0: Û == 0RH1: 6 == 0RÜ(Eq. 3) (Eq. 4)where the null hypothesis H0 corresponds to the fact that the actual moment M @@; MI is identical to the requested moment Mmmgæq. The alternative hypothesis H1 corresponds to the fact that the error has occurred. It can be noted that a hypothesis test by mistake hasperformed.
    Assuming that the torque is normally distributed, the above-mentioned hypothesis test for detection can be performed by usinga so-called T-test.lO28Hypothesis tests for the insulation can be performed for the above-mentioned insulation hypotheses, for example by usingNeyman-Pearson's lemma:L (QR | M1, MZ, ..., M ,,) IL (6F, i | M1ßM2ß '"ßMn)PT (M1.Mz .---, Mn | 9F) PT (M1vM2vS (M1, M2, ..., Mn): lnIf the null hypothesis H0 is true, the test variable SUWvÅß, "UÅLQatt assumes a small value, therefore in a fourth step404 the null hypothesis H0 if SUWbÅQ is rejected," UÅLQZ> Ä dar Ås a threshold value calculated in a third step 403, for example based on the load N w as described for aembodiment below.
    Assuming that the sample B fi, NQ, "U fl L1 is independent and the distribution PM (¶6) is Gaussian with mean y and standard deviation 0, that is, 6 == (y¿Û, the value is obtainedon the test variable SUWbÅQ, "UÅLQ of the expression:KMH m D5 (M1, M2, ..., 1v1 ,,) = ;; 11n, (Eq. E)where yñioch oyi are mean and standard deviation formoment in case of error in, yRoch ok are mean andstandard deviation for the requested moment Mmmyæq, and fQ | Öis the Gaussian density function.
    In the third step 403, the threshold Å can be determined either experimentally or theoretically for a givenfalse alarm probability. In a theoretical determination, it is used that the test variable SUWpÅQ, "UBLQ is chi-2 distributedunder the null hypothesis H0.
    According to one embodiment, the current operating mode of the engine mayis parameterized by the load including the engine speeds w, as specifiedabove, whereby also the distribution of the engine torque, and thusparameter 6, can be parameterized depending on the operating condition of the loadlO291And the speed w. This also applies to the threshold Å which will attanta different values depending on the current operating case, the error for different values for the load Åloch speed w. Thisis schematically illustrated in Figure 4a.
    The signal for the current / actually estimated and / or the mat moment M can thus be sampled, whereby a number of sample value values M1, M2, M3, .U Mn are obtained. These one or more samples M1, M2,M3, .H Mn can then be used to form a test quantity S.
    According to one embodiment, these one or more samples M1, M2, M3, Mn may be low pass filtered and then compared withtroskelvardet Å.
    According to an embodiment of the invention, instead of the so-called likelihood ratio between two functions f1 and fo the test variable S can be used; for example S (M1) = fn (M1) / f @ (M1) pre-sampled M1. Is the likelihood ratio S (M1) smaller than a certain onethreshold guard Å; S (M1) <Å; an alarm is created.
    To improve performance, multiple samples can be used, with the log-likelihood ratio often used. If it can be assumed that the samples M1, M2, m Mn are independent of each other, the expression forlog-likelihood ratio easily:10g (S (M1, M2, ~ Mn)) = 10g (fa (M1)) + 10g (fa (M2)) + 10g (fa (M3)) + MlOg (fa (Mn)) _ 10g (fo (M1) )) "10g (fo (M2))" 10g (fo (M3)) _ MlOg (fo (Mn)) -A probability of a missed detection PM (Ä) can forthe test variable S with a sample is calculated according to:PMOQ = f fl MmfnmyiM. (Eq. 7)lOA probability for a false alarm H {X) can for the test quantity Swith a sample is calculated according to:PFOQ = fS (M) SÄfa (M) dM. (Eq. 8)In equations 7 and 8 above, the notation means that the functions, flfl h fi and flfl ß fi, respectively, are integrated over the moment intervals for which the expression is true, that is, over the moment intervals when the detection is missed and the false alarm, respectively. In the event of a missed detection, it is the identity function flfl ß fi that is valid and the condition SUW) EïÄ is fulfilled. In the case of false alarms, the tightness function ÅÄND is onvalid and the condition SUW) E§Ä is met.
    For the examples in Figures 5a and 5b, where the test variable arS (M) = M, equations 7 and 8 can be simply written as equation 9 (illustrated in Figure 5a) and Equation 10, respectively.(illustrated in Figure 5b): PMOQ = fM2Äf0 (M) d1 / 1 (Equ. 9)PFOQ = fMSÄfa (M) dM. (Eq. Io)The threshold value Å can then be determined based on one or more of the equations 7-10 for the given value of the probabilities for a missed detection RMOQ and for a false alarm PFOJ. In other words, the threshold value Å can be extracted through these relationships, which can be done, for example, by numerical calculation methods and / or by pre-calculated and tabulated values to which the system according to the present invention has access. The threshold value Å can then be used in detecting interruptions in industry supply and described industry type. above for various embodiments of the present inventioninvention.lO3lFor example, this can be done by establishing a threshold value Å and one of the columns in the folder shown in Figure 4b, which meant that n pieces of the threshold value Åa, Ab, Å @ ,. , Änfaststalls. The control system in the vehicle, for example the engine control system, has knowledge of the engine speed o, which means that the edge in which column a, b, c, W, n in the folder in figure 4b the engine's operating point is located both when data is collected and when detection of fuel supply stop and / orindustry type is performed.
    For a certain edge motor speed o, i.e. for a certain column in the folder in Figure 4b, it is necessary to determine, however, which load interval O, 1, 2, W, m the motor operating point is located. Previously collected data and the fixed data threshold value Åa, Ab, Å @ ,. Than for this column a, b, c, M, n can then be used in tests which determine whether the working point is in an assumed load interval 0, 1, 2, W, m in this column or not. If the engine speed o of others, another column a, b, c, W, n and the threshold value Åa, Ab, Å @ ,. , Änfor this column for collection, testing and detection.
    As described above, fuel supply stop can be detected if the motor for a speed interval should be within a certain load interval, for example in the operating point c2, but when the testinstead shows that the motor is at the operating point cO.
    An erroneous assumption about the utilized fuel type can be detected as the engine, for example for a speed interval c and for an assumed other fuel type br2 it is assumed to be within load interval 2, i.e. at working point c2, but when the test instead shows that the engine is at working point c1 or at working point cm, utilization of other industry types brlrespective brm, other than the industry type br2 adopted by the systemexploited. As a non-limiting example, it can be mentioned that one32industry type change according to an embodiment can be detected if a reduced torque of 10% is determined compared with the torque that should have resulted from the assumed industry, for example fossil diesel, whereby a detection of change to, for example, biodiesel can be made. Correspondingly, according to one embodiment, a fuel type change can be detected if an increased torque of 10% is determined compared to the torque that should have resulted from the detanted fuel, for example biodiesel, whereby a detection change to, for example, fossil diesel can be made. When this embodiment is applied, for example, at least one ofthe load intervals correspond to about 10% in torque difference.
    It can be noted that the division of the folder into these load intervals 0, 1, 2, W, m, ie how much torque differs between the different intervals, has an effect on how many rows in the folder differ between itassumed load and the actual load.
    It is generally easier to detect large differences in load, such as the difference between full load and fuel supply stop / relaxation. This has an impact on the probabilities of false alarms and missed detection. For example, relatively small differences in torque and / or load can be detected with a low probability of false alarms, this will result in a relatively low value of the pre-threshold value Å. The relatively low threshold value Å then in turn leads to a relatively high probability of missed detection. the threshold value Å becomes relatively large for relatively large differences in torque / load and / or atdetection with high probability of false alarms.
    Figure 6 shows a schematic flow diagram of a processaccording to an embodiment of the present invention.33In a first step 601 of the method, a step is established during operation of the vehicle, for example by using a model pre-engine and / or the vehicle in the estimation. The momentM can also be determined by feeding the torque.
    In a second step 602 of the process, the tax moment M is filtered, whereby a filtered estimated moment M is provided. The filtering may, for example, consist of a single-pass filtering of the torque signal, or of onemedian formation of the torque signal.
    This filtered estimated torque Mfni is then used together with one or more of a motor load N and one motor speed o in a third step 603 of the method for establishing signal statistics related to the torque M at as described above. Such signal statistics can be determined according to one embodiment for each of the sections aO-am, b0-bm, c0-cm, _ nO-nm in the folder illustrated in Figure 4b on theset as described above, filling the folder with theestablished static values.
    These signal statistics can then be used together with one or more of the motor loads N, the motor speed o, the probability of false alarm PF and the probability of missed detection PM in a fourth step 604 of the procedure to determine a threshold value Å. The determination of the threshold value Å is performed asdescribed above.
    In a fifth step 605 of the process, it is determined whether or not there is a stop in the fuel supply. This determination is based on a comparison of the filtered moment M the target provided by the second step 602 of the procedure and the threshold value Å provided by the fourth step 604 of the procedure. According to one embodiment, the supply of industry can stophas been determined whether the filtered moment Mfni is greater thanl034the corresponding value Å. In the corresponding way, it can then be determined according to the embodiment that there is no stop in the fuel supply if the filtered momentMint is smaller than the threshold Å.
    It can be noted that the filtered torque Mfnt in Figure 6 can correspond to the above-mentioned torque actually emitted by the motor M @ @ ¿mt. The determination of signal statistics in the third stage 603 and the determination of the threshold value in the fourth stage 604 can take time period and can also be performed over time, the vortex threshold value Å provided to the fifth stage 605 procedure may constitute a representation of the above-established food value Dní. In other words, the fifth step 605 may comprise the above-mentioned comparison in step 202 of the actual food value. Dam related to the behavior for at least one parameter related to the actual moment M @@ m¿MÉ. The fifth step 605 may also include the detection in step 203, since it is determined whether or not a stop in the fuel supply is present. The fifth step 605 in Figure 6 thus detects an industry shutdownavailable or not.
    According to another embodiment, in the fifth stage 605, the stall can be detected which type of industry is used in the vehicle.as described above.
    Those skilled in the art will appreciate that a method for detecting torque deviations for an engine according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the procedure. The computer program usually forms part of acomputer program product 703, wherein the computer program product includesan appropriate digital storage medium on which computer programs are stored. Said computer readable medium consists of a flash 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 7 schematically shows a control unit 700. The control unit 700 comprises a computing unit 701, which can be constituted by any suitable type of processor or microcomputer, e.g. a Digital SignalProcessor (DSP), or an Application Specific Integrated Circuit (ASIC). The computing unit 701 is connected to a memory unit 702 arranged in the control unit 700, which provides the computing unit 701 e.g. the stored program code and / or the stored data the computing unit 701 needs to be able to perform calculations. The calculation unit 701 is also arranged to store partial or end results of calculations in the memory unit.702.
    Furthermore, the control unit 700 is provided with devices 711, 712, 713, 714 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which the input signals receiving devices 711, 713 are detected as information and can be converted into signals which can be processed by the calculating unit 701. These signals are then provided to the calculating unit 701. The output signals 712, 714 are arranged to convert conversion results from the calculation unit 701 to output signals for transmission to other parts of the vehicle control systemand / or the component (s) for which the signals are intended.36Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may consist of one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media OrientatedSystems 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 the deburring unit 701 and that the above-mentioned memory may beconsists of the memory unit 702.
    In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic 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 other control units. Vehicles of the type shown thus often comprise significantly more control units than what is shown in Figures 1and 7, which is the choice for those skilled in the art.
    The present invention is in the embodiment shown implemented in the control unit 700. However, the invention can also be fully or partially implemented in one or more other control vehicles already existing in the control unit or in anypresent invention dedicated controller.
    According to one aspect of the present invention, there is provided a system arranged for detecting torque deviations for a motor vehicle. As described above, the torque delivered by the engine 101 in the vehicle at a time may deviate byto a value for the torque which should then be emitted by the motor.
    The system of the present invention can handle suchunpredictable deviations of the moment provided.37The system comprises a feed unit 141, which is arranged to perform a feeding of the actual food values. Dam related related behavior for at least one parameter related to an actual moment M @@; MÉ given by the motor 101. This actual moment M @@ ¿MÉ is given as a result of a from the engine 101begart moment Mmmpæq.
    The system also includes a comparison unit 142, which is arranged to perform a comparison of the actual food valuesDam related to the behavior of the at least one parameter with previously determined food values Dæf corresponding to at least one respective parameter related to the actual moment M @@ ¿MI. The previously established female values Dní have been established during normal operation ofvehicle 100.
    The system also comprises a detection unit 143, which is arranged to perform a detection of whether the actual feed moment M @ @; MÉ deviates from the requested moment Mmmpæq. The detection is based on the comparison described above.of the comparison unit 142.
    According to an embodiment of the present invention, the system also comprises a utilization unit 144, which is arranged to utilize the detection performed by the detection unit 144 in control of at least one system in the vehicle 101, such as control of a system arranged for automatic shifting of the gearbox 103 or of a system arranged for cruise control.of the vehicle speed.
    The system of the present invention has similar advantages as described above for the method of the present inventioninvention.l038The system according to the present invention can be arranged to carry out all the process embodiments described above, and in the claims, the system for each embodiment receiving the above-described advantages for the respective embodiments.embodiment.
    Those skilled in the art will also appreciate that the above system may be modified according to various embodiments of the method of the invention. In addition, the invention relates to a motor vehicle 100, for example a truck or a bus, comprising at least one systemfor detecting torque deviations for an engine.
    The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments within the appended dependentthe scope of protection of the requirements.
    权利要求:
    Claims (24)
    [1]
    A method for detecting torque deviations for a single engine (101) in one vehicle (100); characterized by: - a measurement (201) of the actual food value Dax related permissible behavior for at least one parameter related to an actual moment M @@ ¿MÉ given by said motor (101) to follow a moment Mmwgæq requested from said motor (101); - a comparison (202) of said actual food value Dætr-related to said behavior for said at least one parameter with previously determined food value Dæf corresponding to at least one respective parameter related to said actual moment Mmwg fl m, where said previously determined food value D fi í has been determined by normal operation; and - a detection (203) of whether said actual steps M @@ ¿m deviate from said requested steps Mmwgæq, where said detection is based on said comparison.
    [2]
    A method according to claim 1, wherein previously determined food values Dní corresponding to said at least one respective parameter related to name factual elements Mmwgmï have been determined when said vehicle (100) is substantially new and has subsequently been retained.
    [3]
    A method according to claim 1, wherein previously determined food values Dní corresponding to name at least one respective parameter related to name factual steps M @@ ¿fl I have been determined by at least partially continuous updating of said previously determined food values Dní during said vehicle use.
    [4]
    A method according to any one of claims 1-3, wherein said normal operation comprises one or more of: - a drive of said vehicle (100) when fuel is injected 10 into said engine (10 1); and - a relaxation of said vehicle (101).
    [5]
    A method according to any one of claims 1-4, wherein said at least one parameter related to an actual torque M @ @; MÉ comprises a speed o for said motor (101).
    [6]
    A method according to claim 5, wherein - said previously determined food value Dfl í has a determined load Nn fi and a speed oef for said engine (101) below normal operation of said vehicle (100); - said feeding of said behavior for at least one parameter comprises feeding an actual amplitude variationAAMÉ for an actual speed umm for said motor (101); and said comparison comprises a comparison of nominal factual amplitude variation AAMX and said previously determined food value Dæf for said speed oæf.
    [7]
    A method according to claim 6, wherein a detection of a stop in an industry supply to said motor (101) is based on said comparison of said actual amplitude variation AAMX and said former fixed value host Dæf for said speed oni, said detection utilizing a relationship which says live ok with increasing actual load Nam if the fuel supply is to the said engine (lOl).
    [8]
    A method according to claim 6, wherein a detection of an actual utilized industry type which has an actual energy content Emm which deviates from a pre-utilized energy content Emm for a pre-utilized industry type performer, wherein said detection is based on said comparing said actual amplitude variation AAMX and said previously determined oæf, and utilizes a relationship which states that said actual 41 amplitude variation AAæï is proportional to said actual energy content Eam,
    [9]
    A method according to any one of claims 6-8, wherein said actual amplitude variation AAæï is proportional to a torque generated by said motor (101).
    [10]
    A method according to any one of claims 1-9, wherein said at least one parameter related to an actual torque Mmwgæt comprises a charge pressure Pal for air supplied to said engine (101).
    [11]
    A method according to claim 10, wherein - said previously determined food value D fl í has a fixed load Nn fi and a charge pressure Pangæf for air supplied to the name motor (101) during normal operation of said vehicle (100); - said feeding of said behavior for at least one parameter comprises feeding an actual charging pressure Pangætfor said motor (101); and - the said comparison includes a comparison of the factual loading pressure Pangæt and the previously established food value Dæf for the said loading pressure Pangæf.
    [12]
    A method according to claim 11, wherein name detection of whether said actual torque Mmwgmt deviates from said requested torque MÜÜ utilizes a connection which said said actual charging pressure Pangæm should increase with increasing actual load Næx.
    [13]
    A method according to any one of claims 1-12, wherein said at least one parameter related to an actual torque Mmwgm1 comprises a temperature TÜQ for said motor (101).
    [14]
    A method according to claim 13, wherein - said previously determined food value Dfl í has been determined 42 for load Nní and temperature Tmwíæf for said engine (101) during normal operation of said vehicle (100); - said feeding of said behavior for at least one parameter comprises feeding an actual temperature T @ @ ¿mtfor said motor (101); and - said comparison comprises a comparison of nominal actual temperature T @@ ¿mt and said previously established food value Dní for said temperature Tmwíæf.
    [15]
    A method according to claim 14, wherein name detection of whether said actual steps M @@; mÉ deviates from said requested steps Mag utilizes a relationship which said said actual temperature Tmmí fl m should increase with increasing actual load Næ fi.
    [16]
    A method according to any one of claims 1-15, wherein said previously determined food values Dæf are statistically compiled.
    [17]
    A method according to any one of claims 16, wherein the statistical compilation comprises one or more of: - an average value u for the value of said at least one respective parameter related to said actual moment D4eng / act; a standard deviation o for the food value for said at least one respective parameter related to said actual moment Meng_aot -
    [18]
    The method of any of claims 16-17, wherein said comparing comprises utilizing a null hypothesis analysis.
    [19]
    A method according to any one of claims 1-18, wherein said previously determined food value Dæf is divided into intervals for a load N fl i for said motor (101). 43
    [20]
    A computer program comprising program code, wherein said program code is executed in a computer causes said computer to perform the method according to any of claims 1-19.
    [21]
    A computer program product comprising a computer readable medium and a computer program according to claim 20, wherein said computer program is included in said computer readable medium.
    [22]
    A system arranged for detecting torque deviations before the engine (101) in one vehicle (100); characterized by: - a feed unit (141) arranged for feeding actual food valuesDam related to a behavior of at least one parameter related to an actual moment Mmwyæï given by name motor (101) following a start moment from said motor (101) Meníreq; a comparison unit (142) arranged for comparing the nominal de facto food values Dam related to said behavior the aforementioned at least one parameter with the previously determined standard value Dæf for corresponding at least one respective parameter related to the said actual moment Mmwy fl m, the said previously determined fixed values 100); and - a detection unit (143) arranged for detecting whether named factual moments Mmwymt deviate from said requested moments Mag æq, wherein said detection is based on said comparison.
    [23]
    The system of claim 22, comprising a utilization unit (144) arranged to utilize name detection in the control of at least one system in said vehicle (101).
    [24]
    Vehicle (100) characterized in that said vehicle (100) comprises a system according to any one of claims 22-23.
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    同族专利:
    公开号 | 公开日
    EP3308127B1|2021-10-06|
    KR102039567B1|2019-12-05|
    US20180171918A1|2018-06-21|
    BR112017025164A2|2018-08-07|
    EP3308127A4|2019-01-23|
    US10247124B2|2019-04-02|
    SE538934C2|2017-02-21|
    EP3308127A1|2018-04-18|
    WO2016204672A1|2016-12-22|
    KR20180016491A|2018-02-14|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1550812A|SE538934C2|2015-06-15|2015-06-15|Procedure and system for detecting torque deviations for a motor in a vehicle|SE1550812A| SE538934C2|2015-06-15|2015-06-15|Procedure and system for detecting torque deviations for a motor in a vehicle|
    BR112017025164A| BR112017025164A2|2015-06-15|2016-05-26|method and system for detecting engine torque deviations in a vehicle|
    EP16812041.8A| EP3308127B1|2015-06-15|2016-05-26|Method and system for detection of torque deviations of an engine in a vehicle|
    PCT/SE2016/050487| WO2016204672A1|2015-06-15|2016-05-26|Method and system for detection of torque deviations of an engine in a vehicle|
    US15/580,316| US10247124B2|2015-06-15|2016-05-26|Method and system for detection of torque deviations of an engine in a vehicle|
    KR1020187000327A| KR102039567B1|2015-06-15|2016-05-26|Method and system for detecting torque deviation of engine in vehicle|
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