DE112018000958T5 - Control of an automatic clutch and an engine torque - Google Patents

Abstract

A method and a control system for controlling a position of an automatic clutch and an engine torque are shown. The engine torque is provided by an engine using an electronic spark to ignite a mixture of fuel and air in its cylinders to produce the engine torque. According to the method, an air control response time is determined. Then, the air supply to the cylinders is controlled by using a first control signal comprising a first change in its amplitude at a first time. The firing time for the electric spark is controlled by using a second control signal that includes a second change in its amplitude at a second time that occurs later than the first time by the air control response time. A change in the clutch position is controlled by using a fourth control signal which includes a fourth change in its amplitude related to the second time. As a result, an actual change in the clutch position and an actual adjustment of the engine torque are substantially synchronized, and they begin at or after the second time.

Description

The present invention relates to a method for controlling a position Cpos of an automatic clutch and for controlling an engine torque Tq, which is supplied to the automatic clutch, as defined in the preamble of claim 1. The present invention also relates to a control system configured to control a position Cpos of an automatic clutch and to control an engine torque Tq supplied to the automatic clutch, as defined in the preamble of claim 15. The present invention also relates to a computer program and a computer-readable medium which carry out the method according to the invention.

Field of the invention

The following background information is a description of the background of the present invention, which therefore does not necessarily have to be a description of the prior art.

Vehicles such as cars, buses and trucks are powered by an engine torque generated by an engine in the vehicle. The engine torque is provided by a powertrain / propulsion system / propulsion system in the vehicle for the wheels of the vehicle. The powertrain includes a number of components, such as a clutch, a transmission / transmission, shafts, and a differential. The powertrain may also include other components and will be described in more detail below.

For example, the engine may operate according to the so-called Otto cycle, for which a mixture of fuel and air in the engine cylinders is ignited by an electric spark, thereby producing an engine torque Tq from the engine, which also includes flywheel torque or engine braking torque can be mentioned, which is delivered to the clutch. Therefore, the engine torque Tq is the actual torque delivered to the output / crank shaft / axis of the engine as a result of the engine running, i.e., the engine running. H. as a result of the expansion of the fuel and air mixture in the cylinders due to the ignition, which forces the piston to move so as to generate the torque at the output / crank shaft / axis. The fuel may be for a gasoline cycle engine, for example gasoline, ethanol and / or natural gas. The Otto cycle engine mentioned herein is mentioned as an example only, with the principles of the present invention generally applicable to substantially any engine in which a mixture of fuel and air is ignited by a spark in the cylinders becomes.

Different gear ratios can be provided in the transmission / transmission between an input shaft and an output shaft of the transmission. Therefore, the transmission can change the gear ratio provided by performing a gear shift to provide a desired gear ratio for the transmission.

When the clutch closes, for example, in connection with a start from a standstill and / or in connection with a gear change of the transmission, the torque which is provided by the engine, d. H. the engine torque Tq supplied to the powertrain, which includes the transmission. The engine and clutch should preferably be synchronized so that increased engine torque Tq is delivered to the clutch when it closes, not before. Accordingly, the engine and clutch should preferably be synchronized such that when the clutch is opened, a reduced engine torque Tq is delivered to the clutch when it is opened, not before. In a manually controlled vehicle, a driver himself controls, for example by using pedals, the clutch and the torque requested by the engine so that they are substantially synchronized.

For an automatic clutch, however, the slip / close of the clutch and the requested engine torque Tq are automatically controlled by the engine. Therefore, the timing and position of the clutch and the timing and extent of the requested engine torque Tq are controlled, and they should be controlled so as to be matched with each other to result in a smooth starting or a smooth gear change.

Summary of the invention

Different systems have different reaction times β, ie they have different time constants. A response time β is defined in this document as a time period between a request time treq, at which a change in at least one system parameter is requested, and an execution time tper, at which the change in the at least one system parameter is actually effected. For example, if an increased system parameter is requested to the system by an indication in a control signal at the request time treq, the response time βsystem for the system leads to this requested parameter increase at the time of execution tper; tper = treq + βsystem is effected. For example, a certain ratio for the mixture of fuel and air in the engine cylinders is required for an engine that works according to the so-called Otto cycle in order to achieve combustion of the mixture in the cylinders. In general, this is also the case for other engine types. In addition, the electrical spark used to ignite the mixture should deliver the spark at just the right time to provide combustion. Therefore, the engine torque Tq generated by the engine supplied to the clutch depends on both the timing of the spark and the fuel-air ratio. Therefore, the engine torque Tq supplied to the powertrain is related to the response time βign for the ignition system and the response time βair for the air supply system. The clutch system also has a reaction time β clutch.

These different reaction times βign, βair, βclutch make it difficult to tune the opening / closing of the clutch and the application of the engine torque Tq provided by the engine, for example from an Otto cycle engine, such that a smooth gear change and / or a smooth start can be provided. If too much engine torque Tq is supplied to the clutch or if the engine torque Tq is delivered to the clutch too early relative to the clutch closing, the engine speed will increase and the clutch will slip unintentionally. Accordingly, if too little engine torque Tq is delivered to the clutch, or if the engine torque Tq is delivered too late to the clutch relative to the clutch closing, the engine speed will increase. In a worst case scenario, the engine can be strangled here, d. H. stop running. Changes in engine speed, for example during gear changes, are very annoying to the driver of the vehicle.

It is therefore an object to overcome at least some of the above-mentioned disadvantages.

• - Bestimmen einer Luftsteuerungs-Reaktionszeit βair für ein Mittel, das eingerichtet ist zum Steuern der Menge von Luft, die in die Zylinder zugeführt wird, zum Beispiel eine Luftsteuereinheit war;
• - Steuern der Luftzufuhr in die Zylinder durch Verwendung eines ersten Steuersignals Uti, das eine erste Änderung c1 in seiner Amplitude zu einem ersten Zeitpunkt t1 aufweist, wobei die Änderung c1 der Amplitude des ersten Steuersignals Uti anzeigt, wenn eine Regelung der Luftzufuhr beginnen soll;
• - Steuern der Zündungszeit für den elektrischen Funken durch Verwendung eines zweiten Steuersignals Ut2, das eine zweite Änderung c2 in seiner Amplitude umfasst, die mit einem zweiten Zeitpunkt t2 zusammenhängt, wobei der zweite Zeitpunkt t2 um die Luftsteuerungs-Reaktionszeit βair später auftritt als der erste Zeitpunkt t1; t2 = t1 + βair; und wobei die zweite Änderung c2 der Amplitude des zweiten Steuersignals Ut2 anzeigt, wenn eine Regelung der Zündungszeit beginnen soll; und
• - Steuern einer Änderung der Kupplungsposition Cpos durch Verwendung eines vierten Steuersignals Ut4, das eine vierte Änderung c4 in seiner Amplitude umfasst, die mit dem zweiten Zeitpunkt t2 zusammenhängt, und die anzeigt, wenn die Änderung der Kupplungsposition Cpos beginnen soll; wobei
• - eine tatsächliche Änderung der Kupplungsposition Cpos und eine tatsächliche Anpassung des Motormoments Tq im Wesentlichen synchronisiert sind und zu oder nach dem zweiten Zeitpunkt t2 beginnen.

This object is achieved by the above-mentioned method for controlling a position Cpos of an automatic clutch and for controlling an engine torque Tq, which may be supplied to the automatic clutch, according to the characterizing part of claim 1, the method comprising:

• Determining an air control response time βair for an agent configured to control the amount of air supplied into the cylinders, for example an air control unit;
• - Control the air supply to the cylinders by using a first control signal Uti, which is a first change c1 in its amplitude at a first point in time t1 having the change c1 indicates the amplitude of the first control signal Uti when regulation of the air supply is to begin;
• - Control the ignition time for the electrical spark by using a second control signal Ut2 making a second change c2 includes in its amplitude with a second point in time t2 related, the second time t2 the air control response time βair occurs later than the first time t1 ; t2 = t1 + βair; and being the second change c2 the amplitude of the second control signal Ut2 indicates when ignition timing should begin; and
• - Controlling a change in the clutch position Cpos by using a fourth control signal UT4 making a fourth change c4 includes in its amplitude that with the second point in time t2 and indicates when the change in clutch position Cpos should begin; in which
• - an actual change in the clutch position Cpos and an actual adjustment of the engine torque Tq are essentially synchronized and at or after the second point in time t2 start.

According to one embodiment of the present invention, the air control response time βair indicates that an amount of air supplied into the cylinders is actually at the second time t2 as a result of the first change c1 in the amplitude of the first control signal Uti begins to be adjusted.

According to an embodiment of the present invention, the control of the clutch position Cpos and the control of the engine torque Tq supplied to the automatic clutch are performed dynamically / continuously. Therefore, one or more of the air supplied into the cylinders, the ignition timing and the change of the clutch position are dynamically / continuously controlled.

According to an embodiment of the present invention, the control of the clutch position Cpos and the control of the engine torque Tq are carried out in the torque-torque domain.

• - eine Position einer Luft-Drosselklappe eines Lufteinlasses des Motors;
• - eine Funktion eines Turboladers;
• - eine Funktion, die mit einem Grad eines Öffnens für ein variables Ventil und/oder einem Zeitpunkt einer Änderung des Grads des Öffnens für das variable Ventil zusammenhängt, wobei das variable Ventil an einem Lufteinlass des Motors angeordnet ist;
• - ein Abgas-Rezirkulations-(EGR)-Ventil;
• - eine Funktion eines Wastegates;
• - eine Funktion eines Ablassventils;
• - eine Funktion eines Variable-Geometrie-Turboladers (VGT);
• - eine Funktion einer Variable-Düse-Turbine (VNT);
• - eine Funktion, die mit einem Grad eines Öffnens für ein variables Ventil und/oder einem Zeitpunkt einer Änderung des Grads des Öffnens für das variable Ventil zusammenhängt, wobei das variable Ventil an einem Luftauslass des Motors angeordnet ist;
• - eine Funktion eines Ladeluftkühler-Umgehungsventils; und
• - eine Funktion eines Abgas-Rezirkulations-(EGR)-Kühler-Umgehungsventils.

According to an embodiment of the present invention, the air control means / unit is configured to control one or more of the following group:

• - a position of an air throttle valve of an air intake of the engine;
• - a function of a turbocharger;
• a function associated with a degree of opening for a variable valve and / or a time of a change in the degree of opening for the variable valve, the variable valve being arranged at an air inlet of the engine;
• - an exhaust gas recirculation (EGR) valve;
• - a function of a wastegate;
• - a function of a drain valve;
• - a function of a variable geometry turbocharger (VGT);
• - a function of a variable nozzle turbine (VNT);
• a function associated with a degree of opening for a variable valve and / or a time of a change in the degree of opening for the variable valve, the variable valve being arranged at an air outlet of the engine;
• - a function of an intercooler bypass valve; and
• - a function of an exhaust gas recirculation (EGR) cooler bypass valve.

• - weist ein Mittel, das zum Steuern der Zündungszeit eingerichtet ist, zum Beispiel eine Luftsteuereinheit, eine Zündungs-Reaktionszeit βing auf, wobei die Zündungs-Reaktionszeit βing kürzer ist als die Luftsteuerungs-Reaktionszeit βair; und
• - wird das Steuern der Zündungszeit für den elektrischen Funken durch Verwendung des zweiten Steuersignals Ut2 durchgeführt, welches die zweite Änderung c2 in seiner Amplitude zu einem dritten Zeitpunkt t3 umfasst, wobei der dritte Zeitpunkt t3 um die Zündungs-Reaktionszeit βign früher auftritt als der zweite Zeitpunkt t2; t3 = t2 - βign.

According to one embodiment of the present invention:

• a means configured to control the ignition time, for example an air control unit, has an ignition response time βing, the ignition response time βing being shorter than the air control response time βair; and
• - Controlling the ignition time for the electric spark by using the second control signal Ut2 carried out which is the second change c2 in its amplitude at a third point in time t3 includes, the third point in time t3 by the ignition response time βign occurs earlier than the second time t2 ; t3 = t2 - βign.

According to one embodiment of the present invention, the control of the ignition time includes adjusting an ignition time at which the electric spark ignites the mixture.

• - weist die Regelung der Luftzufuhr ein größeres Regelintervall Iair als ein Regelintervall Iign für die Regelung der Zündungszeit auf;
• - wird die Regelung der Luftzufuhr für Grobeinstellungen des Motormoments Tq verwendet; und
• - wird die Regelung der Zündungszeit für eine Feineinstellung des Motormoments Tq verwendet.

According to one embodiment of the present invention:

• - The regulation of the air supply has a larger regulation interval Iair than a regulation interval Iign for the regulation of the ignition time;
• - becomes the regulation of the air supply for rough adjustments of the engine torque Tq used; and
• - becomes the regulation of the ignition time for a fine adjustment of the engine torque Tq used.

According to one embodiment of the present invention, the determination of the air control response time βair comprises dynamically setting the air control response time βair to a predetermined fixed value βair_predet; βair = βair_predet.

According to one embodiment of the present invention, determining the air control response time βair comprises dynamically setting the air control response time βair to a calculated value βair_calc; βair = βair_calc.

• - eine Umgebungstemperatur Tair;
• - ein Umgebungsluftdruck Pair;
• - ein Betriebspunkt für den Motor;
• - zumindest eine Reaktionszeit βph zumindest einer physischen Komponente des Luftzufuhrsystems, das zum Zuführen der Luft in die Zylinder eingerichtet ist;
• - zumindest eine Signalgebungs-Reaktionszeit βsig eines Luftzufuhrsystems, das zum Zuführen der Luft in die Zylinder eingerichtet ist;
• - zumindest eine Turbo-Reaktionszeit βturbo; und
• - zumindest eine Kraftstoff-Reaktionszeit ßfuel für ein Kraftstoffsystem, welches Kraftstoff in die Zylinder liefert, was besonders relevant sein kann zum Beispiel für Port-Fuel-Injection-(PFI)-System und/oder für Einzelpunkt-Einspritzungs-(SPI)-Systeme.

According to one embodiment of the present invention, the calculated value βair_calc is calculated based on one or more parameters in a group of the following:

• - an ambient temperature Tair;
• - an ambient air pressure pair;
• - an operating point for the engine;
• at least one reaction time βph of at least one physical component of the air supply system, which is set up to supply the air into the cylinders;
• - At least one signaling response time βsig of an air supply system which is set up to supply the air into the cylinders;
• - At least one turbo response time βturbo; and
• - At least one fuel response time ßfuel for a fuel system that delivers fuel into the cylinders, which can be particularly relevant for example for port fuel injection (PFI) systems and / or for single point injection (SPI) systems ,

• - weist eine Kupplung-Steuereinheit, die zum Steuern der automatischen Kupplung eingerichtet ist, eine Kupplungs-Reaktionszeit βclutch auf; und
• - wird das Steuern der Kupplungsposition Cpos durch Verwendung des vierten Steuersignals Ut4 durchgeführt, welche die vierte Änderung in ihrer Amplitude c4 zu dem vierten Zeitpunkt t4 umfasst, wobei der vierte Zeitpunkt t4 um die Kupplungs-Reaktionszeit βclutch später auftritt als der zweite Zeitpunkt t2; t4 = t2 - βclutch. Für einige Ausführungsformen/Umsetzungen kann die Kupplungs-Reaktionszeit βclutch kürzer als die Luftsteuerungs-Reaktionszeit βair sein; βair > βclutch; und für einige andere Ausführungsformen/Umsetzungen kann die Kupplungs-Reaktionszeit βclutch größer als die Luftsteuerungs-Reaktionszeit βair sein; βair < βclutch, was unten genauer veranschaulicht wird.

According to an embodiment of the present invention

• - A clutch control unit, which is set up to control the automatic clutch, has a clutch reaction time βclutch; and
• - Controlling the clutch position Cpos by using the fourth control signal UT4 carried out the fourth change in their amplitude c4 at the fourth time t4 includes, the fourth time t4 the clutch response time βclutch occurs later than the second time t2 ; t4 = t2 - β clutch. For some embodiments / implementations, the clutch response time βclutch may be shorter than the air control response time βair; βair>βclutch; and for some other embodiments / implementations, the clutch response time βclutch may be greater than the air control response time βair; βair <βclutch, which is illustrated in more detail below.

According to one embodiment of the present invention, the clutch control response time βclutch indicates that the clutch is actually at that time t2 as a result of the fourth change c4 in the amplitude of the fourth control signal UT4 starts to be adjusted.

• - einen anfänglichen Stand-by-Wert sb, der anzeigt, dass zumindest ein Regler, welcher das erste Steuersignal Uti empfängt, sich in einem Stand-by-Modus befinden soll; gefolgt von;
• - der ersten Änderung in der Amplitude c1 zu dem ersten Zeitpunkt t1, die anzeigt, dass der zumindest eine Regler beginnen sollte, die Luftzufuhr zu regeln; gefolgt von;
• - einem Regelwert r, der anzeigt, dass der zumindest eine Regler die Luftzufuhr regeln soll.

According to one embodiment of the present invention, the first control signal Uti comprises:

• an initial stand-by value sb, which indicates that at least one controller which receives the first control signal Uti should be in a stand-by mode; followed by;
• - the first change in amplitude c1 at the first time t1 , which indicates that the at least one regulator should start regulating the air supply; followed by;
• - A control value r, which indicates that the at least one controller should regulate the air supply.

• - einen anfänglichen Stand-by-Wert sb, der anzeigt, dass zumindest ein Regler, welcher das zweite Steuersignal Ut2 empfängt, sich in einem Stand-by-Modus befinden soll; gefolgt von;
• - der zweiten Änderung in der Amplitude c2, die mit dem zweiten Zeitpunkt t2 zusammenhängt, die anzeigt, dass der zumindest eine Regler beginnen sollte, die Zündungszeit zu regeln; gefolgt von;
• - einem Regelwert r, der anzeigt, dass der zumindest eine Regler die Zündungszeit regeln soll.

According to one embodiment of the present invention, the second control signal comprises Ut2 :

• - an initial stand-by value sb, which indicates that at least one controller which receives the second control signal Ut2 receives, should be in a standby mode; followed by;
• - the second change in amplitude c2 that with the second point in time t2 that indicates that the at least one regulator should start regulating the ignition timing; followed by;
• - a rule value r , which indicates that the at least one regulator should regulate the ignition time.

• - einen anfänglichen Stand-by-Wert sb, der anzeigt, dass zumindest ein Regler, welcher das vierte Steuersignal Ut4 empfängt, sich in einem Stand-by-Modus befinden soll; gefolgt von;
• - der vierten Änderung in der Amplitude c4, die mit dem zweiten Zeitpunkt t2 zusammenhängt, die anzeigt, dass der zumindest eine Regler beginnen sollte, die Kupplungsposition Cpos zu regeln; gefolgt von;
• - einem Regelwert r, der anzeigt, dass der zumindest eine Regler die Kupplungsposition Cpos regeln soll.

According to an embodiment of the present invention, the fourth control signal comprises UT4 :

• - An initial stand-by value sb, which indicates that at least one controller, which is the fourth control signal UT4 receives, should be in a standby mode; followed by;
• - the fourth change in amplitude c4 that with the second point in time t2 that indicates that the at least one controller should start to regulate the clutch position Cpos; followed by;
• - A control value r, which indicates that the at least one controller should regulate the clutch position Cpos.

In accordance with one embodiment of the present invention, one or more of the engine, clutch, and transmission may be controlled based on timing / response times for the engine, clutch, and / or transmission. According to an embodiment of the present invention, the engine, the clutch and / or the transmission may be dynamically / continuously controlled based on the timing / response times for the engine, the clutch and / or the transmission such that the control over time for takes into account the times / reaction times changing values.

According to one embodiment, a transmission control device and / or a clutch control device may be configured to apply a torque request Tq_req based on one or more of the air reaction time βair, the ignition response time βign, the clutch reaction time βclutch, and / or the transmission Response time βgearbox to determine / generate. This torque request Tq_req is sent / provided to / for the engine control device. As a result, the delivered engine torque Tq, the function of the engine, the clutch and / or the transmission are then coordinated / synchronized over time.

• - ein Mittel, zum Beispiel eine Bestimmungseinheit, eingerichtet zum Bestimmen einer Luftsteuerungs-Reaktionszeit βair für ein Mittel, das eingerichtet ist zum Steuern der Menge von Luft, die in die Zylinder zugeführt wird, zum Beispiel eine Luftsteuereinheit;
• - ein Mittel, zum Beispiel eine Luftsteuereinheit, eingerichtet zum Steuern der Luftzufuhr in die Zylinder durch Verwendung eines ersten Steuersignals Uti, das eine erste Änderung c1 in seiner Amplitude zu einem ersten Zeitpunkt t1 aufweist, wobei die Änderung c1 der Amplitude des ersten Steuersignals Uti anzeigt, wenn eine Regelung der Luftzufuhr beginnen soll; und
• - ein Mittel, zum Beispiel eine Zündungszeit-Steuereinheit, eingerichtet zum Steuern der Zündungszeit für den elektrischen Funken durch Verwendung eines zweiten Steuersignals Ut2, das eine zweite Änderung c2 in seiner Amplitude umfasst, die mit einem zweiten Zeitpunkt t2 zusammenhängt, wobei der zweite Zeitpunkt t2 um die Luftsteuerungs-Reaktionszeit βair später auftritt als der erste Zeitpunkt t1; t2 = t1 + βair; und wobei die zweite Änderung c2 der Amplitude des zweiten Steuersignals Ut2 anzeigt, wenn eine Regelung der Zündungszeit beginnen soll;
• - ein Mittel, zum Beispiel eine Kupplungspositions-Steuereinheit, eingerichtet zum Steuern einer Änderung der Kupplungsposition Cpos durch Verwendung eines vierten Steuersignals Ut4, das eine vierte Änderung c4 in seiner Amplitude umfasst, die mit dem zweiten Zeitpunkt t2 zusammenhängt, und die anzeigt, wenn die Änderung der Kupplungsposition Cpos beginnen soll; wobei
• - eine tatsächliche Änderung der Kupplungsposition Cpos und eine tatsächliche Anpassung des Motormoments Tq im Wesentlichen synchronisiert sind und zu oder nach dem zweiten Zeitpunkt t2 beginnen.

The object is also achieved by the above-mentioned control system, which is set up to control a position Cpos of an automatic clutch and to control an engine torque Tq supplied to the automatic clutch, according to the characterizing part of claim 15. The system comprises:

• a means, for example a determination unit, configured to determine an air control response time βair for a means configured to control the amount of air supplied into the cylinders, for example an air control unit;
• a means, for example an air control unit, arranged to control the air supply into the cylinders by using a first control signal Uti which is a first change c1 in its amplitude at a first point in time t1 having the change c1 indicates the amplitude of the first control signal Uti when regulation of the air supply is to begin; and
• - A means, for example an ignition timing control unit, set up to control the Ignition time for the electrical spark by using a second control signal Ut2 making a second change c2 includes in its amplitude with a second point in time t2 related, the second time t2 the air control response time βair occurs later than the first time t1 ; t2 = t1 + βair; and being the second change c2 the amplitude of the second control signal Ut2 indicates when ignition timing should begin;
• a means, for example a clutch position control unit, set up to control a change in the clutch position Cpos by using a fourth control signal UT4 making a fourth change c4 includes in its amplitude that with the second point in time t2 and indicates when the change in clutch position Cpos should begin; in which
• an actual change in the clutch position Cpos and an actual adaptation of the engine torque Tq are essentially synchronized and at or after the second point in time t2 start.

According to one embodiment of the present invention, the air control response time βair indicates that an amount of air supplied into the cylinders is actually at the second time t2 as a result of the first change c1 in the amplitude of the first control signal Uti begins to be adjusted.

According to an embodiment of the present invention, the control of the clutch position Cpos and the control of the engine torque Tq supplied to the automatic clutch are performed dynamically / continuously. Therefore, one or more of the air supplied into the cylinders, the ignition timing and the change in clutch position are dynamically / continuously controlled by the corresponding means.

• - eine Position einer Luft-Drosselklappe eines Lufteinlasses des Motors;
• - eine Funktion eines Turboladers;
• - eine Funktion, die mit einem Grad eines Öffnens für ein variables Ventil und/oder einem Zeitpunkt einer Änderung des Grads des Öffnens für das variable Ventil zusammenhängt, wobei das variable Ventil an einem Lufteinlass des Motors angeordnet ist;

• - ein Abgas-Rezirkulations-(EGR)-Ventil;
• - eine Funktion eines Wastegates;
• - eine Funktion eines Ablassventils;
• - eine Funktion eines Variable-Geometrie-Turboladers (VGT);
• - eine Funktion einer Variable-Düse-Turbine (VNT);
• - eine Funktion, die mit einem Grad eines Öffnens für ein variables Ventil und/oder einem Zeitpunkt einer Änderung des Grads des Öffnens für das variable Ventil zusammenhängt, wobei das variable Ventil an einem Luftauslass des Motors angeordnet ist;
• - eine Funktion eines Ladeluftkühler-Umgehungsventils; und
• - eine Funktion eines Abgas-Rezirkulations-(EGR)-Kühler-Umgehungsventils.

According to an embodiment of the present invention, the air control means / unit is configured to control one or more of the following group:

• a position of an air throttle valve of an air intake of the engine;
• - a function of a turbocharger;
• a function associated with a degree of opening for a variable valve and / or a time of a change in the degree of opening for the variable valve, the variable valve being arranged at an air inlet of the engine;

• - an exhaust gas recirculation (EGR) valve;
• - a function of a wastegate;
• - a function of a drain valve;
• - a function of a variable geometry turbocharger (VGT);
• - a function of a variable nozzle turbine (VNT);
• a function associated with a degree of opening for a variable valve and / or a time of a change in the degree of opening for the variable valve, the variable valve being arranged at an air outlet of the engine;
• - a function of an intercooler bypass valve; and
• - a function of an exhaust gas recirculation (EGR) cooler bypass valve.

• - weist eine Zündungs-Steuereinheit/ein Zündungs-Steuermittel, das zum Steuern der Zündungszeit eingerichtet ist, eine Zündungs-Reaktionszeit βing auf, wobei die Zündungs-Reaktionszeit βing kürzer ist als die Luftsteuerungs-Reaktionszeit βair; und
• - ist die Zündungs-Steuereinheit/das Zündungs-Steuermittel dazu eingerichtet, das Steuern der Zündungszeit für den elektrischen Funken durch Verwendung des zweiten Steuersignals Ut2 durchzuführen, welches die zweite Änderung c2 in seiner Amplitude zu einem dritten Zeitpunkt t3 umfasst, wobei der dritte Zeitpunkt t3 um die Zündungs-Reaktionszeit βign früher auftritt als der zweite Zeitpunkt t2; t3 = t2 - βign.

According to one embodiment of the present invention:

• an ignition control unit / ignition control means, which is set up to control the ignition time, has an ignition response time βing, the ignition response time βing being shorter than the air control response time βair; and
• the ignition control unit / the ignition control means is set up to control the ignition time for the electrical spark by using the second control signal Ut2 carry out which is the second change c2 in its amplitude at a third point in time t3 includes, the third point in time t3 by the ignition response time βign occurs earlier than the second time t2 ; t3 = t2 - βign.

According to an embodiment of the present invention, the control of ignition timing includes adjusting an ignition timing at which the electric spark ignites the mixture.

• - weist die Regelung der Luftzufuhr ein größeres Regelintervall Iair als ein Regelintervall Iign für die Regelung der Zündungszeit auf;
• - wird die Regelung der Luftzufuhr für Grobeinstellungen des Motormoments Tq verwendet; und
• - wird die Regelung der Zündungszeit für eine Feineinstellung des Motormoments Tq verwendet.

According to one embodiment of the present invention:

• - The regulation of the air supply has a larger regulation interval Iair than a regulation interval Iign for the regulation of the ignition time;
• - The regulation of the air supply is used for rough adjustments of the engine torque Tq; and
• - The regulation of the ignition time is used for a fine adjustment of the engine torque Tq.

According to an embodiment of the present invention, the determination unit / the determination means is set up to determine the air control reaction time βair by dynamically setting the air control reaction time βair to a predetermined fixed value βair_predet; βair = βair_predet.

According to an embodiment of the present invention, the determination unit / the determination means is set up to determine the air control reaction time βair by dynamically setting the air control reaction time βair to a calculated value βair_calc; βair = βair_calc.

• - eine Umgebungstemperatur Tair;
• - ein Umgebungsluftdruck Pair;
• - ein Betriebspunkt für den Motor;
• - zumindest eine Reaktionszeit βph zumindest einer physischen Komponente des Luftzufuhrsystems, das zum Zuführen der Luft in die Zylinder eingerichtet ist;
• - zumindest eine Signalgebungs-Reaktionszeit βsig eines Luftzufuhrsystems, das zum Zuführen der Luft in die Zylinder eingerichtet ist;
• - zumindest eine Turbo-Reaktionszeit βturbo; und
• - zumindest eine Kraftstoff-Reaktionszeit βfuel für ein Kraftstoffsystem, welches Kraftstoff in die Zylinder liefert.

According to an embodiment of the present invention, the determination unit / the determination means is set up to calculate the calculated value βair_calc on the basis of one or more parameters in a group of the following:

• - an ambient temperature Tair;
• - an ambient air pressure pair;
• - an operating point for the engine;
• at least one reaction time βph of at least one physical component of the air supply system, which is set up to supply the air into the cylinders;
• - At least one signaling response time βsig of an air supply system which is set up to supply the air into the cylinders;
• - At least one turbo response time βturbo; and
• - At least one fuel response time βfuel for a fuel system that delivers fuel to the cylinders.

• - einen anfänglichen Stand-by-Wert sb, der anzeigt, dass zumindest ein Regler, welcher das erste Steuersignal Uti empfängt, sich in einem Stand-by-Modus befinden soll; gefolgt von;
• - der ersten Änderung in der Amplitude c1 zu dem ersten Zeitpunkt t1, die anzeigt, dass der zumindest eine Regler beginnen sollte, die Luftzufuhr zu regeln; gefolgt von;
• - einem Regelwert r, der anzeigt, dass der zumindest eine Regler die Luftzufuhr regeln soll.

According to one embodiment of the present invention, the first control signal Uti comprises:

• an initial stand-by value sb, which indicates that at least one controller which receives the first control signal Uti should be in a stand-by mode; followed by;
• - the first change in amplitude c1 at the first time t1 , which indicates that the at least one regulator should start regulating the air supply; followed by;
• - A control value r, which indicates that the at least one controller should regulate the air supply.

• - einen anfänglichen Stand-by-Wert sb, der anzeigt, dass zumindest ein Regler, welcher das zweite Steuersignal Ut2 empfängt, sich in einem Stand-by-Modus befinden soll; gefolgt von;
• - der zweiten Änderung in der Amplitude c2, die mit dem zweiten Zeitpunkt t2 zusammenhängt, die anzeigt, dass der zumindest eine Regler beginnen sollte, die Zündungszeit zu regeln; gefolgt von;
• - einem Regelwert r, der anzeigt, dass der zumindest eine Regler die Zündungszeit regeln soll.

According to one embodiment of the present invention, the second control signal comprises Ut2 :

• - an initial stand-by value sb, which indicates that at least one controller which receives the second control signal Ut2 receives, should be in a standby mode; followed by;
• - the second change in amplitude c2 that with the second point in time t2 that indicates that the at least one regulator should start regulating the ignition timing; followed by;
• - A control value r, which indicates that the at least one controller should regulate the ignition time.

• - einen anfänglichen Stand-by-Wert sb, der anzeigt, dass zumindest ein Regler, welcher das vierte Steuersignal Ut4 empfängt, sich in einem Stand-by-Modus befinden soll; gefolgt von;
• - der vierten Änderung in der Amplitude c4, die mit dem zweiten Zeitpunkt t2 zusammenhängt, die anzeigt, dass der zumindest eine Regler beginnen sollte, die Kupplungsposition Cpos zu regeln; gefolgt von;
• - einem Regelwert r, der anzeigt, dass der zumindest eine Regler die Kupplungsposition Cpos regeln soll.

According to an embodiment of the present invention, the fourth control signal comprises UT4 :

• - An initial stand-by value sb, which indicates that at least one controller, which is the fourth control signal UT4 receives, should be in a standby mode; followed by;
• - the fourth change in amplitude c4 that with the second point in time t2 that indicates that the at least one controller should start to regulate the clutch position Cpos; followed by;
• - A control value r, which indicates that the at least one controller should regulate the clutch position Cpos.

• - weist eine Kupplung-Steuereinheit/ein Kupplungs-Steuermittel, die/das zum Steuern der automatischen Kupplung eingerichtet ist, eine Kupplungs-Reaktionszeit βclutch auf; und
• - ist die Kupplungs-Steuereinheit/das Kupplungs-Steuermittel dazu eingerichtet, das Steuern der Kupplungsposition Cpos durch Verwendung des vierten Steuersignals Ut4 durchzuführen, welche die vierte Änderung in ihrer Amplitude c4 zu dem vierten Zeitpunkt t4 umfasst, wobei der vierte Zeitpunkt t4 um die Kupplungs-Reaktionszeit βclutch später auftritt als der zweite Zeitpunkt t2; t4 = t2 - βclutch. Wie oben erwähnt wurde, kann für einige Ausführungsformen/Umsetzungen die Kupplungs-Reaktionszeit βclutch kürzer als die Luftsteuerungs-Reaktionszeit βair sein; βair > βclutch; und für einige andere Ausführungsformen/Umsetzungen kann die Kupplungs-Reaktionszeit βclutch größer als die Luftsteuerungs-Reaktionszeit βair sein; βair < βclutch, was unten genauer veranschaulicht wird.

According to an embodiment of the present invention

• - A clutch control unit / a clutch control means, which / which is arranged to control the automatic clutch, has a clutch response time βclutch; and
• - The clutch control unit / the clutch control means is set up to control the clutch position Cpos by using the fourth control signal UT4 perform the fourth change in amplitude c4 at the fourth time t4 includes, the fourth time t4 the clutch response time βclutch occurs later than the second time t2 ; t4 = t2 - β clutch. As mentioned above, for some embodiments / implementations, the clutch response time βclutch may be shorter than the air control response time βair; βair>βclutch; and for some other embodiments / implementations, the clutch response time βclutch may be greater than the air control response time βair; βair <βclutch, which is illustrated in more detail below.

The object is also achieved by the above-mentioned computer program and the computer-readable medium.

When the present invention is used to control clutch position Cpos and engine torque Tq, the actual change in clutch position Cpos and the actual adjustment of engine torque Tq are substantially synchronized in time. This is possible through precise control of both the actual change in the clutch position Cpos and an actual adjustment of the engine torque Tq. As a result, the speed of the engine remains essentially unchanged during starting and / or a gear change, which leads to starting and / or gear change operation. In addition, by using embodiments of the present invention, the speed may be kept unchanged when the drive train is disconnected, ie when the clutch is opened, for example in connection with the vehicle being braked to a complete stop. Furthermore, the speed can be kept unchanged by using embodiments if the vehicle is maneuvered / adjusted with regard to its position with a slipping clutch.

In addition, the wear of the clutch is considerably reduced when the present invention is used, since the clutch can be closed more quickly when the actual change in the clutch position Cpos and the actual adjustment of the engine torque Tq are synchronized.

Detailed exemplary embodiments and advantages of the method, control system, computer program and computer readable medium according to the invention will now be described with reference to the accompanying drawings, which illustrate some preferred embodiments.

list of figures

• 1 ist eine schematische Darstellung eines nicht beschränkenden Beispiels eines Fahrzeugs, in welchem die vorliegende Erfindung umgesetzt sein kann,
• 2a-b zeigen Ablaufdiagramme für einige Ausführungsformen der vorliegenden Erfindung,
• 3a-g stellen schematisch ein nicht beschränkendes Beispiel einer Verwendung einer Ausführungsform der vorliegenden Erfindung dar,
• 4a-g stellen schematisch ein nicht beschränkendes Beispiel einer Verwendung einer Ausführungsform der vorliegenden Erfindung dar,
• 5 ist eine schematische Darstellung einer Steuereinheit gemäß einigen Ausführungsformen der vorliegenden Erfindung.

Embodiments of the invention will be described in more detail with reference to the accompanying drawings, which illustrate examples of embodiments of the invention, in which:

• 1 FIG. 2 is a schematic illustration of a non-limiting example of a vehicle in which the present invention may be implemented,
• 2a-b show flowcharts for some embodiments of the present invention,
• 3a-g schematically illustrate a non-limiting example of use of an embodiment of the present invention,
• 4a-g schematically illustrate a non-limiting example of use of an embodiment of the present invention,
• 5 10 is a schematic illustration of a control unit in accordance with some embodiments of the present invention.

1 schematically shows an exemplary heavy vehicle 100 such as a truck, bus, or the like, which will be used to explain the present invention. However, the present invention is not limited to use in heavy goods vehicles, such as that shown in 1 is shown, but can also be used in lighter vehicles such as in passenger cars. The vehicle 100 , this in 1 schematically shown includes a pair of driven wheels 110 . 111 , The vehicle also includes a powertrain 100 with an engine 101 , which can be an internal combustion engine operating according to the Otto cycle, according to which an electrical spark is a fuel and air mixture in the engine cylinders 134 inflamed. The motor 101 can be an air supply system 132 by an air control unit / air control means 122 is controlled, an ignition system 131 by at least one ignition control unit / ignition control means 121 is controlled and a fuel system 133 by a fuel control unit / fuel control means 123 is controlled as described in more detail below. The air supply system 132 , the ignition system 131 and the fuel system 133 are in 1 shown schematically.

Generally the ignition system has 131 a comparatively short response time βign, which means that a change in an ignition control signal relatively quickly causes a change in the actual ignition of the mixture of fuel and air in the cylinders of the engine. The ignition reaction time βign can often be assumed to be zero, which is why the point in time at which the ignition spark occurs can be adapted essentially instantaneously due to the short reaction time βign.

The air supply system 132 however, has a comparatively long reaction time βair, which is often significantly longer than the ignition reaction time βign. The air supply system must take into account how quickly the fuel is injected into the cylinders, which increases the response time βair even more, since fuel injection can be slow in some applications, such as for Port Fuel Injection (PFI) systems- Engines and / or for single point injection (SPI) injection engines. In addition, the air reaction time βair can change dynamically due to a current operating point for the vehicle, since the air reaction time βair can be, for example, one Speed for the engine, an ambient temperature and / or an ambient air pressure may depend. The air response time βair is therefore comparatively long and can also fluctuate considerably over time.

The engine torque Tq applied to the drive train / clutch from the engine 101 delivered depends on the reaction time βign for the ignition system 131 and the response time βair for the air supply system 132 together.

In addition, the clutch system has a reaction time βclutch which, for some implementations, is shorter than the air control reaction time βair. For other implementations, however, the coupling system reaction time βclutch is greater than the air control reaction time βair.

These different reaction times βing, βair, βclutch make it difficult to synchronize the opening / closing of the clutch with the engine torque Tq, which is provided by an engine, for example an Otto cycle engine, so that a smooth gear change and / or a smooth one Starting is provided.

The motor 101 can, for example, in a conventional manner via an output shaft 102 of the motor 101 with a gear 103 via a clutch 106 and one with the gear 103 connected input shaft 109 be connected. An output wave 107 from the gearbox 103 , also known as a cardan shaft, drives the drive wheels 110 . 111 via a gearbox output stage 108 , such as an ordinary differential, and drive shafts 104 . 105 with the gearbox output stage 108 are connected.

A tax system 120 is in 1 schematically shown as receiving signals and / or providing control signals from and / or for the / the engine 101 , the clutch 106 and / or the gearbox 103 , As described above and below, the engine control device 140 an air control unit 122 , an ignition control unit 121 and a fuel control unit 123 respectively. The tax system 120 can also be a clutch control unit 150 and a transmission control unit 160 respectively. According to some embodiments of the present invention described in this document, the control system 120 also a means 151 have, which is set up for determining, ie a determination unit 151 , a means 152 which is set up for control, ie an air supply control unit 152 , a means 153 , which is set up for control, ie an ignition timing control unit 153 , and a means 154 which is set up for control, ie a clutch position control unit 154 , These control means / control units / control devices 151 . 152 . 153 . 154 . 121 . 122 . 123 . 140 . 150 . 160 may be physically in more than one of the control means / control systems / control units described herein 120 . 140 . 150 . 160 divided, or they can be arranged in fewer control systems / control units than described herein.

2a schematically shows a flow diagram for a method according to an embodiment of the present invention. The process steps out 2a can be carried out, for example, when the vehicle is stationary. A gear can be selected in the transmission or the transmission can be brought into neutral position. The method can therefore be used in connection with starting from a standstill and / or in connection with a gear change of a transmission 103 be done with the automatic clutch 106 connected is.

The 3a-g schematically depict some control signals used by the present invention and also depict some actual parameters of the vehicle resulting from these control signals used, as described in connection with the steps of the method. For the exemplary implementations in the 3a-g are shown, the ignition response time βign and the clutch response time βign are much shorter than the air control response time βair, so that they can be neglected, ie they can be considered to have a length of 0 seconds; βign = 0 and βclutch = 0.

In a first step 210 of the method according to the present invention, an air control response time becomes βair for the air control unit / air control system 122 / 132 determined to control the amount of air entering the cylinders 134 is performed, for example by using a determination unit / determination means described below 151 ,

In a second step 220 of the method according to the present invention is the air that enters the cylinder 134 is supplied, controlled by using a first control signal Uti, for example an air torque request signal, which is a first change in its amplitude at a first point in time t1 includes, as in 3a is shown to the engine control unit 140 and therefore to the air control unit 122 is sent. The first change in the amplitude of the first control signal Uti at the first time t1 indicates when air supply control should begin, that is, when at least one air supply regulator should begin to regulate the amount of air supplied to the cylinders. The steering 220 the air supply can be by an air supply control unit / air supply control means described / described below 152 be effected.

As in 3a the first control signal Uti may include an initial standby value sb indicating that at least one controller receiving the first control signal Uti should be in a standby mode, ie no regulation based of the first control signal Uti is to perform. The standby value is followed by the first change in amplitude c1 at the first time t1 , which indicates that the at least one regulator should start regulating the air supply, ie should start the air supply at the first time t1 to control. The first change in amplitude is followed by a control value r, which indicates that the at least one controller should regulate the air supply.

In a third step 230 of the method according to the present invention, the ignition time for the electric spark is determined by using a second control signal Ut2 controlled, ie an ignition torque request signal or an engine torque request signal that includes a second change in its amplitude with a second point in time t2 related as in 3b is shown that to the engine control device 140 and therefore to the ignition control unit 120 is sent. The second point in time t2 occurs here by the air control response time βair later than the first time t1 ; t2 = t1 + βair. This second change c2 in the amplitude of the second control signal Ut2 indicates when control of the ignition timing should begin, ie when at least one ignition timing controller should begin to control the exact ignition timing. The ignition timing can be controlled by, for example, an ignition timing control unit / ignition timing control means described below 153 be effected. It should be noted that 3b represents an implementation for which the ignition response time βign can be neglected, ie can be considered to have a length of 0 seconds; βign = 0. Therefore, the second change c2 in amplitude at the second time t2 occur.

In a fourth step 240 of the method according to the present invention, a change in the clutch position Cpos by using a fourth control signal UT4 controlled, for example a clutch operating signal sent to the clutch control unit 150 is sent. As mentioned above and as in 3c is shown includes the fourth control signal UT4 a fourth change c4 in its amplitude, which indicates when the change in the clutch position Cpos should begin, ie when at least one clutch position controller should begin to control the position Cpos of the automatic clutch. The automatic clutch can be controlled by a clutch position control unit / clutch position control means described / described below 154 be effected.

It should be noted that 3c represents an implementation for which the clutch response time β clutch can be neglected, ie can be considered to have a length of 0 seconds; βclutch = 0. Therefore, the fourth change in amplitude occurs c4 in 3c at the second point in time t2 on; t4 = t2. Actually, the fourth control signal UT4 equal to the second control signal Ut2 in 3c ; UT4 = Ut2 ,

As in the 3b-c is shown, the second control signal Ut2 and the fourth control signal UT4 comprise an initial stand-by value sb, which indicates that at least one controller which receives the second control signal Ut2 or the fourth control signal UT4 receives, should be in a standby mode. The second and fourth changes in amplitude follow the standby value c2 . c4 , to and / or related to the second point in time t2 that indicate that the at least one controller should begin to control the ignition timing and / or the change in clutch position Cpos. After the second and fourth changes in the amplitudes c2 . c4 include the second and fourth control signals Ut2 . UT4 a control value r which indicates that the at least one controller should control the ignition time and / or the change in the clutch position Cpos.

By doing so, ie by performing the first step 210 up to the fourth step 240 , an actual change in the clutch position Cpos at or after the second time t2 causes, as in 3d is shown.

In addition, an actual adjustment of the engine torque Tq at or after the second point in time t2 caused by the resulting engine torque request signal, as in 3e is shown. Therefore, the actual change in the clutch position Cpos and the actual adjustment of the engine torque Tq are substantially synchronized and start at or after the second time t2 , Therefore, the vehicle speed also increases at or after the second time t2 , as in 3f is shown. At the same time, the revolutions per minute (rpm) for the engine remain essentially the same, ie remain essentially unchanged, during the control of the air supply system, the ignition system and the automatic clutch, as in FIG 3g is shown.

According to an embodiment of the present invention, the control of the clutch position Cpos and the control of the engine torque Tq supplied to the automatic clutch are performed dynamically / continuously are adapted over time to current operating conditions / operating points for the vehicle and / or the engine which are related to the control. Therefore, one or more of the air supplied into the cylinders, the ignition timing and the change in the clutch position are controlled dynamically / continuously. In other words, the regulation of one or more of the air supply into the cylinders, the regulation of the ignition time and the regulation of the clutch position can start over time due to changing operating conditions / operating points for the vehicle and / or the engine at different times relative to one another. The dynamic / continuous control according to the exemplary embodiment ensures that the engine torque generated thereby, for example in the form of a torque ramp, is synchronized with the actual / provided clutch position.

The 2 B and the 4a-g schematically represent and describe some implementations for which the clutch reaction time β clutch and / or the ignition reaction time βign cannot be neglected, ie should be taken into account.

In 2 B becomes an initial step 201 performed, which includes making a decision as to whether clutch operation should be performed. In this case, the type of operation to be carried out is also decided, for example a clutch opening or closing operation or a clutch slip operation. The decision can be made, for example, if the vehicle is at a standstill in connection with starting from a standstill and / or in connection with a gear change of a transmission 103 that with the automatic clutch 106 is connected, as mentioned above.

Then in the first step described above 210 and in another initial step 211 the air control response time βair and the clutch response time βclutch and / or the ignition response time βign are determined.

The air control response time βair is compared to the clutch response time βclutch and / or the ignition response time βign 212 to determine a relationship between them, for example to determine which is the largest.

In addition, when, for example, an accelerator pedal in the vehicle is depressed by the driver, an engine torque Tq which corresponds to the depressed level of the accelerator pedal and which is to be provided by the clutch when it is closed is determined 213 , This determination can be made by a transmission control device 160 be performed. During clutch engagement, a possible driver-requested control is at least partially overwritten / set aside by the clutch controller through the embodiments of the present invention described herein. Therefore, the resulting engine torque request delivered to the engine may be limited in accordance with the clutch control provided by the embodiments described herein.

Furthermore, the determined engine torque Tq is translated into a mixture of fuel and air in the cylinders and into an ignition time, which together would lead to the determined engine torque Tq. Therefore, at least one air supply and at least one ignition time are determined, which are required to provide a requested engine torque Tq. The air supply and ignition timing can then be from the engine control device 140 be requested, for example from the transmission control device 160 ,

This will be the second step described above 220 and fourth step 240 carried out related to 2a have been described. Hence the air that enters the cylinder 134 is controlled by using the first control signal Uti 220 , the ignition time for the electric spark is determined by using the second control signal Ut2 controlled 230 , and a change in clutch position Cpos is made using the fourth control signal UT4 controlled 240 ,

When the present invention is used for controlling the clutch position Cpos and the engine torque Tq, accurate control is provided both of the actual change in the clutch position Cpos and an actual adjustment of the engine torque Tq, resulting in smooth start-up and / or smooth-gearshift operation , This is due to the fact that the actual change in the clutch position Cpos and the actual adjustment of the engine torque Tq are substantially synchronized in time, which causes the engine speed to remain substantially unchanged during startup and / or gearshift.

At least the comparatively long air control response time βair is determined here and then used to achieve this synchronization of the actual change in clutch position Cpos and the actual adjustment of engine torque Tq.

Controlling clutch position Cpos and / or controlling engine torque Tq in accordance with the present invention may be performed in accordance with a torque and / or power control algorithm and / or in accordance with a closed-loop speed (RPM) control algorithm ,

When the torque and / or power control algorithm is used to control the engine, desired / requested clutch slip can be achieved. If the application of torque and / or power is not coordinated with the clutch closing so that, for example, the torque is too high or too early, the clutch will slip too much and increased speed will occur, as well as wear of the clutch elevated. Accordingly, the clutch is closed too much, resulting in a reduced speed if the torque is too low or too late due to poor coordination with the clutch closing. Such reduced speed may be felt as jerking / tearing and may even result in stalling of the engine.

For the closed loop RPM control algorithm, the present invention prevents the speed control from consuming / counteracting the pre-control of engine torque before the clutch is closed. Therefore, in today's known systems, the control of the speed before the clutch is closed may counteract the increase in engine torque required to meet / coordinate clutch closure. However, when the present invention is used, these problems are drastically reduced due to the provided synchronization of the actual change in clutch position Cpos and the actual adjustment of engine torque Tq.

The air control response time βair for the air supply system 132 by the determination unit / the determination means 151 Indicates that the amount of air entering the cylinder 134 of the engine to be supplied, actually begins at the second time t2 ; t2 = t1 + βair; as a result of the first change c1 to be adjusted in the amplitude of the first control signal Uti. As one skilled in the art knows, the amount of air that is fed into the cylinders of the engine can be of a fairly small value, for example if the air throttle of the air inlet is closed and essentially no air is fed into the cylinders quite a large value, for example when the air throttle is fully open. As a result, a comparatively large change in the engine torque Tq can be achieved by adapting the air supply.

The air supply system 132 is from the air control unit 122 controlled as mentioned above. The air control unit 122 can therefore control a position of the air throttle of an air intake of the engine 101 be set up. The air control unit 122 can also be used to control a function of a turbocharger of an air intake of the engine 101 be set up, for example for a single turbo implementation or for a multiple turbo implementation. The air control unit 122 may also be configured to control a function related to a degree of opening for a variable valve that is at an air intake of the engine 101 is arranged. The air control unit 122 may further control a timing of a change in the degree of opening for the variable valve at the air intake of the engine 101 be set up. The air control unit 122 may also be configured to control a function of an exhaust gas recirculation (EGR) valve and therefore the portion of the exhaust gas from the engine that is to be recirculated to the engine air intake. The air control unit 122 can also be configured to control a function of a wastegate, ie a function of a turbine bypass valve. The air control unit 122 may also be configured to control a function of a drain valve, that is, a function of a compressor bypass valve. The air control unit 122 may also be configured to control a variable geometry turbocharger (VGT) function of a variable turbine. The air control unit 122 may also be configured to control a variable nozzle turbine (VNT) function of a variable turbine. The air control unit 122 may further be configured to control a function associated with a degree of opening for a variable valve and / or a time of a change in the degree of opening for the variable valve, the variable valve being arranged at an air outlet / air outlet of the engine. The air control unit 122 may further be configured to control a function of an intercooler bypass valve. The air control unit 122 may further be configured to control a function of an exhaust gas recirculation (EGR) cooler bypass valve.

In addition, the air control unit 122 According to various embodiments of the present invention, be configured to take into account the function of one or more of the actuators that regulate an amount of air that is fed into the cylinders of the engine when it performs controlling the air that is fed into the engine , In other words, the air control unit 122 be set up to control one or more of the air throttle, the turbocharger, the variable Intake valve, variable exhaust valve, exhaust gas recirculation (EGR) valve, wastegate, exhaust valve, variable geometry turbocharger (VGT), variable nozzle turbine (VNT), charge air cooler bypass valve and exhaust gas -Recirculation (EGR) cooler bypass valve to function of one or more of the air throttle, the turbocharger, the variable intake valve, the variable exhaust valve, the exhaust gas recirculation (EGR) valve, the wastegate, the exhaust valve, the Support variable geometry turbocharger (VGT), variable nozzle turbine (VNT), charge air cooler bypass valve and exhaust gas recirculation (EGR) cooler bypass valve.

According to one embodiment of the present invention, the air control unit 122 configured to base the control of one or more air control unit / air control means / air control components / air control functions on two or more air supply functions. For example, the air control unit 122 be configured to control one or more of the air throttle, the turbocharger, the variable intake valve, the variable exhaust valve, the exhaust gas recirculation (EGR) valve, the wastegate, the exhaust valve, the variable geometry turbocharger (VGT ), the variable nozzle turbine (VNT), the charge air cooler bypass valve and the exhaust gas recirculation (EGR) cooler bypass valve on two or more of the functions of one or more of the air throttle, the turbocharger, the variable intake valve, the variable exhaust valve, the exhaust gas recirculation (EGR) valve, the wastegate, the drain valve, the variable geometry turbocharger (VGT), the variable nozzle turbine (VNT), the charge air cooler bypass valve and the exhaust gas recirculation - Support (EGR) radiator bypass valve.

By using the air control embodiments described above, a generally applicable and reliable air control is provided by the embodiments of the present invention. Therefore, the air control according to each of these embodiments can be performed reliably under a large number of operating conditions because the air control can be based on a large number of parameters. In addition, due to the many possible parameters on which the air control can be based, control can essentially always be carried out correctly and reliably.

According to an embodiment of the present invention, the control of the clutch position Cpos and the control of the engine torque Tq are carried out in the torque domain.

In this document, an air control engine torque Tq_air is defined as the contribution to the engine torque Tq that depends on the supply of air to the engine, i. that is, how the air supply to the cylinders is controlled. An ignition control engine torque Tq_ign is also defined as a contribution to the engine torque Tq, which depends on the ignition of the fuel and air mixture in the cylinders, i. that is, how the ignition is controlled.

The calculations / determinations associated with an air control engine torque Tq_air may, for example, for target values and / or for actual values, describe a torque level that is achieved / provided / achieved for a most efficient ignition timing. H. for a most efficiently selected ignition timing and related to a current amount of air and / or an amount of EGR exhaust gases, e.g. H. recirculated exhaust gases in the cylinder for a certain engine speed.

Ignition control engine torque Tq_ign may correspond to engine torque Tq according to one embodiment, i. H. to be defined as that actually delivered to / for the crank / output shaft / axle. A theoretical maximum value for the ignition control engine torque Tq_ign may be equal to the value for the air control engine torque Tq_air; Tq_ign_max = Tq_air, which means that the ignition control engine torque Tq_ign can not be greater than the air control engine torque Tq_air. However, a value for the actually generated maximum ignition control engine torque Tq_ign is often smaller / lower than the theoretical maximum value for the ignition control engine torque Tq_ign. H. Tq_ign_max <Tq_air, since the choice of ignition timing is often limited by physical factors / conditions / circumstances, such as materials, temperatures and / or pressures.

In general, a certain amount of mixed fuel and air in a cylinder includes / holds / holds a certain amount of potential energy. Depending on when the fuel / air mixture is ignited relative to the position of the piston, a resultant torque is generated which is delivered to the output / crankshaft / axis. If the mixture is ignited before top dead center (TDC) is reached by the piston, the upward movement of the piston is counteracted by the mixture expansion that follows the ignition. The resulting torque is not increased by the ignition, or it can even be reduced.

However, if the mixture is ignited after the piston passes top dead center the mixture expansion that follows the ignition will give the piston an additional contribution to its movement, ie contribute to / increase the resulting torque. The magnitude / value of the added / increased torque resulting from the ignition being performed after top dead center depends on how close to top dead center the mixture is fired. If the mixture is ignited shortly after the piston has passed top dead center, the positive contribution of the resulting torque is greater / higher than if the mixture is ignited later, ie longer after the piston has passed top dead center. The longer after the piston has passed top dead center, the more heat and therefore less torque is generated by the ignition of the mixture.

Therefore, depending on the relationship between the piston and the top dead center, when the mixture is ignited, fundamentally different contributions to the engine torque Tq will be available, even though the same fuel and air mixture is being ignited.

An ignition response time βign of an ignition control unit 121 which is set up to control the ignition time, ie the ignition reaction time βign of the ignition system 131 , is significantly shorter than the air control response time βair, and can often be considered zero; βign = 0; as in 3b is shown. However, if the firing response time βign is considered to have a non-zero value, the firing time would have to increase by the firing response time βign relative to the second increase c2 the amplitude at the second time t2 of the second control signal Ut2 be delayed.

Therefore, the controller 230 the ignition timing for the electrical spark then using the second control signal Ut2 which is the second change c2 in amplitude at the third point in time t3 has that to the engine control device 140 is sent, and therefore to the ignition control unit 121 as with a dashed line in 4b is shown. The second control signal Ut2 is compensated here due to the non-vanishing ignition reaction time βign such that the third point in time t3 by the ignition reaction time βign earlier than the second point in time t2 ; t3 = t2 - βign = t1 + βair - βign. The second change in amplitude c2 of the second control signal Ut2 then indicates when control of the ignition time should begin. Since the actual ignition timing control will be delayed by the non-vanishing ignition response time βign, the actual control will then be at or after the second point in time t2 begin, synchronized with the actual start of the regulation of the air supply.

The ignition time may be adjusted such that the actual time / moment when the spark ignites the mixture of fuel and air in the cylinders, i. H. the ignition angle is adjusted back or forth. As a result, a comparatively small change in the engine torque Tq can be achieved by the adjusted ignition angle, for example 10% -20%.

The second control signal Ut2 may, as mentioned above, comprise an initial stand-by value sb, which indicates that a controller which receives the second control signal Ut2 should be in a standby mode. The second change in amplitude then follows the standby value c2 at the third point in time t3 , which indicates that the controller should begin to control the ignition time, followed by a control value r, which indicates that the controller should control the ignition time.

The control can accordingly 240 the automatic clutch according to an embodiment by using a fourth control signal UT4 performed a fourth change in its amplitude c4 at a fourth point in time t4 includes if a clutch response time β clutch for the automatic clutch is considered to have a non-zero value. As mentioned above, the clutch system may have a response time β clutch that is shorter than the air control response time β air for some implementations, as in FIG 4c_1 is shown, the first time t1 before the fourth point in time t4 occurs. For other implementations, however, the clutch response time βclutch is greater than the air control response time βair, as in 4c_2 is shown, the fourth time t4 before the first time t1 occurs.

The fourth control signal UT4 can be connected to the clutch control unit 150 be sent. Due to the clutch reaction time βclutch, the movement of the clutch position Cpos would then be by the clutch reaction time βclutch relative to the fourth increase c4 the amplitude at the fourth time t4 of the fourth control signal UT4 delayed. The fourth control signal UT4 is therefore at the second point in time t2 related and is compensated for the non-vanishing clutch response time βclutch so that the fourth time t4 by the clutch reaction time βclutch occurs earlier than the second time t2 ; t4 = t2 - βclutch = t1 + βair - βclutch. The fourth change in amplitude c4 of the fourth control signal UT4 indicates when control of the clutch position Cpos should be started. Because the actual regulation around the non-disappearing clutch response time βclutch will be delayed, the actual settlement will then be at or after the second time t2 start synchronized with the actual start of the air supply control and the actual start of the ignition time control.

The fourth control signal UT4 may, as mentioned above, comprise an initial stand-by value sb, which indicates that a controller which receives the fourth control signal UT4 should be in a standby mode. The fourth change in amplitude follows the standby value c4 at the fourth time t4 , which indicates that the controller should begin to regulate the clutch position, followed by a control value r, which indicates that the regulator should regulate the clutch position Cpos.

Otherwise, ie with the exception of the control signals for the ignition in 4b and / or the clutch operation in 4c_1 and 4c_2 , which are set up to take into account the non-vanishing ignition reaction time βign and / or the clutch reaction time βclutch, correspond to the signals, position and parameters contained in the 4a-g the signals, positions and parameters shown in the 3a-g are shown.

The control of the engine air supply has a larger control interval Iair than a control interval Iign for controlling the ignition time. Therefore, the control of the air supply according to one embodiment can be used for rough adjustments of the engine torque Tq, for example by large steps for the degree of opening of the air supply throttle. Accordingly, the ignition timing control can be used to fine tune the engine torque Tq, for example by making small adjustments to the spark timing between a maximum braking torque (MBT) angle and a top dead center (TDC) angle ,

According to one embodiment, the control of the ignition time may be used to correct for control errors that occur due to the regulation of the air supply.

As described above, air control response time βair is used, according to one embodiment, to at least the second and fourth control signals Ut2 . UT4 to generate, and / or to control the ignition timing and / or the clutch position Cpos. The air control response time βair can be determined in a number of ways 210 become.

According to an embodiment of the present invention, the air control response time βair is determined by setting the air control response time value βair to a predetermined fixed value βair_predet; βair = βair_predet. This is a very low complex determination of the air control response time βair.

According to another embodiment of the present invention, the air control reaction time βair is determined by dynamically setting the air control reaction time value βair to a calculated value βair_calc; βair = βair_calc. This allows the air control response time βair to be adjusted based on, for example, current operating conditions, allowing accurate determination of the air control response time βair, and thus accurate control of ignition timing and clutch position Cpos and engine torque Tq. The engine torque provided is thereby reliably synchronized with the change in the clutch position even during changing operating conditions.

The calculation of the calculated value βair_calc can be based on an ambient temperature Tair and / or an ambient air pressure Pair. Therefore, the conditions surrounding, for example, a vehicle that includes the control system according to the present invention may affect the calculated value βair_calc.

In addition, an operating point for the engine may be taken into account when the calculated value βair_calc is determined.

At least one reaction time βph of at least one physical component of the air supply system 132 that is used to supply air to the cylinders 134 can be taken into account when determining the calculated value βair_calc.

Furthermore, the calculation of the calculated value βair-calc can be based on at least one signaling response time βsig, which includes, for example, a signal delay of a controller area network (CAN) bus, of an air supply system 132 based on that to supply air to the cylinders 134 is set up.

In addition, at least one fuel response time βfuel, which includes, for example, a fuel deceleration for fuel reaching the engine, can be used for a fuel system 133 what fuel in the cylinders 134 returns, can be used as the basis for determining the calculated value βair_calc.

Correspondingly, the ignition reaction time βign can also be predefined either as a predetermined fixed value βign; βign = βign-predet, which is a very low complex determination, or as a dynamically calculated value βign_calc; βign = βign_calc can be determined. In general, the ignition response time βign is quite short and can be for Rule purposes are often considered to be 0 seconds in length; βign = 0 s; since they are handled by ignition actuator algorithms, ie they are completely compensated for. However, the ignition response time βign cannot be neglected in some situations, for example in connection with a transient behavior. A dynamically calculated value βign_calc can then be calculated based on one or more of delays of the electrical system / control system, a voltage and / or a charging time interval for an inductor / coil and / or a capacitor of the ignition system. For some implementations, βign_calc can also be calculated based on, for example, a speed, an amount of air supplied to the engine, an amount of air recirculated from an EGR assembly, an air temperature and / or an engine temperature. In addition, the clutch response time βclutch can either be βclutch_predet as a predetermined fixed value; βclutch = βclutch_predet, which adds very little complexity, or as a dynamically calculated value βclutch_calc; βclutch = βclutch_calc; be determined. The dynamically calculated value βclutch_calc can be calculated in a number of ways depending on the design of the automatic clutch. For example, the dynamically calculated value β clutch can be calculated based on a clutch temperature, a clutch voltage for an electrically controlled clutch, and an oil pressure and / or an oil temperature for a hydraulically controlled clutch.

By dynamically calculating the response time value βign_calc, βclutch_calc, the response times βign_calc, βclutch_calc may be adjusted based on, for example, current operating conditions, allowing accurate determination of the response times βign_calc, βclutch_calc, and accurate control of ignition timing and / or clutch position Cpos ,

According to one embodiment of the present invention, the transmission may also be controlled based on one or more of the reaction times described herein, i. H. based on one or more of the air reaction time βair, the ignition reaction time βign and the clutch reaction time βclutch. The transmission can also be controlled based on a transmission response time .gearbox.

Therefore, one or more of the clutch 106 and the transmission 103 be controlled based on the timing / response times for the engine determined in accordance with one of the embodiments described herein, and also based on the timing / response times for the clutch βclutch and / or for the gearbox βgearbox.

In general, the transmission control device 160 and / or the clutch control device 150 with the air supply timing / response and the ignition / response from the engine control device 140 be supplied. For example, the transmission control device 160 and / or the clutch control device 150 the air response time βair and / or the ignition response time βign from the engine control device 140 request and receive. The transmission control device 160 and / or the clutch control device 150 can then use one or more of the received air reaction time βair and / or ignition reaction time βign and possibly also the clutch reaction time βclutch and / or the transmission reaction time βgearbox. For example, the transmission control device 160 and / or the clutch control device 150 then determine / generate an instantaneous request Tq_req based on one or more of the air response time βair, the ignition response time βign, the clutch response time βclutch and / or the transmission response time βgearbox, which are then sent to / for the engine control device 140 is sent / provided. Therefore, one or both of the clutch 106 and the transmission 103 are controlled to be synchronized with the torque Tq generated by the engine 101 provided. The gearbox response time βgearbox can be related here to the deceleration for a particular gear ratio that is to be used in the gearbox, ie to the deceleration for the gearbox actuators for changing the gearwheels that are engaged within the gearbox.

This provides a complete system that is configured to synchronize two or more of the engine 101 , the clutch 106 and the transmission 103 by coordinating their respective response times, ie the air response time βair, the ignition response time βign, the clutch response time βclutch and / or the transmission response time βgearbox.

In general, if one or more components of the engine 101 , the clutch 106 and the transmission 103 are slow, ie have a long reaction time, the timing of the associated control signal for this slow one or more components is driven. Accordingly, if one or more components of the engine 101 , the clutch 106 and the transmission 103 are fast, ie have a short response time, the time-related control signal for this fast one or more components are delayed. This allows the components, ie the motor 101 , the coupling 106 and the transmission 103 are fully synchronized such that the torque Tq provided by the engine meets a well-timed clutch operation and a well-timed transmission operation.

Therefore, according to one embodiment, the transmission control device 160 and / or the clutch control device 150 be configured to determine / generate a torque request Tq_req based on one or more of the air response time βair, the ignition response time βign, the clutch response time βclutch and / or the transmission response time βgearbox. This instantaneous request Tq_req is then sent to / for the engine control device 140 sent / provided, whereby the delivered engine torque Tq, the function of the clutch 106 and / or the function of the transmission 103 thereby being coordinated / synchronized in time so that the advantages described herein are achieved.

According to one embodiment, the engine control device 140 who have favourited Transmission Control Device 160 and / or the clutch control device 150 set up to control their engine 101 , the clutch 106 and the transmission 103 dynamic / continuous based on the changing operating conditions for the engine 101 , the coupling 106 and the gear 103 adapt.

A person skilled in the art will understand that a method for controlling a clutch position Cpos and an engine torque Tq according to the present invention can also be implemented in a computer program which, when executed in a computer, instructs the computer to carry out the method. The computer program is usually through a computer program product 403 shown, which is stored on a non-volatile / non-volatile digital storage medium in which the computer program is recorded in the computer-readable medium of the computer program product. The computer-readable medium comprises a suitable memory, such as, for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory); EPROM (Erasable PROM), flash memory, EEPROM (Electrically Erasable PROM), a hard disk unit, etc.

5 shows a schematic representation of a control unit / a control system / a control means 400 / 120 , The control unit / the control system / the control means 400 / 120 comprises a calculation unit 401 , which can be represented essentially by any suitable type of processor or microcomputer, for example by a circuit for digital signal processing (DSP), or by a circuit which has a predetermined specific function (Application Specific Intergrad Circuit, ASIC). The calculation unit 401 is with a storage unit 402 connected in the control unit / the control system / the control means 400 / 120 is arranged, the storage unit for the calculation unit 401 for example the stored program code and / or the stored data which the calculation unit provides 401 needed to be able to do calculations. The calculation unit 401 is also set up to provide partial or final results of calculations in the storage unit 402 save.

In addition, the control unit / the control system / the control means 400 / 120 with devices 411 . 412 . 413 . 414 equipped for receiving and sending input and output signals. These input and output signals can include waveforms, pulses, or other properties derived from the devices 411 . 413 for receiving the input signals can be recognized as information and can be converted into signals by the computing unit 401 can be processed. These signals are then used for the calculation unit 401 made available. The devices 412 . 414 For the transmission of the output signals, signals are set up by the calculation unit 401 received to convert to generate output signals, for example by modulating the signal, that can be transmitted to other parts of the vehicle and / or systems in the vehicle.

Each of the connections to the devices for receiving and transmitting input and output signals can be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport bus) or another bus configuration; or represented by a wireless connection. Those skilled in the art will understand that the above computer is from the computing unit 401 can be shown, and that the above memory from the storage unit 402 can be shown.

Control systems in modern vehicles typically include communication bus systems that include one or more communication buses for connecting a number of electronic control units (ECUs) or controls and various components disposed on the vehicle. Such control systems can include a large number of control units, and responsibility for a particular function can be divided among more than one control unit. Vehicles of the type shown therefore often include significantly more control units than in the 1 and 5 what is known to the person skilled in the art within this technical field is shown.

In the embodiments shown, the present invention is in the control device / system / means 400 / 120 implemented. However, the invention may also be implemented in whole or in part in one or more other control units which are / are already present in the vehicle, or in any control unit which is dedicated to the present invention.

According to one aspect of the invention, a control system 120 discloses that for controlling a position Cpos of an automatic clutch 106 and is configured to control an engine torque Tq applied to the automatic clutch 106 is delivered. The engine torque Tq is from an engine 101 to the automatic clutch 106 delivered using an electrical spark to a mixture of fuel and air in its cylinders 134 to ignite. The engine torque Tq supplied to the automatic clutch depended at least on an ignition time for the electrical spark and an amount of air that was included in the fuel-air mixture in the cylinders 134 is fed.

The tax system 120 comprises a determination unit / a determination means 151 that is set up to determine 210 an air control response time βair for an air control unit 122 that is set up to control the amount of air entering the cylinders 134 is fed.

The control system further includes an air control unit / air supply control means 152 that is configured to control the air supply to the cylinders by using a first control signal Uti, which is a first change c1 in its amplitude at a first point in time t1 has, the change c1 of the amplitude of the first control signal Uti indicates when regulation of the air supply is to begin.

The tax system 120 also includes an ignition timing control unit / ignition timing control means 153 configured to control the ignition timing for the electrical spark using a second control signal Ut2 making a second change c2 includes in its amplitude with a second point in time t2 related, the second time t2 the air control response time βair occurs later than the first time t1 ; t2 = t1 + βair; and being the second change c2 the amplitude of the second control signal Ut2 indicates when control of the ignition time should begin.

The tax system 120 also comprises a clutch position control unit / a clutch position control means 154 that is set up for control 240 a change in the clutch position Cpos by using a fourth control signal UT4 making a fourth change c4 includes in its amplitude that with the second point in time t2 and indicates when the change in the clutch position Cpos should begin.

By activating the determination unit / determination means described above 151 , Air supply control unit / air supply control means 152 , Ignition timing control unit / ignition timing control means 153 and clutch position control unit / clutch position control means 154 an actual change in clutch position Cpos and an actual adjustment of engine torque Tq are substantially synchronized, and both start at or after the second time t2 what has the advantages mentioned above.

Here and in this document, units are often described as being set up to carry out steps of the method according to the invention. This also includes that the units are designed and / or configured to carry out this method step.

The at least one control device / the at least one control means 120 is in 1 as separate units / means 151 . 152 . 153 . 154 presented comprehensively. In addition, the control system / the control means 120 the engine control device / engine control means 140 comprise a number of units 121 . 122 . 123 may contain, as described above. The tax system 120 can also be a clutch control unit 150 and a transmission control unit 160 include. These means / units / devices 150 . 151 . 152 . 153 . 154 . 120 . 121 . 122 . 123 . 140 . 150 . 160 however, they can be logically separated at least to some extent but implemented in the same physical unit / device. These means / units / devices 150 . 151 . 152 . 153 . 154 . 120 . 121 . 122 . 123 . 140 . 150 . 160 can also be part of a single logical unit implemented in at least two different physical units / devices. These means / units / devices 150 . 151 . 152 . 153 . 154 . 120 . 121 . 122 . 123 . 140 . 150 . 160 can also be logically separated at least to a certain extent and implemented in at least two different physical means / units / devices. Furthermore, these means / units / devices 150 . 151 . 152 . 153 . 154 . 120 . 121 . 122 . 123 . 140 . 150 . 160 be both logically and physically arranged together, ie be part of a single logical unit implemented in a single physical means / physical unit / device. These means / units / devices 150 . 151 . 152 . 153 . 154 . 120 . 121 . 122 . 123 . 140 . 150 . 160 can, for example, correspond to a group of instructions, which can be in the form of program code, which are input into and used by at least one processor when the units are activated and / or used to carry out their method steps. It should be noted that the tax system / control means 120 at least partially inside the vehicle 100 and / or at least partially outside the vehicle 100 can be implemented, for example in a server, computer, processor or the like, which is separate from the vehicle 100 located.

As mentioned above, the means / units correspond 151 . 152 . 153 . 154 the claimed funds 151 . 152 . 153 . 154 configured to carry out the embodiments of the present invention and the present invention as such.

The system according to the present invention may be arranged to perform all of the above method steps, the method steps in the claims, and the method steps in the embodiments described herein. The system is thereby provided with the advantages described above for each respective embodiment.

As mentioned above, the method according to the invention and embodiments thereof, as described above, may be performed partially with / by use of / by at least one device. As described above, the method and embodiments thereof according to the invention may be performed at least partially with / by use of at least one device suitable and / or adapted to perform at least part of the method and / or embodiments thereof , A device which is suitable and / or adapted for carrying out at least parts of the method according to the invention and / or embodiments thereof can be one or more of a control unit, an electronic control unit (ECU), an electronic control circuit, a computer, a calculation unit and / or a processing unit.

With respect to the foregoing, the inventive method and embodiments thereof, as described above, can at least partially be referred to as a computerized method. The fact that the method is at least partially computer-aided means that it is at least partially carried out with / using / by the at least one device which is suitable and / or adapted to carry out at least parts of the method according to the invention and / or Embodiments of the same.

With reference to the above, the method according to the invention and embodiments thereof, as described above, may be at least partially referred to as an automated method. That the method is at least partially automated means that it is performed at least partially with / by use of / by the / at least one device suitable and / or adapted to perform at least portions of the method of the invention and / or Embodiments of the same.

The present invention is not limited to the above-described embodiments. Instead, the present invention relates to, and encompasses, all different embodiments that are within the scope of the present claims.

Claims (15)

A method of controlling a position Cpos of an automatic clutch (106) and controlling an engine torque Tq supplied to the automatic clutch (106), the engine torque Tq being provided by an engine (101) using an electric spark to ignite a A mixture of fuel and air in its cylinders (134) to provide engine torque Tq, engine torque Tq depending on at least one spark ignition time and an amount of air supplied into the mixture in the cylinders (134); characterized by : - determining (210) an air control response time βair for a means (122) arranged to control the amount of air supplied into the cylinders (134); - Controlling (220) the air supply into the cylinders (134) by using a first control signal Uti, which has a first change c1 in its amplitude at a first time t1, the change c1 indicating the amplitude of the first control signal Uti when a regulation the air supply should start; - Controlling (230) the ignition time for the electric spark by using a second control signal Ut2, which comprises a second change c2 in its amplitude, which is related to a second time t2, the second time t2 occurring later than the air control response time βair the first time t1; t2 = t1 + βair; and wherein the second change c2 in the amplitude of the second Control signal Ut2 indicates when control of the ignition time should begin; and - controlling (240) a change in clutch position Cpos by using a fourth control signal Ut4, which includes a fourth change in amplitude c4 related to the second time t2 and which indicates when the change in clutch position Cpos is to begin; wherein - an actual change in the clutch position Cpos and an actual adjustment of the engine torque Tq are substantially synchronized and begin at or after the second time t2. Procedure according to Claim 1 wherein the air control means (122) is arranged to control one or more of the following group: - a position of an air throttle valve of an air intake of the engine; - a function of a turbocharger; a function associated with a degree of opening for a variable valve and / or a time of a change in the degree of opening for the variable valve, the variable valve being arranged at an air inlet of the engine; - an exhaust gas recirculation (EGR) valve; - a function of a wastegate; - a function of a drain valve; - a function of a variable geometry turbocharger (VGT); - a function of a variable nozzle turbine (VNT); a function associated with a degree of opening for a variable valve and / or a time of a change in the degree of opening for the variable valve, the variable valve being arranged at an air outlet of the engine; - a function of an intercooler bypass valve; and - a function of an exhaust gas recirculation (EGR) cooler bypass valve. Procedure according to one of the Claims 1 to 2 , wherein - means (121) configured to control the ignition timing has an ignition response time βing, the ignition response time βing being shorter than the air control response time βair; and - the control (230) of the ignition time for the electrical spark is carried out by using the second control signal Ut2, which comprises the second change c2 in its amplitude at a third time t3, the third time t3 occurring earlier by the ignition response time βign as the second time t2; t3 = t2 - βign. Procedure according to one of the Claims 1 to 3 wherein the ignition timing control includes adjusting an ignition timing at which the electrical spark ignites the mixture. Procedure according to one of the Claims 1 to 4 , wherein: the control of the air supply has a larger control interval Iair than a control interval Iign for the control of the ignition time; - The regulation of the air supply is used for rough adjustments of the engine torque Tq; and - the control of the ignition time is used for fine adjustment of the engine torque Tq. Procedure according to one of the Claims 1 to 5 wherein determining (210) the air control response time βair comprises dynamically setting the air control response time βair to a predetermined fixed value βair_predet; βair = βair_predet. Procedure according to one of the Claims 1 to 5 wherein determining (210) the air control response time βair comprises dynamically setting the air control response time βair to a calculated value βair_calc; βair = βair_calc. Procedure according to Claim 7 , wherein the calculated value βair_calc is calculated based on one or more parameters in a group of the following: an ambient temperature Tair; - an ambient air pressure pair; - an operating point for the engine (101); - at least one reaction time βph of at least one physical component of the air supply system (132), which is set up for supplying the air into the cylinders (134); - at least one signaling reaction time βsig of an air supply system (132) which is set up for supplying the air into the cylinders (134); - At least one turbo response time βturbo; and - at least one fuel reaction time βfuel for a fuel system (133) which delivers fuel into the cylinders (134). Procedure according to one of the Claims 1 to 8th , wherein - a clutch control unit (150) configured to control the automatic clutch (106) has a clutch response time βclutch; and - controlling (240) the clutch position Cpos is performed using the fourth control signal Ut4, which includes the fourth change in its amplitude c4 at the fourth time t4, the fourth time t4 occurring later than the second by the clutch reaction time βclutch Time t2; t4 = t2 - β clutch. Procedure according to one of the Claims 1 to 9 , wherein the first control signal Uti comprises: an initial stand-by value sb, which indicates that at least one controller, which the first Control signal Uti receives, should be in a stand-by mode; followed by; the first change in the amplitude c1 at the first time t1, which indicates that the at least one controller should begin to regulate the air supply; followed by; - A control value r, which indicates that the at least one controller should regulate the air supply. Procedure according to one of the Claims 1 to 10 , wherein the second control signal Ut2 comprises: an initial standby value sb, which indicates that at least one controller receiving the second control signal Ut2 should be in a standby mode; followed by; the second change in the amplitude c2, which is related to the second time t2, which indicates that the at least one regulator should start to regulate the ignition time; followed by; - A control value r, which indicates that the at least one controller should regulate the ignition time. Procedure according to one of the Claims 1 to 11 , wherein the fourth control signal Ut4 comprises: an initial standby value sb, which indicates that at least one controller that receives the fourth control signal Ut4 should be in a standby mode; followed by; the fourth change in the amplitude c4, which is related to the second time t2, which indicates that the at least one controller should start to regulate the clutch position Cpos; followed by; - A control value r, which indicates that the at least one controller should regulate the clutch position Cpos. A computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to one of the Claims 1 to 12 perform. Computer-readable medium, comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to one of the Claims 1 to 13 perform. A control system (120) configured to control a position Cpos of an automatic clutch (106) and to control an engine torque Tq supplied to the automatic clutch (106), the engine torque Tq being provided by an engine (101) using a electrical spark to ignite a mixture of fuel and air in its cylinders (134) to provide engine torque Tq, where engine torque Tq is dependent on at least one ignition time for the electrical spark and an amount of air entering the mixture in the cylinders ( 134) is supplied; characterized by : means (151) arranged to determine (210) an air control response time βair for a means (122) arranged to control the amount of air supplied into the cylinders (134); - A means (132) arranged to control (220) the air supply into the cylinders (134) by using a first control signal Uti, which has a first change c1 in its amplitude at a first time t1, the change c1 being the amplitude of the first control signal Uti indicates when control of the air supply should begin; - Means (153) arranged to control (230) the ignition time for the electric spark by using a second control signal Ut2, which comprises a second change c2 in its amplitude, which is related to a second time t2, the second time t2 by the air control response time βair occurs later than the first time t1; t2 = t1 + βair; and wherein the second change c2 in the amplitude of the second control signal Ut2 indicates when regulation of the ignition timing is to begin; and - means (154) arranged to control (240) a change in the clutch position Cpos by using a fourth control signal Ut4 which comprises a fourth change c4 in its amplitude which is related to the second time t2 and which indicates when the Change of clutch position Cpos should begin; wherein - an actual change in the clutch position Cpos and an actual adjustment of the engine torque Tq are substantially synchronized and begin at or after the second time t2.

Images