SE0801116L - Method and computer program for improving the drivability of a motor vehicle - Google Patents

Abstract

The invention relates to a method for improving the drivability of a motor vehicle (100,110), with a first vehicle condition for a starting phase, and a second vehicle condition for a driving phase, wherein said motor vehicle comprises an actuator (220) to be used for requesting vehicle engine numbers. The method comprises the step of determining whether the first vehicle condition exists and, on the basis of said first vehicle condition, determining whether a requested engine speed, as a result of operating an actuator (220), exceeds a preset engine speed value (G). If the requested engine speed exceeds said preset engine speed value (G), an output motor speed signal (PS_OUT *) is generated to control the engine speed to prevent said regulated engine speeds from exceeding said preset engine speed value (G). The invention also relates to a computer program for improving the drivability of a vehicle, comprising machine-readable program code causing an electronic control unit (200), or another computer connected to the electronic control unit (200), to perform the steps according to the method. Figure 3b for publication.

Description

2009-Sep-15 14:33 Scania CV AB + 468553832g80 Å 10 '+46855383280 Method and computer program for improving the driveability of a motor vehicle Technical field The present invention relates to a method for improving the driveability of a motor vehicle. The invention also refers to a computer program which includes program code for implementing a method in accordance with the invention. The invention further relates to a computer and a computer-equipped vehicle.

Background There are currently at least two different systems including accelerator pedals for heavy vehicles, such as trucks and buses. This includes a first system type comprising an accelerator pedal, designated the RQ pedal, where the system is arranged to control the engine and torque by directly controlling the fuel injection to the combustion chambers. This also includes another type of system comprising an accelerator pedal, called the RQV pedal, where the system is arranged to regulate engine and torque through generation of a reference value for engine speed and via a regulator request a certain fuel supply to the combustion chambers. These two systems are well known to those skilled in the art.

When starting from a standstill with a vehicle equipped with a manual or automatic transmission and a coupling device, some inconveniences can be noted. As a rule, the driver of the vehicle requires an engine speed that exceeds the idling speed before he, with a suitable device, uses the clutch for gear change in the vehicle's driveline. In driving situations where the vehicle's driving resistance is high, such as when the vehicle is heavily loaded and / or starts uphill, the clutch device and other components are subject to noticeable wear due to the generally longer period of time required when applying the clutch. Furthermore, inexperienced truck drivers may have a tendency to slip on the clutch for a longer period of time than necessary when changing gears, especially when starting from a standstill. 2009-Sep-15 14:34 Scania CV AB +46855383280

Today, there are methods for overcoming the above-indicated flats, by regulating the torque delivered or requested by the driver, ie. reduce the torque delivered or required by the driver. Nevertheless, these methods are associated with disadvantages such as not providing a set limit to engine speed.

EP 1718883 describes single-clutch wear due to unnecessarily large pedal path. The device consists of control device for avoiding a first, second and third calculation module, where the first calculation module is arranged to calculate the necessary engine speed value from the gearbox's outgoing rotational frequency and current changeover gear in accordance with which the engine speed is adjusted for a shift process.

EP 1478544 describes a method and a system for determining an engine speed to be used by a centrifugal clutch control system when starting a vehicle. Summary of the invention An object of the invention is to provide a new advantageous way of improving the drivability of a vehicle.

Another object of the invention is to provide a method and a computer program for improving the driveability of a vehicle. An object of the invention in accordance with one aspect of the invention is to provide a method for further improving the drivability of a vehicle. 3/36 2009-Sep-15 14:34 Scania CV AB +46855383280 Å +46855383280 One purpose of the invention in accordance with one aspect of the invention is to provide an alternative method for improving the driveability of a vehicle during a starting phase.

Another object of the invention is to provide a method and end computer software product for achieving reduced wear on a vehicle coupling.

These objects are achieved by a method for improving the driveability of a vehicle, said method comprising the step according to claim 1.

By performing an engine speed reduction during a starting phase, i.e. by processing a signal generated on the basis of an accelerator pedal position, an improved driveability of a vehicle is obtained. In particular, vehicle drivability is increased when starting from a standstill, since a more suitable engine speed is actually requested. The engine speed requested by the driver may therefore differ from the engine speed requested by the vehicle control unit, in the event that the driver requests an engine speed that exceeds a certain permitted engine speed during the starting phase.

It should be noted that the physical pedal position is not limited, but that the method in accordance with one aspect of the invention relates to a limitation of the signal regarding the accelerator pedal position. In other words, the value is limited if the first condition exists-_ Consequently, in this way, the requested engine speed of the vehicle is limited in accordance with the invention.

The method is easy to implement in future vehicles. Software pre-engine speed reduction can be installed in a control unit in the vehicle sub-manufacture of the same. The buyer of the vehicle can be offered the choice to use the stored control function regarding engine speed. Alternatively, the software for engine speed reduction can be installed in a control unit in the vehicle when upgrading the vehicle at a service workshop. In this case, the software is simply downloaded to the vehicle control unit. 4/36 2009-Sep-15 14:34 Scania CV AB +46855383280 l +46855383280 the implementation of the innovative method is consequently cheap because no extra sensors or other components are required. The necessary hardware is already in today's vehicles.

The method according to the invention provides a more user-friendly vehicle because less experienced drivers will be able to benefit from a well-functioning support function. An inexperienced driver may be forced to select a sufficiently low gear when starting from a standstill.

The method according to the invention achieves the means advantage of being able to provide the maximum output torque of the engine. The output torque of the engine may be provided within a range between a suitable minimum value and a suitable maximum torque value for a given engine speed in the vehicle.

The term "start" refers to an initial phase. The term "start" may mean a phase which comprises a period of time from the time when the vehicle is substantially stationary until a certain speed has been reached. The term "start" may refer to single-phase including disconnection of the coupling device, insertion of the gear unit and reconnection of the coupling device. The term “start phase” and the term “start” refer to a phase that begins when a first condition is present and ends when a second condition is present.

Said preset engine speed value may be in the range of 500-1500 rpm. It advantageously covers the most possible scenarios.

Said preset engine speed value may be in the range of 650-850 rpm. A relatively low engine speed advantageously reduces wear on the clutch.

Said preset engine speed value may be in the range of 1000-1200 revolutions per minute. This advantageously provides a higher maximum output torque in the event of a high driving resistance. The maximum 5/36 2009-Sep-15 14:34 Scania CV AB +46855383280 Å "15 +46855383280 outgoing torque is significantly higher than in the case of a bearing engine speed in the vehicle.

Said first vehicle condition may include: a) The vehicle is stationary and the engine is running at idle speed; b) The vehicle is essentially stationary; c) The vehicle is in motion, in either direction, at a speed below a predetermined relatively low speed, e.g. less than 5km / h or 7km / h; 'd) The vehicle begins to move, at a speed below a predetermined relatively low speed, e.g. less than 5 km / h or 7 km / h, with the clutch disengaged; or e) The vehicle starts moving, at a speed less than a predetermined relatively low speed, e.g. less than 5 km / h or 7 km / h, with the clutch disengaged for a predetermined period of time, e.g. 2second The method can, in the step of determining in case a requested engine speed exceeds a preset engine speed value, generate a request regarding engine speed based on the relative position of the actuator. This provides a simplified way of maintaining the desired engine speed. At the request of a certain engine speed, which correlates with a certain accelerator pedal position, the output torque of the engine can be automatically regulated by means of a regulator.

The actuator may include an accelerator pedal. This provides a simplified way of maintaining the desired engine speed.

The method may further comprise the steps of: f determining whether the second vehicle condition exists; 6/36 2009-Sep-15 14:34 Scania CV AB +46855383280 Å +46855383280 - on the basis that said other vehicle permit exists, generation of a single output signal regarding engine speed for regulation of the engine speed on the basis of said requested engine speeds.

Said other vehicle condition may include: a) The accelerator pedal is in a predetermined position, e.g. in his top position; b) The vehicle's clutch is engaged, ie. engine speed and input rotation frequency are essentially equivalent; c) The vehicle's clutch has been engaged, after a gear change has been made; d) The vehicle starts moving, in either direction, at a speed exceeding a predetermined speed, e.g. exceeding 7 km / h; e) The vehicle begins to move at a speed exceeding a predetermined speed, e.g. exceeding 7 km / h, with clutch engaged; f) The vehicle starts moving, at a speed exceeding a predetermined speed, e.g. exceeding 7 km / h, with the clutch engaged since a predetermined time period, e.g. 1 second; or g) The clutch pedal is in its uppermost position.

A control unit in the vehicle may include routines for handling different types of gearboxes, and may also include routines for stepwise application of torque after the starting position phase has been deactivated. Consequently, a single control unit in the vehicle can be prepared to fit different vehicles equipped with different gearboxes and applicable control systems, for example, Scania "Opticruise".

The present objects are also achieved with a computer program for improving the driveability of a vehicle, comprising machine readable program code which causes an electronic control unit, or another computer connected to the electronic control unit, to perform the step according to claim 10. The preset engine speed value may be in the range 500 ~ 1 500 rpm. Said preset engine speed value can be in the range 650- 7/36 2009-Sep-15 14:34 Scania CV AB +46855383280 Å +46855383280 850 rpm. Said preset engine speed value may be in the range of 1000-1200 revolutions per minute.

The computer program may, in the step of determining in case a requested engine speed exceeds a preset engine speed value, generate a request regarding engine speed based on the relative position of the actuator. The actuator may include an accelerator pedal.

The computer program may further comprise the steps of: - determining whether the second vehicle condition exists; - on the basis of the existence of said other vehicle permit, generation of a single output signal regarding engine speed for regulating the engine speed on the basis of said requested engine speeds.

Said first vehicle condition may include: a) The vehicle is stationary relative to a fixed reference point, where the engine is running at idle speed; b) The vehicle is essentially stationary relative to a fixed reference point; c) The vehicle is in motion, in either direction, in a speed below a predetermined relatively low speed, e.g. less than 5km / h or 7km / h; d) The vehicle starts moving, at a speed below a predetermined relatively low speed, e.g. less than 5 km / h or 7 km / h, with the clutch disengaged; or e) The vehicle starts moving, at a speed less than a predetermined relatively low speed, e.g. less than 5 km / h or 7 km / h, with the clutch disengaged for a predetermined period of time, e.g. 2second The objectives are also achieved with a computer, e.g. an embedded electronic control unit or a vehicle external computer, which comprises a storage medium 8/36 '2009-Sep-15 14:35 Scania CV AB +46855383280 Å +46855383280 and a computer program for improving the driveability of a motor vehicle in accordance with the invention, and which is stored on the storage medium.

The invention also refers to a vehicle that includes the computer. The vehicle can be a truck or a bus.

An advantageous value of the invention is that a cost-effective solution to the above problems is achieved. The method is simple to implement existing vehicles and it is also easy to modify and upgrade a computer program which includes program code for carrying out the innovative method by means of a communication terminal which is arranged pre-communication with a control unit comprising said program code. Yet another advantageous value of the invention is that the method for improving driveability is robust.

The procedure of starting a vehicle from a standstill is improved, in particular the driving resistance is high. The driver will probably perceive the engine as being stronger as the engine will have the increased ability to maintain the desired engine speed without the driver needing to save gas during the clutch activity. The invention will therefore provide the driver vehicle with increased comfort. As the engine achieves a better ability to maintain the desired engine speed when starting the vehicle from a standstill, fewer transients will occur in the driveline.

By using the innovative method, the wear of the coupling device in the driveline will be reduced due to the time required for the coupling activity being shortened.- A vehicle driver will probably find it easier to engage at vehicle start-up, in particular a driver may find it easier to start when the vehicle is heavily loaded at start uphill, or at start loose surface e.g. a gravel road. 9/36 2009-Sep-15 14:35 Scania CV AB +46855383280 Å +46855383280 Additional objects, advantages and innovative features of the present invention will become apparent to those skilled in the art from the following detailed description, as well as from the practice of the invention. Although the invention is described below, it should be noted that the invention is not limited to the reported information. Those skilled in the art having access to the knowledge herein will gain insight into further applications, modifications, and embodiments in other areas which fall within the scope of the invention.

Brief Description of the Drawings To provide a more complete understanding of the present invention and further objects and advantages thereof, reference is further made to the examples shown in the accompanying figures: Figure 1 schematically shows a vehicle in accordance with one aspect of the present invention; Figure 2 schematically shows a subsystem of a vehicle in accordance with one aspect of the present invention; Figure 3a schematically shows a signal processing process in accordance with one aspect of the present invention; Figure 3b schematically shows a signal processing process in accordance with one aspect of the present invention; Figure 3c schematically shows a diagram in accordance with an aspect of the present invention; Figure 4 schematically shows a fate diagram depicting a method for improving the driveability of a motor vehicle in accordance with an aspect of the present invention; and Figure 5 schematically shows an electronic control unit in accordance with an aspect of the present invention. 2009-Sep-15 14:35 Scania CV AB +46855383280 Å +46855383280 Detailed description of the drawings With reference to Figure 1, a side view of a vehicle 100 is shown. The vehicle 100 includes a tractor 110 and a trailer 112. The vehicle 100 may be a heavy vehicle. , e.g. a truck or a bus. Alternatively, the vehicle 100 can be a passenger car.

Furthermore, the term "link" refers to a communication link which may consist of a physical contact, e.g. an optoelectronic communication cable, or a non-physical connector or wireless connection, e.g. a radio or microwave link.

Referring to Figure 2, a subsystem 299 of the vehicle 100 is shown. The subsystem 299 includes a driveline arrangement in the vehicle 100. The motor vehicle 100 depicted in Figure 1 has a schematically illustrated driveline. The driveline has an internal combustion engine 230 which is controlled by an electronic control unit 200. For this purpose the control unit 200 is signal connected to various actuators (not shown), e.g. one-adjusting device for throttle valve, as well as for various sensors, eg rotational speed sensors. The internal combustion engine 230 is connected via a shaft 231, a clutch 235 and a shaft 236 to a gearbox 240. The gearbox 240 is arranged to drive in a well-known manner a number of wheels 245 belonging to the vehicle 100.

The control unit 200 is signal connected to an actuator 220, e.g. engaspedal. A vehicle driver can set a desired engine speed value for the internal combustion engine 230 by means of the actuator 220. In particular, this invention relates to situations where the vehicle 100 is substantially stationary and where the driver is about to start by accelerating the vehicle by shifting into a first gear, e.g. . the first lowest gear. 2009-Sep-15 14:35 Scania CV AB +46855383280 Å +4685538328011 In accordance with this example, the electronic control unit 200 is arranged for controlling the internal combustion engine 230, the clutch 235 and the gearbox 240. Nevertheless, a gearbox control unit (not shown) can be provided with pre-communication with it. electronic control unit 200 and / or for direct communication with the clutch 235 and the gearbox 240 so as to control the clutch 235 and the gearbox 240.

Here, in accordance with an example, the innovative method is initiated and regulated by means of the electronic control unit 200. In accordance with this example, the electronic control unit 200 is an electronic motor control unit. Alternatively, the innovative method is initiated and controlled by an external computer 210. The external computer 210 can be connected directly to the electronic control unit 200 via a link 215, but can also be connected indirectly to the electronic control unit 200 in a suitable manner, e.g. the vehicle's internal computer network. The communication between the external computer and the electronic control unit 200 can be partially or completely wireless. The innovative method can also be initiated and controlled by means of the electronic control unit 200 or by another electronic control unit, e.g. an electronic control unit for the gearbox.

The electronic control unit 200 is arranged for communication with a communication terminal 280 via a link 285. In addition, the external computer 210 is arranged for communication with a communication terminal 280 via a link 286. The communication terminal 280 may be provided with a display and a user interface to enable the user to interact with it. electronic control unit 200. The communication terminal 280 is arranged for displaying information which is relevant to the method of the invention, for example maximum engine speed, e.g. 750 or 1100 rpm.

Referring to Figure 3a, a schematic representation of a signal processing sequence is shown. The signal processing process is not provided with a control function regarding motor habit / speech reduction. More specifically 12/36 20o9-sep-15 14135 Scania cv AB + 46s553s32so A +4685538328012 specifically depicts a schematic representation of a control diagram regarding engine speed. It appears from the clock that an input signal regarding engine speed PS__ | N is supplied to a logic unit 310. The logic unit 310 can advantageously be implemented in an electronic control unit in vehicle teller a computer arranged for regulating functionality in the vehicle, the input signal regarding engine speed PS__ | N includes information about the desired engine speed value. This desired engine speed value can be generated by using the actuator 220 (shown in Fig. 2). The motor speed signal PS__ | N is generated in accordance with an embodiment based on an operating process. The maneuvering process can be performed manually by the vehicle driver. An example of the actuation process may be the use of the actuator 220. In accordance with an embodiment of the present invention, the desired engine speed value is generated based on the position of the accelerator pedal 220. The position of the accelerator pedal 2.20 in the vehicle can be denoted by an angle α. between 0 and 100, i.e. Offsp 3100. The highest position of the accelerator pedal 220 corresponds to the engine speed factor value 0. This corresponds to an initial accelerator pedal position, where no accelerator is applied, ie. the driver's request torque or additional engine speed in addition to idle speed. The lowest position of the accelerator pedal 220 corresponds to the maximum accelerator pedal position, ie. a situation where the driver requests full power. The input signal regarding engine speed may depend on the angle α or the engine speed factor p.

It appears from the att clock that an output signal for motor speed PS_OUT is supplied from the logic unit 310. The output signal for motor speed PS_OUT includes information on a desired motor speed value.

Figure 3a depicts a case where no motor speed reduction is performed. Consequently, the output signal regarding motor speed PS_OUT is substantially equivalent to the input signal regarding motor speed PS_1N, i.e. PS_OUT = PS_lN. 13/36 _ 2009-Sep-15 14:35 Scania CV AB +46855383280 Å +4685538328013 With reference to figure 3b, a signal processing sequence provided with a control function regarding engine speed reduction in accordance with an aspect of the invention is schematically shown. More specifically, a schematic representation of a control diagram regarding motor habits / speech, similar to that depicted with reference to Fig. 3a, is depicted. It appears from the att clock that a single signal regarding motor speed PS_ | N is supplied to a logic unit 320. The logic unit 320 can advantageously be implemented in an electronic control unit in the vehicle or in a computer arranged for regulating functionality in the vehicle. The motor contract signal PS_ | N includes information on the desired motor speed value. This desired engine speed value can be generated by using the actuator 220 (shown in Fig. 2). The motor speed signal PS_ | N is generated in accordance with an embodiment based on an operating process. The maneuvering process can be performed manually by the vehicle driver. An example of the actuation process may be the use of the actuator 220. In accordance with an embodiment of the present invention, the desired engine speed value is generated based on the position of the accelerator pedal 220. The position of the accelerator pedal 220 in the vehicle may be defined by an angle α, where angle α corresponds to an engine speed between 0 and 100, i.e. Os p 5100. The highest position of the accelerator pedal 220 corresponds to the engine habit / number factor value 0. This corresponds to an initial accelerator pedal position, ie. the vehicle's idle actuator does not require any torque or additional engine speed beyond the idle speed. The lowest position of the accelerator pedal 220 corresponds to the maximum accelerator pedal position, ie. a situation where the driver requests full power. The input signal regarding engine speed may depend on the angle α or the engine speed factor p. 14/36 2oo9-Sep-15 14136 Scania cv AB + 46s553s32so A +46855383280 14 the logic unit 320. The motor speed output signal PS_OUT * includes information about a desired motor speed value.

Figure 3b depicts a case where engine speed reduction is performed, in accordance with an aspect of the invention. Consequently, the output motor speed PS_OUT * may in some cases differ from the input motor speed PS ___ | N1, i.e. PS_OUT1 * $ PS_lN1, see further detailed description below.

It should be noted that the input signal regarding motor speed PS__1N is substantially equivalent in the cases depicted with reference to Figs. 3a and Figs. 3b.

Hereinafter, a motor speed function N (p) is denoted, which is a function which returns a motor speed value N, based on the accelerator pedal position, i.e. N (p) = kp + mThere: p: is a variable indicating a position regarding the accelerator pedal 220 as depicted by reference to Figs. 2, 3a and 3b. The variable p has a value in the range [0, 100] depending on the position of the pedal; k: is a first predetermined constant; m: is a second predetermined constant. In accordance with this example, N (p) is a linear function. However, one skilled in the art will recognize that other types of functions may be applied, e.g. logarithmic, exponential or multi-polynomial functions. In accordance with this example, k is given a value in the range [400, 5001. eg 430 or 430.9, 2009-Sep-15 14:36 Scania CV AB +46855383280 l 2.0 +46855383280 In accordance with this example, m a value in the range [18, 23], e.g. 20 or 20.7.

It should be noted that the constants k and m can be given arbitrary values, ie any suitable value can be used for k and m, even the care outside the above range. For example, k can be given a value in the range [300,600], and m can be given a value in the range [15, 25]. The constants k and m can be given values in accordance with the characteristics of the vehicle in question, eg engine type or engine size. In accordance with one aspect of the invention, the logic unit 320 is arranged to reduce the engine speed in the starting phase of the vehicle. l according to an example N (p) = 430 + 20.7p, 0 s p s X, where X is a preset value.N (p) = G, p> X, where G is a preset value.

According to this embodiment, X is a constant in the range [10, 201, eg 15.8. In accordance with this embodiment, G efn is constant in the range [700, 8001, e.g. 750.

It should be noted that the constants X and G can be given arbitrary values, ie any suitable value can be used for X and G, even values outside the above range. For example, X can be given a value in the range [15, 25] or [14, 17], and G can be given a value in the range [650, 850] or [730,780]. The constants X and G can be given values in accordance with the characteristics of the vehicle in question, e.g. engine type or engine size.

That is, if the requested engine speed (as indicated by the input signal regarding engine speed PS_1N) is higher than the preset value during the starting phase of the vehicle, the maximum permissible engine speed is provided. Consequently, single drivers can not achieve a higher engine speed than the maximum 16/36 2009-Sep-15 14:36 Scania CV AB +46855383280 Å +4685538328016 permitted engine speed (G) during a phase where a first condition exists (eg when the vehicle Standing still). On the other hand, the driver can achieve the requested engine speed during a phase where a second condition exists (eg the near vehicle has reached a predetermined speed or when the clutch has been engaged). The engine speed can consequently be regulated in an innovative way during vehicle start-up, so that wear on the vehicle clutch is reduced.

The logic unit 310 and the logic unit 320 may be implemented in the form of software in the control unit 200. Alternatively, the logic unit 310 and the logic unit 320 may be implemented in the control unit 200 in the form of a hardware circuit.

As a comparative example, according to one aspect of the invention, the logic unit 310, which is not arranged to decrease the starting motor speed in the starting phase, is arranged to output an output signal relating to the motor speed PS_OUT on the basis of an input signal relating to the motor speed PS_1N. According to an example, the engine speed function N (p), which is stored in the logic unit, '310, and which is a function which returns an engine speed / number value N, based on the accelerator pedal position, can be expressed: N (p) = 430 + 20.7p , 0 _ <. P S100 Both outputs regarding engine speed PS_OUT and PS_OUT * include information determined by the engine speed function N (p), namely a calculated engine speed value, which is used to control the vehicle's engine.

With reference to Figure 3c, a diagram is shown in which the stored values for the engine torque and speed are schematically depicted. Maximum engine torque T is plotted against the engine speed EGR, and the curve is denoted C. 17/36 2009-Sep-15 14:36 Scania CV AB +46855383280 Å +4685538328017 Work areas are depicted where a first control function regarding engine speed regarding a first setting A and a second setting B are valid .

With the first setting, the engine speed is regulated according to the innovative method, where N (p) = 430 + 20.7p, 0. <_ P SX, where X is 15,8.N (p) = G, p _>. X, where G is 750 revolutions per minute.

The first operating range for the first setting is denoted A in Fig. 3c. Here, G corresponds to the engine speed value EGR1, which can provide a maximum output engine torque T1.

With the second setting, the engine speed is regulated according to the innovative method, where N (p) = 430 + 20.7p, 0 sps X, where X is 30.7.N (p) a G, p 2X, where G is 1100 rpm per minute.

The second operating range of the second setting is designated B in Fig. 3c. The second range B comprises the first operating range A. Here, G corresponds to the engine speed value EGR2, which can provide a maximum output engine torque T2.

This case may correspond to a case where the vehicle has a locked differential gearbox. It should be noted that if a differential gearbox is locked, a time delay of start position activation should be considered, as the locking procedure may require some time before full engagement is achieved.

In accordance with an embodiment of the invention, a temporary increase in the vehicle's maximum engine speed is handled. 18/36 2oo9-sep-15 14:36 scama cv AB + 46s553s32so 1 +4685538328018 If the first vehicle condition is present and the accelerator pedal is depressed to the so-called "kickdown" position and the clutch pedal is depressed more than eg 80% of the potential pedal path, maximum engine speed is increased, corresponding to a fully depressed accelerator pedal, step by step to a second pedal limit, e.g. 31% of the potential pedal route. The stepwise increase can be in the interval [10-40] revolutions per minute per second.

When the other vehicle condition is present and the vehicle's speed exceeds e.g. 10 km / h, the vehicle's normal driving program is activated. This function enables a temporary increase in the maximum engine speed if required. This advantageously improves the drivability of a vehicle in a situation where high driving resistance occurs. In addition, it is not too easy to temporarily increase the maximum engine speed, which reduces the risk of aggressive driving behavior. Furthermore, kickdoWn functionality will be available for a variety of vehicles.

It should be noted that the physical pedal position is not limited, but that the method in accordance with one aspect of the invention relates to a limitation of the signal regarding the accelerator pedal position. In other words, the value is limited if the first state exists. Accordingly, in this way, the requested engine speed of the vehicle is limited in accordance with the invention.

Figure 4 schematically shows a method for improving a motor vehicle drivability in accordance with an aspect of the invention.

The method comprises a first method step s410. The method step s410 comprises the step of receiving at least one input signal IDS in a control unit 200 in the vehicle, e.g. an electronic motor control unit. The received input signal IDS includes information about a desired motor habit / speech value. The signal PS'_IN, which is mapped with reference to e.g. Figs. 3a and 3b, can be embedded in the input signal IDS.- In addition, IDS includes information on current engine speed, which gear is engaged, etc., and which can be used to determine whether a first vehicle condition exists or not. Received IDS 19/36 2oo9-ssp-15 14 = 36 Scania cv AB + 46s553ss2so in +4685538328019 will be processed in the control unit 200. After method step s410 perform subsequent method step s415.

The method step s415 comprises the step of receiving input data in a control unit of the vehicle, e.g. an electronic engine control unit, and determining whether a first vehicle permit exists. A first vehicle permit comprises, in accordance with an example, at least one of the following: a) The vehicle is stationary and the engine is running at idle speed; b) The vehicle is essentially stationary; l c) The vehicle is in motion, in either direction, in a speed below a predetermined relatively low speed, e.g. less than 5 km / h or 7 km / h; d) The vehicle starts moving, at a speed below a predetermined relatively low speed, e.g. less than 5 km / h or 7 km / h, with the clutch disengaged; or e) The vehicle starts moving, at a speed less than a predetermined relatively low speed, e.g. less than 5 km / h or 7 km / h, with the clutch disengaged for a predetermined period of time, e.g. 2second If one or more of the above vehicle licenses a-e exist, it has been determined that the first vehicle license exists.

If it is determined that the first vehicle permit exists in accordance with the above, a subsequent method step s420 is performed.

If it is determined that the first vehicle permit in accordance with the above does not exist, method step s410 is performed again, ie. updated IDS is received.

Method step s420 includes the step of activating the starting position of the vehicle. Specifically, if it has been determined that the first vehicle permit exists, 20/36 2oo9-sep-15 14137 Scania cv AB + 46s553s32so in +46855383280, the control unit 200 activates a routine for handling data regarding engine speed in accordance with the present invention. In accordance with this example, the logic unit 320 is activated and the logic unit 310 is deactivated, which means that the control function regarding motor speed / speech in accordance with the invention is activated. This is described in more detail with reference to e.g. Fig. 3b. After method step s420, perform subsequent method step s423.

Method step s423 includes the step of processing data regarding current requested engine speed. The driver uses the actuator 220, e.g. engas pedal, to request a certain engine speed. The request motor speed is processed in the logic unit 320. As described above, the motor in this phase is regulated in such a way that an actual motor speed exceeding the preset value G is not provided. It should be noted that the first motor speed input PS_IN is fed to the controller 200, where the last received first motor speed signal PS_1N is processed. After method step s423, subsequent method step s425 is performed.

During method step s423, a first output signal is output regarding 'motor speed PS__OUT *. It is this signal that is used to regulate the vehicle's engine in accordance with the above illustration with reference to e.g. Fig. 3b.

The method step s425 comprises the step of receiving input data in a control unit of the vehicle, e.g. an electronic engine control unit, and determining whether another vehicle permit exists. A second vehicle condition comprises, in accordance with an example, at least one of the following: a) The accelerator pedal is in a predetermined position, e.g. in his top position; b) The vehicle's clutch is engaged, ie. engine speed and input rotation frequency are essentially equivalent; 21/36 2oo9-sep-1s 14:37 Scania cv AB + 46s553s32so A +4685538328021 c) The vehicle's clutch has been engaged, after a gear change has been made; d) The vehicle starts moving, in either direction, at a speed exceeding a predetermined speed, e.g. exceeding 7 km / h; e) The vehicle begins to move at a speed exceeding a predetermined speed, e.g. exceeding 7 km / h, with clutch engaged; f) The vehicle is in motion, at a speed exceeding a predetermined speed, e.g. exceeding 7 km / h, with the clutch engaged since a predetermined time period, e.g. 1 second; or g) The clutch pedal is in its uppermost position.

If one or more of the above vehicle licenses a-g exist, the other vehicle license has been determined to exist.

If it is determined that the second vehicle condition exists in accordance with the above, a subsequent method step s430 is performed.

If it is determined that the second vehicle condition in accordance with the above does not exist, method step s423 is performed again, ie. an updated first input signal regarding motor speed PS_lN is received.

After method step s425, subsequent method step s430 is performed. Method step 430 includes the step of deactivating the starting position of the vehicle. More specifically, if it has been determined that the second vehicle condition exists, the controller 200 deactivates the routine for handling engine / speech compliance data with the present invention. In accordance with an example, the logic unit 310 is activated and the logic unit 320 is deactivated, which means that the motor / speech control function in accordance with the invention is deactivated. This is described in more detail with reference to e.g. Fig. 3a. Here, the output motor torque can be regulated step by step if the actual output motor torque is less than the maximum motor torque. This results in a smooth procedure 22/36 2009-Sep-15 14:37 Scania CV AB +46855383280 Å +4685538328022 regarding deactivation of the control function regarding engine speed in accordance with the invention.

After method step s430, the method ends. Fig. 5 shows an embodiment of the electronic control unit 200. The electronic control unit 200 is also called apparatus. The apparatus includes a non-volatile memory 520, a data processing unit 510, and a read and write memory 550. The non-volatile memory 520 has a primary memory portion 530 where a computer program, e.g. an operating system, interference with the operation of the device is stored. In addition, the device includes a single bus controller, a serial communication port, an I / O facility, an AID converter, a time and date input and transfer unit, a single event counter and an interrupt unit (not shown). The non-volatile memory 520 also has a second memory portion 540.

A computer program P, including routines for improving the driveability of a vehicle in accordance with the invention, may be stored in an executable manner or in a compressed state in a separate memory 560 and / or in the read and write memory 550. The memory 560 is a non-volatile memory, t .ex. an hm memory, EPROM, EEPROM or ROM. Memory 550 and 560 computer software products.

When it is stated that the data processing unit 510 performs a certain function damaged, it is understood that the data processing unit 510 performs a certain part of the program stored in the separate memory 560, or a certain part of the program stored in the read and write memory 550.

The data processing unit 510 can communicate with single data communication port 599 via the data bus 515. The non-volatile memory 520 is adapted for communication with the data processing unit 510 via data bus 512. The separate memory 560 is adapted for communication with the data processing unit 510 via a data bus 511. Read and 23/36 2009-Sep -15 14:37 Scania CV AB +46855383280 Å + 4685538328O23 the write memory 550 is adapted for communication with the data processing unit 510 via a data bus 514.

Data relevant to the control program regarding engine speed in accordance with the invention are stored in the electronic control unit memory 550 or 560. Input data is also stored in the electronic control unit memory 550 or 560, where this data can be used for e.g. determining the first and second vehicle conditions, processing a first input signal regarding engine speed, generating an output signal regarding engine speed, to enable control of engine speed. The logic units 310 and 320 may be software stored in memory 550 or 560.

When data, e.g. the information in the first input signal regarding engine speed is received at the data port 599 from e.g. an accelerator pedal or gearbox control unit, this information is temporarily stored in the second memory part 540. After receiving received data is temporarily stored, code processing unit 510 is initiated for code execution as described above. The data processing unit 510 is arranged to control the engine speed of the vehicle starting phase.

Parts of the method described herein may be performed by the apparatus by means of the data processing unit 510 running the program stored in the separate memory 560 or the read and write memory 550. When the apparatus runs the program, parts of the method described herein are executed. In accordance with one aspect of the invention, the apparatus is provided with a computer program comprising machine readable facilities which causes the electronic control unit or another computer connected to the electronic control unit to perform the following steps: - determining whether a first vehicle permit exists; - on the basis of the existence of said first vehicle permit, determine whether an requested engine speed, as a result of operating an actuator, exceeds a preset engine speed value; 24/36 2009-Sep-15 14:37 Scania CV AB +46855383280 l +4685538328024 - if the requested motor speed / number exceeds said preset motor speed value, generate an output signal regarding motor speed pre-regulation of the motor speed to prevent said ragled motor speed to exceed the said motor speed.

The invention also relates to a computer program product which comprises a computer program for improving the drivability of a vehicle and a machine-readable medium on which the computer program is stored. The invention also relates to a computer, e.g. an embedded electronic control unit or a vehicle external computer, which comprises a storage medium and a computer program for improving the drivability of a vehicle, and which is stored on the storage medium. 25/36