WO2018182494A1 - Control of an automated clutch and of an engine torque - Google Patents
Control of an automated clutch and of an engine torque Download PDFInfo
- Publication number
- WO2018182494A1 WO2018182494A1 PCT/SE2018/050337 SE2018050337W WO2018182494A1 WO 2018182494 A1 WO2018182494 A1 WO 2018182494A1 SE 2018050337 W SE2018050337 W SE 2018050337W WO 2018182494 A1 WO2018182494 A1 WO 2018182494A1
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- WO
- WIPO (PCT)
- Prior art keywords
- air
- time
- change
- clutch
- point
- Prior art date
Links
- 230000004044 response Effects 0.000 claims abstract description 184
- 230000008859 change Effects 0.000 claims abstract description 127
- 238000000034 method Methods 0.000 claims abstract description 48
- 239000000446 fuel Substances 0.000 claims abstract description 41
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- 238000010892 electric spark Methods 0.000 claims abstract description 25
- 230000001360 synchronised effect Effects 0.000 claims abstract description 21
- 239000003570 air Substances 0.000 claims description 266
- 230000001276 controlling effect Effects 0.000 claims description 72
- 230000033228 biological regulation Effects 0.000 claims description 71
- 230000001105 regulatory effect Effects 0.000 claims description 17
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- 239000012080 ambient air Substances 0.000 claims description 8
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- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
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- 239000003345 natural gas Substances 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 238000005381 potential energy Methods 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
- F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0605—Throttle position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18027—Drive off, accelerating from standstill
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1431—Controller structures or design the system including an input-output delay
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/102—Actuator
- F16D2500/1028—Pneumatic
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10443—Clutch type
- F16D2500/1045—Friction clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/108—Gear
- F16D2500/1081—Actuation type
- F16D2500/1083—Automated manual transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/108—Gear
- F16D2500/1081—Actuation type
- F16D2500/1085—Automatic transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3024—Pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3026—Stroke
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3065—Torque of the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3069—Engine ignition switch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/316—Other signal inputs not covered by the groups above
- F16D2500/3166—Detection of an elapsed period of time
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/7041—Position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70452—Engine parameters
- F16D2500/70458—Engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a method for controlling a position C p0 s of an automated clutch and for controlling an engine torque T q being provided to the automated clutch, as defined in the preamble of claim 1.
- the present invention also relates to a control system arranged for controlling a
- the present invention also relates to a computer program and a computer-readable medium carrying out the method according to the invention.
- Vehicles such as for example cars, buses and trucks, are driven forward by an engine torque produced by an engine in the vehicle.
- This engine torque is provided to the driving wheels of the vehicle through a
- the powertrain includes a number of components, such as e.g. a clutch, a gearbox/transmission device, shafts, and a differential.
- the powertrain may also include other components, and is described more in detail below.
- the engine may for example work 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, whereby an engine torque T q is created by the engine, which may also be called flywheel torque or engine brake torque, which is provided to the clutch.
- the engine torque T q is the actual torque being provided/transferred to the output/crank shaft/axle of the engine as a result of the engine running, i.e. as a result of the expansion of the fuel and air mixture in the cylinders due to the ignition, which forces the piston to movement such that a torque is created on the output/crank shaft/axle.
- the fuel may for an Otto cycle engine be e.g. petrol, ethanol, and/or natural gas.
- the Otto cycle engine mentioned herein is only mentioned as an example, the principles of the present invention are generally applicable on essentially any engine in which a mixture of fuel and air is ignited by a spark in the cylinders.
- the gearbox may change the gear ratio being provided by performing a gear shifting operation in order to provide a desired gear ratio for the gearbox.
- the torque provided by the engine i.e. the engine torque T q
- the engine and the clutch should preferably be synchronized, such that an increased engine torque T q is provided to the clutch when it is closing, and not before that.
- the clutch should preferably be synchronized, such that a reduced engine torque T q is provided to the clutch when it is opening, and not before that.
- a driver may himself/herself controls, e.g.
- the clutch and the torque requested from the engine such that these are essentially synchronized.
- the slipping/closing of the clutch and the and requested engine torque T q from the engine are automatically controlled.
- the timing and position of the clutch and the timing and amount of the requested engine torque T q are controlled, and should be controlled such that they match each other, in order to result in a smooth drive- off or a smooth gear change.
- a response time ⁇ is in this document defined as a time period between a request time point treq f in which a change of at least one system parameter is requested, and a performing time point t pe r , in which the change of the at least one system parameter is actually effected.
- the engine torque T q being provided to the powertrain is related to the response time ⁇ ign for the
- the clutch system has a response time ⁇ ⁇ .
- the object is achieved by the above mentioned method for controlling a position C p0 s of an automated clutch and for controlling an engine torque T q being provided to the automated clutch according to the characterizing portion of claim 1, the method including:
- the air control response time ⁇ indicates that the amount of air being input into the cylinders actually starts being adjusted at the second point in time t2 as a result of the first change cl in amplitude of the first control signal Uti .
- the control of the clutch position C p0 s and the control of the engine torque T q provided to the automated clutch are performed dynamically/continuously.
- one or more of the air being input into the cylinders, the ignition timing, and the change of the clutch position are dynamically/continuously
- the control of the clutch position C p0 s and the control of the engine torque T q is performed in the torque domain.
- the air control means/unit is arranged for controlling one or more in the group of :
- variable valve being arranged at an air inlet of the engine
- VCT variable geometry turbocharger
- VNT variable nozzle turbine
- variable valve being arranged at an air outlet of the engine
- EGR exhaust gas recirculation
- - means arranged for controlling the ignition timing e.g. an ignition control unit, has an ignition response time ⁇ 9 ⁇ , the ignition response time ⁇ ign being shorter than the air control response time air ⁇ and
- the controlling of the ignition timing for the electric spark is performed by use of the second control signal Ut2 including the second change c2 in amplitude at a third point in time t3, the third point in time t3 occurring the ignition response time ⁇ ign earlier than the second point in time t2; t3
- the regulation of the ignition timing includes an adjustment of an ignition time point at which the electric spark ignites the mixture .
- the regulation of the air input has a greater regulation interval I a ir than a regulation interval Ii gn for the regulation of the ignition timing;
- the regulation of the ignition timing is used for fine tuning of the engine torque T q and/or when a fast torque response is needed.
- the determination of the air control response time ⁇ includes dynamically setting the air control response time ⁇ to a calculated value ⁇ _ ⁇ 3 ⁇ ; ⁇ ⁇ _ ⁇ 3 ⁇ .
- the calculated value ⁇ _ ⁇ 3 ⁇ is calculated based on one or more parameters in a group of :
- EGR exhaust gas recirculation
- ⁇ at least one fuel response time ⁇ for a fuel system providing fuel into the cylinders, which may be particularly relevant for e.g. port fuel injection (PFI) systems and/or single point injection (SPI) systems.
- PFI port fuel injection
- SPI single point injection
- a clutch control unit arranged for controlling the automated clutch has a clutch response time ⁇ ⁇ ;
- the clutch response time ⁇ ⁇ may be shorter than the air control response time ⁇ ⁇ > ⁇ ⁇ ; and for some other
- the clutch response time ⁇ ⁇ may be longer than the air control response time ⁇ ⁇ ⁇ ⁇ , which is exemplified below.
- the clutch control response time ⁇ ⁇ indicates that the clutch actually starts being adjusted at the second point in time t2 as a result of the fourth change c4 in amplitude of the fourth control signal Ut4.
- the first control signal Uti includes:
- the second control signal Ut2 includes:
- the fourth control signal Ut4 includes:
- one or more of the engine, the clutch and the gearbox may be
- a gearbox control device and/or a clutch control device may be arranged to determine/create a torque request T q _ r eq based on one or more of the air response time ⁇ the ignition response time ⁇ ign , the clutch response time ⁇ ⁇ and/or the gearbox response time ⁇ gearbo ⁇ .
- This torque request T q _ r eq is sent /provided to the engine control device.
- control system arranged for controlling a position C p0 s of an automated clutch and for controlling an engine torque T q being provided to the automated clutch according to the characterizing portion of claim 15 .
- the system includes:
- - means, such as e.g. a determination unit, arranged for determining an air control response time ⁇ for means
- an air control unit arranged for controlling the amount of air being input into the cylinders, e.g. an air control unit;
- - means such as e.g. an air control unit, arranged for controlling the air input into the cylinders by use of a first control signal Uti including a first change cl in amplitude at a first point in time tl, the first change in amplitude of the first control signal Uti indicating when a regulation of the air input should start; and
- - means, such as e.g. an ignition timing control unit,
- a second control signal Ut2 including a second change c2 in amplitude related to a second point in time t2, the second point in time t2 occurring the air control response time ⁇ later than the first point in time tl;
- t2 tl + air ⁇ and the second change in amplitude c2 of the second control signal Ut2 indicating when a regulation of the ignition timing should start;
- - means such as e.g. a clutch position control unit, arranged for controlling a change of the clutch position C p0 s by use of a fourth control signal Ut4, including a fourth change c4 in amplitude related to the second point in time t2 and
- the air control response time ⁇ indicates that the amount of air being input into the cylinders actually starts being adjusted at the second point in time t2 as a result of the first change cl in amplitude of the first control signal Uti .
- the means for control of the clutch position C p0 s and the means for control of the engine torque T q provided to the automated clutch are arranged for performing the control
- the air control unit/means is arranged for controlling one or more in the group of :
- variable valve being arranged at an air inlet of the engine
- VCT variable geometry turbocharger
- VNT variable nozzle turbine
- variable valve being arranged at an air outlet of the engine
- EGR exhaust gas recirculation
- an ignition control unit/means arranged for controlling the ignition timing has an ignition response time ⁇ 9 ⁇ , the
- the ignition timing control unit/means is arranged for performing the control of the ignition timing for the electric spark by use of the second control signal Ut2 including the second change c2 in amplitude at a third point in time t3, the third point in time t3 occurring the ignition response time ⁇ ign earlier than the second point in time t2.
- the regulation of the ignition timing includes an adjustment of an ignition time point at which the electric spark ignites the mixture .
- the regulation of the air input has a greater regulation interval I a ir than a regulation interval Ii gn for the regulation of the ignition timing;
- the regulation of the ignition timing is used for fine tuning of the engine torque T q and/or when a fast torque response is needed.
- the determination unit/means is arranged for calculating the calculated value ⁇ _ ⁇ 3 ⁇ is based on one or more parameters in a group of :
- the first control signal Uti includes:
- the second control signal Ut2 includes:
- the fourth control signal Ut4 includes:
- a clutch control unit/means arranged for controlling the automated clutch has a clutch response time ⁇ ⁇ ;
- the clutch response time ⁇ ⁇ may for some implementations be shorter than the air control response time ⁇ ⁇ > ⁇ ⁇ ⁇ ; and may for some other implementations be longer than the air control response time ⁇ ⁇ ⁇ clutch .
- the present invention When the present invention is used for controlling the clutch position C p0 s and the engine torque T q , the actual change of the clutch position C p0 s and the actual adjustment the engine torque T q are essentially synchronized in time. This is possible due to an exact control of both the actual change of the clutch position C p0 s and an actual adjustment the engine torque T q .
- the number of revolutions of the engine remains essentially unaltered during the drive-off and/or gear change, which results in a smooth drive-off and/or gear
- the number of revolutions may by use of embodiments of the present invention be kept unaltered when the powertrain is disconnected, i.e. when the clutch is opened, e.g. in connection with the vehicle being braked to a full stop. Further, the number of revolutions may by use of the embodiments be kept unaltered when the vehicle is
- the wear of the clutch is reduced considerably when the present invention is used, since the closing of the clutch may be performed faster when the actual change of the clutch position C p0 s and the actual adjustment of the engine torque T q are synchronized.
- Figure 1 is a schematic illustration of a non-limiting example of a vehicle in which the present invention may be
- FIGS. 2a-b show flow chart diagrams for some embodiments of the present invention
- Figures 3a-g schematically illustrate a non-limiting example of a use of some embodiment of the present invention
- Figures 4a-g schematically illustrate a non-limiting example of a use of some embodiment of the present invention
- FIG. 5 is a schematic illustration of a control unit
- FIG. 1 schematically shows a heavy example vehicle 100, such as a truck, a bus or similar, which will be used to explain the present invention.
- the present invention is, however, not limited to use in heavy goods vehicles as the one shown in figure 1, but may also be used in lighter vehicles such as passenger cars.
- the vehicle 100 shown schematically in figure 1, comprises a pair of driving wheels 110, 111.
- the vehicle furthermore comprises a powertrain 130 with an engine 101, which may for example be a combustion engine working according to the Otto cycle, according to which an electric spark ignites a fuel and air mixture in the engine cylinders.
- the engine 101 may include an air input system 132 controlled by an air control unit/means 122, an ignition system 131
- the air input system 132, the ignition system 131, and the fuel system 133 are schematically illustrated in figure 1.
- the ignition system 131 has a relatively short response time ⁇ 9 ⁇ , 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
- the ignition response time ⁇ ign may often be considered as being equal to zero, wherefore the time instant when the ignition spark may be adjusted essentially instantaneously due to the short response time ⁇ ign.
- the air input system 1 3 2 has a relatively long response time ⁇ which is often considerably longer than the ignition response time ⁇ ign .
- the air input system has to take into consideration how fast the fuel is injected into the cylinders, which makes the response time ⁇ even longer since the injection of fuel might have a long response time in some implementations, such as e.g. for single point injection (SPI) system engines and/or for port fuel injection (PFI) system engines.
- the air control response time ⁇ may
- the air control response time ⁇ may depend on a number of revolutions for the engine, an ambient temperature and/or an ambient pressure.
- the air control response time ⁇ is relatively long and may also vary considerably.
- the engine torque T q being provided to the powertrain/clutch by the engine 1 0 1 is related to the response time ⁇ ign for the ignition system 1 3 1 and on the response time ⁇ for the air input system 1 3 2 .
- the clutch system has a response time which for some implementations is shorter than the air control response time ⁇ For other implementations, however, the clutch system response time is longer than the air control response time ⁇
- the engine 1 0 1 may, for example, in a customary fashion, via an output shaft 1 0 2 of the engine 1 0 1 , be connected with a gearbox 1 0 3 , via a clutch 1 0 6 and an input shaft 1 0 9 connected to the gearbox 103.
- An output shaft 107 from the gearbox 103 also known as a propeller shaft, drives the driving wheels 110, 111 via a final gear 108, such as e.g. a customary differential, and drive shafts 104, 105 connected with the final gear 108.
- a control system 120 is in figure 1 schematically illustrated as receiving signals and/or providing control signals from and/or to the engine 101, the clutch 106 and/or the gearbox 103.
- the engine control device 140 may comprise an air control unit 122, an ignition control unit 121, and a fuel control unit 123.
- the control system 120 may also include clutch control unit 150 and a gearbox control unit 160.
- the control system 120 may also comprise means 151 arranged for determining, i.e. a determination unit 151, means 152 arranged for controlling, i.e. an air input control unit 152, means 153 arranged for controlling, i.e.
- control means/units/devices 151, 152, 153, 154, 121, 122, 123, 140, 150, 160 may be divided
- Figure 2a shows a flow chart diagram for a method according to an embodiment of the present invention. The method steps of figure 2a may for example be performed when the vehicle is standing still. A gear may be chosen in the gearbox, or the gearbox may be put in neutral. Thus, the method may be
- FIGS. 3a-g schematically illustrate some control signals used by the present invention, and also illustrate some actual parameters of the vehicle resulting from these used control signals, as is explained in connection with the steps of the method.
- an air control response time ⁇ for the air control unit/system 122/132 arranged for controlling the amount of air being input into the cylinders 134 is
- a first control signal Uti e.g. an air torque request signal, including a first change in amplitude at a first point in time tl, as illustrated in figure 3a, being sent to the engine control device 140 and thus to the air control unit 122.
- the first change in amplitude of the first control signal Uti at the first time point tl indicates when a regulation of the air input should start, i.e. when at least one air input regulator should start regulating the amount of air being input into the cylinders.
- the control 220 of the air input may be effected by a below described air input control unit/means 152.
- the first control signal Uti may include an initial standby value sb indicating that at least one regulator receiving the first control signal Uti should be in a standby mode, i.e. should not perform any regulation based on the first control signal Uti .
- the standby value is followed by the first change in amplitude cl at the first point in time tl, indicating that the at least one regulator should start at the first point in time tl, i.e. should start regulating the air input at the first point in time tl.
- the first change in amplitude is followed by a regulation value r indicating that the at least one regulator should regulate the air input .
- the ignition timing for the electric spark is controlled by use of a second control signal Ut2, e.g. an ignition torque request signal or an engine torque request signal, including a second change in amplitude related to a second point in time t2, as illustrated in figure 3b, being sent to the engine control device 140 and thus to the ignition control unit 121.
- This second change c2 in amplitude of the second control signal Ut2 indicates when a regulation of the ignition timing should start, i.e. when at least one ignition timing regulator should start regulating the exact ignition time instant.
- the control of the ignition timing may e.g. be effected by a below described ignition timing control unit/means 153.
- a change of the clutch position C p0 s is controlled by use of the fourth control signal Ut4, e.g. a clutch operation signal, being sent to the clutch control unit 150.
- the fourth control signal Ut4 includes a fourth change in amplitude c4, which indicates when the change of the clutch position C p0 s should start, i.e. when at least one clutch position regulator should start regulating the position C p0 s of the automated clutch.
- the control of the automated clutch may be effected by a below described clutch position control unit/means 154.
- figure 3c illustrates an
- the second control signal Ut2 and the fourth control signal Ut4 may include an initial standby value sb indicating that a regulator receiving the second or fourth control signals Ut2, Ut4 should be in a standby mode.
- the standby value is followed by the second and fourth changes in amplitude c2, c4, respectively, at and/or related to the second point in time t2, indicating that the at least one regulator should start regulating the ignition timing and/or the change of the clutch position C p0 s .
- the second and fourth control signals Ut2, Ut4 include a regulation value r indicating that the at least one regulator should regulate the ignition timing and/or the change of the clutch position C p0 s .
- an actual change of the clutch position C pos is effected at or after the second point in time t2, as illustrated in figure 3d.
- an actual adjustment of the engine torque T q is effected at or after the second point in time t2 by the resulting engine torque request signal, as illustrated in figure 3e.
- the actual change of the clutch position C p0 s and the actual adjustment of the engine torque T q are essentially synchronised and start at or after the second point in time t2. Therefore, the vehicle velocity also increases at or after the second point in time t2, as illustrated in figure 3f .
- the revolutions per minute (rpm) for the engine stays essentially the same, i.e. remains essentially unaltered, during the control of the air input system, the ignition system and the automated clutch, as illustrated in figure 3g.
- the control of the clutch position C p0 s and the control of the engine torque T q provided to the automated clutch are performed dynamically/continuously, i.e. are adapted over time to current operation conditions/point for the vehicle and/or engine being related to the control.
- one or more of the air input into the cylinders, the ignition timing and the change of the clutch position are dynamically/continuously controlled.
- the regulation of one or more of the air input into the cylinders, the regulation of the ignition timing and the regulation of the clutch position may, in other words, start in differing time instances relative to each other over time, due to changing operating conditions/points for the vehicle and/or engine.
- the type of operation to perform e.g. a clutch opening or closing operation, or a clutch slipping operation, is also decided.
- the decision may e.g. be made when the vehicle is standing still in connection with driving off from a standstill and/or in connection with a gear change of a gear box 103 connected to the automated clutch 106, as mentioned above.
- the air control response time ⁇ and the clutch response time ⁇ ⁇ and/or the ignition response time ⁇ ign are determined.
- the air control response time ⁇ is compared 212 with the clutch response time ⁇ ⁇ and/or the ignition response time ⁇ ign in order to determine a relation between them, e.g. to determine which one is the longest.
- a gear box control device 160 may be performed by a gear box control device 160.
- a possible driver requested clutch control is at least partly overridden/set aside by the clutch control provided by the herein described embodiments of the present invention. Therefore, the resulting engine torque request provided to the engine may be restricted in accordance with the clutch control provided by the herein described embodiments.
- the determined engine torque T q is translated into a mixture of fuel and air in the cylinders, and into an ignition timing which would together result in the determined engine torque T q .
- at least an air input and an ignition timing needed for providing a requested engine torque T q are
- the air input and the ignition timing may then be requested from the engine control device 140, e.g. by the gearbox control device 160.
- At least the relatively long air control response time ⁇ 3 ⁇ is here determined and then used for achieving this
- the control of the clutch position C p0 s and/or the control of the engine torque T q according to the present invention may be performed according to torque and/or power control algorithm and/or according to a closed loop revolutions per minutes (RPM) control algorithm.
- RPM revolutions per minutes
- a desired/requested clutch slip may be reached/provided. If application of the torque and/or power is not coordinated with the closing of the clutch, such that the torque is too high, or is applied too early, the clutch slips too much and an increased number of revolutions will occur, which also increases the wear on the clutch. Correspondingly, if the torque is too low, or is applied too late, due to poor coordination with the closing of the clutch, the clutch is closed too much, which results in a decreased number of revolutions. Such a decreased number of revolutions may be perceived as a jerking/yanking, and may even result in an engine stall .
- the amount of air being input into the cylinders of the engine may be adjusted from a rather small value, for example when the air throttle of the air inlet is shut and essentially no air is input to the
- the air input system 132 is controlled by the air control unit 122, as mentioned above.
- the air control unit 122 may
- the air control unit 122 may also be arranged for controlling a function of a turbo charger of an air inlet of the engine 101, e.g. for a single turbo implementation or for a multiple turbo
- the air control unit 122 may further be arranged for controlling a function related to a degree of opening for a variable valve arranged at an air inlet of the engine 101.
- the air control unit 122 may further be arranged for controlling a time instant of a change of the degree of opening for the variable valve arranged at the air inlet of the engine 101.
- the air control unit 122 may further be arranged for controlling a function of an exhaust gas
- EGR recirculation
- the air control unit 122 may further be arranged for controlling a function of a waste gate, i.e. a function of a turbine bypass valve.
- the air control unit 122 may further be arranged for controlling a function of a dump valve, i.e. a function of a compressor bypass valve.
- the air control unit 122 may further be arranged for controlling a function of a variable geometry turbocharger (VGT) of a variable turbine.
- VNT variable nozzle turbine
- the air control unit 122 may further be arranged for controlling a function related to a degree of opening for a variable valve and/or a time instant of a change of the degree of opening for the variable valve, the variable valve being arranged at an air outlet /output of the engine.
- the air control unit 122 may further be arranged for controlling a function of an intercooler bypass valve.
- the air control unit 122 may further be arranged for controlling a function of an exhaust gas recirculation (EGR) cooler bypass valve.
- EGR exhaust gas recirculation
- the air control unit 122 may, according to various embodiments of the present invention, be arranged for taking the function of one or more of the actuators regulating an amount of air being input into the cylinders of the engine into consideration when performing the control of the air being input into the engine.
- the air control unit 122 may be arranged to base the control of one or more of the air throttle, the turbo charger, the inlet variable valve, the outlet variable valve, the exhaust gas recirculation (EGR) valve, the waste gate, the dump valve, the variable geometry turbocharger (VGT), the variable nozzle turbine (VNT), the intercooler bypass valve, and the exhaust gas recirculation (EGR) cooler bypass valve on the function of one or more of the air throttle, the turbo charger, the inlet variable valve, the outlet variable valve, the exhaust gas recirculation (EGR) valve, the waste gate, the dump valve, the variable geometry turbocharger (VGT), the variable nozzle turbine (VNT), the intercooler bypass valve, and the exhaust gas recirculation (EGR) cooler bypass valve.
- EGR exhaust gas recirculation
- the air control unit 122 is arranged to base the control of one or more air input units/means/components/functions based on two or more air input functions.
- the air control unit 122 may be arranged to base the control of one or more of the air throttle, the turbo charger, the inlet variable valve, the outlet variable valve, the exhaust gas recirculation (EGR) valve, the waste gate, the dump valve, the variable geometry turbocharger (VGT), the variable nozzle turbine (VNT), the intercooler bypass valve, and the exhaust gas recirculation (EGR) cooler bypass valve on two or more of the function of one or more of the air throttle, the turbo charger, the inlet variable valve, the outlet variable valve, the exhaust gas recirculation (EGR) valve, the waste gate, the dump valve, the variable geometry turbocharger (VGT), the variable nozzle turbine (VNT), the intercooler bypass valve, and the exhaust gas recirculation (EGR) cooler bypass valve.
- EGR exhaust gas recirculation
- the air control may be based on a large number of parameters. Also, due to the many possible parameters on which the air control may be based, the control may essentially always be performed correctly and reliably.
- an air control engine torque T q _ a i r is defined as the contribution to the engine torque T q which depends on the input of air into the engine, i.e. which depends on how the air input into the cylinders is controlled.
- an ignition control engine torque T q _i gn is defined as contribution to the engine torque T q which depends on the ignition of the fuel and air mixture in the cylinders, i.e. which depends on how the ignition is controlled.
- the calculations/determinations being related to an air control engine torque T q _ a ir may, e.g. for target values and/or for actual values, describe a torque level which may be achieved/provided/reached for a most efficient timing of the ignition, i.e. for a most efficiently chosen ignition point in time, and related to a current amount of air and/or an amount of EGR exhausts, i.e. recirculated exhausts, in the cylinder for a certain engine speed.
- An ignition control engine torque T q _i gn may, according to an embodiment, correspond to, e.g. be defined as the engine torque T q actually being provided on/to the crank/output shaft/axle.
- T q _i gn is often lower/smaller than the theoretical maximal value for the ignition control engine torque T q _i gn , i.e. T q _i gn _m ax ⁇ T q _ a ir, since the choice of the ignition time point is often restricted/limited by physical
- cylinder comprises/includes/holds a certain amount of
- the mixture expansion following the ignition will give the piston an additional contribution to its movement, i.e. will add to/increase the resulting torque.
- the size/value of the added/increased torque resulting from the ignition performed after top dead center depends on how close to the top dead center the mixture is ignited. If the mixture is ignited closely after the piston has passed the top dead center, the positive contribution to the resulting torque is greater/higher than if the mixture is ignited later, i.e. longer after the piston has passed the top dead center. The longer after the piston has passed the top dead center, the more heat, and thus less torque, is created by the
- the control 230 of the ignition timing for the electric spark may then be performed by use of the second control signal Ut2 including the second change c2 in amplitude at a third point in time t3, being sent to the engine control device 140, and thus to the ignition control unit 121, as is illustrated with a dashed line in figure 4b.
- the second control signal Ut2 is here compensated for the non-zero
- the second change in amplitude c2 of the second control signal Ut2 indicates when a regulation of the ignition timing should start.
- the actual ignition timing regulation will be delayed by the non-zero ignition response time ⁇ 9 ⁇ , the actual regulation will then start at or after the second point in time t2, synchronized with the actual start of the regulation of the air input .
- the ignition timing may be adjusted such that the actual time instant /point when the spark ignites the mixture of fuel and air in the cylinders, i.e.
- the second control signal Ut2 may, as mentioned above, include an initial standby value sb indicating that a regulator receiving the second control signal Ut2 should be in a standby mode. The standby value is then here followed by the second change in amplitude c2 at the third point in time t3,
- the control 240 of the automated clutch may, according to an embodiment, be performed by use of a fourth control signal Ut4 including a fourth change in amplitude c4 at a fourth point in time t4 if a clutch response time ⁇ ⁇ for the automated clutch is considered to have a non-zero value.
- the clutch system may have a response time ⁇ ⁇ , which for some implementations is shorter than the air control response time ⁇ as is illustrated in figure 4c_l, wherein the first point in time tl occurs before the fourth point in time t4.
- the clutch system response time ⁇ ⁇ is longer than the air control response time ⁇ as is illustrated in figure 4c_2, wherein the fourth point in time t4 occurs before the first point in time tl.
- the fourth control signal Ut4 may be sent to the clutch control unit 150. Due to the clutch response time ⁇ ⁇ , the movement of the clutch position C p0 s would then be delayed with the clutch response time ⁇ ⁇ in relation to the fourth increase c4 of amplitude at the fourth point in time t4 of the fourth control signal Ut4 .
- the fourth change in amplitude c4 of the fourth control signal Ut4 indicates when a regulation of the clutch position Cpos should be initiated.
- the actual regulation will be delayed by the non-zero clutch response time ⁇ ⁇ , the actual regulation will then start at or after the second point in time t2, synchronized with the actual start of the regulation of the air input and with the actual start of the regulation of the ignition timing.
- the fourth control signal Ut4 may, as mentioned above, include an initial standby value sb indicating that a regulator receiving the fourth control signal Ut4 should be in a standby mode.
- the standby value is followed by the fourth change in amplitude c4 at the fourth point in time t4, indicating that the regulator should start regulating the clutch position, followed by a regulation value r indicating that the regulator should regulate the clutch position C p0 s .
- the regulation of the engine air input has a greater
- the regulation of the air input may according to an embodiment be used for coarse adjustments of the engine torque T q , e.g. by large steps for the degree of opening of the input air throttle.
- the regulation of the ignition timing may be used for fine tuning of the engine torque T q , e.g. by small adjustments of the time instant/point for ignition of the spark between a maximum brake torque (MBT) angel and a top dead centre (TDC) angle.
- MBT maximum brake torque
- TDC top dead centre
- regulation of the ignition timing may be used for correcting regulation errors occurring by the regulation of the air input.
- the air control response time ⁇ is, according to the present invention, used for creating at least the second and fourth control signals Ut2, Ut4 and/or for controlling the ignition timing and/or the clutch position
- the air control response time ⁇ may be determined 210 in a number of ways .
- the air control response time ⁇ is determined by setting the air control response time value ⁇ to a predetermined fixed value . This is a very low-complexity
- the air control response time ⁇ is determined by dynamically setting the air control response time value ⁇ to a
- the air control response time ⁇ the may be adjusted based on e.g. current operational conditions, which provides for an exact
- the calculation of the calculated value ⁇ _ ⁇ 3 ⁇ may be based on an ambient air temperature T a ir and/or on an ambient air pressure Pair .
- invention may have an impact on the calculated value ⁇ _ ⁇ 3 ⁇ .
- an operating point for the engine may be taken into consideration when determining the calculated value ⁇ _ ⁇ 3 ⁇ .
- At least one response time ⁇ ⁇ ⁇ for at least one physical component, such as e.g. an air throttle, of the air input system 132 arranged for inputting the air into the cylinders 134 may be taken into account when determining the calculated value ⁇ _ ⁇ 3 ⁇ .
- the calculation of the calculated value ⁇ _ ⁇ 3 ⁇ may be based on at least one signalling response time S iq f including e.g. a signalling delay of a controller area network (CAN) bus, of an air input system 132 arranged for inputting the air into the cylinders 134.
- S iq f including e.g. a signalling delay of a controller area network (CAN) bus, of an air input system 132 arranged for inputting the air into the cylinders 134.
- CAN controller area network
- At least one fuel response time ⁇ including e.g. a fuel delay for fuel reaching the engine, for a fuel system 133 providing fuel into the cylinders 134 may be used as basis for determining the calculated value ⁇ _ ⁇ 3 ⁇ .
- a dynamically calculated value ⁇ ign_calc may then be calculated based on one or more of delays of the electrical /control system, and a voltage and/or a charge time interval for a inductor/coil and/or a capacitor of the ignition system.
- the ⁇ ign_calc may also be calculated based on for example a number of engine revolutions, an amount of air input into the engine, an amount of air being recirculated by an EGR arrangement, an air temperature, and/or an engine temperature .Also, the clutch response time may also be determined either as a
- the dynamically calculated value may be calculated in a number of ways depending on the construction of the automated clutch. For example, the dynamically calculated value may be calculated based on a clutch temperature, on a clutch voltage for an
- the response times ⁇ ign_calc r ⁇ _ ⁇ 3 ⁇ may be adjusted based on e.g. current operational conditions, which provides for an exact determination of the response times ⁇ ign_calc / ⁇ ⁇ ciutch_caic f and for an exact control of the ignition timing and/or the clutch position C p0 s .
- the gear box may also be controlled based on one or more of the herein described response times, i.e. based on one or more of the air response time ⁇ the ignition response time ⁇ ign, and the clutch response time
- the gear box may also be controlled based on one or more of the herein described response times, i.e. based on one or more of the air response time ⁇ the ignition response time ⁇ ign, and the clutch response time
- the gear box may also be controlled based on one or more of the herein described response times, i.e. based on one or more of the air response time ⁇ the ignition response time ⁇ ign, and the clutch response time
- the gear box may also be
- one or more of the clutch 106 and the gearbox 103 may be controlled based on the timing/response times for the engine being determined according to any one of the herein described embodiments, and also on the timing/response times for the clutch ⁇ clutch and/or for the gearbox ⁇ gearbo ⁇ .
- gearbox control device 160 and/or the clutch control device 150 may be provided with the air input
- the gearbox control device 160 and/or the clutch control device 150 may request, and receive, the air response time ⁇ and/or the ignition
- the gearbox control device 160 and/or the clutch control device 150 may then use one or more of the received air response time ⁇ and/or the ignition response time ⁇ ign , and possibly also the clutch response time ⁇ ⁇ and/or the gearbox response time ⁇ gearbo ⁇ , as a basis for the control of the clutch 106 and/or the gearbox 103.
- the gearbox control device 160 and/or the clutch control device 150 may then determine/create a torque request T q _ r eq based on one or more of the air response time ⁇ the ignition response time ⁇ ign , the clutch response time ⁇ ⁇ and/or the gearbox response time ⁇ gearbo ⁇ , which is then sent/provided to the engine control device 140.
- one or both of the clutch 106 and the gearbox 103 may be controlled to be synchronized with the torque T q being provided by the engine 101.
- the gearbox response time ⁇ gearbo ⁇ may here be related to the delay for a certain gear ratio to be applied in the gear box, i.e. the delay for the gearbox actuators to change gear wheels being engaged within the gearbox.
- the timing of the related control signals for those slow one or more components may be advanced.
- the timing of the related control signals for those fast one or more components may be delayed.
- the components i.e. the engine 101, the clutch 106 and the gearbox 103, may be totally synchronized, such that the torque T q provided by the engine is met by a well timed clutch
- the gearbox control device 160 and/or the clutch control device 150 may be arranged to determine/create a torque request T q _ r eq based on one or more of the air response time ⁇ the ignition response time ⁇ ign , the clutch response time ⁇ ⁇ and/or the gearbox response time ⁇ gearbo ⁇ .
- This torque request T q _ r eq which is then sent /provided to the engine control device 140, whereby the delivered engine torque T q , the function of the clutch 106, and or the function of the gearbox 103 are thereby coordinated/synchronized in time, such that the herein described advantages are achieved.
- the engine control device 140, the gearbox control device 160 and/or the clutch control device 150 are be arranged to dynamically/continuously adapt their control of the engine 101, clutch 106 and gearbox 103, respectively, based on the changing operating conditions for the engine 101, clutch 106 and gearbox 103, respectively.
- a method for controlling a clutch position C p0 s and an engine torque T q may also be implemented in a computer program, which, when it is executed in a computer, instructs the computer to execute the method.
- the computer program is usually constituted by a computer program product 403 stored on a non-transitory/non-volatile digital storage medium, in which the computer program is incorporated 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 Readonly Memory) , EPROM (Erasable PROM) , Flash memory, EEPROM (Electrically Erasable PROM), a hard disk unit, etc.
- ROM Read-Only Memory
- PROM PROM
- EPROM Erasable PROM
- Flash memory EEPROM (Electrically Erasable PROM), a hard disk unit, etc.
- Figure 5 shows in schematic representation a control
- control unit / system/means 400/120 The control unit / system/means
- a computing unit 401 which may be
- the computing unit 401 is connected to a memory unit 402 arranged in the control unit / system/means 400/120, which memory unit provides the computing unit 401 with, for example, the stored program code and/or the stored data which the computing unit 401 requires to be able to perform computations.
- the computing unit 401 is also arranged to store partial or final results of computations in the memory unit 402.
- control unit / system/means 400/120 is provided with devices 411, 412, 413, 414 for receiving and transmitting input and output signals.
- These input and output signals can contain waveforms, impulses, or other attributes which, by the devices 411, 413 for the reception of input signals, can be detected as information and can be converted into signals which can be processed by the computing unit 401. These signals are then made available to the computing unit 401.
- the devices 412, 414 for the transmission of output signals are arranged to convert signals received from the computing unit 401 in order to create output signals by, for example, modulating the signals, which can be transmitted to other parts of and/or systems in the vehicle.
- Each of the connections to the devices for receiving and transmitting input and output signals can be constituted by one or more of a cable; a data bus, such as a CAN bus
- communication bus systems including one or more
- control system can comprise a large number of control units and the responsibility for a specific function can be divided amongst more than one control unit.
- Vehicles of the shown type thus often comprise significantly more control units than are shown in figures 1 and 5, which is well known to the person skilled in the art within this technical field.
- the present invention is implemented in the control unit / system/means 400/120.
- the invention can also, however, be implemented wholly or partially in one or more other control units already present in the vehicle, or in some control unit dedicated to the present invention.
- a control system 120 arranged for controlling a position C p0 s of an automated clutch 106 and for controlling an engine torque T q being provided to the automated clutch 106 is disclosed.
- the torque T q is provided by to the automated clutch 106 by an engine 101 using an electric spark to ignite a mixture of fuel and air in its cylinders 134.
- the engine torque T q provided to the automated clutch depends at least on an ignition timing for the electric spark and on an amount of air being input into the fuel and air mixture in the cylinders 134.
- the control system 120 includes a determination unit/means 151, arranged for determining 210 an air control response time ⁇ for an air control unit 122 arranged for controlling the amount of air being input into the cylinders 134.
- the control system further includes an air input control unit/means 152, arranged for controlling 220 the air input into the cylinders 134 of the engine by use a first control signal Uti .
- the first control signal Uti includes a first change cl in amplitude at a first point in time tl, which indicates when a regulation of the air input should start.
- the control system 120 also includes an ignition timing control unit/means 153, arranged for controlling 230 ignition timing for the electric spark by use of a second control signal Ut2.
- the second change c2 in amplitude of the second control signal Ut2 indicates when a regulation of the ignition timing should start.
- control system 120 includes a clutch position control unit/means 154, arranged for controlling 240 a change of the clutch position C p0 s by use of a fourth control signal Ut4.
- a fourth change c4 in amplitude of the fourth control signal Ut4 then indicates when the change of the clutch position C p0 s should start and is related to the second point in time.
- units are often described as being arranged for performing steps of the method according to the invention. This also includes that the units are designed to and/or configured to perform these method steps.
- control system/means 120 is in figure 1 illustrated as including separately illustrated units/means 151, 152, 153, 154.
- control system/means 120 may include the engine control device/means 140, which may include a number of units 121, 122, 123, as described above.
- the control system 120 may also include a clutch control unit 150 and a gearbox control unit 160.
- These means/units/devices 151, 152, 153, 154, 120, 121, 122, 123, 140, 150, 160 may, however, be at least to some extent logically separated but implemented in the same physical unit/device.
- These means/units/devices 151, 152, 153, 154, 120, 121, 122, 123, 140, 150, 160 may also be part of a single logic unit which is implemented in at least two different physical units/devices.
- means/units/devices 151, 152, 153, 154, 120, 121, 122, 123, 140, 150, 160 may also be at least to some extent logically separated and implemented in at least two different physical means/units/devices. Further, these means/units/devices 151, 152, 153, 154, 120, 121, 122, 123, 140, 150, 160 w may be both logically and physically arranged together, i.e. be part of a single logic unit which is implemented in a single physical means/unit /device .
- These means/units/devices 151, 152, 153, 154, 120, 121, 122, 123, 140, 150, 160 may for example correspond to groups of instructions, which can be in the form of programming code, that are input into, and are utilized by at least one processor when the units are active and/or are utilized for performing its method step,
- control system/means 120 may be implemented at least partly within the vehicle 100 and/or at least partly outside of the vehicle 100, e.g. in a server, computer, processor or the like located separately from the vehicle 100.
- the units 151, 152, 153, 154 described above correspond to the claimed means 151, 152, 153, 154 arranged for performing the embodiments of the present
- the system according to the present invention can be arranged for performing all of the above, in the claims, and in the herein described embodiments method steps.
- the system is hereby provided with the above described advantages for each respective embodiment.
- a skilled person also realizes that the above described system can be modified according to the different embodiments of the method of the present invention.
- the present invention is also related to a vehicle 100, such as a truck, a bus or a car, including the herein described control system arranged for controlling a position C p0 s of an automated clutch and for controlling an engine torque T q .
- inventive method, and embodiments thereof, as described above may at least in part be performed with/using/by at least one device.
- the inventive method, and embodiments thereof, as described above may be performed at least in part with/using/by at least one device that is suitable and/or adapted for performing at least parts of the inventive method and/or embodiments thereof.
- a device that is suitable and/or adapted for performing at least parts of the inventive method and/or embodiments thereof may be one, or several, of a control unit, an electronic control unit (ECU), an electronic circuit, a computer, a computing unit and/or a processing unit .
- embodiments thereof may be referred to as an, at least in part, computerized method.
- Said method being, at least in part, computerized meaning that it is performed at least in part with/using/by said at least one device that is suitable and/or adapted for performing at least parts of the inventive method and/or embodiments thereof.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Automation & Control Theory (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BR112019017895-3A BR112019017895A2 (en) | 2017-03-31 | 2018-03-28 | CONTROL OF AN AUTOMATIC CLUTCH AND ENGINE TORQUE |
DE112018000958.0T DE112018000958T5 (en) | 2017-03-31 | 2018-03-28 | Control of an automatic clutch and an engine torque |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE1750389-7 | 2017-03-31 | ||
SE1750389A SE540839C2 (en) | 2017-03-31 | 2017-03-31 | Control of an automated clutch and of an engine torque |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2018182494A1 true WO2018182494A1 (en) | 2018-10-04 |
Family
ID=63678284
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/SE2018/050337 WO2018182494A1 (en) | 2017-03-31 | 2018-03-28 | Control of an automated clutch and of an engine torque |
Country Status (4)
Country | Link |
---|---|
BR (1) | BR112019017895A2 (en) |
DE (1) | DE112018000958T5 (en) |
SE (2) | SE540839C2 (en) |
WO (1) | WO2018182494A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3106629A1 (en) * | 2020-01-27 | 2021-07-30 | Psa Automobiles Sa | CHECKING THE COMBUSTION ENGINE TORQUE OF A MOTOR VEHICLE WHEN THE CLUTCH IS CLOSED |
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US6243637B1 (en) * | 1998-03-19 | 2001-06-05 | Hitachi, Ltd. | Control apparatus and method for automatic transmission by oil pressure on clutch |
US20020037790A1 (en) * | 1999-02-18 | 2002-03-28 | Ingo Carl | Drive system and method for driving a drive assembly in a drive system |
US6688282B1 (en) * | 2002-08-28 | 2004-02-10 | Ford Global Technologies, Llc | Power-based idle speed control |
EP1393954A2 (en) * | 2002-08-27 | 2004-03-03 | Nissan Motor Company, Limited | Vehicle driving force control |
US20040106498A1 (en) * | 2002-11-30 | 2004-06-03 | Edward Badillo | Method for managing engine torque during a gear shift in an automatic shift manual transmission |
EP1450063A1 (en) * | 2003-02-21 | 2004-08-25 | BorgWarner Inc. | Method of controlling a dual clutch transmission |
EP1510677A2 (en) * | 2003-08-26 | 2005-03-02 | Toyota Jidosha Kabushiki Kaisha | Control device of internal combustion engine |
US20050245351A1 (en) * | 2004-04-27 | 2005-11-03 | Denso Corporation | Controller for automatic transmission |
US20130045832A1 (en) * | 2011-08-19 | 2013-02-21 | GM Global Technology Operations LLC | System and method of controlling crankshaft torque during a transmission shift with torque capacity-based torque reduction range selection |
US8562484B1 (en) * | 2012-05-07 | 2013-10-22 | Ford Global Technologies, Llc | Method and apparatus for starting a turbocharged engine in a hybrid vehicle |
US20150360673A1 (en) * | 2013-03-27 | 2015-12-17 | Aisin Aw Co., Ltd. | Control device for vehicle drive apparatus |
WO2016035170A1 (en) * | 2014-09-03 | 2016-03-10 | 日産自動車株式会社 | Lock-up clutch control device for vehicle |
-
2017
- 2017-03-31 SE SE1750389A patent/SE540839C2/en unknown
-
2018
- 2018-03-28 DE DE112018000958.0T patent/DE112018000958T5/en active Pending
- 2018-03-28 BR BR112019017895-3A patent/BR112019017895A2/en active IP Right Grant
- 2018-03-28 WO PCT/SE2018/050337 patent/WO2018182494A1/en active Application Filing
- 2018-03-28 SE SE1850353A patent/SE542436C2/en unknown
Patent Citations (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6243637B1 (en) * | 1998-03-19 | 2001-06-05 | Hitachi, Ltd. | Control apparatus and method for automatic transmission by oil pressure on clutch |
US20020037790A1 (en) * | 1999-02-18 | 2002-03-28 | Ingo Carl | Drive system and method for driving a drive assembly in a drive system |
EP1393954A2 (en) * | 2002-08-27 | 2004-03-03 | Nissan Motor Company, Limited | Vehicle driving force control |
US6688282B1 (en) * | 2002-08-28 | 2004-02-10 | Ford Global Technologies, Llc | Power-based idle speed control |
US20040106498A1 (en) * | 2002-11-30 | 2004-06-03 | Edward Badillo | Method for managing engine torque during a gear shift in an automatic shift manual transmission |
EP1450063A1 (en) * | 2003-02-21 | 2004-08-25 | BorgWarner Inc. | Method of controlling a dual clutch transmission |
EP1510677A2 (en) * | 2003-08-26 | 2005-03-02 | Toyota Jidosha Kabushiki Kaisha | Control device of internal combustion engine |
US20050245351A1 (en) * | 2004-04-27 | 2005-11-03 | Denso Corporation | Controller for automatic transmission |
US20130045832A1 (en) * | 2011-08-19 | 2013-02-21 | GM Global Technology Operations LLC | System and method of controlling crankshaft torque during a transmission shift with torque capacity-based torque reduction range selection |
US8562484B1 (en) * | 2012-05-07 | 2013-10-22 | Ford Global Technologies, Llc | Method and apparatus for starting a turbocharged engine in a hybrid vehicle |
US20150360673A1 (en) * | 2013-03-27 | 2015-12-17 | Aisin Aw Co., Ltd. | Control device for vehicle drive apparatus |
WO2016035170A1 (en) * | 2014-09-03 | 2016-03-10 | 日産自動車株式会社 | Lock-up clutch control device for vehicle |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3106629A1 (en) * | 2020-01-27 | 2021-07-30 | Psa Automobiles Sa | CHECKING THE COMBUSTION ENGINE TORQUE OF A MOTOR VEHICLE WHEN THE CLUTCH IS CLOSED |
WO2021152224A1 (en) * | 2020-01-27 | 2021-08-05 | Psa Automobiles Sa | Control of the torque of a motor vehicle combustion engine when closing the clutch |
Also Published As
Publication number | Publication date |
---|---|
SE542436C2 (en) | 2020-04-28 |
SE1850353A1 (en) | 2018-10-01 |
DE112018000958T5 (en) | 2019-12-12 |
SE1750389A1 (en) | 2018-10-01 |
SE540839C2 (en) | 2018-11-27 |
BR112019017895A2 (en) | 2020-05-12 |
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