SE1451227A1

SE1451227A1 - Device and method for giving feedback about a driver's use of a clutch

Info

Publication number: SE1451227A1
Application number: SE1451227A
Authority: SE
Inventors: Fredrik Jarngren; Erik Gustafsson
Original assignee: Scania Cv Ab
Priority date: 2014-10-14
Filing date: 2014-10-14
Publication date: 2016-04-15
Also published as: DE102015012233B4; DE102015012233A1; BR102015025987A2; SE538412C2

Abstract

19 Abstract A device (3) and a method for giving feedback about a driver”s use of a clutch (2)in a vehicle (1) with a clutch pedal (6). The device (3) comprises a control unit 20with a calculation model of the clutch (2). The control unit (20) is furtherconfigured to: provide a usage parameter with information about usage of theclutch (2) and to provide condition data with information about at least onecondition in the vehicle (1) or one condition in a close environment of the vehicle(1). The control unit (20) further comprises instructions for: simulating an optimalway of operating the clutch (2) given the condition data, based on the calculationmodel of the clutch (2), in order to determine an optimal usage parameter;comparing the usage parameter with the optimal usage parameter anddetermining evaluation data based on a result of the comparing. The control unit(20) is further configured to generate an evaluation signal indicating the evaluationdata and send the evaluation data to a presentation unit (19) configured topresent the evaluation data for the driver of the vehicle (1 ). (Figure 2)

Description

Device and method for giving feedback about a driver”s use of a clutch Field of the invention The present invention relates to a device and a method for giving feedback abouta driver”s use of a clutch in a vehicle. The present invention also relates to acomputer program, a computer program product and a vehicle comprising the device.

Background of the invention A clutch in a vehicle may be manually or automatically activated depending on thechoice of powertrain in the vehicle. A vehicle with an automatic manualtransmission (Al\/IT) may control gearing including actuation of the clutchautomatically, depending on the driver's operation of the accelerator pedal andthe brake pedal. An AMT may also allow manual actuation of the clutch. A vehiclemay instead have an automatic transmission, typically without a clutch. Apowertrain with any of those transmissions may be called a “two-pedal system” asit may have one accelerator pedal and one brake pedal, but lack a pedal for theclutch. ln a powertrain with a clutch pedal, the clutch may be activated by thedriver either via a physical connection between a clutch pedal and the clutchplates, or via a so called “clutch-by-wire” (CBW), where the physical connection isexchanged with a position sensor and a clutch actuator. The sensed position ofthe clutch pedal is then forwarded to a transmission control unit (TCU) where aclutch position corresponding to the sensed position is determined. The clutchactuator is then actuated in order to position the clutch in accordance with the determined position.

The clutch is during use exposed to wear which grade of wear inter alia dependson how the clutch is being used. A skilled driver may have a way of driving thevehicle which causes less wear to the clutch than an unexperienced driver”s.Using a clutch pedal in an energy efficient way which causes as little wear aspossible is not always obvious, and also the skilled driver may encountersituations were the most energy efficient use of the clutch is hard to know. Also, 2 the skilled driver may unknowingly apply an unnecessarily energy consuming wayof using the clutch.

From EP2557012A1 a system and method is known to recognize a drivers desireto convey the vehicle, and to adapt control of e.g. the gearbox, clutch anddamping force of an air suspension in dependence of the drivers desire. Forexample, the vehicle may be set in a sport mode or a comfort mode. A driving skilllevel of the driver may be determined, and the control adapted to the level. Also inDE102005036897 the desire of the driver is recognized in order to increase thecomfort when changing gear using a clutch by wire system, and to increase thelife-span of the same. ln JP2005214370A a control device of a vehicular power train including anautomatic transmission is described. The device selects mode between anautomatic mode and a manual mode. The driver”s use of the clutch at manualgear change is recognized to control the clutch in automatic mode according tothe driver”s behavior, such that the driver shall recognize the behavior of the vehicle also in automatic mode.

The above described solutions of prior art makes use of automated help when theclutch shall be used. The driver will then not learn how to use the clutch in the most optimal way, and thus has to rely on the automated help.

Summary of the invention lt is an object of the invention to alleviate at least some of the drawbacks with theprior art. lt is a further object of the invention to provide a device and a methodthat teaches the driver how to use a clutch in the vehicle in an optimal way in view of fuel consumption and/or comfort and/or wear.

Provided is a device and a method for giving feedback about a driver”s use of aclutch in a vehicle. The driver will get feedback of how the driver has used the clutch, and may be encourage to use the clutch in a better way. An optimal way of 3 using the clutch may also be shown to the driver, such that the driver may learnhow to use the clutch in an optimal way. The behavior of the driver may beimproved whereby the lifetime of the clutch and its constituent parts may be increased. A more environmentally friendly driving may be encouraged.

According to one aspect, the device comprises a control unit with a calculationmodel of the clutch. The control unit is further configured to: - provide a usage parameter with information about usage of the clutch; - provide condition data with information about at least one condition in the vehicleand/or at least one condition in a close environment of the vehicle; the control unit further comprises instructions to: - simulate an optimal way of operating the clutch given the condition data, basedon the calculation model of the clutch, in order to determine an optimal usageparameter; - comparing said usage parameter with said optimal usage parameter; - determining evaluation data based on a result of the comparing; the control unit is further configured to generate an evaluation signal indicating theevaluation data and send the evaluation data to a presentation unit configured topresent the evaluation data for the driver of the vehicle.

According to a second aspect, the method comprises: - providing a usage parameter with information about usage of the clutch; - providing condition data with information about at least one condition in thevehicle and/or at least one condition in a close environment of the vehicle; - simulating an optimal way of operating the clutch given the condition data, basedon a calculation model of the clutch, in order to determine an optimal usageparameter; - comparing said usage parameter with said optimal usage parameter; - determining evaluation data based on a result of the comparing; - presenting the evaluation data for the driver of the vehicle.

According to a third aspect, a computer program P is provided, wherein the 4 computer program P includes a computer program code to cause a control unit, ora computer connected to the control unit, to perform the method steps accordingto any of the method steps as i||ustrated herein.

According to a fourth aspect, a computer program product is provided comprisinga computer program code stored on a non-transitory computer-readable mediumto perform the method steps according to any of the method steps as i||ustratedherein, when the computer program code is executed by a control unit or by a computer connected to the control unit.

According to a fifth aspect, a vehicle is provided comprising the device asdescribed herein.

Preferred embodiments are described in the dependent claims and in the detaileddescription.

Short description of the abbended drawinds Below the invention will be described with reference to the accompanying figures,of which: Fig. 1 shows a vehicle with a device according to one embodiment of theinvenﬁon.

Fig. 2 shows an overview of the device and a clutch and its connecting parts inthe vehicle.

Fig. 3 illustrates a flowchart of the method according to one embodiment of the invenﬁon.

Detailed description of preferred embodiments of the invention ln Fig. 1 a vehicle 1 is shown, which may comprise a device 3 for giving feedbackabout a driver”s use of a manual clutch 2. A drive system comprising the clutch 2transmits torque from an engine 5 to a drivetrain of the vehicle 1. As i||ustrated inFig. 2, the drivetrain is here embodied as a transmission or gearbox 4 connected 5 via a propeller shaft 13 to a wheel pair 14. The vehicle 1 may be a working vehiclesuch as a truck or a bus; or a private car. ln Fig. 2, the drive system is shown in more detail. An output shaft 9 from theengine 5 is connected to a flywheel 10. The flywheel 10 is arranged to a pressureplate 11 of the clutch 2. The pressure plate 11 is typically accommodated in ahousing (not shown). The pressure plate 11 is connected to the transmission 4 viaan input shaft 12 to the transmission 4. Via a clutch pedal 6, the driver of thevehicle 1 may control the clutch 2 in order to e.g. change gear. ln a CBW system,the clutch 2 is typically controlled by the driver when starting and stopping, but isautomatically controlled when changing gear. When the clutch pedal 6 is notactuated, the pressure plate 11 is pressed against the flywheel 10 such that thepressure plate 11 and the flywheel 10 are engaged, and a rotation speed rpmengof the engine 5 and the output shaft 9 is transmitted via the flywheel10 to thepressure plate 11 and the input shaft 12 to the transmission 4. The flywheel 10and the pressure plate 11 will after a while rotate with the same rotation speedrpmeng because of friction acting between the flywheel 10 and the pressure plate11. When the clutch pedal 6 is actuated, e.g. depressed, the pressure plate 11 isdisengaged from the flywheel 10. Depending on how much the clutch pedal 6 isdepressed, thus the position of the clutch pedal 6, the pressure plate 11 and theflywheel 10 may be partly engaged or not engaged at all. lf the pressure plate 11and the flywheel 10 are not engaged at all, the input shaft 12 to the transmission 4will not rotate. lf the pressure plate 11 and the flywheel 10 are partly engaged, thepressure plate 11 and the flywheel 10 will rotate at different speeds. This is called“slip” or slippage. The slip is needed to bring the flywheel 10 and input shaft 12 tothe transmission into a synchronized speed. However, too much slip when theclutch 2 is loaded with a torque from the engine 5 may cause wear to the clutch 2.The slip may be quantified as a slip parameter Arpm, which is a difference inrotation speed rpmeng of the engine 5 (thus the output shaft 9), and a rotationspeed rpmgea, of the input axis 12 of the transmission 4, thus: Arpm = rpmeng - rpmgear. The slip of the clutch 2 may also be quantified as a slip time period Atsiip, 6 and is the period of time during a driver”s use of the clutch 2 when the clutch 2slips. Thus, the slip time period Atslip is the time period where a slip parameterArpm greater than zero can be calculated. The rotation speed rpmeng and therotation speed rpmgea, may be measured by rotation speed sensors 21 and 22. Aclutch torque Tduich acts on the clutch 2 via the output shaft 9 from the engine 5.The clutch torque Tcluich may be derived from the engine torque Tang, compensatedfor any loss or added torque from e.g. an electric engine.

The clutch 2 may be a “clutch by wire”, where the position of the clutch peda| 6 ismeasured with a position sensor 7. The position of the clutch peda| 6 is thenforwarded to a control unit 20 that actuates a clutch actuator 8 connected to thepressure plate 11 in accordance with the measured position of the clutch peda| 6.The control unit 20 determines an appropriate position setting of the clutchactuator 8 based on the measured position of the clutch peda| 6. The clutchactuator 8 may be a hydraulic piston or any other kind of actuator arranged torelease the pressure plate 11 from the flywheel 10. The clutch peda| 6 mayinstead be connected directly to the pressure plate 11 by mechanical means. Theclutch 2 may be part of a powertrain with a hybrid solution, where the clutch 2 maybe both automatically actuated and manually actuated. The automaticallyactuated clutch 2 is then part of an automatic transmission system, which may becontrolled via the control unit 20 or be fully or partly included in the control unit 20. ln Fig. 2 the device 3 for giving feedback about a driver”s use of a clutch 2 isillustrated. The device 3 comprises the control unit 20, which includes acalculation model of the clutch 2. The control unit 20 may be configured tosimulate an optimal way of operating the clutch 2 based on the calculation model.The control unit 20 includes a processing unit 15 and a memory unit 16. Theprocessing unit 15 may be made up of one or more Central Processing Units(CPU). The memory unit 16 may be made up of one or more memory units. Amemory unit may include a volatile and/or a non-volatile memory, such as a flashmemory or Random Access l\/lemory (RAIVI). The calculation model may be stored in the memory unit 16. The control unit 20 further includes a computer program P 7 including a computer program code or instructions to cause the control unit 20, ora computer connected to the control unit 20, to perform any of the method stepsthat will be described in the following. The control unit 20 may be an ElectronicControl Unit (ECU), and may include the functionality of a transmission controlunit (TCU). The ECU and the TCU may instead be separated control units. A TCUis arranged to control the transmission using sensor data from the vehicle 1and/or data provided by the device 3 to calculate how and when to change gearsin the vehicle 1 for optimum performance, fuel economy, shift quality and/or take-off performance. Thus, the control unit 20 may be arranged to control the clutch 2and/or transmission 4 automatically.

The control unit 20 is further configured to provide a usage parameter withinformation about usage of the clutch 2. The usage parameter indicates any of: aposition of a clutch pedal 6, a rotation speed rpmeng of the engine 5, a rotationspeed rpmgea, of the input axis 12 to the transmission 4, a slip parameter Arpmindicating a slip of the clutch 2, a slip time period Atsiip, a total energy consumptionWC for operating the clutch 2, an acceleration a of the vehicle 1. The position ofthe clutch pedal 6 may be measured by the clutch position sensor 7. The driver”sactuation of the clutch pedal 6 may instead be measured e.g. as a force or apressure. Then a force sensor or pressure sensor may be used. The rotationspeed rpmeng of the engine 5 may be measured with rotation speed sensor 21.The rotation speed rpmgea, of the input axis 12 to the transmission 4 may bemeasured with the rotation speed sensor 22. The slip time period Atsiip may bedetermined by the control unit 20 by measuring the time period during which theslip parameter Arpm is greater than zero and the clutch 2 is engaged. The totalenergy consumption WC for operating the clutch 2 when the clutch 2 is engagedmay be determined by the control unit 20 by the relation: VVc I L? Aw l Tclutch (1) 8 where t1 is the starting time for the slip and t2 the stopping time for the slip, Tommi,is a torque acting on the clutch 2 when the clutch 2 is engaged, and Aw is the slipparameter Arpm transformed to rad/s. The control unit 20 may further beconfigured to provide a usage parameter with information about usage of theaccelerator pedal 17 or brake pedal 18 in relation to usage of the clutch 2.

The control unit 20 is further configured to provide condition data with informationabout at least one condition in the vehicle 1 or one condition in a closeenvironment of the vehicle 1. “ln a close environment of the vehicle 1” here meanswithin a few meters distance from the vehicle 1. The condition data may indicateany of: use of the accelerator pedal 17, use of the brake pedal 18, current gear,road sloping value, road radius, vehicle velocity, temperature, available enginepower, condition of any part or system in the vehicle 1, wheel radius. Use of theaccelerator pedal 17 may be detected by a position sensor 23, and use of thebrake pedal 18 may be detected by a position sensor 24. The throttle control maybe “throttle by wire”. Also the brake control may be “brake by wire”. The traditionalcontrol via a linkage is then exchanged by electronic control. The road slopingvalue is indicating the road inclination on the road where the vehicle is travellingor standing. Further, the road radius is indicating the radius of the road where thevehicle is travelling or standing. The temperature may indicate the temperature ofthe road where the vehicle 1 is travelling or standing.

The road sloping value may be determined with an accelerometer. The roadradius may be determined with an accelerometer or known by map data with theroad the vehicle 1 is travelling on. By knowing the position of the vehicle 1 on themap, which may be known via a positioning unit in the vehicle 1, the current roadradius may be determined. The current gear is a known parameter in the vehicle1, as well as the vehicle velocity and available engine power. The temperaturemay be measured with a temperature sensor 25. The condition of any part orsystem in the vehicle 1 may also be known to the vehicle 1, or may be calculated by the control unit 20 based on other received parameters. 9 The vehicle 1 may communicate internally between its units, devices, Sensors,detectors, systems etc. via a communication bus, for example a CAN-bus(Controller Area Network) which uses a message based protocol. Examples ofother communication protocols that may be used are TTP (Time-TriggeredProtocol), Flexray, etc. ln that way signals and data described herein may beexchanged between different units, devices, systems, sensors and/or detectors inthe vehicle 1. Signals and data may instead be transferred wirelessly between thedifferent units, devices, systems, sensors and/or detectors.

The control unit 20 further comprises instructions for simulating an optimal way ofoperating the clutch 2 given the condition data, based on the calculation model ofthe clutch 2, in order to determine an optimal usage parameter. The optimalusage parameter is thus an optimal value of the usage parameter as it shouldhave been if the clutch 2 was optimally used by the driver given the conditiondata. An optimal way of using the clutch 2 may be an optimal way in respect ofwear, comfort, optimum performance and/or fuel economy. The optimal usageparameter may thus indicate any of: an optimal position of a clutch pedal 6, anoptimal rotation speed of an engine rpmeng, an optimal rotation speed of an inputaxis 12 to a transmission rpmgear, an optimal slip parameter Arpm indicating a slipof the clutch 2, an optimal slip time period Atsiip, an optimal total energy consumption WC for operating the clutch 2, an optimal acceleration a.

The control unit 20 may also be configured to simulate an optimal way ofoperating the accelerator pedal 17 and/or brake pedal 18 in relation to usage ofthe clutch 2 given the condition data, based on the calculation model of the clutch2, in order to determine the optimal usage parameter.

The control unit 20 is further configured to compare the usage parameter with theoptimal usage parameter, and to determine evaluation data based on a result ofthe comparing. According to one embodiment, the control unit 20 may compriseinstructions for determining evaluation data comprising grading the driver”s use ofthe clutch 2 based on the result of the comparison. According to one embodiment, lO the control unit 20 comprises instructions for determining evaluation datacomprising determining a tip for improvement based on the result of thecomparison. When evaluation data has been determined, the control unit 20 isconfigured to generate an evaluation signal indicating the evaluation data andsend the evaluation signal with the evaluation data to a presentation unit 19 in thevehicle 1 configured to present the evaluation data for the driver of the vehicle 1.The control unit 20 may be configured to generate the evaluation signal indicatingthe evaluation data such that the evaluation data may be presented via thepresentation unit 19 as an audio message, a visual message and/or a tactilemessage. The presentation unit 19 may thus include a display, a loudspeaker or adevice that is configured to transmit tactile sensations.

The invention also relates to a method for giving feedback about a driver”s use ofthe clutch 2 in a vehicle 1, which will now be described with reference to theflowchart in Fig. 3. The method may be implemented as program code and savedin the memory unit 16 in the control unit 20 (Fig. 2). The method may thus beimplemented with the described hardware and software. The method comprisesproviding the usage parameter with information about usage of the clutch 2 (A1).The usage parameter may be any of the herein described usage parameters. Themethod may also comprise providing a usage parameter with information aboutusage of the accelerator pedal 17 or brake pedal 18 in relation to usage of theclutch 2. The method further comprises providing condition data with informationabout at least one condition in the vehicle 1 or one condition in a closeenvironment of the vehicle 1 (A2). The condition data may be any of or a pluralityof the herein described condition data. The method further comprises simulatingan optimal way of operating the clutch 2 given the condition data, based on thecalculation model of the clutch 2, in order to determine the optimal usageparameter (A3). The method may also comprise simulating an optimal way ofoperating the accelerator pedal 17 and/or the brake pedal 18 in relation to usageof the clutch 2 given the condition data, based on the calculation model of theclutch 2, in order to determine an optimal usage parameter. The usage parameteris compared with the optimal usage parameter in a further step (A4). The method ll further comprises determining evaluation data based on a result of thecomparison (A5) and presenting the evaluation data for the driver of the vehicle 1(A6). The evaluation data may be presented for the driver of the vehicle 1 in a shape of the audio message, the visual message and/or the tactile message.

The determining of evaluation data may comprise grading the driver”s use of theclutch 2 based on the result of the made comparison. The grading may comprisecalculating how many percent the usage parameter is of the optimal usageparameter. The percentage may be presented as a five-symbol rating, where fivesymbols is a very good use of the clutch 2, and zero or one symbol is bad use ofthe clutch 2.

The determining of evaluation data may also comprise determining a tip forimprovement based on the result of the comparison. A tip may for example be“release the clutch pedal faster”, or “do not use the manual clutch in xx situations”,were “xx” means when a certain condition occurs. For example may the clutch 2in an uphill slope be better managed by the automatic transmission than by thedriver. “xx” is then “uphill slope”. This may be evaluated during use of the clutch 2. ln the following some driving situations will be explained where feedback could begiven to the driver of how the driver has operated the clutch 2 in order to improve the driver”s behavior. 1. Starting from standstill.

During this procedure a plurality of usage parameters may be observed. Forexample the driver may give too much gas, whereby the rotation speed rpmeng ofthe engine 5 will be too large compared to an optimal rotation speed of the engine5 for the situation. Condition data may e.g. be the slope of the road, thus a roadsloping value. Depending on the size of the slope, the optimal rotation speed ofthe engine 5 may vary, which relationship is incorporated in the calculated model.Another cause of error is a too long slip time period. The usage parameters to be observed may then be the slip time period Atsﬁp and/or the total energy 12 consumption WC for Operating the clutch 2. The evaluation data may then includea grading of the use of the clutch 2 and the use of the accelerator pedal 17 inrelation to the use of the clutch 2. The evaluation data may also include one orseveral tips to the driver based on the result of the comparison of the usageparameter and the calculated optimal usage parameter. lf the driver isaccelerating too much, the driver may get the tip: “Accelerate less”. lf e.g. the slip time period Atsﬁp is too long, the driver may get the tip: “Release the clutch faster”.

The tip may be determined based on the type of usage parameter and how wellthe driver operated the clutch 2. 2. Starting with a too high gear. lf the driver starts from standstill with a too high gear, the slip time tslip may belarge. Also, if the driver presses the accelerator pedal 17 too much, the slipparameter Arpm may be unnecessarily large. The use parameter may then be theslip time tslip , the slip parameter Arpm indicating the difference in rotation speedand/or the total energy consumption WC. The evaluation data may then include agrading of the use of the clutch 2. The evaluation data may also include one orseveral tips to the driver based on the result of the comparison of the usageparameter and the calculated optimal usage parameter. lf the driver has thewrong gear, the driver may get the tip: “Use gear X instead”, where “X” is theoptimal gear for the driving situation. lf e.g. the slip time tslip is too large, the drivermay get the tip: “Release the clutch faster”. lf e.g. the total energy consumptionWC is too large, the driver may get the tip: “Press the accelerator pedal less”and/or “Release the clutch faster”. 3. Driving with a certain body or trailer building.

Depending on which body or trailer building the vehicle 1 has and/or the weight ofthe vehicle 1, the clutch 2 may have an optimal way to be operated. This optimalway to be operated may e.g. include a certain optimal slip parameter Arpm. The optimal slip parameter Arpm thus depends on which body or trailer building and/or 13 weight the vehicle 1 has. The condition data may thus indicate which kind of bodyor trailer building the vehicle 1 has, and/or weight of the vehicle 1. The optimal slipparameter Arpm may also depend on velocity of the vehicle 1. The vehicle 1 isthen typically equipped with a power take off (PTO). The PTO supplies power to abuilding on the vehicle 1, e.g. a hook lift. The evaluation data may include agrading of the use of the clutch 2 during the operation of the building, e.g. thehook lift. The evaluation data may also include one or several tips to the driverbased on the result of the comparison of the usage parameter and the calculatedoptimal usage parameter. lf the slip parameter Arpm is too large, the driver mayget the tip: “Release the clutch faster”. The tip may be specially adopted for theuse of the building, e.g. the hook lift.

The evaluation data may also comprise an overall grade of the driver”s use of theclutch 2 taking several usage parameters in consideration in the evaluation.Several usage parameters may then be provided by the device 3. Also, severalcorresponding optimal usage parameters may be determined. Each usageparameter is compared to the corresponding optimal usage parameter. Thus, aplurality of comparisons may be made. Based on the result of the plurality ofcomparisons, the evaluation data may be determined. The overall grade may thenbe presented to the driver, as well as one or several tips.

The driver may also be recommended in which driving situations the driver shoulduse the automatic transmission or use the manual clutch 2, depending on thecondition data and/or the driver”s skill of operating the clutch 2, accelerator pedal17 and brake pedal 18.

The optimal use of the clutch 2, accelerator pedal 17 and/or brake pedal 18 mayalso be simulated and shown to the driver in order to teach the driver the optimalway of using the clutch 2. For example may a view be presented to the drivershowing an optimal way of using the clutch pedal 6 in relation to the actual use ofthe clutch pedal 6, and information of what the driver should do to use the clutch 2 in the optimal way. 14 The present invention is not limited to the above-described preferredembodiments. Various alternatives, modifications and equivaients may be used.Therefore, the above embodiments should not be taken as Iimiting the scope of the invention, which is defined by the appending claims.

Claims

1. A device (3) for giving feedback about a driver”s use of a clutch (2) ina vehicle (1 ), the device (3) comprises a control unit (20) with a calculation modelof the clutch (2), c h aracte r i zed in th at the control unit (20) is configured to: - provide a usage parameter with information about usage of theclutch (2); - provide condition data with information about at least one conditionin the vehicle (1) and/or at least one condition in a close environment of thevehicle (1 );the control unit (20) further comprises instructions for: - simulate an optimal way of operating the clutch (2) given thecondition data, based on the calculation model of the clutch (2), in order todetermine an optimal usage parameter; - comparing said usage parameter with said optimal usageparameter; - determining evaluation data based on a result of the comparison;the control unit (20) is further configured to generate an evaluation signalindicating the evaluation data and send the evaluation signal to a presentation unit(19) configured to present the evaluation data for the driver of the vehicle (1 ).

2. The device (3) according to claim 1, wherein the usage parameterindicates any of: an actuation of a clutch pedal (6), a rotation speed of an enginerpmeng, a rotation speed of an input axis (12) to a transmission rpmgear, a slipparameter Arpm indicating a slip of the clutch (2), a slip time period Atsiip" a totalenergy consumption WC for operating the clutch (2) an acceleration a of thevehicle (1 ).

3. The device (3) according to claim 1 or 2, wherein the control unit (20)is configured to provide a usage parameter with information about usage of anaccelerator pedal (17) or brake pedal (18) in relation to usage of the clutch (2),wherein the control unit (20) is configured to simulate an optimal way of operating the accelerator pedal (17) or brake pedal (18) in relation to usage of the clutch (2) 16 given the condition data, based on the calculation model of the clutch (2), in order to determine an optimal usage parameter.

4. The device (3) according to any of the preceding claims, wherein thecondition data indicates any of: use of the accelerator pedal (17), use of the brakepedal (18), current gear, road sloping value, road radius, vehicle velocity,temperature, available engine power, condition of any part or system in thevehicle (1), wheel radius.

5. The device (3) according to any of the preceding claims, wherein thecalculation model of the clutch (2) is implemented in a transmission control unit,TCU.

6. The device (3) according to any of the preceding claims, wherein thecontrol unit (20) comprises instructions for determining evaluation data comprising grading the driver”s use of the clutch (2) based on the result of the comparison.

7. The device (3) according to any of the preceding claims, wherein thecontrol unit (20) comprises instructions for determining evaluation data comprising determining a tip for improvement based on the result of the comparison.

8. The device (3) according to any of the preceding claims, wherein thecontrol unit (20) is configured to generate the evaluation signal indicating theevaluation data such that the evaluation data may be presented via thepresentation unit (19) as an audio message, a visual message and/or a tactile message.

9. The device (3) according to any of the preceding claims, wherein theclutch (2) is part of a clutch-by-wire system.

10. A method for giving feedback about a driver”s use of a clutch (2) in a vehicle (1), the method comprising: 17 - providing a usage parameter with information about usage of the clutch (2); - providing condition data with information about at least one condition in thevehicle (1) and/or at least one condition in a close environment of the vehicle (1 );- simulating an optimal way of operating the clutch (2) given the condition data,based on a calculation model of the clutch (2), in order to determine an optimalusage parameter; - comparing said usage parameter with said optimal usage parameter; - determining evaluation data based on a result of the comparison; - presenting the evaluation data for the driver of the vehicle (1).

11. The method according to claim 10, wherein the usage parameterindicates any of: an actuation of a clutch pedal (6), a rotation speed of an enginerpmeng, a rotation speed of an input axis (12) to a transmission rpmgear, a slipparameter Arpm indicating a slip of the clutch (2), a slip time period Atsiip, a totalenergy consumption WC for operating the clutch (2), an acceleration a of thevehicle (1 ).

12. The method according to claim 10 or 11, comprising - providing a usage parameter with information about usage of an acceleratorpedal (17) or brake pedal (18) in relation to usage of the clutch (2); - simulating an optimal way of operating the accelerator pedal (17) or brake pedal(18) in relation to usage of the clutch (2) given the condition data, based on thecalculation model of the clutch (2), in order to determine an optimal usage parameter.

13. The method according to any of claims 10 to 12, wherein thecondition data indicates any of: use of the accelerator pedal (17), use of the brakepedal (18), current gear, road sloping value, road radius, vehicle velocity,temperature, available engine power, condition of any part or system in thevehicle (1), wheel radius. 18

14. The method according to any of the claims 10 to 13, wherein thecalculation model of the clutch (2) is implemented in a transmission control unit,TCU.

15. The method according to any of the claims 10 to 14, whereindetermining evaluation data comprises grading the driver”s use of the clutch (2) based on the result of the comparison.

16. The method according to any of the claims 10 to 15, whereindetermining evaluation data comprises determining a tip for improvement based on the result of the comparison.

17. The method according to any of the claims 10 to 16, comprisingpresenting the evaluation data for the driver of the vehicle (1) in a shape of an audio message, a visual message and/or a tactile message.

18. A computer program P, wherein said computer program P includes acomputer program code to cause a control unit (20), or a computer connected to said control unit (20), to perform the method steps according to any of the claims10-17.

19. A computer program product comprising a computer program codestored on a non-transitory computer-readable medium to perform the methodsteps according to any of the claims 10-17, when said computer program code isexecuted by a control unit (20) or by a computer connected to said control unit(20).

20. A vehicle (1) comprising a device (3) according to any of claims 1 to9.