SE540839C2 - Control of an automated clutch and of an engine torque - Google Patents

Control of an automated clutch and of an engine torque

Info

Publication number
SE540839C2
SE540839C2 SE1750389A SE1750389A SE540839C2 SE 540839 C2 SE540839 C2 SE 540839C2 SE 1750389 A SE1750389 A SE 1750389A SE 1750389 A SE1750389 A SE 1750389A SE 540839 C2 SE540839 C2 SE 540839C2
Authority
SE
Sweden
Prior art keywords
air
time
clutch
change
point
Prior art date
Application number
SE1750389A
Other versions
SE1750389A1 (en
Inventor
Sunnegårdh Erik
Johansson Magnus
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1750389A priority Critical patent/SE540839C2/en
Priority to DE112018000958.0T priority patent/DE112018000958T5/en
Priority to SE1850353A priority patent/SE542436C2/en
Priority to BR112019017895-3A priority patent/BR112019017895A2/en
Priority to PCT/SE2018/050337 priority patent/WO2018182494A1/en
Publication of SE1750389A1 publication Critical patent/SE1750389A1/en
Publication of SE540839C2 publication Critical patent/SE540839C2/en

Links

Classifications

    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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
    • 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

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

A method and control system for controlling a position of an automated clutch and an engine torque are presented. The engine torque being provided by an engine using an electric spark to ignite a mixture of fuel and air in its cylinders to create said engine torque. According to the method, an air control response time is determined, including dynamically setting the air control response time to a calculated value. Then, the air input into the cylinders is controlled by use of a first control signal including a first change in amplitude at a first point in time. The ignition timing for the electric spark is controlled by use of a second control signal including a second change in amplitude at a second point in time occurring the air control response time later than the first point in time. A change of the clutch position is controlled by use of a fourth control signal including a fourth change in amplitude related to the second point in time. Hereby, an actual change of the clutch position and an actual adjustment of the engine torque are essentially synchronised, and start at or after the second point in time.

Description

CONTROL OF AN AUTOMATED CLUTCH AND OF AN ENGINE TORQUE Field of invention The present invention relates to a method for controlling a position Cposof an automated clutch and for controlling an engine torque Tqbeing 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 position Cposof an automated clutch and for controlling an engine torque Tqbeing provided to the automated clutch, as defined in the preamble of claim 14. The present invention also relates to a computer program and a computer-readable medium carrying out the method according to the invention.
Background of invention The following background information is a description of the background of the present invention, which thus not necessarily has to be a description of prior art.
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 powertrain/driveline/drivetrain in the vehicle. 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 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 Tq(also called engine brake torque Tq_brake)is created by the engine, which is provided to the clutch. The fuel may for an Otto cycle engine be e.g. petrol, ethanol, an/or natural gas.
In the gearbox/transmission, different gear ratios between an input shaft and an output shaft of the gearbox can be provided. Thus, 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.
When the clutch is closing, for example in connection with driving off from a standstill and/or in connection with a gear change of the gear box, the torque provided by the engine, i.e. the engine torque Tq, will be provided to the powertrain, including the gearbox. The engine and the clutch should preferably be synchronized, such that an increased engine torque Tqis provided to the clutch when it is closing, and not before that. Correspondingly, when the clutch is opened, the engine and the clutch should preferably be synchronized, such that a reduced engine torque Tqis provided to the clutch when it is opening, and not before that. In a manually controlled vehicle, a driver may himself/herself controls, e.g. by use of pedals, the clutch and the torque requested from the engine such that these are essentially synchronized.
For an automated clutch, however, the slipping/closing of the clutch and the and requested engine torque Tqfrom the engine are automatically controlled. Thus, the timing and position of the clutch and the timing and amount of the requested engine torque Tqare controlled, and should be controlled such that they match each other, in order to result in a smooth driveoff or a smooth gear change.
SUMMARY OF INVENTION Different systems have different response times ?, i.e. have different time constants. A response time ? is in this document defined as a time period between a request time point treq, in which a change of at least one system parameter is requested, and a performing time point tper, in which the change of the at least one system parameter is actually effected. For example, if an increased system parameter is requested by an indication in a control signal to the system at the request time point treq, the response time ?systemfor the system results in that this requested parameter increase is effected in the performing time point tper; tper= treq+ ?system.
For an engine working according to the so-called Otto cycle, a specific ratio for the mixture of fuel and air in the engine cylinders is needed in order to achieve a combustion of the mixture in the cylinders. Also, the electric spark used for ignition of the mixture should deliver the spark at the exact right time instant in order to provide a combustion. Thus, the engine torque Tqcreated by the engine, which is provided to the clutch, depends both on the timing of the ignition spark and on the ratio between fuel and air. Therefore, the engine torque Tqbeing provided to the powertrain is related to the response time ?ignfor the ignition system and on the response time ?airfor the air input system. Also, the clutch system has a response time ?clutch.
These differing response times ?ign, ?air, ?clutchmake it difficult to match the opening/closing of the clutch and the application of the engine torque Tqprovided by an Otto cycle engine such that a smooth gear change and/or drive-off is provided. If too much engine torque Tqis provided to the clutch, or if the engine torque Tqis provided too early to the clutch in relation to the closing of the clutch, the number of revolutions for the engine will increase, and the clutch will slip unintentionally. Correspondingly, if too little engine torque Tqis provided to the clutch, or if the engine torque Tqis provided too late to the clutch in relation to closing of the clutch, the number of revolutions for the engine will decrease. In a worst case scenario, the engine may hereby stall, i.e. stop running. Changes in the number of revolutions for the engine, e.g. during gear changes, are very annoying for the driver of a vehicle.
It is therefore an object to solve at least some of the above mentioned disadvantages.
The object is achieved by the above mentioned method for for controlling a position Cposof an automated clutch and for controlling an engine torque Tqbeing provided to the automated clutch according to the characterizing portion of claim 1, the method including: - determining an air control response time ?airfor means arranged for controlling the amount of air being input into the cylinders, e.g. an air control unit, including dynamically setting the air control response time ?airto a calculated value ?air_calc; ?air= ?air_calc; - controlling the air input into the cylinders by use of a first control signal Ut1including a first change c1 in amplitude at a first point in time t1, the first change c1 in amplitude of the first control signal Ut1indicating when a regulation of the air input should start; - controlling the ignition timing for the electric spark by use of a second control signal Ut2including 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 ?airlater than the first point in time t1; t2 = t1 ?air; and the second change c2 in amplitude of the second control signal Ut2indicating when a regulation of the ignition timing should start; and - controlling a change of the clutch position Cposby use of a fourth control signal Ut4, including a fourth change c4 in amplitude related to the second point in time t2 and indicating when the change of the clutch position Cposshould start; whereby - an actual change of the clutch position Cposand an actual adjustment of the engine torque Tqare essentially synchronised and start at or after the second point in time t2.
According to an embodiment of the present invention, the air control response time ?airindicates 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 c1 in amplitude of the first control signal Ut1.
According to an embodiment of the present invention, the air control means/unit is arranged for controlling one or more in the group of: - a position of an air throttle of an air inlet of the engine; - a function of a turbo charger; - 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 inlet of the engine; and - an exhaust gas recirculation (EGR) valve.
According to an embodiment of the present invention: - means arranged for controlling the ignition timing, e.g. an ignition control unit, has an ignition response time ?ign, the ignition response time ?ignbeing 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 Ut2including the second change c2 in amplitude at a third point in time t3, the third point in time t3 occurring the ignition response time ?ignearlier than the second point in time t2; t3 = t2 - ?ign.
According to an embodiment of the present invention, the regulation of the ignition timing includes an adjustment of an ignition time point at which the electric spark ignites the mixture.
According to an embodiment of the present invention: - the regulation of the air input has a greater regulation interval Iairthan a regulation interval Iignfor the regulation of the ignition timing; - the regulation of the air input is used for coarse adjustments of the engine torque Tq; and - the regulation of the ignition timing is used for fine tuning of the engine torque Tqand/or when a fast torque response is needed.
According to an embodiment of the present invention, the determination of the air control response time ?airincludes setting the air control response time ?airto a predetermined fixed value ?air_predet; ?air= ?air_predet.
According to an embodiment of the present invention, the calculated value ?air_calcis calculated based on one or more parameters in a group of: - an ambient air temperature Tair; - an ambient air pressure Pair; - an operating point for the engine; - at least one response time ?phof at least one physical component of an air input system arranged for inputting the air into the cylinders, wherein the at least one physical component may include for example a throttle, a exhaust gas recirculation (EGR) valve, at least one variable intake and/or at least one exhaust valve; - at least one signalling response time ?sigof an air input system arranged for inputting the air into the cylinders; and - at least one fuel response time ?fuelfor 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.
According to an embodiment of the present invention, - a clutch control unit arranged for controlling the automated clutch has a clutch response time ?clutch; and - the controlling of the clutch position Cposis performed by use of the fourth control signal Ut4including the fourth change c4 in amplitude at a fourth point in time t4, the fourth point in time t4 occurring the clutch response time ?clutchearlier than the second point in time t2; t4 = t2 -?clutch. For some embodiments/implementations, the clutch response time ?clutchmay be shorter than the air control response time ?air; ?air> ?clutch; and for some other embodiments/implementations, the clutch response time ?clutchmay be longer than the air control response time ?air; ?air< ?clutch, which is exemplified below.
According to an embodiment of the present invention, the clutch control response time ?clutchindicates 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.
According to an embodiment of the present invention, the first control signal Ut1includes: - an initial standby value sb indicating that at least one regulator receiving the first control signal Ut1should be in a standby mode; followed by; - the first change in amplitude cl at the first point in time t1, indicating that the at least one regulator should start regulating the air input; followed by; - a regulation value r indicating that the at least one regulator should regulate the air input.
According to an embodiment of the present invention, the second control signal Ut2includes: - an initial standby value sb indicating that a regulator receiving the second control signal Ut2should be in a standby mode; followed by; - the second change in amplitude c2 related to the second point in time t2, indicating that the at least one regulator should start regulating the ignition timing; followed by; - a regulation value r indicating that the at least one regulator should regulate the ignition timing.
According to an embodiment of the present invention, the fourth control signal Ut4includes: - an initial standby value sb indicating that a regulator receiving the fourth control signal Ut4should be in a standby mode; followed by; - the fourth change in amplitude c4 related to the second point in time t2, indicating that the at least one regulator should start regulating the change of the clutch position Cpos; followed by; - a regulation value r indicating that the at least one regulator should regulate the change of the clutch position Cpos.
The object is also achieved by the above mentioned control system arranged for controlling a position Cposof an automated clutch and for controlling an engine torque Tqbeing provided to the automated clutch according to the characterizing portion of claim 14. The system includes: - means, such as e.g. a determination unit, arranged for determining an air control response time ?airfor means arranged for controlling the amount of air being input into the cylinders, e.g. an air control unit, including dynamically setting the air control response time ?airto a calculated value ?air_calc; ?air= ?air_calc; - 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 Ut1including a first change cl in amplitude at a first point in time t1, the first change in amplitude of the first control signal Ut1indicating when a regulation of the air input should start; and - means, such as e.g. an ignition timing control unit, arranged for controlling the ignition timing for the electric spark by use of a second control signal Ut2including 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 ?airlater than the first point in time t1; t2 = t1 ?air,· and the second change in amplitude c2 of the second control signal Ut2indicating 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 Cposby use of a fourth control signal Ut4, including a fourth change c4 in amplitude related to the second point in time t2 and indicating when the change of the clutch position Cposshould start; whereby - an actual change of the clutch position Cposand an actual adjustment of the engine torque Tqare essentially synchronised and start at or after the second point in time t2.
According to an embodiment of the present invention, the air control response time ?airindicates 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 c1 in amplitude of the first control signal Ut1.
According to an embodiment of the present invention, the air control unit/means is arranged for controlling one or more in the group of: - a position of an air throttle of an air inlet of the engine; - a function of a turbo charger; - 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 inlet of the engine; and - an exhaust gas recirculation (EGR) valve.
According to an embodiment of the present invention: - an ignition control unit/means arranged for controlling the ignition timing has an ignition response time ?ign, the ignition response time ?ignbeing shorter than the air response time ?air; and - 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 Ut2including the second change c2 in amplitude at a third point in time t3, the third point in time t3 occurring the ignition response time ?ignearlier than the second point in time t2.
According to an embodiment of the present invention, the regulation of the ignition timing includes an adjustment of an ignition time point at which the electric spark ignites the mixture.
According to an embodiment of the present invention: - the regulation of the air input has a greater regulation interval Iairthan a regulation interval Iignfor the regulation of the ignition timing; - the regulation of the air input is used for coarse adjustments of the engine torque Tq; and - the regulation of the ignition timing is used for fine tuning of the engine torque Tqand/or when a fast torque response is needed.
According to an embodiment of the present invention, the determination unit/means is arranged for determining the air control response time ?airby setting the air control response time ?airto a predetermined fixed value ?air_predet; ?air?air_predet.
According to an embodiment of the present invention, the determination unit/means is arranged for calculating the calculated value ?air_calcis based on one or more parameters in a group of: - an ambient air temperature Tair; - an ambient air pressure Pair; - an operating point for the engine; - at least one response time ?phof at least one physical component of an air input system arranged for inputting the air into the cylinders; - at least one signalling response time ?sigof an air input system arranged for inputting the air into the cylinders; and - at least one fuel response time ?fuelfor a fuel system providing fuel into the cylinders.
According to an embodiment of the present invention, the first control signal Ut1includes: - an initial standby value sb indicating that at least one regulator receiving the first control signal Ut1should be in a standby mode; followed by; - the first change in amplitude cl at the first point in time t1, indicating that the at least one regulator should start regulating the air input; followed by; - a regulation value r indicating that the at least one regulator should regulate the air input.
According to an embodiment of the present invention, the second control signal Ut2includes: - an initial standby value sb indicating that a regulator receiving the second control signal Ut2should be in a standby mode; followed by; - the second change in amplitude c2 related to the second point in time t2, indicating that the at least one regulator should start regulating the ignition timing; followed by; - a regulation value r indicating that the at least one regulator should regulate the ignition timing.
According to an embodiment of the present invention, the fourth control signal Ut4includes: - an initial standby value sb indicating that a regulator receiving the fourth control signal Ut4should be in a standby mode; followed by; - the fourth change in amplitude c4 related to the second point in time t2, indicating that the at least one regulator should start regulating the change of the clutch position Cpos; followed by; - a regulation value r indicating that the at least one regulator should regulate the change of the clutch position Cpos.
According to an embodiment of the present invention, - a clutch control unit/means arranged for controlling the automated clutch has a clutch response time ?clutch; and - the clutch position control unit/means is arranged for controlling the clutch position Cposby use of the fourth control signal Ut4including the fourth change c4 in amplitude at a fourth point in time t4, the fourth point in time t4 occurring the clutch response time ?clutchearlier than the second point in time t2; t4 = t2 - ?clutch. As mentioned above, the clutch response time ?clutchmay for some implementations be shorter than the air control response time ?air; ?air> ?clutch; and may for some other implementations be longer than the air control response time ?air; ?air< ?clutch.
The object is also achieved by the above mentioned computer program and computer-readable medium.
According to the present invention, the air control response time ?airis dynamically set to a calculated value ?air_calc; ?air= ?air_calc. Hereby, the air control response time ?airthe may be adjusted based on e.g. current operational conditions, which provides for an exact determination of the air control response time ?air, and therefore also for an exact control of the ignition timing and of the clutch position Cposand of the engine torque Tq.
When the present invention is used for controlling the clutch position Cposand the engine torque Tq, the actual change of the clutch position Cposand the actual adjustment the engine torque Tqare essentially synchronized in time. This is possible due to an exact control of both the actual change of the clutch position Cposand an actual adjustment the engine torque Tq. Hereby, 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 changing operation. Also, 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 ranged/adjusted in position with a slipping clutch.
Also, 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 Cposand the actual adjustment of the engine torque Tqare synchronized.
Detailed exemplary embodiments and advantages of the method, control system, computer program and computer-readable medium according to the invention will now be described with reference to the appended drawings illustrating some preferred embodiments.
BRIEF DESCRIPTION OF THE DRAWINGS Embodiments of the invention are described in more detail with reference to attached drawings illustrating examples of embodiments of the invention in which: Figure 1 is a schematic illustration of a non-limiting example of a vehicle in which the present invention may be implemented, Figures 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, Figure 5 is a schematic illustration of a control unit according to some embodiments of the present invention.
DETAILED DESCRIPTION OF INVENTION Figure 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 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 controlled by an ignition control unit/means 121, and a fuel system 133 controlled by a fuel control unit/means 123, as described more in detail below. The air input system 132, the ignition system 131, and the fuel system 133 are schematically illustrated in figure 1.
Generally, the ignition system 131 has a relatively short response time ?ign, which means that a change in an ignition control signal relatively quickly causes a change in the actual ignition of the mixture of fuel and air in the cylinders of the engine. The ignition response time ?ignmay 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 132, however, has a relatively long response time ?air, 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 ?aireven 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. Also, the air control response time ?airmay dynamically change due to a current operation point of the vehicle, since the air control response time ?airmay depend on a number of revolutions for the engine, an ambient temperature and/or an ambient pressure. Thus, the air control response time ?airis relatively long and may also vary considerably.
The engine torque Tqbeing provided to the powertrain/clutch by the engine 101 is related to the response time ?ignfor the ignition system 131 and on the response time ?airfor the air input system 132.
Also, the clutch system has a response time ?clutch, which for some implementations is shorter than the air control response time ?air. For other implementations, however, the clutch system response time ?clutchis longer than the air control response time ?air.
These differing response times ?ign, ?air, ?clutchmake it difficult to match the opening/closing of the clutch with the engine torque Tqprovided by an Otto cycle engine such that a smooth gear change and/or drive-off is provided.
The engine 101 may, for example, in a customary fashion, via an output shaft 102 of the engine 101, be connected with a gearbox 103, via a clutch 106 and an input shaft 109 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. As described above and below, 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. According to some embodiments of the present invention, described in this document, 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. an ignition timing control unit 153, and means 154 arranged for controlling, i.e. a clutch position control unit 154. These control means/units/devices 151, 152, 153, 154, 121, 122, 123, 140, 150, 160 may be divided physically into more than the herein described control means/systems/units 120, 140, 150, 160, or may be arranged in less control systems/units than herein described.
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 performed 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.
Figures 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. For the exemplary implementations shown in figures 3ag, the ignition response time ?ignand the clutch response time ?ignare much shorter than the air control response time ?air, such that they may be neglected, i.e. may be considered to have a length of zero seconds; ?ign= 0 and ?clutch= 0.
In a first step 210 of the method according to the present invention, an air control response time ?airfor the air control unit/system 122/132 arranged for controlling the amount of air being input into the cylinders 134 is determined, including dynamically setting the air control response time ?airto a calculated value ?air_calc; ?air= ?air_calc, e.g. by use of a below described determination unit/means 151. Hereby, the air control response time ?airthe may be adjusted based on e.g. current operational conditions, which provides for an exact determination of the air control response time ?air, and therefore also for an exact control of the ignition timing and of the clutch position Cposand of the engine torque Tq.
In a second step 220 of the method according to the present invention, the air being input into the cylinders 134 is controlled by use a first control signal Ut1, 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 Ut1at 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.
As illustrated in figure 3a, the first control signal Ut1may include an initial standby value sb indicating that at least one regulator receiving the first control signal Ut1should be in a standby mode, i.e. should not perform any regulation based on the first control signal Ut1. 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.
In a third step 230 of the method according to the present invention, 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. The second point in time t2 here occurs the air control response time ?airlater than the first point in time t1; t2 = t1 ?air. This second change c2 in amplitude of the second control signal Ut2indicates 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. It should be noted that figure 3b illustrates an implementation for which the ignition response time ?ignmay be neglected, i.e. considered to have a length of zero seconds; ?ign= 0. Therefore, the second change c2 in amplitude should occur in the second point in time t2.
In a fourth step 240 of the method according to the present invention, a change of the clutch position Cposis controlled by use of the fourth control signal Ut4, e.g. a clutch operation signal, being sent to the clutch control unit 150. As mentioned above and shown in figure 3c, the fourth control signal Ut4includes a fourth change in amplitude c4, which indicates when the change of the clutch position Cposshould start, i.e. when at least one clutch position regulator should start regulating the position Cposof the automated clutch. The control of the automated clutch may be effected by a below described clutch position control unit/means 154.
It should be noted that figure 3c illustrates an implementation for which the clutch response time ?clutchmay be neglected, i.e. considered to have a length of zero seconds; ?clutch= 0. Therefore, the fourth change in amplitude c4 in figure 3c occurs at the second point in time t2; t4 = t2.
Actually, the fourth control signal Ut4is equal to the second control signal Ut2in figure 3c; Ut4= Ut2.
As illustrated in figures 3b-c, the second control signal Ut2and the fourth control signal Ut4may include an initial standby value sb indicating that a regulator receiving the second or fourth control signals Ut2, Ut4should 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 Cpos. After the second and fourth changes in amplitude c2, c4, the second and fourth control signals Ut2, Ut4include a regulation value r indicating that the at least one regulator should regulate the ignition timing and/or the change of the clutch position Cpos.
Hereby, i.e. by performing the first 210 to fourth 240 steps, an actual change of the clutch position Cposis effected at or after the second point in time t2, as illustrated in figure 3d. Also, an actual adjustment of the engine torque Tqis effected at or after the second point in time t2by the resulting engine torque request signal, as illustrated in figure 3e. Thus, the actual change of the clutch position Cposand the actual adjustment of the engine torque Tqare 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. At the same time, 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.
Figure 2b and figures 4a-g schematically illustrate and describe some implementations, for which the clutch response time ?clutchand/or the ignition response time ?ignmay not be neglected, i.e. should be taken into consideration.
In figure 2b, an initial step 201 is performed, which includes making a decision of if a clutch operation should be performed. In that case, 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.
Then, in the above described first step 210, and in another initial step 211, the air control response time ?air, and the clutch response time ?clutchand/or the ignition response time ?ign, are determined.
The air control response time ?airis compared 212 with the clutch response time ?clutchand/or the ignition response time ?ignin order to determine a relation between them, e.g. to determine which one is the longest.
Also, when e.g. an accelerator pedal in the vehicle is pressed by the driver, an engine torque Tqcorresponding to the pressed level of the accelerator pedal, and to be provided by the clutch when it is closed, is determined 213. This determination may be performed by a gear box control device 160. During the closing of the clutch, 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.
Further, the determined engine torque Tqis 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 Tq. Thus, at least an air input and an ignition timing needed for providing a requested engine torque Tqare determined. 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.
After this, the above described second 220 to fourth 240 steps described in connection with figure 2a are performed. Thus, the air being input into the cylinders 134 is controlled 220 by use of the first control signal Ut1, the ignition timing for the electric spark is controlled 230 by use of the second control signal Ut2, and a change of the clutch position Cposis controlled 240 by use of the fourth control signal Ut4.
When the present invention is used for controlling the clutch position Cposand the engine torque Tq, an exact control of both the actual change of the clutch position Cposand an actual adjustment the engine torque Tqis provided, which results in a smooth drive-off and/or gear changing operation. This is due to the fact that the actual change of the clutch position Cposand the actual adjustment the engine torque Tqare essentially synchronized in time, which causes the number of revolutions of the engine to stay essentially unaltered during the drive-off and/or gear change.
At least the relatively long air control response time ?airis here determined and then used for achieving this synchronization of the actual change of the clutch position Cposand the actual adjustment of the engine torque Tq.
The control of the clutch position Cposand/or the control of the engine torque Tqaccording 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.
When the torque and/or power control algorithm is used for controlling the engine, 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.
For the closed loop RPM control algorithm, the present invention prevents that the regulation of the number of revolutions consumes/counteracts the precontrol of the engine torque before the clutch is closed. Thus, before the clutch has been closed, the regulation of the number of revolutions may in known systems of today counteract the increase in engine torque being requested in order to match/coordinate the closing of the clutch. When the present invention is used, however, these problems are drastically reduced due to the provided synchronization of the actual change of the clutch position Cposand the actual adjustment of the engine torque Tq.
The air control response time ?airfor the air input system 132, which is determined by the determination unit/means 151, indicates that the amount of air to be input into the cylinders 134 of the engine actually starts being adjusted at the second point in time t2; t2 = t1 ?air; as a result of the first change cl in amplitude of the first control signal Ut1. As is known by a skilled person, 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 cylinders, to a rather large value, e.g. when the air throttle is fully open. Hereby, a relatively large change of the engine torque Tqmay be achieved by adjusting the air input.
The air input system 132 is controlled by the air control unit 122, as mentioned above. The air control unit 122 may therefore be arranged for controlling a position of the air throttle of an air inlet of the engine 101. 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. 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 an exhaust gas recirculation (EGR) valve, and thus the portion of the exhausts from the engine which should be recirculated to the engine air inlet again.
An ignition response time ?ignof an ignition control unit 121 arranged for controlling the ignition timing, i.e. the ignition response time ?ignof the ignition system 131, is considerably shorter than the air control response time ?air, and may often be considered to be equal to zero; ?ign= 0; as is illustrated in figure 3b. However, when the ignition response time ?ignis considered to have a non-zero value, the ignition timing would be delayed with the ignition response time ?ignin relation to the second increase c2 of amplitude at the second point in time t2 of the second control signal Ut2.
Therefore, the control 230 of the ignition timing for the electric spark may then be performed by use of the second control signal Ut2including 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 Ut2is here compensated for the non-zero ignition response time ?ign, such that the third point in time t3 occurs the ignition response time ?ignearlier than the second point in time t2; t3 = t2 - ?ign= t1 ?air- ?ign. The second change in amplitude c2 of the second control signal Ut2then indicates when a regulation of the ignition timing should start. As the actual ignition timing regulation will be delayed by the non-zero ignition response time ?ign, the actual regulation will then start at or after the second point in time 12, 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 ignition angle, is adjusted back or forth. As a result thereof, a relatively small, for example 10%-20%, change of the engine torque Tqmay be achieved by the adjusted ignition angle.
The second control signal Ut2may, as mentioned above, include an initial standby value sb indicating that a regulator receiving the second control signal Ut2should 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, indicating that the regulator should start regulating the ignition timing, followed by a regulation value r indicating that the regulator should regulate the ignition timing.
Correspondingly, the control 240 of the automated clutch may, according to an embodiment, be performed by use of a fourth control signal Ut4including a fourth change in amplitude c4 at a fourth point in time t4 if a clutch response time ?clutchfor the automated clutch is considered to have a non-zero value. As mentioned above, the clutch system may have a response time ?clutch, which for some implementations is shorter than the air control response time ?air, as is illustrated in figure 4c_1, wherein the first point in time t1 occurs before the fourth point in time t4. For other implementations, however, the clutch system response time ?clutchis longer than the air control response time ?air, 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 Ut4may be sent to the clutch control unit 150. Due to the clutch response time ?clutch, the movement of the clutch position Cposwould then be delayed with the clutch response time ?clutchin relation to the fourth increase c4 of amplitude at the fourth point in time t4 of the fourth control signal Ut4. The fourth control signal Ut4is therefore related to the second point in time t2 and is compensated for the non-zero clutch response time ?clutch, such that the fourth point in time t4 occurs the clutch response time ?clutchearlier than the second point in time t2; t4 = t2 - ?clutch= t1 ?air -?clutch. The fourth change in amplitude c4 of the fourth control signal Ut4indicates when a regulation of the clutch position Cposshould be initiated. As the actual regulation will be delayed by the non-zero clutch response time ?clutch, the actual regulation will then start at or after the second point in time 12, 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 Ut4may, as mentioned above, include an initial standby value sb indicating that a regulator receiving the fourth control signal Ut4should 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 Cpos.
Otherwise, i.e. except for the control signals for the ignition in figure 4b and/or except for the clutch operation in figures 4c_1 and 4c_2 are being adapted to take into consideration the non-zero ignition response time ?ignand/or the clutch response time ?clutch, respectively, the signals, positions and parameters shown in figures 4a-g correspond to the signals, positions and parameters shown in figures 3a-g.
The regulation of the engine air input has a greater regulation interval Iairthan a regulation interval Iignfor the regulation of the ignition timing. Therefore, the regulation of the air input may according to an embodiment be used for coarse adjustments of the engine torque Tq, e.g. by large steps for the degree of opening of the input air throttle.
Correspondingly, the regulation of the ignition timing may be used for fine tuning of the engine torque Tq, 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.
According to an embodiment, regulation of the ignition timing may be used for correcting regulation errors occurring by the regulation of the air input.
As described above, the air control response time ?airis, according to the present invention, used for creating at least the second and fourth control signals Ut2, Ut4and/or for controlling the ignition timing and/or the clutch position Cpos. The air control response time ?airmay be determined 210 in a number of ways.
According to an embodiment of the present invention, the air control response time ?airis determined by setting the air control response time value ?airto a predetermined fixed value ?air_predet; ?air= ?air_predet. This is a very low-complexity determination of the air control response time ?air.
The calculation of the calculated value ?air_calcmay be based on an ambient air temperature Tairand/or on an ambient air pressure Pair. Thus, the conditions surrounding e.g. a vehicle including the control system according to the present invention may have an impact on the calculated value ?air_calc.
Also, an operating point for the engine may be taken into consideration when determining the calculated value ?air_calc.
At least one response time ?phfor 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 ?air_calc.
Further, the calculation of the calculated value ?air_calcmay be based on at least one signalling response time ?sig, 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.
Also, at least one fuel response time ?fuel, 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 ?air_calc.
Correspondingly, the ignition response time ?ignmay also be determined either as a predetermined fixed value ?ign_predet; ?ign= ?ign_predet, which is a very low-complexity determination, or as a dynamically calculated value ?ign_calc; ?ign= ?ign_calc.
Generally, the ignition response time ?ignis rather short, and may for regulation purposes often be considered to have a length of zero seconds; ?ign= 0 s; since they are handled, i.e. are fully compensated for, by the ignition actuator algorithms. However, e.g. in connection with transient behavior, the ignition response time ?ignmay in some situations not be neglected. A dynamically calculated value ?ign_calcmay 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. For some implementations, the ?ign_calcmay 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 ?clutchmay also be determined either as a predetermined fixed value ?clutch_predet; ?clutch= ?clutch_predetwhich ads very little complexity, or as a dynamically calculated value ?clutch_calc; ?clutch= ?clutch_calc. The dynamically calculated value ?clutch_calcmay be calculated in a number of ways depending on the construction of the automated clutch. For example, the dynamically calculated value ?clutch_calcmay be calculated based on a clutch temperature, on a clutch voltage for an electrically controlled clutch, and on an oil pressure and/or an oil temperature for a hydraulically controlled clutch.
By dynamically calculating the response time value ?ign_calc, ?clutch_calc the response times ?ign_calc, ?clutch_calcmay be adjusted based on e.g. current operational conditions, which provides for an exact determination of the response times ?ign_calc, ?clutch_calc, and for an exact control of the ignition timing and/or the clutch position Cpos.
The person skilled in the art will appreciate that a method for controlling a clutch position Cposand an engine torque Tqaccording to the present invention 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 Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk unit, etc.
Figure 5 shows in schematic representation a control unit/system/means 400/120. The control unit/system/means 400/120 comprises a computing unit 401, which may be constituted by essentially any suitable type of processor or microcomputer, for example a circuit for digital signal processing (Digital Signal Processor, DSP), or a circuit having a predetermined specific function (Application Specific Integrated Circuit, ASIC). 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.
In addition, the 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 (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or some other bus configuration; or by a wireless connection. A person skilled in the art will appreciate that the above-stated computer can be constituted by the computing unit &01 and that the above- stated memory can be constituted by the memory unit 402.
Control systems in modern vehicles commonly comprise communication bus systems including one or more communication buses for linking a number of electronic control units (ECU's), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units and the responsibility for a specific function can be divided 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.
In the shown embodiment, 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.
According to an aspect of the invention, a control system 120 arranged for controlling a position Cposof an automated clutch 106 and for controlling an engine torque Tqbeing provided to the automated clutch 106 is disclosed. The torque Tqis 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 Tqprovided 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 ?airfor an air control unit 122 arranged for controlling the amount of air being input into the cylinders 134, including dynamically setting the air control response time ?airto a calculated value ?air_calc; ?air= ?air_calc.
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 Ut1. The first control signal Ut1includes 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 control signal Ut2includes a second change c2 in amplitude related to a second point in time t2, which occurs the air control response time ?airlater than the first point in time t1; t2 = t1 ?air. The second change c2 in amplitude of the second control signal Ut2indicates when a regulation of the ignition timing should start.
Also, the control system 120 includes a clutch position control unit/means 154, arranged for controlling 240 a change of the clutch position Cposby use of a fourth control signal Ut4. A fourth change c4 in amplitude of the fourth control signal Ut4then indicates when the change of the clutch position Cposshould start and is related to the second point in time.
By activation of the above described determination unit/means 151, air input control unit/means 152, ignition timing control unit/means 153 and clutch position control unit/means 154, an actual change of the clutch position Cposand an adjustment of the engine torque Tqare essentially synchronised and both start at or after the second point in time t2, which has the above mentioned advantages.
Here and in this document, 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.
The at least one control system/means 120 is in figure 1 illustrated as including separately illustrated units/means 151, 152, 153, 154. Also, 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. These 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 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, respectively. It should be noted that the 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.
As mentioned above, 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 invention, and the present invention as such.
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 Cposof an automated clutch and for controlling an engine torque Tq.
The 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.
With reference to the above, the inventive method, and embodiments thereof, as described above, 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.
With reference to the above, the inventive method, and embodiments thereof, as described above, may be referred to as an, at least in part, automated method. Said method being, at least in part, automated meaning that it is performed 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.
The present invention is not limited to the above described embodiments. Instead, the present invention relates to, and encompasses all different embodiments being included within the scope of the independent claims.

Claims (13)

Claims
1. Method for controlling a position Cposof an automated clutch (106) and for controlling an engine torque Tqbeing provided to said automated clutch (106), said engine torque Tqbeing provided by an engine (101) using an electric spark to ignite a mixture of fuel and air in its cylinders (134) to create said engine torque Tq, wherein said engine torque Tqdepends at least on an ignition timing for said electric spark and on an amount of air being input into said mixture in said cylinders (134); characterised in - determining (210) an air control response time ?airfor means (122) arranged for controlling said amount of air being input into said cylinders (134), said the determination (210) including dynamically setting said air control response time ?airto a calculated value ?air_calc; ?air= ?air_calc,· - controlling (220) said air input into said cylinders (134) by use of a first control signal Ut1including a first change cl in amplitude at a first point in time tl, said first change cl in amplitude of said first control signal Ut1indicating when a regulation of said air input should start; - controlling (230) said ignition timing for said electric spark by use of a second control signal Ut2including a second change c2 in amplitude related to a second point in time t2, said second point in time t2 occurring said air control response time ?airlater than said first point in time t1; t2 = t1 ?airand said second change c2 in amplitude of said second control signal Ut2indicating when a regulation of said ignition timing should start; and - controlling (240) a change of said clutch position Cposby use of a fourth control signal Ut4including a fourth change c4 in amplitude related to said second point in time t2 and indicating when said change of said clutch position Cposshould start; whereby an actual change of said clutch position Cposand an actual adjustment of said engine torque Tqare essentially synchronised and start at or after said second point in time 12 .
2. Method as claimed in claim 1, wherein the air control means (122) is arranged for controlling one or more in the group of: - a position of an air throttle of an air inlet of said engine ; - a function of a turbo charger; - a function related to a degree of opening for a variable valve and/or a time instant of a change of said degree of opening for said variable valve, said variable valve being arranged at an air inlet of said engine; and - an exhaust gas recirculation (EGR) valve.
3. Method as claimed in any one of claims 1-2, wherein - means (121) arranged for controlling said ignition timing has an ignition response time ?ign, said ignition response time ?ignbeing shorter than said air control response time ?air,· and - said controlling (230) of said ignition timing for said electric spark is performed by use of said second control signal Ut2including said second change c2 in amplitude at a third point in time t3, said third point in time t3 occurring said ignition response time ?ignearlier than said second point in time t2; t3 = t2 - ?ign.
4. Method as claimed in any one of claims 1-3, wherein said regulation of said ignition timing includes an adjustment of an ignition time point at which said electric spark ignites said mixture.
5. Method as claimed in any one of claims 1-4, wherein: - said regulation of said air input has a greater regulation interval Iairthan a regulation interval Iignfor said regulation of said ignition timing; - said regulation of said air input is used for coarse adjustments of said engine torque Tq; and - said regulation of said ignition timing is used for fine tuning of said engine torque Tq.
6. Method as claimed in any one of claims 1-5, wherein said calculated value ?air_calcis calculated based on one or more parameters in a group of: - an ambient air temperature Tair; - an ambient air pressure Pair; - an operating point for said engine (101); - at least one response time ?phof at least one physical component of an air input system (132) arranged for inputting said air into said cylinders (134); - at least one signalling response time ?sigof an air input system (132) arranged for inputting said air into said cylinders (134); and - at least one fuel response time ?fuelfor a fuel system (133) providing fuel into said cylinders (134).
7. Method as claimed in any one of claims 1-6, wherein - a clutch control unit (150) arranged for controlling said automated clutch (106) has a clutch response time ?clutch; and - said controlling (240) of said clutch position Cposis performed by use of said fourth control signal Ut4including said fourth change in amplitude c4 at a fourth point in time t4, said fourth point in time t4 occurring said clutch response time ?clutchearlier than said second point in time t2; t4 = t2 - ?clutch.
8. Method as claimed in any one of claims 1-7, wherein said first control signal Ut1includes: - an initial standby value sb indicating that at least one regulator receiving said first control signal Ut1should be in a standby mode; followed by; - said first change in amplitude cl at said first point in time tl, indicating that said at least one regulator should start regulating said air input; followed by; - a regulation value r indicating that said at least one regulator should regulate said air input.
9. Method as claimed in any one of claims 1-8, wherein second control signal Ut2includes: - an initial standby value sb indicating that a regulator receiving said second control signal Ut2should be in a standby mode; followed by; - said second change in amplitude c2 related to said second point in time t2, indicating that said at least one regulator should start regulating said ignition timing; followed by; - a regulation value r indicating that said at least one regulator should regulate said ignition timing.
10. Method as claimed in any one of claims 1-9, wherein fourth control signal Ut4includes: - an initial standby value sb indicating that a regulator receiving said fourth control signal Ut4should be in a standby mode; followed by; - said fourth change in amplitude c4 related to said second point in time t2, indicating that said at least one regulator should start regulating said change of said clutch position Cpos; followed by; - a regulation value r indicating that said at least one regulator should regulate said change of said clutch position Cpos.
11. Computer program comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to any of the claims 1-10.
12. A computer-readable medium comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method according to any one of claims 1-10.
13. Control system (120) arranged for controlling a position Cposof an automated clutch (106) and for controlling an engine torque Tqbeing provided to said automated clutch (106), said engine torque Tqbeing provided by an engine (101) using an electric spark to ignite a mixture of fuel and air in its cylinders (134) to created said engine torque Tq, wherein said engine torque Tqdepends at least on an ignition timing for said electric spark and on an amount of air being input into said mixture in said cylinders (134); characterised in - means (151), arranged for determining (210) an air control response time ?airfor a means (122) arranged for controlling said amount of air being input into said cylinders (134), including dynamically setting said air control response time ?airto a calculated value ?air_calc; ?air= ?air_calc,· - means (152), arranged for controlling (220) said air input into said cylinders (134) by use of a first control signal Ut1including a first change cl in amplitude at a first point in time tl, said first change in amplitude of said first control signal Ut1indicating when a regulation of said air input should start; and - means (153), arranged for controlling (230) said ignition timing for said electric spark by use of a second control signal Ut2including a second change c2 in amplitude related to a second point in time t2, said second point in time t2 occurring said air control response time ?airlater than said first point in time t1; t2 = t1 ?air; and said second change in amplitude of said second control signal Ut2indicating when a regulation of said ignition timing should start; and - means (154), arranged for controlling (240) a change of said clutch position Cposby use of a fourth control signal Ut4including a fourth change c4 in amplitude related to said second point in time t2 and indicating when said change of said clutch position Cposshould start; whereby - an actual change of said clutch position Cposand an actual adjustment of said engine torque Tqare essentially synchronised and start at or after said second point in time 12.
SE1750389A 2017-03-31 2017-03-31 Control of an automated clutch and of an engine torque SE540839C2 (en)

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SE1750389A SE540839C2 (en) 2017-03-31 2017-03-31 Control of an automated clutch and of an engine torque
DE112018000958.0T DE112018000958T5 (en) 2017-03-31 2018-03-28 Control of an automatic clutch and an engine torque
SE1850353A SE542436C2 (en) 2017-03-31 2018-03-28 Control of an automated clutch and of an engine torque
BR112019017895-3A BR112019017895A2 (en) 2017-03-31 2018-03-28 CONTROL OF AN AUTOMATIC CLUTCH AND ENGINE TORQUE
PCT/SE2018/050337 WO2018182494A1 (en) 2017-03-31 2018-03-28 Control of an automated clutch and of an engine torque

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SE1750389A1 (en) 2018-10-01
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