SE1351255A1 - Estimation of parameters for calculating at least one force acting on a vehicle - Google Patents

Abstract

The present invention relates to a method for estimating at least one first and a second parameter, respectively, in a vehicle, said vehicle comprising a motor for transmitting a driving force (Fraction) to at least one drive wheel, said first and second parameters constituting parameters in calculating at least one force acting on said vehicle, said first parameter being a mass (m0 for said vehicle. The procedure comprises: - estimating said first parameter (m0 when said driving force (FT.tion) for said vehicle satisfies a first condition , and - estimating said second parameter (Fmodel Err; CRcl1Res; CAirRes) when said driving force (FTruction) for said vehicle satisfies a second, separate from said first condition, condition.

Description

The present invention relates to a method for estimating a first and a second parameter at a vehicle, respectively, said first and second parameters constituting parameters for calculating at least one force. on said vehicle according to the preamble of claim 1. The invention relates to a system for estimating parameters as above as well as a vehicle comprising such a system.

The invention relates to a computer program for carrying out the process.

Background of the Invention When driving a vehicle, it is important in many situations to have a good knowledge of the forces affecting the vehicle, especially when the vehicle is in motion.

In particular, the fact that it performs well has various functions that occur in vehicles, often it is necessary to have a good knowledge of the magnitude of the forces that affect the vehicle.

This may apply especially to heavy vehicles, but even with lighter vehicles, it is often unquestionable with good knowledge of the forces that affect the vehicle.

For example. knowledge of the forces affecting the vehicle can be used when shifting to determine a expected behavior of the vehicle at e.g. Opening / closing, and / or torque adjustment, of the vehicle's driviina.

Furthermore, speedometers with so-called Look Ahead - function increasingly common. Such cruise control simulates how the vehicle will behave when traveling along a future section of road. This forward-looking functionality, however, for good function, depends on the fact that the predicted behavior of the vehicle 2 also shows good agreement with the actual outcome. In order for such simulation to be carried out in a good way, it is important to have a good knowledge of the forces that affect the vehicle, such as engine torque, driveline losses, rolling resistance, air resistance and vehicle mass.

An important parameter in determining the forces affecting the vehicle is the mass of the vehicle. The mass of the vehicle affects the behavior of the vehicle, especially when the vehicle is in motion, to a very large extent in many situations, which is why it is also very important to be able to correctly estimate this mass.

The mass of the vehicle can also vary, especially in the case of heavy vehicles, to a very large extent. For example, the weight difference between an unladen vehicle and a fully loaded vehicle can be very large, and the weight of a fully loaded vehicle can be several times higher than the weight of the unladen vehicle.

Such a difference in weight means for natural reasons that an unladen vehicle will behave very differently compared to a fully loaded vehicle at e.g. opening of a driveline due to the fact that the mass of the vehicle has a great impact on the vehicle's choke resistance, ie. the resultant of the forces affecting the vehicle during operation.

The vehicle's masses are also typically present in cover models for e.g. calculation of the forces acting on the vehicle, where the impact of the mass can be very large, in particular when the vehicle is in motion.

For example. the mass of the vehicle has a great influence on the way in which the topography of the road along which the vehicle is driven will affect the vehicle, since the mass of the vehicle has a great influence on how much the vehicle is accelerated or decelerated by a downhill or uphill slope. This 3 means that the correspondence between customary behavior and actual outcome in e.g. forward-looking cruise control also largely depends on the accuracy of the mass estimation.

For this reason, heavy vehicles in particular often include functions for performing an estimation of the mass of the vehicle. In addition to the mass of the vehicle, there is also a need for knowledge of other parameters when calculating the forces affecting the vehicle, especially when this is in motion.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a method for estimating parameters for use in calculating forces acting on a vehicle, whereby a good estimation of the forces acting on the vehicle can also be obtained.

This object is achieved by means of a method for estimating at least one first and a second parameter, respectively, of a vehicle according to the characterizing part of claim 1.

According to the present invention, there is provided a method for estimating at least one first and a second parameter, respectively, of a vehicle, said vehicle comprising a motor for transmitting a driving force to at least one drive wheel, said first and second parameters being parameters for calculating at least one force. acting on said vehicle, said first parameter being a mass of said vehicle. The method comprises: - estimating said first parameter when said driving force for said vehicle meets a first condition, and 4 - estimating said second parameter when said driving force for said vehicle meets a second, Iran named first condition separate, condition.

As mentioned above, there are many situations where there is good knowledge of the forces that affect a vehicle, especially when the vehicle is in motion, or onskvard. According to the present invention, the accuracy can be improved when estimating parameters with which forces acting on said vehicle can be calculated, whereby the behavior of the vehicle in different situations can be better predicted.

This is achieved according to the invention by estimating a first and a second parameter, respectively, when different conditions ride in the driving of the vehicle. In particular, estimation for each parameter is performed in cases where the influence from the kali = to errors that affect the estimation of the respective parameter Or is reduced.

A first of the parameters that are estimated is the mass of the vehicle, etc., and according to the invention the mass of the vehicle is estimated in a situation when the driving force for said vehicle meets a first condition, cidr said first condition is such that the effect of parameters that estimate mass is reduced .

This can be achieved by performing the estimation of the mass of the vehicle in the event that the driving force is at odds with the other forces affecting the vehicle, such as e.g. when the driving force Exceeds the total force of other forces acting on the vehicle, or an applicable multiple of the other forces acting on the vehicle. Such other forces acting on the vehicle can e.g. consists of air resistance and rolling resistance. The driving force Or usually selected in this sisom Or the steering wheel front can be calculated by utilizing the torque delivered by the internal combustion engine, which is usually specified in the vehicle's steering system, whereby the delivered torque can be converted to a driving force on the vehicle's drive wheel. and wheel diameter.

Since the driving force is calculated by using the torque emitted by the internal combustion engine, which is often stated with good accuracy, a very good estimation of the vehicle mass can also be obtained when the impact from other forces is small and the estimation is thus mainly based on the driving force.

The said first condition for the said driving force can e.g. consists of the driving force exceeding a first force, such as a force corresponding to any applicable proportion of the maximum torque emitted by the internal combustion engine. For example. said first condition may be that the driving force exceeds a driving force corresponding to 50% of the torque emitted by the internal combustion engine. Alternatively, the condition can e.g. is determined by the fact that the driving force corresponds to any torque emitted in any of the intervals: 50-100% of the torque emitted by the internal combustion engine, 70-100% of the torque emitted by the internal combustion engine, 85-100% of the torque emitted by the internal combustion engine.

Furthermore, according to the present invention, at least a second parameter is estimated. This is carried out when the said driving force for the said vehicle fulfills a second, separate from the first condition mentioned above. Said second conditions for said driving force are preferably such that said driving force is equal to or less than a second, compared with said first force at most equal to rigid force. This means that the first and second parameters, respectively, will be estimated in different cases, since the driving force condition is such that there is no overlap. Ie. said first and second parameters will not be estimated simultaneously.

Preferably, said second parameter is estimated when said driving force for said vehicle is less than a predetermined proportion of a maximum driving force, i.e. when the torque delivered by the internal combustion engine is less than a predetermined proportion of a maximum torque. For example. said predetermined proportion may constitute 40% of said driving force (said maximum releasable torque).

Thus, estimation of the said first and second parameters can be performed in situations where good accuracy for each of the parameters can be stated, whereby different criteria for good accuracy racier. The criteria can also be arranged to others while driving the vehicle, whereby the criteria e.g. can be sharpened as estimates are performed, ie. the requirements for estimation to be performed can be set alit harder, with the result that estimation will take place more and more.

The forces acting on said vehicle can generally be described with a calculation model representing core resistance forces acting on said vehicle, and said first and second parameters respectively advantageously constitute parameters in said calculation model. Furthermore, the first and second parameters, respectively, can be estimated by using the said calculation model. The said other parameter values can e.g. represent one or more forces in said calculation model or a parameter input when calculating a force. According to one embodiment, said second parameter represents a model error due to one or more or all of the forces in the calculation model. The present invention thus has the advantage that estimation of parameters for calculating forces acting on said vehicle can be carried out where it is probable that the estimates will be of high quality / accuracy, which also means that the number of required estimates required to obtain desired accuracy can be maintained. small.

Furthermore, the fuel consumption of a vehicle depends on the rolling resistance. If the rolling resistance is higher than normal, fuel consumption will also be higher than normal. An increased rolling resistance can e.g. due to a brake being applied or the vehicle having incorrect wheel settings. The increased resistance may also be due to increased losses in the driveline. Such demands in rolling resistance are normally difficult to detect, but are possible according to the present invention.

Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.

Brief Description of the Drawings Fig. 1A schematically shows a vehicle in which the present invention can be used.

Fig. 1B shows a control unit in the control system of the vehicle shown in Fig. 1A.

Figs. 2A-B show an exemplary method according to the present invention.

Fig. 3 shows another exemplary method according to the present invention.

Detailed Description of Embodiments Fig. 1A schematically shows a driveline in a vehicle 100 according to an embodiment of the present invention. The vehicle 100 schematically shown in Fig. 1A 8 comprises a driveline with an internal combustion engine 101, which in a conventional manner, via a shaft extending on the internal combustion engine 101, usually via a flywheel 102, is connected to a gearbox 103 via a clutch 106.

The internal combustion engine 101 is controlled by the control system of the vehicle 100 via a control unit 115. Likewise, the clutch 106, which e.g. can be constituted by an automatically controlled clutch, and the gearbox 103 of the control system of the vehicle 100 by means of a control unit 116.

A shaft 107 emanating from the gearbox 103 drives drive wheels 113, 114 via an end shaft 108, such as e.g. a conventional differential, and drive shafts 104, 105 connected to said end shaft 108. Fig. 1A thus shows a shifting system of a type with automatically shifted manual gearboxes, but the invention is equally applicable to all types of drivelines, such as manually shifted gearboxes, double clutch shafts, conventional automatic charging, etc. Likewise, the invention is applicable to all types of vehicles where a driving force is applied to at least one driving wheel, such as e.g. at least in part from an electric motor in electric hybrid vehicles or electric vehicles, or from another power source in other types of vehicles.

Vehicles are generally affected by a number of forces when they are in motion. According to the above, one of these forces is a driving force, FTractiGn, which propels the vehicle forward or backward when the vehicle is reversing. The driving force is emitted by the force acting on the vehicle's drive wheel from the vehicle's one or more engines, in the present non-limiting example the internal combustion engine 101, where the torque delivered by the internal combustion engine 101 is usually converted to a force acting on the vehicle 100 wheels. The driving force FTrJctjofl can be arranged to include the internal losses of the internal combustion engine, 9 the driving force can thus be negative when no or only a small work is done by the internal combustion engine.

Other forces acting on the vehicle include one or more of the rolling resistance force FRO11ReSI air resistance force FA R „and gravity force FGrav • Furthermore, the gradient has a large effect on the vehicle's core resistance through its effect on several of the mentioned forces as below.

In general, a calculation model for describing the forces acting on the vehicle can be expressed according to: 10inva F Traction F Air Re s F Roll Re s F Gray F Brake (1) where all the forces consist of the forces as above and Tarake, which represents the braking force applied when one or more of the vehicle's braking systems, such as the service braking system or the auxiliary braking system, are activated. in, constitutes the mass of the vehicle (kg) and a (m / s ^ 2) constitutes the acceleration of the vehicle. must perform the resultant Frot of the forces acting on the vehicle.

Concerning the estimation of these forces, therefore, the driving force is the fraction of the torque delivered from the engine converted into force on the vehicle's drive wheel. The other forces involved in the calculation model can e.g. estimated according to the following: F Air Re sA 'Re s VF Roll ResRoll Re sg COSOC FGrav Mvg sin a dar: v is the speed of the vehicle (m / s), a current slope for the surface on which the vehicle is traveling (row), g is the gravitational constant (approx. 9.82 m / s ^ 2), constitutes a constant which depends on the density of the air, the area of the vehicle in the direction of travel, and the coefficient of air resistance of the vehicle, which depends on the design of the surfaces of the vehicle facing the wind, and in principle all external details of the vehicle has an impact.

The air resistance coefficient can therefore be an answer to be calculated, with the consequence that there is a risk that the air resistance force is estimated incorrectly. The air resistance is also strongly speed-dependent, with the result that incorrect estimation has an increased effect with higher vehicle speeds.

C Roll Re s constitutes a rolling resistance coefficient, which mainly depends on the vehicle's tires / wheels. The rolling resistance force is also dependent on the normal force, ie. mvgcosa, and clamed the mass of the vehicle. The coefficient of rolling resistance can also be the answer to determine exactly.

The vehicle's core resistance also depends on losses in the vehicle's driveline, where these may be difficult to distinguish, and therefore may be wholly or partly included in e.g. rolling resistance or driving force during estimation. All in all, this means that there is a risk that the forces acting on the vehicle will be estimated in a way that entails an undesirable deviation from the actual value.

According to the present invention, there is provided a method which reduces the risk of incorrect estimation of the forces acting on the vehicle. This is achieved according to the present invention by estimating different parameters at different conditions for the vehicle when it is in motion.

As mentioned above, one of the parameters which according to the present invention is estimated by the mass of the vehicle is in, and according to the invention the mass of the vehicle is estimated 1n when the driving force of the vehicle is rigid because eq. (1) in such situations shows great probability precisely against the vehicle's mass mtv, whereby also a good estimation of the vehicle's mass mc can be obtained since the driving force can usually be determined with good accuracy as above. Figs. 2A-2B illustrate an exemplary method according to the present invention, in which Fig. 2A shows a first part 200 of the method.

The method according to the present invention is arranged to be performed by any applicable control unit in the control system of the vehicle, such as e.g. the engine control unit 1 (shown in Fig. 1A) or other control unit existing at the vehicle, such as e.g. the control unit 116 for controlling the clutch / gear shaft. The control unit can thus consist of any existing control unit in the vehicle's control system, and the function for estimating vehicle mass can also be implemented in more than one control unit. Likewise, the estimation of the vehicle mass can be arranged to be performed by several control units simultaneously and individually. The invention can also be implemented in a control unit dedicated to the present invention.

In general, control systems in today's vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs) as well as controllers, 115, 116, and various 12 components arranged in the vehicle 100. Such a control system may comprise a starting number of control units, and the responsibility for a specific function may be divided into more than one control unit. For the sake of simplicity, Fig. 1A shows only a very limited number of control units.

The function of the control unit 115 (or the control unit (s) to which the present invention is implemented) according to the present invention can e.g. may be due to signals from the control unit 116 which control the gearbox / clutch, e.g. to get acquainted with when the driveline has been opened. The control unit 1 also receives the other required signals for calculating parameters according to the above and the following, respectively. In general, control units of the type shown are normally arranged to receive sensor signals from different parts of the vehicle 100, as well as from different control units arranged on the vehicle 100.

The control is often controlled by programmed instructions. These programmed instructions typically consist of a computer program, which when executed in a computer or controller causes the computer / controller to perform the desired control, such as the process steps of the present invention.

The computer program usually forms part of a computer program product, where the computer program product comprises an applicable storage medium 121 (see Fig. 1B) with the computer program stored on said storage medium 121. Said digital storage medium 121 may e.g. consists of someone from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc., and be arranged in or in connection with the control unit, the computer program being executed by the control unit. By following the instructions of the other computer program, the behavior of the vehicle in a specific situation can thus be adapted.

An exemplary control unit (control unit 115) is shown schematically in Fig. 1B, wherein the control unit in turn may comprise a calculating unit 120, which may be constituted by e.g. any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The calculating unit 120 is connected to a memory unit 121, which provides the calculating unit 120 e.g. the stored program code and / or the stored data calculation unit 120 need to be able to perform calculations. The calculation unit 120 is also arranged to store partial or final results of calculations in the memory unit 121.

Furthermore, the control unit is provided with devices 122, 123, 124, 125 for receiving and transmitting input and output signals, respectively. These inputs and outputs may contain waveforms, pulses, or other attributes, which of the input signals 122, 125 for receiving input signals may be detected as information for processing the calculation unit 120. The devices 123, 124 for transmitting output signals are arranged to convert calculation results from the calculation unit. 120 to output signals for transmission to other parts of the vehicle control system and / or the component (s) for which the signals are intended. Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration; or by a wireless connection. Back to Fig. 2A, a first part of an exemplary method 200 according to the present invention is shown suedes. In step 201 of Fig. 2A, it is determined whether the driving force FTraction of the vehicle exceeds a first driving force. The value is preferably exerted by a relatively strong driving force, such as a driving force corresponding to a torque delivered by the vehicle's engine 101 constituting at least 50% of the maximum torque.

Alternatively, grOnsvOrdett.ex. is set to any applicable proportion of a driving force corresponding to a torque delivered by the engine 101 of the vehicle according to any of the intervals exemplified above.

If it is determined in step 201 that the driving force FTraction exceeds the threshold value, the procedure proceeds to step 202 for estimating the mass my of the vehicle. The mass my is estimated with the help of eq. (1) above, alternatively eq. (5) below, (Thus, the driving force F, „„ „Or relative star when estimation is performed.

The others in eq. (1) the driving forces can be estimated by using parameters stored in the vehicle's control system.

The mass can also be estimated by using the integration of eq. Described below. (1) alt. (5).

The procedure then proceeds to step 203, where it is determined whether the estimation Or slutford and as long as that is not the case, the procedure returns to step 202. If in step 203 it is determined that the estimation Or slutford proceeds the procedure to step 204, (Jar the estimated value for When an estimate of the vehicle mass m has been performed, according to an embodiment of the invention, this estimated vehicle mass my is stored in a memory.When more On an estimation of the vehicle mass m has been performed, these more On one estimates can be averaged to obtain a

Claims (27)

average vehicle mass. The more than one the estimates of the vehicle mass m, can e.g. also filtered to even out deviations. The most recent estimate can also be weighted by one or more age values in an appropriate way. According to one embodiment, the most recently estimated value is assumed to be the most correct value. The process then proceeds to step 205, where it is determined whether further estimation of the vehicle mass m should be performed. For example. For example, the mass of the vehicle may be arranged to be estimated until a deviation between successive estimates is judged to be appropriately small. Alternatively, a certain number of estimates may be arranged to be performed. The estimates can also be arranged to be performed continuously during the entire journey of the vehicle. Estimation can also be arranged to be performed with increasingly stricter conditions for estimation to be performed, whereby the conditions for estimation are met more frequently. Thus, estimation can be arranged to take place more often at e.g. the beginning of a voyage is then only carried out in increasingly favorable conditions for good estimation. As has been called, estimation of the mass m is performed when the driving force Fl.action is strong in relation to other forces, since the knowledge am and the accuracy of the driving force FTraction Or greater than for other forces. The requirement for the size of the driving force can e.g. be arranged to Oka as estimates are performed, whereby estimates will thus be performed more and more. Instead of the driving force amounting to a certain proportion of maximum driving force, the estimation can be arranged to be performed dl FTractionXFAirResFRollRes' The size of x will affect how many estimates will be performed during the 16 time period / distance and also determines the quality of the estimates performed. Start value for x gives good quality of the estimates, but few estimates. The magnitude of x can be arranged to increase as estimates are performed. If further estimation is to be performed, the procedure returns to step 201, otherwise the procedure in step 206 is terminated. The procedure shown in Fig. 2A may further have an overriding function of interrupting estimation in step 202/203, it is determined that the driving force during estimation is less father to ensure that estimation is not performed in less appropriate situations. The estimation of the vehicle mass my can be e.g. be arranged to be performed for a certain time, such as a certain number of seconds or for a certain distance traveled, such as a certain number of meters. This is described in more detail below. The present invention, however, relates not only to the estimation of the mass m of the vehicle, but also to the estimation of at least one further parameter. The method according to the invention therefore comprises a function 210 similar to that in Fig. 2A and which is performed in parallel with that in Fig. 2A but for estimating a second parameter. This is illustrated in Fig. 23. This second parameter can be constituted by any applicable parameter in the calculation model used to describe the force effect on the vehicle, such as e.g. eq. (1). This includes the above flag of the parameters used for calculating e.g. the forces according to eq. (2) - (4). Suedes can e.g. CAirves or coulles are released from the calculation model and estimated according to the present invention. The calculation model can thus e.g. assume the shape according to eq. (1). In general, this calculation model can look different, where different forces can be divided into larger or smaller 17 components. For example. can the driving force FT ,,, ction in eq. (1) be arranged to include the losses that occur in the driveline when transmitting the force generated by the engine to the wheels of the vehicle. Likasa is shown in eq. (1) the air resistance force and the rolling resistance force, respectively, as separate forces, but these may alternatively be arranged to be represented by a single force as they can often be responsible for distinguishing from each other. As can be seen, it amounts to eq. (1) the calculation model showed just one model, (Are inaccuracies in the model or the way in which the forces involved in the model are calculated per origin of a model error. According to an embodiment of the present invention, this model error is therefore estimated, F ModelError which thus constitutes a total error For estimated forces. Equ. (1) can therefore be described as: "Iva traction FA. Re s F Roll Re s F Gray F ModelError () F ModelError represents suedes a total error for estimated forces, and theoretically consists of zero Newton am model stems perfectly with reality, which, however, is often not the case. According to Equ. (5), suedes has an additional force, F: „, 0„ 7 „, inforts. According to this embodiment, the force F ModelError thus represents a common model error for those in the model. the forces, such as estimates of, for example, exchange resistance and air resistance and gravity, and above the driving force FTraction can be jointly corrected with a common correlation. rigging factor F _ModelError with consequence that e.g. new estimation of the vehicle mass can be performed 18 after an estimation of F ModelError, by using eq. (5) with the result that a better estimation of the vehicle mass is obtained. Before any estimation of Fuodeffrror has been performed, this can be set to something applicable value, such as e.g. an estimate at a previous voyage, or set to nail, whereby the mass of the vehicle is thus advantageously estimated by using eq. (5) although there is no current estimate of F ModelError yet. As will be appreciated, the first estimation according to the invention may consist of either the mass of the vehicle or the F ModelError depending on which criterion of estimation is first met. Likewise, a renewed, probably more accurate estimation of the vehicle mass can e.g. then the father is used to obtain a further improved estimation of F ModelError or quart am, or another parameter not included in the calculation model. Regarding estimation of F ModelError as well as Other parameters in the model Over forces acting on the vehicle, other criteria apply in comparison with the estimation of the vehicle's mass in order to obtain as good an estimate as possible. Therefore, in step 211 of Fig. 2B, instead of determining, as in step 201, determining whether the driving force FT ,, „„ tion exceeds a spruce value, now whether the vehicle's driving force FTraction is less than or equal to a second spruce value. advantageous in the driving force Ffrac ,, o, Or as small as possible, as this in some cases can be very star in relation to other forces acting on the vehicle, and clamed have a very dominant effect on the calculations. By instead performing the estimation of the model error F mode / Error, or another parameter 19 such as e.g. C7,4irRes or C7,01, aes, if the driving force F ,,,, „„, is small, a good estimation of the model error can be obtained. According to one embodiment, estimation of the model error F ModelError ° M is performed. The driving force FTraction is less than a force corresponding to e.g. 30% of the torque emitted by the vehicle's engine. According to one embodiment, the review value may assume a higher value, and according to one embodiment, the review value may be equal to Fir "," but where the conditions in steps 201 and 211 are still such that simultaneous estimation is never performed. According to one embodiment, the review value may assume a lower value of 30 %, such as an arbitrary value in the range 0-30% Thus, when the condition in step 211 is met, the procedure continues to step 212 for estimating the model error F ModelError • This is performed in the same way as for the mass of the vehicle, ie by triggering F ModelError from equ. (5) If the mass of the vehicle my has previously been estimated, an erroneous estimate of the mass of the vehicle is used when estimating the model error. As above, the procedure may be arranged to be terminated as soon as the condition in step 211 is no longer met. to step 214, where the model error Feed / Error is stored / updated in the corresponding way as specified for the vehicle mass above. In step 215 it is then determined whether further updating of the model fault is required, and if not the procedure is terminated in step 216. The criteria for ever transition from step 211 to 212 may, just as for the mass of the vehicle my above, be arranged to be set more strictly as alit more estimates of the model error have been made. This thus means that the maximum permitted driving force during the estimation can be set alit stock gradually. By compensating for errors in estimates of e.g. the vehicle's mass m or air resistance / rolling resistance with a model error F ModelError means that overall a very good estimate of the total force impact the vehicle has been subjected to can be obtained, with the result that e.g. Simulations associated with forward-looking cruise control will match choices with the actual outcome. Likewise, good regulation at e.g. vdxling erhallas. Furthermore, the invention has the advantage that each new estimate of e.g. vehicle mass and model error F ModelError will include previous estimates of the respective other parameters in the calculation, with the result that mass m, and model errors (or other parameter that is estimated) converge with very good accuracy as a result. I eq. (1) also shows the braking force FR, „k„ and also if this is not included in eq. (5) as can also be seen, the braking force TBrake can be estimated by using eq. (5) and / or eq. (1). In this case, with advantage other parameters, such as mass my and the model error F ModelError can be arranged to be first estimated, since these are of a more constant nature compared with the braking force which can vary greatly starting from one incident to another, whereby then the braking force is estimated at need, where the estimation refers to the specific occasion the braking force is applied. In the method shown in Figs. 2A-3, estimation is initiated solely because of the magnitude of radiating driving force. Both with regard to the mass of the vehicle and the model error F ModelError, additional criteria can be applied for estimation to be initiated. For example. With regard to the mass of the vehicle, a further requirement may be that the speed of the vehicle exceeds the applicable speed, such as an applicable number of kilometers per hour. Furthermore, since the mass is intimately associated with the acceleration in the barking model, an additional requirement may be that the vehicle's acceleration a At least amounts to the flag applicable acceleration. For example. according to one embodiment, the criterion for acceleration may be that it exceeds 1 m / s2 or 0.5 m / s2. Regarding the model error F ModelError as well as other parameters, it may also in this case be advantageous to apply additional criteria for estimation to be performed. For example. it may also be advantageous for the speed of the vehicle to exceed any permissible speed. Furthermore, a criterion can be made that the vehicle's acceleration a is small, preferably as different coil m / s2 as possible, since an acceleration on coil m / s2 meant that the term to the left of the equals sign in eq. (5) is eliminated from the coverages or at least makes very small. For example. according to one embodiment, the criterion for acceleration may be that it amounts to a maximum of +0.1 m / s2 or ± 0.05 m / s2 or applicable acceleration in the range 0- ± 0.1 m / s2, where negative acceleration means that the vehicle is decelerated . Furthermore, since both rolling resistance and gravitational force depend on radiating inclination of the surface on which the vehicle is traveling, it is advantageous if this inclination is to change zero degrees (radians) as possible, e.g. so that in this case the gravitational force can also be eliminated or made very small in the calculations. For example. the slope can be limited to a maximum of an arbitrary slope in the range ± (0-0.1) radians, or ± (0-0.05) radians. The present invention thus allows a very good estimation of the power impact of a vehicle subjected to below 22 speed to be estimated. However, the forces that affect the vehicle usually vary with varying conditions. For example. the air resistance is strongly dependent on the speed of the vehicle. This meant that errors in the air resistance constant used in calculating the air resistance force will have a larger impact with increasing speed. According to an embodiment of the invention, therefore, estimates of the model error F ModelError are performed at a plurality of different vehicle speeds, whereby different model errors FiliodelError can be applied at different speeds at e.g. estimation of the vehicle mass to take into account the model error's F MocklError speed dependence. According to an embodiment of the invention, the cause of the model error F ModelError can be determined. The model error can be such that it is greatly affected by errors in air resistance and rolling resistance models. In addition, the model error can be affected by errors in estimated driving force and errors in estimated mass. If the model error FmodelError is determined for different speeds as above, then a part of the model error that is harror to the air resistance can be determined, ie. the speed-dependent part. According to one embodiment, it can also be determined how large a part of the model error FwdelErrar which relates to air resistance / rolling resistance and the vehicle's driving force / losses upstream, e.g. a clutch or gearbox. Such a method 300 is damaged in Fig. 3, which just as above comprises a part (not shown) for estimating the mass of the vehicle as above. In step 311 it is determined, just as in step 211 in Fig. 2B, whether the driving force of the vehicle is less than any applicable driving force such as e.g. spruce value F glue 2 • Additional criteria as described above can also be applied. In this case, the procedure proceeds to step 312, where it is determined whether the vehicle's driveline is open. If this is not the case, steps 317-319 are performed, corresponding to steps 212-214 in Fig. 2B, i.e. model fault for closed driveline, F ModelErrorClosedestimated just as above. However, if the driveline is open, the procedure proceeds to step 313, where the model error is also estimated. In this case, ie. when the driveline is open, the driving force is by definition equal to zero, which means that this is eliminated from the calculation model. The model error ModelErrorOpen estimated in step 313 thus consists of a model error TmodelErroropen where errors in estimated driving force and losses upstream of the point where the driveline has been broken are not included in the result. Thus, when in step 314 it has been determined that the estimation of the model error FModelErrorOpen at open driveline is complete, the procedure proceeds to step 315, where the model error FModeErrorOpen at open driveline l is stored / updated in the same manner as above, the procedure then proceeding to step 316 cid '. the driving force error F between the model fault at the open driveline F ModelErrorOpen and the model fault at the closed driveline F ModelErrorClosed • The corresponding update is performed in step 320 after estimating F ModelErrorClosed • The update in steps 316 and 320 can be arranged only under the condition that estimates has been exported. In steps 321 and 322, respectively, it is determined whether further estimates are to be performed as above. Thus, according to this embodiment of the present invention, it is possible to identify faults which are horrible to the part of the driveline which is above the point where the driveline is reached. This error can e.g. be arranged to be stored over time at different times to enable identification of changes in the model error with time, e.g. TractionError is fixed / updated as difference 24 due to wear or other causes. If the fault is start and a star braking force is harrowing to the driving force, this may indicate that something is wrong in e.g. the engine of the vehicle. A starting model error regarding the driving force can also e.g. due to the fact that there are users such as connected via power take-offs, where the control system's knowledge of this Consumer is poor. The present invention thus allows compensation also for such factors. According to eq. (1) and (5) above, respectively, the estimation comprises a term a representing the acceleration of the vehicle. Aven cm e.g. Accelerometers can be used to determine the acceleration a often by deriving the vehicle speed. The signal for the vehicle speed can, however, in sip be relatively noisy, e.g. due to the fact that this can be obtained from a tachometer, whereby the speed signal is thus already Derived once. This means that the derivative of the speed signal, i.e. acceleration, can become very noisy, with reduced accuracy when estimating parameters agreed above as error. According to one embodiment, the vehicle mass my or the model error or the parameter estimated during a time period to-t „d is estimated, or a distance xo-xe where the driving force meets the respective criteria as above. Such a procedure is described in the international application WO2012 / 134377 (A1) for estimating the mass of the vehicle, whereby thus estimating the mass of the vehicle according to the present invention can be carried out completely according to any of the procedures shown therein. In general, advantages shown in this application are applicable to estimation according to the present invention, but where the methods shown for estimating the mass of the vehicle are adapted for estimating the second parameter according to the present invention, e.g. by applying eq. (5) instead of eq. (1) and release F ModelError or the parameter to be estimated from the equation whereby estimation according to WO2012 / 134377 (Al) can be performed. Regarding the mass of the vehicle, this can be released from eq. (5), with application of Eq. (2) - (4), and cidr acceleration is integrated and as a result results in a speed difference, AS: (FTraction F Air Re s FliodelError) Ch eq. (6) —vto) + g + sin a) dt t, According to eq. (6) the mass of the vehicle is thus estimated for a certain period of time to-tend, and thus based on the effect on the vehicle in the model the forces have on the vehicle during the said time-period to-tend • This time-period to-tend can be arranged to have a long mom a permissible time interval, it viii say that the time period to- tend Or lOngre On a minimum permitted time and shorter than a maximum permitted time, such as an applicable number of seconds. Since the estimation has due to a change in velocity and not acceleration, that is to say a difference between a starting velocity vto and a final velocity v ,, it is sufficient to determine a starting value vto and an end value vt, for the velocity, for which a derivation of the velocity v to obtain the acceleration a is not required, whereby estimation based ph a noisy and error-generating acceleration signal can be avoided. The above-mentioned time period tc-tendency, during which the effect of the forces on the vehicle is determined, may also correspond to a straight xxe which is traveled during the said time period to-tend. This 26 is described in WO2012 / 134377 (A1) and is thus to Impossible has. This distance xo-xe then has a long mom a permissible distance interval, so that the distance xo-xc Or longer than a minimum permitted 1Ongd for the distance and shorter On a maximum permitted length for the distance. For example. may, if an estimate is to be considered reliable, the time period, according to an embodiment, be longer than a minimum permitted time (or longer is a minimum permitted distance). In addition, it must be shorter than a maximum permitted time (or shorter than a maximum permitted distance), which reduces the number of calculations in the condition Or fulfilled during the long time / distance. According to one embodiment, the minimum allowable time is 1 second and the maximum allowable time is an applicable time in the range of 1-60 seconds, such as e.g. 30 seconds, where the estimation can be arranged to last as long as possible during the permitted time as long as the conditions for the estimation are met, but where the estimation can be completed before the maximum time has been reached as soon as any condition is no longer met. The estimates can thus have different lengths. Topographical information can also be taken into account, which is also described in the said application. Regarding the second parameter that is estimated, this is performed in a corresponding way, and for the example Fmodeff, „erhalls: FModelError td - to) ± (FTraction F.4irRes FRollRes - FGrav) dt to (7) @ end t dOr all corresponding benefits are obtained. As will be appreciated, the method shown in WO2012 / 134377 (A1) to perform estimation can be fully applied to both the first and second parameters, respectively, according to the present invention. An advantage of basing the estimates on integrals of the forces is that the calculation of the estimation itself acts as a filter for disturbances. Since the estimates have integrates over a relatively long period of time to-teller Over a relatively long distance xo-xe, temporary errors, for example due to noise, have the vagal slope a, speed, or some other quantity, affect the estimation to a very small extent. The estimation thus becomes relatively unobtrusive. The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments within the scope of the appended independent claims. 28 Patent claims A method for estimating at least one first and a second parameter, respectively, in a vehicle, said vehicle comprising a motor for transmitting a driving force (FTraction) to at least one drive wheel, said first and second parameters respectively constituting parameters in calculating at least one force acting. on said vehicle, said first parameter being a mass (m0 for said vehicle, characterized in that the method comprises: - estimating said first parameter (if said driving force (FTraction) for said vehicle satisfies a first condition, and - estimating said second parameter (Fmodel Err; CRcellReo; CAirRes) when said driving force (FTrucon) for said vehicle satisfies a second, separate from said first condition, condition. A method according to claim 1, wherein said first condition for said driving force (FTraction) is that said driving force (FTractic, n) exceeds a first force, and wherein said second condition for said driving force (FTracgon) is constituted by said driving force (FTracgon). ,,,, tion) is equal to or less than a second, compared with the said first force maximum equal, force. A method according to claim 1 or 2, further comprising estimating said second parameter (Fm ode 'Err; CRollRes; CAirRes) when the slope (a) of the ground on which said vehicle travels is less than a first slope, such as a slope relative to a horizontal plane maximum amount to an arbitrary slope in the range ± (0-0.1) radians, or ± (00.05) radians. The method of claim 1 or 2, further comprising estimating said first parameter (my) and / or said 29 second parameter (Fploci, / Err; CRoilRes; CylirRes) when the speed of said vehicle exceeds a first speed. A method according to any one of claims 1-4, further comprising estimating said second parameter (FAT odei Err; CRoilRes; CAirRes) when the acceleration of said vehicle reaches a maximum of a first acceleration, such as an acceleration of a maximum of ± 0.1 m / s2 or ± 0.05 m / s2, or an applicable acceleration in the range 0- + 0.1 m / s2. A method according to any one of claims 1-5, wherein said estimating said first and second parameter values constitute parameters in a calculation model representing chore resistance forces acting on said vehicle. The method of claim 6, further comprising estimating said first and second parameter values, respectively, using said calculation model. The method of claim 6 or 7, further comprising estimating said second parameter value at a plurality of speeds for said vehicle, and applying different values for said second parameter value at different speeds when calculating according to said calculating model. The method of claim 8, wherein said second parameter value is a parameter value representing a total deviation of at least two estimated forces and corresponding actual forces acting on said vehicle, further comprising: - based on said estimates at said plurality of speeds, determining a distribution for said deviation between said at least two estimated forces. A method according to any one of claims 6-9, wherein said bending model comprises said driving force (FTraction) and at least one additional force. The method of claim 10, wherein said At least one additional force is one or more of, or a representation of, the total force of one or more of: rolling resistance, air resistance, gravity. A method according to claim 10 or 11, wherein estimating said first parameter value performed at said said driving force FTraction is greater than said at least one additional force. A method according to any one of the preceding claims, further comprising, if said first or second parameter has been estimated, using this estimation when estimating the second of said parameters. A method according to any one of the preceding claims, further comprising, if a previous estimation of said first or second parameter value has been performed, and in a subsequent estimation of said first or second parameter value, weighted said estimation with at least one respective previous challenge estimation of said parameter value. A method according to any one of the preceding claims, wherein said second parameter value constitutes a parameter value representing an estimation of a deviation between an estimated force and a corresponding actual force acting on said vehicle. The method of claim 15, wherein said deviation represents a total deviation for a plurality of real forces acting IDA of said vehicle. 31 A method according to claim 15 or 16, further comprising: 1. with said motor connected to said drive wheel, performing an initial estimation of said second parameter value, - with said motor disengaged from said drive wheel, performing a second estimation of said second parameter value, and 2. gene = utilization of said first and second estimation of said second parameter value, respectively, determine a deviation for an upstream said decoupling hanforlig force. A method according to any one of the preceding claims, wherein said second parameter is constituted by a force acting on said vehicle or a parameter by utilizing which a force acting on said vehicle can be calculated. A method according to any preceding claim, further comprising estimating said second parameter (Fmodei Err; CR011R, 8; CAirRes) when said driving force (FTractio,) for said vehicle is less than a force corresponding to a predetermined proportion of a maximum releasable torque for said vehicle. engine. The method of claim 18, wherein said predetermined proportion corresponds to a maximum of 40% of said maximum releasable torque. A method according to any one of the preceding claims, further comprising adapting at least one of said first and second conditions, respectively, while traveling with said vehicle, said first and second conditions being different, so that the conditions for estimation are more met. A method according to any one of the preceding claims, wherein said estimating at least one of said first and second parameters, respectively, is performed based on an effect of at least two forces on said vehicle over a period of time 32 The method of claim 21, wherein said estimating is performed based also on at least one of: - a speed change for said vehicle during said time period to-tend; and - a hike change for said vehicle during said time period tend. A method according to claim 21 or 22, wherein said time period to-t, d corresponds to a distance xo-xe, which - is traveled during said time period fend • A computer program comprising program code, which when said program code is executed in a computer, causes said computer to perform the method according to any of claims 1-23. A computer program product comprising a computer readable medium and a computer program according to claim 24, wherein said computer program Or is included in said computer readable medium. A system for estimating at least one first and a second parameter, respectively, of a vehicle, said vehicle comprising a motor for transmitting a driving force (FTraction) to at least one drive wheel, said first and second parameters respectively constituting parameters for calculating at least one force. acting on said vehicle, said first parameter being a mass (my) for said vehicle, characterized in that the system comprises means for: - estimating said first parameter (my) when said driving force (FTraction) for said vehicle satisfies a first condition , and - estimating said second parameter (Fmodel Err; CRcl1Res; CAirRes) when said driving force (FT „c,„ J for said vehicle satisfies a second, different from said first condition, condition. 33. Vehicle, characterized in that it comprises a system according to claim 26. FIG. 'IA 13 1 .--- 104 103? , ---- 108 106 \ 101 101) 107 .---- 2 /