SE539390C2 - Control of at least one actuator which affects a driveline in a vehicle - Google Patents

Abstract

The present invention provides a method and a system for controlling at least one actuator which actuates a driveline in a vehicle. According to the present invention, a speed difference Aw is established between a first end of the drive line, which rotates with a first speed w1, and a second end of the drive line, which rotates with a second speed ag. A time period Ybmpp during which a play idle line will be present is also determined based on the difference in speed Aw and on a magnitude Q fl wm for the angle of angulation of the play. An activation time tmümæ for the at least one actuator is determined is based on the time period Ybmpp when the gap is present and on an actuation time Yzpmuæ, which indicates how large a delay is from a request for movement of the at least one actuator until it starts moving at least one actuator. When the activation time Qwmmw has been determined, a requested movement of the at least one actuator can be made at this activation time güwme. Fig. 2

Description

TECHNICAL FIELD The present invention relates to a method for controlling at least one actuator in a vehicle according to the preamble of claim 1. The present invention also relates to a system device for controlling a vehicle according to at least one actuator. 2l, as well as a computer program and a computer program product, which implement the method according to the invention.

Background The following background description is a description of the background of the present invention, which, however, does not have to be prior art.

Vehicles, such as cars, buses and lorries, are propelled forward by an engine torque emitted by an engine in the vehicle. This engine torque is supplied to the vehicle's drive wheel by a driveline in the vehicle. The driveline usually comprises a clutch and a single-gearbox, which transmit the engine torque to the drive wheels. The driveline contains a number of inertia, weights and damping components, which means that the driveline can have a different effect on the engine torque which transmits the drive wheels. When ramping down or ramping up the engine torque during, for example, shifting processes, the driveline is relaxed, ie the weights / springs in driveline components before the shift, and then turned up again after the shift has been completed.

There are a number of possible gaps that can occur in a driveline, for example when gears in gears, universal joints or the like reach certain mutual angles do not grip each other properly. Looseness in the driveline, ie when the 10 gears of two gears in the gearbox do not engage each other for a short period of time and then engage in each other again, can occur, for example, in a transition between towing the engine and torque / torque request, reactivation of the clutch, or when shifting, ie when changing the gear position in the gearbox.

During the play in the driveline, no torque is transmitted to the drive wheels from the engine. This makes it advantageous to carry out shifts and / or activations of the coupling during the actual play.

Brief description of the invention Shifts in the gearbox and activations of the clutch are performed by using one or more actuators. The same actuators can, for example, be hydraulically, pneumatically and / or electrically driven / activated / controlled. Hydraulic actuators require a hydraulic activation time to achieve the desired movement. Pneumatic actuators, that is, actuators driven by compressed air, require a pre-blowing time to achieve the desired movement. Electric actuators require calculation and / or execution time because the actuator desired the movement of the actuator. Thus, it takes one operating time Tzpmaæ for each actuator before starting to move, where this operating time Yzpmuæ includes one or more of the hydraulic activation time, the blowing time and the calculation and / or execution time.

This operating time Tzpmaæ can be relatively long, for example the blowing time for a pneumatic actuator is about 100 ms long. The time period when the driveline is engaged is relatively short. This makes it difficult to pass a change in the gearshift or an activation of the clutch so that the change or activation takes place during the actual play, which is desirable. A lot can happen, and many parameters can change, in a vehicle during the relatively long operating time Yzpm fl æ, which makes it difficult to know when the dynamic torque transmitted to the drive wheels is really zero (O) Nm, ie to know when the play is present.

Faster control / activation / drive of actuators, the meaningful use of actuator systems with shorter actuation time Yzpmaæ is costly to implement, which increases the production costs of the vehicle.

In some systems it may also be possible to achieve faster control / activation / drive of actuators by increasing the flow through the throttles in, for example, an air actuation system, which displaces the various parts of the gearbox. Due to the increased flow, a high pressure rise is also built up faster in the system, which enables the faster control / activation / drive of the actuator. However, this higher pressure can have a disadvantage in that it can cause uncomfortable shifts, since, for example, a gear can then be pulled out before the torque has become zero (0). It becomes all the more important to dot in exactly the moment the damming moment is exactly zero (0), if the higher pressure is in the system, than when a normal, ie lower, pressure for the system is used.

It is an object of the present invention to provide a method and a system for controlling at least one actuator which actuates a driveline in a vehicle which at least partially solves the above-mentioned problems.

This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The object is also achieved by the above-mentioned system according to the characterizing part of claim 21, as well as by the above-mentioned computer program and computer program product.

According to the present invention, a speed difference ww is established between a first end of the driveline, which rotates at a first speed ag, and a second end of the driveline, which rotates at a second speed ag. A time period Ybmpp during which a play in the driveline will be present is also established on the speed difference Aw and on a magnitude Q fl mw for a play angle for the play. An activation time güwme for the at least one actuator is determined based on the time period Ybmpp when the gap is present and on one actuating time Tzpmaæ, which indicates how large a delay is from the request of a movement of the at least one actuator until it starts at least one actuator. Once the activation timeQünuw has been determined, a request for movement of the at least one actuator can then be made at this activation time güwme.

The at least one actuator controlled according to the present invention can, for example, actuate a gearbox in a gearbox and / or a clutch in the vehicle.

The actuator may comprise one or more parts. When the actuator acts on a gearbox, the actuator may, for example, comprise a fork which moves directly or indirectly and thereby activates gears related to the gears in the gearbox. The mechanical engagement and disengagement of gears takes place in certain gearboxes by using a so-called actuating sleeve. In this case, the actuating sleeve is moved by the fork, which in turn is moved by a single actuating shaft. Thus, the actuator in such a gearbox comprises the actuating shaft and the fork, which move the actuating sleeve in the gearbox 10. Such a fork may, for example, correspond to a fork which is arranged at, and controlled by, a gear lever for a manual gearbox.

When the actuator affects the clutch, the actuator may for example comprise a clutch actuator. The clutch actuator can control the positions of and / or the pressure of the clutch plates, which also controls the torque transmitted by the clutch. Such a clutch actuator can, for example, correspond to a clutch actuator which is arranged at, and controlled by, a clutch pedal for a manually shifted vehicle.

Thus, by utilizing the present invention, shifting and / or clutching can be performed during the play when torque is transmitted by the driveline. This ensures that the comfort problems that can arise as a result of the shifting and / or the clutch are minimized.

In addition, a faster shift and / or clutch can be obtained since a virtual shortening of the operating time is achieved by the present invention. Actually, the operating time Yzpmuæ remains the same, but by utilizing the present invention, the activation time Qüw fi can be added earlier before the gap compared to previous candle solutions in which the activation time gawmàw fl w flfi could only be lowered during the gap. This means that a virtual / experienced shortening of the operating time Tzpmaæ is obtained, as the summer upper means will start to move before the present invention is used than when previously known solutions were used.

By utilizing different embodiments of the present invention, the movement starts of the actuators can also be placed in suitable positions under the play, which means that the actuators 10 can be made to start moving within different sections of the play, which means that desired characteristics of the vehicle can be maintained. corresponding to different driving modes.

BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in which: Figure 1 shows an exemplary vehicle, Figure 2 shows a flow chart of a method according to an embodiment of the present invention. a control unit in which a method according to the present invention can be implemented, Figure 4 shows a driving case when a previously known control is applied, Figures 5a-c schematically illustrate play in the driveline.

Description of Preferred Embodiments Figure 1 schematically shows a heavy exemplary vehicle 100, such as a truck, bus or the like, which will be used to explain the present invention. However, the present invention is not limited to use in heavy vehicles, but can also be used in lighter vehicles, such as, for example, passenger cars. The vehicle 100 schematically shown in Figure 1 comprises a pair of drive wheels 110, III. The vehicle further comprises a driveline with an engine 101, which may be, for example, an internal combustion engine, an electric motor, or a combination of these, i.e. a so-called hybrid. The engine 101 can, for example, in a conventional manner, via a shaft 102 emanating on the engine 101, be connected to a gearbox 103, possibly via a coupling 106 and a shaft 109 entering the gearbox 103. An shaft 107 emanating from the gearbox 103, also called the PTO shaft , drives the drive wheels 110, 111 via an end gear 108, such as e.g. a conventional differential, and drive shafts 104, 105 connected to said final gear 108.

One or more actuators 141 may be provided to perform shifts in the gearbox. The actuator 141 is driven / activated / controlled by a gear actuating system 140, which may be arranged to hydraulically, pneumatically and / or electrically drive / actuate / control the at least one actuator 141. The one or more actuators 141 perform a physical actuation of one or more units in the gearbox, e.g. in the form of a maneuvering fork which directly or indirectly physically moves, for example, gears in the gearbox.

Correspondingly, one or more actuators 131 are arranged to activate the coupling, i.e. to open and / or close the coupling. The actuator 131 is driven / activated / controlled by a clutch actuation system 130, which may be arranged to hydraulically, pneumatically and / or electrically drive / activate / control the at least one actuator 131. The one or more actuators 131 thus perform a physical actuation of one or more units in the clutch to open and / or close the coupling.

A controller 120 is schematically illustrated as providing control signals to the motor 101, the clutch actuator system 130 and the gear shift actuator system 140. As described below, the controller may include a first 121, a second 122 and a third 123 fixing unit and an actuating unit 124.

These devices are described in more detail below.

The system of the present invention includes a first fixing unit 121. The first fixing unit 121 is arranged to determine a speed difference Aw between one first end of the driveline, which rotates with a first speed ag, and a second end of the driveline, which rotates with a second speed wz.

The system further comprises a second fixing unit 122, which is arranged to determine a period of time when the gap in the driveline will be present. This determination year is based on the speed difference Aw and on a magnitude Qmwp for a play angle for the play.

The system also comprises a third fixing unit 123, arranged for setting an activation time gdwme provided at least one actuator. This determination is based on the time period Ybmpp when the gap is present and on one operating time Imm fl æ. Actuation time Imm fl æ indicates the delay from the time a movement of the at least one actuator is made until the at least one actuator begins to move.

The system also includes an actuating unit 124, arranged to cause a movement of the at least one actuator to be performed at the set activation time gdwme.

Those skilled in the art will also appreciate that the system of the present invention may be modified according to the various embodiments of the method of the invention.

In addition, the invention relates to a motor vehicle 100, for example a passenger car, a truck or a bus, comprising at least one system for controlling at least one actuator according to the invention.

Figure 2 shows a flow chart of the method for controlling at least one actuator according to the present invention.

In a first step 201, for example by utilizing a first determining unit 121, a speed difference Aw is established between a first end of the driveline, which rotates with a first speed ag, and a second end of the driveline, which rotates with a second speed wz.

In a second step 202, for example by using a second fixing unit 122, a time period Ybmpp is determined during which a play in the driveline will be present based on the speed difference Aw determined in the first step and on a magnitude Q fl mm for a play angle for the play.

In a third step 203, for example by using a third fixing unit 123, an activation time value is determined for the at least one actuator based on the time period Ybmpp determined during the second step 202 when there is a gap and at an operating time Tzpmaæ. The operating time fl mm fl æ indicates the length of a delay from the time a movement of the at least one actuator is made until the at least one actuator begins to move.

In a fourth step 204, for example by utilizing the activating unit 124, at the activation time Qwmmæ determined in the third step 203, a movement of the at least one actuator is requested.

When the driveline is in the time period flfl wm, during which the gap in the driveline is present, the motor 101 provides no dynamic torque Tq fl m to the drive wheels. In other words, the time period Ybmpp for the play begins at a time when the motor 101 ceases to provide a dynamic torque Tq fl v to the drive wheels. The end of the time period Ybmpp is more difficult to determine precisely, because it involves a certain amount of randomness that determines when the gear will go in, that is, when the gears in the gearshift grip each other.

A play in a driveline may, for example, precede a ramp-up or a ramp-down of a dynamic torque Tq fl m after a single shift in a gearbox in the vehicle and / or may precede a ramp-up of a dynamic torque T fl fw after a closure of a clutch 106 in the vehicle 100.

The present invention utilizes the play in such a way that gears and or couplings made during the play do not substantially affect the operation of the vehicle and do not affect the comfort of the vehicle because play is present in the driveline.

When the present invention is utilized, the perceived / virtual operating time Yzpm fl æ, i.e. the time the driver experiences that the delay is from a request of a movement of the at least one actuator being made until the at least one actuator physically actually begins to move, can also be shortened. This is due to the fact that the activation time Qünmw can be controlled earlier and reliably before the play, which means that the maneuvering time Yäpmuæ is perceived as shorter by the driver.

The dynamic torque Tq fl m in a vehicle can, for example, be controlled to produce specific torque ramps, such as ramps down or up after shifts in the gearbox 103. The dynamic torque Tq fl m can also be controlled to achieve desired specific torque values, which is useful, e.g. cruise control for controlling the vehicle speed, or for 10 ll pedal driving, ie for manual control of the vehicle speed.

The dynamic torque Tq fl m, which is emitted by the motor lO1 to its output shaft 102, can according to one embodiment be determined based on delayed motor torque Tqmmmn¿ddm ”of the motor inertia_k and rotational acceleration we of the motor lO1.

The delayed request of the engine torque T fl dmmmd fl emy has here been delayed by a time.tmj it takes to effect a single injection of fuel into the engine lO1, i.e. the time from the injection begins until the fuel ignites and burns. This injection time.tmj is typically known, but is of varying length for, for example, different engines and / or for different speeds for one engine. The dynamic torque Tq fl m can be determined here as a difference between estimated values delayed requested motor torque Tqmmmn¿ddm, and torque values_ßd @ included measured values for the rotational acceleration we the motor. According to one embodiment, the dynamic torque Tq fl m can therefore be represented by a difference signal between a single signal for an estimated delayed requested motor torque T% wmmm¿wmy and a torque signal_hd @ included measured values for the rotational acceleration du for the motor.

The delayed required motor torque T fl dmmmd fl emy can according to one embodiment be defined as a net torque, that is to say that losses and / or frictions are compensated for, whereby a requested net motor torque and a delayed requested motor torque are obtained.

The dynamic torque Tq fl m, which is emitted by the motor 101 to its output shaft 102, thus corresponds according to an embodiment to the delayed required motor torque T fl dmmmd fl emyminus a torque corresponding to the rotational inertia_km of the motor nmy-¿nán, when the delayed motor torque T fl dmmmd fl emy has been delayed with the injection time rmj.

Rotational acceleration dn for the motor 101 can be measured by performing time derivation of the motor speed. Rotational acceleration dn is then scaled to a torque according to Newton's second law by multiplying by the moment of inertia je of the motor 101; jéwe.

According to another embodiment, the dynamic torque Tq fl m emitted by the engine 101 can also be determined by utilizing a torque sensor located in a lamp-arbitrary position along the driveline of the vehicle. Thus, even torque measurement measured by such a sensor can be used in the feedback according to the present invention. Such a measured torque obtained by means of a torque sensor after the flywheel, that is to say somewhere between the flywheel and the drive wheels, corresponds to the physical torque which the dynamic motor torque Tq fl m supplies. If good torque reporting can be obtained by utilizing such a torque sensor, then the torque sensor should provide a torque signal corresponding to the dynamic torque Tq fl m.

As illustrated in Figure 1, the various parts of the driveline have different rotational inertia, which includes a rotational inertia_n the front motor 101, a rotational inertia_ @ of the gearbox 103, a rotational inertia_k of the clutch 106, a rotational inertia_k of the PTO shaft, and rotational inertia units 13 a rotational inertia j which depends on the mass of the body and the distance of the mass from the center of rotation. In Figure 1, clarity cups have only been listed above as rotational inertia heteritated, and their significance for the present invention will now be described. One skilled in the art, however, realizes that moments of inertia other than the hairs that have been uprooted can occur in a driveline.

According to an embodiment of the present invention, the assumption of rotational inertia_ß for the motor 101 is much greater than other rotational inertia in the driveline and the attrotational inertia_k for the motor 101 therefore dominates a total rotational inertia j for the driveline. It wants to saw j == Le + je-kL; + jp + 2jd, but then je >> jg, je >> je, je >> jp, je >> jd then the total rotation inertia j for the driveline becomes approximately equal to the co-rotation inertia_h for the engine 101; j ßje. As a non-limiting example of the care for these rotational inertia, je = 4kgm2, jg = 0.2kgm2, je = 0.1kgm2, jp = 7 * 10_4kgm2, jd = 5 * 10_5kgm2, which makes the assumption that the rotational inertia_kfor the motor 101 dominate the total j the driving line; j ßje; is true, because other parts of the driveline are much easier to rotate than the engine lOl. The example cares mentioned above constitute the care on the engine side of the gearbox, which means that they will vary along the drive shaft depending on the gear used. Regardless of which gear is used, the rotational inertia_k of the motor 101 is much larger than other rotational inertia and therefore dominates the total rotational inertia j of the driveline.

When the rotational inertia_k of the motor dominates the total rotational inertia j of the driveline; j ßje; the dynamic wheel torque T% Mwd corresponds to the dynamic torque supplied by the motor 14 Tq fl m multiplied by the gear ratio of the driveline i, TqWmæ¿ == Tq fl M * i. This simplifies the control of the requested torque T fl dwnmm according to the present invention considerably, since it thereby is easy to determine the dynamic torque T% Mwd at the wheels.Thus, the control of the requested torque Tqmmmnd according to the invention can always be adaptively adapted to the dynamic torque provided. significantly reduced, or even completely avoided. Motor torque can then be requestedT% wmmm so that a desired dynamic torque Tmmwd the wide wheels are always provided, which means that a torque profile is obtained for the dynamic torque Tqwmæloch that oscillations for the wheel torque profile do not occur, or have considerably lower amplitudes than previously known rules. Tqmmmnd.

The driveline can be approximated as a relatively weak spring, which can be described as: Tq fl V = TqdemancLdelay -jeæe I k (âe _ Ûwheel) + c (â _ wwheel), (eq ° l) where: - Ge is an angle of the motor output shaft 102 , it means a total twist that the engine has done since a start-up time. For example, the angle is 981000 rpm, which corresponds to 1000 * 2n radians, if the engine has run for one minute at a speed of 1000 rpm; ak is the time derivative of 68, i.e. a rotational speed of the axis 102; Qwwd is an angle for one or more of the drive wheels 110,111, i.e. a total rotation that the drive wheels have made since a start time; - cqwwd is the time derivative of åmw fl, that is, a rotational speed of the wheels; - k is a spring constant which is related to a moment required to turn the spring up in order to obtain a certain angle, for example in order to achieve a certain difference A6 between 68 and åmwd. A small value of the spring constant k corresponds to a weak and swaying spring / drive line; - c is a damping constant for the spring.

A derivation of equation 1 gives: Tqfw I k (we _ wwheel) + cübe _ wwheel) (eq ° 2) It is reasonable to assume that the driveline can often be seen as an undamped spring, ie that c == 0, and that the spring constant k is dominated by the spring constant kmmæ for the drive shafts 104, 105, i.e. k == E9ÉÉ iz, where i is the gear ratio. If C == 0, equation 2 is simplified to: Tqfw = kQÛe _ wwheel) (ekV - 3) As stated in equation 3 is, then the derivative, that is, the slope, for the dynamic torque Tq fl m can be said to be proportional to the difference Aw in the rotational speed of the wheels 110, 111 wwmæloch motor / axles 102 we.

This also means that a desired torque ramp Tq fl kmq, i.e. a torque which has a slope and thus changes value over time, can be achieved by applying a difference Aw in 16 rotational speed for the wheels 110, lll wwhæloch motor / shaft102 we; Aw = we -wwheelz Tqfw_req _ wref = wwheel + ï, (eq. 4) when ayq is the reference speed to be requested from the motor 101 in order to obtain the torque ramp.

For equations 1-4 above, the difference Aw rotational speed has been described as a difference between rotational speeds of the wheels 110, wll wwhæloch and the motor / axle. It is to be understood, however, that the difference Aw can generally be described as a difference in rotational speed between a first end of the driveline rotating at a first rotational speed ag and a second breath of the driveline rotating at a second speed wz; Aw == ah @ -ag, where the first spirit can for instance be formed by a part of the motor 101 or the shaft 102 exiting the motor and the second spirit for example by the drive wheels 110, 111 or the drive shafts 104, 105. As mentioned above a time derivative / slope of the dynamic torque proportional to a current speed difference Aawmß between the first rotational speed w1 and the second rotational speed wz.

Figure 4 shows a driving case comprising a play, during which according to an embodiment of the present invention a gearbox is made. Figure 4 thus shows a control according to the present invention for a driving case comprising a play413 for the driveline. Top curve 401 shows the dynamic torque Tq fl m resulting from the control of the dynamic torque. The next lowest curve 404 shows the rotational speed of the wheels, calculated by the transmission of the driveline to the engine position. The lowest curve 403 shows the rotational speed of the motor. The next uppermost curve 406 shows the position of the actuator 131, 141. The dynamic torque Tq fl m is thus ramped down to 0 Nm when the time period Ybmpp for the play begins at the time guW¿gmpp, whereby the rotational speed of the engine is 403 years lower than the rotational speed of the wheels wwhæl 404 and the driveline is relaxed. After the gap, it wants to saw at the time gm¿gmmwska torque Tq fl m possibly ramped up again, or so the sharp ramp continue down. The time ghw fl uwp when the gap ends is hair and in this document defined as the time when the gap would have been overcome if a maneuvering of the actuator had not taken place, ie if for example the forks and / or the clutch actuator had not been maneuvered. In other words, it would have been too late to effect the movement of the forks and / or the clutch actuator after this time gm¿gmmWat least if shifting and / or clutching during the play would have been desirable. As mentioned above, shifting and / or clutching during the gap is preferable, since there is no torque then, for example, the gearbox. Switches and / or couplings that occur outside the play can cause comfort problems.

The shifting can thus advantageously take place during the gap, it is lost during the time period då m when the gap is present, whereby a single gear is engaged, for example controlled by a control system pre-gear selection, when the engine speed reaches substantially synchronously with an engine speed wa fl mwg fl w for the target gear.

Since the activation time Lwmmw has been determined based on the operating time the Yzpmuæ actuator needs to move after the request for a movement is made, the gear ratio can be adjusted to take place when the play begins, i.e. the torque reaches 0 Nm. At the time guW¿gmpp, the actuator thus begins to move according to this embodiment, which thus results in an advantageous shift under the play.

The position of the gears relative to each other below and outside the clearance is schematically illustrated in Figures 5a-c. Wide first axle bearing when rotating in a first direction, illustrated in Figure 5a, the gears make contact in a position corresponding to a maximum rearward rotation In a second axle position when rotating in a second direction, illustrated in Figure 5c, the gears make contact in a position corresponding to a maximum rotation Forward. Thus, the teeth abut each other in both of these positions (Figures 5a and 5c, respectively), which also means that the gap is turned backwards and forwards, respectively. The gap for the driveline consists of the angle between these first and second shaft bearings, when the teeth do not grip each other, that is to say in a position corresponding to a rotation of the gap, illustrated in Figure 5b, between the times guW¿gmpp and t¶u¿gmpp. Thus, no torque is transmitted during the play.

Hair is thus made a request that the actuator should move to carry out the change even before the gap has been reached. In the example shown in Figure 4, the torque is thus separated from ONm when the request is made at the activation time qwmmw. However, the wetting system according to the present invention that the torque will be 0 Nm when the shifting is carried out, when operating time fl mmuæ has elapsed, that is to say that the shifting will then be carried out during the play. This means that the play will be transferred to a gear and / or clutch, whereby, for example, a controlled and comfortable gear watch is achieved. According to the present invention, the system is aware that the gap will be present from the time guW¿gmpp and during the time period Ybmpp. This means that the movement of the actuator can be controlled to an optimal time šïbmpp during the play, in order to thereby avoid the shifting taking place when a dynamic torque is on the driveline.

At the time šïbmpp, therefore, the gear is discharged according to the example shown in the figure. Then, as can be seen from the figure, there is a difference between the rotational speed of the wheels wwhæ fl and the rotational speed of the motor we.

In the example illustrated in Figure 4, the activation time Qüw fi e is determined so that the actuator moves at the 1 time Eïbmpp.

According to various embodiments of the present invention described hereinafter, the activation time may also be determined so that the at least one actuator moves on segments specified below the gap. In different circumstances it may be convenient to control the at least one actuator so that it moves in different stages of the play. Since no torque is transmitted by the driveline, substantially the entire play can be used for the activation of the at least one actuator 131, 141.

According to an embodiment of the present invention, the activation time Lwmmæ of the at least one actuator 131, 141 is determined to be a value, which corresponds to the at least one actuator 131, 141 starting to move substantially in the middle of the play, i.e. substantially in the time period Ybmpp when the play is present. This control of the at least one actuator gives a very robust activation of the at least one actuator, since a middle section of the deflection is used for the movement. The time margins before and after the movement are thereby maximized, which means that the risk of l0 errors due to the movement being performed when torque is transmitted by the driveline is minimized.

Initiating the movement of the at least one actuator substantially in the middle of the play can be accomplished by setting the activation time Lwmmw so that it precedes the beginning of the play with the maneuvering time of 7} mWaæ minus half of the play's time period-Od. Imm fl æ a delay from a request for a movement of the at least one actuator l3l, l4l is made until the physical movement is initiated.This allows the middle of the gap time period Ybmpp to be located / identified according to the embodiment, of knowledge of the start of the gap and the 7} mWaæ exists.

As mentioned above, substantially all of the play can be utilized by movement of the at least one actuator. This is generally described as the activation time güw fi e being determined so that it precedes an initial tflmf fl uwp of the gap with ... . . 1maneuvering time Iwm fl æ minus a proportion Y ==; of the gap 1 time period Tglappï tactivate = tstarLglapp _ (Toperate _ šTglappL Varj-genøm movement can be placed essentially anywhere within the gap.

According to an embodiment of the present invention, the activation time Qw fl mne is fixed for the at least one actuator 131, 141 to a care so that the at least one actuator 131, 141 begins to move in a first half period of time Yšmpp. This control, which gives a slightly earlier movement of the at least one actuator 131, 141, can be advantageous in a practical implementation, since from a comfort point of view it is spring if, for example, a leaching 21 of a gear takes place too late than if it takes place too soon. For late dislocations, this gives greater comfort disturbances than for early dislocations. By controlling the movement of the actuators to the previous half of the gap, the risk of marginal comfort-disturbing faults thus increases, while the risk of faults that give greater comfort disturbances is reduced.

Controlling the movement of at least one actuator to occur within the first half of the play can be accomplished by determining the activation time Lwmmæ so that it precedes the start of the play t fl mwyuwp with the actuating time 7} mWaæ minus a proportion Y == š of the play time period Ybm; QwÜmHe == guW¿wam, - 1 (fl mm fl æ-šïbmm fl; where the proportion Y can have the care within the interval O-0.5. For example, X can be given the care so that the proportion Y is within an interval corresponding to the care 0.25-0.5, which means most probable cases, and preferably within a range corresponding to the care 0.25-0.4, which mainly covers the previous cases.

Controlling the movement of at least one actuator to occur within the first half of the gap, and possibly in the earlier parts of this first half, can make, for example, changes easier to carry out because depots start earlier in the gap. This can be desirable, for example, for vehicles that use a powerful driving mode, such as “Power Mode” or “Offroad Mode.” In these driving modes, the possibility of an earlier, and thus faster, shifting can outweigh the increased risk of comfort problems that early movement can result in. The time period of the gap Yàmpp begins at a time when the torque motor 101 in the vehicle ceases to provide a torque to the drive wheels.The length of the time period Yšmpp can be determined as a ratio between a magnitude Q fl mm for the clearance angle and the speed difference Aw between the rotational speed and the rotational speed for the wheels wwmw fi 7bmm0 = 691511711 Aw The clearance angle Q fl mm is an angle between a first axle position when rotating in a first direction when the teeth in the gearbox and the final gear contact, for example in a position corresponding to a maximum rearward rotation in Figure 5a, and a second axle position in a other direction the aforementioned teeth in, for example, the gearbox and final growth electric contact, for example in a position corresponding to a maximum rotation forward in Figure 5c. The play of the driveline is the angle between these first and second axle positions, when the teeth do not grip each other, for example in a position corresponding to a rotation in the play in Figure 5b. In other words, no torque is transmitted to the drive wheels during the play.

The size of the clearance angle Q fl mm depends on a gear ratio in the hose gearbox 103 and can thus be determined for the respective gear position in the gearbox.

One way of determining the magnitude Q fl mm of the clearance angle is by physically turning a shaft in the driveline, for example the gearshift input shaft 109, or the shaft 1077 extending from the gearshift. If the input shaft 109 is rotated, the play of the whole driveline is included, i.e. including the play in all gears, such as in the gearbox, in the final gear 108, and in any other gears in the driveline. If the output shaft 107 is instead rotated, only play in the gears after the gearbox is included, ie for example the play in the final gear is included that the play in the gear is excluded. Thus, the rotation of the shaft 109 entering the gearbox gives a more complete picture of the 10 23 clearance. However, it can be noted here that the play of the final gear often dominates the play in the driveline, and is also geared to the engine with the gear position in the gearbox, so that in some cases it is sufficiently accurate to turn the output shaft 107 when the play angle is determined.

During rotation, it is registered when the teeth grip each other ("max rearward" or "max front" in figure 5) and the release lever on each other ("in the gap" in figure 5), which gives the first and second shoulder positions at the beginning and end of the gap. This rotation and registration of the size Q fl mm bearing angle can advantageously be done for the different gear positions in the gearbox. The determination of the size Qmwp at the clearance angle can, for example, be carried out in connection with mounting the vehicle, ie before it is put into use, but can also be made after the vehicle has been taken into use.

When the magnitude Q fl mm of the clearance angle has been determined, for example for each of the gears in the gearbox, the magnitude Q fl mm of the clearance angle can be stored in a memory, for example in a control unit 120 in the vehicle.

According to an embodiment of the present invention, the magnitude Qmwp of the clearance angle is determined by calculations based on one or more speed differences Aw during one or more gaps, wherein the magnitude Qmwp of the clearance angle can be calculated as an integration, or a corresponding sum, of the final clearance A1); Qmwp size Q fl mm can here, for example, be calculated several times for one or more gaps, after which an averaging, or similar, of the calculated values gives a final value for the size Ûwamy l0 24 Those skilled in the art will appreciate that a method of controlling at least one actuator according to the present invention may be implemented. computer program, which when executed in a computer causes the computer to perform the method. The computer program usually forms part of end computer program product 303, the computer program product comprising a suitable digital storage medium on which the computer program is stored. Said computer lockable medium consists of a read-only 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 drive, etc.

Figure 3 schematically shows a control unit 300. The control unit 300 comprises a computing unit 301, which may be essentially any suitable type of processor or microcomputer, e.g. a Digital SignalProcessor (DSP), or an Application Specific Integrated Circuit (ASIC). The computing unit 301 is connected to a memory unit 302 arranged in the control unit 300, which provides the computing unit 301 e.g. the stored program code and / or the stored data the computing unit 301 needs to be able to perform calculations. The calculation unit 301 is also arranged to store partial or final results of calculations in the memory unit 302.

Furthermore, the control unit 300 is provided with devices 311, 312, 133, 314 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which the devices 311, 313 for receiving input signals are detected as information and can be converted into signals which can be processed by the computing unit 301. These signals 10 are then provided to the computing unit 301. The output signals 3112.314 are arranged to convert calculation results from the calculation unit 301 to output signals for transmission to other parts of the vehicle control system and / or the component (s) for which the signals are intended, for example to the engine.

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 OrientatedSystems Transport bus), or any other bus configuration; or by a wireless connection.

One skilled in the art will appreciate that the above-mentioned computer may be the subdivision unit 301 and that the above-mentioned memory may be the memory unit 302.

Generally, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), 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 into several other control units. Vehicles of the type shown thus often comprise considerably more control units than what is shown in Figures 1 and 3, which is well known to those skilled in the art.

The present invention is in the embodiment shown implemented in the control unit 300. However, the invention can also be fully or partially implemented in one or more other control vehicles already existing control units or in any control unit dedicated to the present invention. In this document, units are often described as being arranged to perform steps in the method according to the invention. This also includes that the units are adapted and / or designed to perform these process steps.

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.

Claims (17)

1. (marked changes) 1. Method for controlling at least one actuator (131, 141) which actuates a driveline in a vehicle (100), said at least one actuator (131, 141) actuating one or more of: ~ a gear in a gearbox (103) in said vehicle (100); and a coupling (106) in said vehicle (100) characterized by: - determining a speed difference Aw between an understanding of said driveline, which rotates with a first speed layer, and a second spirit of said driveline, which rotates with a second speed wz ; a determination of a time period.7bmpp during which a gap in said driveline will exist, where the naming of said time period.7bmpp is based on a nominal speed difference Aw and on a magnitude Qmmw for a play angle for said play; a determination of an activation time Lwmmw for said at least one actuator (131,141), wherein said determination of said activation time Lwmmw is based on the nominal time period.7bmpp when the said gap is present and on a maneuvering time Tzp at least one actuator (131, 141) is caused the said at least one actuator (131, 141) to start moving; and - a request for movement of said at least one actuator (131, 141) at said activation time tm fi wue. A method according to claim 1, wherein said bias speed ah corresponds to a speed an for said motor (101); (Olive). A method according to any one of claims 1-2, wherein said second speed wz corresponds to a geared speed for at least one drive wheel wwhæl in said vehicle (100); w2 == wWhæ¿. A method according to any one of claims 1-3, wherein said activating time Lwmmw for said at least one actuator (131, 141) is set to a value such that said at least one actuator (131, 141) starts to move substantially in the middle of said time period.7bmpp when said gap is present . A method according to claim 4, wherein said activation time Lwmmæ is determined so as to occur at the beginning tpp mtwmw of said gap with said maneuvering time fl mæuæ minus half said time period Qmwp when said gap is present; tactivate I tstart__glapp _ (Toperate _ åTglapp) ° A method according to any one of claims 1-3, wherein said activation time Qwümue for said at least one actuator (131, 141) is set to a value such that said at least one actuator (131, 141) starts moving in a first half of said time period.7bmpp when the said gap is present. A method according to any one of claims 1-6, wherein said activation time Lwmmw is determined so as to take place an initial guWgmpp of said play with said maneuvering time. 1 N. . . H fl m fi uæ minus a part Y ==; of said time period Qmwp when said 1 gap is present; tactivate I tstargglapp _ (Toperate _ šTglapp) ° A method according to claim 7, wherein said part Y constitutes one in the group of: - a part Y within a range corresponding to the values 0.25-0.5; and - a part Y within a range corresponding to the values 0.25-0.4. A method according to any one of claims 1-8, wherein said operating time Yzmwaæ comprises one or more in the group: - a pre-blowing time in a compressed air system which is arranged to effect said movement of said at least one actuator (131, 141); a hydraulic actuation time in a hydraulic system which is arranged to effect said movement of said at least one actuator (131, 141); and - a calculation and / or execution time in an electronic system which is arranged to effect said movement of said at least one actuator (131, 141). A method according to any one of claims 1-9, wherein said time period. Ybmpp during which said gap in the name driveline is present begins at a time t t mtmmw when the name motor (101) ceases to provide a dynamic torque Tq fl m to its output shaft (102). A method according to any one of claims 1-9, wherein said time period.Ybmpp during which said gap in said driveline is present is determined as a ratio between said magnitude Qmmw for said gap angle and said 9 speed difference Aan Yhmpp == ïïw. A method according to any one of claims 1-11, wherein said size Qmmw for said clearance angle depends on a gear ratio in a gearbox (103) in said vehicle (100). A method according to any one of claims 1-12, wherein said size Qmmw for said clearance angle is determined by turning a shaft in said driveline. A method according to claim 13, wherein a single angle difference corresponding to said size Qwmm for name gap angle between a first shaft layer, when teeth in gearbox contact in a first direction of rotation, and a second shaft layer, when said teeth in gearbox contact in a second direction of rotation, is fixed. lies between said first and said second shoulder layers. A method according to any one of claims 13-14, wherein said shaft is a shaft (109) included in a gearbox. A method according to any one of claims 13-15, wherein said size Qmmw for said clearance angle is determined for two or more gears in said gearbox (103). A method according to any one of claims 1-12, wherein said magnitude Qmmw for said clearance angle is determined by a calculation based on one or more speed differences Aw under one or more respective clearances. '10 F "-43- w- -e -n 1 -4- wë-'m- - ~ f - \ - + '- ~~ -) -" r ~ -f' l 'I' / f- » ---- É il.i __. . L ._ / i. I .JLiQLLL JK., Gm L j L. LL -_, -. ._ / L., UL, ~ ... L -., \ _ .. L.L L ..- i. -_, -. L .L. .i 1 f. .i, .i \ _4.w "vn ~ -1 - °» 1 \ -1-É ~ - «- 4- - 4-4- vn-» vL \ - få ~ - 11 * 1 "l fi ' \ 1n ° \ - -1 v- w “'51 -LLuiLLiLeLu .LiL-.Liiiu .iqiip _. it, LL .LLU 1819. Computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the procedure according to any one of claims 1-171%. 192%. A computer program product comprising a computer readable medium and a computer program according to claim 181%, said computer program being included in said computer readable medium. 202%. System arranged for controlling at least one actuator (131, 141) which actuates a driveline in a vehicle (100), said at least one actuator (131, 141) actuating one or more of: ~ a gear in a gearbox (103) in said vehicle (l00); and * a coupling line 106 (106) in said vehicle (100) characterized by: ___ - a first determining unit (121), arranged pre-determining a speed difference Aw between a first end of said driveline, which rotates with a first speed w1, and a second spirit of said driveline, which rotates at a second speed wz; a second determining unit (122), arranged predetermining a time period.7bmpp during which a gap in said driveline will exist, said determining of said time period.7bmpp being based on said speed difference Aw and on a magnitude Qmmw for a play angle for said play; third determining unit (123), arranged pre-determining an activation time Lwmmw for said at least one actuator (131, 141), wherein said determining of said activation time Lwmmw is based on nominal time period.7bmpp when said gap is present and on one maneuvering time which a request for a movement of said at least one actuator (131, 141) is made for said at least one actuator (131, 141) to start moving; and - an activating unit (124), arranged for a request for movement of said at least one actuator (131, 141) at said activating time tm fi mne.