Technical field

The present invention relates to a system arranged for the control of a torque Tq _demand requested from an engine according to the preamble to claim 1. The present invention also relates to a method for the control of a torque Tq _demand requested from an engine according to the preamble to patent claim 12, and a computer program and a computer program product, which

implement the method according to the invention. Background

The following background description constitutes a description of the background to the present invention, which does not, however, necessarily constitute prior art.

Vehicles, such as for example cars, buses and trucks are driven forward by an engine torque produced by an engine in the vehicle. This engine torque is provided to the vehicle's driving wheels through a powertrain in the vehicle. The powertrain contains a range of inertias, torsional compliances and dampening components, meaning that the powertrain, to a varying degree, may have an impact on the engine torque being transferred to the driving wheels. Thus, the powertrain has a torsional compliance/flexibility and a play, which means that oscillations in torque and/or revolutions, so called

powertrain oscillations, may occur in the vehicle when the vehicle, for example, sets off once a torque has been

requested from the engine. These oscillations in torque and/or revolutions occur when forces, having been built up in the powertrain in the period between the engine providing the torque and the vehicle moving off, are released as the vehicle moves off. Powertrain oscillations may make the vehicle rock longitudinally, which is described in further detail below. These rocking movements in the vehicle are very disruptive for the driver of the vehicle.

Therefore, in some prior art solutions for avoiding these powertrain oscillations, preventive strategies have been used at the request of the engine torque. Such strategies may utilise limiting torque ramps when the engine torque is requested, whereat these torque ramps have been adapted so that the requested engine torque is limited in such a way, that the powertrain oscillations are reduced, or do not occur at all.

Brief description of the invention

The torque ramps that are used today when an engine torque is requested thus introduce a limit to how the torque may be requested from the engine in the vehicle. This limitation is necessary under the solutions of prior art, in order to reduce the disruptive powertrain oscillations. Allowing the driver and/or, for example, a cruise control to freely to request a torque would, with current art systems, often give rise to considerable and disruptive powertrain oscillations, which is why limiting torque ramps are used.

The limiting torque ramps in current art are normally static. Static torque ramps, which may also be termed static torques, have an advantage in that they are of a very limited

complexity, which is one of the reasons why they are so often used. However, static torque ramps have a number of

disadvantages, relating to the fact that they are not

optimised to all driving events that the vehicle may be exposed to. For certain driving modes, the static and limiting torque ramps give rise to a reduction in vehicle performance, as, due to the torque ramp, the requested torque is

unnecessarily low for driving modes, wherein it would have been possible to request more engine torque without the occurrence of powertrain oscillations. For other driving modes, the torque ramp does not limit the requested torque sufficiently, which means that powertrain oscillations occur and therefore rocking movements in the vehicle. Therefore, the use of torque ramps, for certain driving modes, provides non- optimal torques, which may give rise to an unnecessary

reduction in vehicle performance and/or rocking that reduces the comfort, caused by powertrain oscillations. It is therefore one objective of the present invention to provide a method and a system for control of a requested torque Tq _demand , which at least partly solves these problems.

This objective is achieved through the above-mentioned system in accordance with the characteristics set out in patent claim 1. The objective is also achieved through the above-mentioned method according to the characterising portion of claim 12, and the above mentioned computer program and computer program product .

The present invention relates to the control of a torque

Tq _demand requested from the engine, whereat the engine provides a dynamic torque Tq _w in response to a torque Tq _demand requested from the engine. The dynamic torque Tq _w is the torque at the flywheel, which connects the engine to its output shaft and which, through a gear ratio i is related to a dynamic wheel torque Tq _wheel for the powertrain, which is supplied to the driving wheels of the vehicle. The gear ratio i here

constitutes the total gear ratio of the powertrain, comprising for example the gearbox ratio for a specific gear. According to the present invention, the control of the requested torque Tq _demand is carried out in such a way that the control provides a desired value Tqf _wreq for the dynamic torque, and/or a desired derivative Tqf _{w req} for the dynamic torque. This is achieved by way of the control being based on at least one current value Tqf _{w pres} for the dynamic torque, on one or several of the desired value Tqf _{w req} and the desired derivative Tqf _{w req} for the dynamic torque, and on a total delay time t _{delay total} required from a determination of at least one parameter value until a change of said dynamic torque Tq _w , based on the determined at least one parameter value, has been completed.

The parameter value is related to one of the variables

impacting the dynamic torque. When the dynamic torque changes, this is achieved by way of change of a parameter. The

parameter in turn impacts the powertrain, so that the dynamic torque eventually changes. The parameter may, for example, be the engine's speed or the wheel speed, alternatively

corresponding accelerations, or the flywheel torque.

According to the present invention, the profile of the

requested torque Tq _demand is formed in such a manner that the dynamic torque Tq _w has an, at least in part, substantially even and non-oscillating profile, or does at least provide oscillations with significantly lower amplitudes than prior art. The present invention results in oscillations, which do not have a negative impact on the comfort in the vehicle.

According to the present invention, the total delay time

t _de iay_ _tota i is considered when performing the controlling. This makes the control more exact and reliable, as the regulator according to the invention is aware that it will take a period equal to the delay time t _delay _ _total r before a measure impacts the control. The control may then execute each measure at exactly the point in time when it is needed, in order to optimally adjust the requested torque Tq _dema nd - I ^R other words, the awareness of the delay time is used, in order to more exactly and at the right time be able to perform controlling of the requested torque Tq _demand .

In this way, powertrain oscillations may be reduced in number and/or size for a number of driving modes, wherein previous controls of the requested torque Tq _demand would have resulted in problematic rocking of the vehicle. These driving modes comprise a commencement of a request for a torque from the engine, a so-called "TIPIN" and a ceasing of a request for a torque from the engine, a so-called "TIPOUT". The present invention also reduces powertrain oscillations for driving modes comprising a play in the powertrain - in other words when, for example, the cogs of two cogwheels in the gearbox for a brief period of time do not engage, in order to later engage again -, which may, for example, occur in the

transition between dragging the engine and

acceleration/request of torque, when engaging the clutch, or during shift operation. Therefore, for all these driving modes the present invention may prevent rocking of the vehicle caused by powertrain oscillations, whereby the driver's comfort is increased.

Powertrain oscillations caused by external impact, for example caused by a bump in the road, may also quickly be reduced and/or dampened with the present invention. Furthermore, the use of the present invention also provides a significant reduction in the wear of the powertrain of the vehicle. The reduction in the wear, achieved by the invention, provides an extended life for the powertrain, which of course is advantageous. Brief list of figures

The invention will be illustrated in more detail below, along with the enclosed drawings, where similar references are used for similar parts, and where: Figure 1 shows an example vehicle,

Figure 2 shows a flow chart for a method according to one embodiment of the present the invention,

Figure 3 shows a control device, in which a method according to the present invention may be implemented. Figures 4a-b schematically show block diagrams for prior art fuel injection systems and for fuel injection systems

comprising a control system according to the present

invention ;

Figures 5a-b show driving modes comprising a shift operation when a prior art control is applied, and when a control according to this invention is applied, respectively,

Figures 6a-b show driving modes comprising a torque request when a prior art control is applied, and when a control according to this invention is applied, respectively. Figures 7a-c schematically illustrate a play in the

powertrain .

Description of preferred embodiments

Figure 1 schematically shows a heavy example vehicle 100, such as a truck, a bus or similar, which will be used to explain the present invention. The present invention is, however, not limited to use in heavy goods vehicles, but may also be used in lighter vehicles such as cars. The vehicle 100 shown schematically in Figure 1 comprises a pair of driving wheels 110, 111. The vehicle furthermore comprises a powertrain with an engine 101, which may be for example a combustion engine, an electrical motor or a combination of these, a so called hybrid. The engine 101 may, for example, in a customary fashion, via an output shaft 102 on the engine 101, be

connected with a gearbox 103, possibly via a clutch 106 and an input shaft 109 connected to the gearbox 103. An output shaft 107 from the gearbox 103, also known as a propeller shaft, drives the driving wheels 110, 111 via a final gear 108, such as e.g. a customary differential, and drive shafts 104, 105 connected with said final gear 108. A control device 120 is schematically illustrated as providing control signals to the engine 101. As described below, the control device may

comprise a first 121, a second 122, a third 123, and a fourth 124 determining device and an execution device 125. These devices are described in more detail below.

When a driver of the motor vehicle 100 increases a torque request to the engine 101, for example by inputting via an input means, such as the depressing of an accelerator pedal, this may result in a relatively rapid change in the

powertrain' s torque. This torque is resisted by the driving wheels 110, 111, due to their friction against the ground and the rolling resistance of the motor vehicle. The drive shafts 104, 105 are hereby exposed to a relatively powerful torque. For reasons of cost and weight, among others, the drive shafts 104, 105 are not normally dimensioned to handle this severe stress without being impacted. In other words, the drive shafts 104, 105 have a relatively great torsional compliance. The propeller shaft 107 may also have a relatively great torsional compliance. The other components of the drive shaft may also have some form of torsional compliance. Due to the relative torsional compliance of the drive shafts 104, 105, they act as torsion springs between the drive shafts 110, 111 and the final gear 108. In the same way, the other torsional compliances in the powertrain also act as torsion springs between the location of the various components and the driving wheels 110, 111. Once the rolling resistance of the vehicle no longer manages to hold back the torque from the powertrain, the motor vehicle 100 will start to roll, whereby the force in the drive shafts 104, 105 acting as a torsion spring will be released. When the motor vehicle 100 starts to set off, this released force may cause powertrain oscillations, meaning that the motor vehicle starts to rock in a longitudinal direction, i.e. in the driving direction. The driver of the motor vehicle experiences this rocking as very uncomfortable. A driver desires a soft and comfortable driving experience and when such a comfortable driving experience is achieved, this gives a sense of the motor vehicle being a refined and well

developed product. Therefore, uncomfortable powertrain

oscillations should if possible be avoided.

The present invention relates to the control of a torque requested from the engine 101 Tq _demand . The engine 101 provides a dynamic torque Tq _w in response to a torque Tq _demand requested from the engine, whereat this dynamic torque Tq _w constitutes a torque at the flywheel connecting the engine 101 to its output shaft 102. This dynamic torque is the torque Tq _w , which, through a gear ratio i for the powertrain, relates to a dynamic wheel torque Tq _wheel , supplied to the driving wheels 110, 111 of the vehicle. The gear ratio i here constitutes the total gear ratio of the powertrain, comprising the gearbox ratio for a current gear. In other words, a requested engine torque Tq _demand results in a dynamic wheel torque Tq _wheel at the vehicle's driving wheels 110, 111. According to the present invention, the control of the

requested torque is carried out Tq _demand in such a way that the control provides a desired value Tqf _{w req} for the dynamic torque, and/or a desired derivative Tqf _{w req} for the dynamic torque. This is achieved by basing the control on at least one current value Tqf _{w pres} for the dynamic torque, on one or several of the desired value Tqf _{w req} and the desired derivative Tqf _{w req} for the dynamic torque, and on a total delay time t _{delay total} required from a determination of at least one parameter value until a change of said dynamic torque Tq _w , based on the determined at least one parameter value, is completed. The determination of the parameter value may here, for example, comprise at least one measurement and/or at least one

estimation of this parameter value. The control may be carried out by a system arranged for the control of the requested torque Tq _demand , wherein the system comprises an execution device 125, which is arranged to carry out the above described control of the requested torque

Tqdemand r based at least on the current value, Tq _w _ _pres , on the desired value Tqf _{w req} and/or on the desired derivative Tqf _{w req} for the dynamic torque, and on the total delay time t _{delay total} . The execution device 125 is arranged to provide the desired value Tqf _{w req} and/or the desired derivative Tqf _{w req} for the dynamic torque. According to one embodiment, the system also comprises a first 121, a second 122, and a third 123 determining device, which are arranged to determine the current value Tqf _{w pres} , the desired value Tqf _{w req} , and/or the desired derivative Tqf _{w req} , and the total delay time, respectivelyt _deiay _ _toi:ai . The system also comprises a fourth determining device 124, which is arranged to determine the requested torque Tq _demand .

A person skilled in the art will also realise that the above system may be modified according to the different embodiments of the method according to the invention.

In addition, the invention relates to a motor vehicle 100, e.g. a car, a truck or a bus, comprising at least a system for the control of the requested torque Tq _demand according to the invention . According to the present invention, the total delay time t delay _j totai i- ^s considered when performing the control. This means the control is more accurate and reliable since the value for the dynamic torque Tq _w changes over time and since the control may then take into consideration the value that the dynamic torque Tq _w will probably have, when a measure taken will take effect. Thus, for example, a measure may be brought forwards in time with the duration of the delay time t _{delay total} compared to prior art control procedures, since the control device knows the delay time will be required t _{delay total} hefore the measure has an impact on the control. Accordingly, if the control is also based on the delay time t _{delay total} , the

respective measures may be implemented at exactly the point in time when they are needed, in order to optimally adjust the requested torque Tq _demand . In other words, the awareness of the delay time is used, in order to more exactly and at the right time be able to perform controlling of the requested torque Tqdemand r ^so that a comfortable and efficient control is achieved. This minimises powertrain oscillations in the vehicle . Figure 2 shows a flow chart for a method according to one embodiment of the present the invention.

In a first step 201, a current value Tqf _wpres for the dynamic torque is determined, for example by means of a first

determining device 121.

In a second step 202, one or several of a desired value Tqf _wreq and a desired derivative Tqf _wreq for the dynamic torque is determined, for example with the use of a second determining device 122. In a third step 203, a total delay time t _{delay total} required, from the determining of at least one parameter value until a change in the dynamic torque Tq _w is completed, is determined, for example with the use of a third determining device 123, wherein the change is based on the determined at least one parameter value.

In a fourth step 204, a control of said requested torque

Tq _demand is performed, for example with the use of a fourth determining device 124 and an execution device 125, based at least on the determined current value Tq _{w pres} for the dynamic torque, on the determined values for a desired value Tqf _wreq and/or a desired derivative qf _wreq for the dynamic torque and on the determined total delay time t _{delay total} . The control of the requested torque Tq _demand here provides one or several of the desired value Tqf _wreq and the desired derivative Tqf _wreq for the dynamic torque.

Accordingly, with the use of the present invention, a control of the requested torque Tq _demand is achieved, which improves the vehicle's performance and/or increases driver comfort, since an optimal value for the requested torque Tq _demand , from a performance point of view, which does not result in rocking the vehicle, may be determined. Prior art has controlled the static torque, which has caused powertrain oscillations in the vehicle. By using the present invention, the dynamic torque Tq _w may instead be controlled, in order for a desired value Tc[fw_req and/or a desired derivative Tqf _wreq for the dynamic torque to be achieved, which means that powertrain

oscillations may be reduced considerably. The reduction in powertrain oscillations increases the driver comfort in the vehicle. In other words, a physical torque, which is the result of fuel being injected into the engine and the response by the powertrain due to its characteristics, is here

controlled, this being the dynamic torque Tq _w . The dynamic torque Tq _w therefore corresponds to the torque that is provided by the gearbox 103, which also may be expressed as the torque that is provided by a flywheel in the powertrain, whereat the influence from the powertrain such as the engine's acceleration and its effect, is comprised within the dynamic torque Tq _w . Thus, a physical control of the dynamic torque Tq _w is achieved when the present invention is used.

The dynamic torque Tq _w may for example be controlled in order to achieve specific torque ramps/gradients, such as ramping down or up in connection with shift operations in the gearbox

103. The dynamic torque Tq _w may also be controlled in order to achieve desired specific torque values, which is useful for example for cruise control, that is to say the use of a cruise control device for the control of the speed of the vehicle, or for pedal driving, that is to say manual control of the vehicle speed. This may be expressed as desired values Tqf _wreq and/or desired derivatives Tqf _{w req} for the dynamic torque being possible to achieve through the control according to the present invention.

The dynamic torque Tq _w , provided by the engine 101 to its output shaft 102, may in one embodiment be determined based on a delayed requested engine torque Tq _{demand de} i _ay , the rotational inertia of the engine J _e and the rotational acceleration ώ _ε of the engine 101.

The delayed requested engine torque q _demand _ _delay has been delayed with a period of time t _in j elapsing in order to execute an injection of fuel into the engine 101, i.e. the period of time it takes from the start of the injection until the fuel is ignited and combusted. This injection period is t _in j

typically known, but its length varies, for example for different engines and/or for different speeds in an engine.

The dynamic torque Tq _w may here be determined as a difference between estimated values for a delayed requested engine torque ^Tc ldemand_deiay and the torque values J _e ⁽ b _e , comprising measured values for rotational acceleration ώ _ε of the engine. In one embodiment, the dynamic torque Tq _w may therefore be

represented by a signal difference between a signal for an estimated delayed requested engine torque q _demand _ _delay and the torque signal J _e (i> _e comprising measured values for rotational acceleration ώ _ε of the engine. The delayed requested engine torque q _demand _ _delay may in one embodiment be defined as a net torque, meaning that losses and/or frictions are compensated, whereby a requested net engine torque and a delayed requested engine torque are achieved . The dynamic torque Tq _w , as provided by the motor 101 to its output shaft 102, thus corresponds, according to one

embodiment, to the delayed requested engine torque q _demand _ _delay less a torque corresponding to the engine's rotational inertia / _e , multiplied with a rotational acceleration ώ _ε for the engine 101, i.e. Tq _fw = Tq _{demand delay} - J _e (b _{e r} wherein the delayed requested engine torque q _demand _ _delay has been delayed by the injection time t _inj .

The rotational acceleration ώ _ε for the engine 101 may here be measured by generating a time derivative of the engine speed ω _ε . The rotational acceleration ώ _ε is then rescaled to a torque in accordance with Newton' s second law, by being multiplied with the rotational inertia torque J _e for the engine 101; J _{e e} .

According to another embodiment, the dynamic torque Tq _w

provided by the engine 101 may also be determined by the use of a torque sensor being placed at a suitable position along the vehicle's powertrain. Thus, a torque value measured by such a sensor may also be used in the feedback according to the present invention. Such a measured torque, which has been obtained by means of a torque sensor after the flywheel, i.e. somewhere between the flywheel and the driving wheels,

corresponds to the physical torque that the dynamic engine torque Tq _w contributes. If a good a torque reporting may be achieved by means of the use of such a torque sensor, the torque sensor should thus provide a torque signal

corresponding to the dynamic torque Tq _w .

As is illustrated in Figure 1, the different parts of the powertrain have different rotational inertias, comprising a rotational inertia J _e for the engine 101, a rotational inertia J _g for the gearbox 103, a rotational inertia J _c for the clutch 106, a rotational inertia J _p for the propeller shaft and rotational inertias J _d for each drive shaft 104, 105. Generally speaking, all rotating bodies have a rotational inertia / , which depends on the mass of the body and the distance of the mass from the rotational centre. For reasons of clarity, in Figure 1, only the above mentioned rotational inertias have been added, and their significance for the present invention will be described hereafter. A person skilled in the art does, however, realise that more moments of inertia may occur in a powertrain than those listed here.

According to one embodiment of the present invention, the assumption is made that the rotational inertia J _e of the engine 101 is much greater than other rotational inertias in the powertrain, and that the rotational inertia J _e of the engine 101 therefore dominates a total rotational inertia / of the powertrain. That is to say / = J _e +J _g + J _c + J _p + 2J _d , but as J _e » J _g , Je » Jc Je » Jpr Je » Jd the total rotational inertia / of the powertrain is more or less equal to the rotational inertia J _e of the engine 101; / ~ J _e A non-limiting example for the values for these rotational inertias may be mentioned: J _e = 4kgm ² ,

Jg = 0.2kgm ² , J _c = O.lkgm ² , J _p = 7 * 10 ^_ kgm ² , J _d = 5 * 10 ^_5 kgm ² , which means that the assumption that the rotational inertia J _e of the engine 101 dominates the total rotational inertia / of the powertrain; / ~ J _e ; is correct, as the other parts of the powertrain are much easier to rotate compared with the engine 101. The aforementioned example values are values on the engine side of the gearbox, which means that they will vary along the drive shaft depending on the gear ratio used.

Regardless which gear ratio is being used, the rotational inertia J _e of the engine 101 is much greater than other rotational inertias, and therefore dominates the total

rotational inertia / of the powertrain.

As the rotational inertia J _e of the engine dominates the total rotational inertia / of the powertrain; / « J _e ; the dynamic wheel torque Tq _wheel corresponds to the dynamic torque Tq _w provided by the engine, multiplied with the gear ratio

i ' Tq _wheel = Tqf _W * i for the powertrain. This considerably

simplifies the control of the requested torque Tq _demand

according to the present invention, as it is therefore very easy to determine the dynamic torque Tq _wheel at the wheels.

Hereby, the control of the requested torque Tq _demand according to the present invention may continuously be adjusted to the dynamic torque Tq _wheel provided to the wheels, which means that powertrain oscillations may be reduced significantly, or even be avoided completely. The engine torque Tq _demand may then be requested in such a way that a desired dynamic torque Tq _wheel is continuously provided at the wheels, which means that an even torque profile is achieved for the dynamic torque Tq _wheel of the wheels, and that no oscillations occur for the wheels' torque profile, or that they have considerably lower amplitude than in prior art controlling of the requested engine torque

Tqdemand ·

The powertrain may be approximated as a relatively weak spring which may be described as:

Tq^ _w T qdemand_delay -J _e d) _e = k(e _e - 6 _wheel ) + c(o) _e - o) _wheel ), (equation 1) where :

- 9 _e is an angle for the engine's output shaft 102, i.e. a total increase of the engine's performance since a starting point. For example, the angle 9 _e may be 1000 revs, which corresponds to 1000*277: radians, if the engine has been running for a minute at the speed 1000 rpm;

- (x> _e is the time derivative of 9 _ei i.e. a rotational speed for the shaft 102; ~ 9 _wheel is an angle for one or more of the driving wheels

110, 111, i.e. a total performance increase of the wheels since a starting point;

- Awheel is the time derivative of 0 _whee i, i.e. a rotational speed for the wheels; - k is a spring constant, which is related to a torque

required for turning up the spring in order to achieve a certain gradient, for example in order to obtain a certain difference ΔΘ between 9 _e and 9 _wheel . A low value for the spring constant k corresponds to a weak and swaying spring/powertrain;

- c is a dampening constant for the spring. A derivation of equation 1 gives: fqfw = k(a> _e - o) _wfteei ) + c o> _e - i _wheel ) (equation 2)

It is reasonable to assume that the powertrain often may be considered as an undampened spring, i.e. that c = 0, and that the spring constant k is dominated by the spring constant k _drive for the drive shafts 104, 105, i.e. k = where i is the gear

ratio. If c = 0 then equation 2 is simplified as:

Tq/w = k(a) _e -<o _wheel ) (equation 3) As stated in equation 3, the derivative, that is the gradient, for the dynamic torque Tq _w may be considered to be proportional to the difference Δω between the rotational speed > _whee i for the wheels 110, 111 and the rotational speed ω _ε of the engine/shaft 102.

This also means that a desired torque ramp Tqf _{w req} , that is a torque with a gradient, and which therefore changes in value over time, may be achieved by introducing a difference Δω between the rotational speed (jf _whee i of the wheels 110, 111 and the rotational speed ω _ε of the engine/shaft 102 ; Δω = ω _ε — ) _whee i :

^M ref = ^M wheei ^ ^— > (equation 4) where a> _re f is the reference rotational speed to be requested from engine 101 in order to achieve the torque ramp.

The difference Δω in the rotational speed has above been described as a difference between the rotational speeds (jf _whee i of the wheels 110, 111 and the rotational speed ω _ε of the engine/shaft. However, it must be realised that the difference Δω in more general terms may be described as a difference in rotational speed between a first end of the powertrain, rotating with a first rotational speed ω , and a second end of the powertrain, rotating at a second speed ω ₂ ; Δω = ω — ω ₂ . According to one embodiment of the present invention, the torque Tq _demand to be requested from the engine 101 is

determined, for example, by the fourth determining device 124, as the sum of the current value Tqf _{w pres} for the dynamic torque and the total delay time t _{de lay to tal} , multiplied by the desired derivative Tqf _{w req} for the dynamic torque:

Tqdemand Tqf _w _p _res ^" Ί ^" t delayJtotal^ Qfw req · (equation 5) By using equation 5 when the requested torque Tq _demand is determined, a desired derivative Tqf _{w req} , that is a desired gradient, for the dynamic torque may be achieved.

The desired derivative Tqf _{w req} may also be expressed as: 1 qfw req =— — —■ (equation 6)

The calibration parameter τ is related to a settling in period for the control/control device and has the time dimension. The calibration parameter τ may be set to a smaller value if a quicker settling is in desirable, and to a greater value if a slower settling in is desirable. Tqf _{w req} is the desired value for the dynamic torque.

When equation 6 is used, a regulator providing a desired value Tq^ req f° ^r the dynamic torque may be created, which is

described in more detail below. According to one embodiment of the present invention, the requested torque Tq _demand is determined by the fourth

determining device 124, as the sum of the current value Tqf _{w pre} for the dynamic torque and the total delay time t _{delay total} , multiplied with a quota between the desired value Tqfw req f° ^r the dynamic torque minus the current value Tqf _{w pres} for the dynamic torque and a calibration parameter τ :

¹ demand ^{— 1} fw_pres

The calibration parameter τ is, as described above, related a settling in period for the control/control device and has the time dimension. With the use of equation 7, which uses the relationship in equation 6 when the requested torque Tq _demand is determined, a desired value Tqf _{w req} for the dynamic torque may be achieved.

According to one embodiment of the present invention, the requested torque Tq _demand is determined by the fourth

determining device 124, as the sum of the current value Tq _{w pres} for the dynamic torque, the total delay time t _{delay total}

multiplied by the desired derivative/gradient Tqf _{w req} for the dynamic torque and a moment of inertia / for the powertrain, multiplied by an acceleration i geared with the gear ratio

(i) _wheel for the at least one driving wheel 110, 111:

Tqdemand - (equation 8)

The control according to equation 8 provides the desired derivative/gradient Tqf _{w req} for the dynamic torque.

According to one embodiment of the present invention, the requested torque Tq _demand is determined by the fourth

determining device 124, as the sum of the current value Tq _{w pres} for the dynamic torque, the total delay time t _{delay total} ,

multiplied by a quota between the desired value Tqf _{w req} minus the current value Tqf _{w pres} for the dynamic torque, a calibration parameter τ related to a settling in time for the control, and a moment of inertia / for the powertrain, multiplied by an acceleration i geared by the gear ratio i> _whee i for the at least one driving wheel 110, 111:

Tqdemand ⁼ Tqf _{w pres} + ^delay total ^{" ~ "} ^ ) ^ω ΗεεΙ · (equation 9)

At the control according to equation 9, a desired value Tqf _{w req} is provided for the dynamic torque. The calibration parameter τ is here related to a settling in period for the

control/control device and has the time dimension. The

calibration parameter τ may be set to a smaller value if a quicker settling in is desirable, and to a greater value if a slower settling in is desirable.

As described above, it may often be assumed that the

rotational inertia J _e of the engine 101 dominates the total rotational inertia / of the powertrain, that is to say / « J _e , as other parts of the powertrain are very easy to rotate in relation to the engine 101, in which case / may be replaced with J _e in the equations 8 and 9.

The term Joi> _wheel in the equations 8 and 9 above is related to the acceleration of the vehicle a _vehicle and the gear ratio iof the powertrain and the wheel radius r _wheel of the driving wheels 110, 111 according to: - (equation 10)

In this way, the control using the equations 8 and 9 may be corrected for the vehicle's acceleration. The requested torque Tq _demand will here be differentiated from the current value Tqf _wpres for the dynamic torque.

According to one embodiment of the present invention, feedback is also used in the control. Here, the control of the

requested torque Tq _demand is thus determined by the fourth determining device 124, based also on a feedback of a

resulting actual value qf _wactual , corresponding to the desired derivative qf _wreq . The requested torque Tq _demand may then be determined according to: * ^demand * fw pres t delay _total ^ J ^wheel t delay _total κ ' Qfv<?req

(equation 11)

By using the equation 11 in the control, a very exact control may be implemented, taking into consideration the result of the control, that is to say the resulting actual value qf _wactual for the derivative of the dynamic torque.

The total delay time t _{delay total} , corresponding to the time elapsing from a determining of at least one parameter value until a change in the dynamic torque Tq _w , based on the

determined at least one parameter value, has been performed, may comprise one or more of a range of times. The parameter value may e.g. be the engine's speed/acceleration, which is related to the dynamic torque T _{qfw pres} , or the wheel speed/ wheel acceleration, both of which impact the control according to equation 11. The parameter value may also be the flywheel torque, which is also related to the dynamic torque.

Considering the total delay time t _{delay total} , as is implemented in the present invention, means that a more exact control may be performed, as the delay is considered and as the value for the dynamic torque Tq _w changes over time. Each measure may then be executed exactly at the point in time when it is needed, in order to optimally adjust the requested torque Tq _demand . In other words, the awareness of the delay time is used, in order to more exactly and at the right time be able to perform controlling of the requested torque Tq _demand , so that a

comfortable and efficient control is achieved, which reduces the powertrain oscillations. If the parameter value is measured, the total delay time ^t deiay total ^m ¾y comprise a measuring time t _measure , elapsing in order to determine at least one parameter based on at least one measurement, which may comprise processing of

measurements, such as averaging. The measuring time t _measure may also depend on where in the vehicle a sensor that is used is located .

If, instead, the parameter value is estimated, the total delay time t _{delay total} may comprise an estimating time t _estimate , elapsing in order to determine at least one parameter value based on at least one estimate, for example comprising a time, which elapses in order to perform calculations comprised in the estimate .

The total delay time t _{delay total} may also comprise a communication time t _com , elapsing in order to transfer signals that are used in the controlling between devices in the vehicle, such as delays imposed by a CAN bus (Controller Area Network bus) or similar in the vehicle.

The total delay time t _{delay total} may also comprise a filter time if uter r comprising filter delays for filterings performed during measurements and/or estimates of parameter values and/or for control according to the invention.

The total delay time t _{delay total} may also comprise a calculation time t _compr elapsing in order to perform calculations relating to the control according to the present invention.

The total delay time t _delay _ _total may also comprise a torque execution time t _{torque response} , elapsing from a torque request being made until an engine speed change corresponding to this torque request occurs. The above mentioned injection time t _in ; may here be included in the torque execution time t _{torque response} . The torque execution time t _{torque response} may vary depending on the engine speed.

According to one embodiment of the present invention, t _{delay total} corresponds to the value (1.9 + 1.5)ti _cyi , where

^— l _' 9ti _C yj 1.5ti _C yj -|- tipre_calc '

— . ti _C yi trpmf ilter <

— ti _cy i is the cylinder time, in other words the time between two corresponding events, for example the ignition or the injection, taking place in two subsequent cylinders. ti _cyi depends on the engine speed, ti _cyl = 120/ (varvtal * antal cylindrar) , for example ti _cyl = 20/ varvtal for engines with 6 cylinders.; c _a i _c is the time before the injection itself, during which the torque for the next combustion is determined; and - t _rpm f _ilter is the delay time that the filtration of the speed signal provides. For a FIR filter (Finite Impulse Response filter), for example, this delay may be l.Sti _cyl .

As described above, according to the present invention, the control of the requested torque Tq _demand provides a desired value Tqf _{w req} and/or a desired derivative Tqf _{w req} for the dynamic torque, either individually or in combination.

Thus, the control may be effected towards a specific, and at least partly static, desired value Tqf _{w req} for the dynamic torque. This dynamic torque Tqf _{w req} may then, for example, be related to and/or have as its objective to reduce powertrain oscillations in the vehicle at cruise control or pedal driving in the vehicle, whereby an increased driver and/or passenger comfort is achieved.

The dynamic torque Tqf _{w req} may also be related to and/or have as its objective to achieve an automatic play management in the vehicle 100, which may for example be advantageous at cruise control near the powertrain play.

The dynamic torque Tqf _{w req} may also be related to and/or have as its objective to achieve a component protection for one or several components in the vehicle. For example, the gearbox 103 may be protected against harmful torque spikes, which may have been caused by the driver and/or the environment around the vehicle, for example because of an uneven road surface, powertrain oscillations, and/or because of skidding and subsequent gripping of the driving wheels on the road. Sudden gripping after a skidding of the driving wheels may give rise to substantial torque spikes.

The control may also occur in the direction towards a desired gradient/change/derivative Tqf _{w req} for the dynamic torque. The desired derivative Tqf _{w req} for the dynamic torque may be related to a driving mode used in the vehicle. Several such driving modes are defined for vehicles, for example an

economic driving mode (ECO) , a powerful driving mode (POWER) and a normal driving mode (NORMAL) . The driving modes define, for example, how aggressively the vehicle will behave and what feeling the vehicle will convey when being driven, wherein this aggression is related to the derivative Tqf _{w req} for the dynamic torque.

The desired derivative Tqf _{w req} for the dynamic torque may be related to a calibration of at least one parameter, which is related to a risk for jerkiness of the powertrain. For example, a maximum value Tqf _{w req rnax} for the desired derivative may be calibrated to a value compensating for jerks in the powertrain when relatively large changes in the requested torque occur, for example when an accelerator pedal is

depressed or released relatively quickly.

The desired derivative Tqf _{w req} for the dynamic torque may be related to, and have as its objective, a ramping down prior to and/or after a shift operation in the gearbox 103, or a ramping up before and/or after a shift operation in the gearbox.

The desired derivative Tqf _{w req} for the dynamic torque may be related to, and have as its objective, a ramping down before the release of a clutch 106, or a ramping up after the

engaging of the clutch 106. According to one embodiment according to the present

invention, the control of the requested torque Tq _demand provides a combination of a desired value Tqf _{w req} and a desired

derivative Tqf _{w req} for the dynamic torque. Accordingly, the dynamic torque may be controlled towards a special level

Tqf _{w req r} while at the same time controlling the derivative

Tqfw req - Thus, the control towards the special value Tqf _{w req} may be conditional upon the control towards such special value

Tqfw req being required to follow a certain derivative Tqf _{w req} . This may guarantee that the dynamic torque reaches a desired and suitable level Tqf _{w req r} while at the same time the vehicle may be driven with a desirable feeling/comfort for the

duration of the control working to reach the desired and suitable level Tqf _{w req} . A person skilled in the art will realise that a method for the control of a requested torque Tq _demand according to the present invention, may also be implemented in a computer program, which when executed in a computer will cause the computer to carry out the method. The computer program usually consists of a part of a computer program product 303, where the computer program product comprises a suitable digital storage medium on which the computer program is stored. Said computer readable medium consists of a suitable memory, e.g.: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM) , Flash, EEPROM (Electrically Erasable PROM) , a hard disk device, etc.

Figure 3 schematically shows a control device 300. The control device 300 comprises a calculation unit 301, which may consist of substantially a suitable type of processor or

microcomputer, e.g. a circuit for digital signal processing (Digital Signal Processor, DSP) , or a circuit with a

predetermined specific function (Application Specific

Integrated Circuit, ASIC) . The calculation unit 301 is

connected to a memory unit 302, installed in the control device 300, providing the calculation device 301 with e.g. the stored program code and/or the stored data, which the

calculation device 301 needs in order to be able to carry out calculations. The calculation unit 301 is also arranged to store interim or final results of calculations in the memory unit 302.

Further, the control device 300 is equipped with devices 311, 312, 313, 314 for receiving and sending of input and output signals. These input and output signals may contain wave shapes, pulses, or other attributes, which may be detected as information by the devices 311, 313 for the receipt of input signals, and may be converted into signals that may be processed by the calculation unit 301. These signals are then provided to the calculation unit 301. The devices 312, 314 for sending output signals are arranged to convert the calculation result from the calculation device 301 into output signals for transfer to other parts of the vehicle's control system and/or the component (s) for which the signals are intended, for example to the engine.

Each one of the connections to the devices for receiving and sending of input and output signals may consist of one or several of a cable; a data bus, such as a CAN (Controller Area Network) bus, a MOST (Media Oriented Systems Transport) bus, or any other bus configuration; or of a wireless connection.

A person skilled in the art will realise that the above- mentioned computer may consist of the calculation unit 301, and that the above-mentioned memory may consist of the memory unit 302.

Generally, control systems in modern vehicles consist of a communications bus system, consisting of one or several communications buses to connect a number of electronic control devices (ECUs) , or controllers, and different components localised on the vehicle. Such a control system may comprise a large number of control devices, and the responsibility for a specific function may be distributed among more than one control device. Vehicles of the type shown thus often comprise significantly more control devices than shown in Figures 1 and 3, as is well known to a person skilled in the art within the technology area.

The present invention, in the embodiment displayed, is

implemented in the control device 300. The invention may, however, also be implemented wholly or partly in one or several other control devices, already existing in the vehicle, or in a control device dedicated to the present invention .

Figures 4a-b show a schematic block diagram for a prior art fuel injection system (Figure 4a) and a fuel injection system comprising a control system according to the present invention (Figure 4b) .

In order to determine how much fuel to inject into the engine, information/indications of the torque requested have been used in vehicles for a long time, such as, for example, signals and/or mechanical indications from, for example a driver- controlled accelerator pedal, a cruise control and/or a shifting system. The amount of fuel to be injected into the engine is then calculated based on the

information/indications. In other words, a direct re- interpretation/conversion of the information/indication into a corresponding amount of fuel is carried out. This fuel is then injected into the cylinders of the engine in order to operate the engine. This prior art procedure is shown schematically in Figure 4a. Thus, using prior art, a direct transfer of the information/indication from, for example, the accelerator pedal to the static torque achieved by the fuel injection is received and used. In other words, for example the indication from the accelerator pedal Tqf _rom _ _{acc pedal} , is here directly used to calculate the requested torque Tq _demand ; Tq _demand =

7'qfrom_acc_pedal ·

When the present invention is used in the fuel injection system, a control device/control system is introduced, as illustrated in Figure 4b, i.e. the system according to the present invention, which is arranged for the control of a torque Tq _demand requested from the engine in a vehicle, between the accelerator pedal, the cruise control and/or the shifting system and the conversion of the torque to fuel. Thus, the regulator/control system, which achieves the requested/desired behaviour/profile for the dynamic torque, is comprised in this system according to the present invention. It is thus this dynamic torque which is calculated/converted to the amount of fuel to be injected into the engine during combustion. In other words, the indication from the accelerator pedal

Tq _f rom_ acc pedai is here first transformed into a torque request for the dynamic torque, for example by means of the use of equation 7, with the indication from the accelerator pedal

Tqfrom_acc_pedai introduced into the equation: Tq _demand = Tq _{fw pres} +

Tq f _{rom acc} pedal-' fw pres

tdeiay otai— ^" — — whereat fuel corresponding to this speed request Tq _demand will be injected into the engine. The other above mentioned control equations could also have been used in the same manner, as the person skilled in the art will realise. This means that the current dynamic torque Tqf _{w pres} according to the present invention is controlled towards the indication from the accelerator pedal Tqf _rom _ _{acc pedal} . When the present invention is used, the accelerator pedal, the cruise control, the shift system or another possible speed requester may be used, in order to request and/or provide a dynamic torque, rather than the static torque requested in prior art systems (Figure 4a) .

A few driving modes will be illustrated below with the help of figures.

Figure 5a shows a prior art control, wherein a static torque speed request is made for a driving mode, which may for example correspond to/comprise a shift operation in the vehicle. Here, the dynamic torque Tq _w 501 (solid line) thus has to be reduced 511 to the play 513 at the speed 0 Nm, wherein, for example, a shift operation may take place, in order to later be increased 512 again. When the powertrain is in the time period T _glappr during which the play in the

powertrain prevails, the engine does not provide a dynamic torque Tq _w to the driving wheels. There are a number of possible plays that may occur in a powertrain, for example when cogwheels in gears, UV joints or similar do not properly engage at certain reciprocal angles. As mentioned above, a plat may, for example, occur at a transition between dragging the engine and an acceleration/torque request, when engaging the clutch, or during a shift operation. The position of the cogwheels in relation to each other during and outside of the play is schematically illustrated in the Figures 7a-c. The cogs in the cog wheels make contact in a first shaft position, during rotation in a first direction, as illustrated in figure 7a, in a position corresponding to a maximum backward turn. The cogs in the cog wheels make contact in a second shaft position, during rotation in a second direction, as

illustrated in figure 7c, in a position corresponding to a maximum forward turn. Therefore, the cogs are engaged in both these positions (Figures 7a and 7c respectively) , which also means that the play is rotated backwards and forwards

respectively. The play for the powertrain is made up of the angle between the first and second shaft position, wherein the cogs are not engaged, i.e. in a position corresponding to a turning of the play, illustrated in Figure 7b, between the times t _start _g _lapp and t _slut _g _lapp . Therefore, no torque is transferred during the play.

One way to determine the size of the play angle Q _g i _app is by means of physically turning a shaft in the powertrain, for example the gearbox input shaft 109 or the gearbox output shaft 107. If the input shaft 109 is turned, the play of the entire powertrain is included, that is plays in all gears such as in the gearbox, the final gear 108 and any other gears in the powertrain are included. If instead the output shaft 107 is turned, then only plays after the gearbox are included, i.e. the play in the final gear is included, but the play in the gearbox is excluded. Therefore, turning the gearbox input shaft 109 provides a more comprehensive idea of the play.

However, it may here be noted that the play of the final gear often dominates the play in the powertrain, and is also geared to the engine with the gear position in the gearbox, why turning the output shaft 107 in some cases provides a

sufficient accuracy when determining the play angle.

When turning, the point at which the cogs engage ("max

backwards" or "max forwards") and release each other ("in the play") , respectively, is registered, which provides the first and the second gear position at the start and the end of the play, respectively. This turning and registration of the size Qgiapp °f the play angle may advantageously be carried out for the different gear positions in the gearbox. The determining of the size Q _g i _avv of the play angle may, for example, be performed in connection with the assembly of the vehicle, i.e. before it is commissioned, but may also be done after it has been commissioned.

Once the size B _g i _avv of the play angle has been determined, for example for each of the gears in the gearbox, the size B _g i _avv of the play angle may be stored in a memory, for example in control device 120 in the vehicle.

According to one embodiment of the present invention, the size giapp °f the play angle is determined by means of calculations based on one or more rotational speed differences Δω during one or more plays, whereat the size Q _g i _avv of the play angle may be calculated as an integration, or a corresponding sum, of the rotational speed difference Δω across the play; Q _g i _avv = J ^tsi " ^tJiapp Δω . This size 6L _ia „„ may here, for example, be

'-start_glapp ^{a pp}

calculated several times for one or more plays, whereafter an averaging, or similar, of the calculated values provides a final value for the size 0 _g i _app .

The graph 501 shows the dynamic torque Tq _w , which is the result of the control. The graph 502 (dotted line graph) shows the requested torque Tq _demand . The graph 503 (line graph) shows the rotational speed ω _ε of the engine. The graph 504 (dash) shows the rotational speed (jf _whee i of the wheels.

In Figures 5a-b and 6a-b, the engine speed is shown on the left y-axis. The torque graph has an increasing value upwards, which is indicated by the arrow on the right side of the figure. The torque 0 Nm (the play) is marked by the horizontal line in the figure. Time is shown in the x-axis.

The dynamic torque Tq _w must here be ramped down to 0 Nm with a specific derivative, and subsequently synchronisation of the engine speed and the shift operation itself is performed. The requested torque Tq _demand is then ramped up to a relatively high level again, for example to a value determined by the driver or the cruise control. It is evident from the figure that the resulting dynamic torque Tq _w 501 does not correspond to the requested torque's Tq _demand even and non-oscillating graph 502. Instead the dynamic torque Tq _w 501 oscillates heavily, in particular during the ramping up 512 but also during the ramping down 511, which will be experienced as very

uncomfortable for the driver and/or the passengers of the vehicle . Figure 5b shows a control according to an embodiment of the present invention, wherein a dynamic torque request is

implemented for a driving mode, which may for example

correspond to/comprise a shift operation in the vehicle, corresponding to the one illustrated in Figure 5a. Here, the dynamic torque Tq _w 501 (line graph) is to be reduced 511 to the play 513 at the speed 0 Nm, where, for example, a shift operation may take place, in order later to be increased 512 again. The graph 501 shows the dynamic torque Tq _w , which is the result of the control. The graph 502 (dotted line graph) shows the requested torque Tq _demand . The graph 503 (line graph) shows the rotational speed ω _ε of the engine. The graph 504 (dash) shows the rotational speed (jf _whee i of the wheels.

According to the present invention, the requested torque

Tq _demand is allowed to vary considerably more than in the static torque request as per prior art, and as illustrated in Figure 5a. This means that the requested torque Tq _demand has a somewhat jagged and uneven profile in Figure 5b. This is permitted according to the present invention, as the focus of the control is on providing the dynamic torque Tq _w 501 with a substantially even and non-oscillating form. As is evident from Figure 5b, the result of the control also is that the dynamic torque Tq _w 501 oscillates considerably less, i.e. that is has considerably less amplitude, than the dynamic torque Tqf _W 501 as per prior art control in Figure 5a. In particular, these differences in control are evident from the ramping up 512, which under prior art, in Figure 5a, provides a severely, i.e. with great amplitude, oscillating dynamic torque Tq _w 501, whilst the oscillating dynamic torque Tq _w 501 according to the present invention, in Figure 5b, achieves a substantially non- oscillating profile. Therefore, greater comfort and better performance is achieved through the use of the present

invention .

Figure 6a shows a control according to prior art technology, wherein a static torque request is used in a driving mode comprising a start of a request for torque from the engine, a so-called "TIPIN" and a stop of a request for torque from the engine, a so-called "TIPOUT", which may for example be the result of a driver pressing down and releasing, respectively, an accelerator pedal in the vehicle. According to prior art technology, an amount of fuel corresponding to the static torque request is calculated directly, following which

injection into the engine's cylinders is carried out. The graph 601 (line graph) shows the dynamic torque Tq _w resulting from the control. The graph 602 (dotted line graph) shows the requested torque Tq _demand . Powerful oscillations with a high amplitude, especially at ramping up 612 or ramping down, for example in connection with the play 613 at the torque 0 Nm, is the result of this control. The graph 603 (line graph) shows the rotational speed ω _ε of the engine. The graph 604 (dash) shows the rotational speed j _W heei °f the wheels. The resulting dynamic torque Tq _w 601 does not correspond to the requested torque's Tq _demand relatively even and non-oscillating graph 602. Instead the dynamic torque Tq _w 601 oscillates heavily, which will be experienced as very uncomfortable for the driver and/or the passengers of the vehicle.

Figure 6b shows a control according to an embodiment of the present invention, wherein a dynamic torque request is

implemented for a driving mode illustrated in Figure 6a. The graph 601 (line graph) shows the dynamic torque Tq _w resulting from the control. The graph 602 (dotted line graph) shows the requested torque Tq _demand . The graph 603 (line graph) shows the rotational speed ω _ε of the engine. The graph 604 (dash) shows the rotational speed (jf _whee i of the wheels. According to the present invention, the requested torque Tq _demand is allowed to vary considerably more than in the static torque request as per prior art, and as illustrated in Figure 6a. This means that the requested torque Tq _demand has a somewhat jagged and uneven profile in Figure 6b. This is permitted according to the present invention, as the focus of the control is on providing the dynamic torque Tq _w 601 with a substantially even and non-oscillating form. As is evident from Figure 6b, the result of the control is also that the dynamic torque Tq _w 601 oscillates considerably less, that is to say it has

considerably smaller amplitude than the dynamic torque Tq _w 601, as per prior art controls in Figure 6a. In particular, these differences in control are evident from the ramping up 612 from the play 613, which under prior art provides a severely, i.e. with great amplitude, oscillating dynamic torque Tq _w 602, whilst the oscillating dynamic torque Tq _w 602 according to the present invention, in Figure 6b, achieves a substantially non-oscillating profile. Also at ramping down

611, the amplitude of the oscillations drops considerably with the present invention. Therefore, greater comfort and better performance is achieved through the use of the present

invention . In this document, devices are often described as being

arranged to carry out steps in the method according to the invention. This also comprises that the devices are adapted and/or set up to carry out these method steps.

The present invention is not limited to the embodiments of the invention described above, but relates to and comprises all embodiments within the protected scope of the enclosed independent claims.