Procedure and system for driving a vehicle in reduced need for propulsion power

专利摘要:
A method for control of a vehicle's gearbox which is connected to a combustion engine and can be set to a number of different transmission ratios. When the vehicle is running in a low transmission ratio and at an engine speed below that at which the torque plateau for the low ratio is reached, in a situation where there is a reduced need for power output to propel the vehicle, determine a speed parameter for the vehicle, switch the gearbox to a higher transmission ratio than the low ratio when the speed parameter fulfils a first criterion.
公开号:SE0950973A1
申请号:SE0950973
申请日:2009-12-17
公开日:2011-06-18
发明作者:Roger Haelleberg；Anders Jensen
申请人:Scania Cv Ab；
IPC主号:

专利说明:

In the case of heavy vehicles in general, there are a variety of driveline configurations, but since in the case of heavy vehicles it is often desirable for them to be able to be driven in a way as comfortable as possible for the driver, automatic gearboxes are often used, where shifting is controlled of the control system normally present in the vehicle.
Because automatic transmission systems in heavy vehicles are usually control system controlled, a control method is enabled, and is also often applied, where control of the engine and gearbox takes place partly based on commands from the vehicle driver but also largely of the control system. For this reason, functions are also often built into the control system to improve fuel consumption by performing shifting and gear selection as much as possible in the most fuel-efficient way possible.
An example of such a function is a function in which the vehicle's internal combustion engine is disengaged from the vehicle's drive wheel when no torque supplementation is required to maintain the vehicle's speed. The vehicle's driveline then closes again when e.g. the driver presses the accelerator or brake pedal. Although the above-mentioned disengagement function can work well in many cases, there are still situations where the fuel consumption of vehicles powered by an internal combustion engine can be further reduced.
SUMMARY OF THE INVENTION It is an object of the present invention to provide a method for controlling a gearbox in a vehicle in which the fuel consumption of said vehicle can be reduced. The present invention relates to a method for controlling a gearbox connected to an internal combustion engine in a vehicle, said gearbox being adjustable to a plurality of different gear ratios. The method comprises, when the vehicle is propelled at a low gear ratio and with an internal combustion engine speed below the torque plateau of said low gear ratio, in a situation where the need for propulsion power for said vehicle is reduced: - determining a speed parameter for said gear ratio, to said low gear ratio, higher gear ratio when said speed parameter meets a first criterion.
This has the advantage that the vehicle can be propelled on a gearbox until said speed parameter meets a first criterion, which in turn means that propulsion on the gearbox can take place as long as possible, or as long as determined to be appropriate before downshifting to a higher gear ratio. (lower gear).
The speed parameter can e.g. consists of a derivative for the speed of the vehicle, whereby shifting e.g. can occur when the rate change (derivative) deviates from a threshold or reference value. Alternatively, the speed parameter can e.g. consists of the speed of the vehicle, whereby a certain speed deviation, such as e.g. a speed reduction, may be allowed, where the speed reduction can be determined by a threshold value, so that propulsion on overdrive takes place as far as possible.
Furthermore, when propelling the vehicle, the engine can be arranged to contribute with the applicable driving force up to the (reduced) driving force (engine power) that the engine can emit at the current engine speed in order to increase the utilization rate of the overdrive in this way as well. For example. For example, the vehicle can be driven with the gearbox engaged in a lower closure which results in a reduced power requirement, where an addition is required from the internal combustion engine in order to maintain the vehicle speed, or be driven as long as possible without the speed deviating too much from said reference speed.
The present invention can also, where possible without the speed reduction becoming too great, or until the speed reduction reaches a threshold value as above, be used for driving the vehicle with a trailing engine, i.e. the engine is "towed" by the vehicle with the fuel injection switched off and thus without fuel consumption. Towing the engine at low speeds has the advantage that the engine's braking torque decreases compared to towing at higher speeds.
Gear up to and downshift from said low gear ratio (overdrive) may be arranged to be at least partially controlled by a function for predicting a suitable gear timing, e.g. by determining the topography of the road in front of the vehicle in order to make the best use of said overdrive (low gear ratio).
Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.
Brief Description of the Drawings Fig. 1a shows a driveline in a vehicle in which the present invention can be used to advantage.
Fig. 1b shows an example control unit in a vehicle control system.
Fig. 2 shows a flow chart illustrating an exemplary method of controlling a gearbox according to an exemplary embodiment of the present invention. Fig. 3 shows a torque curve for a motor with specified limits for a geared operating range, and Fig. 4 shows friction losses in a motor as a function of the speed.
Detailed description of exemplary embodiments The term overdrive is normally considered to mean a gear at which the output shaft of the gearbox rotates faster than the motor shaft.
In the present description and claims, however, the term overdrive is limited to a gear at which the vehicle, at cruising speed, is propelled at an internal combustion engine speed which is less than the engine speed at which the torque plateau of the gear is reached. This means that maximum torque will not be available in such a gear, which is why it is not drivable except in conditions where the need for propulsion is reduced.
Fig. 1a shows an exemplary driveline in a heavy vehicle 100, such as a truck, bus or the like, according to an exemplary embodiment of the present invention. The vehicle 100 schematically shown in Fig. 1a comprises only one axle with drive wheels 113, 114, but the invention is also applicable to vehicles where more than one axle is provided with drive wheels. The driveline comprises an internal combustion engine 101, which is connected in a conventional manner, via a shaft 102 emanating on the internal combustion engine 101, usually via a flywheel (not shown), to an automatically shifted gearbox 103 via a clutch 106.
In the case of heavy vehicles that are largely used for road / motorway use, however, automatic gearboxes in the traditional sense are not usually used, but instead of a control system-controlled shifting of "manual" gearboxes. Partly because manual gearboxes are significantly cheaper to manufacture, but also because they have higher efficiency, and thus lower fuel consumption.
The coupling 106 in the embodiment shown consists of an automatically controlled coupling of the usual type such as e.g. of lamella type. Opening / closing of the clutch is in turn controlled by the vehicle's control system. It is also common with a manually controlled clutch, where shifting after start takes place with closed clutch through applicable control of the engine during shifting.
Control systems in modern vehicles usually 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 more than one control unit. For the sake of simplicity, Fig. 1a shows only two such electronic control units ll6, ll7, which in this embodiment control the motor 101, the clutch 106 (in the case of automatically controlled clutch) and the gearbox 103 (two or more of motor, gearbox and clutch can alternatively be arranged to be controlled by one and the same control unit).
The control units' ll6, ll7 control of motor, clutch and gearbox is normally dependent both on signals from each other and also from other control units. Control units of the type shown are normally arranged to receive sensor signals from different parts of the vehicle, e.g. from gearbox, engine, clutch and / or other control units or units on the vehicle.
The control units are further arranged to emit control signals to various parts and components of the vehicle, such as e.g. motor, clutch and gearbox for controlling these. The present invention can be implemented in any of the above control units, or in any other applicable control unit in the vehicle control system.
The control of various parts and components of the vehicle, such as gear selection, is often controlled by programmed instructions.
These programmed instructions typically consist of a computer program, which when executed in a computer or controller causes the computer / controller to perform the desired control, such as method steps of the present invention.
The computer program is usually a computer program product 109 stored on a digital storage medium 121 (see Fig. 1b) 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., in or connected to the control unit and executed by the control unit. By following the instructions of the other computer program, the behavior of the vehicle in a specific situation can thus be adjusted.
An exemplary control unit (control unit 115) is shown schematically in Fig. 1b, wherein the control unit 115 may in turn comprise a calculation unit 120, which may be constituted by substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
The calculation unit 120 is connected to a memory unit 121 arranged in the control unit 124, which provides the calculation unit 120 e.g. the stored program code and / or the stored data calculation unit 120 is needed to be able to perform calculations. The calculation unit 120 is also arranged to store partial or final results of calculations in the memory unit 121. Furthermore, the control unit 124 is provided with devices 122, 123, 124, 125 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals devices 122, 125 may be detected as information and may be converted into signals which may be processed by the computing unit 120. These signals are then provided to the computing unit 120. The devices 123, 124 for transmitting output signals are arranged to convert signals obtained from the calculation unit 120 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of the vehicle's control system and / or the component (s) for which the signals are intended.
Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may consist of one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport), or any other bus configuration; or by a wireless connection.
The vehicle 100 further comprises drive shafts 104, 105, which are connected to the vehicle drive wheels 113, 114, and which are driven by a shaft 107 emanating from the gearbox 103 via an end gear 108, such as e.g. a usual differential.
The gearbox 103 shown in the vehicle 100 is provided with at least one overdrive arranged to have an operating area below the torque plateau of the gear at the vehicle's cruising speed as described above. This means that the vehicle can not normally be driven with such a type of transmission engaged because the engine speed at the operating point will usually be too low for the engine to emit a sufficiently high torque, moreover, as soon as the need for propulsion increases, the engine speed will drop to an even lower speed, 10 15 20 25 30 where even less power is available and the engine risks stopping.
The purpose of such an overdrive is instead to minimize parasite losses, and thus fuel consumption, under operating conditions where there is a reduced, or no, power requirement. This is utilized by the present invention, and an exemplary embodiment of a method according to the present invention is shown in Fig. 2.
Fig. 2 is a flow chart showing steps performed in controlling an engine according to an exemplary method 200 of the present invention. In step 201, it is determined whether there is a low need for motor power. Typically, a low power requirement can be determined to exist if the power requirement for propelling the vehicle at the current speed is lower than a threshold value.
If the vehicle e.g. is performed in a downshift, the power requirement for propulsion of the vehicle is reduced because the traction of the earth in downshifts (as opposed to downshifts) contributes with a positive (propulsion) propulsion component, whereby the power requirement from the vehicle's internal combustion engine for propulsion of the vehicle can decrease significantly or even. completely cease. The power that can be removed by means of the overdrive (the available torque) can therefore in many cases be sufficient to be able to drive the vehicle at a maintained, or substantially maintained speed despite the low engine speed.
By switching the gearbox to the overdrive, step 202, in such a situation, the fuel demand of the internal combustion engine is reduced, whereby a fuel saving thus takes place, at the same time as the engine speed decreases to a very low value and lowers the noise level from the engine.
Fig. 3 shows a torque curve and operating range for a gearbox as above. The speed nd denotes the speed at which l0 l5 20 25 30 l0 the vehicle's cruising speed or maximum permitted speed is reached, and is maximum nl, the engine will thus never operate on the torque plateau (range between nl and n2) at cruising speed with the overdrive engaged, without the whole the time at a lower speed, and thus lower torque. The overdrive is thus intended to be used in an operating point below the torque plateau for the torque curve, and the operating point nd can, in principle, be located at any point between no (a point where the engine can emit a positive engine torque) and new In a conventional geared vehicle, the gearbox gear ratio is adjusted so that the engine speed at cruising speed will be in the upper part of the torque plateau (ie closer to n2), alternatively in the middle of the torque plateau (midway between nl and n2) to provide good drivability. The vehicle's cruising speed may vary depending on regional regulations or type of road, but may e.g. consists of 80, 85 or 89 km / h.
Torque Toch engine power P are connected to each other according to the equation:}) = Tm, (l) where w is the angular velocity of the internal combustion engine, ie. 2n60hpm (where rpnz = engine speed / minute), which means that the engine power I) that can be extracted from the engine in the range up to the speed nl is limited to a lower value than the engine can deliver maximum, because both the engine speed is lower and the engine maximum releasable torque is lower. The power output from the internal combustion engine is thus limited when the overdrive is engaged.
For example, if the vehicle is driven at a cruising speed of 80 km / h, and the control unit ll6 (alt. Ll7) determines that there is a low power requirement, e.g. by means of a determination of the driving resistance of the vehicle, the overdrive can be engaged, the engine 10 saving fuel. With knowledge of the vehicle's speed, the engine's driving torque, the vehicle's configuration and other ambient data, the current driving resistance can be calculated.
The driving resistance is a total representation of the resultant of the headwind, tailwind, rolling resistance, friction and energy consumers in the vehicle and the gravity that accelerates / brakes the car and can therefore be used as a representation of the road slope.
When the overdrive has been engaged as above, the internal combustion engine will operate at a low speed, in the area below the torque plate as shown in Fig. 2, i.e. with a speed below nl. For example, a low power requirement can be considered to exist if the power requirement is lower than a certain threshold value.
The threshold value can, for example, be part of the maximum power such as 10 - 15% of the maximum power, or a proportion of the maximum available power when driving in reverse.
Depending on the current power requirement for propulsion of the vehicle, the engine can contribute the required power, as long as this does not exceed the maximum power that the engine can deliver at the current engine speed. For example. For example, the vehicle can be driven with the gearbox engaged in a downshift which results in a reduced power requirement, but which is not steep enough for the vehicle to be accelerated / maintain speed solely due to gravity, but where a certain addition is required from the internal combustion engine, e.g. 10-50 kW, in order for the vehicle speed to be maintained, or substantially maintained.
The amount of power that can be emitted by the internal combustion engine with engaged overdrive depends on where in the range between no and nl the operating point nd is located, since the torque (and thus the power as above) varies greatly with the speed in the current operating range. lO l5 20 25 30 l2 Instead of the internal combustion engine emitting energy, alternatively, if the vehicle's driving resistance is negative, ie. if the vehicle is in a shut-off of such a nature that the vehicle speed is maintained, or substantially maintained without fuel supply to the engine, the engine is "towed" with shut-off fuel injection and thus without fuel consumption.
Towing the engine at low speeds also has the advantage that the braking torque that the engine applies to the drive shafts at closed driveline will be much lower than when towing at higher speeds. This is exemplified in Fig. 4 for an exemplary internal combustion engine, where engine friction is shown as a function of speed. Engine friction depends, at least in part, on friction in bearings and sliding surfaces, as well as energy needed to pump air, oil and water through the engine.
As can be seen in the figure, the braking torque applied by the engine is almost twice as high at just over 1800 rpm (250 Nm) compared to 600 rpm (130 Nm). Since the engine power is dependent on both torque and speed, the difference in braking power is even greater (47 kW vs. 8 kW). By towing the engine at a lower speed, the vehicle can thus be driven without fuel consumption with lower braking resistance, and thus roll longer a longer distance before positive engine torque is again required for propulsion of the vehicle.
As mentioned above, an alternative solution in such a situation is for the motor to be completely disengaged from the drive shafts, whereby thus no braking torque is applied from the motor at all, with even less rolling resistance. However, this solution has the disadvantage that fuel is constantly needed to keep the engine running. Returning to Fig. 2, when the overdrive has been engaged, the process proceeds to step 203, where it is determined whether a speed parameter for the vehicle meets a first criterion. For example. this can be a determination of whether the current speed of the vehicle deviates from a speed reference Hnf. This determination can e.g. is performed by determining whether the velocity change relative to the velocity reference Hn lika is greater than or equal to a threshold value Hümæ. Hümæ can, for example, consist of a percentage of the speed reference Hmf, such as e.g. 1, 2 or 5% of the speed reference Hæf.
The threshold value can be absolute, ie. regardless of whether the speed difference consists of a speed increase or a speed decrease, or e.g. only consists of a decrease in speed. The threshold value can e.g. also consists of an actual speed difference, such as 1,2 or 5 km / h.
Alternatively, the speed parameter can e.g. consists of a derivative for the speed of the vehicle, whereby the speed change (derivative) can be compared with a threshold value or reference value.
If the speed of the vehicle does not differ from the speed reference Hæf by more than the mentioned difference, or if e.g. the absolute amount of the derivative does not exceed a threshold value or deviates from a reference value by more than a certain value, the process proceeds to step 204 with the overdrive added.
In step 204, it is determined whether there is another reason to no longer drive the vehicle with the transmission engaged. If not, the process returns to step 203, otherwise it proceeds to step 205.
If, on the other hand, the speed difference in step 203 exceeds the threshold value Hümæ, or the derivative exceeds a threshold value or deviates from the reference value by more than a certain value, the process proceeds to step 205, where the gearbox is shifted down to a lower gear (a higher gear ratio) to provide a higher driving force so as to be able to accelerate the vehicle again to a higher speed, alternatively, entirely according to Fig. 4, a greater drag resistance is obtained by means of the downshift, which can be used for engine braking of the vehicle.
Furthermore, it can be determined whether the speed of the vehicle is greater or less than the reference speed Hn fi. If the vehicle speed is less, ie. deviates downwards by more than the threshold value Hüwew, it can be determined (in a step not shown) whether additional power can be extracted from the engine while the gearbox is engaged. If so, the power is increased and the process returns to step 203.
If, on the other hand, no additional power is available with the overdrive engaged, the process proceeds to step 205.
A speed reduction can e.g. due to the flattening of the closure, or t.o.m. turned into an uphill climb.
The process then returns to step 201 in order to be able to shift up to overdrive again if reduced power requirements arise again.
If the vehicle speed exceeds the reference speed (by more than the said threshold value Hümæ), the process can continue to a step (not shown) where a braking torque is applied, e.g. by means of the vehicle's service brake, or by means of e.g. exhaust brake, retarder brake, etc., the process returning to step 203, where the vehicle speed is again compared to a reference speed.
The process shown in Fig. 2 also includes a parent process, step 204. In this way, it can be continuously checked if there is another reason why there is an increased need for drive power from the motor. For example, downshifting to a lower gear (higher gear ratio) can take place e.g. when any of the following criteria are met. 10 15 20 25 30 15 The vehicle's speed increases to a set speed for a cruise control function, the driver moves the accelerator or brake pedal, the vehicle accelerates past a set speed.
Above, the driving resistance has been used to determine whether there is a reduced need for driving force. In accordance with an alternative exemplary embodiment, data on the road in front of the vehicle is used to determine that reduced engine power is sufficient to propel the vehicle. For example, data from a Look-Ahead LA function can be used to determine if reduced engine power is required to drive the vehicle.
If the control unit 116 and / or 117 has access to data on the topography of the road in front of the vehicle, e.g. by means of data from the vehicle's navigation system or data from said LA function, this data can be used in determining whether a low propulsion requirement exists. For example, information about the slope of the road can be obtained via the LA function.
This data can then be used to determine if there is or will soon be a need for drive power.
Thus, in step 201, it can be determined not only whether a reduced power requirement exists, but also whether a reduced power requirement will soon exist. Thus, the overdrive can be engaged at an optimal time without motor signals having to be sensed to determine that a low power requirement exists. For example. the overdrive can be arranged to be engaged even before the vehicle reaches a hilltop, e.g. if it can already be determined in advance that the vehicle will still accelerate to the maximum permitted speed in the subsequent downhill run.
Correspondingly, downshifting can take place before the actual power requirement arises if, with the help of the vehicle's forward vision function, it is determined that the vehicle is approaching a closure. The present invention has been described above in connection with a conventional gearbox. However, the invention is also applicable to other types of gearboxes, e.g. CVT (Continuous Variable Transmission) gearboxes, as long as the vehicle can be propelled at a gear ratio where the vehicle is propelled at cruising speed at a speed below the minimum speed of the gear ratio torque plateau.
In addition to the above advantages, the present invention has another major advantage. Vehicles of the above type usually have an exhaust gas purification system to reduce emissions from the internal combustion engine. However, these exhaust gas purification systems usually require a certain minimum temperature, e.g. 200 ° C, to function as desired. An engine that is towed, ie. does not add fuel, thus will not emit hot exhaust gases that maintain the temperature in the exhaust gas purification system.
However, air will be constantly pumped through the engine, and this, relatively cold, air will cool down the exhaust purification system.
This cooling is directly related to the amount of air that passes through the engine. By operating the engine at as low a speed as possible by means of said overdrive, the amount of air is also reduced during towing, and thus also the cooling of the exhaust gas purification system, with a reduced need for additional heating of the exhaust gas purification system.
However, the present invention has a further advantage. As explained above, it is important for the exhaust purification that the temperature in the exhaust purification system is maintained at a minimum temperature in order to ensure good function. Even if towing on the upper gear as above results in less cold air passing through the engine, and the cooling is thus slower, it can still occur, e.g. in a long downhill slope, that the temperature in the exhaust gas purification system drops to an undesirably low level, and thus needs to be raised. This temperature increase can be easily achieved when driving on a gearbox according to the present invention.
As explained above,} ° = Tw. This means that in order to produce a certain power, a higher torque must be generated at lower speeds. This in turn means that a larger amount of fuel must be injected in order to be able to provide the desired torque, and thus engine power, compared with at higher speeds. This larger amount of fuel in turn gives rise to an increased exhaust temperature, which thus raises the temperature in the exhaust gas purification system and contributes to more efficient after-treatment. This is thus particularly advantageous in those situations where driving on the overdrive still requires a certain engine power so that the vehicle does not lose speed.
Due to the gas flow, p.g.a. the low engine speed is low, the engine efficiency will also be high, whereby heating of the exhaust gas purification system can take place in a cost-effective way. Thus, according to an embodiment of the present invention, the engine power delivered when driving in reverse can be controlled not only by propulsion needs, but also by needs for heating the vehicle's exhaust purification system so that other, less cost-effective heating measures do not have to be taken.
So far, the speed of the vehicle has been described in absolute terms.
However, it should be understood that the speed of the vehicle can also be described in other ways. For example. the speed can be described by a determination of the total kinetic energy of the vehicle, which may be arranged to be performed by the control system of the vehicle. This type of speed representation is considered to be included in the term "speed" in the present description and claims, and thus also encompassed by the appended claims. . The present invention can also be combined with such a process. In this case, the vehicle is driven either by means of an upper gear as above, or with the internal combustion engine disengaged from the vehicle's drive wheel, depending on what is considered most advantageous.
This solution is described in detail in the parallel application "PROCEDURE AND SYSTEM FOR THE PROCEDURE OF A VEHICLE II" with the same applicant and date of wrapping as the present application.

权利要求:
Claims (18)
[1]
A method for controlling a gearbox connected to an internal combustion engine in a vehicle, said gearbox being adjustable to a plurality of different gear ratios, the method comprising, when the vehicle is propelled at a low gear ratio and having a internal combustion engine speed less than the engine speed at which the torque plateau for said low gear ratio is reached, in a situation where the need for propulsion power for said vehicle is reduced: - determining a speed parameter for said vehicle, - shifting the gearbox to a higher gear ratio relative to said ratio said speed parameter meets a first criterion.
[2]
A method according to claim 1, wherein said speed parameter is determined by comparing the speed of said vehicle with a reference speed.
[3]
The method of claim 2, wherein the gearbox is set to a higher gear ratio when said determined speed deviates from said reference speed by a first threshold value.
[4]
A method according to claim 2 or 3, wherein said gearbox is set to a higher gear ratio when said determined speed is less than a first speed.
[5]
The method of claim 1, wherein said speed parameter is determined by determining a change in the speed of said vehicle. l0 l5 20 25 30 20
[6]
The method of claim 5, wherein said change is determined by determining a derivative for said speed of said vehicle.
[7]
A method according to claim 5 or 6, wherein said gearbox is shifted to a higher gear ratio when said change in speed deviates from a first threshold value.
[8]
A method according to any one of claims 1-7, wherein said gearbox is set to said low gear ratio depending on a determination that a condition where reduced power for driving the vehicle is present, or will be present within a certain time.
[9]
A method according to any one of claims 1-8, wherein the method further comprises: - shifting the gearbox to said low gear ratio in a determination that a state where an engine power below a second threshold value for driving the vehicle is present or within a certain time will be available.
[10]
10. lO. Method according to claim 1, wherein the determination that there is or will be a reduced power for driving the vehicle within a certain time is performed by means of data regarding the slope of the road in front of the vehicle, and / or by means of data regarding the topography of the road in front of the vehicle.
[11]
11. ll. Method according to claim 1, wherein the determination that there is or will be a reduced power for driving the vehicle within a certain time is performed by means of control signals to and / or from the engine. 10 15 20 25 30 21
[12]
A method according to any one of claims 1-11, further comprising continuously checking if a need for drive power from the engine exists and / or will exist, and, if a need for drive power from the engine exists and / or will exist, switching said gearbox to a higher gear ratio.
[13]
A method according to any one of claims 1-12, wherein said gearbox consists of a gearbox comprising a plurality of distinct gears, wherein gearing to said lower / higher gear ratio is a gearing to a higher / lower gear.
[14]
A method according to any one of claims 1-13, wherein said low gear ratio is a gear or gear setting for a gearbox at which the vehicle, at cruising speed or maximum permitted speed, is propelled at an internal combustion engine speed less than the engine speed at which the torque plateau of the gear is reached.
[15]
A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of claims 1-14.
[16]
A computer program product comprising a computer readable medium and a computer program according to claim 15, wherein said computer program is included in said computer readable medium.
[17]
A system for controlling a gearbox connected to an internal combustion engine at a vehicle, said gearbox being adjustable to a plurality of different gear ratios, the system comprising, when the vehicle is propelled at a low gear ratio and having an internal combustion engine speed of 10 internal combustion engine speeds , in a situation where the need for propulsion power for said vehicle is reduced: - means for determining a speed parameter for said vehicle, - means for shifting said gearbox to a, in relation to said low gear ratio, higher gear ratio when said speed parameter satisfies a first criterion.
[18]
A vehicle, comprising a system according to claim 17.

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法律状态:

优先权:

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申请号 | 申请日 | 专利标题

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SE0950973A|SE534457C2|2009-12-17|2009-12-17|Procedure and system for driving a vehicle in reduced need for propulsion power|SE0950973A| SE534457C2|2009-12-17|2009-12-17|Procedure and system for driving a vehicle in reduced need for propulsion power|

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EP10837994.2A| EP2513519B1|2009-12-17|2010-12-16|Method and system for driving of a vehicle|

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BR112012014541-0A| BR112012014541B1|2009-12-17|2010-12-16|method and system for controlling a gearbox, readable by computer and vehicle.|

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RU2012130152/11A| RU2536753C2|2009-12-17|2010-12-16|Car driving and system to this end|

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PCT/SE2010/051401| WO2011075067A1|2009-12-17|2010-12-16|Method and system for driving of a vehicle|

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JP2012544437A| JP5764576B2|2009-12-17|2010-12-16|Method and system for driving a vehicle|

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CN2010800569883A| CN102666242A|2009-12-17|2010-12-16|Method and system for driving of a vehicle|

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IN5211DEN2012| IN2012DN05211A|2009-12-17|2010-12-16|

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KR20127018808A| KR101494376B1|2009-12-17|2010-12-16|Method and system for driving of a vehicle|

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US13/515,909| US8751118B2|2009-12-17|2010-12-16|Method and system for driving of a vehicle|