• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    24 ABSTRACT ln accordance with the present inventive concept, there is provided amethod for evaluating deceleration of a vehicle. The method comprises:measuring a deceleration of the vehicle during a first time interval, estimatinga speed of the vehicle at a first time instant in a second time interval, which isdifferent from the first time interval, based on the measured deceleration,measuring a speed of the vehicle at the first time instant, comparing theestimated speed to the measured speed, and generating a signal based onthe comparison. There is also provided an apparatus for evaluatingdeceleration of a vehicle. Publication figure: Fig. 2
    公开号:SE1050136A1
    申请号:SE1050136
    申请日:2010-02-10
    公开日:2011-08-11
    发明作者:Johan Goethe
    申请人:Vdii Innovation Ab；
    IPC主号:
    专利说明:

    The measured deceleration, measuring a speed of the vehicle at the first moment of time, comparing the estimated speed with the measured speed, and generating a signal based on the comparison.
    According to the method of the invention, one can determine a difference between an estimated speed, based on a measured deceleration, and a measured speed. This difference corresponds to a driver-induced loss of speed which the driver could have avoided by having started the deceleration earlier.
    The loss of speed thus reflects how foresighted, even and environmentally friendly the driver's driving behavior, and especially deceleration behavior, is.
    By estimating a velocity at a time moment in a second time interval, based on a measured deceleration during a first time interval, no complicated predetermined models are needed. The internal or external factors affecting the deceleration of the vehicle during the first time interval can consequently be taken into account in the speed estimate.
    Factors that can affect the deceleration include vehicle weight, road type, road condition, road slope, ring pressures, vehicle geometry, prevailing weather conditions, air resistance, etc.
    By generating a signal based on the comparison, the driver can be informed if the deceleration is suboptimal and can thereby be guided to improve his behavior.
    According to one embodiment, the method further comprises measuring the deceleration in response to detecting that the vehicle is rolling with the engine switched off. In this context, rolling with the engine switched off means a condition in which the vehicle is driven with the engine switched off, i.e. the gearbox is in a neutral gear or the clutch is disengaged. When the vehicle is rolling with the engine switched off, the deceleration of the vehicle depends mainly on the rolling friction and the air resistance. The driver cannot significantly affect the deceleration during the first time interval. For a deceleration from a given initial speed, therefore, the estimated speed is essentially independent of the driver's behavior. The deceleration during the first time interval is thus in a sense ideal because the driver uses the kinetic energy stored in the vehicle in an optimal way. The estimated speed can thereby be used as a reliable reference with which the actual speed of the vehicle at the time can be compared. According to one embodiment, the method further comprises terminating the measurement of the deceleration in response to detecting braking of the vehicle. If the driver brakes the vehicle, this indicates that the deceleration during the first time interval was insufficient to achieve the final speed intended by the driver.
    If the driver only brakes lightly, the difference between the estimated speed and the measured speed can be relatively small. If, on the other hand, the driver brakes hard, the difference between the estimated speed and the measured speed will be relatively large.
    Braking thus corresponds to a suboptimal utilization of the kinetic energy stored in the vehicle which could have been avoided if the driver had planned the deceleration more carefully.
    As an alternative to the above-described embodiment "rolling with the engine disconnected", an embodiment is provided comprising measuring the deceleration in response to detecting that the vehicle is braking. According to this embodiment, engine braking is considered an "ideal deceleration". In some cases, engine braking may be energy efficient. way to retard.
    The fuel injection can be closed in particular during engine braking with a petrol-powered vehicle, whereby the vehicle's fuel consumption is significantly reduced.
    A deceleration by means of engine braking therefore does not necessarily mean a bad driving behavior.
    Furthermore, if the vehicle includes an automatic transmission, it may be impossible for the driver to disengage to put the vehicle in a state in which the vehicle is rolling with the engine disengaged. This is beyond the driver's control and is therefore not considered a bad driving behavior according to this embodiment.
    According to one embodiment, the method further comprises terminating the measurement of the deceleration in response to detecting further braking of the vehicle. According to this embodiment, "additional braking" refers to any braking in addition to engine braking, e.g. use of friction brakes or activation of a retarder. By analogy with the previous discussion, this further braking corresponds to a suboptimal utilization of the kinetic energy stored in the vehicle which could have been avoided if the driver had planned the deceleration more carefully.
    According to one embodiment, the method further comprises measuring the speed when the deceleration of the vehicle is completed. Accordingly, the difference between the estimated speed and the measured speed reflects the total driver-induced speed loss. According to one embodiment, the slope of the road segment traveled by the vehicle during the first and second time intervals is constant.
    According to one embodiment, the method further comprises determining a trend of the measured deceleration and estimating the velocity at the first moment of time by extrapolating the trend to the first moment of time. Thereby, a reliable estimate of the speed can be determined that takes into account all internal or external factors that affect the deceleration of the vehicle.
    According to one embodiment, the method further comprises generating the signal only if the trend deviates from the measured deceleration by less than a threshold value. This can be useful if e.g. the slope of the road segment along which the vehicle travels during the first and second time intervals varies. In that case, the deceleration measured during the first time interval may not accurately reflect an ideal deceleration. By rejecting the signal in that case, this source of error can be eliminated.
    According to one embodiment, the comparison comprises a comparison of the estimated square speed with the measured square speed.
    Since the kinetic energy of the vehicle is proportional to the square speed of the vehicle, this embodiment allows the determination of driver-induced loss of kinetic energy.
    According to a second aspect, a device for assessing deceleration of a vehicle is provided. The device comprises: a measuring unit arranged to measure a deceleration of the vehicle during a first time interval and to measure a speed of the vehicle at a first moment of time in a second time interval, which differs from the first time interval, an estimating unit arranged to estimate a speed at the first time interval the instantaneous time, based on the measured deceleration, a comparison unit arranged to compare the estimated speed with the measured speed, and a signal generator arranged to generate a signal based on the comparison.
    The details and advantages discussed in connection with the first aspect apply correspondingly to the second aspect, with reference to the preceding discussion. According to a third aspect, a method of assessing the deceleration of a vehicle is provided. The method comprises: measuring a deceleration of the vehicle during a first time interval, measuring a speed of the vehicle at a first time moment during a second time interval, which differs from the first time interval, estimating a second time moment at which an estimated speed of the vehicle, which is based on the measured deceleration, matches the measured speed, comparison of the first moment of time and the second moment of time, and generation of a signal based on the comparison.
    The concept and advantages of the third aspect are similar to the concept and advantages of the first and second aspects, but according to this aspect the comparison involves a comparison between the first moment of time, at which a particular velocity is achieved, and a second moment of time corresponding to an estimate of the moment of time. which the vehicle would have reached this particular speed if the deceleration in the first time interval had been maintained. The difference between the first and the second moment of time thus corresponds to an estimate of how much earlier the driver should have started the deceleration of the vehicle. The difference thus reflects how foresighted, even and environmentally friendly the driver's driving behavior is.
    By generating a signal based on the comparison, the driver can be informed if the deceleration is suboptimal and thereby be guided to improve his behavior.
    According to one embodiment, the method further comprises determining a distance traveled by the vehicle during a time interval corresponding to the difference between the first and the second moment and preceding the first time interval, and generating a signal based on the determined distance. In some cases, it may be easier for a driver to improve his driving behavior if he e.g. be informed of how far earlier he should begin the deceleration.
    Many of the details and advantages of the first aspect apply equally to the third aspect, with reference to the foregoing discussion.
    According to a fourth aspect, a device for assessing deceleration of a vehicle is provided. The device comprises: a measuring unit arranged to measure a deceleration of the vehicle during a first time interval and to measure a speed of the vehicle at a first moment of time during a second time interval, which differs from the first time interval, an estimating unit arranged to estimating a second time moment at which an estimated speed of the vehicle, which is based on the measured deceleration, matches the measured speed, a comparison unit arranged to compare the first and the second time moment, and a signal generator arranged to generate a signal based on the comparison.
    The details and advantages discussed in connection with the third aspect apply correspondingly to the fourth aspect, with reference to the preceding discussion.
    According to a fifth aspect, a method for assessing the deceleration of a vehicle is provided. The method comprises: determining a time moment for initiating a deceleration of the vehicle, measuring the deceleration of the vehicle during a first time interval, measuring a first speed of the vehicle at a first time moment in a second time interval, which differs from the first time interval, estimating a second time moment such that a deceleration corresponding to the measured deceleration from a second speed of the vehicle before the first time interval, during a time interval from the second to the first time moment, results in the first measured speed, comparison of the second time moment and the time moment for initiating deceleration, and generating a signal based on the comparison.
    The details and advantages of the fifth aspect are similar to the details and advantages of the third aspect, but this aspect may in some cases provide a more accurate estimate of how much earlier the driver should have begun the deceleration of the vehicle.
    According to one embodiment, the method further comprises measuring the speed of the vehicle during a third time interval before the moment of the start of the deceleration and determining the second speed of the vehicle to be a speed of the vehicle measured during the third time interval. According to this embodiment, it is possible to take into account all speed variations before the time of the start of the deceleration and thereby provide a more accurate estimate of how much earlier the driver should have started the deceleration of the vehicle.
    According to an alternative and simpler embodiment, the method further comprises measuring the speed of the vehicle at the time of the start of the deceleration and determining the second speed of the vehicle to be the speed of the vehicle at the time of the start of the deceleration. This embodiment does not take into account any speed variations prior to the time of the start of the deceleration. However, it can be implemented more easily because it does not require speed measurements before the time of the start of the deceleration.
    Many of the details and advantages of the first, second, third and fourth aspects apply correspondingly to the fifth aspect, with reference to the preceding discussion.
    According to a sixth aspect, a device for assessing deceleration of a vehicle is provided. The device comprises: a monitoring unit arranged to determine a time moment for initiating a deceleration of the vehicle, a measuring unit arranged to measure the deceleration of the vehicle during a first time interval and a first speed of the vehicle at a first time moment in a second time interval, which differs from the first the time interval, an estimating unit arranged to estimate a second time moment such that a deceleration corresponding to the measured deceleration from a second speed of the vehicle before the first time interval, during a time interval from the second to the first time moment, results in the first measured speed, a comparison unit arranged to compare the second time moment and the time moment for the start of the deceleration, and generating a signal based on the comparison.
    The details or advantages of the fifth aspect apply correspondingly to the sixth aspect, with reference to the foregoing discussion.
    Brief Description of the Figures The above, as well as further objects, features and advantages of the present inventive concept, may be better understood by the following illustrative and non-limiting detailed description of preferred embodiments of the present inventive concept, with reference to the accompanying drawings in which like reference numerals occur. to be used for similar elements, wherein: Fig. 1 schematically illustrates a device in which the present inventive concept can be implemented.
    Fig. 2 is a diagram of the vehicle speed during a part of a drive.
    Fig. 3 is a flow chart of an embodiment according to a first method.
    F ig. 4 is a graph of vehicle speed during a portion of a run.
    F ig. 5 is a flow chart of an embodiment according to a second method.
    F ig. 6 is a graph of vehicle speed during a portion of a run.
    F ig. 7 is a flow chart of an embodiment according to a third method.
    Detailed Description of Preferred Embodiments Fig. 1 schematically illustrates an embodiment of a device 1 in which the present inventive concept can be used. The device 1 can be provided in a vehicle. In the following embodiments, the vehicle will be assumed to be a gasoline powered vehicle. However, the following embodiments can also be used in vehicles that use other energy sources. The device 1 may be a mobile computing device such as a mobile phone, a PDA or the like.
    However, the device 1 can also be a personal computer or a terminal which is arranged in the vehicle.
    The device 1 may comprise a display for presenting visual information to the driver of the vehicle. The device may further comprise a loudspeaker for presenting audible information to the driver. The device may further comprise input means for receiving input data from the driver.
    The device 1 comprises a processor 2, e.g. a microprocessor, a CPU, etc., a memory 4 and an I / O interface 6. The processor 2, the memory 4 and the I / O interface 6 are connected to each other, e.g. via a data bus, and are arranged to communicate data between each other.
    The I / O interface 6 is arranged to connect the device 1 to a connection point of the vehicle in order to enable monitoring of various vehicle parameters. The connection point can e.g. be a CAN bus, the device 1 being able to receive signals and data relating to the speed of the vehicle, the engine speed, the active gear of the vehicle, the condition of the clutch pedal, the condition of the brakes of the vehicle, etc.
    The memory 4 can be a volatile memory, e.g. a RAM (Random Access Memory) or a flash memory, etc. The memory 4 preferably includes a program part and a data part, the program part being able to store software instructions and the data part being able to store data to be used in the method which will be described in detail below.
    The processor 2 is arranged to execute software instructions stored in the program part of the memory 4 which implement a method according to the present inventive concept. More specifically, through the software instructions, the processor 2 implements five function blocks: a measuring unit 8, an estimation unit 10, a comparison unit 12, a signal generator 14 and a monitoring unit 16.
    Alternatively, these function blocks can be implemented in one or more integrated circuits. According to a further alternative, the function blocks can be implemented in one or more application-specific integrated circuits (AS1Cs) or electrically programmable gate matrices (FPGAs).
    The measuring unit 8 is arranged to measure the speed of the vehicle.
    The measuring unit 8 can measure the speed based on speed data received via the I / O interface 6. Alternatively, the measuring unit 8 can determine the speed of the vehicle based on GPS data provided by a GPS unit located outside the device 1 or included in the device 1. The monitoring unit 16 is arranged to monitor one or more vehicle parameters. The monitoring unit 16 can monitor the parameters based on parameter data received via the I / O interface 6. The parameters can e.g. be the condition of the clutch, accelerator pedal, brake system and / or fuel injection pump. The processor 2 can control the additional function blocks based on conditions determined by the monitoring unit 16. For example, the measuring unit 8 can start measuring the speed of the vehicle in response to the monitoring unit 16 detecting that the clutch is disengaged, that the accelerator pedal is released and / or that the fuel injection pump is closed.
    In the following, a method which can be implemented in the device 1 is described with reference to the diagram in Fig. 2 and the flow diagram in Fig. 3.
    The diagram illustrates the speed curves of the vehicle during part of a drive. In the following, it is assumed that the vehicle is driving on a road segment that has no or a constant slope. Before the instant Td, the driver of the vehicle is driving at approximately a constant speed. 10 15 20 25 30 35 10 At Td, the driver begins to decelerate the vehicle by performing a deceleration act. The deceleration continues during the time interval l1 illustrated in Fig. 2. The deceleration action may be the release of the accelerator pedal, whereby mainly the rolling friction, possibly air resistance and the engine resistance (i.e. the braking of the engine) will act to decelerate the vehicle. Alternatively, the deceleration action can disengage the clutch, whereby the vehicle begins to roll with the engine disengaged. In this case, mainly the rolling friction and any air resistance will act to decelerate the vehicle.
    If the vehicle uses a manual gearbox, rolling with the engine disengaged can be achieved by the driver depressing the clutch pedal or by shifting to the neutral gear. If the vehicle uses an automatic transmission, rolling with the engine switched off can be achieved by the automatic transmission automatically disengaging the clutch or shifting to the neutral gear.
    The reason for retarding the vehicle can e.g. be to adjust the speed in relation to traffic in front of the vehicle, to reduce the speed below a speed limit, or to stop the vehicle completely etc. The monitoring unit 16 detects the deceleration action (box 31) and determines and stores the detection time Td in the memory 4 in response thereto.
    Furthermore, the measuring unit 8 begins to measure the deceleration of the vehicle (box 32).
    The measuring unit 8 can measure a speed of the vehicle at at least two instantaneous moments vact (T1) and vact (T2) during l1. For example, Ti may correspond to Td and T; can correspond to Tb. However, any two different moments during ll can be used. The measuring unit 8 stores the measured speed together with the times T1 and T2 in the memory 4.
    As an option, the measuring unit 8 can measure and store the deceleration of the vehicle for more than two moments of time, e.g. vaCr (T1), vaC, (T2), vac, (TN), under 11.
    At the instantaneous time T., the driver begins to decelerate the vehicle more strongly and continues to do so for the entire time interval Iz indicated in Fig. 2.
    The driver can achieve this e.g. by activating friction brakes such as disc brakes, activating a retarder (if one exists), activating an engine brake, etc. The reason for retarding more strongly can e.g. be that the driver realizes that the deceleration achieved by rolling with the engine switched off is insufficient to achieve the intended final speed at the intended time. 10 15 20 25 30 35 11 The monitoring unit 16 detects the start of the braking at Tb, the measuring unit 8 ending measuring the deceleration (box 33).
    At TS, the driver stops decelerating the vehicle (i.e. the driver stops braking the vehicle or the vehicle stops completely). The monitoring unit 16 detects the interrupted deceleration (box 34) and determines and stores the detection time TS in the memory 4. In response, the measuring unit 8 measures the instantaneous actual speed of the vehicle at TS, vSSS (TS), and stores the measured speed in the memory 4 (box 35). ).
    The estimating unit 10 retrieves the measured speeds and the corresponding times stored in the memory 4 by the measuring unit 8 and the monitoring unit 16. The estimating unit 10 uses said retrieved data to estimate a speed of the vehicle at TS based on the deceleration measured by the measuring unit 8 during l1 (box 36 ). If the velocity was measured at two moments, the estimator 10 can estimate the velocity vSSt at TS using the following formula: v .., <1;> = v .., + - 2 1 or some equivalent expression. vSSt (TS) thus forms an estimate of the speed that the vehicle would have reached if the deceleration rate below l1 had been maintained until TS. Or in other words, vSSt (TS) is an estimate of the speed at TS if the driver had continued to roll with the engine disconnected during I; and thereby had used the kinetic energy stored in the vehicle to propel the vehicle to TS. vSSj (TS) calculated from the above formula can form a good estimate if it is assumed that the deceleration is substantially linear with time. For example, this may be the case when rolling with the engine switched off at moderate speeds when the wind resistance is negligible and the rolling friction is substantially independent of the speed.
    If the velocity was measured at more than two time moments during l1 (eg v, », cf (T1), vSSt (T2), vSSi (TN)), the estimator 10 can determine a deceleration trend vSSt (t) in the data received and determine vSSt (TS) by extrapolating the trend vSSt (t) to TS.
    The trend can be determined by using techniques such as curve fitting or regression analysis. The specific type of technology can be selected depending on the desired accuracy and available treatment resources.
    For example, a quadratic polynomial (or higher) can be used to take into account rolling friction, air resistance and engine resistance. In some cases, the least squares method may provide an even more accurate estimate.
    As a choice, the estimating unit 10 can determine the accuracy of the trend in relation to the measured deceleration. For example, if the least squares method is used, a large Rz value may indicate that it was not possible to determine an accurate trend based on the measured deceleration. If the Rz value exceeds a certain threshold value, the method can be interrupted. Alternatively, this determination can be made based on the standard deviation of the measured deceleration. If the standard deviation exceeds a certain threshold value, the method can be canceled. According to another alternative, the determination can be made based on the deviation between the trend and the measured deceleration. If e.g. one (or more) of the measured velocities below l1 deviates from the trend by more than one threshold, the method may be interrupted.
    A situation where the trend may be inaccurate to estimate the speed ves, (Ts) is if the slope of the road segment that the vehicle travels below | 1 is not constant. Returning to Fig. 3, the estimation unit 10 stores the velocity estimation vest (Ts) in the memory 4. The comparison unit 12 retrieves both the vest (Ts) and the vac, (Ts) from the memory 4 and compares them (box 37).
    The difference between ve $ t (Ts) and vact (Ts) corresponds to the speed lost due to the more powerful deceleration (i.e. braking) during Iz. In other words, the difference corresponds to the driver-induced speed loss. A more energy-efficient preparatory behavior would have been to start the deceleration earlier and thereby use the kinetic energy stored in the vehicle more efficiently.
    As an option, the comparison unit 12 can compare the estimated velocity vest fls) squared with the measured velocity vact (Ts) squared.
    The difference between vest (Ts) in square and vac, (Ts) in square is proportional to the amount of kinetic energy lost by the more powerful deceleration during lg.
    The comparison unit 12 stores the result of the comparison in the data memory 4.
    The result can e.g. simply be a "true" value (eg a "1st") indicating that the measured speed was greater than the estimated speed. Alternatively, the result may be the actual difference between vest (Ts) and vacj fl s) (or the difference between vest fl s) in square and vact (T $) in 10 15 20 25 30 35 13 square). The signal generator 14 retrieves the result from the memory 4 and generates a signal based on the result (box 38).
    The signal may be a control signal to a display of the device 1 or in the driver's cab, the display being able to present information regarding the speed or amount of kinetic energy lost due to excessive braking. The signal can also be a control signal to a loudspeaker, whereby the loudspeaker can generate an audio signal with an intensity and / or frequency which is proportional to the difference.
    As an option, the device 1 may comprise a table which includes average deceleration trends for different gears. If linear deceleration trends are determined, the table may include average gradients.
    Each time a trend is determined, the relevant item in the table can be updated.
    The table can also include an item that corresponds to an average deceleration trend for the neutral gear. Additionally, or alternatively, the table may include the relationship between a specific gear gradient and a subsequent gear gradient (eg, the fifth gear gradient divided by the fourth gear gradient, the fourth gear gradient divided by the third gear gradient, etc.).
    This table can be used to advantage if the driver changes gears during deceleration in l1. The device 1 determines a deceleration trend below 11 for each gear. The device 1 can then use the deceleration trend determined for the last gear used when the mechanical brakes were applied at Tb as described above. However, if the determination of a trend for the last gear fails (eg due to poor or too few measured values), the table can provide a retreat alternative. For example, the estimate vest (Ts) can be calculated based on the determined deceleration of the previous gear and the corresponding ratio mentioned above. For example, the driver begins to decelerate at Td by braking the engine in fourth gear. At some point during l1, the driver shifts to the third gear and shortly thereafter applies a mechanical brake to the vehicle. If the device 1 fails to determine the deceleration trend of the third gear, an estimate can be determined based on the determined gradient of the fourth gear multiplied by the stored ratio between the third and the fourth gears. In the above, the device 1 has been described as performing certain functions in a particular order, at certain times and in response to certain events. The inventive concept, on the other hand, is not limited to these specific implementations, but also other implementations are considered to be within the scope of the appended claims.
    For example, the measuring unit 8 can continuously measure and store the speed of the vehicle in the memory 4 during at least a part of a run. The stored speed data can then be processed and analyzed after the run is completed.
    In the above, all the functionality of the device 1 in the vehicle is provided. According to an alternative embodiment, not all functionality of the device 1 needs to be provided in the vehicle. For example, the functions provided by the estimator 10, the comparison unit 12 and / or the signal generator 14 may be arranged in an external unit separated from the device 1. For example, measurement data collected by the measuring unit 8 may be provided to the external unit by physically coupling the measuring unit 8. in addition after a run is completed. Alternatively, the device 1 may comprise a wireless transmitter / receiver for wirelessly communicating measurement data collected by the measuring unit 8 to the external unit, e.g. a server, whereby the behavior evaluation can be performed in a central location.
    In the following, a method according to an embodiment is described in accordance with a further aspect which can also be implemented in the device 1, with reference to the diagram in Fig. 4 and the flow chart in Figs. 5. Like Fig. 2, Fig. 4 illustrates speed curves for the vehicle during a part of a drive.
    Until time moment Tb, the method proceeds according to the method described in connection with Fig. 2 and Fig. 3. That is. the beginning of the deceleration is detected, whereby the measuring unit 8 starts measuring a deceleration during l1 and stores the measured data in the memory 4 (boxes 51 and 52).
    At Tb, the driver starts to brake. The monitoring unit 16 detects the start of the braking, whereby the measuring unit 8 ends the measurement of the deceleration (box 53).
    At time TS, the driver stops the deceleration of the vehicle (i.e. the driver stops braking the vehicle or the vehicle stops completely). The monitoring unit 16 detects the stopped deceleration (box 54) and determines and stores the detection time TS in the memory 4. In response, the measuring unit 8 measures the instantaneous actual speed of the vehicle at TS, vact (Ts), and stores the measured speed in the memory 4 (box 55). ).
    The estimating unit 10 retrieves the measured speeds and the corresponding times stored in the memory 4 by the measuring unit 8 and the monitoring unit 16. The estimating unit 10 uses the retrieved data to estimate a time instant Test at which an estimated speed of the vehicle is recorded ( Test), based on the deceleration measured by the measuring unit 8 during lt, matches the actual measured speed vest (Ts) (box 56). If the velocity was measured at two instantaneous moments, the estimator 10 can estimate the instantaneous moment Test using the following formula: _ vie (Tt) - vetATt) Vance) _ VaCÅTz) + (Test _72) or some equivalent expression. Test thus forms an estimate of the time at which the vehicle would reach the speed vest (Ts) if the deceleration rate below lt had been maintained until Ts. Or in other words, Test is an estimate of the moment at which the vehicle would have reached the speed veet (Ts) if the driver had continued the deceleration of lt during I; and thereby had better used the kinetic energy stored in the vehicle to propel the vehicle to Ts. vest (Ts) calculated according to the above formula can form a good estimate if it is assumed that the deceleration is substantially linear with respect to time. This may be the case, for example, when rolling with the engine switched off at moderate speeds when the air resistance is negligible and the rolling friction is substantially independent of the speed.
    If the speed was measured at more than two time moments (eg vset (Tt), vset (T2), vaet (TN)), the estimator 10 can determine a deceleration trend in the received data and determine the time moment Test at which an extrapolation of the trend matches the veet (Ts).
    As discussed earlier, the trend can be determined using techniques such as curve fitting or regression analysis. The specific type of technology can be selected depending on the desired accuracy and available treatment resources.
    As a choice, according to the discussion in connection with the previous method, the estimating unit 10 may determine the accuracy of the trend in relation to the measured deceleration and interrupt the method if the accuracy is insufficient.
    The estimator 10 stores the time estimate Test in memory 4.
    The comparison unit 12 retrieves both Test and Ts from the memory 4 and compares them (box 57).
    The difference between Test and Ts (read in Fig. 4) can be interpreted as how much earlier the driver should have started the deceleration to achieve the intended speed west (Ts) at Ts without applying the brakes during lg. 10 15 20 25 30 35 16 The comparison unit 12 stores the result of the comparison in the data memory 4.
    The result can e.g. simply be a "true" value (eg a "1st") indicating that Teef was greater than Te. Alternatively, the result may be the actual difference between Tea and Tea, i.e. leee. The signal generator 14 retrieves the result from the memory 4 and generates a signal based on the result (box 58).
    As discussed in connection with the second method, the signals may be any of a control signal for a display and / or for a speaker corresponding to the result of the comparison.
    As an option, the device 1 may comprise a distance unit which is arranged to estimate a distance traveled by the vehicle during a time interval corresponding to the time difference between the Tee; and Tea. This distance estimate can be an estimate of at which position, before the position at Te, the driver should have started the deceleration in order to achieve the intended speed veet (Te) at Te without braking during lg.
    The distance estimate can be calculated by multiplying the time difference leet by the actual speed of the vehicle at Te, i.e. vecKTe).
    According to a more detailed variant, the measuring unit 8 can be arranged to measure and store the speed of the vehicle even before Te. The distance estimate can then be calculated by integrating the vehicle speed from a time moment that precedes Te over a time corresponding to leet.
    In any case, the signal generator 14 can generate a control signal based on the distance estimate.
    In the following, a method according to an embodiment is described, according to a further aspect, which can also be implemented in the device 1, with reference to the diagram in Fig. 6 and the flow chart in Fig. 7. Similarly as in Fig. 4, Figs. 6 speed curves for the vehicle during part of a drive.
    Before the moment of time Te drives the driver of the vehicle at a more or less constant speed. The measuring unit 8 measures the speed of the vehicle during a time interval le which precedes the instantaneous moment Te at which the driver begins a deceleration of the vehicle. The speed measured under le can be stored in the memory in a FIFO storage structure or the like in the memory 4 for later use. The device 1 can thus maintain a speed history for the vehicle.
    At Te, the driver begins to decelerate the vehicle by performing a deceleration act that was discussed in connection with the previous aspects. The retardation tone continues during the time interval l1 illustrated in Fig. 6. The monitoring unit 16 detects the beginning of the retardation (box 71) and determines and stores in response the detection time Te in the memory 4. Furthermore, the measuring unit 8 measures the speed vset (Ttt) and stores it in memory 4 (box 72). Then, the measuring unit 8 begins to measure the deceleration of the vehicle as described previously (box 73).
    At the instant Tt, the driver starts to brake. The monitoring unit 16 detects the start of the braking, whereby the measuring unit 8 ends the measurement of the deceleration (box 74).
    At Ts, the driver stops decelerating the vehicle (i.e. the driver stops braking the vehicle or the vehicle stops completely). The monitoring unit 16 detects the interrupted deceleration (box 75) and determines and stores the detection time Ts in the memory 4. In response, the measuring unit 8 measures the instantaneous actual speed of the vehicle at Ts, veet (Ts), and stores the measured speed in the memory 4 (box 76). ).
    The estimation unit 10 retrieves the measured speeds and times stored in the memory 4 by the measuring unit 8 and the monitoring unit 16.
    The estimating unit 10 uses the retrieved data to estimate a time moment Test, before Te, such that a deceleration corresponding to the deceleration measured by the measuring unit 8 during Ig, from veet (Te), during a time interval from Test to Ts, would result in a estimated velocity vest (Ts) at Ts that matches veet (Ts) (box 77).
    If the velocity was measured at two instantaneous moments, the estimator 10 can estimate the instantaneous moment Test using the following formula: T _. (n) = + - (T. - Te.) Tz -Tl or some equivalent expression. The test thus forms an estimate of the time from which the driver could have started a deceleration and reached the speed veet (Ts) if the deceleration during lt had been maintained to Ts. Tests calculated from this formula can form a good estimate of whether the speed of the vehicle during Ice was approximately constant, i.e. if vset (Test) approximately matches veet (Ttt) and if the deceleration below lt was approximately linear.
    According to an alternative embodiment, the estimating unit 10 estimates a time moment Test, before Te, at which a velocity veet (Test) on the vehicle was such that a deceleration corresponding to the deceleration measured by the measuring unit 8 during lt, from the veet (Test), during a time interval from Test to Ts, would result in an estimated velocity west (Ts) at Ts that matches veet (Ts). 10 15 20 25 30 35 18 If the velocity was measured on two occasions, the estimator 10 can estimate the instantaneous moment Test using the following formula: T - T Mrs) = (T> + - Te) m Tz T Ti Test can be determined from this equation t .ex. by using an iterative technique that begins with the assumption Test = Tea and that reduces Test in small steps until the above equation is at least approximately fulfilled.
    Alternatively, the Test can be determined by plotting the curve vest (t) shown in Fig. 6 and determining where it intersects a curve over the actual speed veet (t) of the vehicle.
    If the velocity was measured at more than two time moments (eg veet (Tt), vset (T2), vest (TN)), the estimator 10 can determine a trend of the measured deceleration and determine the time moment Test based on the trend. As discussed earlier, the trend can be determined using techniques such as curve fitting or regression analysis. The specific type of technology can be selected depending on the desired accuracy and available treatment resources.
    As a choice, according to the discussion in connection with the previous method, the estimating unit 10 may determine the accuracy of the trend in relation to the measured deceleration and interrupt the method if the accuracy is insufficient.
    In both of the above embodiments, the estimation unit 10 stores the time estimate Testi in the memory 4. The comparison unit 12 retrieves both Test and Te from the memory 4 and compares them (box 78). The difference between Test and Te can be interpreted as how long before the Te driver should have started the deceleration to achieve the intended speed west (Ts) at Ts without applying the brakes under Iz.
    The comparison unit 12 stores the result of the comparison in the data memory 4.
    The result can e.g. simply be a "true" value (eg a "1st") indicating that Test was greater than Te. Alternatively, the result may be the actual difference between Test and Te. The signal generator 14 retrieves the result from memory 4 and generates a signal based on the result (box 79).
    As discussed in connection with the other methods, the signals may be any of a control signal for a display and / or for a speaker corresponding to the result of the comparison.
    As an option, the device 1 may comprise a distance unit arranged to estimate a distance traveled by the vehicle during a time interval corresponding to the time difference between Test and Td. This distance estimate can be an estimate of at which position, before the position at Td, the driver should have started the deceleration to achieve the intended speed ves, (TS) at TS without braking during lg. The distance estimate can be calculated by multiplying the time difference by the actual speed of the vehicle at Td, i.e. vact (Td).
    According to a more detailed variant, the distance estimate can be calculated by integrating the vehicle speed from the time moment Test to the time moment Td, e.g. based on the speed history under Ice stored in the memory 4.
    In any case, the signal generator 14 can generate a signal based on the distance estimate. In the above, the inventive concept has been essentially described with reference to a few embodiments. On the other hand, it will be readily appreciated by one skilled in the art that embodiments other than those described above are equally possible within the scope of the inventive concept as defined by the appended claims.
    权利要求:
    Claims (32)
    [1] 1. Method for evaluating deceleration of a vehicle comprising:measuring a deceleration of the vehicle during a first time interval,estimating a speed of the vehicle at a first time instant in a second timeinterval, which is different from the first time interval, based on the measureddeceleration,measuring a speed of the vehicle at said first time instant,comparing the estimated speed to the measured speed, andgenerating a signal based on said comparison.
    [2] 2. Method as claimed in claim 1, further comprising measuring thedeceleration in response to detecting that the vehicle is coasting.
    [3] 3. Method as claimed in any of claims 1-2, further comprising finishingmeasuring the deceleration in response to detecting braking of the vehicle.
    [4] 4. Method as claimed in claim 1, further comprising measuring thedeceleration in response to detecting that the vehicle is engine braking.
    [5] 5. Method as claimed in claim 4, further comprising finishing measuring thedeceleration in response to detecting additional braking, other than enginebraking, of the vehicle.
    [6] 6. Method as claimed in any of claims 1-5, further comprising measuring saidspeed when the deceleration of the vehicle is finished.
    [7] 7. Method as claimed in any of claims 1-6, further comprising determining atrend in the measured deceleration and estimating the speed at said first timeinstant by extrapolating the trend to said first time instant.
    [8] 8. Method as claimed in claim 7, further comprising generating the signal onlyif the trend deviates from the measured deceleration by less than a thresholdvalue.
    [9] 9. Method as claimed in any of claims 1-8, wherein the comparison comprisescomparing the estimated speed squared to the measured speed squared.
    [10] 10. Apparatus for evaluating deceleration of a vehicle comprising: a measurement unit arranged to measure a deceleration of the vehicleduring a first time interval, and measure a speed of the vehicle at a first timeinstant in a second time interval, which is different from the first time interval, an estimation unit arranged to estimate a speed at said first timeinstant, based on the measured deceleration, a comparison unit arranged to compare the estimated speed to themeasured speed, and a signal generator arranged to generate a signal based on saidcomparison.
    [11] 11. Apparatus as claimed in claim 10, wherein the measurement unit isarranged to measure the deceleration in response to detection of coasting ofthe vehicle.
    [12] 12. Apparatus as claimed in any of claims 10-11, wherein the measurementunit is arranged to finish measuring the deceleration in response to detectionbraking of the vehicle.
    [13] 13. Apparatus as claimed in claim 10, wherein the measurement unit isarranged to measure the deceleration in response to detection of enginebraking of the vehicle.
    [14] 14. Apparatus as claimed in claim 13, wherein the measurement unit isarranged to finish measuring the deceleration in response to detectionadditional braking, other than engine braking, of the vehicle.
    [15] 15. Apparatus as claimed in any of claims 10-14, wherein the measurementunit is arranged to measure said speed when the deceleration of the vehicleis finished.
    [16] 16. Apparatus as claimed in any of claims 10-15, wherein the estimation unitis arranged to determine a trend in the measured deceleration, and estimate 21 the speed at said time instant by extrapolating the trend to said first timeinstant.
    [17] 17. Apparatus as claimed in claim 16, wherein the signal generator isarranged to generate the signal only if the trend deviates from the measureddeceleration by less than a threshold value.
    [18] 18. Apparatus as claimed in any of claims 10-17, wherein the comparison unitis arranged compare the estimated speed squared to the measured speedsquared.
    [19] 19. Method for evaluating deceleration of a vehicle comprising:measuring a deceleration of the vehicle in a first time interval,measuring a speed of the vehicle at a first time instant in a second timeinterval, which is different from the first time interval,estimating a second time instant at which an estimated speed of thevehicle based on the measured deceleration matches said measured speed,comparing the first time instant and the second time instant, andgenerating a signal based on said comparison.
    [20] 20. Method as claimed in claim 19, further comprising determining a trend inthe measured deceleration and estimating the second instant by extrapolatingthe trend to the measured speed.
    [21] 21. Method as claimed in any of claims 19-20, further comprising determininga distance travelled by the vehicle during a time interval corresponding to thedifference between the first and the second instant and preceding the firsttime interval and generating a signal based on the determined distance.
    [22] 22. Apparatus for evaluating deceleration of a vehicle comprising: a measurement unit arranged to measure a deceleration of the vehiclein a first time interval, and measure a speed of the vehicle at a first timeinstant in a second time interval, which is different from the first time interval, an estimation unit arranged to estimate a second time instant at whichan estimated speed of the vehicle based on the measured decelerationmatches said measured speed, a comparison unit arranged to compare the first and the second time 22 instant,a signal generator arranged to generate a signal based on saidcomparison.
    [23] 23. Apparatus as claimed in claim 22, wherein the estimation unit is arrangedto determine a trend in the measured deceleration, and estimate the secondinstant by extrapolating the trend to the measured speed.
    [24] 24. Apparatus as claimed in any of claims 22-23, further comprising adistance unit arranged to determine a distance trave|ed by the vehicle duringa time interval corresponding to the difference between the first and thesecond time instant and preceding the first time interval, wherein the signalgenerator is arranged to generate a signal based on the determined distance.
    [25] 25. Method for evaluating deceleration of a vehicle comprising: determining a time instant of initiation of a deceleration of the vehicle, measuring the deceleration of the vehicle during a first time interval, measuring a first speed of the vehicle at a first time instant in a secondtime interval, which is different from the first time interval, estimating a second time instant such that a deceleration,corresponding to said measured deceleration, from a second speed of thevehicle prior to the first time interval, during a time interval from the second tothe first time instant, results in said first measured speed, comparing the second time instant and the time instant of initiation ofthe deceleration, and generating a signal based on said comparison.
    [26] 26. Method as claimed in claim 25, further comprising measuring the speed ofthe vehicle at the time instant of initiation of the deceleration and determiningthe second speed of the vehicle as the speed of the vehicle at the time instantof initiation of the deceleration.
    [27] 27. Method as claimed in claim 25, further comprising measuring the speed ofthe vehicle during a third time interval prior to the time instant of initiation ofthe deceleration and determining the second speed of the vehicle as a speedof the vehicle measured during the third time interval. 23
    [28] 28. Method as claimed in any of claims 25-27, further comprising determininga distance travelled by the vehicle during a time interval corresponding to thedifference between the second time instant and the time instant of initiation ofthe deceleration and generating a signal based on the determined distance.
    [29] 29. Apparatus for evaluating deceleration of a vehicle comprising: a monitoring unit arranged to determine a time instant of initiation of adeceleration of the vehicle, a measurement unit arranged to measure the deceleration of thevehicle in a first time interval, and a first speed of the vehicle at a first timeinstant in a second time interval, which is different from the first time interval, an estimation unit arranged to estimate a second time instant such thata deceleration, corresponding to said measured deceleration, from a secondspeed of the vehicle prior to the first time interval, during a time interval fromthe second to the first time instant, results in said first measured speed, a comparison unit arranged to compare the second time instant andthe time instant of initiation of the deceleration, and generating a signal based on said comparison.
    [30] 30. Apparatus as claimed in claim 29, wherein the measurement unit isfurther arranged to measure the speed of the vehicle at the time instant ofinitiation of the deceleration, wherein the second speed of the vehicle isdetermined as the speed of the vehicle at the time instant of initiation of thedeceleration.
    [31] 31. Apparatus as claimed in claim 29, wherein the measurement unit isfurther arranged to measure the speed of the vehicle during a third timeinterval prior to the time instant of initiation of the deceleration wherein thesecond speed of the vehicle is determined as a speed of the vehiclemeasured during the third time interval.
    [32] 32. Apparatus as claimed in any of claims 29-31, further comprising adistance unit arranged to determine a distance travelled by the vehicle duringa time interval corresponding to the difference between the second timeinstant and the time instant of initiation of the deceleration, wherein the signalgenerator is arranged to generate a signal based on the determined distance.
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    同族专利:
    公开号 | 公开日
    EP2534012B1|2014-03-19|
    US9128115B2|2015-09-08|
    EP2534012A1|2012-12-19|
    US20130103276A1|2013-04-25|
    SE534642C2|2011-11-01|
    WO2011098442A1|2011-08-18|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1050136A|SE534642C2|2010-02-10|2010-02-10|Method and apparatus for assessing deceleration of a vehicle|SE1050136A| SE534642C2|2010-02-10|2010-02-10|Method and apparatus for assessing deceleration of a vehicle|
    EP20110704573| EP2534012B1|2010-02-10|2011-02-08|Method and apparatus for evaluating deceleration of a vehicle|
    US13/578,197| US9128115B2|2010-02-10|2011-02-08|Method and apparatus for evaluating deceleration of a vehicle|
    PCT/EP2011/051799| WO2011098442A1|2010-02-10|2011-02-08|Method and apparatus for evaluating deceleration of a vehicle|
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