• 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
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    • 专利摘要:

    公开号:SE1050333A1
    申请号:SE1050333
    申请日:2010-04-08
    公开日:2011-10-09
    发明作者:Oskar Johansson；Joergen Hansson；Maria Soedergren；Henrik Pettersson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    2 higher speed than normal. By avoiding unnecessary acceleration and utilizing the vehicle's kinetic energy, fuel can be saved.
    By equipping the vehicle with GPS and map data with topology information, an economical cruise control can be provided with information about the driving resistance ahead.
    Thereby, the vehicle's reference speed can be optimized for different road types to save fuel.
    Different drivers often have different requirements and wishes about how the cruise control should behave to match them. For example, a driver does not always want to focus on saving fuel but instead wants a shorter driving time.
    The patent EP0838363 describes a method and device for controlling the speed of a vehicle by using a conventional or adaptive cruise control. The driver can change the way the vehicle behaves by changing the limit values in the cruise control for how much the vehicle may accelerate or decelerate, and thus switch between sport mode and comfort mode.
    The object of the invention is to provide an improved system for controlling the speed of a vehicle which increases the driver's acceptance of the speed control of the vehicle, and which in particular takes into account the driving resistance in front.
    SUMMARY OF THE INVENTION The object described above is achieved by a module for determining speed setpoints vmf of a vehicle control system, which comprises a mode selection unit for setting a driving node, for example of the vehicle driver, from at least two selectable driving nodes, each driving node comprising a unique set settings that affect the calculation of vmf The module further comprises a horizon unit adapted to determine a horizon using received position data and map data of a future road containing road segments and at least one property for each road segment, and a processor unit adapted to calculate vfef for the vehicle control system over the horizon based on settings for the selected driving mode and rules linked to road classes in which the road segments in the horizon are classified, so that vfef is within a range limited by a lower and an upper limit value vmin and vmax, the control system regulates the vehicle according to these setpoints.
    The object is achieved according to another aspect by a method for determining speed setpoints vref for a vehicle control system, and comprises receiving a mode selection of at least two selectable driving modes, for example the vehicle driver, each driving node comprising a unique set of settings affecting the calculation of vfef, and determining a horizon using received position data and map data of a future road containing road segments and at least one property for each road segment and calculating the vfef of the vehicle control system over the horizon based on selected gender node settings and rules related to road classes in which the road segments classified, so that vmf is within a range limited by vmin and vmax, the control system regulating the vehicle according to these setpoints.
    Because the driver himself can influence how the vehicle should be maintained by choosing from different driving nodes, the driver can match the vehicle's behavior with traffic intensity, road type or mood, which increases the driver's acceptance to use the system. For example, it is sometimes desirable to have a shorter driving time, instead of driving in a fuel-efficient way, and the driver can then, by changing driving mode, adjust the vehicle after a shorter driving time.
    For example, an economical mode that can cause large variations in the vehicle's speed can be changed to normal mode as the traffic intensity has increased. Large variations in the speed of the vehicle can otherwise cause irritation at the edges. Normal mode is more similar to a traditional cruise control, which gives a more accepted driving style at high traffic intensity. When changing the driving node, the vehicle can change the permitted speed range, changeover points for the automatic transmission system, permitted acceleration levels, etc.
    Since a driving node includes a number of settings, it simplifies for the driver to tune the vehicle to get a certain driving effect, instead of making the settings separately. 10 15 20 25 30 4 When the speed is predicted to either exceed or fall below predetermined thresholds around the set speed set by the driver, the algorithm tries to adjust the reference speed (ie the speed provided by the module to the vehicle's cruise control) in previous segments (closer to the vehicle) on the horizon within the specified range vmin- vmax.
    Preferred embodiments are described in the dependent claims and in the detailed description.
    Brief description of the accompanying figures The invention will be described below with reference to the accompanying figures, of which: Figure 1 shows the functional connection of the module in the vehicle according to an embodiment of the invention.
    Figure 2 shows a fate diagram of the steps which the module is adapted to perform according to an embodiment of the invention.
    Figure 3 illustrates the length of a steering system's horizon in relation to the length of the future road of the vehicle.
    Figure 4 illustrates the different speeds that are predicted and the road segments' road classes that are continuously updated as new road segments are added to the horizon.
    Detailed Description of Preferred Embodiments of the Invention By using information about a vehicle's future path, the vehicle's reference speed to the cruise control in the vehicle can be controlled with advance to save fuel, increase safety and increase comfort. Other setpoints for other control systems can also be regulated. The topography greatly affects the control of the powertrain in particular for heavy vehicles, as it requires a much greater torque to drive up a hill than to drive downhill, and because it is not possible to drive up some hills without changing gears.
    The vehicle is equipped with positioning systems and map information, and through position data from the positioning system and topology data from the map information, a horizon is built up that describes what the future road looks like. In describing the present invention, GPS (Global Positioning System) is used to determine position data of the vehicle, but other types of global or regional positioning systems are also conceivable for providing position data to the vehicle, which for example uses radio receivers to determine the position of the vehicle. The vehicle can also use sensors to scan the surroundings and thus determine its position.
    Figure 1 shows how information about the future road is taken in via a map and GPS in a module according to the invention. The future road is in the following exemplified as a single route for the vehicle, but it is understood that various possible future roads are included as information via map and GPS or other positioning system. The driver can also register the start destination and end destination for the planned journey, and the unit then calculates with the help of map data etc. out a suitable route to drive. The unit with map and positioning system can alternatively be part of a system that will use the setpoints for regulation. The route, or if there are several future alternative routes: the routes, are sent in pieces via CAN (Controller Area Network), a serial bus system specially adapted for vehicles, to a module for regulating setpoints. In the controller module, the pieces are then assembled in a horizon unit into a horizon and processed by a processor unit to create an internal horizon that the control system can regulate according to. If there are several alternative routes, your internal horizons are created for different route alternatives.
    The steering system can be any of the various steering systems in the vehicle, such as the engine steering system, gearbox steering system or other steering system. Usually a horizon is put together for each control system, because the control systems regulate according to different parameters.
    The horizon is then constantly built on with new pieces from the unit with GPS and map data, to get the desired length of the horizon. The horizon is thus continuously updated during the vehicle's journey.
    CAN denotes a serial bus system, specially developed for use in vehicles. The CAN data bus provides the opportunity for digital data exchange between sensors, control components, actuators, controllers, etc. and ensures that styr your controllers can access the signals from a specific sensor, to use these to control their connected components.
    The present invention relates to a module for determining speed setpoints vref for a vehicle control system, which module is schematically illustrated in Figure 1. The module comprises a mode selection unit adapted for setting a driving node, for example of the driver of the vehicle, from at least two selectable driving mode, where each driving mode includes a unique set of settings that affect the calculation of vmf. Figure 1 illustrates the different driving nodes as KM1, KM2 KMn, and there can thus be a number of driving nodes to choose from for the driver.
    Furthermore, the module comprises a horizon unit adapted to determine a horizon using received position data and map data of a future road containing road segments and at least one property for each road segment, and a processor unit adapted to calculate the vmf of the vehicle control system over the horizon based on settings for the selected driving node and rules linked to road classes in which the road segments on the horizon are classified, so that vref is within a range limited by vmin and vmax, the control system regulating the vehicle according to these setpoints.
    In this way a module is obtained which can be used in a vehicle to set the calculations of the driver's wishes. The driver makes a mode selection by, for example, changing a control, and thus sets a number of parameters and / or functions. In this way, the driver does not have to make different settings separately, but they can be grouped under a single mode selection.
    Since the settings are specially selected to give a desired effect, the driver does not need to have any expert knowledge to be able to set the vehicle so that it is regulated in the desired way. The module can be part of a control system whose setpoint it wants to regulate, or it can be a module independent of the control system. vset is the seat speed set by the driver and which is desired to be maintained by the vehicle's control system during the journey within a range. The interval is delimited by two speeds, vmin and vmax. According to a preferred embodiment, the mode selection defines the interval width between vmin and vmax. vmin and vmax thus define the boundaries around vset between which vref is allowed to vary. The mode selection then comprises that the processor unit executes instructions that set the interval width between vmin and vmax. In this way, the interval in which the crank is allowed to vary can be set, and thus how the vehicle's fuel economy should be driven. A large range allows for greater fuel savings than a smaller range. According to an embodiment, the interval is asymmetrically placed around the head. If the majority of the interval is then below the vset, it provides an opportunity for increased fuel savings, as the vref is allowed to be lowered more. If the majority of the interval is above the vset, it gives the opportunity for reduced driving time, because vfef is allowed to be raised more, which can give a higher average speed. Here, four different settings of interval width are defined, and they are called "maximum interval width", "average interval width", "minimum interval width" and "even interval width". The intervals depend on the seat speed selected by the driver, and are preferably a percentage of the seat speed. In this example, however, the intervals are defined as absolute values. In the "maximum interval width", the width of the interval is between SEK 13-20 / h, for example -12 and +3 km / h around 80 km / h. In "medium interval width" the width of the interval is between 6-12 km / h, for example -8 and +3 km / h around 80 kni / h, and for "minimal interval width" the width of the interval is between 0-5 km / h, for example 0 and +5 km / h around 80 km / h. In "even interval width", the width of the interval is between 2-16 km / h, and then evenly distributed around rpm, for example -5 and +5 km / h around SEK 80 / h. However, these widths may have different values, and are shown here only as examples.
    According to one embodiment, the mode selection defines with which acceleration and / or deceleration the speed is allowed to be adjusted. The mode selection then includes that the processor unit sets with which acceleration and deceleration the speed is allowed to be adjusted, and in this way you can change how much comfort you want at the expense of fuel saving and vice versa.
    The comfort criterion thus limits the permitted acceleration and / or deceleration of the vehicle.
    Here, three different settings for acceleration and deceleration are defined, and it is "maximum permitted acceleration and / or deceleration" which is acceleration / deceleration between 1-3 m / sz, "average permissible acceleration and / or deceleration" which is acceleration / deceleration between 0.5-1 m / sz, and "minimum allowable acceleration and / or deceleration" which is acceleration / deceleration between 0.02-0.5 m / sz. However, these ranges may have different values, and are shown here only as examples. According to one embodiment, the intervals are also mass-dependent, which means that "maximum permissible acceleration and / or deceleration" and "average permissible acceleration and / or deceleration" will be the same for a heavy vehicle at certain times, since the vehicle at towing torque and maximum engine torque can provide more than average deceleration and average acceleration at these times. There may also be physical limitations that limit the intervals. According to one embodiment, a desired speed increase or decrease is ramped by Torricelli's equation (1) to calculate the constant acceleration and deceleration of the vehicle, provided that this acceleration and / or deceleration is permitted. The mode selection thus defines the limits for these, so that the desired comfort is obtained.
    Torricelli's equation reads as follows: vfM = vf + 2-a-s, (1) where we are the initial speed in a road segment, vslut is the vehicle's speed at the end of the road segment, a is the constant acceleration / deceleration and s is the length of the road segment.
    The selected driving node can also define settings in other systems in the vehicle, such as settings in the vehicle's automatic gear selection system, and the processor unit then ensures that these settings are performed.
    Above, a number of different functions have been described that can be set to achieve different effects. Each driving node KMl ... KMn comprises a unique set of settings, and here are some examples of possible driving nodes that give different effects depending on the respective gender node settings that determine how the vehicle is driven. The driving modes here are called Economy, Comfort, Power and Normal.
    Driving mode Economy includes settings that make the vehicle's driving behavior more economical, such as maximum interval width between vmin and vmax and / or acceleration and / or deceleration which from a fuel economy perspective is maximum permitted, for example average permitted acceleration and / or deceleration. Large interval width between vmin and vmax makes it possible to save more fuel on hilly roads with sweeping slopes as it increases the possibility of utilizing the vehicle's positional energy and kinetic energy on downhill slopes. A driver who chooses your Economy can thus take greater variations in the vehicle's speed to save fuel. According to one embodiment, the speed range is limited so that the speed may only be reduced to prioritize fuel in relation to driving time. Thus, in Economy, the acceleration and / or deceleration, a, 10 15 20 25 30 in Torricelli's equation (1) may also be greater. Disassembly of reference speed with Torricelli's equation (1) can be replaced by throttling the fuel injection, as explained below, to achieve a time-efficient operation of the vehicle. The driver is assumed to be susceptible to a degradation of comfort in favor of fuel economy. For automatic gear selection systems fl, according to one embodiment, the downshift points are shifted to lower speeds so that a downshift occurs less frequently, and the gear can be used more by shifting at higher speeds and then more often taking two- or three-speed gears.
    The Comfort driving mode includes settings that make the vehicle's driving behavior more economical, without sacrificing comfort, for example average interval width between vmin and vmax, which is a smaller interval than in the driving node Economy, and average permitted acceleration and / or deceleration, i.e. a value of a in Torricelli's equation which is lower than the value used in the driving node Economy, and which provides comfort. The automatic gear selection system is here in normal mode. m-driving mode includes settings that make the vehicle's driving behavior more powerful, such as minimal interval width between vmin and vmax and / or allows for maximum permitted acceleration and / or deceleration. The driver is assumed to want to feel the "power" in his vehicle and here fuel savings are not rewarded against time as much as with other mothers.
    Acceleration and deceleration here are engine performance and mass dependence.
    The automatic gear selection system is preferably also set to shift in hilly terrain, which means that the vehicle is driven at a generally higher speed.
    The Noírmal driving mode includes settings that make the vehicle's driving behavior economical and comfortable, with the interval width evenly distributed around the seat speed vset. Here, the driver is assumed to want both comfort and fuel savings, and hence the interval around the set speed, for example -5 and +5 krn / h around 80 km / h. The automatic gear selection system is here preferably in normal mode.
    It is also possible to have settings that allow the vehicle to have a shorter driving time without increasing fuel consumption. These settings can be entered in, for example, Power driving mode, or can be covered by a separate driving node. The speed interval vmin - vmax is then such that 10 15 20 25 30 10 speed increases uphill are rewarded, which is positive for driving time, and for steep downhills, the speed is reduced, albeit slightly, to avoid having to brake on the downhill. The fuel supply can, for example, be restricted when a speed reduction is to be made.
    A throttling of the fuel supply can be achieved, for example, by lowering the reference speed vmfi such a large step that the engine provides towing torque. The starting point for throttling the fuel injection is selected so that the desired reduction to the input speed we in a road segment is achieved, provided that it is possible. The processor unit in the module then calculates when the fuel injection to the engine is to be throttled, and sends suitable setpoints to the control system when it is time to throttle the fuel supply. Driving mode can thus define in which way a reduction of the speed should take place in order to avoid unnecessary braking. By restricting the fuel supply, the vehicle's average speed increases compared to ramping down the vehicle's speed with, for example, Torricelli's equation Speed increase (acceleration of the vehicle) can be ramped up steep uphills, and the vehicle does not lose as much in average speed uphill as if the vehicle did not increase speed. When the vehicle is driven in this way, the driving time can be reduced without increasing fuel consumption.
    However, the reduced driving time can be converted into reduced fuel consumption by lowering the vehicle's average speed.
    Figure 2 shows a fate diagram schematically illustrating method steps according to the invention. In the following, examples are shown for only one horizon, but it is understood that several horizons for different alternative future paths can be built in parallel.
    The method comprises A) receiving a mode selection of at least two selectable driving nodes, each driving node comprising a unique set of settings that affect the calculation of vmf, B) determining a horizon using received position data and map data of a future road containing road segments and at least one property of each road segment; and C) calculate vfef for the vehicle's control system over the horizon based on settings for the selected driving node and rules linked to road classes in which the road segments in the horizon are classified, so that vmf is within a range limited by vmin and vmax, whereby D) the control system regulates the vehicle according to these setpoints. 10 15 20 25 ll In this way, a method is achieved that increases the driver's acceptance of the vehicle's cruise control, since the driver himself can choose what effect the cruise control should have.
    As the vehicle is driven, the horizon module builds the pieces together into a horizon of the future road, where the length of the horizon is typically in the order of 1-2 km.
    The horizon unit keeps track of where on the road the vehicle is and constantly builds on the horizon so that the length of the horizon is kept constant. When the final destination for the journey is within the length of the horizon, according to one embodiment, the horizon is no longer built on because the road after the final destination is not interesting.
    The horizon includes road segments that have one or more properties linked to them.
    The horizon is exemplified here in the matrix form, where each column describes a property of a road segment. A matrix describing 80 m ahead of a future road can look like this: dx,% 20, 0.2 20, 0.1, 20, - 0.1 20, - 0.3 where the first column is the length of each road segment in meters (dx) and the the second column is the slope of each road segment in%. The matrix should be interpreted as meaning that from the car's current position and 20 meters ahead, the slope is 0.2%, followed by 20 meters with a slope of 0.1%, etc.
    The values for road segments and slope do not have to be stated as relative values, but can instead be stated as absolute values. The matrix is advantageously vector-shaped, but can instead be of a pointer structure, in the form of data packets or the like. There are fl your other possible properties, such as curve radius, road signs, various obstacles, etc.
    According to one embodiment, the processor unit is adapted to classify the road segments on the horizon into different road classes and calculate threshold values for the at least one property of the road segments depending on one or fl your vehicle-specific values, where the threshold values set limits for the division of different road segments . In the example where the properties of the road segments are slope, threshold values for the slope of the Road Segments are calculated. The threshold values for the property in question are calculated according to an embodiment of the invention by one or fl your vehicle-specific values, such as current gear ratio, current vehicle weight, engine maximum torque curve, mechanical friction and / or the vehicle's driving resistance at current speed. An internal vehicle model control system that estimates driving resistance at current speed is used. Gears and maximum torques are known variables in the vehicle's control system and vehicle weight is estimated online.
    At the top are examples of five different road classes in which the road segments can be classified, when the slope of the road segments is used to make decisions about the steering of the vehicle: Flat road: Road segments that have a slope between 01 a tolerance.
    Steep uphill: Road segments that have a slope so steep that the vehicle cannot keep up with the speed of the current gear.
    Slight up: Road segment that has a slope between tolerance and threshold value for strong uphill.
    Steep down fi ir: Road boundary that has a slope down so steep that the vehicle accelerates by the slope itself.
    Slight downhill: Road segments that have a slope downhill between the negative tolerance and the threshold for steep downhill.
    According to an embodiment of the invention, the properties of the road segment are their length and slope, and to classify the road segments in the road classes described above, threshold values are calculated in the form of two slope threshold values, lmin and lmax, where lmin is the slope that the road segment must have the least to that the vehicle should accelerate by the slope itself on a downhill slope, and lmax is the slope value that the road segment can have at most in order for the vehicle to be able to maintain speed without shifting on an uphill slope. Thus, the vehicle can be regulated according to the future slope and length of the road, so that the vehicle can be driven in a fuel-efficient way with the help of cruise control in hilly terrain. In another embodiment, the characteristics of the road segments are their length and lateral acceleration, and threshold values are calculated in the form of lateral acceleration threshold values that classify the road segments according to how much lateral acceleration they provide. The speed of the vehicle can then be regulated so that the vehicle can be driven in a fuel-efficient and traffic-safe manner with regard to the curvature of the road, i.e. a possible speed reduction in front of a curve takes place as far as possible without the intervention of service brakes. As an example, the tolerance for the category "Flat road" is preferably between -0.05% to 0.05% when the vehicle is driven at 80 km / h.
    Based on the same speed (80 krn / h), lmin is usually calculated to be in the order of -2 to -7%, and lmax is usually 1 to 6%. However, these values depend a lot on the current gear ratio (gear + fixed rear axle gear ratio), as well as engine performance and total weight.
    Next, the properties of the road segments, in this case the slope, in each road segment are compared with the calculated threshold values, and each road segment is classified in a road class depending on the comparisons. Similar classes can instead or also exist for, for example, the curve radius of the road, where the curves could then be classified according to how much lateral acceleration they give.
    If each road segment on the horizon has been classified in a road class, an internal horizon for the control system can then be built, based on the classification of the road segments and the horizon, which consists of input speeds to each road segment which are speeds that the control system must control. According to one embodiment, a speed change requested between two input speeds is ramped to, in order to give setpoints vmf to the control system which causes a gradual increase or decrease of the speed of the vehicle. By ramping up a speed change, gradual speed changes are calculated that need to be made to achieve the speed change. In other words, by ramping, a linear increase in speed is achieved. 10 15 20 25 30 14 The input speeds vi, or in other words setpoints for the vehicle's control system, are calculated over the horizon depending on settings for the selected driving mode and rules linked to the road classes in which the road segments in the horizon are classified. All road segments in the horizon are stepped through continuously, and as new road segments are added to the horizon, the input speeds we adjust as needed in the road segments, within the range of the vehicle reference speed vief. The vehicle is then regulated according to the setpoints, and in the example described, this means that the engine control system in the vehicle regulates the vehicle's speed depending on the setpoints. The different rules for road classes thus regulate how the input speed to each road segment is to be adjusted. If a road segment has been classified in the road class "Flat road", no change in the entrance speed we to the road segment will be made.
    If a road segment has been classified in the road class "Steep up" or "Steep down", the final velocity vsiiii for the road segment is predicted by solving equation (2) below: = w -vš + b) - (ewf / l "- Ia / a, where < 2) a = -Ci-pA / 2 (S) b = Pitrack _ Frull _ FIX Fytrack I (Teng i í fi nal i ígear i Hgear)! Rwheel Fm ”= fl atC0rr-M -g / IOOO- (C rrisoF + Cb i (Vi _ Visa) + CaF i (Viz _ vzío Fu = M - g - sin (arctan (0L)) (7) fl atCorr = 1/1 / (1 + rwheei / 2.70) (8) where Cd is the air resistance coefficient, p is the density of the air, A is the largest cross-sectional area of the vehicle, Fiiack is the force acting from the engine torque in the direction of travel of the vehicle, Fioii is the force from the rolling resistance acting on the wheels, Fi, is the force acting on the vehicle through the inclination of the road segment ot, Teiig is the engine torque, iii is the final gear of the vehicle, igeai is the current gear ratio in the gearbox, ugiiai is the efficiency of the gear system, rwiieei is the wheel radius of the vehicle, M is the mass of the vehicle, Cap and Ci, is h power-dependent coefficients related to the rolling resistance of the wheels, Ciiisoi: is a constant terrain related to the rolling resistance and visibility of the wheels, is an ISO speed, for example 80 km / h.
    At the road boundary with the road class "Steep uphill" then the final speed vsiiii is compared with viiiiii, and if vsiiii <viiiiii then we shall increase with Aviii which is given by: _ Vslar)> Avm = rn1n (vm -ví v If Aviii is zero or negative no change of vi.
    At the road boundary with the road class "Steep downhill" the final speed vsiiii is compared with viiiax, and if vsiiii> viiiax we shall decrease with Aviii which is given by: (10) Avín = rnax (ví _ Vrnin 7 Vslut _ Vmax) 9 If Aviii is zero or negative there is no change of vi According to one embodiment, Torricelli's equation (1) is used to calculate whether it is possible to achieve vsiiii with the input speed vi with requirements for comfort, ie with a predetermined maximum constant acceleration / deceleration. This acceleration / deceleration can be determined by the selected driving mode. If this is not possible with regard to the length of the road segment, then we decrease or increase so that the desired acceleration / deceleration can be maintained.
    In the case of road segments with the road class "Slightly uphill", the reference speed vief is allowed to vary between viiiiii and vsiii when a new road segment is taken into account, ie vnu-n S væf S vm. If the Vief E is viiiiii, no acceleration of the vehicle may be performed. However, if vief <viiiiii, viiif is set to viiiiii below the segment, or if vief> vsei, vief is ramped to vsei using equation (1). For road segments with the road class "Slightly down", vief is allowed to vary between vsei and viiiax when a new road segment is considered, ie v <v <, and Orn vief S Viiiax must not see any deceleration! _ ref _ Vrnax 10 15 20 25 30 16 of the vehicle is made. However, if vief> viiiax, vief is applied to viiiax below the segment, or if vief <vsei, vief is adjusted to vsei using, for example, equation (l). Application of classification can be simplified from the five above to three states by removing "Slight uphill" and "Slight downhill". The road class "Flat road" will then be within a larger range, which is limited by the calculated threshold values liiiiii and liiiaii, ie the slope of the road segment must be less than liiiiii if the slope is negative or greater than liiiax if the slope is positive.
    When a road segment coming after a road segment on the horizon with the road class "Slightly up" or "Slightly down" causes a change of the input speeds to the road segments with the mentioned road classes, it can mean that input speeds and thus setpoints to the control system are corrected and become higher or lower than what the rules above state for the road classes "Slight uphill" or "Slight downhill". This applies when the input speeds to the road segments are corrected depending on the subsequent road segments.
    The speed changes that are requested can thus be ramped up using Torricelli's equation (1), so that the speed changes take place with comfort requirements, or alternatively if there is to be a reduction in speed, by restricting the fuel supply. However, a change in speed can instead be requested with full throttle in, for example, the Power driving mode, as the driver wants to feel the power in the vehicle. In general, it is a rule not to increase the reference speed viefi an uphill slope, but the possible speed increase of vief must have taken place before the uphill slope begins to drive the vehicle in a cost-effective manner. For the same reason, the reference speed vief must not be lowered on a downhill slope, but the possible speed reduction of the vief must have taken place before the downhill slope.
    By continuously stepping through all road segments in the horizon, an internal horizon can be determined that shows predicted input values we to each road segment. The internal horizon is constantly updated as new road segments are added to the horizon, for example 2-3 times per second. Continuously stepping through the road segments in the horizon involves continuously calculating the input values we for each road segment, and a calculation of an input value we can mean that input values both 10 15 20 25 30 17 forward and backward in the internal horizon must be changed. For example, in cases where the predicted speed in a road segment is outside the set interval, it is desirable to correct the speed in the previous road segment.
    Figure 3 shows the internal horizon in relation to the future Road. The internal horizon is constantly moving forward as indicated by the dashed, forward-facing inner horizon. Figure 4 shows an example of an internal horizon, where the different road boundaries have been classified in a road class. In the figure, "PV" stands for the class "Flat road", "SU" for "Slightly uphill", "BU" for "Steep uphill" and "BN" for "Steep downhill". The speed is initially V0, and if this speed is not vset then the setpoints are generated from V0 to Vset. The next road segment is "Slightly uphill", and no change of vmf is made as long as vm S vrf S VM.
    The next road segment is "Steep uphill", and then the final speed v is predicted; for the road segment by means of formula (2), and V2 shall then be increased by v3 <vmin according to formula (9).
    The next road segment is "Flat road", and then Vmf is adjusted to Vset. Then comes a road segment that is “Steep downhill”, and then the final speed V5 is predicted using formula (2), and V4 is to be reduced if v5> vmax according to formula (10). As soon as a speed backwards in the internal horizon changes, the remaining speeds backwards in the internal horizon are adjusted to be able to meet the speed further ahead.
    The present invention also comprises a computer program product, which comprises computer program instructions for causing a computer system in a vehicle to perform the steps according to the method, when the computer program instructions are run on said computer system.
    The computer program instructions are preferably stored on a computer system readable medium, such as a CD-ROM or USB memory, or can be transmitted wirelessly or via cable to the computer system.
    The present invention is not limited to the embodiments described above.
    Various alternatives, modifications and equivalents can be used. Therefore, the above-mentioned embodiments do not limit the scope of the invention, which is defined by the appended claims.
    权利要求:
    Claims (28)
    [1]
    Module for determining speed setpoints vref for a vehicle control system, characterized in that the module comprises - a mode selection unit for setting a driving node, by for example the vehicle driver, from at least two selectable driving anodes, each driving node includes a unique set of settings that affect the calculation of vmf, - a horizon unit adapted to determine a horizon by means of received position data and map data of a future road containing road segments and at least one property of each road segment; a processor unit adapted to calculate the vmf of the vehicle's control system over the horizon based on settings for the selected driving node and rules linked to road classes in which the road segments in the horizon are classified, so that the vmf is within a range limited by vmin and vmax, the control system regulating the vehicle according to these setpoints.
    [2]
    Module according to claim 1, in which the mode selection defines the interval width between vmin and vmax.
    [3]
    Module according to claim 1 or 2, in which the mode selection defines with which acceleration and / or deceleration the speed is allowed to be adjusted.
    [4]
    Module according to one of the preceding claims, in which the mode selection defines the manner in which a reduction of the speed is to take place in order to avoid unnecessary deceleration.
    [5]
    Module according to one of the preceding claims, in which the selected driving node defines settings in other systems in the vehicle.
    [6]
    Module according to claim 5, in which the selected driving node defines settings in the vehicle's automatic gear selection system. 10 15 20 25 30 19
    [7]
    Module according to one of the preceding claims, in Which a driving node comprises settings that make the vehicle's driving behavior more economical, with a maximum interval width between vmin and vmax and / or means of permitted acceleration and / or deceleration.
    [8]
    Module according to one of the preceding claims, in which a driving mode comprises settings that make the vehicle's driving behavior more economical, without sacrificing comfort, with means interval width between vmin and vmax and / or means permitted acceleration and / or deceleration.
    [9]
    Module according to one of the preceding claims, in which a driving node comprises settings that make the vehicle's driving behavior more powerful, with a minimum interval width between vmin and vmax and / or maximum permitted acceleration and / or deceleration.
    [10]
    Module according to one of the preceding claims, in which a driving node comprises settings which make the driving behavior of the vehicle economical and comfortable, with an even interval width around the seat speed.
    [11]
    A module according to any one of the preceding claims, in which the processor unit is adapted to calculate threshold values for said at least one property of the road segment depending on one or more vehicle-specific values, wherein the threshold values set limits for dividing the road segments into different road classes; compare at least one property of each road segment with the calculated threshold values, and classify each road segment in a road class according to the comparisons.
    [12]
    Module according to Claims 11, in which vehicle-specific values are determined by the current gear ratio, the current vehicle weight, the engine's maximum torque curve, mechanical friction and / or the vehicle's driving resistance at the current speed.
    [13]
    A module according to any one of the preceding claims, in which the horizon unit is adapted to determine the horizon continuously as long as the horizon does not exceed a planned future path of the vehicle, and in which the processor unit is adapted to continuously perform the steps of calculating and update the control system setpoints for the entire horizon length.
    [14]
    14. A method for determining speed setpoints for a vehicle control system, characterized in that the method comprises: - receiving a mode selection of at least two selectable driving nodes, for example from the driver of the vehicle, each driving mode comprising a unique set of settings affecting the calculation of vmf, - determining a horizon by means of received position data and map data of a future road containing road segments and at least one property for each road segment; calculate vmf for the vehicle's control system over the horizon based on settings for the selected mode and rules linked to road classes in which the road segments on the horizon are classified, so that vref is within a range limited by vmin and vmax, the control system regulates the vehicle according to these setpoints.
    [15]
    The method of claim 14, comprising setting the interval width between vmin and vmax.
    [16]
    A method according to claim 14 or 15, comprising setting with which acceleration and / or deceleration the speed is allowed to be adjusted.
    [17]
    A method according to any one of claims 14 to 16, comprising selecting in which way a reduction of the speed is to take place in order to avoid unnecessary braking.
    [18]
    A method according to any one of claims 14 to 17, comprising making adjustments to other systems in the vehicle.
    [19]
    A method according to claim 18, comprising making settings in the vehicle's automatic gear selection system. 10 15 20 25 30 21
    [20]
    A method according to any one of claims 14 to 19, comprising making settings that make the driving behavior of the vehicle more economical, with maximum interval width between vmin and vmax and / or means of permitted acceleration and / or deceleration.
    [21]
    A method according to any one of claims 14 to 20, comprising making settings that make the vehicle's driving behavior more economical, without sacrificing comfort, with means range interval between vmin and vmax and / or means permitted acceleration and / or deceleration.
    [22]
    A method according to any one of claims 14 to 21, comprising making settings which make the driving behavior of the vehicle more powerful, with minimum interval width between vmin and vmax and / or maximum permissible acceleration and / or deceleration.
    [23]
    A method according to any one of claims 14 to 22, comprising making settings which make the driving behavior of the vehicle economical and comfortable, with an even interval width around the seat speed.
    [24]
    A method according to any one of claims 14 to 23, comprising calculating threshold values for said at least one property of the road segments depending on one or fl your vehicle-specific values, wherein the threshold values set limits for dividing the road segments into different road classes; compare at least one property of each road segment with the calculated threshold values, and classify each road segment in a road class according to the comparisons.
    [25]
    Method according to claims 24, which comprises determining vehicle-specific values of the current gear ratio, current vehicle weight, the engine's maximum torque curve, mechanical friction and / or the vehicle's driving resistance at the current speed.
    [26]
    A method according to any one of claims 14 to 25, comprising determining the horizon continuously as long as the horizon does not exceed a planned future path of the vehicle, and continuously performing the steps of calculating and updating the setpoints of the control system for the entire horizon. length.
    [27]
    A computer program product, comprising computer program instructions for causing a computer system in a vehicle to perform the steps of the method according to any one of claims 14 to 26, when the computer program instructions are run on said computer system.
    [28]
    The computer program product of claim 27, wherein the computer program instructions are stored on a computer system readable medium.
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    同族专利:
    公开号 | 公开日
    EP2555941A1|2013-02-13|
    EP2555941A4|2016-01-13|
    RU2556829C2|2015-07-20|
    US20130035837A1|2013-02-07|
    WO2011126430A1|2011-10-13|
    RU2012147451A|2014-05-20|
    BR112012025572A2|2016-06-28|
    SE534751C2|2011-12-06|
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    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    SE1050333A|SE534751C2|2010-04-08|2010-04-08|A module and a method of mode selection in determining the speed setpoints of a vehicle|SE1050333A| SE534751C2|2010-04-08|2010-04-08|A module and a method of mode selection in determining the speed setpoints of a vehicle|
    US13/639,660| US20130035837A1|2010-04-08|2011-03-30|Module and a method pertaining to mode choice when determing vehicle speed set-point values|
    BR112012025572A| BR112012025572A2|2010-04-08|2011-03-30|module and method pertaining to mode choice when determining vehicle speed set point values|
    PCT/SE2011/050362| WO2011126430A1|2010-04-08|2011-03-30|A module and a method pertaining to mode choice when determining vehicle speed set-point values|
    EP11766237.9A| EP2555941A4|2010-04-08|2011-03-30|A module and a method pertaining to mode choice when determining vehicle speed set-point values|
    RU2012147451/11A| RU2556829C2|2010-04-08|2011-03-30|Module and method relating to mode selection when determining vehicle velocity control point values|
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