• 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:
    Hybrid vehicle comprising at least one electrical machine, one or more brake systems and a control system, which vehicle comprises an activation unit adapted to generating an activation signal which is arranged to activate the control system to calculate the retardation a*(t) required for bringing the vehicle to a halt solely by means of the brake torque which the electrical machine can provide. The retardation is calculated by means of a set of retardation parameters comprising at least one from among current vehicle speed, maximum and minimum limits for the retardation, and maximum brake torque for the electrical machine or machines, and the control system is further adapted to calculating a brake force F* tr which is the brake force effecting the retardation a*(t), and to generating one or more brake signals based on F* tr to the electrical machine or machines for braking of the vehicle to a halt.
    公开号:SE1050355A1
    申请号:SE1050355
    申请日:2010-04-12
    公开日:2011-10-13
    发明作者:Karl Karlsson；Tomas Selling
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    2 There are different types of electric hybrid systems, for example series hybrids, parallel hybrids and also the combination of them, called "power split systems".
    In a series hybrid system, illustrated in Figure 1, the internal combustion engine drives an electric generator instead of directly driving the wheels of the vehicle. The generator both charges a battery and provides energy to an electric motor that moves the vehicle. When large quantities of energy are needed, the engine takes energy from both the battery and the generator.
    In parallel hybrid vehicles, the internal combustion engine and an electric machine, which are used both as a generator and an engine, are mechanically connected via the motor shaft. An example of a parallel hybrid system is shown in Figure 2. The coupling can be placed between the internal combustion engine and the electric machine, which makes it possible to drive the vehicle only electrically. Since the internal combustion engine and the electric motor rotate at exactly the same speed (when the clutch is switched on), they complement each other and work in parallel.
    The problems that exist today are that the driver risks retarding the vehicle in a way where you lose energy. This happens, for example, when the service brake is applied on a flat road.
    The kinetic energy then becomes heat in the wheel brakes instead of electrical energy which could have been made somewhat better. The normal driver does not know in principle how optimally a braking is carried out and can thus risk having a higher fuel consumption than necessary. To solve this problem, there are various ways to make the driver aware that he is braking too hard. You can, for example, arrange some form of feedback, such as hands, lights, etc. to alert the driver that he is braking too hard, but this is not always desirable as it can disturb and affect the driver while driving in a negative way.
    DE-l02007035424Al describes a solution based on putting the vehicle in as optimal a condition as possible given a driver's request for braking / deceleration. This solution will always decelerate the vehicle as the driver wants and the system has no possibility to influence the deceleration of the vehicle.
    The overall object of the present invention is to reduce the energy consumption of the vehicle.
    The object of the present invention is to provide a system to be used for braking a vehicle, preferably a hybrid vehicle, in a more economical way than an average driver can handle and which is independent of the driver's driving style, and which makes it possible to recover as much as possible. braking energy as possible to reduce fuel consumption as far as possible. A more special purpose is to recover as much energy as possible in connection with braking the vehicle by avoiding using the friction brakes (wheel brakes, retarders, etc.) as the energy then disappears in the form of heat.
    Summary of the Invention The above objects are achieved by the invention defined by the independent claims.
    Preferred embodiments are defined by the dependent claims.
    The solution according to the invention is based on the driver activating a function that brakes the vehicle as well as possible with respect to certain variables and parameters. The driver must learn what is good and adapt the activation of the function to each given situation.
    There are other solutions, which have been briefly discussed above, but all of these are based on the driver himself choosing deceleration and the system adapts to what the driver requests. This solution is based on the opposite.
    The solution according to the present invention is that the control system, instead of the driver, is allowed to determine the deceleration. The driver's task will then instead be to learn to activate the function at the right time so that the vehicle stops where the driver wants.
    With this solution, lights or other hands are no longer needed to inform the driver whether he is doing the right thing or not, but this is done automatically.
    It will also be very easy to teach a driver to drive in the "right" way. The only thing you need to teach the driver is to activate the function at the right time instead of braking as usual.
    The function can be activated, for example, by releasing the accelerator pedal in a certain way, or by pressing a button, etc. How the function is activated is not decisive.
    The function works in principle as follows: The control system is allowed to select deceleration within a valid deceleration range based on the situation, for example 1.5-2.5 m / sz. This range is limited in part by a maximum deceleration determined by braking comfort and by a minimum deceleration which ensures repeatability in braking time and / or braking distance.
    The desired deceleration can take into account the efficiency of the hybrid system, the vehicle mass and also information about the distance and height difference to the desired stop so that maximum braking energy is recovered.
    The deceleration a * (t) calculated by the control system gives the braking force FH, where Received, is the recommended braking force which gives the deceleration a * (t).
    The driver must always be able to override the deceleration selected by the steering system and brake harder if he / she so wishes by pressing the brake pedal or otherwise deactivating the function. For example. it may be necessary for the driver to correct the speed before stopping with the brake pedal to ensure that the vehicle stops in the correct place. For a driver who has learned the behavior of the function, however, the use of the brake pedal will be minimized and maximum braking energy will be recovered based on the customer's priorities of economy, comfort, etc.
    The invention provides a hybrid vehicle that reduces fuel consumption, provides better comfort, reduces wear on the brakes and reduces the spread of deceleration between drivers.
    It is also conceivable that, for example, the haulier and / or vehicle manufacturer may in the long run decide what the maximum deceleration in the normal situation should be, which means that no driver drives environmentally worse than a certain minimum level.
    How the deceleration is calculated depends on how much information about the system (and the future) you have access to.
    The primary thing about this function is that it is the control system and not the driver who chooses the deceleration. In this way, the system can be slowed down so that a higher proportion of energy is recovered.
    The control system calculates the deceleration required under given conditions, using a set of deceleration parameters, which i.a. includes current speed, maximum and minimum limits for deceleration, maximum power for the hybrid system, to stop the car at a certain position only by means of the braking torque that the electric machine can provide.
    Gradually, the driver will learn how the system works and thereby contribute to a more environmentally friendly driving.
    Brief description of the drawing Figure 1 illustrates the driveline in a series hybrid vehicle.
    Figure 2 illustrates the driveline in parallel hybrid vehicles.
    Figure 3 is a block diagram illustrating the present invention.
    Figure 4 is a schematic view illustrating the present invention.
    Figure 5 is a diagram showing a characteristic curve of an electric machine.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Figure 3 shows a block diagram illustrating the present invention relating to a hybrid vehicle comprising at least one electric machine, one or more brake systems, for example wheel brakes, retarders, etc., and a steering system. The hybrid vehicle comprises an activation unit adapted to generate an activation signal adapted to activate the control system to calculate the deceleration a * (t) required to stop the hybrid vehicle only by means of the braking torque which the electric machine can provide.
    The deceleration is calculated using a set of deceleration parameters, which include the current speed, maximum and minimum limits for deceleration, and maximum braking torque for the electric machine or machines.
    The control system is then adapted to calculate a braking force Sheep which is the braking force which gives the deceleration a * (t) and to generate one or fl your brake signals based on F *, I to the electric machine or electric machines for braking the vehicle so that the vehicle stops.
    In general, the control system is adapted to calculate deceleration for the vehicle so that maximum braking energy is recovered by the electric machine.
    Preferably, the control system is adapted to generate brake signals F * U for the electric machine or machines, which means that the braking torque during braking is the maximum available braking torque, at any given time, from the electric machine or machines, provided that the maximum limit for deceleration is not exceeded.
    In the calculation of the braking force F *, I, a control circuit with feedback is preferably used which takes into account at least one of the current and desired speed, current and desired deceleration. Current speed and / or current deceleration is fed back into the control circuit and the setpoint for the control circuit can be obtained from a desired speed curve or deceleration curve which optimizes the deceleration with regard to fuel consumption, driver / passenger comfort etc.
    The braking force F *, I is affected by, among other things, the vehicle's mass, the vehicle's air resistance and rolling resistance, which can be described as vehicle-specific constants.
    By using a feedback control circuit, it is not necessary to directly take into account these vehicle-specific constants.
    The air resistance is approximately proportional to the velocity squared multiplied by constants for e.g. frontal area of the vehicle. For the rolling resistance, the ratio is more proportional to the speed alone.
    Deceleration is determined within a valid deceleration range, which is limited by a maximum deceleration determined by braking comfort and by a minimum deceleration, where the maximum deceleration limit is related to the driver / passenger comfort and is in the range 1.5-2.5 m / sz.
    According to one embodiment, the deceleration parameters also include the slope of the road. This can be measured with the help of a simple tilt sensor and affects a * (t) so that a greater deceleration is required if the vehicle is on a downhill slope and a smaller deceleration if the vehicle is on an uphill slope.
    It is also possible to use information regarding the vehicle's current position from a GPS receiver in the vehicle which together with map data, which may contain information about future road section topology, can calculate the vehicle's distance to road junctions or bus stops, which can be used to calculate deceleration.
    According to a preferred embodiment, the activation unit is the accelerator pedal of the vehicle and the activation signal is generated when the accelerator pedal is released.
    Alternatively, the activation unit can consist of a simple control, e.g. a button, which the driver presses to generate the activation signal. According to another alternative, the system can be voice-controlled so that the driver, by saying, for example, "brake", can make the activity unit generate an activity signal. A combination of these activating units is also possible, for example in that the driver can activate the function through a control and that the activity signal is generated, provided that the function is active when the driver releases the accelerator pedal.
    Preferably, the control system is adapted to deactivate the deceleration function if the activating unit emits a deactivation signal to the control system and according to an embodiment where the activating unit is the accelerator pedal of the hybrid vehicle and the deactivation signal is generated when the accelerator pedal is depressed.
    According to another embodiment, the control system is adapted to deactivate the deceleration function if the vehicle's brake pedal is depressed.
    According to a further embodiment, deactivation signals can be generated if the accelerator pedal is depressed or if a brake pedal is depressed.
    Ideally, the vehicle will be braked so that it has the braking distance D, which is schematically illustrated in Figure 4 by the truck stopping at the stop sign.
    If the driver releases the accelerator pedal prematurely, the system will brake the vehicle so that it stops before the intended position and then the driver must actively go in and accelerate to reach the correct position. This is illustrated in Figure 4 by the section D1, which indicates that the vehicle stops before the intended position.
    If the driver releases the accelerator pedal too late, the system will not have time to brake the vehicle, taking into account the set maximum permitted deceleration, and then the driver may actively go in and brake the vehicle with the friction brakes. However, this happens from a low speed, which means that relatively little energy is lost in the form of heat.
    This is illustrated in Figure 4 by the section D2 which indicates that the vehicle would then stop at the intended position if the driver did not enter actively.
    Gradually, the driver will become better at judging when the activation signal should be emitted, e.g. when the accelerator pedal is to be released, for the vehicle to stop in the intended position.
    Braking action from an electric machine follows a characteristic curve, see Figure 5, which in simple terms means that a relatively lower braking torque can be achieved at a higher speed while the braking torque increases at lower speeds to reach a maximum value for speeds lower than a given speed, e.g. . 20 km / h. This means that, when using the system according to the invention, a lower braking torque will be used at the beginning of the braking when the speed is at its highest and that the braking torque gradually increases to a maximum value when the speed decreases. This can initially be experienced by the driver as a different braking than what he / she normally uses where the driver instead brakes more strongly at the higher speed. In the figure, the maximum and minimum limits (Mmax, Mmm) for the braking torque are drawn where the maximum limit depends on which maximum deceleration the driver or a passenger can accept with regard to comfort. This is, as discussed above, for example in the size range 1.5-2.5 m / sz. The maximum and minimum limits are preferably variable and can be set in connection with testing of the vehicle, during service or by the driver himself.
    According to a preferred embodiment of the invention, brake signals F *, I are generated to the electric machine or machines, which means that the braking torque taken during braking is the maximum available braking torque from the electric machine or machines at any time provided that the maximum deceleration limit is not exceeded.
    For example, for a vehicle with a torque curve for the braking torque from the electric machine shown in Figure 5, braking begins when the vehicle has a speed of 30 km / h, the braking torque exerted by the electric machine will be able to follow the torque curve until it crosses Mmax, ie. when the speed is just over 20 km / h. Thereafter, the braking torque will be Mmx until the vehicle is stationary.
    Preferably, the system is set so that approximately the same stopping distance is obtained as when the driver actively brakes, ie. by depressing the brake pedal.
    The invention also comprises a method for a hybrid vehicle comprising at least one electric machine, one or more brake systems, and a control system.
    The method comprises: a) generating an activation signal, b) activating the control system, with the activation signal, calculating the deceleration a * (t) required to stop the hybrid vehicle only by means of the braking torque that the electric machine (s) can provide, c) calculating the deceleration a * (t) using a set of deceleration parameters, which include the current speed, maximum and minimum limits for deceleration, and maximum braking torque for the electric machine or machines, d) calculate a braking force Fä, which is the braking force that gives the deceleration fl * (t ), e) generate one or fl your brake signals based on Fä, to the electric machine or electric machines for braking the vehicle.
    The method preferably comprises that the control system, in step e), is adapted to generate brake signals FH to the electric machine or machines which means that the braking torque taken during braking is the maximum available braking torque, at any time, from the electric machine or machines provided the maximum deceleration limit is not exceeded. . According to a preferred embodiment, in the calculation of the braking force FH, a control circuit is used with feedback which feedbacks the current speed or deceleration and with a setpoint which is the desired speed or deceleration.
    In general, the control system is adapted to calculate deceleration for the vehicle so that maximum braking energy is recovered.
    The deceleration parameters also include the slope of the road. Deceleration is determined within a valid deceleration range, which is limited by a maximum deceleration, determined by braking comfort, and by a minimum deceleration, where the maximum deceleration limit is related to the driver / passenger comfort and is in the range 1.5-2.5 m / sz .
    Preferably, the actuation unit is the accelerator pedal of the hybrid vehicle and the actuation signal is generated when the accelerator pedal is released.
    The control system is adapted to deactivate the deceleration function if the activation unit emits a deactivation signal to the control system and preferably the hybrid vehicle's accelerator pedal and the deactivation signal are generated when the accelerator pedal is depressed. According to an alternative, the steering system is adapted to deactivate the deceleration function if the vehicle's brake pedal is depressed.
    The present invention is not limited to the preferred embodiments described above.
    Various alternatives, modifications and equivalents can be used. The above embodiments are, therefore, not to be construed as limiting the scope of the invention as defined by the appended claims.
    权利要求:
    Claims (22)
    [1]
    A hybrid vehicle comprising at least one electric machine, one or more brake systems, and a control system, characterized in that the hybrid vehicle comprises an activation unit adapted to generate an activation signal adapted to activate the control system to calculate the deceleration a * (t) required to stop the hybrid vehicle alone. by means of the braking torque which the electric machine can give, the deceleration being calculated by means of a set of deceleration parameters which include at least one of the current speed, maximum and minimum limits for the deceleration, and maximum braking torque for the electric machine or machines, and that the control system is further adapted to calculate a braking force F * u which is the braking force which gives the deceleration a * (t) and to generate one or more braking signals based on F * H to the electric machine or machines for braking the vehicle.
    [2]
    Hybrid vehicle according to claim 1, wherein the control system is adapted to generate brake signals to the electric machine or machines, which means that the braking torque taken during braking is the maximum available braking torque from the electric machine or machines at any time provided that the maximum deceleration limit is not exceeded.
    [3]
    Hybrid vehicle according to claim 1 or 2, wherein in the calculation of the braking force Fä, a control circuit with feedback which uses current speed or deceleration and with a setpoint which is the desired speed or deceleration is used.
    [4]
    A hybrid vehicle according to any one of claims 1-3, wherein the deceleration parameters also comprise the slope of the road.
    [5]
    Hybrid vehicle according to any one of claims 1-4, wherein the control system is adapted to calculate deceleration for the vehicle so that maximum braking energy is recovered.
    [6]
    A hybrid vehicle according to any one of claims 1-5, wherein deceleration is determined within a valid deceleration range, which is limited by a maximum deceleration determined by braking comfort and by a minimum deceleration.
    [7]
    Hybrid vehicle according to any one of claims 1-6, wherein the maximum limit for deceleration is related to the driver's / passenger's comfort and is in the range 1.5-2, s m / S
    [8]
    A hybrid vehicle according to any one of claims 1-7, wherein the activation unit is the accelerator pedal of the hybrid vehicle and the activation signal is generated when the accelerator pedal is released.
    [9]
    A hybrid vehicle according to any one of the preceding claims, wherein the control system is adapted to deactivate the deceleration function if the activation unit emits a deactivation signal to the control system.
    [10]
    The hybrid vehicle of claim 9, wherein the actuating unit is the accelerator pedal of the hybrid vehicle and the deactivation signal is generated when the accelerator pedal is depressed.
    [11]
    A hybrid vehicle according to claim 9 or 10, wherein the control system is adapted to deactivate the deceleration function if the vehicle's brake pedal is depressed.
    [12]
    Method for a hybrid vehicle comprising at least one electric machine, one or more brake systems, and a control system, characterized in that the method comprises a) generating an activation signal, b) activating the control system, with the activation signal, calculating the deceleration a * (t) required to stop the hybrid vehicle using only the braking torque that the electric machine (s) can provide, c) calculate the deceleration a * (t) using a set of deceleration parameters, which include the current speed, maximum and minimum deceleration limits, and maximum power for the hybrid system, d) calculate a braking force Sheep which is the braking force that gives the deceleration Wi), e) generate one or fl your brake signals based on F * n to the electric machine or the electric machines for braking the vehicle so that the vehicle stops.
    [13]
    A method according to claim 12, wherein the control system, in step e), is adapted to generate brake signals to the electric machine or machines which means that the braking torque taken during braking is the maximum available braking torque from the electric machine or machines at any time provided the maximum deceleration limit does not exceeded.
    [14]
    A method according to claim 12 or 13, wherein in the calculation of the braking force FR a control circuit is used with feedback which feedbacks current speed or deceleration and with a setpoint which is desired speed or deceleration.
    [15]
    A method according to any one of claims 12-14, wherein the deceleration parameters also comprise the slope of the road.
    [16]
    A method according to any one of claims 12-15, wherein the control system is adapted to calculate deceleration of the vehicle so that maximum braking energy is recovered.
    [17]
    A method according to any one of claims 12-16, wherein deceleration is determined within a valid deceleration range, which is limited by a maximum deceleration determined by braking comfort and by a minimum deceleration.
    [18]
    A method according to any one of claims 12-17, wherein the maximum limit for deceleration is related to the comfort of the driver / passenger and is in the range 1.5-2.5 m / sz.
    [19]
    A method according to any one of claims 11-18, wherein the activation unit is the accelerator pedal of the hybrid vehicle and the activation signal is generated when the accelerator pedal is released.
    [20]
    A method according to any one of claims 11-19, wherein the control system is adapted to deactivate the deceleration function if the activation unit emits a deactivation signal to the control system. 14
    [21]
    The method of claim 20, wherein the actuating unit is the accelerator pedal of the hybrid vehicle and the deactivation signal is generated when the accelerator pedal is depressed.
    [22]
    A method according to claim 20 or 21, wherein the steering system is adapted to deactivate the deceleration function if the vehicle's brake pedal is depressed.
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    同族专利:
    公开号 | 公开日
    BRPI1101899A2|2015-12-29|
    SE535806C2|2012-12-27|
    EP2374677A2|2011-10-12|
    EP2374677A3|2018-05-02|
    引用文献:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1050355A|SE535806C2|2010-04-12|2010-04-12|Hybrid vehicle, and method of a hybrid vehicle|SE1050355A| SE535806C2|2010-04-12|2010-04-12|Hybrid vehicle, and method of a hybrid vehicle|
    EP11161346.9A| EP2374677A3|2010-04-12|2011-04-06|Hybrid vehicle and method for a hybrid vehicle|
    BRPI1101899A| BRPI1101899A2|2010-04-12|2011-04-12|hybrid vehicle and processes of a hybrid vehicle|
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