• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 法律状态
  • 优先权
    • 专利摘要:
    According to the present invention, a cost function is created so that it depends on at least the first term and a second term, which have an interrelationship with each other. In addition, the cost function is designed so that it can easily be extended with further one or more terms. According to the invention, the cost function is created so that, when extended to depend on the first term, the second term and at least one further term, it still has the same interrelationship between the first term and the second term. In addition, the cost function indicates a mutual relationship between the at least one additional term and the first and second term. Fig. 2
    公开号:SE1050809A1
    申请号:SE1050809
    申请日:2010-07-16
    公开日:2012-01-17
    发明作者:Martin Evaldsson；Maria Soedergren；Oskar Johansson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    In order to achieve as low fuel consumption as possible, today's LACC cruise control is trying to find an optimal speed profile based on its knowledge of the road ahead. This knowledge can be based, for example, on information related to the topology and curvature of the road, to a prevailing traffic situation, or to the road conditions for a future road section. Such information can be obtained from maps, positioning systems, such as the Global Positioning System (GPS), and weather reports.
    Based on such information, a cruise control can calculate an optimal speed profile, which the motor vehicle should follow. These optimization calculations often use cost functions, and the optimization then involves minimizing one or your such cost functions. That is, the cruise control optimization problem can be specified as: min fl: ^ ° {::: fi_ '}, where (eq. 1) -f (x) is the cost function; and - x e X, where X constitutes all permissible states of the variable x.
    The cost function can also be three-dimensional, ie it depends on more than one variable / aspect, such as the aspects of driving time and the mass of fuel consumed. In previously known cruise control systems, the aspect of driving time has been weighed against the aspect of consumed fuel.
    The cost function has then been defined so that these aspects are weighed linearly against each other by means of weighting coefficients: f = mfl * from * _, "i * JH", where (eq. 2) -f is the cost function; - T is the driving time; - M is the mass of the spent fuel; and - a 1 and a 2 are weighting coefficients.
    Of which: lO 15 20 25 30 å = * raizïpgfgiis there, (eq. 3) -v is the velocity; -mf is consumed fuel per unit of length traveled; and - Sw, is the length of road section over which optimization is made.
    The size of the folding coefficients in relation to each other directs the solution to the optimization problem in Equation 1 towards either a shorter driving time with high fuel consumption, or towards a longer driving time with low fuel consumption. In order to obtain the solution, and thus the speed control one strives for, the choice of the weighting coefficients is very important. In addition, the size of these weighting coefficients is important as it has an effect on the calculation complexity when equation 1 is evaluated.
    Determining these weighting coefficients for the prior art cruise control systems so as to achieve the desired solution to the optimization problem while maintaining the complexity of the numerical calculations at an acceptable level has in the past led to significant evaluation work.
    In addition, in the linear cost function according to equation 2, it is very difficult to add additional aspects to the cost function, since all weighting coefficients then have to be recalculated.
    The linear cost function also makes the optimization procedure, ie the search for a minimum according to equation 1, inefficient. This will be described in more detail below.
    Brief Description of the Invention It is an object of the present invention to present a solution to the above problems.
    The present invention relates to the above-mentioned method for creating a cost function according to the characterizing part of claim 1, to the above-mentioned control unit according to the characterizing part of claim 18, and to the above-mentioned motor vehicle according to the characterizing part of claim 19. invention 10 also relates to the above-mentioned computer program and the above-mentioned computer program product.
    The above problems are solved by the present invention, since the cost injection created according to the present invention can very easily be extended to include substantially any number of terms. This is achieved by designing the cost function so that when introducing dependence on at least one additional term, it maintains an interrelationship between the original at least first and second terms, and indicates an interrelationship between the at least one additional term and the original at least first and second terms. .
    Each of these terms is based on one aspect, which is relevant to the optimization problem.
    Thus, when using the cost function according to the invention, this cost function can be adapted to depend on a suitable number of aspects. In this way, the cost function can easily be adapted to different implementations, which depend on different aspects and / or different numbers of aspects.
    According to an embodiment of the present invention, aspect values included in the cost function are normalized. This normalization of the aspect values means that the scaling of the cost function is suitable for numerical calculations, since the function value can be kept to a suitable size.
    The normalization of the aspect values can be done with, for example, reference values obtained from a conventional cruise control, such as with a reference value for the aspect of driving time and a reference value for the aspect mass of spent fuel, respectively. Such a normalization means that the cost function according to the invention and the optimization of this is set in direct relation to the corresponding cost function and optimization for the conventional cruise control. Thus, a direct comparison of the optimization of the cost function according to the invention is obtained with the optimization of the cost function of a conventional cruise control. According to an embodiment of the invention, the at least first and second terines are each based on a respective normalized aspect ratio, where the normalization is performed using a reference value for the corresponding aspect. If the respective aspect values each assume a Value Which is close to these reference values, the cost function obtains a function value which is essentially one. Such a function value is particularly well suited for numerical calculations.
    If the aspect value of the at least one additional tin adheres to values this aspect normally assumes, i.e. values close to those of the conventional cruise control, the cost function essentially retains the functional value it had before the introduction of the at least one additional dependency. When driving the vehicle north, the aspect value of the at least one additional term will obtain values close to those of the conventional cruise control. Therefore, the function value can be kept to a suitable size even after the introduction of the dependence on the at least one further term.
    According to an embodiment of the present invention, aspect values included in the cost function are squared. This squaring of the aspect values means that the gradient of the cost function is directed so that the solution is directed towards desired points, which simplifies numerical calculation and also makes the calculations efficient.
    The embodiments of the present invention are set out in the dependent claims, and are described in more detail below.
    Brief list The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in which: Figure 1 shows a graph of a standardized circular cost function, Figure 2 shows a graph of a standardized circular cost function, and a traditional linear cost function; Figure 3 shows a graph of a standardized circular cost function, as well as of a traditional linear cost function; and Figure 4 schematically shows a control unit.
    Description of Preferred Embodiments According to the present invention, the cost function is created so that it depends on at least a first term and a second term, which are interrelated. In addition, the cost function is designed so that it can be extended with one or more of your terms. According to the invention, the cost function is created so that, when it has been extended to depend on the first term, the second term and at least one further term, it still has the same interrelationship between the first term and the second term.
    In addition, the cost function indicates a relationship between the at least one additional tin and the first and second terms.
    The cost function is also defined so that, when the aspect value of the at least one additional term is close to its reference value in size, it has substantially the same function value when it depends only on the first term and the second term, and when it depends on the first term, the second the term, and the at least one additional term.
    That the mutual relations between the first and second term, respectively between the first and second term and the at least one additional term, together with the function value being maintained at approximately the same value even when the cost function has been expanded to depend on more terms makes it possible to easily expand the cost function to depend on more terms. As described in more detail below, each of these terms is based on an aspect which is relevant to the optimization problem. Being able to extend the cost function is very advantageous, because control of certain parameters, for example in a cruise control or in an automatic transmission system, actually depends on more than two aspects. In addition, the dependencies can change over time, so that a parameter during a time period depends on two aspects, but during another time period depends on fl er than two aspects. In order to be able to optimize the control of the motor vehicle in order to achieve, for example, a minimum fuel consumption, for different motor vehicles, or for the same motor vehicle during different time periods, the cost function may need to be adjusted so that it depends on fl er, or fewer aspects. This can be easily accomplished with the present invention.
    According to an embodiment of the present invention, the terms in the cost function, i.e. the first, second and at least one further term each are based on a respective aspect, the aspect being related to said motor vehicle. For cruise control, the first and second terms are typically related to a driving time and a mass of spent fuel, respectively. The at least one additional term may, according to one embodiment of the present invention, be related to a driving experience. This is described in more detail below. As will be appreciated by one skilled in the art, other aspects related to the motor vehicle may also be used for the cost function. According to an embodiment of the present invention, the terms in the cost function, i.e. the first, second, and the at least one further term, consist of a respective standardized aspect value. The aspect values are standardized with an appropriate reference value for each aspect. For example, the value for the driving time aspect is normalized by a reference value for the driving time and the value for the mass of fuel consumed aspect is normalized by a reference value for mass of spent fuel.
    Normalizing the aspect values in the cost function means that the scaling of the cost function is suitable for numerical calculations, e fl because the function value can be kept to a size that is suitable for this. Thus, if you choose suitable reference values to normalize the aspect values with, you can control the scaling of the cost function, ie the size of the cost function. In this way, with the help of the normalization, one can select the size of the cost function so that it, for normally occurring sizes of the aspect values, has a value which is suitable for numerical calculations and therefore reduces the calculation complexity of the system. A suitable such value is one (1). That is, if you succeed in normalizing the cost function so that it has a functional value close to one, the calculation complexity decreases. One skilled in the art realizes that different processors or other computing devices may have different most advantageous den input values to make their calculations around, and also realizes that the standardization can be adjusted so that such suitable function values are obtained when such processors or other computing devices are used for these calculations.
    According to an embodiment of the present invention, corresponding values from a conventional cruise control are used as reference values. Thus, as a reference driving time, the driving time which would be obtained by a conventional cruise control is used, as a reference value for the mass of combusted fuel, the mass for burned fuel which would be obtained by a conventional cruise control is used, and so on for other aspect values.
    By using reference values from a conventional cruise control, it is ensured that reference values of suitable sizes are used, since it can be assumed that the aspect values of a cruise control which utilizes the present invention will be relatively close to those of a conventional cruise control. This means that the scaling of the cost function means that the cost function will assume values which are close to the value one. This provides, as described above, computational advantages. In addition, standardization with corresponding values for a conventional cruise control provides an additional advantage in that a performance of a cruise control according to the invention can be directly related to a conventional cruise control. This will be illustrated and described in more detail below.
    According to an embodiment of the present invention, the terms in the cost function consist of squared normalized aspect values. The aspect values have thus first been normalized with a suitable reference value, for example a corresponding value for a conventional cruise control, and have then been squared.
    A cost function comprising two such squared normalized aspect values can be seen as a circular representation of the cost function, which differs from the traditional linear representation, which is shown, for example, in Equation 2 above. According to the circular representation of the cost function, the cost is seen as the radius of a circle with the center at the origin. This is illustrated in Figure 1, where standardized and squared driving time is shown on the x-axis and normalized and squared mass of burned fuel is shown on the y-axis. The cost function shown here is defined as:, where (eq. 4) - T is the driving time; - ref constitutes a reference driving time; - M is a mass of combustion fuel; and - ref is a reference value for a mass of fuel burned.
    In this circular representation of the cost function, origo [0,0] is the optimal solution, but not a practically possible solution, since both the driving time and the mass of the fuel burned here are zero. For other solutions in the (l, ï) plane, if they are at ref ref the same distance from the origin, they are equally valuable. In other words, solutions along one and the same arc of a circle constitute equally good solutions, while solutions which are far away from the origin than this arc of a circle constitute worse solutions. This is exemplified in Figure 1, it can be seen that if, for example, reference values have been used for a conventional cruise control for the normalization, as described above, then the circular arc on which the point Pref lies are solutions which are as good as the solutions for the conventional cruise control, ty f (T rej; Mref) = I for these solutions. The point P1, which represents a solution for a cruise control according to the present cruise control, is closer to the origin than the point Pmf, which thus means a more optimized solution than the one represented by the point Pmf. Point P2 is further from the origin than point Pref, which thus indicates that point P2 represents a worse solution than the conventional cruise control provides.
    As is clear from the illustration in Figure 1, the square and standardized terms in the cost function provide a very easy comparison of the cruise control according to the invention with a conventional cruise control, since all solutions that are better than the conventional cruise control provide functional values within the circular arc formed by all points with the function value one for the cost function.
    Equation 4 can also be rewritten without using square roots without losing the benefits of using squared aspect values. This will be exemplified for other equations below.
    Figure 2 further illustrates the differences between a linear representation and a circular representation of the cost function. The traditionally used linear representation of the cost function is represented in Figure 2 by the straight line, which runs through the points P1, Pm and P2, where the point Pm corresponds to the point Pmfi in Figure 1 above. According to this traditionally used representation, the solutions, which correspond to the points P1, PCC, and P2, respectively, are equivalent solutions, since they lie on the same linear line. If you look more closely at Figure 2, however, it is clear that the solutions which correspond to points P1 and P2 are far from the solution for a conventional cruise control, ie they are far from the solutions on the arc with the function value one. The solutions which correspond to the points P1 and P2 are in practice undesirable points, as the speed profile of these solutions is too far from the speed profile of a conventional cruise control. In other words, the speed profiles corresponding to the points P1 and P2, respectively, are far from a set speed, where the set speed is a speed chosen by the driver, which constitutes an input signal to a cruise control.
    Instead, with a circular representation it is clear that the solutions which correspond to the points P1 and P2 constitute undesirable solutions, since they lie outside the arc of the circle 10 10 and are thus further from the origin compared with the solution points of a conventional cruise control.
    In other words, it appears from the circular representation that the points P1 and P2 lie on a different arc of a circle than the point PCO does, where the arc on which P00 lies is closer to the origin. Thus, the normalized squared cost functions for points P1 and P2, respectively, assume a higher value than the value for the normalized squared cost function for point PCO.
    Figures 3a-b schematically illustrate the differences between the gradients of the traditionally used linear representation of the cost function, and of the circularly represented cost function according to the invention. For the linearly represented cost function, the gradients are directed downwards to the left, as shown by the arrows in Figure 3b. For the circularly represented cost function of the present invention, which is shown in Figure 5a, all gradients are instead directed towards the origin, giving solutions which are at desirable points, for which the gains in time and in fuel are comparable. The direction of the gradients guides the solution towards a diagonal, which runs through the origin and has a 45 ° angle to the horizontal axis. This is due to the fact that points which are far away from the diagonal are considered less desirable when using the circularly represented cost function. When optimizing the circular cost function, a solution is therefore sought in the direction of these desired points along the diagonal, and thus the optimization will be directed towards this diagonal. A solution in the vicinity of this diagonal is desirable as it feels good and natural for a driver of the motor vehicle, since solutions in the vicinity of the diagonal provide speed profiles, which are similar to those in conventional cruise control.
    For the traditionally used linear representation, only some gradient is directed towards the desired points along the diagonal, as illustrated in Figure 3b, while the very most gradients are directed towards non-optimal points next to the diagonal. Thus, a faster solution of the optimization problem is obtained by using a cost function according to the present invention, than by using a linearly represented cost function, which is because points which are far from the diagonal are valued as inferior to the circularly represented cost function than they are done with the linear represented the cost function. This is also illustrated in Figure 2, where points P1 and P2 are as desirable as the diagonal point P00 according to the linearly represented cost function, while points P1 and P2 are less desirable than point P00 according to the circularly represented cost function according to the invention. lO 15 20 25 ll Using weighting coefficients, ratios between the terms included in the cost function can be specified so that the different terms are given different Weights in the cost function, ie the different terms are valued differently. The cost function can then be seen as an elliptical representation, since the different weighting coefficients are given mutually different values, which. . ._. ... . T M results in a different extent along the x-axis and the y-axis 1 (:, :) -plane ref ref According to an embodiment of the present invention, the mutual relationship between the terms in the cost function consists of convex combinations. Thus, the weighting coefficients in the cost function here consist of convex combinations. When convex combinations are used for the weighting coefficients, these values are given which are between zero and one, and where the total value for the weighting coefficients becomes one. An example of such a cost function is:, where (eq. 5) - T constitutes the driving time; - ref constitutes a reference driving time; - M is a mass of combustion fuel; - ref is a reference value for a mass of fuel burned; and - ß is a weighting coefficient, where ß e [0, 1].
    As stated above, the cost function according to equation 5 can also be written in a form where the square root is not used, i.e. as:. . . f) _ i] t, f u ~ __ __ f .Aff ~ ~ _;! = ,: f§ _ fi ifzr; } Intl '. ~ I r5l'1: v. ~ _I': “(eq. 6) - T constitutes the driving time; - ref constitutes a reference driving time; - M is a mass of combustion fuel; - ref is a reference value for a mass of fuel burned; and - ß is a weighting coefficient, where ß e [0, 1]. 10 15 20 25 30 12 By using convex combinations as weighting coefficients it is ensured that the cost function will have a function value close to the value one, if normalization is used, and if the aspect values assume values relatively close to the respective reference value as above. This size of the function value makes numerical calculations where the cost function is included easier and therefore generates less calculation complexity. Thus, by using convex combinations as weighting coefficients to indicate the relationships between the terms in the cost function, the functional value of the cost function is not affected by the coefficients' interrelationship, since their total value sums to the value one.
    According to traditionally used cost functions, such as that given in Equation 2, the weighting coefficients a1 and a; assume any values, which often leads to function values considerably larger than one and thus also to increased calculation complexity.
    In equations 5 and 6, in addition to the convex combinations for the relationship between the terms, the normalization of the aspect values is also used. As described above, this normalization also means that the functional value of the cost function stays around the value of a normally occurring aspect value. Thus, the combination of the normalization and the use of the convex combinations, according to the present invention, results in the cost function obtaining a function value which is very well suited for further numerical calculations.
    Furthermore, according to an embodiment of the invention, the cost function can be extended to depend on at least one further aspect, in addition to the aspects of running time and mass of fuel burned.
    An example of such an additional aspect is the driving experience. Because the cost function according to the invention is created so that new terms can be added to the cost function without changing the relationship between the terms already included in the cost function, additional terms can easily be added to the cost function. Thus, if one leaves the cost function dependent on three terms, a spherical representation of the cost function is obtained. In a similar way as for two constituent terms, the different terms can be weighted against each other.
    In other words, the cost function is designed so that the interrelationship between the at least two originally included terms in the cost function, in this example those related to driving time and the mass of spent fuel, is maintained when additional terms are added to the cost function. At the same time, it is given at least one additional term a relation to the at least two original terms.
    According to an embodiment of the present invention, the mutual relations between the at least two originally occurring terms, and the relationship between the at least one further term and the at least two original terms constitute convex combinations.
    In addition, the terrains constitute normalized and squared aspect values. This makes the addition of new terms to the cost function possible and simple, since the function value of the cost function when added essentially retains its function value for aspect values close to the respective reference value, i.e. the cost function essentially retains a value close to one.
    A cost function that depends on the driving time, the mass of fuel burned, and on the driving experience can, according to an embodiment of the present invention, be defined as: "'P .- ~ _ 2 ï: i) for - fi.> Is li _ ~' i“ i 'i ä _; : fj) å * fr 'i _ -iš-l _ fl- Å. _ (_' - * "i 't, i, where (eq. 7) - T constitutes the driving time; - T ref constitutes a reference time ; - M constitutes the mass of combustion fuel; - ref constitutes a reference value for a mass of combustion fuel; - constitutes a value for the driving experience; - constitutes a reference value for the driving experience; - ß constitutes a weighting parameter, where ß e [0, 1]; and - y is a weighting coefficient, where ye [0,1].
    As stated above, Equation 7 can also be written on a form where the square root of the expression is used.
    The aspect of driving experience can be defined and determined in a number of different ways, which is understood by a person skilled in the art. One way of determining a value for the driving experience aspect is to, according to an embodiment of the invention, define the driving experience as dependent on two terms, these two terms being based on the acceleration change aspect for the motor vehicle and the speed experience aspect for the driver, respectively. lO 15 20 25 14 Acceleration change, or “twitching”, can be used as a measure of how driving is experienced, as twitching is probably experienced negatively for driving comfort. Thus, "jerk" can be defined as:, where (eq. 8) _ J: constitutes the acceleration change.
    Furthermore, a measure of how much the jerk affects comfort can be set up according to: hä , where (eq. 9) twitching in N points is summed. The absolute amount means that twitches in both positive and negative directions are summed, which means that all types of twitches are considered to affect comfort.
    The speed experience can be determined according to: x = but: i åïilvâli _ hifi ', t I ¿..... ^ _ _. ï .- * '; _._ “', where (eq. 10) - vref is a reference velocity; and -vk is an instantaneous speed for the motor vehicle.
    Here it is assumed that the speed experience is negatively affected if you are below the reference speed, where the reference speed can, for example, be a permitted speed on a road section.
    If irritation over being above the reference speed is also to be taken into account, the following expression can instead be used for the speed experience: 'W “' ~. z fi- flf-i fl: *, dar (eq. ll) - vref is a reference velocity; and -vk is an instantaneous speed for the motor vehicle.
    With a definition of the driving experience as above, the following expression for the speed experience can be set up: lO 15 20 25 ,,. - .- ..,, - f. _ N » ß, where (eq. 12) - constitutes a value for the driving experience; - Mf fl provides a reference value for the driving experience; - J is a value for acceleration change; - ref is a reference value for acceleration change; - Y is a value for speed experience; - ref is a reference value for speed experience; and -W constitute a weighting coefficient, where li! e [0,1].
    Equation 7 and equation 12 can also be written together as a total expression of the cost function when it depends on the driving time, the mass of the burned fuel and on the driving experience. Such an expression can be written according to: x _ __ f '.Ai-if * _ _ f' _. _ f = + f == ii _ i _ i + eií -;, = mi - _ (eq. 13), where 'Th fi * and where the elements in a vector including the weighting coefficients, ie the elements in the vector are summed to the value one, because they consist of convex combinations. Thus, due to the normalization, squaring, and use of the convex combinations as weighting coefficients, this increased cost function, according to the present invention, will still have a functional value which is substantially unchanged after the increase if the additional aspect value is relatively close to its reference value. The function value will thus be essentially the same even for the extended function if all aspect values in the cost function are relatively close to their respective reference values.
    The present invention has been exemplified above for an implementation in a cruise control. However, as will be appreciated by one skilled in the art, the cost function of the invention can be utilized in a variety of contexts in a motor vehicle. The cost function according to the present invention can be used for essentially all types of control, where there is a desire for your various aspects, which are to be weighed together in a cost function. These aspects may also be contradictory. Some non-limiting examples of the use of the cost function are in the optimization of a parameter, which is related to the control of an intelligent cruise control, an automatic transmission, a control of engine response, a control of engine kt genuine, a control of combustion emissions.
    As will be appreciated by one skilled in the art, these different optimizations and controls require different inputs and are based on different aspects. Those skilled in the art will therefore appreciate that the aspects exemplified above, such as driving time, mass of fuel burned and driving experience, in implementations other than for cruise control, can be replaced in the terms of the cost function with other suitable aspects. In other words, the cost function of the present invention is not limited to a cruise control implementation, and is not limited to the aspects exemplified above.
    As stated above, all expressions of the cost lines can be expressed with or without the use of a notation including a square root.
    Those skilled in the art will appreciate that a method of creating a cost function according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program is included in the computer-readable medium of a computer program product, said computer-readable medium consisting of a suitable memory, such as for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc.
    Figure 4 schematically shows a control unit 410. The control unit 410 comprises a calculation unit 41, which may be constituted by substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
    The calculation unit 41 is connected to a memory unit 412 arranged in the control unit 410, which provides the calculation unit 411 with e.g. the stored program code and / or the stored data calculation unit 41 l need to be able to perform calculations.
    The calculation unit 41 is also arranged to store partial or final results of calculations in the memory unit 4 12. 10 15 20 25 30 17 Furthermore, the control unit 410 is provided with devices 413, 414, 415, 416 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 413, 416 may be detected as information and may be converted into signals which may be processed by the computing unit 411. These signals are then provided to the computing unit 411.
    The outputs 414, 415 for transmitting output signals are arranged to convert signals obtained from the calculation unit 411 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of the system. The input signals to the system are provided in a conventional manner, i.e. by means of, for example, sensors, by means of the use of models, or in other similar ways known to those skilled in the art.
    Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection. One skilled in the art will appreciate that the above-mentioned computer may be the computing unit 411 and that the above-mentioned memory may be the memory unit 412.
    The control unit according to the invention is arranged to create a cost function for use in a motor vehicle, where this cost function depends on at least a first and a second term, and indicates an interrelationship between these at least first and second terms, and assumes a functional value. The control unit is further arranged to design the cost function so that, depending on at least one additional term, it can easily be introduced in the cost function. Upon introduction, the cost function maintains the interrelationship between the at least first and second terms, and also specifies an interrelationship between the at least one additional term and these at least first and second terms.
    According to an embodiment of the control unit, the cost function retains essentially the same functional value, even after the introduction of one or more of your terms, if the aspect value of this at least one additional term is relatively close to the reference value it is standardized with. The person skilled in the art also realizes that the above control unit can be arranged to carry out the various embodiments of the method according to the invention. In addition, the invention relates to a motor vehicle, for example a truck or a bus, comprising at least one this control unit for creating a cost function according to the invention.
    The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments falling within the scope of the appended independent claims.
    权利要求:
    Claims (20)
    [1]
    A method of creating a cost function for use in a motor vehicle, said cost function depending on at least a first and a second term, indicating an interrelationship between said at least first and second terms, and assuming a function value, characterized in that said cost function is designed so that depending on at least one additional term can be entered in said cost function, said cost function on insertion maintaining said interrelationship between said at least first and second term, indicating an interrelationship between said at least one further term and said at least first and second term.
    [2]
    The method of claim 1, wherein said at least first and second terms, and said at least one additional term each are based on a respective aspect related to said motor vehicle.
    [3]
    A method according to claim 2, wherein said at least first and second terms, and said at least one further term each consist of a respective normalized aspect value, wherein the normalization is performed by means of a reference value for the corresponding aspect.
    [4]
    A method according to claim 3, wherein said reference value consists of a corresponding value obtained by means of a conventional cruise control.
    [5]
    A method according to any one of claims 2-4, wherein said at least first and second terms, and said at least one further term each consist of a respective squared standardized aspect value.
    [6]
    A method according to any one of claims 1-5, wherein said interrelationship between said at least first and second terms is convex combinations.
    [7]
    A method according to any one of claims 1-6, wherein said interrelationship between said at least one further term and said at least first and second term is convex combinations. 10 15 20 25 30 20
    [8]
    The method of claim 7, wherein said cost function at said insertion substantially maintains said function value if said at least one additional term is based on a standardized aspect value, wherein the normalization is performed by a reference value for the corresponding aspect, and said aspect value assumes a value close to said reference value. .
    [9]
    A method according to any one of claims 1-8, wherein said cost function depends on two terms, which are based on a driving time and a mass of spent fuel, respectively.
    [10]
    A method according to claim 9, wherein said cost function is defined as: "T 2 _ f '.fw _: = __ v; n. _ Fli * * Z-'fïf J) l Åiíff-'Jß f! 9 - T is the driving time; - ref is a reference driving time; - M is a mass of fuel burned; - ref is a reference value for a mass of fuel burned; and - ß is a weighting parameter, where ß e [0, 1].
    [11]
    11. ll. Method according to any one of claims 1-8, wherein said cost function depends on three terms, which are based on a driving time, a mass of spent fuel, and a driving experience, respectively.
    [12]
    The method of claim 11, wherein said cost function is defined according to: "f ': w * _. f .w l f = i _. l: fit _ ^ .- ^. = - 'i - * i * l * i lr; * l 9 where - T constitutes the driving time; - ref constitutes a reference driving time; - M constitutes said mass of combusted fuel; - ref is a reference value for a mass of fuel burned; - constitutes a value for said driving experience; - ål 'f constitutes a reference value for said driving experience; - ß is a weighting parameter, where ß G [0,1]; and - y is a weighting coefficient, where y is e [0, l] 10 15 20 25 30 21
    [13]
    A method according to claim 12, wherein the term for driving experience depends on two terms, which are based on an acceleration change and a speed experience, respectively.
    [14]
    A method according to claim 13, wherein the terms for driving experience are denoted according to: in 2.- 3 Pi: f ,,. - .- .., .ä r g __ “', dar - f constitutes a value for said driving experience; - 'iç fi lf constitutes a reference value for said driving experience; - J is a value for acceleration change; - ref is a reference value for acceleration change; - Y is a value for speed experience; - mf is a reference value for speed experience; and - | I is a weighting coefficient, where W e [0,1].
    [15]
    A method according to any one of claims 1-14, wherein said function value is substantially one of said at least first and second terms each based on a respective standardized aspect value, wherein the normalization is performed by means of a reference value for the corresponding aspect, and the respective aspect values each assume a value which is close to said reference value.
    [16]
    A method for optimizing a parameter in a motor vehicle, wherein said optimization is based on a cost function created according to any one of claims 1-15, and said parameter is related to controlling any device in the group of: - an intelligent cruise control; - an automatic transmission; - a regulation of an engine response; - a regulation of an engine fl genuine; and - a regulation of combustion emissions.
    [17]
    A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of claims 1-16. 10 15 22
    [18]
    A computer program product comprising a computer readable medium and a computer program according to claim 16, wherein said computer program is included in said computer readable medium belonging to one of the group comprising: ROM (Read-Only Memory), PROM (Programmable ROM), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically EPROM) and hard disk drive.
    [19]
    A control unit arranged to create a cost function for use in a motor vehicle, said cost function depending on at least a first and a second term, indicating an interrelationship between said at least first and second terms, and assuming a functional value, characterized in that said control unit is arranged to design said cost function so that depending on at least one additional term can be entered in said cost function, said cost function in the introduction maintaining said mutual relationship between said at least first and second tin, indicates a mutual relationship between said at least one further term and said at least first and second term.
    [20]
    Motor vehicle, characterized in that said motor vehicle comprises a control unit according to claim 19.
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    同族专利:
    公开号 | 公开日
    EP2593343B1|2016-09-07|
    EP2593343A2|2013-05-22|
    WO2012008913A3|2012-05-10|
    CN103003118A|2013-03-27|
    SE537604C2|2015-07-21|
    US20130103258A1|2013-04-25|
    WO2012008913A2|2012-01-19|
    RU2013106846A|2014-08-27|
    BR112012030952A2|2016-11-01|
    RU2539669C2|2015-01-20|
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    法律状态:
    2018-03-13| NUG| Patent has lapsed|
    优先权:
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    SE1050809A|SE537604C2|2010-07-16|2010-07-16|Method for optimizing a parameter in a motor vehicle based on a cost function, and control unit arranged to implement the method|SE1050809A| SE537604C2|2010-07-16|2010-07-16|Method for optimizing a parameter in a motor vehicle based on a cost function, and control unit arranged to implement the method|
    CN2011800349962A| CN103003118A|2010-07-16|2011-07-14|Creation of cost function|
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    BR112012030952A| BR112012030952A2|2010-07-16|2011-07-14|cost function creation|
    PCT/SE2011/050950| WO2012008913A2|2010-07-16|2011-07-14|Creation of cost function|
    US13/808,026| US20130103258A1|2010-07-16|2011-07-14|Creation of cost function|
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