• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:

    公开号:SE1150679A1
    申请号:SE1150679
    申请日:2011-07-14
    公开日:2013-01-15
    发明作者:Anders Jensen；Peter Wansoelin
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    l0l52025terrain, heavily loaded vehicle, and / or urban environment with densetraffic.
    For this reason, systems have been developed that are forto facilitate for e.g. drivers and owners when it is to be assessedif the vehicles are actually driven in a fuel-efficient way.
    With the help of these systems, vehicles in a vehicle fleet canconnected to e.g. a transport management system atvehicle fleet owner via e.g. wireless links, such asapplicable telecommunications system, to enablereal-time monitoring of the vehicle fleet with regard to e.g.vehicle utilization and fuel efficiency.
    Summary of the inventionIt is an object of the present invention thatprovide a method for determining aenergy consumption of a vehicle. This purpose is achieved with onemethod according to claim 1.
    The present invention relates to a method fordetermining an energy consumption of a vehicle, whereinsaid vehicle comprises a first power source in the form of aengine for generating a first propulsion force forpropulsion of said vehicle. The method comprises:- when traveling with said vehicle in a first direction of travel,estimate the energy consumed under the influence of a motsaid vehicle traveling in said direction of travel acting firstbraking force, andduring said journey with said vehicle, accumulate onerepresentation of the energy consumed under impactof said first braking force.l0l5202530The estimation is preferably started as soon as the vehicle's enginestarted and / or as soon as the vehicle is in motion to thenlast as long as the engine is started and / or a vehicle journeyin progress. The invention has the advantage of a value of how largeamount of energy actually consumed by said braking forcecan be determined for the vehicle journey. This value can thenbe used in an evaluation of the way in which the vehicle hasperformed. As will be appreciated, such a low is desirableenergy consumption as possible, ie. so low energy conversionas possible, because the higher the amount of energy that has been converted,the more fuel has been used to propel the vehicleusing the engine.
    Accumulation of estimated amount of energy can e.g. going on duringvehicle journey, or as long as the vehicle is driven by a firstvehicle driver.
    The estimated amount of energy can be presented for the vehicledrivers, e.g. via a display, and to facilitateunderstanding, the accumulated amount of energy e.g.translated to fuel quantity and / or fuel cost tofurther emphasize the cost of said first braking forcegiven rise to. Said first braking force may be oneof a number of different against the driving action of the vehicleforces. For example. said first braking force may be a clockgroup: air resistance, rolling resistance,engine friction force, gearbox friction force, force actionfrom attachments, brake system applied force.
    According to one embodiment, a representation ofconverted energy for a plurality of braking forces, such as two orseveral from said group, wherein a representation of transformedenergy can be accumulated for each of the braking forces forthemselves, whereby data as above can be presented to each ofl0l5202530the braking forces. By then analyzing the energy consumptiondistribution between the different braking forces can be an assessmentbe made by the manner in which the vehicle has been driven. Theestimated amount of energy can also be transferred to one at a distancelocated place, such as e.g. a transport center for avehicle fleet, whereby several vehicles can be evaluated centrally,and also drivers in cases where one and the same driver usually severalvehicle.
    For example. can a high energy consumption via an air resistance forceindicate that the vehicle has been driven at an unnecessarily high speed.
    The presentation of converted energy can be combined with givingtips for improvement to the driver. An example of suchtips can thus be to slow down to reducethe effect of air resistance.
    Furthermore, the vehicle may comprise an energy converter in the form ofan internal braking system, such as e.g. a service braking system oran auxiliary braking system, said first braking forceapplied by means of said first braking system. In this case, canthe procedure include, for a plurality of consecutive onesfollowing activations of said first braking system, estimatean amount of energy converted by said first braking system whensaid first braking system is activated. According to what hasdescribed above, estimation of energy consumption beginspreferably as soon as the vehicle's engine is started and / or soas soon as the vehicle is in motion, but in this case start insteadestimation preferably as soon as the braking system is activated, forto then last for the time the braking system is activated,whereby a good estimate of the deceleration's energy consumptioncan be obtained.
    This has the advantage of being a value for how much energyhas actually been slowed down by the driver of the vehicle as a wholel0l5202530a plurality of consecutive activations of the braking systemobtained. This value can then be used as a measure of howthe vehicle has been driven by the driver of the vehicle. As will be appreciateddesirable with as low an amount of energy as possible because of coursethe higher the amount of energy that has been slowed down, the lessforesight has been demonstrated by the driver when driving the vehicle.
    By presenting this information, e.g. in the shape ofamount of energy or translated into amount of fuel and / orfuel cost to further highlight the cost itmeant driving the vehicle in a way that gives rise tomany decelerations, the driver can be noticed how bigcost that is actually slowed down. In order to reduce the proportionenergy dissipated via the vehicle's braking system can the drivertips are given, whereby the system e.g. can suggest that the driver shouldkeep longer distances to vehicles in front. Theestimated amount of energy that has been decelerated via braking systemsalso constitutes a good measure of how the vehicle has been driven,whereby this amount of energy can advantageously be used toevaluate and compare drivers.Although previously known systems have offered advantages invehicle / driver evaluation, it has still been difficult todetermine in a fair way the proportion of the vehiclefuel consumption related to the driver's way of drivingdrive the vehicle and not e.g. the environment in whichthe vehicle is traveling or how heavily the vehicle is loaded. The systemaccording to the present invention thus solves this.
    Furthermore, the vehicle may comprise more than one internal braking system,whereby a representation of converted energy can accumulatefor each of the braking systems separately, the data according toabove can be presented for each of the braking systems separatelyor in total as a single energy consumption.1015202530Additional features of the present invention andbenefits thereof will be apparent from the following detaileddescription of exemplary embodiments and those attachedthe drawings.
    Brief description of drawingsFig. 1a shows a driveline in a vehicle at whichthe present invention can be used.
    Fig. 1b shows a control unit in a vehicle control system.
    Fig. 2 shows an exemplary method according to the presentinvention.
    Fig. 3 shows an example diagram of energy consumption ata vehicle.
    Detailed description of embodimentsBy braking force is meant in the present description and claimsa force acting on the vehicle's performance inthe direction of travel. This braking force can be applied by ainternal braking system, such as a service braking system orauxiliary brake system, or by a frictional force inin-vehicle components. The braking force can also consist ofan external braking force, such as an air resistance force orrolling resistance.
    Fig. 1a schematically shows a driveline in a heavy vehicle 100according to an embodiment of the present invention. The device shown in FIG.1 schematically shows the vehicle 100 comprising only one axlewith drive wheels 113, 114, but the invention is also applicable tovehicles where more than one axle is equipped with drive wheels. The drivelineincludes an internal combustion engine 101, which in a conventional mannervia a shaft output from the internal combustion engine 101,usually via a flywheel 102, is connected to an inputshaft 109 of a gearbox 103 via a clutch 106. The clutch106 can e.g. consists of an automatically controlled coupling. The1015202530automatically controlled clutch is controlled by the vehicle's control systemvia a control unit 110. The control unit 110 also controls the gearbox103. The vehicle 100 also includes drive shafts 104, 105, which areconnected to the vehicle drive wheels 113, 114, and which are driven bya shaft 107 emanating from the gearbox 103 via a shaft gear 108,such as e.g. a usual differential.
    The vehicle 100 may further comprise a service braking system, whichcustomary e.g. may include brake discs 115-118 withassociated brake pads (not shown) arranged next to eachwheel. The contact pressure of the brake pads against the brake discs 115-118 when generating braking force is controlled by means of the vehiclecontrol systems, e.g. by means of a brake control unit 111, whichin a known manner sends signals to the regulator (s) whichregulates braking force in the service braking system.
    The brake control unit 111 can e.g. be arranged to control onlythe vehicle's service braking system, but may also be arranged tocontrol several of the vehicle's other braking systems, where suchoccurs. For example. the vehicle may include a retarder according tobelow and / or other auxiliary brake systems such as exhaust brake andengine brake. Based on e.g. driver commands are sentcontrol signals to applicable system modules for requestingdesired braking force.
    The vehicle 100 may also include one at the gearbox 103output shaft 107 arranged and e.g. of the brake control unit 111or other control unit controlled hydraulic auxiliary / auxiliary brake inin the form of a retarder 112, which generates braking force bywith the help of e.g. a turbine counteract the rotation ofgearbox output shaft 107. The retarder 112 may be providedto cooperate with the service brake system, e.g. via the brake control unit111, and can e.g. be used in a well known manner to relievethe service braking system in order to reduce wear and risk ofoverheating of brake discs / brake pads.1015202530The vehicle 100 also includes a cab in which onis usually arranged a driver environment with instruments,control controls, etc. This driver environment may also includeat least one display 130 for presenting information forthe driver of the vehicle. According to an embodiment of the presentinvention, the display 130 is used to presentenergy consumption for the driver of the vehicle as below. The display130 can e.g. controlled by a control unit 131, which can alsobe used to implement at least parts of the presentinvention.
    In general, steering systems in modern vehicles consist of onecommunication bus system consisting of one or morecommunication buses to connect a numberelectronic control units (ECUs), or control units, andvarious components located on the vehicle. One suchcontrol systems can comprise a large number of control units, andthe responsibility for a specific function can be divided into more thana control unit. Likewise, a control unit can be arranged tobe responsible for several functions.
    For the sake of simplicity, as shown above in Fig. 1a onlythe control units 110, 111, 131, and the control unit 119, which controlsthe internal combustion engine 101, but vehicles of the type shownthus often includes significantly more control units, which iswell known to those skilled in the art.
    The present invention is in the embodiment shownimplemented in the control unit 131, which can control as abovedisplay on said display 130, but the control unit 131 can alsoconstitute a control unit dedicated to the present invention.
    The invention can also be implemented in whole or in part in oneor several other control units already existing on the vehicle,such as e.g. brake control unit 111, another of those shown abovethe control units, or other applicable control unit.1015202530Furthermore, the control unit 131 controls the display 130,in addition to being dependent on the brake control unit 111, it is likely that e.g.depend on information such as received from the control unit (s)which controls motor functions, ie. in the present examplethe control unit 119, and probably also others on the vehiclearranged control units when calculating energy consumptionas below.
    Control units of the type shown are normally arranged to takereceiving sensor signals from different parts of the vehicle, e.g. canthe brake controller 111 receive sensor signals representingdifferent prevailing conditions in the vehicle's 100 braking system andsignals from e.g. retarder 112 and engine control unit 119.
    Control units of the type shown are usually also arrangedto emit control signals to various vehicle parts and -components. In the present example, e.g.the brake controller 111 signals to various controllers at the requestof braking force, and likewise the brake control unit emits signals tothe control unit 131, which in turn emits signals todisplay 130 for displaying energy consumption as below.
    The control is often controlled by programmed instructions. Theseprogrammed instructions typically consist of onecomputer program, which when executed on a computer orcontrol unit causes the computer / control unit to perform the desired operationcontrol, such as the process steps of the present inventioninvention. The computer program usually consists of onecomputer program product 129 stored on a digital storage medium121 (see Fig. 1b) such as, for example: ROM (Read-Only Memory),PROM (Programmable Read-Only Memory), EPROM (Erasable PROM),Flash memory, EEPROM (Electrically Erasable PROM), andhard disk drive, etc., in or in connection with the control unit andwhich is executed by the control unit. By other computer programs101520253010instructions can thus the vehicle's behavior in a specificsituation is adapted.
    An exemplary control unit (control unit 131) is shown schematically in FIG.lb, wherein the control unit in turn may comprise acalculation unit 120, which may consist of e.g. someone suitabletype of processor or microcomputer, e.g. a circuit for digitalsignal processing (Digital Signal Processor, DSP), or acircuit with a predetermined specific function (ApplicationSpecific Integrated Circuit, ASIC). The calculation unit 120 isconnected to a memory unit 121, which e.g. contains itstored program code 129 and / or the stored datathe computing unit 120 needs to be able to performcalculations. The calculation unit 120 is also arranged to storepartial or final results of calculations in the memory unit 121.
    Furthermore, the control unit is provided with devices 122, 123, 124,125 for receiving and sending input and output, respectivelyoutput signals. These input and output signals can containwaveforms, pulses, or other attributes, which ofthe devices 122, 125 for receiving input signals candetected as information and converted into signals, whichcan be processed by the computing unit 120. These signalsthen provided by the computing unit 120. The devices 123,124 for transmitting output signals are arranged to convertsignals obtained from the computing unit 120 for creatingoutput signals by e.g. modulate the signals, which cantransferred to other parts of the vehicle's steering system and / orthe component (s) for which the signals are intended. Eachof the connections to the devices for receiving andtransmission of input and output signals can be one orseveral of a cable; a data bus, such as a CAN (Controller) busArea Network bus), and MOST bus (Media Oriented Systems)l015202530llTransport), or any other bus configuration; or by onewireless connection.
    According to the above, there are various different systems for outFrom an economic point of view, evaluate the way in which the vehicleperformed. These systems offer advantages in vehicle/ driver evaluation. However, a heavily loaded vehicle consumessignificantly more fuel than a lightly loaded vehicle, and it canstill be difficult to determine how much ofthe vehicle's fuel consumption actually related tothe driver's way of driving the vehicle, and not e.g. to howthe heavy vehicle has been loaded.
    According to the present invention there is provided a methodwhere accurate evaluation of a vehicle journey is possible regardlesshow the vehicle has been loaded.
    A method 200 according to the present invention is shown in FIG.The process of the invention begins in step 201, where itdetermines whether energy consumption is to be determined, whereby inif so, the procedure proceeds to step 202 to determinewhether accumulated energy consumption should be reset.
    As mentioned, energy consumption can accumulate for a wholevehicle travel. However, the accumulated energy consumption canalso estimated for periods other than an entire vehicle journey. Theaccumulated energy consumption can, for example, be resetat any of the following times:- at start-up of the vehicle, ie. each time of the vehicleinternal combustion engine is started;- the first time the vehicle's internal combustion engine is started afterdaily change. This option is primarily applicable tovehicles that usually stand overnight. Concerninglong-distance transport, the vehicle is often in motion even at night,101520253012why another suitable time for reset may be moreapplicable;- at the start of a vehicle journey, ie. at the start of a transportfrom point A to point B. The start of the vehicle journey canfor example indicated by the driver of the vehicle by appropriate inputvia e.g. an input unit such as e.g. a pressure sensitivedisplay. During the journey / transport from A to B canthe internal combustion engine is switched off at e.g. raster,sea transport, rest, etc. without resetting;- each time the vehicle is reloaded, which is often indicated forthe control system of the driver of the vehicle via e.g. a pressure sensitivedisplay;- every time a new driver uses the vehicle.
    As will be appreciated, the accumulated energy consumption may alsoreset at completely different times than whatexemplified above, or not at all. Energy consumption canalso accumulates in several different counters that are reset atdifferent times, so that it e.g. at the same time availableavailable converted energy since last start ofthe internal combustion engine, current day, then driver change, thenthe vehicle was used for the first time, etc.
    There may also be different counters for the different braking forcesfor which energy consumption is estimated, which is explained below.
    If reset is to occur, the procedure proceeds to step 203for storing data regarding accumulated energy consumption.
    Data regarding accumulated energy consumption can thus be storedat zero for any of the above reasons, sothat accumulated energy consumption can be used for e.g.evaluation as below. After storage of accumulatedenergy consumption in step 203, or on data relatingl0l5202530l3accumulated energy consumption should not be stored, continuesthe process to step 204 where it is determined if the vehicle isstationary. At standstill, no one is converted / consumedkinetic or positional energy, and if the vehicle is stationarythe procedure returns to step 201 to determine againwhether energy consumption is to be determined. About the vehiclehowever, is in motion according to step 204, the process continuesto step 205 for estimating the amount of energy being convertedof one or more towards the vehicle's progress in the direction of traveleffective braking forces. This can be accomplished in several different waysway, which is exemplified below. That shown in Fig. 2the procedure can be performed for each braking force separately, orat the same time for all braking forces for which determination shouldhappen. In one embodiment, only energy consumption is determined viabraking force from the vehicle's service braking system. According to anotherembodiment, only energy consumption for braking power is determinedwhich has been generated by any pre-internal braking system, such asservice brake, auxiliary brake, etc.
    Regarding braking forces from in-vehicle braking systems takes placeenergy consumption when the braking system is active, wherebyit is first determined whether the braking system is active beforeand / or positional energy reduction to which the vehicle is subjectedbrake system activation is estimated. In one embodiment it is determinedthe energy converted at each activation of the substance in questionbraking system, i.e. regardless of whether the braking effect has involved onechange in vehicle speed or not. In aembodiment, only the amount of energy consumed is determinedto reduce the speed of the vehicle, ie. converted amount of energydetermined only for those decelerations where the speed of the vehiclehas actually decreased as a result of the deceleration. In aembodiment, e.g. in determining a convertedamount of energy for a constant speed braking system, it is determinedamount of energy converted by the constant - speed braking system for101520253014ensure that the vehicle does not reach too high a speed,for example in closures.
    According to the present example, the invention is implemented inthe control unit 131. The control unit 131 comprises means forreception of brake system-related signals and othersvehicle-related signals. As mentioned, the vehicle caninclude e.g. retarder, exhaust brake, service brake andengine brake, the control unit 131 comprising means forreceiving signals regarding these braking systems, eitherfor example from the brake system controller 111, or directly from eachrespective braking system separately, or other applicablecontrol unit. The respective braking systems and / orthe brake control unit can e.g. send signals to the controller131 as long as the respective braking system is active.
    Furthermore, in the case of control systems in vehicles of the type shown, there is onelarge amount of information available via the various control units.
    Using this available data, the controller 131estimate the energy consumption in addition to the one or moreIn-vehicle braking systems are performed by others against the vehicleeffective braking forces. Estimation for the different braking forcescan be accomplished using well-known physical laws to ona qualified way to get information about converted energy.
    Below is an example of how to estimate the amount of energy convertedfor different braking forces.
    A rough estimate of the impact of the service brake, which canapplied in cases where energy consumption accumulates for thosedecelerations that have resulted in a reduction in speed, canobtained by determining the decrease in kinetic energy, ie.1 1Ek => šnnf-šnnå, where the speed of the vehicle atthe start of the brake activation and determines the speed of the vehicle whenbrake activation is completed. However, this method does not take into account101520253015to the speed change that the vehicle would have undergonein any case, e.g. pga. inclined surface.
    In one embodiment, therefore, the control unit 131 receives signalsrepresentative applied braking torque for each braking system,or signals from which braking torque determination can take place. Thiscan e.g. refer to braking torque from service brake (eg disc ordrum brake), braking torque from retarder brake, braking torque fromexhaust brake and braking torque from one or more othersauxiliary brakes, such as engine braking torque.
    Based on said braking torque can then an energy measuredetermined for each braking system, where the energy measurerepresents the amount of energy converted during adeceleration, ie. the amount of energy with which the vehicle'skinetic and / or positional energy has decreased during that timethe brake system has been activated. The energy measure can alsodetermined for the deceleration in total, e.g. in those cases determinationperformed for all braking systems that have been involved inthe deceleration.
    This measure thus specifically indicates the amount of energyhas been decelerated during a deceleration or with a specificbraking system. If e.g. the service brake is used for a short periodbut with core load (high torque) still comes onefair value for the impact / use of the service brake thatobtained.
    As mentioned, there is a large amount of information available viathe different control units. For example. is available via the motor control unit 119the current output of the internal combustion engine 101available to other control units via the vehicle's control system.
    The torque can be positive when fuel is consumed ornegative during engine braking. Furthermore, the exhaust brake can e.g.continuously and e.g. via applicable control unit, such asthe brake control unit 111 or one dedicated to the exhaust brake101520253016control module, or otherwise applicable, report ittorque applied by means of the exhaust brake. When the driver orthe brake control unit requests exhaust braking is thus relevantbraking torque available for other control units viacontrol system. Correspondingly, the retarder is currentbraking torque available via the vehicle's 100 control system.
    Disc brake systems and drum brake systems can either reportbraking pressure (from which braking torque can be calculated usingphysical connections known to those skilled in the art) or the braking torquedirectly via the control system. Thus, it is possible to on oneeasily provide the desired information to the control unit131.
    As is known, energy, E, can be expressed as E ¥ = Pk, where Frepresents force and s represents distance, which isthe same as time-integrating power and speed. The effect P= F (force acting on the vehicle) * v (vehicle speed),and Energy = Power * time. Because also information aboutvehicle speed is available via the vehicle control systemtranslation of the braking torques obtained into actual remainsbraking forces are applied to the wheels of the vehicle.
    Regarding engine braking torque and exhaust braking torquethese are first multiplied by the current gear ratio on the gearbox(This information is also normally available viacontrol system) and then with the final gear ratio tofinally divided by the radius of the drive wheels. These factors arenormally known since the vehicle specification, but can alsois available via the control system. If the driver has put inneutral gear, if the vehicle is shifting, or if the clutch isdepressed, it can be directly determined that these two are brakingtorque must be zero, as the engine and exhaust brakeThe exhaust brake is usually located upstream of the vehiclegearbox) are then disengaged from the vehicle's drive wheel.101520253017The braking force generated by the retarder depends on the retarderinvestment. Normally, the retarder is located as shown in Fig. 1aplaced after the gearbox, which is why it was generated by the retarderthe torque is multiplied by the final gear ratio and dividedwith the radius of the drive wheels.
    Braking force for disc and drum brakes can be determined on severaldifferent ways. The disc and drum brakes only need torquedivided by the radius of the drive wheels to a measure of braking forceto be obtained. If information on these braking moments is missing, one canmodel is used to go from brake pressure to brakingmoment. For example. can information about the type of brake, the numberbraking axles etc. used in this model. All suchinformation is usually known from vehicle specificationsand / or available via the control system.
    The braking force for disc and drum brakes can also be determined as(if .
    FW = -, where M is the braking torque, v is the speed of the vehiclevand w the angular velocity.
    It should be understood that the calculation exemplified above only constitutesexamples of how decelerated energy can be determined. Control system invehicles are constantly evolving and getting better all the time andbetter conditions for calculating the energy that is slowed downaway via the vehicle's braking system, and it is within the scope ofpresent invention to perform the calculations in that mannerwhich is most applicable for each vehicle.
    In addition to braking forces from in-vehicle braking systems are convertedenergy of braking forces caused primarily by air resistance,rolling resistance and motor friction.
    Energy consumption due to air resistance can be determined usingthe air resistance F =% pACdv2, where o = the density of the air, Aarea of the vehicle in the direction of travel, v = speed of the vehicle101520253018relative to the wind, Cd = air resistance coefficient, which dependson the design of the surfaces of the vehicle facing the wind, andwhere basically all the external details of the vehicle have an impact.
    The air resistance coefficient can be difficult to calculate, howeverthe air resistance can e.g. estimated by subtractingother opposing forces as below from the force motordevelops (and which is available via the engine control unit).
    In this way, the coefficient of air resistance can also be estimated.
    Alternatively, Cd can be measured, but as soon as e.g. another trailerswitched on, the CD will change. The air resistance canthus calculated by the vehicle's control system. The air resistance isthus strongly dependent on the speed of the vehicle, and in generalapplies to at least for vehicles in long-distance long-distance trafficaverage speed comes a large proportion of the vehicle's totalfuel consumption is needed to overcome air resistance.
    Another major braking force that gives rise to the vehicleenergy consumption, and which can also be estimated according topresent invention, consists of the rolling resistance of the vehicle.
    The rolling resistance can be written FE CrN where Cr isthe rolling resistance coefficient, which is mainly due tothe vehicle's tires / wheels, road surface and the normal force N, ie.the prevailing weight of the vehicle is of great importance. Alsothe rolling resistance can be determined by the vehicle's control system.
    Another braking force that gives rise toenergy consumption arises from the internal friction of the engine, wherethe friction effect can be calculated as P = Mw and the energy thusby integrating this effect over time. The braking forcewhich occurs is thus speed dependent, and thus increases withincreasing speed.
    Furthermore, the friction of the gearbox, which is alsospeed dependence, why what is mentioned for calculation inl0l520253019in connection with engine friction, the friction of the gearbox also applies.
    In addition, it affects losses due to the gearboxefficiency.
    Another braking force consists of friction losses in the shaft / hub,which are also rotationally speed dependent and thusdepending on vehicle speed and final gear ratio, as well asgear efficiency.
    Additional energy consumers consist of the various units thatdriven by the internal combustion engine, such as e.g. air conditioning,fans etc. There may also be other consumers such asattachments and other units for driving e.g.cranes etc. when the vehicle is stationary. Likewise canenergy consumption is also determined for idling.
    Thus, in addition to energy consumption components such asmainly affects the vehicle when it is in motion,energy consumption components are also determined and presentedas below for energy consumption components that affectthe vehicle at a standstill.
    Thus, energy consumption can be estimated in step 205 for onenumber of braking forces, the procedure proceeding to step206 for updating accumulated energy consumption forrespective braking force. After the update in step 206proceeding the process to step 207 where the data is determinedregarding accumulated energy consumption shall be presented tothe driver of the vehicle before the procedure returns to step 201.
    The process 200 can thus be run continuously, wherebyestimation and accumulation can continue continuously duringthe vehicle journey, where each time step 205 passes a new estimationoccurs for the braking forces currently loading the vehicle.
    For example. rolling resistance and air resistance will affect the vehicle as wellas soon as it is in motion, while the vehicle's braking system onlyl0l520253020affects when activated. Process 200 can be completedfor example one or more or a large number of times persecond to thereby continuously determine the currentenergy consumption for each braking force.
    By then integrating these forces over distance and / ortime can thus the total energy converted due tothe respective braking force is determined.
    If it is determined that data regarding energy consumption shallpresented to the driver of the vehicle, this is done in step 208 therethe accumulated energy consumption is presented to the vehicledriver. This is accomplished in the present example by means ofdisplay 130.
    The decelerated energy can e.g. presented as deceleratedenergy and is expressed e.g. in the form of energy, such as numbermegajoules, MJ, or kilowatt hours, kWh, consumedvia the respective braking force. Alternatively, e.g. to increasethe understanding of the driver of the vehicle, can be decelerated energyinstead expressed in the form of decelerated fuel, e.g.expressed in liters, L, or liters (L) / l00km. According to oneAdditional alternatives may be the cost of decelerated fuelpresented. Likewise, e.g. both slowed down fuel supplyand decelerated fuel cost is presented for the vehicledriver.
    Regarding the conversion of consumed energy into fuel canthis is performed in several different ways. For example. can l liters of dieselantas ge ca. 5 kWh energy propulsion power for propulsionthe internal combustion engine (this value also includes the energy thatrequired to overcome the internal combustion engine internallosses, ie. the amount of energy actually obtained in the form ofrotation of the motor output shaft is lower).101520253021The total energy content of diesel is approx. 10-12 kWh / liter(1kWh = 3.6 MJ), where the remaining amount of energy is consumed in heat.
    Thus, the fuel consumption can be assumed to be about 1 liter perdecelerated amount of energy of 5 * 3.6 = 18 MJ. By performingthis determination and then present the fuel consumption forthe driver of the vehicle, the driver can thus get a good feedback onhow much energy is actually needed just to slow downthe vehicle.
    Fig. 3 shows an example of how a presentation forthe driver of the vehicle can look like. Fig. 3 shows a bar graph inFig. 3, where the vehicle's total fuel consumption during avehicle journey, expressed in liters / 100 km, is shown divided into onenumber of energy consumption components. As can be seen is needed inpresent example a large proportion of energy consumed toto overcome air resistance and rolling resistance. The figure showsbars for two different applied maximum speeds (89 km / hrespectively 85 km / h) for the purpose of for explanatory purposesexemplify the impact of speed on fuel consumption forthe various energy consumption components. Double stacks candisplayed to the driver, e.g. a bar for actual consumptionduring the journey and an estimated consumption that hadachieved if the maximum / average speed had been lower.
    According to one embodiment, however, only one bar is shown forrespective consumers, where the bar shows actual consumptionduring the drive.
    The bars shown are very schematic, and their relativesize will of course vary greatly depending onvehicle speed, load, ambient conditions, city traffic,road transport, etc.
    In this way, it can thus be reported how the fuel thathas been consumed during a vehicle journey is distributed between the differentl0l520253022acting on the braking forces of the vehicle. In aembodiment, the presentation of energy consumption is combinedwith a procedure for presenting tips for performingthe vehicle to the driver of the vehicle. In this regard, canthe present invention is advantageously combined with existing onessystems to facilitate the economical operation of the vehicle.
    For example. can, if the vehicle's prevailing speed or average speedis considered high, the driver e.g. get the tip to slow down a bitto reduce the impact of air resistance. For example. corresponds to onereduction of vehicle speed from 89 to 87 km / h onereduced air resistance corresponding to approx. l0 MJ / 100 km ie. ca. 0.5Liter / l00 km.
    A speed reduction can also lead to a reduction ofdecelerated energy via e.g. retarder / exhaust brake atconstant speed and / or when catching up otherwisevehicle.
    About the proportion of energy that has been consumed via the vehicle's internalbrake system is high, the vehicle can e.g. get the tip thatensure better distance to vehicles in front, orbetter try to lock the traffic in front of the vehicle to withanticipation avoid accelerations that are immediately followed bybraking. For example. corresponds to a deceleration of 40 tonnescrew from 90 to 70 km / h a reduced kinetic energy of approx. 5MJ (% mV22 -% mV12), which thus corresponds to approx. 0.3 litersDiesel. This also means that approx. 0.3 litersfuel to re-accelerate the vehicle to 90 km / h. Ifthe deceleration could have been avoided, e.g. with the help of batterforesight or longer distance to the forerunnervehicles, this amount of fuel could thus have been saved.
    Furthermore, in order to reduce engine friction, the driver of the vehicle shouldthus driving the vehicle with as low an engine speed asl0l520253023possible, and thus with as high a gear as possible. About the vehicledriven at a lower gear than the vehicle's steering system considersbe applicable, e.g. this is indicated for the vehicledrivers through a call to shift up. As realized also hasvehicle speed an impact, at least as long asthe vehicle is driven at different speeds on the same gear.
    In one embodiment, only the energy consumption is determined ashas been caused by activation of one of the vehicle's internal partsbraking system, and in one embodiment only that is determinedenergy consumption caused by the activation of the vehicleservice braking system. By accumulating a representation ofdecelerated energy during e.g. a vehicle ride is obtained a goodmeasures of how the vehicle has been driven. The higher the amount of energyhas been slowed down via e.g. a service braking system, the lessforesight, the driver has probably been drivingthe vehicle. Energy consumption data can be reported for eachone of the braking systems separately, ie. a representation ofconsumed energy can be accumulated separately for each ofbraking systems, alternatively as an accumulation of onecommon value.
    In addition to energy consumption data being reported for the vehicledrivers, or as an alternative, can be described aboveenergy consumption data is also transmitted, e.g. via applicabletelecommunication system, to a transport management systemfor handling the vehicle fleet in which the vehicle is part,such as e.g. Scania's "Scania Fleet Management". As can be seenthe vehicle be arranged to continuously send data tothe transport management system, whereby this data can thenbe used to evaluate both the vehicle journey and the driver. Iffor example a driver in front of different vehicles, data can be stored both onvehicle level and driver level in the transport management system, sothat both driver and vehicle can then be compared with each otherlO24regarding e.g. vehicle utilization and fuel efficiency.
    The invention thus enables good evaluation of the vehicledriver, and also comparison of e.g. different drivers in frontthe same vehicle at different times.
    The present invention is not limited to the abovedescribed embodiments of the invention, but relates to andincludes all embodiments within the appended independentthe scope of protection of the claims. For example. has the invention aboveexemplified for a vehicle with an internal combustion engine.
    The invention can also be applied to vehicles with other types ofengines because evaluation of energy consumption as aboveis relevant also in e.g. vehicles with electric motors.
    权利要求:
    Claims (1)
    [1]
    A method for determining an energy consumption of a vehicle (100), said vehicle (100) comprising a first power source in the form of a motor (101) for generating a first propulsion force for propelling said vehicle. vehicle (100), characterized in that the method comprises: - when traveling with said vehicle (100) in a first direction of travel, estimating the energy consumed under the influence of a first braking force acting against said vehicle (100) traveling in said direction of travel, and - during said journey with said vehicle (100), accumulate a representation of the energy consumed under the influence of said first braking force. Method according to claim 1, wherein said first braking force consists of at least one of the group: air resistance force, rolling resistance force, engine friction force, gearbox friction force, force action from attachments, force applied by a pre-internal brake system. A method according to claim 1 or 2, further comprising: - in estimating the amount of energy consumed by said first braking force, determining an amount of fuel and / or fuel cost corresponding to said consumed amount of energy. A method according to any one of claims 1-3, further comprising presenting at least one of the group: said estimated amount of energy, amount of fuel and fuel cost to the driver of the vehicle (100) via display means (130) arranged in said vehicle (100). A method according to any one of claims 1-3, further comprising transferring said estimated amount of energy and / or amount of fuel and / or fuel cost to a remote location. A method according to any one of the preceding claims, further comprising: - resetting said at least one accumulated amount of energy when at least one of the conditions in the following group is met: - the engine (101) of the vehicle (100) is started; - the first time the engine (101) of the vehicle (100) is started after 24 hours; - at the start of a vehicle journey from a point A to a point B, during which vehicle journey the engine (101) is switched off several times; - when reloading said vehicle (100); - when the vehicle (100) is used by a new driver. A method according to any one of the preceding claims, wherein said vehicle (100) comprises at least one energy consumer in the form of a first braking system, said first braking force being applied by means of said first braking system, the method further comprising: - for a plurality of successive actuations of said first braking system, estimating the amount of energy consumed by said first braking system when said first braking system is activated. A method according to claim 7, wherein said first braking system is a service braking system or auxiliary braking system. A method according to claim 7 or 8, further comprising estimating a braking torque applied by said first braking system when determining said first amount of energy consumed. The method of any of claims 7-9, further comprising estimating the amount of energy consumed by said first braking system upon actuation of said first braking system, said actuation resulting in a deceleration of said vehicle (100), and - accumulating estimated amounts of energy for those actuations of said first braking system resulting in a deceleration of said vehicle (100). A method according to any one of claims 7-10, wherein said first braking system consists of a constant speed braking system. A method according to any one of claims 7-11, wherein said vehicle (100) comprises at least a second braking system, further comprising: - for each of said braking systems estimating the amount of energy consumed under the influence of the respective braking system upon activation, and - accumulating said estimated amounts of energy for successive activations of each of said braking systems. 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 1-12. A computer program product comprising a computer readable medium and a computer program according to claim 13, wherein said computer program is included in said computer readable medium. A system for determining an energy consumption of a vehicle (100), said vehicle (100) comprising a first power source in the form of a motor (101) for generating a first propulsion force for propelling said vehicle (100), and wherein said vehicle (100) comprises at least one first energy consumer in the form of a first braking system, characterized in that the system comprises: - means for, when traveling with said vehicle (100) in a first direction of travel, estimating the energy consumed under the influence of a first braking force acting against said vehicle (100) in said direction of travel, and - means for accumulating during said travel with said vehicle (100) a representation of the energy consumed under the influence of said first braking force. Vehicle (100), characterized in that it comprises a system according to claim 15.
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    同族专利:
    公开号 | 公开日
    RU2608196C2|2017-01-17|
    BR112013033471A2|2017-03-14|
    EP2731843A4|2015-03-11|
    WO2013009249A1|2013-01-17|
    EP2731843B1|2018-12-19|
    CN103764473B|2016-08-17|
    SE535927C2|2013-02-19|
    EP2731843A1|2014-05-21|
    RU2014105456A|2015-08-20|
    CN103764473A|2014-04-30|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1150679A|SE535927C2|2011-07-14|2011-07-14|Method and apparatus for determining energy consumption in vehicles|SE1150679A| SE535927C2|2011-07-14|2011-07-14|Method and apparatus for determining energy consumption in vehicles|
    PCT/SE2012/050799| WO2013009249A1|2011-07-14|2012-07-06|Method and device for determination of energy consumption of vehicles|
    CN201280040572.1A| CN103764473B|2011-07-14|2012-07-06|Determine the method and apparatus that vehicle energy consumes|
    BR112013033471A| BR112013033471A2|2011-07-14|2012-07-06|method and device for determining vehicle energy consumption|
    EP12811566.4A| EP2731843B1|2011-07-14|2012-07-06|Method and device for determination of energy consumption of vehicles|
    RU2014105456A| RU2608196C2|2011-07-14|2012-07-06|Vehicles power consumption determining method and device|
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