• 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:
    The invention relates to a method for determining a reference value for a control system of a vehicle which comprises: - determining a set speed for the vehicle; - making a choice of mode by selecting one mode from at least two different driving modes; - determining a horizon for the intended itinerary which is made up of route segments; - effecting the following during each of a number of simulation cycles sj each comprising a number N of simulation steps conducted at a predetermined frequency f : - making a first prediction of the vehicle's speed vpred_cc along the horizon with a conventional cruise control; - comparing in a first comparison the predicted vehicle speed vpred_cc with vlim1 and vlim2, which are used to define a motor torque T to be used in a subsequent simulation cycle sj+1; - making a second prediction of the vehicles speed vpred_Tnew along the horizon when the vehicle's engine torque T is a value which depends on the result of said comparison in the latest preceding simulation cycle sj-1 - comparing in a second comparison the predicted vehicle speed vpred_Tnew with vmin and Vmax, which demarcate a range within which the vehicle's speed is intended to be - determining a reference value on the basis of at least one of said second comparison and the second predicted vehicle speed vpred_Tnew in that simulation cycle sj and; - controlling the vehicle according to said reference value.
    公开号:SE1151247A1
    申请号:SE1151247
    申请日:2011-12-22
    公开日:2013-06-23
    发明作者:Oskar Johansson；Maria Soedergren；Fredrik Roos
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    1015202530When cruise control is used in hilly terrain, the cruise control system will try to keep itset set speed vset through uphills and downhills. This can sometimes getas a result of the vehicle accelerating over a crest and also into a descendantdownhill. Then the vehicle will then need to be braked so as not to exceed itset set speed vset, or when the vehicle reaches a speed which corresponds to onespeed vk fl, for which the constant speed brake is activated, which constitutes a fuel-dissolvingway of driving the vehicle. The vehicle may also need to be braked downhill to avoidthen exceed the set set speed vset or the constant speed well speed vkfbthe vehicle has not accelerated over the crest.
    In order to reduce fuel use, especially on hilly roads, have economicalcruise control such as Scania's Ecocruise® has been developed. The cruise control is tryingappreciate the vehicle's current driving resistance and also have knowledge of the historicaldriving resistance. The economic cruise control can also be provided with map data includingtopography information. The vehicle is then positioned on the map using, for example, oneGPS and driving resistance along the road ahead are estimated. In this way, the vehicle'sreference speed vmf is optimized for different road types to save fuel, wherebythe reference speed vfef may differ from the set speed vset. In this document is calledcruise control which allows the reference speed vmf to differ from that chosen by the driverset speed vset reference speed control cruise control.
    An example of a further development of an economic cruise control is a "Look Ahead" -cruise control (LACC), ie a strategic cruise control that uses knowledge ofleading road sections, ie knowledge of what the road will look like in the future, in order todetermine the appearance of the reference speed vref. LACC is thus an example of onereference speed regulating cruise control when the reference speed vref is allowed to, within aspeed range, different from the set speed v36 selected by the driver, toachieve a more fuel-efficient ride.
    The knowledge of the road section in front may, for example, consist of knowledge ofprevailing topography, curvature, traffic situation, road work, traffic intensity and road conditions. Further10152025303the knowledge may consist of a speed limit for the upcoming road section, as well as ofa traffic sign next to the road. This knowledge can, for example, be obtained by means ofpositioning information, such as GPS information (Global Positioning System)information), map information and / or topographic map information, weather reports,information communicated between different vehicles and information communicated viaradio. The knowledge can be used in a variety of ways. For example, knowledge of onefuture speed limits for the road are used to achieve fuel efficiencyreductions in speed due to an upcoming lower speed limit. Oncorrespondingly, knowledge of a road sign with information about, for example, onefuture roundabouts or intersections are also used to brake in a fuel-efficient wayinfor the roundabout or the intersection.
    For example, a LACC cruise control allows the reference speed vmf to be raised in the face of a precipiceuphill to a level which is above the level of the set speed vset, becausethe motor vehicle is expected to lose speed on the steep uphill slope due toof high train weight in relation to the vehicle's engine performance. Correspondingly allowsThe LACC cruise control that the reference speed vref is lowered to a level which is below thethe speed vset facing a steep downhill, as the motor vehicle is calculated(predicted) to accelerate on the steep downhill due to the hightrain weight. The idea here is that by lowering the entrance speed on the hill it is possiblereduce the braking energy and / or air resistance losses on the downhill slope(which is shown in the amount of fuel injected before the downhill slope). The LACC cruise control canin this way reduce fuel consumption while largely maintaining driving time.
    Thus, a reference speed-controlling cruise control, unlike a conventional onecruise control, on hilly terrain actively vary the vehicle's speed. For example, willthe speed in front of a steep downhill slope to be reduced so that the vehicle can use moreof the energy supplied to the vehicle free of charge on the downhill slope instead of slowing it down.
    Furthermore, the speed can be increased in front of a steep uphill slope so as not to let the vehicle droptoo much speed and time.1015202530Summary of the inventionDifferent drivers often have different requirements and wishes about how the cruise control should behave in order tosuit them and their needs. For example, a driver is not always interested in andfocused on saving fuel in the first place, but sometimes wants to achieve one insteadshorter driving time.
    EP0838363 describes a method and apparatus for controlling the speed of a vehicleby using a conventional or adaptive cruise control. The driver can changewhich way the vehicle behaves by changing the limit values in the cruise control for how muchthe vehicle may accelerate or decelerate, thus switching between a sport mode and acomfort mode. This solution only applies to conventional cruise control and adaptivecruise control, who have no knowledge of the road ahead. These solutions aretherefore not optimal, as approaching slopes, curves, signs etc. can not be foreseenand therefore also not predicted for. In addition, the driver's options to adjustcruise control function is very limited, as there are only two modes to choose from.
    An object of the present invention is to provide an improved module andmethod of controlling the speed of a vehicle, which increases the driver's acceptance of cruise controlof the vehicle, and which in particular takes into account driving resistance for future road sections.
    According to one aspect of the present invention, at least in part what is described above is achievedthe purpose of utilizing the above-mentioned module, which is characterized by:an accommodation unit which is adapted to receive at least one set speed vset forthe vehicle;a mode selection unit arranged to select a driving mode from at least two selectable driving modes, thereEach driving node includes a unique set of settings which affect its calculationat least one reference value;-a horizon unit which is adapted to determine a horizon for the future path withusing map data and position data, where the horizon includes one or fl your road segmentswith at least one property for each road segment;10152025305-a calculation unit which is adapted to under each of a numbersimulation rounds sj with each a number of N simulation steps, which are performed with onepredetermined frequency f, perform the steps of:-perform a first prediction of the vehicle speed vpredjc over the horizonaccording to a conventional cruise control when the set speed vset is set as a reference speedvfef, the first prediction depending on the characteristics of said road segment;-compare in a first comparison the first predicted vehicle speedvpredjc with at least one of the first lower and upper limit values v fi ml and vnmg, respectively, wherethe first lower and upper limit values vhml and vlimg are used to define onemotor torque T to be used in the immediately following simulation cycle sj-H;-perform a second prediction of the vehicle speed vpredjnew over the horizonwhen the engine torque T of the vehicle is a value which depends on the result of said firstcomparison in the immediately preceding simulation round sj_1;-compare in a second comparison the second predicted vehicle speedvpr fi gnew with at least one of the other lower and upper limits vnn-n and vmax, respectively, wherethe other lower and upper limit values vmin and vmax define a range withinwhat the vehicle speed should be; and-determine said at least one reference value over the horizon whichindicates how the speed of the vehicle is to be affected, where the determination is based on the selected onethe driving node and on at least one of said second comparison and the otherpredicted the vehicle speed vpredjnewi this simulation round sj, so that itat least one reference value is within a range which is limited by the other lower onesthe upper limit values vmin and vmax, respectively; anda supply unit arranged to provide the at least onereference value to a control system in the vehicle, wherein the vehicle is regulated according to saidat least one reference value.
    According to one aspect of the present invention, at least in part what is described above is achievedthe purpose of using the above-mentioned method, which is characterized in that:- obtain a set speed vset for the vehicle;perform a mode selection of at least two selectable driving nodes, where each driving node comprises a unique oneset of settings which affect the calculation of the at least one reference value;1015202530- determine a horizon for the future road using map data and position data,where the horizon comprises one or fl your road segments with at least one property for each eroad segments;- during each of a number of simulation rounds sj with a number of N eachsimulation steps, which are performed with a predetermined frequency f, perform the steps of:-perform a first prediction of the vehicle speed vpredfc over the horizonaccording to a conventional cruise control when the set speed vset is set as a reference speedvref, the first prediction depending on the characteristics of said road segment;-compare in a first comparison the first predicted vehicle speedvpredjc with at least one of the first lower and upper limit values v fi ml and vlimg, respectively, wherethe first lower and upper limit values v1im1 and vlimg are used to define onemotor number T which is to be used in the next subsequent simulation round sj-H;-perform a second prediction of the vehicle speed vpredynew over the horizonwhen the engine number T of the vehicle is a value which depends on the result of said firstcomparison in the immediately preceding simulation round sj_1;-compare in a second comparison the second predicted vehicle speedvprediTnew with at least one of the other lower and upper limits vmn and vmax respectively, wherethe other lower and upper limit values vmin and vmax define a range withinwhat the vehicle speed should be;-determine at least one reference value which indicates how the vehiclespeed shall be affected, where said determining is based on said mode selection and onat least one of said second comparison and the other predictedvehicle speed vpredjnewi this simulation run sj, so that there is at least onethe reference value is within a range which is limited by the other lower and upper respectivelythe limit values vmin and vmax; and- utilizing said at least one reference value in a control system in the vehicle, the vehicleregulated based on the at least one reference value.
    Preferably, the at least one reference value here is somewhat of a reference ratevref, a reference torque Tref or a reference speed oars.1015202530Because the driver himself can influence how the vehicle is to be maintained by choosing fromdifferent driving modes, the driver can match the vehicle's behavior with the prevailing traffic intensity androad type or with the driver's mood and / or driving style, which increases the driver's acceptance of thatuse the system. For example, it is sometimes desirable to have a shorter driving time, insteadto drive in a fuel-efficient way, and the driver can then, by changing the driving node, setthe vehicle to be regulated based on the desire for a shorter driving time.
    For example, an economical mode, which can lead to large variations of the vehiclespeed, by the driver simply by a mode selection changes to a normal mode becausetraffic intensity has increased. Large variations in vehicle speed can otherwise causeirritation in fellow road users. A normal mode is defined here as more similar to onetraditional cruise control than the economic mode, the bay provides a more accepted driving style athigh traffic intensity. When changing driving mode, the vehicle can change the permitted speed range,gear points for the automatic transmission system, permissible acceleration levels, etc.
    Because a driving mode includes a number of settings, all of which are regulated by a fordriver easy mode selection, the present invention provides a simplification for the driver atsetting of the vehicle to obtain a certain driving effect. Only one mode selection needs to be made herethe driver instead of making each of the settings included in the mode separately.
    This also has a road safety-enhancing effect, as the driver's concentration now insteadcan be focused on driving the vehicle.
    In other words, the present invention makes the setting of the cruise control parametersbecomes very user-friendly. The driver can here through one or a few very simpleInputs determine how the speed of the vehicle is to be controlled.
    By using a method, which defines the framework for how the size of the reference value,that is, which defines the lower and upper limit values vmin and vmax whichdelimits the range within which the vehicle's speed should be obtained a predictable androbust method that can quickly calculate reference values which are to be used by the one orfl your control systems in the vehicle.1015202530According to an embodiment of the invention, the other lower and upper ones, respectivelythe limit values vmin and vmax based on the choice of driving mode. This has a direct impact on howat least one reference value is determined.
    According to an embodiment of the invention, the mode selection defines a weighting parameter ßThis weighting parameter ß is then used when evaluating one or fl eracost functions in determining said at least one reference value, and has onedirect impact on how at least one reference value is determined.
    According to an embodiment of the invention, the other lower and upper are defined, respectivelythe limit values vmin and vmax and and the weighting parameter ß based on the choice of driving node.
    Preferred embodiments are described in the dependent claims and in the detailed onethe description.
    Brief description of the accompanying figuresIn the following, the invention will be described with reference to the accompanying figures, bywhich:Figure 1 shows the functional connection of the module in the vehicle according to an embodiment ofthe invention.
    Figure 2 shows a fate diagram for the steps that the module is adapted to perform according to aembodiments of the invention.
    Detailed Description of Preferred Embodiments of the InventionFigure 1 shows a module for controlling the speed of a vehicle according to an aspect of the invention.
    The module comprises an input unit which is adapted to receive a desired speed,that is, a set-speed vsct, for the vehicle. The driver can, for example, set aspeed vset that the driver wants the vehicle to maintain. The module also includes amode selection unit, which may be included in the input unit. This mode selection unit isset up to select a drive node. The choice of driving node can be based on an input of driving nodeKM1, KMQ, ... KMn via the input device, as shown in Figure 1.1015202530The input device can also be adapted to receive entered values for the otherlower limit value vmin and for the second upper limit value vmax (not shown in the figure).
    The module also comprises a horizon unit that is adapted to determine a horizon H forthe future path using map data and position data. Horizon H containsroad segments with at least one property for each road segment. Road segmentsproperties can e.g. be its slope, a, in radians.
    In describing the present invention, it is stated that GPS (Global Positioning System)is used to determine position data for the vehicle, but one skilled in the art realizes that others as welltypes of global or regional positioning systems are conceivable to provide position data tothe vehicle. For example, such positioning systems may use radio receivers forto determine the position of the vehicle. The vehicle can also scan with the help of sensorsthe environment and thus determine its position.
    Figure 1 shows how information about the future road is provided to the module as a map(map data) and GPS (position data). The route is sent in pieces via, for example, a CAN bus(Controller Area Network Bus) to the module. The module can be separated from or canbe part of the control system or systems which are to use reference values for regulation. OneAn example of such a steering system is the vehicle's engine steering system. The control system can also beany of the other suitable control systems in the vehicle, such as cruise control,gearbox control systems or other control systems. For example, a horizon is put together for eachcontrol systems, since the control systems regulate according to different parameters. Alternatively can alsothe device providing map and positioning system to be part of a system thatshall use reference values for regulation. In the module, the sections for the route are then builttogether in a horizon unit to a horizon and processed by the processor unit to create oneintem horizon which the control system can regulate according to. The horizon is then constantly being built onwith new routes for the route, which are obtained from the device with GPS and map data, toobtain the desired length of the horizon. The horizon is thus continuously updated duringvehicle travel.
    CAN denotes a serial bus system, specially developed for use in vehicles. CAN-the data bus provides the opportunity for digital data exchange between sensors, control components,101520253010actuators, controls, etc. and ensures that fl your controls can access the signals froma specific sensor, to use these to control their connected components. Where andone of the connections to between the units described in Figure 1 may be one or twoof a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST busbus (Media Orientated Systems Transport bus), or any other bus configuration;or by a wireless connection.
    The module also includes a calculation unit which is adapted to under fl ertalsimulation rounds sj with each a number of N simulation steps performed with onepredetermined frequency f. During each simulation round sj a first prediction is performedof the vehicle speed vpredßc over the horizon according to a conventional cruise control when itthe desired speed vsej is set as a reference speed vref, the firstthe prediction depends on the characteristics of said road segment. Further compared in a firstcomparison the first predicted vehicle speed vjmdjc with the first lower respectivelyupper limit values vhml and vljmg, where the first lower and upper limit values vljml and vljmgvhmg is used to de iera n a motor nominal T which is to be used in the nearestsubsequent simulation round sj + 1.
    Then a second prediction of the vehicle speed vpjedjnew is performed over the horizon whichis based on a vehicle engine torque T which is a value which depends on the result ofsaid first comparison in the immediately preceding simulation round sj_1. Thus exploitedhere in this simulation round sj the first comparison in the previous onesimulation run sj_1 when the second prediction of the vehicle speed vpredjnewperformed in this simulation round sj.
    Then, in a second comparison, the second predicted vehicle speed vpædïn fl w is comparedwith other lower and upper limit values vmjn and vmax, where the other lower and lower respectivelythe upper limit values vmjn and vmax define a range within which the vehicle speed shouldbe. Then at least one reference value is determined, which indicates how the vehiclespeed must be affected based on the selected driving node and on at least one ofsaid second comparison and the second predicted vehicle speed vprednedewi thissimulation round sj. According to the present invention, at least one is determined1015202530llthe reference value so that it is within the range which is limited by these limit values vminand vmax.
    How the choice of driving node is used in determining the at least one reference value andhow, among other things, the other lower and upper limit values vmin and vmax are determined according tovarious embodiments of the invention will be described in more detail below.
    The module is further adapted to provide, for example by transmitting, the saidat least one reference value for a control system in the vehicle, the vehicle being regulated according tosaid at least one reference value.
    The module and / or computing unit comprises at least one processor and onememory device, which are adapted to perform all calculations, predictions and comparisonsof the method according to the invention. The term processor here includes a processor ormicrocomputer, e.g. a Digital Signal Processor (DSP),or a circuit with a predetermined specific function (Application Specific Integrated)Circuit, ASIC). The computing unit is connected to a memory unit, whichprovides the calculation unit e.g. the stored program code and / or the storedthe data calculation unit needs to be able to perform calculations. The calculation unit isalso arranged to store partial or final results of calculations in the memory unit.
    The method of controlling the speed according to the present invention and its variousembodiments can also be implemented in a computer program, which when executed ina computer, for example the above-mentioned processor, causes the computer to perform the method.
    The computer program usually consists of a computer software product stored on a digital computerstorage medium, where the computer program is included in a computer program productcomputer readable media. Said computer readable medium consists of a suitable memory, such asfor example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory),EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), andhard disk drive, etc.
    Figure 2 shows a fl fate diagram for which steps are covered by the method for controlthe speed of the vehicle according to an embodiment of the invention. The method comprises that in one101520253012first step A) obtain vset, which is a desired set speed that the vehicle should maintain.
    Possibly in this first step A) a selected driving mode KM1, KMZ, ... KMn can also be obtained Viathe input device.
    In a second step B), a horizon for the future road is determined using map data andposition data containing road segments with at least one property for eachroad segments, as well as the driving mode to be applied in the simulations. The choice of driving node canhere be based on input of the driver of selected driving node KM1, KMZ, ... KMm but canalso selected based on other parameters. Also the other lower and upper limit valuesvmin and vmax, so that the set rate vset can be determined in this second step B). The lower ones toothe upper limit values vmin and vmax can be determined here based on input by the driverand / or determined automatically based on parameters such as time slotvehicles in front. This will be described in more detail below.
    According to the method, a number of simulation rounds are then performed along the length of the horizon. Onesimulation cycle sj comprises a number of N simulation steps performed with onepredetermined frequency f, and during a simulation run sj the steps are performed to:Cl) Perform a first prediction of the vehicle speed vpredjc over the horizon according to aconventional cruise control when the desired speed vset is set as a reference speedvfef, the first prediction depending on the characteristics of said road segment.
    C2) Compare in a first comparison the first predicted vehicle speed vpfedicc withfirst lower and upper limit values v1im1 and vlimz, where the first lower and upper respectivelythe limit values vhml and v fi mg are used to define a motor number T which shouldis used in the next subsequent simulation round sj-H.
    CS) Perform a second prediction of the vehicle speed vpredjn fl w over the horizon thenthe engine torque T of the vehicle is a value which depends on the result of said firstcomparison closest to the previous simulation round sj_1_ During a simulation round sjthus the prediction according to Cl) and the prediction according to CS) are performed in parallel whichis illustrated in Figure 2. The result of the comparison of the first comparison the first101520253013predicted the vehicle speed vpredjc with first lower and upper limit values vljm;and v fi mz in the immediately preceding simulation round sj_1 determines which element T isshall be used in the prediction of the second prediction of the vehicle speedvpjedjnew during this simulation round sj.
    C4) Compare in a second comparison the second predicted vehicle speed vpjedïnewwith the other lower and upper limit values vmjn and vmax determined in step B), where theyother lower and upper limit values vmjn and vmax, respectively, define an interval within whichthe speed of the vehicle should be and within what range the set speed vset should be.
    C5) Determine at least one reference value which indicates the speed of the vehicleaffected based on the mode selection and on at least one of the said second comparison andthe other predicted vehicle speed vpredynewi this simulation round sj.
    This simulation cycle sj thus comprises steps C1-C5. The time required for onesimulation run sj depends on the frequency f. If the five steps C1-C5 are performed with onefrequency of 5 Hz, this simulation run will take 1 second.
    In a further step D) is provided, for example by sending it over a CAN bus,then said at least one reference value to a control system in the vehicle, where it is usedto regulate the speed of the vehicle according to said at least one reference value.
    By the method of the present invention, a constant and predetermined is obtainedprocessor load in determining this at least one reference value, for which the drivercan easily set how these reference values are determined by simple entries in the system.
    A simple mode choice gives through the invention directly a special behavior of the vehicle,which simplifies the settings for the driver and also results in one desired by the drivervehicle construction. As a result, utilization of the system will increase due to increasedacceptance by the driver.
    The set speed vsej is thus the driver's input signal related to a desired cruise control speedand the at least one reference value is the value by which the vehicle is regulated.101520253014Preferably, the at least one reference care is something of a reference speed vmf,a reference torque Tref or a reference speed coref.
    The reference speed vref is set to the motor controller speed controller. Too traditionalcruise control, the reference speed vmf is equal to the set speed vset as mentioned above, vref= vset. The speed controller then controls the vehicle's speed based on the reference speedvmf by requesting the required motor torque from the motor torque regulator. According toembodiments where the at least one reference value constitutes a reference moment Tref canthe reference torque Tfef is sent directly to the motor torque regulator. For the embodimentswhen the at least one reference value is a reference speed oamf, the reference speed oamfsent directly to the engine speed controller.
    By utilizing information about a vehicle's future road, the vehicle'sreference speed vref to the speed controller in the vehicle is regulated in advance forto save fuel, increase safety and increase comfort. Also other reference values to otherscontrol systems can be regulated, as will be appreciated by a person skilled in the art. The topography has a great impactthe steering of the powertrain in particular for heavy vehicles, as a much larger one is requiredtorque for driving up a hill than for driving downhill, and because it is not possible to driveup steep slopes without changing gears.
    According to the present invention, reference values can be determined in a computationally efficient mannerway. The module which is arranged to carry out the method according to the invention may furthermore be onepart of a control system whose reference value it wants to regulate, but can also be one fromcontrol system stand-alone module.
    The module according to the present invention comprises a mode selection unit which is adapted forsetting a queue mode, based for example on the input of the driver of the vehicle, therethe appropriate driving node is selected from at least two selectable driving nodes, each driving node comprising oneunique set of settings that affect the calculation of the at least onethe reference care. Figure 1 illustrates the different core nodes as KM1, KM; KMn. It canthen there are n selectable driving nodes to choose from for the driver.101520253015In this way a module is obtained which can be implemented in a vehicle for settingthe calculations of reference values, such as reference speeds vref, according to the driver's wishes.
    The driver makes a mode selection by, for example, pressing a button, turning a knob, changingon a slider, make a menu selection, tap a touch screen, or through any other type ofinput, and thus sets a number of parameters and / or functions through a simpleinput.
    This way, the driver does not have to make different settings separately, as they can be assembledduring a single mode selection. Because the settings are specially selected to give a desiredeffect, the driver does not need to have any special knowledge to be able to set the vehicle sothat it is regulated in the desired way, ie so that the vehicle is regulated in a way thatconforms to the will of the driver. The module can be part of a control system whosesetpoint it wants to regulate, or it can be a module independent of the control system.
    According to an embodiment of the present invention, the selected driving mode defines theother lower and upper limit values vmin and vmax, respectively. Here they thus deny the choice of modethe interval width between the other lower and upper limit values vmin and vmax, respectively.
    The mode selection here also defines the limits around the set speed vset between whichthe reference values, such as the reference speed vref, are allowed to vary.
    The mode selection allows the calculation unit to execute instructions which set the interval widthbetween the other lower and upper limit values vmin and vmax, respectively. That way canthe interval in which the reference values, such as the reference speed vref, are allowed to vary set,and thus how the fuel-efficient vehicle is to be driven. A wide range provides spacefor greater fuel savings than a narrower range.
    According to one embodiment, the range is asymmetrically placed around the set speed vger.
    According to one embodiment, the majority of the range is below the set speed vset, whichopportunity for increased fuel savings, as the reference value is allowed to be lowered more. According to aIn another embodiment, the majority of the range is above the set speed vsct, whichprovides the opportunity for reduced driving time, as the reference value is allowed to be raised more, which canresult in a higher average speed.1015202516For example, four different interval widths can be defined, which can be named, for example"Maximum interval width", "average interval width", "minimum interval width" and "even"interval width ”. The location of these intervals depends on the set selected by the driver.the speed vset. The values of the other lower and upper limit values vmin and vmax,which delimits the interval are according to an embodiment related to the set speed vset asfor example, a percentage of the set rate vset.
    According to one embodiment, the values for the other lower and upper limit values, respectively, are vminand vmax related to the set speed vset as absolute values of the speed in krn / h.
    Below is a non-limiting example of such interval widths / modes when setthe speed is 80 km / h.
    Interval Interval width range Example vmi .. Example vmxMaximum 13-20 km / h vSet-12 = 68 km / h vset + 3 = 83 km / hAverage 6-12 km / h vSet-8 = 72 km / h vset + 3 = 83 krn / hMinimum 0-5 km / h vset = 80 km / h vset + 5 = 85km / hEven 2-16 km / h vSet-S = 75 krn / h vset + 5 = 85km / hFor the interval "maximum interval width", the width of the interval can be 13-20 km / h,for example -12 and +3 krn / h around the set speed 80 km / h. For the range “meansinterval width ”, the width of the interval can be 6-12 krn / h, for example -8 and +3 krn / haround the set speed 80 km / h. For "minimum interval width" the width of the interval can be0-5 krn / h, for example 0 and +5 krn / h around the set speed 80 krn / h. For the interval “eveninterval width ”, the width of the interval can be 2-16 krn / h, and evenly distributed around the set-the speed 80 km / h, for example -5 and +5 km / h around the set speed vset. As will be appreciated bya person skilled in the art can also assume the values specified above other values than those aboveexemplified.1015202517According to an embodiment of the invention, the selected driving node determines how to determineat least one reference value must be performed. Thus, the method of determining is governed byfor example, the reference speed twisted by the mode selection.
    According to one embodiment, the mode selection denies a permissible acceleration and / or deceleration ofthe vehicle, if at least one reference value consists of a reference speed vmf. Heresets the calculation unit based on the mode selection which acceleration and deceleration ofthe vehicle that is allowed, whereby a choice can be made of how much comfort you want to wearcost of fuel savings, and vice versa. The comfort criterion is thus limited herepermissible acceleration and / or deceleration of the vehicle. The driver of the vehicle can here with oneEasy input of the selected driving node determines whether comfort or fuel economy is most importantat the moment, which is perceived by a driver as very positive.
    According to an embodiment of the invention, three different settings / modes are defined foracceleration and deceleration, which are non-limiting examples below.
    Acceleration / AllowedRetardation acceleration / decelerationareaMaximum 1-3 fn / šAverage 0.5-1 m / szMinimum 0.02-0.5 nl / szFor "maximum permitted acceleration and / or deceleration" an acceleration / deceleration is permittedwithin the range 1-3 m / sz. For "medium allowed acceleration and / or deceleration" one is allowedacceleration / deceleration interval 0.5-1 m / sz. For “minimum allowable acceleration and / ordeceleration ”allows an acceleration / deceleration within the range 0.02-0.5 m / sz. As will be appreciatedby a professional, the various modems here may also have other valuesAccording to one embodiment, the intervals for permissible acceleration / deceleration depend onthe mass of the vehicle, which, for example, results in the intervals for modems' maximumpermissible acceleration and / or deceleration "and" means permissible acceleration and / or101520253018deceleration ”will be the same for a heavy vehicle at certain times, because the vehicleat towing torque and maximum engine torque, respectively, can not give more than average decelerationrespectively average acceleration at these times. It can also be physicalrestrictions which limit the widths of the intervals.
    According to an embodiment of the invention, a desired speed increase or -decrease with Torricelli's equation (eq. 1) to calculate which constantacceleration and deceleration the vehicle must be driven, provided that thisacceleration and / or deceleration is permitted. The mode selection here defines the limits for theseaccelerations and / or decelerations, so that the desired comfort is obtained.
    Torricelli's equation reads as follows:vflu,: vf + 2 - a - s, (eq. 1)where we are the initial speed in a road segment, vslut is the speed of the vehicle atthe end of the road segment, a is the constant acceleration / deceleration and s isthe length of the road segment.
    According to an embodiment of the invention, the selected driving mode can also definesettings in andra your other systems in the vehicle, such as settings in the vehicleautomatic gear selection system, cruise control system, with fl era, whereby the calculation unit then seesthat these settings are performed in each system.
    Above, a number of different settings of parameters have been described, which can be given separatelyvalues to achieve different desired effects in the vehicle. Each driving node, which may have been selectedby input KM1, KM; KMD by the driver, includes a unique setsettings. Here are some examples of possible gender nodes according to differentembodiments of the invention, which give different effects depending on the respective queue modesset of settings, where these settings define how the vehicle should react in differentsituations. The driving modes are referred to here as "Economy", "Comfort", "Power" and "Normal". One101520253019Those skilled in the art will recognize that other names may, of course, be used to denote driving nodes andthat sets of settings which are defined for each run node can be adjusteddepending on, for example, the nature of the vehicle, the driver's personality, or the like.
    Driving mode Economy includes a set of settings which make the vehicledriving behavior more economically. One such setting is the definition of a maximuminterval width between the other lower and upper limit values vmin and vmax and / ormaximum acceleration and / or deceleration, which from a fuel economy perspectivemaximum allowed. Here, the weighting parameter ß can also be given a value so that fuel economyprioritized in driving mode. For example, an average value for maximum allowed accelerationand / or deceleration is defined. A large interval width between the other lower andThe upper limit values vmn and vmax make it possible to save more fuel when hillyroads with sweeping slopes, as it increases the possibility of taking advantage of the vehiclepositional energy and kinetic energy on downhills.
    A driver who chooses your driving node Economy thus allows greater variations in the vehicle'sspeed to save fuel. According to one embodiment, the speed range is limitedbetween the other lower and upper limit values vmin and vmax so that the speed onlymay be reduced to prioritize fuel in relation to driving time.
    In the driving node Economy can, according to one embodiment, also the acceleration and / orthe deceleration is ramped up and down respectively at accelerations and decelerations, respectivelythis ramp depends on the selected driving node.
    According to one embodiment, an additional lower vmin is defined; and upper vmx; limitbased on the choice of driving node, where the additional lower vming and upper vmaxg limit values arerelated to a set-speed vset.
    According to one embodiment, the additional upper limit value corresponds to the vmaxg set speedvset plus a constant cl, vmaxf vset + cl, where the value of constant c] depends on the mode selection. According toin another embodiment, the additional upper limit value vmaxg corresponds to a factor c1multiplied by the set speed vset, vmaxf vset * c1. For example, this factor c; have101520253020the value 1.02, which means that the additional upper limit value vmaxg is 2% higher than the setthe speed vset.
    According to one embodiment, the additional lower limit value corresponds to the set speedvset minus a constant cg, vmin2 = vset - cg, where the value of constant cl depends on the mode selection.
    According to another embodiment, the additional lower limit value vming corresponds to one factorc; multiplied by the set speed vset, vmin2 = vset * cz. For example, this factor c;has the value 0.98, which means that the additional upper limit value vmaxg is 2% lower than the setthe speed vset.
    The Comfort driving node includes a set of settings which make the vehicleeconomically, without sacrificing comfort. For example, an average range width canbetween the other lower and upper limit values vmin and vmax are defined, which gives anarrower range than in the driving node Economy. Here, the weighting parameter ß can also be given onevalue (ß = 1), which means that fuel and time are weighted substantially equally. In addition, one canmean value for a permissible acceleration and / or deceleration is defined, i.e. onevalue of a in Torricelli's equation (equ. 1) defines, which is lower than the value thatused in the drive node Economy. These settings provide increased comfort compared todriving economy.
    The Power driving node includes a set of settings which make the vehicle's driving behaviormore powerful. For example, a minimum interval width can be defined between the otherslower and upper limit values vmin and vmax, which gives a wider range than for example inkernel node Economy. Here, the weighting parameter ß can also be given a value, which means that timeprioritize before fuel. In addition, a maximum allowable acceleration and / orretardation is defined. The driver who has selected the driving node Power is assumed to want to feel the "power" intheir vehicle and therefore fuel savings are not rewarded here as much as with otherscow mother. The acceleration and / or deceleration settings depend on thisengine performance and / or mass of the vehicle. The automatic gear selection system is in thisdriving node is preferably also set to change in hilly terrain, which means thatthe vehicle is operated at a higher speed in general.101520253021The Normal driving node includes a set of settings which make the vehicle botheconomical and comfortable. Here the interval width between the other lower andupper limit values vmin and vmax as evenly distributed around the set speed vset. In thisdriving node, the driver is assumed to want a combination of both comfort and fuel economy, andtherefore, the interval between the other lower and upper limit values vnm, and vmax is addedsymmetrically around the set speed vset, for example as -5 and +5 km / h around 80 km / h.
    According to one embodiment, a set of settings are used which enable the vehicle toshorter driving time without increasing fuel consumption. These settings can, for exampleis entered in the power node Power, or can be included by another separate drive node.
    The speed range between the other lower and upper limit values vmin and vmax,respective weighting parameters ß, are then set up so that speed increases are introduceduphills are rewarded, which is positive for driving time. In the face of steep descents, lowerthe speed slightly according to the settings to avoid having to brake on the downhill.
    According to the settings, the fuel supply can be restricted, for example when a speed reductionto be performed. A throttling of the fuel supply can be effected, for example, by:lowering the reference speed vrefi such a large step that the motor provides towing torque. The starting pointto throttle the fuel injection is selected here so that the desired reduction to an input speedwe in a road segment are achieved, provided that such a reduction is possible. The calculation unit inthe module calculates here when the fuel injection to the engine is to be throttled, and sendsappropriate reference values for the control system when it is time to throttle the fuel supply.
    This driving mode can thus define in which way a reduction of the speed should take place in order toavoid unnecessary braking. By restricting the fuel supply, the vehicle's increasesaverage speed compared to ramping down the vehicle's speed with, for example, Torricellisequation (equ. l). Speed increase (acceleration of the vehicle) can be ramped up steepuphill slopes, whereby the vehicle does not lose as much in average speed belowuphill as it would have done if the vehicle had not increased speed uphill.
    When the vehicle is driven in this way, the driving time can be reduced without increasing fuel consumption.
    The reduced driving time can also be converted into reduced fuel consumption byreduce the average speed of the vehicle.10152022According to an embodiment of the invention, the mode selection defines a weighting parameter ß,Which is used when evaluating one or fl your cost functions in determiningsaid at least one reference value.
    The cost of at least one of the other predicted vehicle speed vpredïnew anda third predicted vehicle speed vpredjkitnew can be calculated here by usingat least one cost action J Tnew, J Tk fi mw.
    According to an embodiment, the respective cost functions JTneW and JTkmeW are determined forthe second predicted vehicle speed vpredjnew and a third predicted respectivelyvehicle speed vpredm fi new by weighing their respective energy reduction anddriving time reduction in relation to the first predicted vehicle speed vpredjc withsaid weighting parameter ß.
    The reference value of the vehicle to be regulated can then be determined based on a fourthcomparison of the cost functions JTneW and JTkmeW for the other predictedvehicle speed vpredynew and for a third predicted vehicle speed vpfedyk fi lew.
    The present invention is not limited to the embodiments described above.
    Various alternatives, modifications and equivalents can be used. Therefore, they do not limitthe above-mentioned embodiments the scope of the invention, which is defined by the appended claimsthe requirements.
    权利要求:
    Claims (20)
    [1]
    Module for determining at least one reference value for a vehicle control system, characterized by - an input unit which is adapted to receive at least one set speed vset for the vehicle; a mode selection unit arranged to select a run node from at least two selectable run nodes, each run node comprising a unique set of settings which affect the calculation of the at least one reference value; a horizon unit which is adapted to determine a horizon for the future road by means of map data and position data, the horizon comprising one or fl your road segments with at least one property for each road segment; a calculation unit which is adapted to perform during each of a number of simulation cycles each with a number of N simulation steps, which are performed with a predetermined frequency f, the steps of: - performing an initial prediction of the vehicle speed vpredßc over the horizon according to a conventional cruise control when the set speed vset is plotted as a reference speed vmf, the first prediction being dependent on the characteristics of said road segment; -compare in a first comparison the first predicted vehicle speed vpredjc with at least one of the first lower and upper limit values vhml and vlimg, where the first lower and upper limit values vvärml and vfim are used to define an engine number T to be used in the next subsequent simulation cycle. HRS; - perform a second prediction of the vehicle speed vpredßlew over the horizon when the vehicle's engine number T is a value which depends on the result of said first comparison in the immediately preceding simulation round sj_1; -compare in a second comparison the second predicted vehicle speed vpmdjnew with at least one of the second lower and upper limit values vnu-n and vmax, respectively, where the other lower and upper limit values vmin and vmax define a range within which the vehicle speed should be; and - determining said at least one reference value over the horizon indicating how the speed of the vehicle is to be affected, the determination being based on the selected driving node and on at least one of said second comparison and the second predicted vehicle speed vpredjnewi this simulation cycle sj, so that it 24 at least one reference value is within a range which is limited by the other lower and upper limit values vmin and vmax, respectively; and - a supply unit arranged to provide said at least one reference value to a control system in the vehicle, the vehicle being regulated according to said at least one reference value.
    [2]
    Module according to claim 1, wherein the second lower and upper limit values vmin and vmax are defined based on the choice of driving mode.
    [3]
    A module according to any one of claims 1-2, wherein an additional lower vming and upper vmaxg limit value are defined based on the choice of run node, wherein the additional lower vmin; and the upper vmaxg limits are related to a set-speed vset.
    [4]
    A module according to any one of claims 1-3, wherein the selection of the drive node determines how said determination of said at least one reference value is to be performed.
    [5]
    A module according to any one of claims 1-4, wherein the mode selection defines, if said at least one reference value consists of a reference speed vref, a permissible acceleration and / or deceleration of the vehicle.
    [6]
    A module according to any one of claims 1-5, wherein the mode selection defines a weighting parameter ß, wherein the weighting parameter ß is used in evaluating one or more cost functions in determining said at least one reference value.
    [7]
    A module according to claim 6, wherein the calculation unit is adapted to evaluate the simulations by calculating the cost of at least one of the second predicted vehicle speed vprecUnewoch and a third predicted vehicle speed vpfedyk fi lew using at least one cost function JTneW, JTk fi.
    [8]
    The module of claim 7, wherein the calculation unit is adapted to determine the respective cost functions JTneW and JTk fl mW for the second predicted vehicle speed VPICCLTHCW and a third predicted vehicle speed vpredjk fl lew 10 15 20 25 30 25, respectively, by weighing their respective energy reduction and driving reduction predicted the vehicle speed vpredjc with said weighting parameter ß.
    [9]
    Module according to claim 8, wherein the calculation unit is adapted to compare the cost functions JTneW and JTkmeW for the second predicted vehicle speed vpmdjn fi w and for a third predicted vehicle speed vpredïl fi new in a fourth comparison, after which the reference value of the vehicle is based on said determination.
    [10]
    Method for determining at least one reference value for a vehicle's steering system, characterized in that the method comprises: - obtaining a set speed vset for the vehicle; performing a mode selection of at least two selectable run nodes, each run node comprising a unique set of settings which affect the calculation of the at least one reference value; - determining a horizon for the future road with the aid of map data and position data, the horizon comprising one or fl your road segments with at least one property for each road segment; during each of a number of simulation rounds sj with each a number of N simulation steps, which are performed with a predetermined frequency f, perform the steps of: - performing a first prediction of the vehicle speed vpredßc over the horizon according to a conventional cruise control when the set speed vset is set out as a reference speed vmf, the first prediction depending on the characteristics of said road segment; -compare in a first comparison the first predicted vehicle speed vpredfc with at least one of the first lower and upper limit values vhml and vlimg, respectively, where the first lower and upper limit values v fl n fl and vlimg are used to define an engine number T which is to be used in the following simulation; - perform a second prediction of the vehicle speed vpredjnew over the horizon when the vehicle's engine number T is a value which depends on the result of said first comparison in the immediately preceding simulation round SH; - comparing in a second comparison the second predicted vehicle speed vpmdjnew with at least one of the second lower and upper limit values vm and vmax, respectively, where the other lower and upper limit values vmin and vmax define a range within which the vehicle speed should be; - determining at least one reference value indicating how the speed of the vehicle is to be affected, said determining being based on said mode selection and on at least any of said second comparison and the second predicted vehicle speed vpl-edjnewi this simulation run sj, so that at least one reference value is within a range which is limited by the other lower and upper limit values vmin and vmax, respectively; and - utilizing said at least one reference value in a control system in the vehicle, the vehicle being regulated based on said at least one reference value.
    [11]
    The method of claim 10, wherein the second lower and upper limit values, respectively, vmin and vmax are defined based on the choice of run node.
    [12]
    A method according to any one of claims 10-11, wherein an additional lower vming and upper vmaxg limit value are defined based on the choice of run node, wherein the additional lower vmin; and the upper vmxg limits are related to a set-speed vset.
    [13]
    A method according to any one of claims 10-12, wherein the selection of the driving node determines how said determination of said at least one reference value is to be performed.
    [14]
    A method according to any one of claims 10-13, wherein the mode defines whether said at least one reference value consists of a reference speed vref, a permissible acceleration and / or deceleration of the vehicle.
    [15]
    A method according to any one of claims 10-14, wherein the mode defines a weighting parameter ß, wherein the weighting parameter ß is used in evaluating one or more cost functions in determining said at least one reference value.
    [16]
    The method of claim 15, wherein the simulations are evaluated by calculating the cost of at least one of the second predicted vehicle speed vpmdjn fi w and a third predicted vehicle speed vpmdjk fl lew using at least one cost function JTneW, Jïk fl ï.
    [17]
    The method of claim 16, wherein the respective cost functions Jffnew and JTk fi wW are determined for the second predicted vehicle speed vpredñTnew and a third predicted vehicle speed vpredjl fi new, respectively, by weighing their respective energy reduction and driving time reduction relative to the first predicted predetermined vehicle speed.
    [18]
    The method of claim 17, wherein the cost functions JTHCW and JTkmeW are compared for the second predicted vehicle speed vpfedjnew and for a third predicted vehicle speed vpred flfi new in a fourth comparison, after which the reference value of the vehicle is to be adjusted based on said fourth comparison.
    [19]
    A computer program product, comprising computer program instructions for causing a computer system in a vehicle to perform the steps of the method according to any one of claims 10 to 18, when the computer program instructions are run on said computer system.
    [20]
    The computer program product of claim 19, wherein the computer program instructions are stored on a medium readable by a computer system.
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    同族专利:
    公开号 | 公开日
    SE536269C2|2013-07-23|
    KR101572997B1|2015-11-30|
    EP2794331A1|2014-10-29|
    EP2794331A4|2016-07-13|
    BR112014012321A2|2017-05-30|
    US20140330503A1|2014-11-06|
    KR20140107586A|2014-09-04|
    WO2013095233A1|2013-06-27|
    CN103998276A|2014-08-20|
    RU2014130035A|2016-02-10|
    US9376109B2|2016-06-28|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1151247A|SE536269C2|2011-12-22|2011-12-22|A module and a method for mode selection when determining reference values|US14/364,817| US9376109B2|2011-12-22|2011-12-22|Module and method pertaining to mode choice when determining reference values|
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    PCT/SE2011/051568| WO2013095233A1|2011-12-22|2011-12-22|Module and method pertaining to mode choice when determining reference values|
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