• 专利附录
  • 专利说明
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  • 类似技术
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    • 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; - 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 V|im1 and V|im2, 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 Vmax1 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:SE1151248A1
    申请号:SE1151248
    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:

    2 keep the reference speed vfef, that is, for the vehicle to be able to maintain the desired set speed vset.
    When cruise control is used in hilly terrain, the cruise control system will try to keep the set set speed vset through uphills and downhills. This can sometimes result in the vehicle accelerating over a crest and even into a subsequent downhill. Then the vehicle will then need to be braked so as not to exceed the set set speed vset, or when the vehicle reaches a speed which corresponds to a speed vk fl, for which the constant speed brake is activated, which constitutes a fuel-dissolving way of driving the vehicle. The vehicle may also need to be braked on the downhill slope so as not to exceed the set set speed vset or the constant speed braking speed vkfb as the vehicle has not accelerated over the crest.
    In order to reduce fuel use, especially on hilly roads, economic cruise control, such as Scania's Ecocruise®, has been developed. The cruise control tries to estimate the vehicle's current driving resistance and also has knowledge of the historical gender resistance. The economic cruise control can also be provided with map data including topography information. The vehicle is then positioned on the map using, for example, a GPS and the driving resistance along the road ahead is estimated. In this way, the vehicle's reference speed vmf can be optimized for different road types to save fuel, whereby the reference speed vref can differ from the set speed vset. In this document, cruise control is called which allows the reference speed vref to differ from the set speed selected by the driver 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 of the road sections ahead, ie knowledge of what the road looks like in the future, to determine the appearance of the reference speed vref. LACC is thus an example of a reference speed regulating cruise control where the reference speed vref is allowed to, within a speed range, differ from the set speed v36 selected by the driver, in order to achieve a more fuel-saving run. 10 15 20 25 30 3 The knowledge of the road section in front may, for example, consist of knowledge of prevailing topography, curvature, traffic situation, road work, traffic intensity and road conditions. Furthermore, the knowledge can consist of a speed limit for the upcoming wave section, as well as a traffic sign in connection with the wave. This knowledge can be obtained, for example, by means of positioning information, such as GPS information (Global Positioning System information), map information and / or topography map information, weather reports, information communicated between different vehicles and information communicated via radio. The knowledge can be used in a variety of ways. For example, knowledge of an upcoming speed limit for the scale can be used to achieve fuel-efficient speed reductions in the face of an upcoming lower speed limit. In a corresponding way, knowledge of a weighing sign with information about, for example, an upcoming roundabout or intersection can also be used to slow down in front of the roundabout or intersection in a fuel-efficient manner.
    For example, a LACC cruise control allows the reference speed vmf to be raised in front of a steep uphill slope to a level which is above the level of the set speed vset, since the motor vehicle is expected to lose speed on the steep uphill slope due to high train weight in relation to the vehicle's engine performance. . Similarly, the LACC cruise control allows the reference speed vref to be lowered to a level which is below the set speed vset in front of a steep downhill slope, since the motor vehicle is calculated (predicted) to accelerate on the steep downhill slope due to the high train weight. The idea is that by lowering the entrance speed in the hill, it is possible to reduce the decelerating energy and / or the air resistance losses in the downhill slope (which is shown in the amount of fuel injected before the downhill slope). In this way, the LACC cruise control can reduce fuel consumption while largely maintaining driving time.
    Thus, in contrast to a conventional cruise control, a reference speed-controlling cruise control can actively vary the speed of the vehicle in hilly terrain. For example, the speed in front of a steep downhill slope will be reduced so that the vehicle can utilize more of the energy supplied to the vehicle free of charge on the downhill slope instead of slowing it down. 10 15 20 25 30 4 Furthermore, the speed can be increased in front of a steep uphill slope so as not to let the vehicle lose too much speed and time.
    Summary of the invention A problem with reference speed control cruise control is that it is difficult for the control system to decide how much the cruise control should be allowed to vary the reference speed vref.
    This is because external parameters, such as a traffic situation, a driver temperament and a terrain can also affect which range is appropriate to allow the reference speed vref to vary within a specific situation. In general, a wider speed range provides greater fuel savings, but a wider speed range also results in large speed variations, which can be disruptive to surrounding traffic.
    In the above-mentioned Scania Ecocruise ® function, there is a hard-specified speed interval, which is specified as lying between the truck's speed limit (which is often SEK 89 / h) and a lower speed which is 20 kni / h below the set set speed. However, the lower speed is never less than SEK 60 / h.
    US-2003/0221886 relates to a cruise control where speed intervals are set. The system can look ahead and take into account future downhills and uphills. However, the document does not contain any details on how this is implemented in practice.
    DE-10 2005 045 891 relates to a cruise control system for a vehicle where a range is set within which the speed is allowed to vary. The purpose is, among other things, to take into account the wind conditions to which the vehicle is exposed.
    JP-2007276542 refers to a cruise control where the vehicle's speed is allowed to kringctuate around a predetermined speed to reduce fuel consumption.
    The object of the present invention is to provide an improved module and method for cruise control which takes into account future road sections when adjusting the speed of the vehicle, and in particular to provide a module and a method which simplifies the handling and constitutes a user-friendly aid. for the driver. The present invention relates to a user interface for such a function.
    According to one aspect of the present invention, the object described above is achieved at least in part by utilizing the above-mentioned module, which is characterized by: a horizon unit which is adapted to determine a horizon for the future path by means of map data and position data, the horizon comprising one or more 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 a first prediction of the vehicle speed vpredjc over the horizon according to a conventional cruise control when the set speed v56, is set 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 vpfedfc with at least one of the first lower and upper limit values vliml and vlimg, respectively, where the first lower and upper limit values v1im1 and vlimz are used to define an engine number T to be used in the next subsequent simulation. HRS; - perform a second prediction of the vehicle speed vpredjnew over the horizon when the vehicle's engine torque 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 vpredynew 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 at least one reference value over the horizon which indicates how the speed of the vehicle is to be affected based on at least some of said second comparison and the second predicted vehicle speed vprediTnewi this simulation run sj, where said set speed is within the range which is limited by the other lower and upper limit values vmin and vmax, 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.
    According to one aspect of the present invention, the object described above is achieved at least in part by utilizing the above-mentioned method, which is characterized by: - obtaining a set speed vset for the vehicle; - 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; -in 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 to:-perform a first prediction of the vehicle speed vpredfc over the horizon according to a conventional cruise control when the set speed vset is set out as a reference speed vref, 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 v fi ml and vlimg, where the first lower and upper limit values v1im1 and vlimg are used to define an engine torque T to be used in the next subsequent simulation cycle; - 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 sj_1; -compare in a second comparison the second predicted vehicle speed vp, ed_TncW with at least one of the second lower and upper limit values vmin and vmax, respectively, where the other lower and upper limit values vmin and vmax define a range within which the vehicle speed should be; -determine at least one reference value over the horizon which indicates how the speed of the vehicle is to be affected based on at least one of said second comparison and the second predicted vehicle speed vprcd Kinawi this simulation run sj, where said set speed is within the range which is limited by the other lower and upper limit values vmin and vmax, and utilizing said at least one reference value in a control system of the vehicle, the vehicle being regulated based on said at least one reference value. Through the control according to the invention, the fuel consumption of the vehicle can be minimized, since information about the future road is taken into account. Map data, for example in the form of a database on board the vehicle with altitude information, and a positioning system, for example GPS, provide information about the road topography along the future road, which can be used in determining the at least one reference value. The control system is then fed with the at least one reference value and then regulates the vehicle according to these one or fl your reference values.
    By using a method, which defines the framework for how the size of the reference value, ie which defines the lower and upper limit values vnm, and vmax which delimit the range within which the vehicle speed should be, a predictable and robust method is obtained which can quickly calculate reference values which are used by the one or more control systems in the vehicle.
    According to the present invention, the driver can manually set a set speed vset and the interval, i.e. the other lower and upper limit values vmin and vmax, respectively, around the set speed vset where the cruise control is actively allowed to operate. According to one embodiment, the other lower and upper limit values vmin and vmax may be related to the set speed vset. According to various embodiments, this relationship consists of a percentage of the set speed vset, or of a predetermined speed value, for example a predetermined number of km / h related to the set speed vset. Different predefined interval widths can also be selected for the driver.
    These embodiments make the setting of the cruise control parameters very user-friendly. Here, the driver can decide through one or a couple of very simple entries how the vehicle's speed should be controlled.
    According to an embodiment of the invention, the interval, i.e. the other lower and upper limit values vmin and vmax, are determined automatically. This setting is based on calculations of the appropriate interval width, which can, for example, take into account the length of a time slot of a vehicle in front so that the interval width is smaller for a short time slot and is larger for a longer time slot. 10 15 20 25 30 The automatic setting of the interval allows the driver to direct his fi poor attention to the road ahead instead of making inputs to the cruise control system, which of course increases the safety of driving the vehicle.
    Preferred embodiments of the invention are described in the dependent claims and in the detailed description.
    Brief Description of the accompanying Figures The invention will be described below with reference to the accompanying figures, of which: Figure 1 shows a control module according to an embodiment of the invention.
    Figure 2 shows a fate diagram for the steps that the module is adapted to perform according to an embodiment of the invention.
    Figure 3 shows a fate diagram for the steps that the module is adapted to perform according to an embodiment of the invention.
    Detailed Description of Preferred Embodiments of the Invention Figure 1 shows a module for controlling a vehicle speed according to an aspect of the invention.
    The module comprises an input unit which is adapted to receive a desired speed, i.e. a set speed vset, for the vehicle. The driver can, for example, set a set speed vset that the driver wants the vehicle to maintain. The input unit can also be adapted to receive input values for the second lower limit value vmin and for the second upper limit value vmax. The module also includes a horizon unit that is adapted to determine a horizon H for the future path using map data and position data.
    Horizon H contains road segments with at least one property for each road segment.
    The properties of the road segments 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 will recognize that other types of global or regional positioning systems are also conceivable for providing position data to the vehicle. For example, such positioning systems may use radio receivers to determine the position of the vehicle. The vehicle can also use sensors to scan the surroundings and thus determine its position.
    Figure 1 shows how information about the future route is provided to the module such as map (map data) and GPS (position data). The route is sent in pieces via, for example, CAN bus (Controller Area Network Bus) to the module. The module can be separated from or can be part of the control system or systems which are to use reference values for control. An example of such a steering system is the vehicle's engine steering system. The steering system can also be any of the other suitable steering systems in the vehicle, such as cruise control, gearbox steering system or other steering systems. Usually a horizon is put together for each control system, as the control systems regulate according to different parameters. Alternatively, the unit providing the map and positioning system may also be part of a system which is to use reference values for control. In the module, the sections for the route are then assembled in a horizon unit into a horizon and processed by the processor unit to create an internal horizon which the Control System can regulate according to. The horizon is then constantly built on with new sections for the route, which are obtained from the unit with GPS and map data, in order to obtain the desired length of the horizon. The horizon is thus continuously updated during the vehicle's journey.
    CAN denotes a serial bus system, specially developed for use in vehicles. The CAN data bus provides the opportunity for digital data exchange between sensors, control components, actuators, controllers, etc. and ensures that several controllers can access the signals from a certain sensor, to use these for controlling their connected components. Each of the connections to between the units described in Figure 1 may be one or two of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection.
    The module also comprises a calculation unit which is adapted to during a number of simulation rounds sj with each a number of N simulation steps performed at a predetermined frequency f. During each simulation round sj a first prediction of the vehicle speed vpredjc over the horizon is performed according to a conventional cruise control when it The desired speed vset is plotted as a reference speed vref, the first prediction depending on the characteristics of said road segment. Furthermore, in a first comparison, the first predicted vehicle speed vpredjc is compared with the first lower and upper limit values v1jm1 and vhmg, respectively, where the first lower and upper limit values vljm] and v fi mg are used to define an engine number T which is to be used in the next subsequent simulation cycle sj fl.
    Then a second prediction of the vehicle speed vpredynew is performed over the horizon which is based on a vehicle engine number T which is a value which depends on the result of said first comparison in the immediately preceding simulation round sj_1. Thus, in this simulation round sj, the first comparison in the previous simulation round sj_1 is used when the second prediction of the vehicle speed vpredjTnew is performed in this simulation round sj.
    Then, in a second comparison, the second predicted vehicle speed vpredjTnew is compared with other lower and upper limit values vmjn and vmax, respectively, where the other lower and upper limit values vmjn and vmax, respectively, define a range within which the vehicle speed should be. Then at least one reference value is determined which indicates how the speed of the vehicle is to be affected based on at least one of said second comparison and the second predicted vehicle speed vpredjnewi this simulation run sj. According to the present invention, the other lower and upper limit values vmjn and vmax are determined so that the set speed vset is within the range which is limited by these limit values vmjn and vmax. How the other lower and upper limit values vmjn and vmax are determined according to different embodiments of the invention will be described in more detail below.
    The module is further adapted to provide, for example by transmitting, 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.
    The module and / or computing unit comprises at least one processor and a memory unit, which are adapted to perform all calculations, predictions and comparisons of the method according to the invention. The term processor here includes a processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an application Specific Integrated Circuit (ASIC). The computing unit is connected to a memory unit, which provides the computing unit e.g. the stored program code and / or the stored data calculation unit needs to be able to perform calculations. The calculation unit is also arranged to store partial or final results of calculations in the memory unit.
    The method for controlling the speed according to the present invention and its various embodiments can furthermore be implemented in a computer program, which when executed in a computer, for example the above-mentioned processor, causes the computer to perform the method.
    The computer program usually consists of a computer program product stored on a digital storage medium, the computer program being included in a computer program readable medium of the computer program product. Said computer readable medium consists of a suitable memory, such as for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc .
    Figure 2 shows a fate diagram for which steps are covered by the method for controlling the speed of the vehicle according to an embodiment of the invention. The method comprises, in a first step A), obtaining the vset, which is a desired set speed which the vehicle is to maintain. In a second step B) a horizon for the future road is determined by means of map data and position data containing road segments with at least one property for each road segment, as well as the other lower and upper limit values vmin and vmax, respectively, so that the set speed vset is within the range bounded by the other lower and upper limits vmin and vmax. The other lower and upper limit values vmin and vmax can here be determined based on input by the driver and / or determined automatically based on parameters such as, for example, time slot to the vehicle 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. A simulation run sj comprises a number of N simulation steps performed at a predetermined frequency f, and during a simulation run sj the steps are performed to: 10 perform a first prediction of the vehicle speed vpredjcc over the horizon according to a conventional cruise control when the desired the speed vw is plotted as a reference speed vfef, the first prediction being dependent on the characteristics of said road segment.
    C2) Compare in a first comparison the first predicted vehicle speed vpj fl djc with first lower and upper limit values vljml and vljmz, where the first lower and upper limit values v1jm1 and v fi mg are used to define an engine number T which is to be used in the next subsequent simulation.
    CS) Perform a second prediction of the vehicle's speed vpmd Kinaw 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_ During a simulation round sj the prediction according to C1 and the prediction according to C3) are performed in parallel as illustrated in Figure 2. The result of the comparison of the first comparison the first predicted vehicle speed vpredßc with first lower and upper limit values vljm; and v fi mz in the immediately preceding simulation cycle sj_1 determines which moment T is to be used in the prediction of the second prediction of the vehicle speed vpjedjnew during this simulation cycle sj.
    C4) In a second comparison, compare the second predicted vehicle speed vpjedïn fl w with the other lower and upper limit values vmjn and vmax determined in step B), where the other lower and upper limit values vmjn and vmax define a range within which the vehicle speed should be and where this range includes the set rate Vsa.
    C5) Determine at least one reference value which indicates how the speed of the vehicle is to be affected based on at least one of said second comparison and the second predicted vehicle speed vpredjnewi this simulation cycle sj.
    This simulation cycle sj thus comprises steps C1-C5. The time required for a simulation cycle sj depends on the frequency f. If the five steps C1-C5 are performed with a frequency of 5 Hz, this simulation cycle sj 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 used to control the speed of the vehicle according to said at least one reference value .
    The method according to the present invention obtains a constant and predetermined processor load when determining this at least one reference value, for which the driver can easily set how these reference values are determined by simple entries in the system.
    The set speed vset is thus the driver's input signal related to a desired cruise control speed and the at least one reference value is the value by which the vehicle is regulated.
    Preferably, the at least one reference value is something out of a reference speed vmf, a reference torque Tmf or a reference speed oamf.
    The reference speed vmf is set to the motor controller's speed controller. For traditional cruise control, the reference speed vref is equal to the set speed vset as mentioned above, vref = vset. The speed controller then controls the vehicle speed based on the reference speed vref by requesting the required engine torque from the engine torque regulator. According to the embodiment where the at least one reference value constitutes a reference torque Tref, the reference torque Tmf can be sent directly to the motor torque regulator. For the embodiment where the at least one reference value constitutes a reference speed oamf, the reference speed oamf can be sent directly to the engine speed controller.
    By utilizing information about a vehicle's future road, the vehicle's reference speed vmf to the speed controller in the vehicle can be regulated in advance to save fuel, increase safety and increase comfort. Other reference values for other control systems can also be regulated, as will be appreciated by a person skilled in the art. The topography greatly affects the control of the driveline in particular for heavy vehicles, as it requires a much greater torque to drive up a hill than to drive downhill, and because it is not possible to drive up steep slopes without changing gears. 10 15 20 25 30 14 According to the present invention, reference values can be determined in a computationally efficient manner. The module which is arranged to carry out the method according to the invention may furthermore be part of a control system whose reference value it wishes to regulate, but may also be a module independent of the control system.
    The future route is exemplified in this document as a single route for the vehicle, but a person skilled in the art realizes that various possible future routes can be included as information via map and GPS, or another positioning system. The driver can also, for example, register the start destination and end destination for the planned journey, after which the unit with the help of map data etc. calculates a suitable route to drive.
    According to an embodiment of the present invention, the second predicted vehicle speed vpredynew should be within the range which is delimited by the second lower and upper limit values vmin and vmx, respectively. Thus, here, the at least one reference value, which may be a reference rate vmf, will have a value that is within this range, that is, the reference rate vmf is within a range limited by the other lower and upper limit values vmin and vmax, vmin S vfef S vmax.
    The interval also includes the set speed vset, since the interval is wrapped around the set speed vset; Vmin S vger S Vmx. The reference value to be used later by the control system in the vehicle can thus be allowed to vary within this range, when the control module predicts an internal horizon for the vehicle's speed.
    According to another embodiment of the present invention, the second predicted vehicle speed vpredynew may be allowed to be at least partially outside the range delimited by the other lower and upper limit values vmin and vmax.
    For example, the predicted vehicle speed vpmdjnew may, in certain situations, such as on a steep uphill slope in which the vehicle will lose speed, reduce the deceleration as much as possible to satisfy that the second predicted vehicle speed vpredjnew is less than or equal to the second upper limit. vmax and that vpredjnew is less than or equal to an additional lower limit vming. The speed is then increased here before the uphill slope so that the vehicle loses less speed on the hill. In other words, the control strives to keep the vehicle speed within the range delimited by the other lower and upper limit values vmin and vmax, but the initial speed into the uphill can be adjusted according to the invention, which gives a more constant vehicle speed than a conventional cruise control provides, for example, on hilly roads where the vehicle risks decelerating and / or accelerating due to its train weight.
    It is advantageous to be able to allow a driver to change speed intervals because different drivers have different acceptance of how large the speed range should be. Also, for example, a type of road, ie for example the number of lanes on the road, the size of the road, the occurrence of narrow curves, the occurrence of steep slopes, also affect the driver's acceptance of the speed range.
    In addition, the driver's mood may also affect the driver's acceptance of the size of the speed range, for example, stress may adversely affect the willingness to slow down on an approaching downhill slope, as this may be perceived as lost driving time. Even, for example, large train weight of the vehicle can make the driver want a large speed range to increase the system's saving potential.
    According to the present invention, the driver can manually set a set speed vset and the interval, i.e. the other lower and upper limit values vmin and vmax, via the input unit, around the set speed where the cruise control is actively allowed to operate. Preferably, the limits of the interval are set with one or fl your buttons in the steering wheel or on the panel. Different predefined interval widths can also be selected for the driver. If a button is used for input, different levels with different interval widths can be stepped through with repeated button presses. The different interval widths are preferably presented on a display. If instead the input unit comprises fl your buttons, one of the buttons can be used to set the second lower limit value vmn and a second button can be used to set the second upper limit value vmax. These buttons are arranged on the input unit preferably in connection with a button or the like which is used in the input of the set speed vset. One skilled in the art will appreciate that substantially any suitable input device may be used for these inputs, such as buttons, levers, knobs, touch screens, menu selection devices, or the like.
    According to an embodiment of the invention, the other lower and upper limit values vmin and vmax may be related to the set speed vger.
    According to a non-limiting example of utilization of levels related to the set speed vset, the driver sets a set speed vset to 80 km / h and indicates a level where the levels e.g. are defined as lower and upper conditions in the form of km / h to the set speed: Upper ratio.
    Level Lower ratio wmh, wmx 1 -5 krn / h +2 km / h vSet-S = 75 krn / h vset + 2 = 82 km / h 2 -7 km / h +4 km / h vSet-7 = 73 krn / h vset + 4 = 84 km / h 3 -10 km / h +6 krn / h vSet-IO = 70 krn / h wet + 6 = 86kn1 / h If the driver in this example chooses your level 1, this means that the reference speed vref may vary between 75 km / h and 82 km / h.
    Thus, according to one embodiment, there is a predetermined number of different levels for the interval delimited between the other lower and upper limit values vmin and vmax, where the different levels have different interval widths related to the set speed vset. Here, the relationships between the set speed vset and the second lower and upper limit values vmn and vmax, respectively, constitute a first and a second predetermined number of km / h below and above the set speed Vset, respectively. According to another embodiment, the relationships between the set speed and the upper limit values vmin and vmax, respectively, are a first and second predetermined number of percent below and above the set speed, respectively. According to this embodiment, the other lower and upper limit values vmin and vmax, respectively, may differ by 2-20%, and preferably 4-15%, from the value of the set speed vset.
    According to a non-limiting example of utilization of levels related to the set speed vset, the driver sets a set speed vset to 80 km / h and indicates a level where the levels e.g. are the fi nied as lower and upper ratios in the form of percent to the set speed vset: Level Lower ratio Upper ratio vmh, vmax 1 -15% +0% Vset- 1 2 km / h VSeti-Û km / h 2 -10 % +2% VSet-8 kII1 / h Vsefl-lß kIn / h 3 -5% +5% VSet-4 krn / h Vset + 4 krn / h If the driver in this example selects your level 1, this means that the reference speed vref may vary between 68 km / h and 80 krn / h.
    These embodiments in which different specified levels for interval widths make the setting of the speed control parameters very user-friendly. Here, the driver can decide through one or a couple of very simple entries how the vehicle's speed should be controlled.
    According to an embodiment of the present invention, the other lower and upper limit values vmin and vmax, respectively, can be set independently of each other.
    According to an embodiment of the invention, the interval, i.e. the other lower and upper limit values vmin and vmax, are determined automatically. This setting is based on calculations of the appropriate range width. If, for example, the vehicle also has an adaptive cruise control (Autonomous Intelligent Cruise Control; AICC) that provides the option to set a time slot for the vehicle in front, you can also connect this time slot to the above level selection. In this case, a shorter time slot is connected to a level with a small speed range (small interval width) and a longer time slot to levels that allow larger speed variations (large interval width). 10 15 20 25 30 18 The automatic setting of the interval allows the driver to direct his full attention to the road ahead instead of making inputs to the cruise control system, which of course increases the safety of driving the vehicle.
    Through the methods described above for determining the interval width, the interval that best suits the driver, the traffic situation and the terrain can always be obtained when determining the reference values. If you switch on AICC and interval selection by means of levels, both of these can preferably be set with the same button. The driver can also influence the system himself, which increases the driver's acceptance of its function and which increases the willingness to use the system as an aid in driving the vehicle.
    In addition, a so-called retarder cruise control (constant speed brake) in the vehicle is affected by the controls according to the present invention because the limit value vk fl, because when the constant speed brake is always activated a value which is higher than the range determined according to this invention, i.e. the range delimited by the other lower respectively the upper limit values vmin and vmax.
    Figure 3 shows a fate diagram which illustrates in more detail schematically how the other lower and above limit values vmin and vmax, and the interval they define, are used in determining the at least one reference value. Here is how the first predicted velocity vpredjc in a first step S1 is predicted. After the first predicted velocity vpredjc has been clearly predicted during N step, the first predicted velocity vpfedjc is compared with at least one of the first lower and upper limit values vliml and vlimg, as illustrated in a second step S2. If the first predicted velocity vpredjc is less than the first lower limit value vliml, an uphill slope has been identified. If the first predicted velocity vpredjc instead exceeds the first upper limit value vhmg, a downhill slope has been identified.
    If an uphill slope is identified, i.e. if the first predicted speed vpredjc is less than the first lower limit value v1im1, the vehicle's engine number T is set when predicting the second predicted speed vpredjnew to a torque that accelerates the vehicle (for example a max torque) in the subsequent 10 15 20 25 30 19 simulation round sj fl. This is illustrated in step S21 in Figure 3. However, this assumes that the first predicted velocity vpredicc has been below the first lower limit value vliml before the first predicted velocity vpfedjc possibly exceeds the first upper limit value vlimg.
    If, instead, a downhill slope is identified, that is, if the first predicted velocity vpredicc is greater than the first upper limit value vlinlz, the vehicle's engine number T is set in that prediction of the second predicted velocity vpredjnew to a moment that decelerates the vehicle (e.g. a min-moment ) in the subsequent simulation round sj fl. This is illustrated in step S31 in Figure 3. However, this assumes that the first predicted velocity vpredjc has become greater than the first upper limit value vnmg before the first predicted velocity vpredjc may be less than the first lower limit value vfiml. According to one embodiment, the calculation unit as explained above with reference to Figure 1 is adapted to perform these described calculations and comparisons.
    If a hill has been identified by the above-described analysis of the first predicted speed vpredjc, according to a preferred embodiment of the invention described above, rules are used to determine which one or more reference values the vehicle is to be regulated according to. Thus, according to this embodiment, the calculation unit is adapted to use rules to determine the at least one reference value.
    According to one embodiment of the invention, the second predicted vehicle speed vpredynew is compared with 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. These comparisons are performed in steps S22 and S32 in Figure 3.
    According to one embodiment of the invention, such a rule states that if the second predicted vehicle speed vpfedjnew is within the range defined by the other lower and upper limit values vmin and vmax, i.e. about vmin S vpfedjnew S vmax, the method proceeds to steps S23 and S33, respectively. , where the equipped reference value of the vehicle is determined to be a value representing the second predicted speed vpredjnew. In this way, it can be ensured that the vehicle speed will not exceed or fall below the speed limits defined by the other lower and upper limit values vmin and vmax.
    If the second predicted vehicle speed vpredßlew is predicted by an accelerating moment in step S21, then this second predicted vehicle speed vpredjnew is compared with the second upper limit value vmaxi one step S22. If the second predicted velocity vpredjnew is less than or equal to the second upper limit value vmax, then according to one embodiment of the invention the second predicted velocity vpredjnew is to be plotted as the reference value in step S23. The second predicted velocity vpreCLTneW is then preferably set as the reference value at the time P1 when the first predicted velocity vpredjc signs the first lower limit value v1im1 provided that the second predicted vehicle velocity vpredjnew has been predicted not to exceed the second upper limit value vma.
    Correspondingly, the second predicted vehicle speed vpredjnew is compared with the second lower limit value vmini a step S32 if the second predicted vehicle speed has been predicted based on a decelerating moment. If the second predicted vehicle speed vpredynew is greater than or equal to the second lower limit value vmin, then according to one embodiment of the invention, the second predicted vehicle speed vpred Kinaw shall be plotted as the reference value in step S33. The second predicted vehicle speed vprcdßlew is thus preferably set at the time when the first predicted speed vpredicc exceeds the second upper limit value vmax provided that the second predicted speed vpredynew is predicted not to fall below the second lower limit value vmin.
    In step S33, according to one embodiment, the reference speed vmf is determined to be a value representing the second predicted vehicle speed vpredjnew if the second predicted vehicle speed vpfedjnew based on a deceleration exceeds the second lower limit value vmin and also exceeds an additional upper limit value equal to or equal to the second lower limit value vmin or the additional upper limit value vmaxg, where the terli are upper limit value vmaxg is related to a set-speed vsct. According to another embodiment, the further upper limit value vmaxg sets the velocity vsel plus a constant cl, vmaxf vsel + cl_ According to another embodiment, the further upper limit value corresponds to vmax; a factor cl multiplied by the set speed vsel, vmaxf vsel * cl.
    For example, this factor c1 may have the value 1.02, which means that the additional upper limit value vmaxg is 2% higher than the set speed vsel.
    In step S23, according to one embodiment, the reference speed vlef is determined to a value corresponding to the second predicted vehicle speed vplecljllew based on an acceleration if the second predicted vehicle speed vpledjllew based on an acceleration falls below the second upper limit value vlllax and also falls below an additional lower limit equal to any of the second upper limit value vmax or the further lower limit value vmlllg, where the further lower limit value vmlllz is related to a set rate. According to one embodiment, the additional lower limit value vmlng set speed corresponds to vsel minus a constant cg, vmlllg = vsel - cg. According to another embodiment, the further lower limit value vmlllg corresponds to a factor c; multiplied by the set speed vsel, vllllllf vsel * cg. For example, this factor c; have the value 0.98, which means that the additional upper limit value vmlllg is 2% lower than the set speed vsel.
    According to an embodiment of the invention, the simulations which are performed according to the method of the invention are evaluated by utilizing cost functions. Here, the cost of at least one of the second predicted vehicle speed vplelljllew and a third predicted vehicle speed vplcltllmlcw is calculated. In other words, the costs for these two different simulated driving modes are calculated here. This evaluation uses at least one cost function JTlleW, Jrk fi lew, which are based on calculations of at least one of a speed profile, an energy consumption E, and a driving time t.
    The respective cost functions Jlllew and Jllmlcw can here be determined here for the second predicted vehicle speed vpledjllew and a third predicted vehicle speed vpledjk fi lew, respectively, by weighing their respective energy reduction and driving time reduction in relation to the first predicted vehicle speed vplelljT with the said weighting function. then compared for the second predicted vehicle speed vpredynew and for a third predicted vehicle speed vpredyk fi lew in a fourth comparison, after which the reference value of the vehicle is to be regulated according to is determined based on said fourth comparison.
    The present invention is not limited to the embodiments described above.
    Various alternatives, modifications and equivalents can be used. Therefore, the above-mentioned embodiments do not limit the scope of the invention, which is defined by the appended claims.
    权利要求:
    Claims (18)
    [1]
    A module for determining an at least one reference value for a vehicle control system, comprising an input unit adapted to receive a set speed vset for the vehicle, characterized by a horizon unit which is adapted to determine a horizon for the future road by means of map data and position data, where the horizon comprises one or fl your road segments with at least one property for each road segment; a calculation unit which is adapted to during each of a number of simulation rounds each have a number of N simulation steps, which are performed at a predetermined frequency f perform the steps to: - perform an initial prediction of the vehicle speed vpredfc over the horizon according to a conventional cruise control then the set speed vset is plotted as a reference speed vref, 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 v1 ml and vlimg, respectively, where the first lower and upper limit values v1im1 and vlimg are used to define an engine number T to be used in the subsequent 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 sj_1; -compare in a second comparison the second predicted vehicle speed vp, ed_TncW with at least one of the second lower and upper limit values vmin 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 at least one reference value over the horizon indicating how the speed of the vehicle is to be affected based on at least some of said second comparison and the second predicted vehicle speed vprcd Kinawi this simulation run sj, wherein said set speed vset is within said range which is limited by the upper limit values vmin and vmax, 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. 10 15 20 25 30 24
    [2]
    Module according to claim 1, wherein the second lower and upper limit values vmin and vmax for said interval are set manually by the driver via said input unit.
    [3]
    A module according to any one of claims 1-2, wherein there is a predetermined number of different interval widths defined for said interval.
    [4]
    A module according to claim 3, wherein the second lower and upper limit values vmin and vmax for each interval width, respectively, consist of a first and a second predetermined number of krn / h during the respective set speed vset, respectively.
    [5]
    Module according to claim 3, wherein the second lower and upper limit values vmin and vmax for each interval width, respectively, consist of a first and a second predetermined number of percent, respectively, below the respective set speed vset.
    [6]
    The module of claim 1, wherein the second lower and upper limit values vmin and vmax are set automatically based on calculations of the appropriate interval width.
    [7]
    A module according to claim 6, wherein the interval width for said interval is automatically adapted based on a time slot to a vehicle in front so that the interval width is smaller for a short time slot and is larger for a longer time slot.
    [8]
    A module according to any one of claims 1-7, wherein it is compared in said second comparison if the second predicted vehicle speed vpredjnew meets at least one of the criteria in the group of: - the predicted vehicle speed vpredynew is less than or equal to said second upper limit value vmax, vpredjnew 5 vmax; and the predicted vehicle speed vpredjnew is greater than or equal to said second lower limit value vmin, vpredjnew 2 vmin. 10 15 20 25 30 25
    [9]
    Method for determining at least one reference value for a vehicle control system, characterized by - obtaining a set speed vset for the vehicle; - determining a horizon for the future road with the aid of map data and position data, the horizon comprising one or eg your road segments with at least one property for each road segment; -in 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 to:-perform 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 vpredjc 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 - perform a second prediction of the vehicle speed vpmLTneW 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; - comparing in a second comparison the second predicted vehicle speed vpmd Kinaw 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; -determine at least one reference value over the horizon which indicates how the speed of the vehicle is to be affected based on at least some of said second comparison and the second predicted vehicle speed vpredjnewi this simulation run sj, where said set speed vset is within said range which is limited by the other lower and upper the limit values vmin and vmax, 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.
    [10]
    A method according to claim 9, wherein the second lower and upper respective limit values vmin and vmax for said interval are set manually by the driver via said input unit.
    [11]
    A method according to any one of claims 9-10, wherein there is a predetermined number of different interval widths defined for said interval.
    [12]
    A method according to claim 11, wherein the second lower and upper limit values vmin and vmax for each interval width, respectively, consist of a first and a second predetermined number of km / h, respectively, during the respective overset speed vset.
    [13]
    A method according to claim 11, wherein the second lower and upper limit values vmin and vmax for each interval width, respectively, consist of a first and a second predetermined number of percent below the respective set speed vset, respectively.
    [14]
    The method of claim 9, wherein the second lower and upper limit values vmin and vmax are set automatically based on calculations of the appropriate interval width.
    [15]
    The method of claim 14, wherein the interval width of said interval is automatically adjusted based on a time slot of a vehicle in front so that the interval width is smaller for a short time slot and is larger for a longer time slot.
    [16]
    A method according to any one of claims 9-15, wherein it is compared in said second comparison if the second predicted vehicle speed vpmdynew meets at least one of the criteria in the group of: the predicted vehicle speed VPMLTHEW is less than or equal to said second upper limit value vmax, Vpfedfrnew S vmax; and the predicted vehicle speed vmdjnew is greater than or equal to said second lower limit value vmin, vpmdjnew 2 vmin. 27
    [17]
    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 of claims 9-16, when the computer program instructions are run on said computer system.
    [18]
    The computer program product of claim 17, wherein the computer program instructions are stored on a computer system readable medium.
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    同族专利:
    公开号 | 公开日
    KR20140105857A|2014-09-02|
    BR112014011857A2|2017-05-02|
    US20140343819A1|2014-11-20|
    US9180883B2|2015-11-10|
    KR101601890B1|2016-03-21|
    WO2013095234A1|2013-06-27|
    RU2014130034A|2016-02-10|
    SE536267C2|2013-07-23|
    CN104010862A|2014-08-27|
    EP2794327A4|2016-07-13|
    EP2794327A1|2014-10-29|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1151248A|SE536267C2|2011-12-22|2011-12-22|Method and module for determining at least one reference value for a control system in a vehicle|US14/364,796| US9180883B2|2011-12-22|2011-12-22|Method and module for determining of at least one reference value for a vehicle control system|
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    BR112014011857A| BR112014011857A2|2011-12-22|2011-12-22|method and module for determining at least one reference value for a vehicle control system|
    EP11877758.0A| EP2794327A4|2011-12-22|2011-12-22|Method and module for determining of at least one reference value for a vehicle control system|
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