• 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:
    A method and a system for choosing a transmission mode in a vehicle over the course of a road section are presented, wherein a lowest permitted speed vmin, which an actual speed for said vehicle should exceed, is defined for said road section. According to the invention: - a simulation of at least one future speed profile vsim for an actual speed for said vehicle over the course of said road section, in which said simulation is conducted when said road section lies ahead of said vehicle and in which said simulation of each of said at least one future speed profiles Vsim is based on a road slope and on a transmission mode for said vehicle; - an evaluation of an applicability for a transmission mode, wherein said transmission mode for the respective said at least one future speed profile vsim is deemed applicable if the respective said at least one future speed profile vsim is greater than said lowest permitted speed vmin throughout a first time period T12, which extends from a first moment T1 (when said at least one simulation is conducted, to a second, later moment T2; and - a utilization of said evaluation in the choice of a transmission mode in the vehicle are carried out.
    公开号:SE1200388A1
    申请号:SE1200388
    申请日:2012-06-27
    公开日:2013-12-28
    发明作者:Oskar Johansson；Mikael Oegren；Fredrik Roos
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    The gearbox 103 is schematically illustrated here as a unit. However, the gearbox 103 can physically also consist of several cooperating gearboxes, for example of a range gearbox, a main gearbox and a split gearbox, which are arranged along the driveline of the vehicle. The gearbox may include a suitable number of gear positions. In today's gearboxes for heavy vehicles, twelve gears for forward operation, two reverse gears and a neutral gear position are common. If the gearbox 103 physically consists of several sub-gearboxes as above, these twelve forward gears are divided into two gears in the range gearbox, three gears in the main gearbox and two gears in the split gearbox, which together constitute twelve gear positions (2 * 3 * 2 = 12). The vehicle 100 further comprises drive shafts 104, 105, which are connected to the drive wheels 110, 111 of the vehicle, and which are driven by a shaft 107 emanating from the gearbox 103 via a shaft gear 108, such as e.g. a usual differential.
    The vehicle 100 further comprises various different braking systems such as a conventional service braking system, which e.g. may comprise brake discs with associated brake pads (not shown) arranged next to each wheel. The engine 101 can be controlled based on instructions from a cruise control, to maintain a constant actual vehicle speed and / or to vary the actual vehicle speed so that a fuel consumption optimized within reasonable speed limits is obtained. The engine 101 can also be controlled by a driver of the vehicle.
    Brief description of the invention In, for example, downhill slopes or in situations where the vehicle is to reduce its actual speed, historical fuel savings have been made by a reduced demand for positive engine torque or by means of towing. The reduced demand for positive engine torque means that the driving force emitted by the internal combustion engine via the drive wheels is reduced, for example by reduced fuel injection in the engine 101, which reduces fuel consumption.
    Towing means driving the vehicle with a closed driveline, i.e. with the internal combustion engine 101 connected to the vehicle's driving wheels 110, 111, at the same time as the fuel supply to the internal combustion engine 101 is switched off. An advantage of this type of measure is that since the fuel supply to the internal combustion engine is switched off, the consumption of the internal combustion engine is also equal to zero. However, the measure also means that the internal combustion engine 101 will be driven by the vehicle's drive wheel via the driveline, so-called "towing" is thus achieved, whereby the internal losses of the internal combustion engine give rise to a braking effect, i.e. the vehicle is braked.
    Reducing the required engine torque and towing does reduce fuel consumption, but this reduction is not always optimized partly because the reduced engine torque nevertheless usually consumes more fuel than necessary and partly because the towing also adds a non-fuel-efficient engine braking of the vehicle.
    It is an object of the present invention to further reduce the fuel consumption of the vehicle.
    This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The object is also achieved by the system according to the characterizing part of claim 35.
    The purpose is also achieved through the above-mentioned computer program and computer program product.
    By utilizing the present invention, the object is achieved, i.e. to reduce fuel consumption, by achieving as low-speed, and thus as fuel-efficient, gear selection as possible. When the invention is utilized, freewheeling can be considered as part of the gear selection in the vehicle. In this way a further degree of freedom is obtained in order to bring about a reduction of the speed, which according to the invention is used.
    By utilizing the present invention, a very precise and well-substantiated choice of transmission mode is obtained for use during a road section in front of the vehicle, where transmission mode includes freewheeling and gear positions in the gearbox. The purpose of this choice of transmission mode is to reduce the engine speed as far as possible and thus save fuel. One or more simulations of future speed profiles used for an actual speed of the vehicle are performed, which means that the system has very good control over how the vehicle will behave during the road section in front of the vehicle. Thereby, choices regarding freewheeling and / or gear position can be made that will intuitively feel right for a driver of the vehicle. The degree of utilization of the function will thereby increase further, whereby fuel-saving freewheels and / or gearboxes will lower the total fuel consumption.
    The present invention can be implemented with a low addition to the complexity of the vehicle because the invention can utilize data that is already available in other systems in the vehicle, such as information on road inclination that cruise control in the vehicle has access to.
    According to an embodiment of the present invention, the transmission in the vehicle is controlled so that a reduction of the engine speed is effected at a time when this is appropriate.
    The suitability of a transmission mode mainly consists of how long the system considers that it is possible to use the transmission mode without losing too much speed.
    In the case of freewheeling, the suitability is also based on an assessment of whether the vehicle will need to be braked or not during the road section.
    According to an embodiment of the present invention, a lower transmission mode is selected if a downshift or interruption of freewheeling is considered necessary. The highest applicable transmission mode selected according to the invention can thus constitute a transmission mode which is lower than a transmission mode used when the simulation is made.
    The present invention can be used both for pedaling, that is to say that the driver himself regulates the torque request from the engine, and for cruise control. The term pedal driving here and in this document includes the use of essentially all types of controls adapted for regulating the torque request, such as, for example, an accelerator pedal or a hand throttle device.
    BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in which: Figure 1 schematically shows parts of an exemplary vehicle, Figure 2 schematically shows a driving situation, Figure 3 shows a diagram of engine friction function of motor speed, Figure 4 shows an example of a simulation according to the invention, Figure 5 shows a flow chart for the method according to the invention, Figure 6 shows an example of a simulation according to the invention, Figure 7 shows an example of a simulation according to the invention Figure 8 shows an example of a simulation according to the invention, Figure 9 shows an example of a simulation according to the invention, and Figure 10 shows a control unit according to the invention.
    Description of Preferred Embodiments Figure 2 schematically shows an example of a driving situation, a downhill slope, when the present invention can be applied.
    The invention can also be applied in other driving situations, for example in a speed reduction, which can take place on a level road.
    However, here the driving situation in Figure 2 will be used for pedagogical reasons to describe principles used by the invention.
    For the vehicle in figure 2, an energy connection can be set up for the driving situation: mgh = (l / zmvzz - 1 / zmv.2) + (F (eq. 1) air + F ,, + F + Fgb + eng axæ / nav) ° 5 where: - ngh is the potential energy of the vehicle; - Vhnwzär the kinetic energy of the vehicle up on the crest; ambique is the kinetic energy of the vehicle at the end of the hill; - FÜ is the air resistance of the vehicle; all '- F is the rolling resistance of the vehicle; IT 10 15 20 25 - FQK is the engine friction; - Few are the gearbox friction; - P; MMv is friction in the rear axle, seals and wheel bearings; and - s is the distance traveled between the crest and the end of the hill.
    As can be seen from Equation 1, a number of forces F 'F, air' rr F 'Fa, and F eng I act axle / hub against the movement of the vehicle.
    Figure 3 shows an example of engine friction for a truck engine. Here it appears that the negative moment corresponding to the engine friction P ', which counteracts the vehicle's eng In motion, increases with increased speed for the engine 101 (note that the y-axis has a negative gradation in figure 3). Conversely, reduced engine speed provides reduced power for motor friction FQX, i.e., reduced negative torque, which is utilized by the present invention.
    According to an embodiment of the present invention, upshifting or freewheeling is applied, by selecting the highest applicable transmission mode, if this provides a fuel saving substantially without adversely affecting the driving of the vehicle. Even in situations where a downshift or an interruption of freewheeling is considered necessary, according to one embodiment the transmission mode to be used after this downshift or this interruption can be selected by selecting the highest applicable transmission mode. An applicable / applicable transmission mode is in this document a transmission mode that is possible to use, while the selected highest applicable transmission mode constitutes a recommended transmission mode.
    In this document, an upshift means that a higher possible gear position in the gearbox 103 is selected, where this higher gear position is 10 physically, i.e. constitutes one of the gearboxes arranged gears. This higher gear position also means that the motor 101 operates at a lower motor speed.
    Freewheeling in this document means that the vehicle's engine 101 is disengaged from the vehicle's drive wheels 110, 111, i.e. that the driveline is opened. This disengagement of the drive wheels 110, 111 from the motor 101, also called opening of the drive line, can be effected, for example, by placing the gearbox 103 in a neutral position, or by opening the clutch 106. In other words, substantially no force is transmitted from the motor 101 to the drive wheels 110 , 110 at the freewheel. Disengagement of the engine 101 from the drive wheels 110, 111 of the vehicle 100 when the vehicle 100 is in motion is thus referred to in this document as freewheeling, and can also be seen as a maximum fictitious / imaginary gear position for the driveline. Thus, an opening of the clutch and / or the neutral position of the gearbox can be seen as the highest fictitious / imaginary gear position of the driveline.
    If a freewheel by opening the clutch and / or by inserting a neutral gear position is considered applicable, then the driveline has a number of physical gear positions, for example twelve gear positions, implemented in the gearbox 103, and at least one additional fictitious gear position, which is higher than the physical gear positions in the gearbox and comprises opening the clutch and / or inserting a neutral gear position in the gearbox 103.
    An upshift according to the present invention reduces the forces acting on the movement of the vehicle as the force of the engine friction Fàg decreases with decreasing engine speed, as also shown in Figure 3. Thus, an upshift can reduce fuel consumption by reducing the resistance to the vehicle. Freewheeling according to the present invention causes the forces acting against the movement of the vehicle to decrease considerably since the force of the motor friction P 'then decreases to a value fw substantially equal to zero (0). Therefore, freewheeling can significantly reduce fuel consumption through this reduction in resistance to the vehicle. In some cases of freewheeling, however, idle fuel must be supplied to the engine so that it does not stop, while the engine may be allowed to stop in other cases.
    This means that from a fuel point of view it is often more advantageous to drive the vehicle with an open driveline, i.e. during freewheeling, than with towing, i.e. when the driveline is closed at the same time as the fuel supply to the engine 101 is switched off. The reason for this is that the limited amount of fuel required to keep the internal combustion engine running in the event of a decoupled internal combustion engine is offset by the fact that the vehicle can continue with the decoupled internal combustion engine for a longer distance, for example after a shut-off has been passed. This is partly due to the fact that the vehicle will achieve a higher speed in, for example, the shut-off when driving with a disengaged internal combustion engine compared with driving the vehicle with a closed driveline without fuel supply.
    In addition, in freewheeling, the force that counteracts the vehicle's performance will be lower when the vehicle's internal combustion engine is disengaged from the drive shaft, as there is no engine braking force that counteracts the vehicle's progress. This means that the vehicle will decelerate more slowly, for example when the vehicle reaches the end of a downhill slope, which in turn means that freewheeling can often be used for a relatively long distance after, for example, an end of a downhill slope. This results in a significant reduction in fuel consumption. According to an embodiment of the present invention, it is determined when, i.e. at what time, an upshift or a freewheel is possible and what effect this upshift or freewheel would have on the actual speed profile of the vehicle for a road section.
    To be able to determine this, one or more future speed profiles are simulated vgm for the actual speed of the vehicle for a road section in front of the vehicle. Thus, the simulation is performed so that it is based on the vehicle's current position and situation and looks ahead over the road section, whereby the simulation is made based on a road slope for the road section and a transmission mode for the vehicle.
    For example, the simulation can be performed in the vehicle with a predetermined frequency, such as for example with the frequency 1 Hz, which means that a new simulation result is ready every second. The road section for which the simulation is performed comprises a predetermined distance in front of the vehicle, where this can be, for example, 1 km long. The road section can also be seen as a horizon in front of the vehicle, for which the simulation is to be performed.
    In addition to the above-mentioned parameters road inclination and transmission mode, the simulation can also be based on one or more of a driving mode, a current actual vehicle speed, at least one engine characteristic, such as maximum and / or minimum engine torque, a vehicle weight, an air resistance, a rolling resistance, a gearbox transmission and / or the driveline, a wheel radius.
    The slope of the road on which the simulations are based can be obtained in a number of different ways. Road inclination can be determined based on map data, for example from digital maps including topographic information, in combination with positioning information, such as GPS information (Global Positioning System). With the aid of the positioning information, the position of the vehicle in relation to the map data can be determined so that the road slope can be extracted from the map data.
    In several current cruise control systems, map data and positioning information are used for cruise control. Such systems can then provide map data and positioning information to the system of the present invention, thereby minimizing the complexity addition for determining the slope.
    The road slope on which the simulations are based can be obtained by estimating the road slope that the vehicle experiences at the time of simulation. There are several ways to estimate this road slope, for example based on an engine torque in the vehicle, on an acceleration for the vehicle, on an accelerometer, on GPS information, on radar information, on camera information, on information from another vehicle, on in the vehicle previously stored positioning information and road slope information, or on information obtained from traffic systems related to said road sections. In systems where information exchange between vehicles is utilized, road inclination estimated by one vehicle can also be provided to other vehicles, either directly, or via an intermediate unit such as a database or the like.
    The simulations are performed based on an assumption of a transmission mode. As will be described in more detail below, a transmission mode may include, for example, a freewheel or a gear position for the gearbox 103 in the vehicle, where the freewheel may be provided, for example, by opening the clutch 106 or by inserting a neutral gear.
    Thus, a future speed profile vmm is simulated for the actual speed of the vehicle, for example for a specific gear 10 in the gearbox, for an open clutch, or for a neutral gear in the gearbox. Several simulations can be performed in parallel or sequentially so that simulations for all relevant transmission modes are performed before the simulations are evaluated and a decision is made as to which transmission mode to use.
    For each gear in the gearbox 103, there are parameters related to this gear, such as gear ratio, efficiency and maximum permissible torque. One or more parameters can be input data to simulate the future speed profile friend of this gear.
    Thus, for example, at a time when one or more future speed profiles can be simulated for one or more gears in the gearbox, for an open clutch, and / or for a neutral gear in the gearbox. These one or more future speed profiles væm will then be evaluated when deciding which transmission mode to use, which will be described in more detail below.
    According to the present invention, the one or more future speed profiles are compared with a minimum permitted speed vmm, which an actual speed of the vehicle in a transmission mode should not fall below during the road section. The minimum permitted speed v fl m is thus different for different transmission modes. The comparison is schematically illustrated in Figure 4. If a simulated future velocity profile v fi m related to a certain transmission mode is greater than the minimum permitted speed vm fl during the entire first time period TH, this transmission mode is deemed to be applicable. The fact that a transmission mode is applicable in this document means that the transmission mode is considered possible to use and that this transmission mode must be included in the transmission modes from which the transmission mode to be used will then be selected. The first time period Tu extends from a first time T1, which for the algorithm often constitutes a current time and at which at least one simulation is performed, to a second later time T2. The first time period Tu may be different for different gears / transmission modes, and may be dynamic and dependent on the vehicle specification.
    The second time T2 is selected so that the first time period Tu corresponds to a minimum / shortest permissible time period a gear should be used to avoid inconsistent switching.
    Inconsistent shifting here involves switching between different gears / transmission modes with relatively high frequency. Thus, the first time period Tu has a length which ensures that the driver is not exposed to unnecessarily frequent and annoying shifting. This increases the willingness of drivers to use the system according to the invention, since it only considers gears to be applicable if they are suitable during the entire first time period Tu, i.e. they can only be assessed as applicable if they can be used during the entire first time period TH. , which avoids jerky shifts.
    The non-limiting example of Figure 4 shows an illustration of a simulated future velocity profile vm which is greater than the minimum allowable velocity vmn throughout the first time period Tu, so the transmission mode on which this simulated future velocity profile friend is based will be judged to be applicable. If, for example, this simulated future speed profile vgm here is based on the transmission mode so that a twelfth gear in the gearbox 103 is used, then the twelfth gear will be judged to be applicable if the simulated future speed profile v fi m has this appearance. Correspondingly, a simulated future speed profile vg fi based on the transmission mode 10 15 20 25 30 14 for opening the clutch with this appearance would make freewheeling through an open clutch judged to be applicable, and a simulated future speed profile vm based on the transmission mode for neutral gear with this appearance would make freewheeling with neutral gear deemed applicable.
    Figure 5 shows a flow chart of the method of the present invention. In a first step 501 of the method, one or more simulations of future velocity profiles of the road section in front of the vehicle 100 are performed, wherein the simulation of each of the at least one future velocity profiles of the vehicle is based on a road slope and on a transmission mode of the vehicle. Thus, as described above, here one or more simulations for gears in the gearbox 103, for open clutch 106, and / or for neutral gear position in the gearbox 103 can be performed. According to one embodiment, a driving method used is also taken into account in the simulations, where this driving method may include one or more of cruise control driving, driving with towing torque, driving according to an arbitrary torque profile and accelerator pedal driving. The simulation can also take into account one or more vehicle parameters, such as for example the weight of the vehicle.
    In a second step 502 of the method, the applicability of the transmission modes which are related to the at least one simulated future velocity profiles friend is evaluated. A transmission mode is judged to be applicable here if its related simulated future velocity profile vm is greater than the above-described minimum allowable velocity vmn during the entire first time period Tu, which extends from the first time Tld when the simulations are performed to the second later time T2. In a third step 503 of the method, a transmission mode is then selected based on the evaluation in the second method step 502. Typically, a transmission mode is selected here which in the second method step 502 has been judged to be applicable. According to an embodiment of the invention, which is described in more detail below, a transmission mode for freewheeling is selected here if any such has been judged to be applicable. Otherwise, a transmission mode is selected for the highest gear position that is deemed applicable. The selection of the transmission mode to be used in the vehicle is made according to an embodiment of the control system itself. According to another embodiment, the control system presents the appropriate transmission mode to the driver by means of a presentation unit, after which the driver is allowed to choose whether the presented transmission mode is to be used or not.
    By, according to the present invention, basing the choice of transmission mode to be used in the vehicle 100 on one or more simulations of future speed profiles, a fact-based choice of transmission mode can be made. By utilizing the invention, it can also be ensured that repeated upshifts and / or downshifts are not made, since the simulations are made over a longer period of time. Previously known solutions have been based on the situation right now when decisions have been made, which has often led to ups and / or downshifts in different sequences. Such sequences of upshifts and / or downshifts are perceived as very disturbing by a driver of the vehicle. The present invention thus provides a control of transmission mode which is perceived as continuous and intuitively understandable to the driver. As a result, the use of the function will increase, thereby reducing the total fuel consumption of the vehicle.
    As mentioned above, several different transmission modes are available. According to an embodiment of the invention, a gear position for gearbox 103 is included in a transmission mode. Here, the evaluation of the transmission mode thus includes an evaluation of whether an upshift to a possible higher gear position is applicable. A possible higher gear position can here constitute substantially any gear in the gearbox 103 in addition to its lowest gear, where this gear can be used at the actual speed of the vehicle and / or at an actually requested engine torque. However, the invention is particularly applicable to the higher gears in the gearbox 103, and especially its highest gear, for example a twelfth gear if the gearbox 103 has a total of twelve gears for propelling the vehicle 100. Thus, at least one simulation of a future speed profile vgm is performed for at least one gear in gearbox 103, which is then evaluated to determine if each of these future speed profiles are applicable or not. According to one embodiment, the one that is judged to be applicable then selects the one that is most low-speed. In other words, the transmission mode is selected for the highest gear that is judged to be applicable in the evaluation.
    According to an embodiment of the invention, freewheeling is included in one or more transmission modes. Here, the evaluation thus includes an evaluation of whether freewheeling is applicable or not, where the vehicle's engine is assumed to idle during freewheeling. For freewheeling, the one or more simulated future speed profiles v fi m, in addition to being compared with the lowest permitted speed vm fl, shall also be compared with a maximum permitted speed mmx, which an actual speed for vehicle 100 should not exceed. By comparing the simulated future velocity profiles vgm with the maximum permitted speed vmß, transmission modes where the future velocity profiles view exceeds the maximum permitted speed vmm can be deselected, which means that the risk of the vehicle idling on a downhill slope, for example up to such a high speed that the vehicle must be braked can be avoided. It is uneconomical from a fuel perspective to brake the vehicle because kinetic energy is then wasted. If the vehicle still needs to be braked, it is most effective to use the engine brake, ie to tow the engine. Engine braking by towing the engine consumes more fuel than freewheeling and braking with a braking system converts kinetic energy into heat for the most part, so none of these alternatives are desirable if fuel consumption is to be minimized.
    For the future speed profile vgm shown in figure 4, freewheeling would thus be judged to be applicable since the speed profile v hastm is less than the maximum permitted speed vmm during the entire road section.
    According to an embodiment of the present invention, a freewheel transmission mode comprises a state of the clutch 106. The evaluation of this transmission mode then includes an evaluation of whether the freewheel by opening the clutch 106 is judged to be applicable. In this way, freewheeling through open coupling can thus be achieved if this is considered applicable. Opening the clutch 106 can also be seen as a fictitious / imaginary maximum gear for the driveline. The choice of open clutch can then be seen as the gear that gives the lowest speed for the engine 101 is selected.
    According to an embodiment of the invention, a transmission mode for freewheeling comprises a neutral gear position for the gearbox 103. The evaluation of this transmission mode then comprises an evaluation of whether freewheeling by a shift to this neutral gear position is judged to be applicable.
    In this way, freewheeling through neutral gear can be achieved if this is considered applicable. Utilizing the neutral gear position can also be seen as a fictitious maximum gear for the gearbox 103. The choice of neutral gear position can then be seen as the gear that gives the lowest speed for the engine 101 is selected.
    According to one embodiment, only one of the types of freewheels for a specific vehicle is evaluated. For a specific vehicle, then only one of open clutch and neutral gear position will be evaluated.
    Thus, through these embodiments, a very fuel efficient driving of the vehicle can be achieved by utilizing open clutch or neutral gear position if this is suitable for the road section in front of the vehicle.
    When freewheeling is to be evaluated, the at least one simulated future speed profile vgm comprises a simulated future speed profile væm¿mæt related to freewheeling, the evaluation comprising a comparison of the simulated future speed profile v¶m¿æt for freewheeling with the highest permitted speed vmm described above. If the simulated future velocity profile vgm¿mæt for freewheeling is less than the maximum permitted speed vmm during the entire first time period Tu, as it is in the non-limiting example in Figure 4, freewheeling is considered an applicable transmission mode.
    Figure 6 schematically shows a non-limiting example of an embodiment of the present invention. The at least one simulated future speed profile view here includes the simulated future speed profile v§m¿mæt for freewheeling and the evaluation compares the simulated future speed profile v¿nLu @ ä for freewheeling with the maximum permitted speed vmm. According to the embodiment, freewheeling is judged to be applicable if the simulated future speed profile vnnl “m¶ for freewheeling is less than the maximum permitted speed vmm during the entire second time period TB. This second time period TB is longer than the first time period TH and extends from the first time T1 to a third time T3. The third time T3 is here related to the time when the simulated speed profile vfimfoæt for freewheeling falls below the lowest permitted speed vhnd that is, when the simulated speed profile v¿mLum¶ for freewheeling intersects the lowest permitted speed vßm. If the simulated future speed profile v¶m¿mæt for freewheeling does not intersect the minimum permitted speed vm fl during the road section, the third time T3 is set to a time corresponding to the end of the road section. In the example shown in Figure 6, the transmission mode for freewheeling would thus be considered applicable.
    Figure 7 schematically shows a non-limiting example of an embodiment of the present invention. Here, the at least one simulated future speed profile vgm includes a simulated future speed profile vam¿ma¶ related to freewheeling. The evaluation here includes a comparison of a simulated future speed profile v¶mJ fi @ ß & n related to a highest possible gear position for the gearbox 103 with the highest permitted speed wmx. The speed profile v§m¿ fi @ ß & u for the highest possible gear position can here be related to essentially any of the higher gears in the gearbox 103, for example the highest gear of the gearbox.
    The second time period TB is defined here as described above, i.e. as longer than the first time period Tu and as running from the first time Tlt to the third time T3 when the speed profile v¿n¿am¶ for freewheeling falls below the lowest permitted speed vmn, alternatively when the road section ends if the speed profile vüm¿mæt does not 10 15 20 25 30 20 intersects the lowest permitted speed vmn below the road section.
    According to the embodiment, the evaluation is based on the future speed profile v§ fl¿fi @ ß & fl for the highest possible gear position by considering freewheeling as applicable if the future speed profile v¶m¿ü @@ fifl for the highest possible gear position is less than the maximum permitted speed vm fi throughout the second time period TB. If the future speed profile vgm¿ü¶ßäu for the highest possible gear position is less than the maximum permitted speed vmm during the entire second time period TB, it means that there is room for freewheeling at least for a time, which this embodiment uses. This means that the time that freewheeling can be used is extended as much as possible, which is advantageous as it lowers the vehicle's total fuel consumption. If the future speed profile vüw fl wmæa for the highest possible gear position exceeds the maximum permitted speed vmm in a later simulation, it is an indication that freewheeling can no longer be used.
    Figure 8 schematically shows a non-limiting example of an embodiment of the present invention. Here it comprises at least one simulated future speed profile v fim a simulated future combined speed profile v¿m¿mX, which is made up of a simulation related to freewheeling during the first time period TH and then a simulation during the rest of the road section which is related to a maximum possible gear position .
    According to the embodiment, the evaluation comprises a comparison of the simulated combined speed profile vg fl¿ Mx with the maximum permitted speed mmx, whereby freewheeling is judged to be applicable if the simulated future combined speed profile vgmu fi x is less than the maximum permitted speed vmm during the entire second time period TU. 21 20 25 30 21 is longer than the first time period TH and extends from the first time T1 to the third time T1. The third time T3 is according to the embodiment when the simulated combined speed profile væm¿Mx falls below the lowest permitted speed vm fl, or when the road section ends if the speed profile vsmumx does not intersect at the minimum speed limit vmn below the road section. In the example shown in Figure 8, freewheeling would thus be considered applicable.
    By using the combined speed profile VQNJMX in the evaluation, a better prediction of the coming course is obtained, since this combined speed profile vsmumx corresponds to a probable real appearance of the vehicle's actual speed wax below the road section. This counteracts sequences of ups and / or downshifts that can be annoying to the driver. In addition, the embodiment is even more computationally efficient than the embodiments that use two simulations, for example the above-mentioned embodiment which uses the simulated future speed profile v§m¿ fi @@ fi m related to the highest possible gear position, since only one simulation is required here.
    Figure 9 schematically shows a non-limiting example of an embodiment of the present invention. According to this embodiment, an additional minimum permissible speed vmn is introduced, which is higher than, i.e. has a greater value than, the above-permitted minimum permissible speed vmn.
    According to the embodiment, in the evaluation of the transmission mode, the at least one simulated future velocity profile vm is compared with this further lowest permitted velocity vnm. A transmission mode is judged to be applicable here if a maximum value vmmx for the velocity profile vam 10 15 20 25 30 22 exceeds the further minimum permitted speed vhm at least once during a third time period TM.
    The third time period Tu extends from a fourth time T4 to the third time T3, where the velocity profile vgm falls below the lowest permitted speed vmm at the third time T3. The fourth time T4 has different values for different embodiments of the invention. According to one embodiment, the fourth time period T4 corresponds to the first time period T1, T4 = T1, the third time period TÜ corresponding to the second time period TB, TB = TB. According to one embodiment, the fourth time T4 corresponds to a time when the derivative of the velocity profile vgm is positive for the first time during the road section, which is exemplified in Figure 9. According to one embodiment, the fourth time T4 corresponds to a time a predetermined time TX after the first time T1, T4 = T1 + TX.
    The use of this additional minimum permitted speed vhm in the evaluation imposes an additional restriction on when freewheeling and / or a gear position are applicable, which gives an even more accurate prediction of the freewheel and / or gear position. In addition, a stricter delimitation of the third time period T fl when the speed profile vgm is to exceed the additional minimum permitted speed vhm increases the chances that the actual speed of the vehicle ends with an overspeed, for example an overspeed relative to a set speed v vt for a cruise control or an original actual vehicle speed.
    The use of this additional minimum permitted speed in the evaluation can, according to various embodiments, be applied in comparisons with all simulated future speed profiles described in this document, such as for the simulated speed profile vnLm߶ for freewheeling, for the simulated speed profile. v§ fl¿ ü¶mem for the highest possible gear position, and for the simulated future combined speed profile VSMLMX.
    After the one or more different transmission modes have been evaluated for the road section, one of these must be selected for use in the vehicle. According to an embodiment of the invention, a freewheel transmission mode is then selected if any freewheel transmission mode is judged to be applicable. If no transmission mode for freewheeling is judged to be applicable, but one or more transmission modes for gear positions are judged to be applicable, a transmission mode is selected for the highest of these applicable gear positions. As described above, the transmission modes for freewheeling can also be seen as fictitious maximum gear positions for the gearbox and / or driveline, the choice of transmission mode can be seen as a choice of the highest gear position that has been judged to be applicable.
    According to one embodiment of the invention, for each vehicle, one of the methods of effecting freewheeling is analyzed. However, different ways of achieving freewheeling can be analyzed for different vehicles.
    The magnitude of the minimum permitted speed vm fl, that is to say the level of the lowest permitted speed vm fl, is according to one embodiment related to a current actual speed vmm for the vehicle. The magnitude of the maximum permitted speed vmm is according to one embodiment related to a constant speed braking speed vmwc for the vehicle.
    The minimum allowable speed vmn and / or the maximum allowable speed vmm can be changed dynamically and may have different values for different transmission modes. According to one embodiment, the magnitude of the lowest permitted speed vm fl can be determined at least in part based on information related to a cruise control system in said vehicle, for example based on a set speed wet, i.e. a driver-selected speed, for a cruise control system, or based on a reference speed web, which is used by said cruise control system to control a speed controller.
    The determination of the minimum permissible speed vmm can also be performed by the cruise control system and provided by the system of the present invention.
    According to one embodiment of the present invention, the system of the present invention is integrated at least in part with the cruise control logic of a cruise control system in the vehicle. The lowest permitted speed vmm can then be controlled by the vehicle's cruise control logic. For example, an intelligent cruise control slows the vehicle speed downhill slopes because the vehicle will still accelerate below the downhill slope.
    According to this embodiment, the cruise control may also initiate a reduction of the minimum permitted speed vmm and thereby extend the time in freewheeling and / or in the highest possible gear for the vehicle. This reduction of the lowest permitted speed vm fl can be achieved, for example, if the lowest permitted speed vmm is related to the reference speed væf, which is the setpoint lowered by the cruise control before the downhill, whereby the regulation of the lowest permitted speed vmn is obtained automatically. For example, the lowest allowable speed vm fl may be a percentage of the reference speed weave.
    In general, the speed limits used by the present invention, that is, the minimum allowable speed vmm, the maximum allowable speed vmm, and the additional minimum allowable speed vh kan can be determined based on a variety of ways. These limit values can, for example, be entered by the driver, constitute a percentage of an actual speed wax for the vehicle, constitute a percentage of a set speed wet for a cruise control system in the vehicle and / or be based on historical driving of the vehicle. The historical performance can be taken into account, for example, by using an adaptive algorithm which is updated during the vehicle's progress.
    As a non-limiting example, the following values could be used for the speed limits in this document: - vhm = 82 km / h or vmn 0.98 * vgü km / h; mmx = 90 km / h or vmm = 1.06 * wet km / h, or vmm = 0.995> (- vmwc km / h; and - v fi w = 85 km / h or vmn = 1 * wet km / h.
    As a non-limiting example, it can be mentioned that the first time period Tu could have the length Tu = 10 seconds.
    As described above, road inclination can be determined based on map data and positioning information. If such data are not available, the simulations may be based on estimates of the slope of the vehicle experienced at the time of simulation. This places greater demands on the size of the lowest permitted speed vmn, the maximum permitted speed vmm, and / or the additional minimum permitted speed vn fi as the simulations become less accurate and more variable in size. In addition, according to an embodiment of the invention, the horizon length, i.e. the road section, can be shortened to counteract these variations.
    When the road slope for the road section is approximated with the road slope the vehicle experiences during the simulation itself, the best results will be obtained on a slight downhill slope. Slight descents are ideal for freewheeling if the road slope is, for example, such that the simulated speed vSn1 lies within its permissible range, between the lowest permitted speed vmn and the highest permitted speed vw.
    An advantage of simulating future speed profiles based on current slope is that the same algorithm can be used for both roads and vehicles where you do not have access to future road slope and for roads and vehicles where you have access to future road slope. In addition, the simulation uses speed-dependent terms, such as air resistance and engine torque, so a good estimate of how the vehicle will behave in the future is obtained even without the knowledge of the future road slope.
    According to an embodiment of the present invention, the control of the transmission comprises a return to a lower gear position and / or return from freewheeling if one or more of the conditions are met in the group of: - activation of a braking system in said vehicle; - falling below a threshold value for an air pressure in a braking system in said vehicle; depressing above a threshold value of an accelerator pedal in said vehicle; exceeding a threshold value for a requested engine torque in said vehicle; exceeding an actual vehicle speed threshold; - falling below an actual vehicle speed threshold; - falling below a simulated residual time threshold for downshifting; - falling below a threshold value for simulated remaining time for interruption of freewheeling; 10 15 20 25 30 27 - requesting towing torque of a cruise control in said vehicle; - engine stop for an engine in said vehicle; - said lower gear position causes the maximum permitted speed mmx for the road section to be exceeded; and - a time period Tqwl during which a current transmission mode is considered applicable is shorter than a threshold period Tum.
    Those skilled in the art will appreciate that a method of selecting transmission mode according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program usually comprises a computer program product 1003 stored on a digital storage medium, the computer program being included in the 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 10 schematically shows a control unit 1000. The control unit 1000 comprises a calculation unit 1001, which may be constituted by substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
    The calculation unit 1001 is connected to a memory unit 1002 arranged in the control unit 1000, which provides the calculation unit 1001 e.g. the stored program code and / or the stored data calculation unit 1001 is needed to be able to perform calculations. The calculation unit 1001 is also arranged to store partial or final results of calculations in the memory unit 1002. Furthermore, the control unit 1000 is provided with devices 1011, 1012, 1013, 1014 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals devices 1011, 1013 may be detected as information and may be converted into signals which may be processed by the computing unit 1001. These signals are then provided to the computing unit 1001. , 1014 for transmitting output signals are arranged to convert signals obtained from the calculation unit 1001 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of and / or systems in the vehicle.
    Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may consist of one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection. One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 1001 and that the above-mentioned memory may be constituted by the memory unit 1002.
    In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit. Thus, vehicles of the type shown often include significantly more control units than shown in Figure 10, which is well known to those skilled in the art. In the embodiment shown, the present invention is implemented in the control unit 1000. However, the invention can also be implemented in whole or in part in one or more other control units already existing at the vehicle or a control unit dedicated to the present invention.
    According to one aspect of the invention, there is provided a system for selecting a transmission mode in a vehicle, the system comprising a simulation unit, arranged for simulation at least a future speed profile view of an actual speed of the vehicle below the road section. The simulation unit is arranged to perform simulation when the road section is in front of the vehicle and to base the simulation of each of the at least one future velocity profiles vgm on a road slope and on a transmission mode for said vehicle.
    The system also includes an evaluation unit, which is arranged to evaluate a applicability of a transmission mode, the transmission mode of each of the at least one simulated future velocity profile friend being judged to be applicable if each of the at least one simulated future velocity profile friend is greater than the lowest permissible speed vm fl during the whole of the first time period Tu, which extends from a first time Tld when the at least one simulation is performed to a second later time T2. The system also includes a utilization unit, which is arranged to utilize the evaluation performed by the evaluation unit to select a transmission mode for the vehicle.
    According to an embodiment of the invention, the transmission mode to be used by the vehicle is selected by the control system.
    According to another embodiment of the invention, which is aimed at providing the driver of the vehicle 10 with information for decision support when driving the vehicle, the utilization unit comprises a presentation unit. This presentation unit is arranged to present a transmission mode for freewheeling if freewheeling has been deemed applicable, and otherwise a transmission mode for the highest gear position which has been judged to be applicable. Here, the decision is made on which transmission mode to use by the driver.
    The presentation unit is preferably arranged integrated with, or in connection with, a user interface in the vehicle, which makes the presentation of a suitable transmission mode to be used easy for the driver.
    The presentation of the indicators can have a variety of designs. For example, the presentation consists of one or more of the modes of transmission mode, such as characters, numbers, letters, symbols, patterns, figures, colors, animations, and sounds.
    The system, i.e. the simulation unit, the evaluation unit, the utilization unit, and for certain embodiments the presentation unit, is arranged to be able to perform all the above-described embodiments of the method according to the present invention.
    Those skilled in the art will, of course, appreciate that the speeds and speed limits set forth in this document have equivalents and can be translated into speed and speed limit values or torque and torque limit values. Likewise, those skilled in the art will recognize that there is a very well known relationship between distances, times and speeds, which is why the times and time periods set forth herein have equivalents in positions and distances. Those skilled in the art will also appreciate that the above system may be modified according to the various embodiments of the method of the invention.
    In addition, the invention relates to a motor vehicle 100, for example a truck or a bus, comprising at least one system for selecting the transmission mode according to the invention.
    The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments within the scope of the appended independent claims.
    权利要求:
    Claims (36)
    [1]
    A method for selecting a transmission mode in a vehicle (100) during a road section, wherein a minimum permitted speed vm fl, which an actual speed for said vehicle (100) should exceed, is defined for said road section; characterized by: - simulating at least one future speed profile v fl m for an actual speed of said vehicle (100) below said road section, where said simulation is performed when said road section is in front of said vehicle (100) and where said simulation of each of said at least a future speed profile friend is based on a road slope and on a transmission mode for said vehicle; evaluating a applicability for a transmission mode, wherein said transmission mode for each at least one future velocity profile friend is judged to be applicable if each at least one future velocity profile is greater than said minimum permissible velocity vmn for an entire first time period Tu, which extends from a first time Tldà said at least one simulation is performed to a second later time T2; and - utilizing said evaluation in said selection of a transmission mode.
    [2]
    The method of claim 1, wherein - said evaluated transmission mode comprises freewheeling said vehicle (100); and - said evaluation comprises a comparison of said at least one future speed profile væ væ with a maximum permitted speed vmm, which an actual speed for said vehicle (100) should be maintained. lO 15 20 25 30 33
    [3]
    The method of claim 2, wherein - said freewheel transmission mode comprises a state of a clutch (106) in said vehicle (100); and - said evaluation of said transmission mode comprises an evaluation of whether freewheeling through an opening of said clutch (106) is judged to be applicable.
    [4]
    The method of claim 2, wherein - said freewheel transmission mode comprises a neutral gear position for a gearbox (103) in said vehicle (10); and - said evaluation of said transmission mode comprises an evaluation of whether freewheeling by a shift to said neutral gear position is judged to be applicable.
    [5]
    A method according to any one of claims 2-4, wherein - said at least one future speed profile van comprises a simulated future speed profile væn¿um¶ related to freewheeling; said evaluation comprises a comparison of said future speed profile vüm¿mæt related to freewheeling with said maximum permitted speed vmm; and - freewheeling is deemed applicable if said future speed profile v¿m¿aw¶ related to freewheeling is less than said maximum permissible speed vmm during the entire said first time period Tu.
    [6]
    A method according to any one of claims 2-4, wherein - said at least one future speed profile v fi m comprises a simulated future speed profile v fi mgma fl related to freewheeling; said evaluation comprises a comparison of said future speed profile vgm¿mæt related to freewheeling with said maximum permitted speed wmx; and freewheeling is considered applicable if said future speed profile v $ m¿ @ æt related to freewheeling is less than said maximum allowable speed vmm during an entire second time period TB, where said second time period TB is longer than said first time period TH and extends from said first time Tlt to a third time T3 when said future speed profile vamjwæt related to freewheeling is below said minimum permitted speed v @ n,
    [7]
    A method according to any one of claims 2-4, wherein - said at least one future speed profile v fi m comprises a simulated future speed profile v fi m¿ma¶ related to freewheeling; and - said evaluation comprises a comparison of a simulated future speed profile vgm¿ fi¶ @ ün related to a maximum possible gear position for a gearbox (103) in said vehicle (100) with said maximum permitted speed vmm; and - freewheeling is considered applicable if said future speed profile vgm¿ fi¶ @ fi “related to a maximum possible gear position is less than said maximum permitted speed vmm a whole second time period TB, where said second time period TB is longer than said first time period TM and extends from said first time Tlt to a third time T3 when said future speed profile v§m¿mæt related to freewheeling falls below said minimum permitted speed vwm.
    [8]
    A method according to any one of claims 2-4, wherein - said at least one future velocity profile v fl m comprises a simulated future combined velocity profile VSinLmiXI OCh - said evaluation comprises a comparison of said future combined velocity profile VSMLMÅ with said maximum permissible velocity vw, wherein said future future combined vw. speed profile vgm¿mx is simulated based on freewheeling during said first time period Tu and then simulated based on the highest possible gear position for a remainder of said road section; and - freewheeling is considered applicable if said future combined speed profile v¶m¿mx is less than said maximum permissible speed vmm a whole second time period TB, wherein said second time period TB is longer than said first time period Tu and extends from said first time period Tltill a third time T3 when said future combined velocity profile VÉNJMX falls below said minimum permissible velocity vmn.
    [9]
    A method according to any one of claims 7-8, wherein said third time T3 corresponds to an end of said road section if said future speed profile vm is greater than said minimum permissible speed vmn during the whole road section.
    [10]
    A method according to any one of claims 2-9, wherein a magnitude of said maximum permissible speed vmß is related to a constant speed braking speed vmßc for said vehicle (100).
    [11]
    11. ll. A method according to any one of claims 2-10, wherein a magnitude of said maximum permissible speed vmm changes dynamically.
    [12]
    A method according to any one of claims 2-11, wherein a magnitude of said maximum allowable speed vm fl has different values for different transmission modes.
    [13]
    The method of claim 1, wherein - said evaluated transmission mode comprises a gear position of a gearbox (103) in said vehicle (10); and - said evaluation of said transmission mode comprises an evaluation of whether said transmission mode is judged to be applicable.
    [14]
    A method according to claim 13, wherein said evaluation of said transmission mode constitutes an evaluation of which transmission mode can be selected in one of the group of: - an upshift; - a downshift; and - an interruption of a freewheel.
    [15]
    A method according to any one of claims 2-14, wherein - said evaluation comprises a comparison of said at least one future velocity profile vgm with a further minimum permitted speed vnm, wherein said further lowest permitted speed vhm is higher than said minimum permitted speed vmn; and - a transmission mode is judged to be applicable if a maximum value vgmumx for said future velocity profile exceeds said additional minimum permissible velocity vhm during a third time period Tß, wherein said third time period Tu extends from a fourth time T4 to a third time T3 then said future velocity profile v fifl falls below said minimum permissible speed vhnp
    [16]
    A method according to claim 15, wherein said fourth time T4 corresponds to a time in the group: - said first time T1; a predetermined time after said first time T1; and - a time when a derivative for said future velocity profile v fi m is positive for the first time.
    [17]
    A method according to any one of claims 1-16, wherein said second time T2 is a time such that said first time period Tu corresponds to a minimum allowable time period a switch should be used after said simulation. 10 15 20 25 30 37
    [18]
    A method according to any one of claims 1-17, wherein said selection of a transmission mode is performed by a control unit (700) in said vehicle selecting: - a transmission mode for freewheeling if freewheeling has been judged to be applicable; and otherwise - a transmission mode for the highest gear position which is judged to be applicable.
    [19]
    A method according to any one of claims 1-17, wherein said selection of a transmission mode comprises that a control unit (700) in said vehicle chooses to present to a driver of said vehicle (100): - a transmission mode for freewheeling if freewheeling has been judged to be applicable ; and otherwise - a transmission mode for the highest gear position which is judged to be applicable.
    [20]
    A method according to any one of claims 1-19, wherein a magnitude of said minimum permissible speed vmm is determined at least in part based on information related to a cruise control system in said vehicle (100).
    [21]
    A method according to claim 20, wherein said determining of said magnitude for said minimum permitted speed is performed by said cruise control system.
    [22]
    A method according to any one of claims 20-21, wherein said magnitude of said minimum permissible speed vmn is related to a reference speed vn fi used by said cruise control system.
    [23]
    A method according to any one of claims 1-19, wherein a magnitude of said minimum permissible speed vmm is related to a current actual speed wax for said vehicle (100). 10 15 20 25 30 38
    [24]
    A method according to any one of claims 1-19, wherein a magnitude of said minimum allowable speed vm fl changes dynamically.
    [25]
    A method according to any one of claims 1-19, wherein a magnitude of said minimum allowable speed vmm has different values for different transmission modes.
    [26]
    A method according to any one of claims 1-25, wherein said selection of said transmission mode is utilized in manual torque request from an engine (101) in said vehicle (100).
    [27]
    A method according to any one of claims 1-26, wherein said road slope is obtained from map data in combination with positioning information.
    [28]
    A method according to any one of claims 1-27, wherein said road slope is provided by a cruise control system which utilizes map data and positioning information in cruise control.
    [29]
    A method according to any one of claims 1-26, wherein said road slope corresponds to a road slope said vehicle (100) experiences substantially at said first time T1.
    [30]
    A method according to any one of claims 1-26, wherein said road slope is determined based on some information in the group of: - radar-based information; - camera-based information; - information obtained from a vehicle other than the said vehicle (l0O); - positioning information previously stored in the vehicle (100); and - information obtained from traffic systems related to said road sections. 10 15 20 25 30 39
    [31]
    A method according to any one of claims 1-30, wherein said simulation of each of said at least one future speed profile is based on a driving mode in the group of: - cruise control driving; - driving with towing torque; - freewheeling; - driving with maximum torque; - driving according to an arbitrary torque profile; and - pedal driving.
    [32]
    A method according to any one of claims 1-31, wherein said selection of said transmission mode comprises a return to a lower gear position and / or return from freewheeling if one or more of the conditions are met in the group: - activating a braking system in said vehicle; - falling below a threshold value for an air pressure in a braking system in said vehicle (100); - depressing above a threshold value of an accelerator pedal in said vehicle (100); exceeding a threshold value for a requested engine torque in said vehicle (100); exceeding an actual vehicle speed threshold; - falling below an actual vehicle speed threshold; falling below a simulated residual time threshold for downshifting; falling below a simulated residual time threshold for interruption of freewheeling; - requesting towing torque of a cruise control in said vehicle (100); - engine stop for an engine (103) in said vehicle (100); 10 15 20 25 30 40 - said lower gear position causes a maximum permissible speed vmm for the road section to be exceeded; and - a time period Tqml during which a current transmission mode is considered applicable is shorter than a threshold period Tum.
    [33]
    A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of claims 1-32.
    [34]
    A computer program product comprising a computer readable medium and a computer program according to claim 33, wherein said computer program is included in said computer readable medium.
    [35]
    A system for selecting a transmission mode in a vehicle (100) below a road section, wherein a minimum permissible speed vm fl, which an actual speed for said vehicle (100) should exceed, is defined for said road section; characterized by: - a simulation unit, arranged for simulating at least one future speed profile vmm for an actual speed of said vehicle (100) during said road section, said simulation being performed when said road section is in front of said vehicle (100) and wherein said simulation of each and every one of said at least one future velocity profile vgm is based on a road slope and on a transmission mode of said vehicle (100); an evaluation unit, arranged for evaluating an applicability for a transmission mode, wherein said transmission mode for each at least one future speed profile vmm is judged to be applicable if the respective at least one future speed profile v§m is greater than said minimum permitted speed vnm during a whole first time period TH, which extends from a first time T1da, then at least one simulation is performed to a second 41 later time T2; and - a utilization unit, arranged to utilize said evaluation in said selection of a transmission mode.
    [36]
    A system according to claim 35, characterized in that said utilization unit comprises a presentation unit arranged to present to a driver of said vehicle (100): - a transmission mode for freewheeling if freewheeling has been judged to be applicable; and otherwise - a transmission mode for the highest gear position which is judged to be applicable.
    类似技术:
    公开号 | 公开日 | 专利标题
    SE538649C2|2016-10-11|Method and system for selecting a transmission mode in a vehicle
    EP2867091B1|2017-10-11|Vehicle speed and coasting control method and system
    SE1251282A1|2014-05-13|transmission Control
    SE1450870A1|2016-01-08|Control of an internal combustion engine in a vehicle
    US9321449B2|2016-04-26|Transmission control system
    SE0950971A1|2011-06-18|Procedure and system for driving a vehicle
    SE539394C2|2017-09-12|Identification and utilization of surplus energy in a vehicle-mounted system
    SE539477C2|2017-09-26|Control of an internal combustion engine in connection with freewheeling
    SE534455C2|2011-08-30|Procedure and system for driving a vehicle
    SE1200388A1|2013-12-28|transmission Control
    WO2018207860A1|2018-11-15|Vehicle control device
    SE0950973A1|2011-06-18|Procedure and system for driving a vehicle in reduced need for propulsion power
    WO2018207834A1|2018-11-15|Vehicle control device and vehicle control method
    WO2018207877A1|2018-11-15|Vehicle control device
    WO2018207869A1|2018-11-15|Vehicle control device
    WO2018207870A1|2018-11-15|Vehicle control device
    BR112014031116B1|2021-12-14|FREE RUNNING AND VEHICLE SPEED CONTROL SYSTEM AND METHOD
    同族专利:
    公开号 | 公开日
    EP3232092A1|2017-10-18|
    EP3232092B1|2021-03-10|
    WO2014003653A1|2014-01-03|
    EP3255316B1|2021-03-31|
    EP2867561A1|2015-05-06|
    EP2867561B1|2017-08-30|
    SE539069C2|2017-04-04|
    EP3255316A1|2017-12-13|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102008023135B4|2008-05-09|2016-07-21|Man Truck & Bus Ag|Method for operating a vehicle, in particular a commercial vehicle, control and / or evaluation device, driver assistance system for a commercial vehicle and commercial vehicle|
    SE534454C2|2009-12-17|2011-08-30|Scania Cv Ab|Procedure and system for driving a vehicle|
    DE102010030346A1|2010-06-22|2011-12-22|Zf Friedrichshafen Ag|Method for driving control of a motor vehicle|
    DE102011109039A1|2011-07-30|2012-01-05|Daimler Ag|Motor vehicle operating method, involves changing operating phases into free-wheel operation phase, and activating free-wheel operation phase based on expected time curve and longitudinal dynamics control mode|JP6467888B2|2014-11-27|2019-02-13|いすゞ自動車株式会社|Vehicle automatic traveling control device and vehicle automatic traveling method|
    US9849880B2|2015-04-13|2017-12-26|Ford Global Technologies, Llc|Method and system for vehicle cruise control|
    DE102015009600A1|2015-07-24|2017-01-26|Man Truck & Bus Ag|Method and device for influencing a gear shift strategy of a motor vehicle|
    GB2570473A|2018-01-26|2019-07-31|Jaguar Land Rover Ltd|Vehicle control method and apparatus|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1200388A|SE539069C2|2012-06-27|2012-06-27|Method and system for selecting transmission mode in a vehicle under a road section|SE1200388A| SE539069C2|2012-06-27|2012-06-27|Method and system for selecting transmission mode in a vehicle under a road section|
    EP17168579.5A| EP3232092B1|2012-06-27|2013-06-26|Transmission control system|
    PCT/SE2013/050769| WO2014003653A1|2012-06-27|2013-06-26|Transmission control system|
    EP13748377.2A| EP2867561B1|2012-06-27|2013-06-26|Transmission control system|
    EP17168580.3A| EP3255316B1|2012-06-27|2013-06-26|Transmission control system|
    [返回顶部]