瑞典专利SE1200389A1 transmission Control

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专利摘要:
Method and system for choosing a transmission mode in a vehicle over the course of a road section, wherein the vehicle has applied coasting prior to this road section and wherein a highest permitted speed vmax, below which an actual speed for the vehicle should be kept, is defined for the road section. According to the present invention, a simulation of a future speed profile vsim_Gear for a possible gear position for a gearbox in the vehicle is conducted on the basis of a road slope, wherein said road slope is obtained from map data in combination with positioning information and wherein the simulation simulates, when the road section lies ahead of the vehicle, an actual speed for the vehicle over the course ofthe road section. Next, an evaluation is carried out of whether a suspension of the coasting in favor of the possible gear position is recommended, wherein the possible gear position is deemed recommendable if a highest value vsim_Gear_max for the future speed profile exceeds the highest permitted speed vmax. The evaluation is then utilized in the choice of transmission mode.
公开号:SE1200389A1
申请号:SE1200389
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 = l2). 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 through 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.
One way to further reduce fuel consumption is to allow the vehicle to freewheel, by either using a neutral gear position in the gearbox 103 as described below or opening the clutch. By utilizing freewheeling, an even lower fuel consumption is achieved than with towing, since engine braking is eliminated while the engine speed is reduced to a minimum.
Freewheeling can be performed with engine 101 running or switched off. If the engine 101 is running, freewheeling in a conventional vehicle is only profitable if the vehicle is not braked or will need to be braked, which in previously known solutions has led to a non-optimized profitability for freewheeling.
It is an object of the present invention to improve the profitability when freewheeling is applied and thereby to improve the overall driving 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 31.
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 improve the profitability when freewheeling is applied.
When the invention is utilized, freewheeling can be interrupted as soon as it has been determined that freewheeling is and / or will become unprofitable. According to the invention, the determination of whether freewheeling is and / or will be unprofitable can be made more accurately than with previously known solutions. Therefore, freewheeling can be controlled to be used only when it is really profitable, whereby the occurrence of freewheeling in situations when it is not profitable decreases, for example when the vehicle will be braked, which is intuitively experienced by a driver of the vehicle. As the driver's understanding of the freewheel function increases, the degree of utilization of the freewheel function will also increase, which overall reduces the fuel consumption in the vehicle. In other words, fuel consumption is reduced by making the control of the freewheel more correct. This more accurate steering will also make the steering more utilized by the driver, which further reduces fuel consumption.
By utilizing the present invention, a very precise and well-substantiated choice is obtained as to whether freewheeling should continue to be applied or whether a gear position should be utilized during a road section in front of the vehicle. The purpose of this choice of freewheel or gear position is to reduce the engine speed as low as possible and thus save fuel. Since freewheeling, as mentioned above, is only profitable when the vehicle will not need to be braked, it is important to be able to accurately predict / predict whether the vehicle will be braked or not during the road section in front of the vehicle.
According to the present invention, a simulation of a future speed profile based on an actual speed of the vehicle with respect to a possible gear position is 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. In this way, a very accurate prediction can be made of whether the driving situation is such that it will lead to a deceleration. This exact prediction means that the right decision to continue or interrupt freewheeling can be made by the system.
The invention is particularly applicable to the higher gears in the gearbox and according to one embodiment the possible gear position constitutes the highest possible gear position for the gearbox, the simulation of the future speed profile vg ﬁ mgæw constituting a simulation based on this highest possible gear position.
The present invention can be implemented with a low addition to the complexity of the vehicle, at least in part because the invention can utilize data already available in other systems in the vehicle, such as information on road slope that cruise control in the vehicle has access to.
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. 10 Brief inventory The invention will be further elucidated below with reference to the accompanying drawings, where 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 as a function of engine 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 a control unit according to the invention.
Description of Preferred Embodiments Figure 2 schematically shows an example of a driving situation, a downhill slope followed by an uphill slope, when the present invention can be applied. The invention can also be applied in other driving situations, for example in a speed increase, which can take place on a flat road. However, here the driving situation in Figure 2 will be used for pedagogical reasons to describe principles for freewheeling.
For the vehicle in figure 2, an energy connection can be set up for the driving situation: mgh = (% nwß-% nw @) + (F air + Frr + F + Fgb + Faxle / nav) .s (eq'l) is the potential energy of the vehicle; - 9hnw2 is the vehicle's kinetic energy up on the crest; -% nwP is the kinetic energy of the vehicle at the end of the hill; - F air is the air resistance of the vehicle; - F is the rolling resistance of the vehicle; ff - F 'is the engine friction; eng - F is the gearbox friction; F axle / hub 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 f rr F' Få, and F eng 'axle / hub act against the movement of the vehicle.
Figure 3 shows an example of engine friction for a truck engine. It can be seen here that the negative moment corresponding to the engine friction P ', which counteracts the movement of the vehicle' eng, increases with increased speed for the engine 101 (note that the y-axis has a negative gradation in figure 3). Conversely, reduced engine speed results in reduced engine friction F eng f, i.e., reduced negative torque, which is utilized by the present invention.
In this document, freewheeling 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.
Freewheeling causes the forces acting against the movement of the vehicle to decrease considerably since the force of the motor friction P 'then fw decreases to a value 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 disengaged internal combustion engine is offset by the fact that the vehicle can continue with the disengaged internal combustion engine for a longer distance, for example after a shutdown has been passed. This is due, among other things, 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 the present invention, it is determined when, i.e. at what time, a freewheel is to be interrupted by utilizing a possible gear position and what effect this interruption of the freewheel would have on the actual speed profile of the vehicle for a road section.
To determine this, a future speed profile v ﬁ wßäu is simulated for the actual speed of the vehicle for a road section in front of the vehicle based on a possible gear position for a gearbox in the vehicle.
Thus, the simulation is performed so that it is based on the vehicle's current position and situation and looks forward over the road section, whereby the simulation is made based on a road slope for the road section and a possible gear position for the gearbox.
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, for example, be 1-4 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 a possible gear position for the gearbox, the simulation can also be based on one or more of a driving style, a current actual vehicle speed, at least one engine characteristic, such as maximum and / or minimum engine torque, vehicle weight, air resistance, rolling resistance. a gearbox and / or driveline transmission, 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 help 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 cruise control systems in use today, 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 slope of the road on which the simulations are based can be obtained by estimating the slope of the vehicle that the vehicle experiences at the time of the 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 road slope information and positioning information, or on information obtained from traffic systems related to said road section. 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 utilization of a possible gear position for the gearbox. For the possible ll gear position, as for each gear in the gearbox 103, there are parameters related to this gear, such as gear ratio, efficiency and maximum permissible torque, as well as parameters related to the engine towing torque as a function of speed. One or more of these parameters may constitute input data for simulating the future speed profile v¶m¿æM for the possible gear position.
According to the present invention, the simulated future speed profile væmßäw for a possible gear position of the gearbox in the vehicle is compared with a maximum permitted speed vmm, which an actual speed of the vehicle should not exceed during the road section. The comparison is schematically illustrated in Figure 4. Before the road section, ie before the first time T1, freewheeling has been applied to the vehicle.
An evaluation of whether this freewheel is recommended to be interrupted in favor of a possible gear position is then performed based on the comparison with the maximum permitted speed mmx. The freewheel is recommended to be interrupted, ie the possible gear position is judged as recommended if a maximum value v§m¿æm¿mx for the simulated future speed profile v ﬂ wßäm exceeds the maximum permitted speed mmx.
The non-limiting example of Figure 4 shows an illustration of a simulated future velocity profile for a possible gear position for the gearbox, which has a maximum value v¶pa ﬂ¿ æX which is greater than the maximum permitted speed vmu. For this example, an interruption of the freewheel will therefore be recommended, which also means that the possible gear position will be recommended for utilization. 12 If the simulated future speed profile v ﬁﬂ¿ ææ for a possible gear position for the gearbox for this example had instead been less than the maximum permitted speed vm ﬂ during the entire road section, continued freewheeling would have been recommended.
Figure 5 shows a flow chart of the method of the present invention. In a first step 501 of the method, a simulation of a future speed profile v ﬁ m¿æar for the road section in front of the vehicle 100 is performed, where the simulation of the future speed profile v ﬁ¶§ & u is based on a possible gear position for the gearbox 103 and on a road slope.
The simulation is performed at the first time T1, when the road section is in front of the vehicle 100 and calculates an actual speed of the vehicle during the next road section.
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 process, it is evaluated whether interruption of freewheeling is recommended. Interruption of freewheeling is recommended if a maximum value v @ m¿æm¿mx for the simulated future speed profile vümßüm exceeds the maximum permitted speed mwx. In other words, the possible gear position of the gearbox 103 is recommended if the maximum permitted speed vw ”is exceeded by the simulated future speed profile v ﬂ wßüm. This can also be expressed as that the freewheel should be interrupted because the freewheel is no longer applicable. If the maximum permitted speed vmm here is exceeded by the simulated future speed profile 13 v ﬂ mßær, the system knows that the maximum permitted speed vmm will be exceeded even if the vehicle brakes the engine with a gear engaged, which is a clear indication that the freewheeling should be stopped. Therefore, a break of the freewheel is then recommended.
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 as recommended. Thus, the possible gear position will be selected as the transmission mode if it has been assessed as recommended in the evaluation. If the possible gear position has not been assessed as recommended, the freewheeling may continue. 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.
In this document, the concept of transmission mode includes freewheel and gear positions in the gearbox, freewheel constitutes an imaginary / fictitious maximum gear position, and the choice of a lower transmission mode constitutes an interruption of this freewheel.
In other words, a shift is made here from an imaginary / fictitious highest gear position to a physical gear position, where the physical gear position can, for example, constitute one of the higher gears in the gearbox 103.
By basing the choice of transmission mode to be utilized in the vehicle 100 on a simulation of a future speed profile for a possible gear position according to the present invention, a fact-based choice of transmission mode can be made. By utilizing the invention, the probability that an interruption of freewheeling is correct can also be correct, 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 freewheeling either being interrupted incorrectly, or having been interrupted later than was optimal from a fuel perspective. The present invention can therefore provide greater fuel savings than prior art solutions.
The choice of transmission mode according to the present invention can be used in manual torque request from the engine 101, i.e. in pedal driving, or in cruise control driving.
In this document, a possible gear position can constitute substantially any gear in the gearbox 103, where this gear can be used at the actual speed of the vehicle and / or at an engine torque requested for the driving situation. Thus, a simulation of a future speed profile v ﬁ¶ ßa ﬂ is performed here for at least one gear in the gearbox 103.
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. According to an embodiment of the present invention, the possible gear position thus constitutes the highest possible gear position. Here, too, the simulation of the future speed profile v ¶¶ßa utgör constitutes a simulation based on this highest possible gear position.
The possible gear position typically depends on one or more of the parameters a speed of the engine 101, a gear ratio of the gearbox 103, a property of the engine 101.
According to one embodiment, the possible gear position can be determined based on at least an actual speed vw * of the vehicle at the first time Tld when the simulation is performed.
According to another embodiment, the possible gear position is determined based at least on the simulated future speed profile vgm¿ææv which predicts how an actual speed váü for the vehicle varies during the road section.
According to an embodiment of the present invention, the time window during which the evaluation of whether the simulated future velocity profile vym¿ææ exceeds the maximum permitted velocity vw 'is limited to the first time period Tu. The first time period Tu extends from a first time Th which for the algorithm often constitutes a current time and at which the simulation is performed, to a second later time T2.
In the evaluation according to this embodiment, the possible gear position is considered as recommended if its maximum value v ﬁ wßæm ﬂ æç exceeds the maximum permitted speed vmm during this first time period Tu. For the non-limiting example in Figure 4, the freewheeling had therefore not been interrupted here, since the simulated future speed profile v ﬁ¶ﬁ @ H is lower than the maximum permitted speed vm during the first time period Tu, so the possible gear position is not considered recommended.
The second time T2, and thus the end of the first time period Tu, according to one embodiment constitutes a time when the simulated future speed profile v§m¿ææ falls below a minimum permitted speed v @ m defined for the road section.
The second time T2 constitutes, according to one embodiment, the last time in the road section, the first time period Tu being as long as the road section, if the simulated future speed profile v ﬂ m¿æm during the whole 16 road section is greater than the minimum permitted speed mün defined for the road section .
The magnitude of the lowest permissible speed vmn, i.e. the level of the lowest permitted speed vm, is according to one embodiment related to a current actual speed wet 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 size of the minimum permitted speed vm ﬂ and / or the maximum permitted speed vmm can according to one embodiment 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 vyä, i.e. a driver selected speed, for a cruise control system, or based on a reference speed vn ﬁ, which is used by said cruise control system to control a speed controller.
The determination of the lowest permissible speed vm ﬂ and / or the maximum permissible speed vmm can also be performed by the cruise control system and provided by the system of the present invention.
According to an embodiment of the present invention, the system according to the present invention is integrated at least in part with cruise control logic of a cruise control system in the vehicle. The minimum permitted speed vm ﬂ and / or the maximum permitted speed vmn 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 vm ﬂ and thereby extend the time in freewheeling and / or on the possible gear for the vehicle. This reduction of the lowest permitted speed vm ﬂ can be achieved, for example, if the lowest permitted speed vmn is related to the reference speed vmf, which is the setpoint lowered by the cruise control before the downhill, whereby the regulation of the lowest permitted speed vm ﬂ is obtained automatically. For example, the lowest allowable speed vm kan may be a percentage of the reference speed weave.
In general, the speed limits which are utilized by the present invention, that is, the minimum allowable speed vmn and / or the maximum allowable speed 'wMx, can be determined in a variety of ways. These limit values can, for example, be entered by the driver, constitute a percentage of an actual speed vmï 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: - vm ﬂ = 82 km / h or vm ﬂ = 0.98 * vga km / h; vmm = 90 km / h or vmm = 1.06 * wet km / h, or mmx = 0.995 * wet km / h; and - v ﬁ m = 85 km / h or vmn = 1 * vgü km / h.
As a non-limiting example, it can be mentioned that the first time period Tu could have the length TH = 10 seconds.
The minimum permitted speed vmm and / or the maximum permitted speed mwx can be changed dynamically and can have different values for different transmission modes. As described above, road inclination can be determined based on map data and positioning information. If such data are not available, the simulations can be based on estimates of the road slope that the vehicle experiences at the time of the simulation. This places greater demands on the size of the minimum permitted speed vmn and the maximum permitted speed vw ”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 downhills are ideal for freewheeling if the road slope is, for example, such that the simulated future velocity profile v ﬂ mß ﬁ m within its permissible range, between the lowest permitted speed vm ﬂ and the maximum permitted speed vmm.
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 invention, the freewheel applied by the vehicle before the road section, i.e. before the first time T1, has been selected by performing one or more simulations of future speed profiles of the road section in front of the vehicle 100, where the simulations for each of the at least one future speed profiles v ﬁ m are based on a road slope and on a transmission mode of the vehicle. An example of such a simulation is shown in Figure 6.
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.
Then the applicability of the transmission modes which are related to the at least one simulated future velocity profiles vam is evaluated. A transmission mode is considered applicable here if its related simulated future velocity profile v $ w is greater than the above-described minimum allowable speed vmm during the entire second time period Ty3, which extends from a further first time Ty when the simulations are performed to the third later time T3 . The additional first time Ty here does not normally coincide with the above-mentioned first time T1.
Then a transmission mode is selected for utilization based on the evaluation. Typically, a transmission mode is selected here that has been deemed applicable. According to an embodiment of the invention, 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 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 10 suitable transmission mode to the driver by means of a presentation unit, after which the driver may choose whether the presented transmission mode is to be used or not. An 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.
According to one embodiment, the third time period T3 is selected so that the second time period Ty3 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 second time period Fabric has a length which ensures that the driver is not exposed to unnecessarily frequent and annoying shifting.
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 consists of a computer program product 703 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 7 schematically shows a control unit 700. The control unit 700 comprises a calculation unit 701, 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 701 is connected to a memory unit 702 arranged in the control unit 700, which provides the calculation unit 701 e.g. the stored program code and / or the stored data calculation unit 701 is needed to be able to perform calculations. The calculation unit 701 is also arranged to store partial or final results of calculations in the memory unit 702.
Furthermore, the control unit 700 is provided with devices 711, 712, 713, 714 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 711, 713 may be detected as information and may be converted into signals which may be processed by the computing unit 701. These signals are then provided to the computing unit 701. The devices 712 , 714 for transmitting output signals are arranged to convert signals obtained from the calculation unit 701 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 701 and that the above-mentioned memory may be constituted by the memory unit 702.
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 22 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. Vehicles of the type shown thus often comprise considerably more control units than are shown in Figure 7, which is well known to those skilled in the art.
In the embodiment shown, the present invention is implemented in the control unit 700. However, the invention can also be implemented in whole or in part in one or more other control units already existing with 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 to simulate the future speed profile v for the possible gear position of the gearbox. This simulation is done when the road section is in front of the vehicle and based on a road slope and results in an actual speed of the vehicle below the road section.
The system also includes an evaluation unit, which is arranged for evaluating whether the freewheel used before the road section should be recommended to be interrupted in favor of the possible gear position. The possible gear position is considered as recommended, ie a break of freewheeling is recommended, if a maximum value vgm¿ææ¿mx for the future speed profile exceeds the maximum permitted speed vmaX 'The system also includes a utilization unit, which is arranged to utilize the evaluation performed of 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 with information for decision support when driving the vehicle, the utilization unit comprises a presentation unit. This presentation unit is arranged to present the possible gear position if a break of the freewheel is recommended. 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 easy to use 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, shapes, 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, recognize 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 appreciate that there is a very well known relationship 24 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 1, 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 encompasses all embodiments within the scope of the appended independent claims.

权利要求:
Claims (32)
[1]
A method for selecting a transmission mode in a vehicle (100) during a road section, said vehicle (100) having applied freewheeling before said road section and wherein a maximum permitted speed wmx, which an actual speed for said vehicle (100) should be maintained below, is defined for said road section; characterized by: - simulating a future speed profile vgwgäu for a possible gear position for a gearbox (103) in said vehicle (100) based on a road slope, said simulation simulating, when said road section is in front of said vehicle (100), an actual speed for said vehicle (100) below said road section; evaluating whether said freewheel is recommended to be interrupted in favor of said possible gear position, said possible gear position being judged as recommended if a maximum value vam3 @ H¿mX for said future speed profile exceeds said maximum permitted speed wmx; utilizing said evaluation in said selection of said transmission mode.
[2]
A method according to claim 1, wherein said evaluation assesses said possible gear position as recommended if said maximum value v§m¿ææ¿mx for said future speed profile exceeds said maximum permissible speed mmx during a first time period Tu, which extends from a first time point. Thus, said simulation is performed to a second later time T,
[3]
A method according to claim 2, wherein said second time T2 constitutes a time when said future speed profile vamße ﬂ falls below a minimum permitted speed vmm defined for the road section. 10 15 20 25 26
[4]
A method according to claim 2, wherein said second time T2 constitutes a last time in said road section if said future speed profile væm¿ææ. During the whole of said road section exceeds a minimum permitted speed vmn defined for the road section.
[5]
A method according to any one of claims 2-3, wherein a magnitude of said minimum permissible speed vm ﬂ is determined at least in part based on information related to a cruise control system in said vehicle (100).
[6]
A method according to claim 5, wherein said determining of said magnitude for said minimum permissible speed vm ﬂ is performed by said cruise control system.
[7]
A method according to any one of claims 5-6, wherein said magnitude of said minimum permissible speed vm ﬂ is related to a reference speed v ﬁ f which is used by said cruise control system.
[8]
A method according to any one of claims 5-6, wherein said magnitude of said minimum permissible speed vmm is related to a current actual speed wax for said vehicle (100).
[9]
A method according to any one of claims 5-8, wherein said magnitude of said minimum allowable speed vm ﬂ changes dynamically.
[10]
A method according to any one of claims 1-9, wherein said magnitude of said maximum permissible speed vmm is related to a constant speed braking speed vmßc of said vehicle (100). 10 15 20 25 27
[11]
The method of claim 10, wherein said magnitude of said maximum allowable speed vw ”can be changed dynamically during said road section.
[12]
A method according to any one of claims 1-11, wherein said possible gear position depends at least on an actual speed of said vehicle (100) at a first time Tld said said at least one simulation is performed.
[13]
A method according to any one of claims 1-11, wherein said possible gear position depends at least on said future velocity profile v ær ßær.
[14]
A method according to any one of claims 12-13, wherein said possible gear position depends on at least one parameter in the group of: - a speed of an engine in said vehicle; - a gear unit for said gearbox; and - a property of an engine in said vehicle.
[15]
A method according to any one of claims 12-14, wherein said possible gear position constitutes a highest possible gear position and said future speed profile v ﬁ mß ﬁ m is a simulation based on said highest possible gear position.
[16]
A method according to any one of claims 1-15, wherein said selection of said transmission mode is utilized in manual torque request from an engine (101) in said vehicle (100).
[17]
A method according to any one of claims 1-15, wherein said selection of said transmission mode is used in cruise control of said vehicle (100).
[18]
A method according to any one of claims 1-17, wherein said road slope is obtained from map data in combination with positioning information. 10 15 20 25 30 28
[19]
A method according to any one of claims 1-18, wherein said road slope is provided by a cruise control system which utilizes map data and positioning information when speeding.
[20]
A method according to any one of claims 1-19, wherein said road slope corresponds to a road slope said vehicle (100) experiences substantially at a first time T1 when said simulation is performed.
[21]
A method according to any one of claims 1-20, wherein said road slope is determined based on at least one type of information in the group of: - radar-based information; - camera-based information; and - information obtained from a vehicle other than said vehicle (100); - road slope information and positioning information previously stored in the vehicle (100); and - information obtained from traffic systems related to said road sections.
[22]
A method according to any one of claims 1-21, wherein at least one of a minimum permissible speed vm ﬂ, said maximum permissible speed vmm is determined according to any one of the group of: - based on at least one input of a driver; - based on an actual speed wax for said vehicle (100); - based on a set speed wet for a cruise control system in said vehicle (100); and - based on an adaptive algorithm, which is adapted to the previous driving of the vehicle (100).
[23]
A method according to any one of claims 1-22, wherein said simulation is based on a driving method, which comprises at least one in the group of: - cruise control driving; - driving with towing torque; - driving according to an arbitrary torque profile; and - manual driving.
[24]
A method according to any one of claims 1-23, wherein said selection of said transmission mode is performed by a control unit (700) in said vehicle (100) selecting said possible gear position if it is judged as recommended.
[25]
A method according to any one of claims 1-23, wherein said selection of said transmission mode comprises that a control unit (700) in said vehicle (100) chooses to present to a driver of said vehicle (100) said possible gear position if it is judged as recommended .
[26]
A method according to any one of claims 1-25, wherein said freewheeling has been accomplished through an opening of a clutch (106) in said vehicle (100).
[27]
A method according to any one of claims 1-25, wherein said freewheeling has been accomplished by utilizing a neutral gear position for said gearbox (103) in said vehicle (100).
[28]
A method according to any one of claims 26-27, wherein said freewheel has been selected as the transmission mode by performing the following steps: - simulating at least one future speed profile v for an actual speed for said vehicle (100) during said road section, where said simulation is performed when said road section is in front of said vehicle (100) and wherein said simulation of each of said at least one future velocity profile view is based on said road slope and on a transmission mode for said vehicle (100); evaluating a applicability for a transmission mode, wherein said transmission mode for each at least one future velocity profile v a further first time Ty when the at least one simulation is performed to a third later time T3.
[29]
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 1-28.
[30]
A computer program product comprising a computer readable medium and a computer program according to claim 29, wherein said computer program is included in said computer readable medium.
[31]
A system for selecting a transmission mode in a vehicle (100) during a road section, said vehicle (100) having applied freewheeling before said road section and wherein a maximum permissible speed vmm, which an actual speed for said vehicle (100) should be maintained below, is defined for said road section; characterized by: - a simulation unit, arranged for simulating a future speed profile v $ m¿ææ for a possible gear position of a gearbox (103) in said vehicle (100) based on a road slope, said simulation simulating, when said road section is in front said vehicle (100), an actual speed of said vehicle (100) below said road section; an evaluation unit, arranged to evaluate whether said freewheel is recommended to be interrupted in favor of said possible gear position, said possible gear position being judged as 31 recommended if a maximum value væm¿ææ¿mX for said future speed profile exceeds said maximum permitted speed mmx; a utilization unit, arranged to utilize said evaluation in said selection of said transmission mode.
[32]
A system according to claim 31, characterized in that said utilization unit comprises a presentation unit arranged to present to said driver of said vehicle (100) said possible gear position if this has been judged as recommended.

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同族专利:

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法律状态:

优先权:

申请号 | 申请日 | 专利标题

SE1200389A|SE538649C2|2012-06-27|2012-06-27|Method and system for selecting a transmission mode in a vehicle|SE1200389A| SE538649C2|2012-06-27|2012-06-27|Method and system for selecting a transmission mode in a vehicle|

PCT/SE2013/050768| WO2014003652A1|2012-06-27|2013-06-26|Transmission control system|

EP13748376.4A| EP2867560B1|2012-06-27|2013-06-26|Transmission control system|

BR112014031119-6A| BR112014031119B1|2012-06-27|2013-06-26|TRANSMISSION CONTROL METHOD AND SYSTEM AND COMPUTER READable MEDIUM|

US14/410,224| US9714704B2|2012-06-27|2013-06-26|Transmission control system|

CN201380034444.0A| CN104471288A|2012-06-27|2013-06-26|Transmission control system|

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