• 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:
    Method and system for controlling a cruise control and a transmission in a vehicle over the course of a road section, wherein said vehicle, prior to said road section, has applied coasting and utilizes said cruise control. According to the present invention, a reference speed vref utilized in said cruise control during said coasting is lowered to a lowest permitted speed vmin defined for the road section if said lowering is deemed applicable. A comparison of a drive force Fdd requested from an engine system in the vehicle with a threshold value Flim for said drive force is also carried out. The coasting is then suspended if said requested drive force Fdd exceeds said threshold value Flim for said drive force.
    公开号:SE1200392A1
    申请号:SE1200392
    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 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 in the direction of travel is reduced via the 10 drive wheels, 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 drive wheel 110, III, 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.
    During cruise control, small undercurrents for the actual speed of the vehicle below the cruise control's set speed can cause the freewheel to be incorrectly interrupted when previously known systems are used, which impairs the fuel savings obtained from the freewheel in these systems and results in inconsistent freewheeling. short time to then be used again.
    It is an object of the present invention to improve the fuel economy when freewheeling is applied and to avoid short-term and erroneous interruptions of the freewheeling.
    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 25.
    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 while at the same time reducing inconsistency due to short-term interruptions of freewheeling.
    According to the present invention, controlling the freewheel during cruise control in certain situations can mean that the freewheel can be extended for longer than with previously known solutions. Therefore, freewheeling can be controlled to be used substantially all the time when it is really profitable, since short-term interruptions of freewheeling are avoided. In prior art systems, repetitions of activation and deactivation of freewheels have sometimes occurred, which is avoided by the present invention. In this way, the freewheel function is perceived as more consistent, which is intuitively perceived by a driver of the vehicle as a correct control of the function. As the driver's understanding of the freewheel function increases, the degree of utilization of the function will also increase, which overall reduces the fuel consumption in the vehicle.
    By utilizing the present invention, a very precise and well-substantiated choice is obtained as to whether or not freewheeling is to be applied during a road section in front of the vehicle.
    The purpose of making this choice related to the use of freewheeling is to reduce the engine speed as low as possible and thus save fuel.
    According to the present invention, a reduction of a reference speed vmf used in cruise control is performed if this reduction is judged to be applicable. Then, a driving force Em requested from an engine system in the vehicle is compared with a threshold value Fhm in order to be able to judge whether freewheeling should be interrupted or not. If the required driving force RM exceeds the threshold value Fhm, the freewheeling is interrupted. The reduction of reference speed v fifi according to the present invention means that the freewheel can continue to be applied in situations where it had been interrupted with previously known solutions, which reduces fuel consumption, and reduces inconsistency in the choice of transmission mode, where transmission mode includes freewheel and gear positions. This gives an accurate and balanced prediction of whether freewheeling should be interrupted or not.
    In this document, freewheeling constitutes an imaginary / fictitious maximum gear position, and the choice of a lower transmission mode constitutes an interruption of this freewheeling. 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.
    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 inclination 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.
    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 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 an example of a simulation according to the invention, Figure 8 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, where the present invention can be applied. The invention can also be applied in 10 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 = (1 / 2mv12-1 / zmv12) + (I7a¿r + l fl r + F + Fgh + F) 0s (eql. r: - næh is the potential energy of the vehicle; bhnwzär the kinetic energy of the vehicle up on the crest; -% nw3 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; fi '- P' is the motor friction; eng - Fa is the gearbox friction; - FQMMV 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 l, a number of forces F 'F air f rr' F eng f Få, and F uxle / 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 provides reduced power for engine friction F "eng ', 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 ew 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 shut-off 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, where the cruise control function of a cruise control in the vehicle is also taken into account.
    According to the present invention, the cruise control of the vehicle is controlled by lowering the reference speed vmf used in this cruise control during freewheeling to a minimum permitted speed defined for the road section vmn if this reduction is deemed applicable. Thus, the reference speed used by the cruise control is adjusted here; to a lower level if appropriate.
    For traditional cruise control, the reference speed vmf is equal to the set speed wet selected by, for example, the driver.
    For reference cruise control, such as look ahead cruise control (LACC), the driver selects a set speed wet for the cruise control. This set-speed wet is related to a speed the vehicle should keep on a level road.
    Based on at least this set speed, the reference speed control speed controller can then control the reference speed vg fi, which is the setpoint 10 the engine system is regulated with so that a desired actual vehicle speed is obtained, for example on hilly roads.
    Since the reference speed vmf, for both traditional cruise control and for LACC, is the setpoint against which the engine system is regulated, it is this setpoint that is decisive for whether an engine torque / drive force will be requested from the engine system or not. Only when the reference speed vmf is below is torque / driving force required from the engine system.
    The present invention compares a driving force EN, which is requested from the engine system, with a threshold value Fhm for this driving force. If the requested driving force En exceeds this threshold value Fhm, the freewheeling is interrupted according to the invention.
    Since the reference speed before this comparison according to the invention may have been adjusted downwards if required, a very compliant and efficient control of the transmission in the vehicle is obtained, i.e. whether freewheeling is to be applied or not. The downward adjustment of the reference speed weave can be used, for example, to freewheel over short flatter sections of the road section, by letting the speed first decrease and then rolling up in speed again, instead of having to interrupt the freewheel, for example by shifting.
    The non-limiting example in Figure 4 shows an illustration of a simulated future velocity profile vämjmæt, which will be described in more detail below. Figure 4 shows schematically how the cruise control reference speed vf fi is lowered, which means that the freewheeling is not interrupted due to the fact that driving force is requested during the first temporary and short decline of the future speed profile v fi mßoüt. Figure 4 will be described in more detail below. Figure 15 shows a flow chart of the process of the present invention. In a first step 501 of the method, a reduction of the reference speed vmf is performed if this reduction is judged to be applicable. As mentioned above, the reference speed vfü is used by the cruise control in the vehicle during the freewheeling which has been used by the vehicle before the vehicle reached the road section which is now in front of the vehicle.
    In a second step 502 of the method, the driving force Fda requested from the engine system is compared with a threshold value Fnm for the driving force.
    In a third step 503 of the method, the freewheel is interrupted if the requested driving force EN is greater than the threshold value Fnm.
    The interruption of the freewheel is done according to an embodiment of the steering system itself. According to another embodiment, the steering system presents the proposal that the freewheel should be interrupted, after which the driver may choose whether the freewheel should be interrupted or not.
    According to an embodiment of the invention, the assessment is made of whether the lowering is applicable or not based on a simulation of a future speed profile v§m¿mßt for an actual speed related to freewheeling for the vehicle during the road section. This simulation is performed at the first time T1, when the road section is in front of the vehicle and is performed based on at least one road slope for the road section.
    Thus, the simulation is performed so that it is based on the vehicle's current position and situation at the first time T1 and looks forward over the road section, the simulation being done based on a road slope for the road section.
    For example, the simulation can be performed in the vehicle with a predetermined frequency, such as for example with the frequency 1 Hz, 12 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 road inclination parameter, 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, 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, which minimizes 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 13 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, 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.
    According to an embodiment of the present invention, the evaluation of whether the reduction of the reference speed vmf is applicable is based on this simulation of the future speed profile v vmfoæt for freewheeling. The reduction is considered here to be applicable to a portion of the road section if the simulated future speed profile vüm¿ma¶ below this portion is less than a set speed wet utilized by the cruise control and at the same time is greater than the minimum permitted speed vmn. This is illustrated in Figure 4, where the simulated future speed profile vgmimæt from a current speed vn, which corresponds to the set speed wet for the cruise control, at the first time T1 first increases at the beginning of the road section and then temporarily falls below the set speed vgü. When the simulated future velocity profile v¿m¿ußü has fallen below the set velocity wet, it is still greater than the lowest permissible velocity vm fl in the example shown in Figure 4. Therefore, according to this embodiment of the invention, the lowering of the reference velocity vg fi should be performed.
    Because the decision on this reduction of the reference speed vmf is based on a simulation of the future speed profile v¿m¿M߶ for the road section, a well-founded evaluation of the 14 situation can be obtained, which leads to a fact-based control of both the cruise control and the freewheel in the vehicle.
    By utilizing the invention, the probability that an interruption of freewheeling is correct can also be increased, since the simulations are made over a longer period of time. Previously known solutions have not used the possibility to adjust the reference speed vmf according to how the vehicle speed is predicted to vary, which for example in the case shown in figure 4 would have led to freewheeling being incorrectly interrupted at the temporary decrease for the future speed profile v $ m¿ma¶ for the road section. The embodiment according to the invention thus provides a more consistent freewheel and one from a fuel perspective a more optimal control of the cruise control and the freewheel.
    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.
    As will be appreciated by those skilled in the art, the requested driving force Fü has an equivalent in a torque Mm »requested in the vehicle. If this torque is used according to the invention, it compares with a torque threshold value Mum corresponding to the driving force threshold value E fi m. Torque Mw can here be a drive wheel torque or a motor torque.
    The required driving force One and the corresponding torque MM can be determined based on one or more of a system for controlling a speed of the vehicle, a driver-controlled throttle control, a driver-controlled brake control and a vehicle-specific driving force-requiring device.
    The control of the cruise control and of the transmission 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.
    According to an embodiment of the present invention, which is illustrated in Figure 6, the reference speed vmf returns from the decrease to the set speed wet for the cruise control and when the set speed grows at a second time T2. At the second time Tz, the future speed profile v§m¿ma¶ related to the freewheel set speed decreases immediately before a third time T3 when the future speed profile v¿nLußü related to the freewheel falls below the minimum permitted speed vmm. In other words, here the lowering of the reference speed vmf is interrupted so that it reaches the set speed wet at the second time T2. This has the advantage that a smooth transition from freewheeling to non-freewheeling, for example cruise control with gear in, is obtained. Previously known solutions had led to the cruise control having to accelerate the vehicle to growth at the third point T3.
    According to an embodiment of the invention, the lowering of the reference speed vmf is interrupted, i.e. a return of the reference speed vyü is performed if a first time period TH, from the first time T1 when the simulation is performed, to the second time T2, is shorter than a time limit value Tum.
    This has the advantage that a particularly smooth transition from freewheeling to cruise control is obtained, since it is certain that the gear has had time to be engaged and sufficient engine torque has had time to build up to keep the set speed growing at the second time T2. The return of the reference speed vmf from its lowered value can be performed by making a ramp of the reference speed vmf 16 from its lowered value, i.e. from the lowest permitted speed vmm to the set speed vgü. This gives a smooth return for the reference speed weave.
    The magnitude of the lowest permitted speed vmj, i.e. the level of the lowest permitted speed vmn, is according to one embodiment related to a current actual speed VMI of the vehicle. The size of the maximum permissible speed WRX is according to one embodiment related to a constant speed braking speed vmwc for the vehicle.
    The size of the minimum permitted speed vmm and / or the maximum permitted speed vmm can according to one embodiment be determined at least partly 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 cruise control.
    The determination of the minimum permissible speed vmm and / or the maximum permissible speed VW 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 vmn and / or the maximum 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 lowering of the lowest permitted speed vmm 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 vm fl 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 minimum allowable speed vm may be a percentage of the reference speed vmf.
    In general, the speed limit values which are utilized by the present invention, i.e. the lowest permitted speed vm fl and / or the maximum permitted speed vmm, 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: vm fl = 82 km / h or v fi m 0.98 * vgü km / h; - vmm = 90 km / h or vmm 1.06 * vga km / h, or vmm = 0.995 * Vmïsc OCh - vhm = 85 km / h or Vm fl 1 * grow km / h.
    As a non-limiting example, it can be mentioned that the first time period Tu could have the length Tu = 10 seconds. 18 The minimum permitted speed vm fl and / or the maximum permitted speed VW ”can be changed dynamically and may have different values for different transmission modes.
    As described above, road slope can be determined based on map data and positioning information_ If such data is not available, the simulations can be based on estimates of the road slope that the vehicle experiences at the time of simulation. This places greater demands on the size of the lowest permitted speed vm fl and the maximum permitted speed mmx 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, for example, the road slope is such that the simulated future velocity profile is within its allowable range, between the lowest allowable speed vm fl and the maximum allowable speed mwx.
    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 transmission mode, for example freewheeling, applied by the vehicle before the road section, i.e. before the first time T1, or a transmission mode which will be applied during or after the road section, has been selected, or will be selected, by perform one or more simulations of future velocity profiles for the road section in front of the vehicle 100, wherein the simulations for each of the at least one future velocity profiles friend are based on a road slope and on a transmission mode for the vehicle. An example of such a simulation is shown in Figure 7. 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 vfi m is evaluated. A transmission mode is considered applicable here if its related simulated future velocity profile vgm is greater than the above-described minimum allowable velocity vmm during the entire third time period TM, which extends from a further first time Ty when the simulations are performed to the fourth later time T4. . 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 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, applicable means possible to use.
    According to one embodiment, the fourth time T4 is selected so that the third time period Ty4 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 Ty4 has a length which ensures that the driver is not exposed to unnecessarily frequent and annoying shifting.
    As will be appreciated by those skilled in the art, sequences of selecting the transmission mode as described in connection with Figure 7 and selecting the lower transmission mode as described, for example, in connection with Figure 5 can be accomplished. Hereby, sequences of one or more of gears, freewheels and downshifts can be obtained by utilizing various embodiments of the present invention.
    According to an embodiment of the present invention, the reduction of the reference web speed is judged to be applicable substantially directly when said freewheel is activated. Thus, for this embodiment, the reference speed vmá will be lowered to a value corresponding to the lowest permitted speed vmn as soon as 21 freewheels are activated in the vehicle. This has an advantage in that the function algorithm becomes simple, and thus easy to implement, since the same thing, i.e. the lowering, is always performed when freewheeling is activated. In addition, the function becomes predictable for the driver, which further increases the driver's confidence in the function and willingness to use it.
    According to an embodiment of the present invention, the lowering is interrupted, i.e. the reference speed vmf returns from its lowered level to a set speed wet for the cruise control substantially immediately when the freewheel is interrupted.
    This has the advantage that if the freewheel is interrupted, for example by the driver, by the system according to the invention, or by another system, the cruise control will immediately start working at a reference speed desired by the driver. The return of the reference speed vmf from its lowered value can be performed by ramping the reference speed vmf from its lowered value to the set speed wet, whereby a smooth return of the reference speed vmf is effected.
    Those skilled in the art will appreciate that a method of controlling cruise control and transmission 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 803 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 8 schematically shows a control unit 800. The control unit 800 comprises a computing unit 801, which may consist of 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 801 is connected to a memory unit 802 arranged in the control unit 800, which provides the calculation unit 801 e.g. the stored program code and / or the stored data calculation unit 801 is needed to be able to perform calculations. The calculation unit 801 is also arranged to store partial or final results of calculations in the memory unit 802.
    Furthermore, the control unit 800 is provided with devices 811, 812, 813, 814 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 811, 813 may be detected as information and may be converted into signals which may be processed by the computing unit 801. These signals are then provided to the computing unit 801. The devices 812 , 814 for transmitting output signals are arranged to convert signals obtained from the calculation unit 801 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 the computing unit 801 and that the above-mentioned memory may be the memory unit 802. 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. Vehicles of the type shown thus often comprise significantly more control units than shown in Figure 8, which is well known to those skilled in the art.
    In the embodiment shown, the present invention is implemented in the control unit 800. 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 controlling a cruise control and a transmission in a vehicle during a road section. The system comprises a lowering unit, arranged for lowering a reference speed web used in the speed control during freewheeling to a minimum permitted speed defined for the road section, if the lowering is judged to be applicable.
    The system also comprises a comparison unit, arranged for comparing a driving force R fl requested from an engine system in the vehicle with a threshold value FUN for the driving force.
    The system also includes an interrupt unit, arranged to interrupt the freewheel if the requested driving force Fdd exceeds the threshold value Fnm for the driving force.
    The system, i.e. the lowering unit, the comparison unit, and the interrupting unit, is arranged to be able to perform all the 24 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. The person skilled in the art also realizes that there is a very well-known connection between distances, times and speeds, which is why the times and time periods specified 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 controlling cruise control and transmission 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 (25)
    [1]
    A method of controlling a cruise control and of a transmission in a vehicle (100) during a section of road, said vehicle (100) before said section of road having applied freewheeling and utilizing said cruise control; characterized by: - lowering a reference speed vmf used in said cruise control during said freewheeling to a minimum permitted speed vmm defined for the road section if said lowering is deemed applicable; - comparing a driving force RE requested from an engine system (101) in the vehicle with a threshold value Fnm for said driving force; and - interrupting said freewheel if said requested driving force Em exceeds said threshold value Fhm for said driving force.
    [2]
    A method according to claim 1, wherein said requested driving force E has a counterpart in a step Mdd requested in the vehicle (100).
    [3]
    A method according to claim 2, wherein said requested torque Mdd is a torque in the group of: - a drive wheel torque; and - a mOtOImOmenC.
    [4]
    A method according to any one of claims 1-3, wherein said requested driving force Em is determined based on at least one device in the group of: - a system for controlling a speed for said vehicle; - a driver-controlled throttle control; - a driver-controlled brake control; and - a vehicle-specific power-requiring device. lO 15 20 25 30 26
    [5]
    A method according to any one of claims 1-4, wherein said lowering is preceded by the following steps: - simulating a future speed profile v¿ÜL "߶ for an actual speed related to freewheeling for said vehicle (100) during said road section, wherein said simulation is performed when said road section is in front of said vehicle and where said simulation is based on at least one road slope; and - evaluating whether said lowering is applicable, said lowering being judged to be applicable to a portion of said road section if said future speed profile is related to freewheeling below said portion is less than a set speed vga for said cruise control and at the same time is greater than said minimum permissible speed vmm.
    [6]
    A method according to claim 5, wherein said road slope is obtained from map data in combination with positioning information.
    [7]
    A method according to any one of claims 5-6, wherein said road slope is provided by a cruise control system which utilizes map data and positioning information in cruise control.
    [8]
    The method of claim 5, wherein said road slope corresponds to a road slope said vehicle (100) experiences substantially at said beginning of said road section.
    [9]
    A method according to any one of claims 5-8, wherein said road slope is determined based on at least one type of information in the group of: - radar-based information; - camera-based information; - information obtained from a vehicle other than the said vehicle; - positioning information and inclination information previously stored in the vehicle; and 10 15 20 25 30 27 - information obtained from traffic systems related to said road sections.
    [10]
    A method according to any one of claims 1-4, wherein said lowering is judged to be applicable substantially directly when said freewheel is activated.
    [11]
    A method according to any one of claims 1-10, wherein said reference speed weaf returns from said lowering to a set speed vg for said cruise control and when said set speed wets at a second time T2, at which said future speed profile vn¶; mt related to freewheeling, said set speed falls below vgü immediately before a third time T3 when said future speed profile v¶n¿ @ æt related to freewheeling falls below said minimum permitted speed vm fi.
    [12]
    The method of claim 11, wherein said return is performed if a first time period TU, from a first time T1 when said simulation is performed, to said second time T2, is shorter than a time limit value Tum.
    [13]
    A method according to any one of claims 1-10, wherein said reference speed vmf returns from said lowering to a set speed wet for said cruise control substantially directly at said interruption of said freewheel.
    [14]
    A method according to any one of claims 11-13, wherein said return is performed by ramping said reference speed vmf from said minimum allowable speed vmn to said set speed wet.
    [15]
    A method according to any one of claims 1-14, 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). 10 15 20 25 30 28
    [16]
    A method according to claim 15, wherein said determining of said magnitude for said minimum allowable speed vmm is performed by said cruise control system.
    [17]
    A method according to any one of claims 15-16, wherein said magnitude of said minimum permissible speed vm fl is related to a reference speed vn fi which is used by said cruise control system.
    [18]
    A method according to any one of claims 1-17, wherein a magnitude of said minimum permissible speed vm fl is related to a current actual speed of wax for said vehicle (100).
    [19]
    A method according to any one of claims 15-18, wherein said magnitude of said minimum allowable speed vm fl changes dynamically.
    [20]
    A method according to any one of claims 1-19, wherein said freewheel has been provided through an opening a clutch (106) in said vehicle (100).
    [21]
    A method according to any one of claims 1-19, wherein said freewheeling has been accomplished by utilizing a neutral gear position for a gearbox (103) in said vehicle (100).
    [22]
    A method according to any one of claims 20-21, wherein said freewheel has been selected as the transmission mode in said vehicle (100) by performing the following steps: - simulating at least one future speed profile v for an actual speed of said vehicle (100) during said road section, wherein 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 speed profile v§m is based on said road slope and on a transmission mode for said vehicle (10O); evaluating an applicability for a transmission mode, wherein said transmission mode for each at least one future speed profile vgm is judged to be applicable if the respective said at least one future speed profile vßm is greater than a minimum permitted speed vm fl during a whole third time period Ty4, which extends from a further first time Ty when said at least one simulation is performed to a fourth later time T4
    [23]
    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 1-22.
    [24]
    A computer program product comprising a computer readable medium and a computer program according to claim 23, wherein said computer program is included in said computer readable medium.
    [25]
    A system for controlling a cruise control and a transmission in a vehicle (100) during a section of road, said vehicle (100) before said section of the road having applied freewheeling and utilizing said cruise control; characterized by: - a lowering unit, arranged for lowering a reference speed web used in said cruise control during said freewheeling to a minimum permitted speed defined for the road section, if said lowering is deemed applicable; a comparison unit, arranged for comparing a driving force Em from a motor system in the vehicle with a threshold value Fhm for said driving force; and - an interrupt unit, arranged to interrupt said freewheel if said required driving force Fdd exceeds said threshold value Flim for said driving force.
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    同族专利:
    公开号 | 公开日
    WO2014003654A1|2014-01-03|
    BR112014031116A2|2017-06-27|
    US9821803B2|2017-11-21|
    US20150321670A1|2015-11-12|
    CN104411561A|2015-03-11|
    EP2867091B1|2017-10-11|
    SE538648C2|2016-10-11|
    EP2867091A1|2015-05-06|
    RU2015102347A|2016-08-20|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1200392A|SE538648C2|2012-06-27|2012-06-27|Procedure and system for controlling a cruise control and also transmission in a vehicle|SE1200392A| SE538648C2|2012-06-27|2012-06-27|Procedure and system for controlling a cruise control and also transmission in a vehicle|
    PCT/SE2013/050770| WO2014003654A1|2012-06-27|2013-06-26|Vehicle speed and coasting control method and system|
    RU2015102347A| RU2015102347A|2012-06-27|2013-06-26|METHOD AND SYSTEM OF MANAGING SPEED AND ROLL-DRIVING VEHICLE|
    EP13773877.9A| EP2867091B1|2012-06-27|2013-06-26|Vehicle speed and coasting control method and system|
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    BR112014031116-1A| BR112014031116B1|2012-06-27|2013-06-26|FREE RUNNING AND VEHICLE SPEED CONTROL SYSTEM AND METHOD|
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