• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 优先权
    • 专利摘要:
    A method and a system for choosing a transmission mode in a vehicle over the course of a road section, in which a simulation of at least one future speed profile vsim for the road section ahead of the vehicle is conducted on the basis of a road slope for the road section. A time period Tappl is determined on the basis of the at least one simulated future speed profile vsim, which ensures that a lower transmission mode is chosen before a lowest permitted speed vmin defined for said road section and/or a set speed vset for a speed control is reached. During the determined time period Tappl, the transmission mode which is utilized when the simulation is made is applicable for the vehicle. After this, it is evaluated whether a lower transmission mode than the currently used transmission mode shall be chosen. According to the present invention, a lower transmission mode shall be chosen if the time period Tappl for which the current transmission mode is applicable is shorter than a first threshold period Tlim.
    公开号:SE1200393A1
    申请号:SE1200393
    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:

    TECHNICAL FIELD The present invention relates to a method for selecting a transmission mode according to the preamble of claim 1 and a system for selecting a transmission mode according to the preamble of claim 23.
    The present invention also relates to a computer program and a computer program product, which implement the method according to the invention.
    Background For motor vehicles, such as cars, lorries and buses, a cost to the industry constitutes a significant expense for the vehicle's agar or users. For example, for a haulier, in addition to the vehicle's acquisition cost, the main items of expenditure for the ongoing operation of a vehicle are the vehicle's driver, costs for repairs and maintenance, and industry for propulsion of the vehicle. The cost of packaging can here affect the profitability of Akeriforetaget to a very large extent. Therefore, a number of different systems have been developed to reduce industry consumption, such as industry-efficient engines and industry-economical cruise control.
    Fig. 1 schematically shows a driveline in a vehicle 100. The driveline comprises an internal combustion engine 101, which in a conventional manner, via a shaft 102 extending on the internal combustion engine 101, usually via a flywheel, is connected to an input shaft 109 of a gearbox 103 via a clutch 106. The clutch 106 may e.g. consists of an automatically controlled clutch, and is controlled by the vehicle's control system via a control unit 700 (figure 7). The control unit 700 can also control the gear unit 103. The gear unit 103 illustrated has schematically as a unit. However, the gearbox 103 may also physically consist of several cooperating gearboxes, for example a range gearbox, a main gearbox and a split gearbox, which are arranged along the driveline of the vehicle. The gearbox may comprise an appropriate number of gear bearings. In today's gearboxes for heavy vehicles, twelve gears for forward operation, two reverse gears and a neutral gear ratio are commonly found. If the gearbox 103 physically consists of several partial gearboxes according to the above, these twelve propulsive gears are distributed on two waxes in the range gearbox, three gears in the main gearbox and two gears in the split gearbox, which together constitute twelve gear laws (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 shaft 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, in order to maintain a constant actual vehicle speed and / or to vary the actual vehicle speed so that a reasonable speed limit is optimized for fuel consumption. The engine 101 can also be controlled by a driver of the vehicle.
    Brief description of the invention When driving the vehicle, the gear selection has a large impact on fuel consumption, since the engine speed is directly dependent on this gear selection. Previous known solutions have had problems in determining when in time downshifts are to be made, at the same time as they have sometimes led to a minimum permitted speed vmin being undershot by the vehicle. This has meant that the gear selection due to ductility shells has not been able to be calibrated so that it has become sufficiently lawful and clamed commercially, as such calibration attempts for previous known solutions have led to late downshifts and speed losses.
    In situations where a currently utilized transmission mode is operating at its maximum torque, the actual vehicle speed guard has traditionally been allowed to decrease before downshifting to a lower transmission mode has been performed. For example, in an economic law ("eco") for gear selection, the previous downshift has been quite long. This is an industry-friendly way to drive the vehicle because the engine speed is slowed down as long and long as possible. One problem, however, is that on those slopes where downshifting to a lower transmission mode must be done, the driver experiences this way of driving the vehicle unintelligently and not intuitively appealing. This puts the previously known systems at risk of limited use.
    For example, in downhill slopes or in situations where the vehicle has to reduce its actual speed guard, historical fuel savings have been made through a reduced demand for positive engine torque or with the help of relaxation. The reduced demand for positive engine torque meant 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. Relaxation meant driving the vehicle with a closed driveline, that is to say with the internal combustion engine 101 connected to the vehicle's drive wheels 110, 111, at the same time as the fuel supply to the internal combustion engine 101 is shut off.
    One way to further reduce fuel consumption is to let the vehicle freewheel, by either using a neutral gear bearing in the gearbox 103 as described below or opening the clutch. By utilizing freewheeling, an even lower fuel consumption is achieved with relaxation, since engine braking is eliminated at the same time as the engine speed is reduced to a minimum. Freewheeling can be performed with motor 101 running or off. If the engine 101 starts, freewheeling in a conventional vehicle is only slow if the vehicle is not braked or will need to be braked.
    Previous readings have had problems determining when in time the freewheel should be interrupted to obtain a soft and compliant function which is also comfortably unmarketable, it viii saga when it is time to put in a physical gear in the gearbox at an intuitively correct time and / or to close the clutch, and to determine when the freewheel must be interrupted so that the vehicle does not fall below the minimum permitted speed vmin- Previously known solutions have thus in a non-optimally set transmission mode in the vehicle, where transmission mode includes freewheeling and the wax law in the wax barn. This has led to the pre-acceptance of law-abiding gear selections and freewheeling being law, which has led to a law degree of utilization of the function.
    It is an object of the present invention to safely propel the vehicle with an overall gentle fuel consumption, by improving driveability and comfort, thereby increasing the front end acceptance and the degree of utilization of law-abiding gear selections and 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 23.
    The purpose is also achieved through the above-mentioned computer program and computer program product.
    By utilizing the present invention, the object is achieved, the viii saga of obtaining an overall sanctioned fuel consumption through a controlled and precise control of the choice of transmission mode to be utilized in the vehicle. This can be seen as a too late change of transmission mode, for example a very late interruption of freewheeling or a very late downshifting, can be avoided by utilizing the invention, while at the same time ensuring that a minimum permitted speed vmin and / or a set speed vset for a speedAllare not undershot. This increases the carability of the mode of transmission selected and an increased acceptance for more industry-efficient choice of transmission mode is obtained.
    From the point of view of driveability, the driver lifts the system, given that downshifting must take place in order not to fall below the minimum allowable speed vmin, downshift before the vehicle reaches this minimum allowable speed vmin, but aura lifted before the vehicle has lost speed at all.
    When the invention is used, freewheeling can be interrupted and / or downshifted to another physical gear layer in the gear shaft. This is done shortly before a power deficit will be present in said vehicle. Since the invention can determine how much the speed decreases during said power deficit, the invention will only downshift or interrupt freewheeling before such a power deficit leads to the speed decreasing below the minimum allowable speed at which it occurs. This results in the utilization of as low an engine speed as possible as long as this is appropriate and / or as long a freewheeling period as possible, which results in increased fuel savings, while minimizing the risk of under-speed. According to the invention, the choice of transmission mode can be made more accurate than with prior art solutions, since it is based on one or more simulations of future velocity profiles for the road section in front of the vehicle. This gives the system very good control over how the vehicle will behave under the road section in front of the vehicle, whereby a very accurate prediction of the car crossing situation is such that it will lead to a power deficit and / or underspeed during the road section. This exact prediction leads to the right decision to continue using a transmission mode or to select a lower transmission mode can be read by the system.
    Therefore, freewheeling can be controlled to be used substantially for the entire period it is applicable, it viii saga possible to use. Correspondingly, the choice of gear is controlled so that a higher gear is used substantially throughout the period in which it is applicable. Since the freewheel and / or the right-hand gear are used in a way that is intuitively correct for the driver, the driver's understanding of the function increases, which in turn increases the degree of utilization of the function. In other words, industry consumption was reduced by controlling the transmission selection more correctly. This more accurate steering will also mean that the steering is used more by the driver, which further reduces fuel consumption.
    By utilizing the present invention, a very accurate and well-founded choice of whether a previously used transmission mode is to continue to be applied or a lower transmission mode is to be used during a carriage section in front of the vehicle, whereby the engine speed is set as possible while maintaining driveability, which saves industry.
    The paired 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 about the slope of the vehicle that cruise control in the vehicle has access to.
    The present invention can be used both for pedal driving, that is to say that the driver himself regulates the torque demand from the engine, and for cruise control driving. The term pedal grain includes and in this document 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 of: 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 of 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 cross situation, a downhill slope followed by an uphill slope, which may precede an 8 cross situation when the present invention is used, and then freewheeling can be activated. Freewheeling can be applied in other cross situations, for example at a speed increase, which can take place on a flat surface. However, the cross situation in Figure 2 of pedagogical shells will be used to describe principles for freewheeling. The present invention can be applied, for example, when a light-chorded cross-situation transitions into a more heavy-chorded cross-situation, whereby a switch to a lower transmission mode must be made.
    For the vehicle in Figure 2, an energy relationship can be set up for the cross situation: mgh = (1 / 2m0-1 / 2mvi2) + (Fair + F „+ Feng + Fgb Faxle nay). s (eq.1) d & r: nigh is the potential energy of the vehicle; - 1 / 2mv22 is the vehicle's kinetic energy up to the crown; 1/21110 is the kinetic energy of the vehicle at the end of the hill; Fair is the vehicle's air resistance; For is the rolling resistance of the vehicle; Feng is the engine friction; - Fgb ãr vaxelladsfriktionen; Fark Inafriction in rear axle, seals and wheel bearings; and -s is the completed distance between the crown and the end of the hill.
    As can be seen from Equation 1, a number of forces, Fair, Frr, F „, Fo, and Fiona, act against the vehicle's weirdness.
    Figure 3 shows an example of engine friction for a truck engine. Here it appears that the negative moment 9 corresponding to the engine friction Feng, which counteracts the movement of the vehicle, increases with 8kat speed for the engine 101 (note that the y-axis has a negative gradation in figure 3). Due to the fact that reduced speed of the engine gives reduced force for the engine friction Feng, the viii saga reduced negative torque, which is used by the present invention.
    Freewheeling in this document means that the vehicle's engine 101 is disengaged from the vehicle's drive wheels 110, 111, i.e. that the driveline is opened. This disengagement of the drive wheels 110, 111 from the motor 101, also called opening of the drive line, can be effected, for example, by continuing the gearbox 103 in a neutral layer, or by opening the clutch 106. In other words, substantially no force is transferred from the motor 101 to the drive wheels 110. , 110 at the freewheel. Disengagement of the engine 101 from the drive wheels 110 of the vehicle 100, 111 when the vehicle 100 is in motion is referred to in this document as freewheeling.
    Freewheeling causes the forces acting against the movement of the vehicle to decrease considerably because the force of the engine friction Feng then 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 an industry point of view it is often more advantageous to drive the vehicle with an open driveline, ie during freewheeling, or with relaxation, ie 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 start the internal combustion engine when the internal combustion engine is disengaged is offset by the fact that the vehicle can continue with the disengaged internal combustion engine for a longer distance, for example after a downlink has been passed. This is due, among other things, to the fact that the vehicle will achieve a higher speed in, for example, the downhill closure 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 progress 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 meant that freewheeling can often be used a relatively long distance after, for example, an end of a downhill slope. This results in a significant reduction in industry use.
    According to the present invention, the time at which a change to a lower transmission mode is to be made is determined, for example by interrupting a freewheel or by performing a downshift from a higher physical gear bearing to a lower physical gear bearing and what effect this a change in transmission mode would result in the vehicle's actual speed profile for a road section.
    In order to determine this, at least one future velocity profile is simulated based on the actual speed of the vehicle for a road section in front of the vehicle based on at least one road inclination of the road section.
    The simulation is therefore performed in such a way that it starts from the vehicle's current position and situation and looks ahead over the road section, whereby the simulation is made based on a road slope for the road section. For example, the simulation can be performed in the vehicle with a predetermined frequency, such as for example with the frequency 1 Hz, which meant 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 parameter inclination, the simulation can also be based on one or more of a driven, a current actual vehicle speed, at least one motor property, 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 gradient on which the simulations are based can be obtained in a number of different ways. The slope can be determined based on map data, for example from digital maps including topographical 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 vaginal slope can be extracted from the map data.
    In several current cruise control systems, map data and positioning information are used for cruise control. Such systems can then provide map data and positioning information to the system of the present invention, thereby minimizing the complexity addition for determining the slope.
    The gradient on which the simulations are based can also be obtained by estimating the gradient that the vehicle experiences at the 12 simulation event. There are several ways to estimate this gradient, for example based on an engine torque in the vehicle, on an acceleration before the vehicle, on an accelerometer, on GPS information, on radar information, on camera information, on information from another vehicle, on in the vehicle before stored slope information and positioning information, or on information obtained from traffic systems related to said road sections. In systems where the exchange of information between vehicles is utilized, the slope estimated by a vehicle can be provided to other vehicles, either directly, or via an intermediate unit such as a database or the like.
    The simulations can be performed based on an assumption using a manual physical gear layer for the gearbox.
    For the possible gear ratio, as for each gear in 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 slack and maximum torque as a function of speed. In this document, a physical gear layer can constitute essentially any gear in the gearbox 103. One or more of these parameters can constitute input data for simulating the future velocity profile vsim.
    According to the present invention, a time period Tapp1 is determined in front of the vehicle, where a currently used transmission mode is judged to be applicable during this time period Tapp1. The determination of the time period Tapp 'is based on the at least one simulated future velocity profile vsim, which should be simulated in the manner described above.
    Then an evaluation is made of whether a lower transmission mode than the currently used transmission mode should be selected. According to the present invention, a lower transmission mode shall be selected 13 if the time period Tappi for which the current transmission mode is applicable is shorter than a first threshold period Turn. That is, a lower transmission mode must be selected if Tap]. Figure 5 shows a flow chart of the process of the present invention. In a first step 501 of the method, a simulation of at least one future velocity profile vsim for the road section in front of the vehicle 100 is performed, where the simulation of the future velocity profile vsin, Ar is based on a road slope for the road section. The simulation is performed at the first time T1, when the road section lies in front of the vehicle 100 and calculates an actual speed Tact of the vehicle during the next road section.
    According to one embodiment, consideration is also given to a used crossover in the simulations, where this crossover may include one or more of accelerator crimping, sledding torqueing, cranking according to an arbitrary torque profile and accelerator pedal crunching. The simulation can also take into account one or more vehicle parameters, such as the weight of the vehicle.
    In a second step 502 of the method, the time period Tappi is determined based on the at least one simulated future velocity profile vsim. The time period Tappl corresponds to the maximum time that the current transmission mode, that is to say the transmission mode used when the simulation is done, can continue to be used without the actual vehicle speed Tact falling below the lowest permitted speed vmin • Then an evaluation is performed in a third step 503 of whether a lower transmission mode than the currently used transmission mode should be selected. According to the present invention, a lower transmission mode must be selected for the time period Tap]. for 14 which the current transmission mode is applicable is shorter than a first threshold period Turn. Thus, a lower transmission mode should be selected in the Tap '<Turn, which is done in a fourth step 504 of the procedure. If the time period Tappi is equal to or longer than the first threshold period Turn returns the procedure to the first step 501, in which at least one new simulation is performed.
    The procedure identifies ants & that a sub-speed below the minimum permitted speed vmin according to the At least a future speed profile vsim will be present from the vehicle after the time period Tappi has expired, and evaluates if this sub-speed is so close to the simulation event in time that a lower transmission mode is selected. This effectively avoids the risk of the actual vehicle speed vact falling below the minimum permitted speed vmin.
    The choice of the transmission mode to be used in the vehicle, the viii saga the fourth stage 504, is made according to an embodiment of the control system itself. According to another embodiment, the control system presents the driver with information indicating that a change to a lower transmission mode is feasible by means of a presentation unit, after which the driver may choose whether or not the presented change of the transmission mode is to be performed.
    By, according to the present invention, basing the choice of transmission mode to be used in the vehicle 100 on a simulation of one or more future speed profiles vsim, a fact-based choice of transmission mode can be made. By utilizing the invention, the probability that an interruption of freewheeling and / or that a downshift is correct can also be avoided, since the simulations are performed 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 and / or downshifting being carried out so late that the maximum permitted speed has passed.
    According to an embodiment of the invention, the evaluation determines that a higher drive wheel torque than what is available in the current transmission mode will need to be requested by the engine 101 after the time period Tappi has expired in order for an actual speed weight for the vehicle to remain higher than that defined for the carriage section. The first threshold period Turn has, according to one embodiment, a length which apparently allows the selection of the lower transmission mode to be made and gives a torque to the lower transmission mode without the minimum permitted speed vmin and / or a set speed being set for a cruise control in the vehicle is underrun.
    This ensures that the actual speed of the vehicle does not become lower during the road section, the viii saga does not become lower than the minimum permitted speed Vain and / or a seat speed vset, which is much appreciated by the drivers of these vehicles and by the surrounding traffic of the vehicle.
    According to one embodiment, it comprises at least one future velocity profile veim a simulated future velocity profile vsim_coast related to freewheeling. The vehicle has applied freewheeling before the wagon section, the viii saga before the simulation gOrs. In this document, freewheeling is the imaginary / fictitious highest gear layer, and the choice of a lower transmission mode constitutes an interruption of this freewheeling.
    In other words, a downshift tram has an imaginary / fictitious highest gear layer to a physical gear layer, where the physical gear layer may, for example, be one of the higher gears in the gearbox 103.
    Since the choice of a lower transmission mode according to one embodiment results in a downshift from a higher physical gear bearing to a lower physical gear bearing for the gearbox 103 in the vehicle, the change of transmission mode to a lower transmission mode constitutes a conventional downshift. This embodiment is generally applicable to the physical shafts of the gearbox, (= Takes the higher physical gear layer can be made up of essentially all the gear layers of the gearbox, except the lowest gear layer in the gearbox.
    The non-limiting example in Figure 4 shows an illustration of a simulated future speed profile vsim • Before the wagon section, i.e. before the first time T1, has the current transmission mode, i.e. the transmission mode used in the simulation, has been used in the vehicle. At a second time T2 falls below, the simulated future velocity profile vsim set has the speed vset closest to a third time T3 when the future velocity profile vsim falls below a minimum permissible velocity defined for the road section vmin • According to an embodiment of the invention, the time period Tapp 'begins, which then is used to evaluate a lower transmission mode to be used, in a first time T1, when said simulation is performed, and ends in the third time T3, when the future speed profile vsim falls below the minimum permitted speed vmin, Tap]. = Tn. If so Tn <Turn so, a lower transmission mode should be selected. This embodiment has an advantage in that the transmission mode used in the simulation can be used as long as possible without the lowest permitted speed vmin 17 being undershot before or after switching to a lower transmission mode.
    According to an embodiment of the present invention, the time period Tapp 'begins in the first time T1, when the simulation is performed, but ends in a second time T2 which is a time closest to the third time T3 at which the future At least one speed profile vsim falls below the set speed vset for the cruise control in the vehicle. As described above, it is at least one future velocity profile below the lowest allowable velocity, at the third time T3. Alltsa har har Tapp]. = T12 and a lower transmission mode must be selected cm T12 <Turn. This embodiment has the advantage that the vehicle only falls below the set speed vset in cases where a shift to lower transmission mode is not required to maintain the speed above the minimum permitted speed vmin. In practice, this meant that one remained in the current transmission mode for shorter distances without having to change transmission modes. But in cases where you will need to shift transmission mode, the shifting is performed even before the vehicle falls below the set speed vset, which is experienced by a driver as a wise and also good performance of the function.
    The selection of the transmission mode according to the present invention can be used for manual torque request from the engine 101, i.e. for pedal driving, or for cruise control.
    The magnitude of the minimum permitted speed vmin, that is to say the level of the minimum permitted speed vmin, is according to an embodiment related to a current actual speed v t for the vehicle.
    The size of the minimum permitted speed may, 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, that is to say a pre-selected speed, for a cruise control system, or based at a reference speed Vreff, which is used by the said cruise control system to control a speed controller.
    The determination of the minimum permissible speed may also be performed by the cruise control system and provided to 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 the cruise control logic of a cruise control system in the vehicle. The lowest permitted speed vmin can then be controlled by the vehicle's cruise control logic. For example, an intelligent cruise control slows down the vehicle speed on downhill slopes because the vehicle's spirit will accelerate below the downhill slope.
    According to this embodiment, the cruise control may also initiate a deceleration of the minimum permitted speed vmin and thereby pass the time in freewheeling and / or on the possible gear for the vehicle. This lowering of the minimum permitted speed vmir, for example, can be achieved at the lowest permissible speed vmir, is related to the reference speed Vrefi which air was lowered by the cruise control in front of the downhill slope, whereby the regulation of the lowest permitted speed vmir is obtained automatically.
    In general, the speed limit values which are utilized by the present invention, i.e. the value for the lowest permitted speed, 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 vect for the vehicle, constitute a percentage of a set speed vset 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, it can be mentioned that the following value could be used for vmin in this document: vmin = 82 km / h or vmin = 0.98 * vnet km / h.
    As a non-limiting example, it can be mentioned that the first time period T12 could have the length T12 = 10 seconds.
    The minimum allowable speed vmin can change dynamically and can have different values for different transmission modes.
    As described above, the gradient 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 slope that the vehicle experiences at the time of the simulation. This places greater demands on the size of the lowest permitted speed at which the simulations become less accurate and more variable in size. In addition, according to an embodiment of the invention, the horizontal length, the viii saga vague section, can be shortened to counteract these variations.
    As the slope of the road section is approximated with the slope the vehicle experiences in the simulation itself, the best results will be obtained on a slight downhill slope. Slight downhills are ideal for freewheeling if the road slope, for example, is sac: In that the simulated future speed profile is within its allowable range, between the lowest allowed speed Vrnin and a maximum allowed speed vmax • An advantage of simulating future speed profiles based on current slope is that the same algorithm can be used for both scales and vehicles where you do not have access to future vagal slopes and for scales and vehicles where you have access to future vagal slopes. In addition, the simulation uses speed-dependent terms, such as air resistance and engine torque, for which a good estimate of how the vehicle will behave in the future is also obtained without the knowledge of the future road inclination.
    According to an embodiment of the invention, the transmission mode, for example freewheeling, which is applied by the vehicle before the wagon section, the viii saga before the first time T1, or a transmission mode which will be applied during or after the wagon section, has been selected, or will be selected, by performing one or more simulations of future velocity profiles vsim for the road section in front of the vehicle 100, wherein the simulations for each of the at least one future velocity profiles vsim 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, the use of a crossover is also taken into account in the simulations, where this crossover may include one or more of cruise control grating, slack torque grinding, driving according to an arbitrary torque profile and accelerator pedal grinding. The simulation can also allow for one or more vehicle parameters, such as the weight of the vehicle. In this document, applicable means possible to use.
    Then the applicability of the transmission modes which are related to the at least one simulated future velocity profiles vsim is evaluated. A transmission mode bedOms has as applicable if its related simulated future velocity profile vsim is greater than the above-described maximum allowable speed vmin during the entire third time period 21 T1,4, which extends from a further first time Ti, when the simulations are performed to the fourth later time T4. The additional first time T1, does not normally coincide with the above-mentioned first time T1.
    Then a transmission mode is selected for utilization based on the evaluation. Typically valjs has a transmission mode that has been judged to be applicable. According to an embodiment of the invention, a transmission mode for freewheeling is selected which has been judged to be applicable. Otherwise, a transmission mode is selected for the gear unit that is judged to be 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 with the aid of a presentation unit, after which the driver is allowed to choose whether the presented transmission mode is to be used or not.
    According to one embodiment, the fourth time period T4 is selected so that the third time period T1.4 corresponds to a minimum / shortest time period. A gear period should be used to avoid inconsistent switching. Inconsistent switching includes switching between different gears / transmission modes with relatively high frequency. Thus, the third time period T1,4 has a length which is due to the fact that the driver is not exposed to unnecessarily frequent and annoying wobbling.
    As will be appreciated by those skilled in the art, sequences of selection of transmission modes as described in connection with Figure 6 and selection of lower transmission modes as described, for example, in connection with Figure 5 can be accomplished. Thereby, sequences of one or more of upshifts, freewheels and downshifts can be obtained by utilizing different embodiments of the present invention. The person skilled in the art realizes that a method for selecting the transmission mode according to the present invention can also be implemented in a computer program, which when executed in a computer ensures that the computer executes the method. The computer program usually consists of a computer program product 703 stored on a digital storage medium, where the computer program az- is included in the computer program readable medium of the computer program product. Said computer readable media consists of a readable memory, such as: 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 computing unit 701, which can be made of essentially any suitable type of processor or microcomputer, e.g. a circuit receiving digital signal processing (Digital Signal Processor, DSP), or a circuit with a predetermined specific function (Application Specific Integrated Circuit, ASIC). The calculating unit 701 is connected to a memory unit 702 arranged in the control unit 700, which provides the calculating unit 701 e.g. the stored program code and / or the stored data calculation unit 701 need 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 provided with devices 711, 712, 713, 714 receives and transmits 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 calculating unit 701. These signals are then provided to the calculating unit 701. The devices 712 23 714 for transmitting output signals are arranged to convert signals received from the calculating unit 701 by 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 be constituted by 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 tradl8s connection. One skilled in the art will appreciate that the above-mentioned computer may be the computing unit 701 and that the above-mentioned memory may be the memory unit 702.
    Generally, 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 considerably more control units than what is shown in Figure 7, which is a choice for 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 at the vehicle or a control unit dedicated to the present invention.
    According to one aspect of the invention, there is provided a system for selecting a transmission mode in a vehicle, the system comprising a simulation unit, arranged to simulate the at least one future velocity profile for the front section of the carriage. This at least one simulation is done when the lane section is in front of the vehicle and based on a lane slope and results in an actual speed guard for the vehicle below the lane section.
    The system comprises alien a determining unit, arranged to determine a time period Tapp 'in front of the vehicle, during which time period Tapp' a current transmission mode is judged to be applicable. The determining unit is arranged to base the determination on the at least one future velocity profile vsim.
    The system also comprises an evaluation unit, which is arranged for evaluating whether a lower transmission mode is to be selected. The evaluation unit is arranged to select a lower transmission mode if the time period Tappl when the current transmission mode is applicable is shorter than a first threshold period 'Tappl. <Turn.
    The system also comprises, according to one embodiment, a utilization unit, which is arranged to utilize the evaluation challenge of the evaluation unit in order 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 information indicating that a lower transmission mode should be selected, and / or which transmission mode should be selected. Has been taken ants & the decision of which transmission mode to use by the driver.
    The presentation unit is preferably arranged to be integrated with, or in connection with, a user interface in the vehicle, which makes the presentation of suitable transmission mode to use a latte harmful to the driver.
    The presentation of the indicators can have a variety of designs. For example, the presentation consists of one or more of transmission mode indicators, such as characters, numbers, letters, symbols, monsters, figures, colors, animations, and sounds.
    The system, i.e. the simulation unit, the determining unit, the evaluation unit, and for certain embodiments the utilization unit and / or the presentation unit, is designed 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 velocity thresholds set forth in this document have equivalents and may be translated to speed and speed threshold or torque and torque thresholds. Likewise, the person skilled in the art realizes that there is a very wide range of relationships between distances, times and speeds, which is why the times and time periods specified here 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. 27
    权利要求:
    Claims (1)
    [1]
    1. 1 .-- 1 801- 601, ZOI, COL 1701, - Z Did z'Aw% IA q. 6.w 3 / Motor friction (slap torque) -60 -160- -180-- 600800100012001400161001800 Motor speed [rpm]
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    同族专利:
    公开号 | 公开日
    SE537119C2|2015-01-27|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1200393A|SE537119C2|2012-06-27|2012-06-27|Transmission control for transmission mode selection|SE1200393A| SE537119C2|2012-06-27|2012-06-27|Transmission control for transmission mode selection|
    BR112014031121A| BR112014031121A2|2012-06-27|2013-06-26|transmission control system|
    PCT/SE2013/050771| WO2014003655A1|2012-06-27|2013-06-26|Transmission control system|
    EP13748378.0A| EP2867562B1|2012-06-27|2013-06-26|Transmission control system|
    RU2015102288A| RU2015102288A|2012-06-27|2013-06-26|TRANSMISSION CONTROL SYSTEM|
    CN201380034351.8A| CN104620025A|2012-06-27|2013-06-26|Transmission control system|
    US14/410,238| US9321449B2|2012-06-27|2013-06-26|Transmission control system|
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