• 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:
    SUMMARYThe invention relates to a method for the comfortable and / or industry-saving driving of a motor vehicle (100), comprisingthe steps to:regeneratively braking (s401) said motor vehicle (100); andregeneratively brake said motor vehicle (100) after ascertainingactivated gas path drag based on a continuous setsize of performance resistance.The invention also relates to a computer program product comprising program code (P) for a computer (210; 220) for implementing a method according to the invention. The invention also relates to a device for comfort and / orfuel-efficient driving of a motor vehicle (100) and a motor vehicle (100) equipped with the device.
    公开号:SE1350911A1
    申请号:SE1350911
    申请日:2013-07-23
    公开日:2014-04-04
    发明作者:Johan Falkhäll
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    1The device and procedure is a convenient and / or industry-saving procedure for a motor vehicleTECHNICAL FIELDThe present invention relates to a process for the comfortable and / or industry-saving driving of a motor vehicle equipped with aregenerative brake system.The invention of the rockcomputer program product comprising program code for a computer for implementing a method according to the invention. The invention also relates to a device for comfortable and / or industry-saving driving of a motor vehicle and a motor vehicle equipped with the device.
    BACKGROUNDToday, there are different types of vehicles that are equipped with a regenerative braking system. Regenerative braking systems are common in so-called hybrid vehicles. Said hybrid vehicle can be, for example, a car, busor a truck.
    By using a regenerative braking system, the vehicle can be braked to transfer energy Than a driveline to a battery. In this case, a braking torque can be applied to the driveline below an electric machine, onewell energy can be stored in said batten.
    There are today functions of vehicles equipped with a regenerative braking system where a braking torque is applied to the vehicle's driveline as the vehicle is propelled at low speeds, for example less than 50 km / h,and where the accelerator pedal is completely relaxed. Said braking torque may be of the order of 100 Nnn at an input shaft of a gearbox of a normal performance truck. This reduces the need for a driver to2need to use accelerator pedal and brake pedal alternately to achieve desired propulsion of the vehicle. A driver can thus to a greater extent only use the accelerator pedal to propel the vehicle.
    These functions are based on the assumption that if the vehicle is propelled atat relatively low speeds, the probability is higher that the vehicle is in traffic situations where it is advantageous to use regenerative braking as a more powerful braking may be imminent.
    However, there are many different traffic conditions and operating conditions, toowhen vehicles are propelled at low speeds, where it is not always optimal to actively apply a braking torque to the vehicle's driveline at low speeds. Examples of such traffic conditions and operating conditions can be in sparse traffic or 'cornering on uphill slopes. At nnanga differenttraffic conditions, it is desirable to roll with the vehicle to optfuel consumption. Said rolling may include rolling with effective engine brake or so-called freerolling / freewheeling.
    Safety functions are also used in vehicles where it is taken into account howA driver quickly releases the accelerator pedal when propelling the vehicle.
    In this case, a magnitude of a braking torque applied to the vehicle's driveline can be determined on the basis of a rate of change of a throttle bearing. Such a security function is described in US 8027773.
    US 6378636 describes a method for applying a braking torque to a hybrid vehicle when the accelerator pedal is relaxed and the vehicle is propelled only by an electric motor.
    SUMMARY OF THE INVENTION3An object of the present invention is to provide a new and advantageous method for the comfortable and / or industry-saving driving of a motor vehicle.
    Another object of the invention is to provide a novel and advantageousdevice and a new and advantageous computer program for convenient and / or industry-saving driving of a motor vehicle.
    A further object of the invention is to provide a method, a device and a computer program for providing an automatic milling and / or industry-saving driving of a motor vehicle.
    A further object of the invention is to provide a method, an apparatus and a computer program for achieving a comfortable and / or industry-saving driving of a motor vehicle in varying traffic situations and vehicle speeds.
    Some of these objects are achieved with a method for convenient and / or industry-saving driving of a motor vehicle according to claim 1, other objects are achieved with a device according to claim 13. Advantageous embodiments are stated in the dependent claims.
    According to one aspect of the present invention, there is provided a method of convenient and / or fuel-efficient operation of a motor vehicle.including the steps of:regeneratively braking said motor vehicle; and harvidregeneratively decelerate the vehicle after detecting deactivated throttle traction based on a continuously determined driving force size.
    According to one aspect of the present invention there is provided a method ofconvenient and / or fuel-efficient driving of a motor vehicle, comprising the steps of:4regeneratively braking said motor vehicle; and harvidregeneratively brake said motor vehicle after being found deactivatedthrottle-based-on-the-road tractionsize of performance resistance.
    According to one aspect of the present invention there is provided a method of milling and / or fuel-efficient driving of a motor vehicle, comprising the steps of:regeneratively braking said motor vehicle; and harvid- regeneratively brake said motor vehicle after being found deactivatedgas trajectory based on a continuous fixed futuresize of performance resistance.
    The magnitude of the aforementioned radiating object can be determined on the basis ofat least the flag of the parameters a slope has a basis for saidmotor vehicle, an air resistance of said motor vehicle, a rolling resistance of said motor vehicle and internal losses of a driveline of said motor vehicle.
    According to one example, said rowing performance resistance may be given as the sum of the terms inclination resistance, rolling resistance, air resistance and driveline resistance. These terms are described in further detail here.
    Said radiating performance resistance can be determined in an appropriate manner. Said radiating inclination resistance, radiating rolling resistance, radiating air resistance and radiating driveline resistance can be determined in an appropriate manner.
    The magnitude of said future performance resistance can be determined on the basis of at least some of the parameters of the future base of the vehicle, the future air resistance of the vehicle, the future rolling resistance of the vehicle and future internal losses of the vehicle's driveline.
    According to an example, said future performance resistance can be stated as the sum of the terms future inclination resistance, future rolling resistance, future air resistance and future driveline resistance.
    Said future performance resistance can be determined in an appropriate manner,for example with suitable calculation models, which can be stored in a control unit of the vehicle. The said future inclination resistance, future rolling resistance, future air resistance and future driveline resistance can be determined in an appropriate manner.
    Regenerative braking of the vehicle can advantageously be done variably depending on the magnitude of the said continuously determined performance resistance. The magnitude of the said resistance resistor can be determined in a number of different ways, in which case the inventive method is one-sided.
    Said advancing resistor may include taking into account a slope of a base of said motor vehicle and a radiating mass of said motor vehicle. The method may comprise the step of continuously determining a slope of a base of said motor vehicle. The proceduremay include the step of continuously determining a mass of saidmotor vehicle. This can be done in an appropriate manner, for example automatically by using equipment in said motor vehicles, for example air bellows. By continuously applying radiating pressure to air bellows of said motor vehicle, said vehicle mass can be calculated.
    Said driving resistance may include male observation of a radiating rolling resistance of said motor vehicle. The method may comprise the step of: - continuously determining a radiating rolling resistance of said motor vehicle.
    Said performance resistance may include male viewing of a lineair emission condition affecting the said motor vehicle. The procedure may include the step of:6continuously fixing a mat on air resistance affecting said motor vehicle.
    Procedure may include the step of:determining a radiating air resistance affecting said motor vehicle on the basis of an aerodynamic configuration of said motor vehicle and / or a speed of said motor vehicle and / or wind action on said motor vehicle. The procedure may involve at least some of the steps of:provide information on said aerodynamic configuration ofthe motor vehicle;continuously determining said speed for said motor vehicle; andcontinuously determine the said wind impact on the said motor vehicle.
    Said driver emergency may include taking into account internal driveline losses of said motor vehicle. Said driving resistance may include taking into account internal driveline losses of said motor vehicle, including the engine brake. The procedure may include the step of:continuously determine said internal driveline losses of said motor vehicle.
    The procedure may include the step of:reduce said regenerative braking with increasing performance resistance, and vice versa.
    The procedure may include the step of:increase the said regenerative braking with decreasing performance resistance, and vice versa.
    The procedure may include the step of:continuously determine the distance and / or size of change in the saidcontinuously fixed aystand to forward vehicles; and7regeneratively brake the vehicle based on said continuous fixed distance and / or magnitude of change in said continuous fixed distance to the vehicle in front.
    The procedure may include the step of:continuously determining a distance to a vehicle in front and / or a magnitude of a change in said continuously determined distance to said vehicle in front; andregeneratively braking said motor vehicle based on said continuous fixed distance and / or said size has said change of said continuous fixed distance to said forward vehicle.
    According to one aspect of the invention, there is provided a method of milling and / or industry-saving removal of a motor vehicle, comprisingthe steps to:regeneratively brake said vehicle;regeneratively decelerate said vehicle after ascertaining deactivated throttle traction based on a continuously determined distance and / or size has change of said continuously determined distance to the vehicle in front.
    Said regenerative braking can take place at an appropriate speed of the vehicle. Said regenerative braking can take place at a vehicle speed of less than 50 km / h. Said regenerative braking can take place at avehicle speed exceeding 50 km / h. Said method is thus versatile in that the regenerative braking can be activated regardless of the speed at which the vehicle is propelled.
    Regenerative braking has the vehicle can advantageously be done variablydepending on the said fixed distance and / or size has change hasnannnda continuously fixed distance. Regenerative braking of the vehicle can then advantageously be done variably depending on the said fixed8distance and / or magnitude and direction of change of said continuously fixed distance. The distance and magnitude of the change in said continuously determined distance can be performed by means of a radar device of the vehicle. In this case an accurate determination of the said distance is achievedand resizing.
    If a vehicle in front is located relatively close to its own vehicle, a relatively large braking torque can be applied. However, the said braking moment is not so great that it is perceived as disturbing by a driver.
    If a vehicle in front is not relatively close to its own vehicle, a relatively applied braking torque can be applied. Alternatively appliedno extra braking torque other than an effective engine braking torque.
    Advantageously, the inventive method achieves lower fuel consumption in more traffic situations than existing solutions. The proposed solution can be realized with only software of vehicles equipped with a radar unit for distance feeding.
    The procedure may further comprise the step of:adapt said regenerative braking to lane slope and / or vehicle mass. In this case, a versatile procedure is advantageously provided which is adapted to the topography in which the vehicle is propelled. In this case, an adequate adaptation to erasing is advantageously providedenvironmental conditions, which can further reduce fuel consumption atthe vehicle. The procedure may include the step of providing vehicle mass data. In this case, the said task can be entered manually into a control unit of the vehicle. According to an alternative, a control system of the vehicle, by means of lamp sensors and / or computer programs, can automatically determine the saidinformation on vehicle mass.9Said regenerative braking can take place by means of an electric machine at a driveline of the vehicle. In this case, an effective application of the said well-burning element is achieved. Said electric machine can be controlled automatically on a reliable and accurately set by means of a control unit of the vehicle.
    Said regenerative braking can be deactivated based on the thus continuously determined state. In this case, the said regenerative braking may cease when the said forward vehicle accelerates or when the own vehicle brakes sufficiently to achieve a sufficientastbddes aystand was between the vehicles.
    The procedure may further comprise the step of:deactivate said regenerative braking in case of reactivated throttle. In this case, a user-usual procedure is achieved, where disconnection ofthe function takes place in an intuitive way.
    The procedure may further comprise the step of:store energy generated during said regenerative braking. In this way, an environmentally friendly procedure is achieved in which energy is generated by the saidregenerative braking can be used at a later time, for example forpropulsion of the vehicle by means of the said electric machine. Said energy can, for example, be stored in an energy storage. Said energy store can be a light bulb.
    Advantageously, the inventive method is applicable to all vehicleswhich are equipped with a regenerative braking system. Said regenerative well systems may, for example, comprise any suitable means for energy storage, for example a flywheel, pneumatic accumulator or capacitor. The procedure is thus multifaceted.
    The procedure may further comprise the step of:use energy generated during said regenerative braking externally relative to the vehicle's driveline. Said energy can as an alternative to storage be used directly to drive a consumption unit, for example an AC system or conversion to energy in a low voltage system, for example 24V. Namndalegal voltage systems can be arranged to drive, for example, lamps and flares in the vehicle. According to an embodiment, said energy can be temporarily stored in, for example, said energy storage before use for operation of said consumption unit.
    The procedure can be implemented in existing motor vehicles. According to one aspectof the invention, program code for performing the inventive method can be installed in a control unit of the vehicle in the manufacture thereof. A buyer of the vehicle may thus have the option of selecting the function of the procedure as an option. Alternatively, program code to executethe innovative method for convenient and / or industry-saving driving of a motor vehicle is installed in a control unit of the vehicle when upgrading at a service station. In this case, the said program code can be loaded into a memory in the control unit.
    The aforementioned program code for comfortable and / or industry-saving driving of a motor vehicle can be updated or replaced. Furthermore, different parts of the said program code for milling and / or industry-saving driving of a motor vehicle can be replaced independently of each other. This modular configuration is advantageous from an underpass perspective.
    According to one aspect of the present invention, there is provided an apparatus for grinding and / or fuel-efficient driving of a motor vehicle, comprising:means adapted to regeneratively brake said motor vehicle;means adapted to determine whether a throttle stroke of said motor vehicle is deactivated or activated; and11means adapted to regeneratively brake said motor vehicle after ascertaining deactivated throttle traction based on a continuously determined magnitude of resistance resistance.
    According to one aspect of the present invention, there is provided an apparatus forcomfortable and / or fuel-efficient driving of a motor vehicle, comprising:means adapted to regeneratively brake said motor vehicle;means adapted to determine whether a throttle stroke of said motor vehicle isde-activated or activated; andmeans adapted to regeneratively brake said motor vehicle after ascertaining deactivated throttle traction based on a continuously determined radiating performance resistance.
    According to one aspect of the present invention, there is provided an apparatus forefficient and / or fuel-efficient driving of a motor vehicle, comprising:means adapted to regeneratively brake said motor vehicle;means adapted to determine whether a throttle stroke of said motor vehicle isde-activated or activated; andmeans adapted to regeneratively decelerate said motor vehicle after ascertaining deactivated throttle traction based on a continuously determined future driving force size.
    The device may comprise means adapted to determine the magnitude of said future performance resistance.
    The device may comprise:means adapted to continuously determine a slope of a ground of said motor vehicle;means adapted to determine an erasing mass of said motor vehicle;and12means adapted to determine said driving resistance on the basis of said determined slope of said base for said motor vehicle and said radiating mass of said motor vehicle.
    The device may comprise:means adapted to continuously determine a radiating rolling resistance of said motor vehicle; andmeans adapted to determine said driving resistance on the basis of said determined rolling resistance of said motor vehicle.
    The device may comprise:means adapted to continuously determine a radiating air resistance affecting said motor vehicle; andmeans adapted to determine said displacement resistance on the basis of said determined air resistance affecting said motor vehicle.
    The device may comprise:means adapted to determine a radiating air resistance affecting said motor vehicle on the basis of an aerodynamic configuration of said motor vehicle and / or a speed of said motor vehicle and / or a wind effect on said motor vehicle.
    The device may comprise:means adapted to continuously determine internal driveline losses of said motor vehicle; andmeans adapted to determine said driving resistance on the basis of said internal driveline losses of said motor vehicle.
    The device may comprise:means adapted to reduce said regenerative braking with increasing frontal resistance.13The device may comprise:bodies adapted to increase the said regenerative braking with decreasing performance resistance.
    The device may comprise:means adapted to continuously determine the distance and / or magnitude of change in said continuously determined distance to the vehicle in front; andmeans adapted to control regenerative braking of the vehicle based onsaid continuously determined distance and / or magnitude of change insaid continuously fixed distance to the vehicle in front.
    The device may comprise:means adapted to continuously determine a distance to an absent vehicle and / or a size has a change in said continuously established distance to said vehicle in front; andmeans adapted to control regenerative braking of said motor vehicle based on said continuous fixed distance and / or said magnitude of said change of said continuous fixed distance to said forward vehicle.
    According to one aspect of the invention, there is provided an apparatus for driving and / or fuel-efficient driving of a motor vehicle. The device comprises:means for regeneratively braking said vehicle;means for continuously determining distance to a vehicle in front and / or magnitude of change in said distance to said vehicle in front;means for determining whether a throttle of the vehicle is deactivated oractivated; andmeans for regeneratively fueling the vehicle after ascertaining deactivated throttle traction based on said continuously determining distance and / or size14at change, the said continuous fixed distance to the vehicle in front.
    It is described that different means are provided for performing a certain function.
    This means that the said bodies are adapted or arranged to perform allnamed function.
    Said regenerative braking can take place at an appropriate speed of the vehicle. Said regenerative braking can take place at a vehicle speedwhich is less than 50 km / h. Said regenerative braking can take place at a vehicle speed exceeding 50 km / h. Said device is versatile in so far as said regenerative braking can be activated regardless of the speed at which the vehicle is propelled.
    According to one embodiment, a braking torque of 100 Nm can be applied to said regenerative braking having an input shaft of a gearbox loaded vehicle. According to one embodiment, a constant braking torque can be applied in said regenerative braking. According to one embodiment, a variable braking torque can be applied to said regenerativebraking. According to one embodiment, a combination of a variablebraking torque and a constant braking torque are applied during said regenerative braking. In this case, at least a variable braking torque and at least a constant braking torque are applied at said bit in said regenerative braking. According to an exemplary embodimenta braking torque is applied that is within a range of 0-200 Nm or the equivalent of 0-30 kW. According to an exemplary embodiment, a braking torque is applied which is in a range corresponding to 0-100 kW. According to one embodiment, a braking torque is applied which is of substantially the same order of magnitude as an internal combustion engine braking torqueat the vehicle. According to an exemplary embodiment, a braking torque is appliedwhich is approximately 50% or 100% larger than a nnotorbronnnsnnonnent of the vehicle.
    The device may comprise:means for adapting said regenerative braking to a lane slope and / or vehicle mass.
    The device may comprise:an electric machine at a driveline of the vehicle;means for controlling said regenerative braking by means of said electric machine.
    The device may comprise:means for deactivating said regenerative braking based on the thus continuously determined distance.
    The device may further comprise:means for deactivating said regenerative braking upon reactivated throttle traction.
    The device may further comprise:means for storing energy generated during said regenerative braking.
    The device may further comprise:means for controlling the use of energy generated during said regenerative braking externally relative to the vehicle's driveline.
    According to one aspect of the invention, there is provided a motor vehicle comprising a device according to any one of claims 13-26. Said motor vehicle can be anything from a truck, bus or car.
    According to one aspect of the invention, there is provided a computer program for convenienceand / or industry-saving removal of a motor vehicle, wherein said computer program comprises program code stored on a computer readable,16medium for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any one of claims 1-12.
    According to one aspect of the invention, there is provided a computer program for convenienceand / or industry-saving operation of a motor vehicle, wherein said computer program comprises program code for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any one of claims 1-12.
    According to one aspect of the invention, there is provided a computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-12, when said computer program is connected to an electronic control unit or another computer connectedto the electronic control unit.
    Additional objects, advantages, and novel features of the present invention will become apparent to those skilled in the art from the following details, as well as through the practice of the invention. While the invention is described below, [Dorit will be appreciated that the invention is not limited to those specifically describedthe details. Those skilled in the art having access to the teachings herein will recognize additional applications, modifications, and embodiments in other fields which are within the scope of the invention.
    SUMMARY DESCRIPTION OF THE DRAWINGSFor a more complete understanding of the present invention and further objects and advantages thereof, reference is now made to the following detailed description which is to be read in conjunction with the accompanying drawings whichreference numerals refer to equal parts in the various figures, and in which:17Figure 1 schematically illustrates a vehicle, according to an embodiment of the invention;Figure 2 schematically illustrates a subsystem of the vehicle shown in Figure 1, according to an embodiment of the invention;Figure 3a schematically illustrates a subsystem of the vehicle shown in Figure 1,according to an embodiment of the invention;Figure 3b schematically illustrates a diagram according to an aspect of the present invention;Figure 3c schematically illustrates a diagram according to an aspect of the present invention;Figure 3d schematically illustrates a diagram according to an aspect of the present invention;Figure 3e schematically illustrates a diagram according to an aspect of the present invention;Figure 3f schematically illustrates a diagram according to an aspect of the presentinvention;Figure 3g schematically illustrates a diagram according to an aspect of the present invention;Figure 4a schematically illustrates a flow chart of a process, according to aembodiment of the invention;Figure 4b schematically illustrates in further detail a flow chart over oneA method, according to an embodiment of the invention; andFigure 5 schematically illustrates a computer, according to an embodiment ofthe invention.
    DETAILED DESCRIPTION OF THE FIGURESReferring to Figure 1, a side view of a vehicle 100 is shown. The exemplary vehicle 100 consists of a tractor 110 and a trailer 112.
    The vehicle can be a heavy vehicle, such as a truck or a bus. The vehiclecan alternatively be a car. The vehicle according to the invention comprises a regenerative braking system.18In this case, the term "lank" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio ormicrowave slim.
    In this he refers to the term "regenerative braking system" to a mandatory regenerative well system. Said regenerative braking system is arranged to be able to store supplied energy and then use said stored energy in a suitable manner.true. This describes a parallel hybrid system comprising an energy storage andan electric machine. It should be noted that this is only an example of a regenerative braking system.
    It is described that variable regenerative firing of said vehicle 100 canapplied where applicable. It is described that the said regenerativetanning is mainly adapted to the resistance associated with the ground slope, rolling resistance, air resistance and resistance associated with internal driveline losses. Said inventive regenerative braking can be controlled on the basis of the sum of the forces corresponding to the respectiveresistance. These forces can be expressed in terms of corresponding well torque, braking power, braking force or brake deceleration. It is described that said resistance is stated in terms of forces, but one skilled in the art will recognize that there are alternative methods and terms for describing the inventive concept and its implementation and realization.
    Referring to Figure 2, there is shown a parallel hybrid system 299 of the vehicle 100. The parallel hybrid system 299 is provided in the tractor 110.
    The parallel hybrid system 299 consists of an internal combustion engine 230 having an output shaft 235 connected to a clutch 240. The clutch 240 may be any arbitrary clutch. The coupling can be a slip coupling with pressure plate and lamella. According to an alternative, the connection can be implemented19as a s.k. Lock-up function in a torque converter in case the vehicle's transmission has an automatic gearbox. The coupling 240 is connected to a shaft 245 input to a gearbox 260. The gearbox 260 has an output shaft 265 which is connected to a torque distributor 270 forpower transmission to a number of drive wheels 280 via respective drive shafts 275.
    The parallel hybrid system 299 further comprises an electric machine configuration including an electric machine 250 which is arranged at the input shaft 245 of the gearbox 260. The electric machine 250 is electrically connected to an energy storage.255. According to an example, the electric machine 250 may be provided for an operating powerabout 60-120 kW. The energy storage 255 can be of any suitable type. According to an example, the energy store can be a batten of an arbitrarily light type, such as e.g. a Lithium-ion battery. The battery can alternatively be e.g. a NiMH battery. According to a second example, the energy storage 255 may be oneelectrochemical energy storage, such as e.g. an electrochemical capacitor, s.k.
    SuperCap. Hari exemplifies the said energy storage with a batten of a conventional type for parallel hybrid systems.
    According to one embodiment, the electric machine 250 is arranged to be supplied with power by means ofsaid energy bearing 255 and thereby act as a motor of the vehicle driveline to cause a driving torque of the input shaft 245 of the gearbox 260. According to one embodiment, the electric machine 250 is arranged to function as a generator of the electric machine configuration and thereby charge the energy bearing 255 when braking vehicle 100. Typically, the name mayelectric machine 250 alternately function as motor and generator respectively. During regenerative braking of the vehicle, a braking torque is applied to the input shaft 245, whereby the energy storage 255 is charged.
    According to this exemplary embodiment, the battery 255 is electrically connected to aelectric converter 253 by means of a cable L255. The electric converter 253is arranged to convert a DC voltage nnatad from the battery via the cable L255 to an inadvertently suitable three-phase voltage. The electric converter 253is arranged to supply said three-phase voltage to the electric machine 250 via a cable L253 for power supply and operation of the electric machine. Said DC voltage can be a voltage amounting to a number of hundreds of volts, such as e.g. 300 volts or 700 volts.
    Said electric machine configuration includes said electric machine 250, electric converter 253, the batten in 255 and the required connections therebetween.
    The electric converter 253 is correspondingly arranged to atregenerative braking of the vehicle 100 converts a three-phase voltage generated from the electric machine 250 and fed to the inverter into a DC voltage. The electrical converter 253 is arranged to supply said DC voltage to the battery 255 via the cable L255 for charging the battery 255.
    Hari denotes a component configuration including the electric machine 250,cable L253, electric converter 253, cable L255 and energy storage 255 electric machine configuration. It should be noted that different embodiments of the said electric machine configuration are possible to realize. According to one embodiment, the energy storage 255 and the electrical converter 253 may be manufactured as oneintegrated unit being electrically connected to the electric machine 250. According to aIn a second embodiment, the electrical converter 253 and the electric machine 250 may be manufactured as an integrated unit being electrically connected to the energy storage 255. According to a third embodiment, the energy storage 255, the electric converter 253 and the electric machine 250 may be manufactured as aintegrated unit.
    It should be noted that various embodiments of the present invention may be practiced.
    According to one embodiment, at least one consumption unit 290 is electricconnected to an output side of the battery 255. The at least one consumption unit 290 may be something of e.g. an AC (Air Condition)21unit or cabin flat. The battery 255 is arranged to drive said at least one consumption unit 290. According to another embodiment, said parallel hybrid system lacks said consumption unit 290. Alternatively, said consumption unit is arranged to be operated directly by means of anotherkraftkalla an namnda batten i 255, e.g. the electric machine 250.
    A first control unit 210 is provided for communication with the motor 230 via a long L230. The first control unit 210 is arranged to control the operation of the motor 230 according to stored drivers. For example, the first control unit210 arranged to control an engine's radiating speed (or torque of the output shaft) against a requested speed (or a requested torque of the output shaft).
    The first control unit 210 is arranged for communication with the coupling240 via a long L240. The first control unit 210 is arranged to controloperation of the clutch 240 according to stored drivers. For example, the first control unit 210 is arranged to open the clutch, slip the clutch together and close the clutch according to said stored drivers.
    The first control unit 210 is arranged for communication with the electric machine 250 via a long L250. The first control unit 210 is arranged to control the operation of the electric machine 250 according to stored drivers. Although the lane L250 according to Figure 2 is connected to the electric machine 250, it is in practice connected to the electric converter 253. In practice, the first control unit 2 isarranged to control the electric machine 250 by means of the electric converter 253.
    For example, the first control unit 210 is arranged to select the direction of the electric machine 250 according to the said stored drivers. This meant that the first control unit 210 is arranged to control by means of the electric converter 253 the electric machine 250 for operation as a motor which causes a drivingtorque of the input shaft 245 of the gearbox 260. This also meant that the first control unit 210 is arranged to, where required,22control the electric machine 250 as a generator to charge the battery 255. Thisoccurs, for example, during the inventive regenerative braking.
    The first control unit 210 is arranged for communication with the gearbox260 via a long L260. The first control unit 210 is arranged to controlthe operation of the gearbox 260 according to stored drivers. For example, the first control unit 210 is arranged to cause various gear steps in the gearbox, including neutral bearings, according to said stored drivers. The gearbox can be a so-called manual gearbox, e.g. a robotized / automated manualgearbox, or an automatic gearbox.
    A second control unit 220 is provided for communication with the first control unit 210 via a long L220. The second control unit 220 may be releasably connected to the first control unit 210. The second control unit220 may be a control unit external to the vehicle 100. The second control unit220 may be arranged to perform the innovative process steps of the invention. The second controller 220 can be used to load software to the first controller 210, in particular software to perform the innovative process. The second control unit 220 may alternatively bearranged for communication with the first control unit 210 via an internalnetwork in the vehicle. The second control unit 220 may be arranged to perform substantially the same functions as the first control unit 210, such as e.g. control the operation of the motor 230, the clutch 240, the electric machine configuration consisting of the electric machine 250, the electric converter 253 and the battery255 and the gearbox 260. The second control unit 220 may be arranged to perform substantially the same functions as the first control unit 210, for example to regeneratively brake the vehicle after a determined deactivated throttle path based on a continuously determined displacement resistance.
    It should be noted that some of the above functions may be performed by the first controller 210 and some of the above functions may be performed by the second controller 220.23Figure 3a schematically illustrates a subsystem 399 of the vehicle 100.
    The subsystem 399 may include a first sensor configuration 310. Namedfirst sensor configuration 310 may include a radar unit to determinea distance to a vehicle in front of the vehicle 100. Said radar unit is arranged to transmit a radar signal and receive a radar signal reflected by a vehicle in front in a conventional manner. The first sensor configuration 310 is arranged to be continuously determinedsaid distance to a vehicle in front. The first sensor configuration 310 is arranged for communication with the first control unit 210 via a long L310. The first sensor configuration 310 is arranged to continuously send signals including information of said determined distance to said absent vehicle to the firstthe control unit 210 via the said lank L310.
    Said first sensor configuration 310 is arranged to continuously determine a measure of the size of a change in said continuously determined distance to the vehicle in front. Named first sensor configuration 310 isarranged to continuously determine a mat on the size and direction of onechange in the said continuous fixed distance to the vehicle in front. Said first sensor configuration 310 may be arranged to determine said magnitude and direction of a change of said continuously determined distance by a time derivation of saidfixed distance. According to an exemplary embodiment, the first control unit can210 be configured to continuously determine said magnitude and direction of a change in said continuous fixed distance by a time derivative of said fixed distance.
    Subsystem 399 may include a second sensor configuration 320second sensor configuration 320 may include a laser unit for determining a distance to a vehicle in front of the vehicle 100. Namnda24laser unit is arranged to emit a laser beam and receive a laser beam reflected by a vehicle in front in a conventional manner. The second sensor configuration 320 is arranged to continuously determine said distance to a vehicle in front. Named otherssensor configuration 320 is arranged for communication with the first control unit 210 via a long L320. The second sensor configuration 320 is arranged to continuously send signals including information of said determined distance to said forward vehicle to the first control unit 210 via said line L320.
    Said second sensor configuration 320 is arranged to continuously determine a measure of size of a change in said continuously determined distance to the vehicle in front. Said second sensor configuration 320 is arranged to continuously determine a measure of the size and direction of achange in the said continuous fixed distance to the presentvehicle. Said second sensor configuration 320 may be arranged to determine said magnitude and direction of a change in said continuous fixed distance by a time derivative of said fixed distance. According to an exemplary embodiment, the first control unit can210 be configured to continuously determine said size and directionin a change of said continuous fixed distance by a time derivation of said fixed distance.
    Subsystem 399 may include a camera configuration (not shown). NamndaCamera configuration may include a camcorder for continuousdetecting an ambient configuration to enable determination of a distance to a vehicle in front of the vehicle 100. Said camera configuration is arranged for communication with the first control unit 210 via a link (not shown). Named camera configuration isarranged to continuously send signals including said detecteddisplay configuration to the first controller 210 via the said link. The first control unit 210 is arranged to continuously determine a distance tosaid forward vehicle on the basis of said detected ambient configuration. This can be done by means of an image processing program stored in the first control unit 210.
    The first control unit 210 is arranged to continuously determine a mat onsize of a change in said continuously determined distance to said forward vehicle on the basis of said detected ambient configuration. This can be done by means of an image processing program which is stored in the first control unit 210. According to an exemplary embodiment,the first control unit 210 be configured to continuously determinesaid magnitude and direction of a change in said continuous fixed distance by a time derivative of said fixed distance.
    Subsystem 399 may include a third sensor configuration 330. Narrindathird sensor configuration 330 may include an audio device for determining onedistance to a vehicle in front of the vehicle 100. Said sound unit is arranged to emit an acoustic signal, for example ultrasound, and receive an acoustic signal reflected by a vehicle in front in a conventional manner. The third sensor configuration 330 is arranged to be continuousdetermine said distance to a vehicle in front. Named thirdsensor configuration 330 is arranged for communication with the first control unit 210 via a long L330. The third sensor configuration 330 is arranged to continuously send signals including information of said determined distance to said forward vehicle to the firstthe control unit 210 via the said lank L330.
    Said third sensor configuration 330 is arranged to continuously determine a measure of size of a change in said continuously determined distance to the vehicle in front. Said third sensor configuration 330 isarranged to continuously determine a mat on the size and direction of onechange in narrinda continuously established distance to absent vehicle. Said third sensor configuration 330 may be arranged to26determining said magnitude and direction of a change in said continuous fixed distance by a time derivative of said fixed distance. According to one embodiment, the first control unit 210 may be configured to continuously determine said size and direction.in a change of said continuous fixed distance by a time derivation of said fixed distance.
    According to one embodiment, the first control unit 210 is arranged to estimate a total vehicle mass, including any load. This can be done onaptly set. According to one example, the first control unit 210 may bearranged to determine on the basis of determined radiating air pressure of bellows of a suspension system of the vehicle a said total vehicle mass. According to another example, the first control unit 210 may be arranged to determine the said total vehicle mass on the basis of the vehiclereaction (acceleration, deceleration) when driving or brakingforces in the vehicle.
    A fourth sensor configuration 340 is arranged to continuously determine a radiating slope of a base of the vehicle 100.sensor configuration is arranged for communication below the firstcontrol unit via a long L340. According to an example, said fourth sensor configuration 340 may be arranged to determine an inclination of said ground a certain distance in front of said vehicle 100. Said fourth sensor configuration 340 may comprise a lamp gyro.
    Said subsystem 399 comprises a throttle control 350. Said throttle control 350 may be an accelerator pedal. Said throttle control 350 is signal connected to the first control unit 210 via a long L350. A driver can manually control the throttle of the vehicle 100 by requesting a wishthrottle means by means of said throttle control 350. The first control unit 210 is then arranged to continuously determine that said throttle control is activated, which corresponds to a state when the driver requests a desired throttle thrust.27The first control unit 210 is in this case arranged to continuously determine whether the said throttle control is deactivated, which corresponds to a state in which the product does not require a desired throttle path. Thus, the said accelerator pedal is completely relaxed.
    The subsystem 399 may include a fifth sensor configuration 360. The fifth sensor configuration 360 may include a wind feeder to determine a radiating wind speed and wind direction of ambient air. The fifth sensor configuration 360 is arranged to continuously determine oneair resistance of said vehicle. Said fifth sensor configuration 360 may include a temperature sensor for supplying a temperature of ambient air. Said fifth sensor configuration 360 may include a pressure sensor for supplying a pressure to ambient air. Said fifth sensor configuration 360 may include a speed sensor for determininga radiating speed of said vehicle.
    The fifth sensor configuration 360 is arranged for communication with the first control unit 210 via a long L360. The fifth sensor configuration 360 is arranged to continuously send signalsincluding information on the value of the said established parameters to itfirst control unit 210 via the said lank L360.
    According to one embodiment, the first control unit 210 may be configured to continuously determine said air resistance on the basis ofnamed established and communicated parameter values. Information on the aerodynamic configuration of the vehicle may be stored in a memory of the first control unit 210. Said information may include information on a front area of said vehicle 100. Said information may include information on said vehicle including a trailer. Said task may includeappropriate information about the vehicle 100 that is relevant for determining a deletionair resistance of the vehicle.28The subsystem 399 may include a sixth sensor configuration 370. The sixth sensor configuration 370 may include a substrate sensor for determining characteristics of a substrate. Said sixth sensor configuration 370 may include a camera with associated image processing means. Thethe sixth sensor configuration may be arranged to estimate a coefficient of friction p. of said substrate. Harvid can, for example, hansynThe sixth sensor configuration 370 is arranged to continuously determine a rolling resistance of said vehicle 100. Said sixth sensor configuration 370may include a video camera to determine an estimate of saidcoefficient of friction.
    The sixth sensor configuration 370 is arranged for communication with the first control unit 210 via a long L370. The sixththe sensor configuration 370 is arranged to continuously send signalsincluding information about said base to the first control unit 210 via said link L370.
    According to one embodiment, the first control unit 210 may beconfigured to continuously determine said rolling resistance on the basis ofsaid fixed and communicated signals. Information on the characteristics of the vehicle's surface may be stored in a memory of the first control unit 210. The said information may include information on the type of surface. Said information may include appropriate information about the vehicle 100 whichis relevant for determining a radiating rolling resistance of the vehicle.
    The subsystem 399 may include a seventh sensor configuration 380. The seventh sensor configuration 380 may include a temperature sensor for determining a radiating temperature of a lubricant of said motor 2.or gearbox 260. The seventh sensor configuration 370 is arranged tocontinuously determine the value corresponding to the internal losses of the vehicle29driveline. At relatively low temperatures of said lubricant, said internal losses are relatively high. At relatively high temperatures of said lubricant, said internal losses are relatively low.
    The seventh sensor configuration 380 is arranged for communication with the first control unit 210 via a long L380. The seventh sensor configuration 380 is arranged to continuously send signals including information about said temperature to the first control unit 210 via said line L380.
    According to an exemplary embodiment, the first control unit 210 may be configured to continuously determine said internal losses on the basis of said determined temperature values and communicated signals. Information on the characteristics of the said component can be stored in a ninne atthe first control unit 210. The first control unit 210 may also oralternatively be arranged to determine said internal losses of the vehicle's driveline on the basis of a radiating engine speed or current travel mode for said engine 230. The first control unit 210 is arranged to determine said internal losses in an appropriate manner.
    The first control unit 210 is arranged to regeneratively brake the vehicle after ascertained deactivated throttle traction based on a continuously determined distance and / or magnitude of change in said continuously determined distance to the vehicle in front. The first control unit 210 is providedto adapt said regenerative braking to lane inclination and / orvehicle mass. The first control unit 210 is arranged to control a regenerative braking system of a driveline of the vehicle. The first control unit 210 is arranged to control an electric machine to effect regenerative braking of the vehicle, according to an aspect of the present invention.invention. The first control unit 210 is arranged to deactivate the saidregenerative braking based on the salient continuous fixed distance and / or magnitude of change in said continuous fixeddistance to vehicle in front. The first control unit 210 is arranged to deactivate said regenerative braking upon reactivated throttle traction. The first control unit 210 is arranged to control storage of energy generated during said regenerative braking. The first control unit 210 is providedto control the use of energy generated during said regenerative brakingexternally relative to the vehicle's driveline.
    Figure 3b schematically illustrates a diagram according to an aspect of the present invention. In this case, a regenerative braking force Freg is specified as a functionof a representation of the vehicle's rolling resistance FroII. Named rolling resistanceFroII can be stated in terms of Newton (N). More specifically, a regenerative braking force Freg is indicated as a function of a rolling resistance force FroII.
    The rolling resistance force FroII can, for example, be expressed by the following equation:FroII = coefficient of friction t * vehicle mass m * gravitational constant g.
    That is, FroII = * m * gThe rolling resistance Froll can alternatively be expressed by other suitable equations.
    Said coefficient of friction u is a dimensionless unit. Said coefficient of friction u is associated with properties of a surface of the surface of the vehicle. Said coefficient of friction u is associated withnamed rolling resistance. It should be noted that the said rolling resistance candetermined on the basis of parameters other than the coefficient of frictionfor example, characteristics of the vehicle's tires.
    For a relatively added value, the said coefficient of friction u can be a relativehog regenerative braking force is allowed. For a relatively high value at31said coefficient of friction p. a relatively low regenerative braking force can be allowed.
    For a relatively added value of vehicle mass m can a relatively highregenerative braking force is permitted. For a relatively high value in the namevehicle mass m, a relatively low regenerative braking force can be allowed.
    For a relatively low value of the said rolling resistance, a relatively high regenerative braking force Freg can be allowed, for example a force corresponding to50, 100 or 150 Nm as regenerative braking torque. For a relativehigh value of said rolling resistance, a relatively low regenerative braking force Freg can be allowed. for example, a force corresponding to 10, 20 or 50 Nm as regenerative braking torque.
    Figure 3c schematically illustrates a diagram according to an aspect of the presentinvention. In this case, a regenerative braking force is stated as a function of the vehicle's air resistance Fair. The said air resistance can be stated in terms of Newton (N). More specifically, a regenerative braking force is indicated as a function of vehicle speed v squared, v2. Named vehicle speed vspecified in meters per second. Said vehicle speed is associated with said air resistance. It should be noted that said air resistance can be determined on the basis of other parameters than the vehicle speed, for example the vehicle's aerodynamic configuration, wind speed, wind direction, ambient air temperature, ambient air density, and ambient air pressure.
    For a relatively low value of said vehicle speed v, a relatively high regenerative braking force can be allowed. For a relatively high value of said vehicle speed v, a relatively low regenerative braking force can be allowed.
    For a relatively added value of said air resistance, a relatively highregenerative braking force Freg is allowed, for example a force equivalent3250, 100 or 150 Nm as regenerative braking torque. For a relatively high value of said air resistance, a relatively low regenerative braking force Freg can be allowed. for example, a force corresponding to 10, 20 or 50 Nm as regenerative braking torque.
    Figure 3d schematically illustrates a diagram according to an aspect of the present invention. A regenerative braking force is indicated as a function of losses at a driveline of said vehicle 100. Said losses Fdriveline_losses can be stated in terms of Newton (N). Named lossesbenannns hari aven driveline resistor Fdriveline_losses. More specifically, herea regenerative braking force is specified as a function of a braking torque of said engine 230. Said losses are stated in Newton. It should be noted that the said losses can be determined on the basis of other parameters than the braking torque of the engine, for example a ignition temperature of the normal partof the vehicle's driveline, engaged gear step of the said gearbox 260,engaged gear step of said torque distributor 270.
    For a relatively low value of the braking torque of the said engine, a relatively high regenerative braking force can be allowed. For a relatively high value 20 of the braking torque of said engine Feng, a relatively low regenerative braking force can be allowed.
    For a relatively added value of said losses, a relatively high regenerative braking force Freg can be allowed, for example a force corresponding to50, 100 or 150 Nm as regenerative braking torque. For a relativehigh value in the said losses, a relatively low regenerative braking force Freg can be allowed. for example, a force corresponding to 10, 20 or 50 Nm as regenerative braking torque.
    Figure 3e schematically illustrates a diagram according to an aspect of the presentinvention. A regenerative braking force is indicated as a function of a slope resistance associated with a slope of the vehicle's surface and a33vehicle mass. According to this example, said slope is positive, ie the vehicle is propelled in an uphill slope. Said inclination resistance can then be stated in terms of Newton (N). More specifically, a regenerative braking force is indicated as a function of a slope a of said substrate. Named slope aindicated in radians row. Said slope a is associated with said slope resistance.
    Figure 3e schematically illustrates a diagram according to an aspect of the present invention. In this case, a regenerative braking force Freg is specified as a functionof the vehicle's slope resistance Fslope. Named slope resistance Fslope canherewith stated in terms of Newton (N). More specifically, a regenerative braking force Freg is indicated as a function of a tilt resistance force Fslope.
    The slope resistance Fslope can, for example, be expressed as followsequation:Fslope = vehicle mass m * gravity constant g * sin (a).
    That is, Fslope = neg * sin (a)The slope resistance Fslope can alternatively be expressed by other suitable equations.
    For a relatively added value of said slope a can be a relatively highregenerative braking force is permitted. For a relatively Mgt value at said slope a, a relatively low regenerative braking force can be allowed.
    For a relatively added value of vehicle mass m can a relatively highregenerative braking force is permitted. For a relatively high value in the namevehicle mass m, a relatively low regenerative braking force can be allowed.34For a relatively low value of said slope resistance, a relatively high regenerative braking force Freg can be allowed, for example a force corresponding to 50, 100 or 150 Nm as regeneratively braking torque. For a relativehigh value of said slope resistance can a relatively low regenerativebraking force Freg is allowed. for example, a force corresponding to 10, 20 or 50 Nm as regenerative braking torque.
    Figure 3f schematically illustrates a diagram according to an aspect of the presentinvention. In this case, a regenerative braking force is stated as a function of oneslope resistance associated with a slope of the vehicle's surface. According to this example, said slope is negative, ie the vehicle is propelled on a downhill slope. Said inclination resistance can then be stated in terms of Newton (N). More specifically, a regenerative fountain force is stated asfunction of a slope a of said substrate. Said slope a is indicated in radians row. Said slope a is associated with said slope resistance.
    Since the slope of the vehicle's surface is negative, it becomes oneconsequence of which the slope resistance Fslope is also negative, and constituteshas a driving force.
    Figure 3f schematically illustrates a diagram according to an aspect of the present invention. Flarvid indicates a regenerative braking force Freg as a functionof the vehicle's slope resistance Fslope. The said slope resistance Fslope can be specified in terms of Newton (N). More specifically, a regenerative braking force Freg is indicated as a function of a slope resistance force Fslope.
    The slope resistance Fslope can, for example, be expressed as followsequation:Fslope = vehicle mass m * gravity constant g * sin (a).
    That is, Fslope = nn * g * sin (a)The slope resistance Fslope can alternatively be expressed by other lampsequations.
    For a relatively low value of said slope a, a relatively low regenerative braking force can be allowed. By added value is meant for negativesangles a value near 0, ie where the surface is tooth flat and does not tilt.
    For a relatively high value of said slope a, a relatively high regenerative braking force can be allowed.
    For a relatively low value of vehicle mass m, a relatively low regenerative braking force can be allowed. For a relatively high value of said vehicle mass m, a relatively high regenerative braking force can be allowed.
    For a relatively low value of the said inclination resistance (low driving force) a relatively low regenerative braking force Freg can be allowed, for example aforce corresponding to 10, 20, or 50 Nm as regenerative braking torque. For a relatively high value of the said inclination resistance (high path driving force) a relatively high regenerative braking force Freg can be allowed. for example, a force corresponding to 50, 100 or 150 Nm as regenerative braking torque.
    Figure 3g schematically illustrates how a regenerative braking force depends on said performance emergency, according to an aspect of the present invention. In this case, a regenerative braking force Freg is stated as a function of said performance resistance, has designated F performance resistance, andone for the vehicle nominal forward resistance, has been named Fforward resistance_nom inel It.36According to this embodiment, the regenerative braking force Freg is based on a difference Fdiff between Fforhole resistance and Fforhear resistance_nominally, according to:Fdiff = Forward Resistance - Forward Resistance_nominallyPerformance resistance can be determined in accordance with the method according to the invention, for example as a sum of the resistance of inclination resistance, rolling resistance, air resistance and driveline resistance.
    The nominal performance resistance The performance resistance_nominally can be defined as the choke resistance that the vehicle usually has. Nominal resistance can be described, for example, as follows:Progress Resistance_Nominally = Fair_Nominally + Froll_Nominally +Fdriveline Josses_nonninellt +Fslope_nominally.
    The nominal forces above can be predetermined constants which areappropriate for the vehicle in question. Alternatively, at least one of the namesnominal forces be suitably variable. In case at least one of said nominal forces is a variable, it can be described as its non-nominal equivalent described herein. Alternatively, the respective variable nominal force can be described by another suitable equation.
    For a relatively added value of the said difference Fdiff between Fforforming resistance and Fframforand resistance_nominally, a relatively high regenerative braking force can be allowed. It is understood that the negative value of the said difference Fdiff is lower than the positive value ofnamed difference Fdiff. For a relatively high value of the said difference Fdiffbetween Ffrannforandennotstand and Ffrannforandennotstand_nonninellt, a relatively low regenerative braking force can be reduced.37For a relatively added value of the said difference Fdiff, a relatively high regenerative braking force Freg can be allowed, for example a force corresponding to 50, 100 or 150 Nm as regeneratively braking torque. For a relativehtigt varde of the said difference Fdiff can a relatively low regenerativebraking force Freg is permitted, for example a force corresponding to 10, 20 or 50 Nm as regenerative braking torque.
    According to one embodiment, a maximum level of Fregmax of the braking regenerative force may be 3000N. This can correspond to a maximum deceleration of 0.3m / s2, or a braking torque corresponding to 150Nm.
    Figure 4a schematically illustrates a flow chart of a method for convenient and / or industry-saving removal of a motor vehicle, according to an embodiment of the invention. The process comprises a first process step s401. Step s401 includes the steps of:regeneratively brake said vehicle;regeneratively brake the vehicle after detecting deactivated throttle tractionbased on a continuously determined size of performance requirement.
    After step s401, the procedure is terminated.
    Figure 4b schematically illustrates a flow chart of a method for milling and / or fuel-efficient removal of a motor vehicle 100,according to an embodiment of the invention.
    The process includes a first process step s410. The process step s410 includes the step of all determining about a first state racier. Said first state may include a state of the inventive regenerativethe wellening must be applied. Said first condition includes that saidthrottle control is deactivated, for example that the accelerator pedal is completely relaxed. Said first condition may include a fixed distance to38a vehicle in front is less than a predetermined value, for example 5, 10, 50 or 100 meters. Said first condition may involve the vehicle 100 approaching a vehicle present at a speed exceeding a predetermined value, for example 5 km / h. Said distance to itthe present vehicle can be determined by means of said first sensor configuration 310, second sensor configuration 320 and / or third sensor configuration 330. If said first state racier, a subsequent procedure step s420 is performed.
    The step step s420 includes the step of determining or determining oneperformance resistance on the name of the motor vehicleperformance resistance can be determined on the basis of a number of different parameters, for example the inclination of a base of the vehicle 100, a radiating rolling resistance of the vehicle 100, an air resistance of the vehicle 100, aaerodynamic configuration of the vehicle 100, a radiating speed hasthe vehicle 100, the wind impact on the said vehicle 100 and internal driveline losses of the vehicle 100.
    The process step s420 may include the step of continuously determining the slopesaid vehicle has said vehicle 100. The process step s420 may include the step of continuously determining a radiating rolling resistance of the vehicle 100. The process step s420 may include the step of continuously determining a mat of air resistance affecting the vehicle 100. The process step s420 may involvethe vehicle 100 on the basis of the aerodynamic configuration of the vehicle 100 and / or the speed and / or wind action of the vehicle 100 on the vehicle 100. The process step s420 may include the step of providing information on the aerodynamic configuration of the vehicle 100. The process step s420 may include the step of continuously determining the speed v of the vehicle 100.
    The process step s420 may include the step of continuously determining the wind action on the vehicle 100. The process step s420 may include the step of continuously determining internal driveline losses having the vehicle 100.39The process step s420 may include the step of determining lane inclination and / or mass of the vehicle 100. This may be done, for example, by means of the first control unit 210 and said fourth sensor configuration 340. After the process step s420, a subsequent process step s430 is performed.
    The process step s430 includes the step of regeneratively braking the vehicle 100 after ascertaining deactivated throttle traction based on the magnitude of a continuously determined driving resistance. This can be done, for example, by means of the saidelectric machine 250. Said regenerative braking can take place in a set where onesubstantially constant braking torque is applied to the driveline of the vehicle 100. Said regenerative braking can take place in a manner where a varying braking torque is applied to the driveline of the vehicle 100.
    The process step s430 may include the step of regeneratively braking the vehicle100 after ascertaining deactivated throttle traction based on a continuously determined condition and / or magnitude of change of said continuously determined condition to said vehicle in front. This can be done, for example, by means of the said electric machine 250. The said regenerative braking can take placein a way where a substantially constant braking torque is applied tothe vehicle's 100 driveline. Said regenerative braking can take place in one waywhere a varying braking torque is applied to the vehicle's driveline.
    The step s430 may include the step of adapting said regenerativebraking to sloping slope and / or vehicle mass.
    Step s430 may include the step of adapting said regenerative braking to at least some of the parameters of inclination of a base of the vehicle 100, a radiating rolling resistance of the vehicle 100, air resistanceaffecting the vehicle 100, the aerodynamic configuration of the vehicle 100, the speed v of the vehicle 100, the wind action of the vehicle 100 and the internal driveline losses of the vehicle 100. This can be done in real time on the basis ofContinuous determination / determination of said parameters with reference to the process step s420.
    According to an exemplary embodiment, a lower braking torque can be applied tothe driveline of the vehicle 100 when it is determined that the vehicle 100 is traveling in auphill. According to an exemplary embodiment, a lower braking torque can be applied to the driveline of the vehicle 100 as it has been determined that the vehicle 100 is relatively light and has a relatively light load.
    According to an exemplary embodiment, a higher braking torque can be applied tothe driveline of the vehicle 100 when it is determined that the vehicle 100 is traveling on a downhill slope. According to an exemplary embodiment, a higher braking torque can be applied to the driveline of the vehicle 100 as it has been determined that the vehicle 100 is relatively heavy and / or has a relatively heavy load.
    After step s430, one subsequent step s440 is performed.
    The step step s440 includes the step of determining if a second state raids. Said second condition may include a conditioninventive regenerative braking should not be applied. Namndaother conditions may include that said throttle control is activated, for example that the accelerator pedal is at least partially depressed. Said second condition may involve that a fixed condition of a vehicle in front exceeds a predetermined value, for example 5, 10, 40 or 90 meters. Named otherscondition may include the vehicle 100 leaving itself Than forwardvehicles with a speed exceeding a predetermined value, for example 5 km / h. Said condition of the vehicle in front can be determined by means of said first sensor configuration 310, second sensor configuration 320, said camera configuration and / or third sensor configuration 330.
    If the said second condition is racier, the procedure is terminated. If said second state does not racier, the said regenerative wellness continues, atnninstone for a predetermined period of time, i.e. step s420 can be performed again.41Referring to Figure 5, there is shown a diagram of an embodiment of a device 500. The controllers 210 and 220 described with reference to Figure 2 and Figure 3a may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520. a data processing unit 510 and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 used in a computer program, such as an operating system, stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port, 10 I / O means, an AID converter, a time and date input and transfer unit, a trade calculator and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
    A computer program P is provided which includes routines forcontinuously determined the size of the performance resistance. One is providedcomputer program P which includes routines for regeneratively braking the vehicle 100 after ascertaining deactivated throttle traction based on a continuously determined magnitude of performance resistance.
    The computer program P may include routines for continuously determining the slopeof a substrate of said vehicle 100. The computer program P may include routines for continuously determining a radiating rolling resistance of the vehicle. The computer program P may include routines for continuously determining a measure of air resistance affecting the vehicle. The computer program P may includeprocedures for determining the air resistance affecting the vehicle on the basis ofthe aerodynamic configuration of the vehicle and / or the speed and / or wind action of the vehicle. The computer program P may include routines for receiving and storing information about the vehicle's aerodynamic configuration. The computer program P may include routines for continuously determining the speed of the vehicle.
    The computer program P may include routines for continuously determiningthe wind action of the vehicle. The computer program P may include routines for continuously determining internal driveline losses of the vehicle.42The computer program P may comprise routines for continuously determining a radiating moving resistance on the basis of at least some of said determined parameters, for example a radiating slope has a base forthe vehicle 100, a radiating vehicle mass, a radiating rolling resistance for the vehicle 100, a radiating air resistance affecting the vehicle 100, vehicle speed v and internal driveline losses of the vehicle 100.
    The computer program P may include routines for continuously determining oneradiating resistance on the basis of at least a flag of said fixed resistance. According to one example, the computer program may include routines for determining a radiating performance resistance based on a sum of inclination resistance, rolling resistance, air resistance and driveline resistance.
    The computer program P may include routines for continuously determining onefuture performance resistance based on at least some of the parameters, future inclination of a base for the vehicle 100, future vehicle mass, future rolling resistance of the vehicle 100, future air resistance of the vehicle 100, future vehicle speed and future internaldriveline losses of the vehicle 100.
    The computer program P may comprise routines for continuously determining a future performance resistance on the basis of at least a flag of said determined future resistance. According to one example, the computer program caninclude procedures for determining future performance resistance on a case-by-case basisof a sum of future inclination resistance, future rolling resistance, future air resistance and future driveline resistance.
    The computer program P may comprise routines for reducing said regenerative firing with increasing performance resistance, and vice versa.43A computer program P is provided which includes routines for regeneratively braking the vehicle after ascertained deactivated throttle traction based on a continuously determined distance and / or magnitude of change in said continuously determined distance to the vehicle in front.
    The computer program P may include routines for adapting said regenerative braking to lane inclination and / or vehicle mass. The computer program P may include routines for controlling a regenerative well system of a driveline of the vehicle. The computer program P may include routines for controlling an electric machine to effect regenerative braking.of the vehicle, according to one aspect of the present invention. The computer programP may include routines for deactivating said regenerative braking based on the continuously continuous fixed distance and / or magnitude of change in said continuous fixed distance to the vehicle in front. The computer program P may include routines for disabling the latterregenerative braking in the event of reactivated throttle. The computer program P caninclude routines for controlling storage of energy generated during said regenerative braking. The computer program P may comprise routines for controlling the use of energy generated during said regenerative braking externally relative to the vehicle's driveline.
    The computer program P can be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.
    When it is described that the data processing unit 510 performs a certain functionit should be understood that the data processing unit 510 performs a certain part ofthe program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.
    The data processing device 510 can communicate with a data port 599 viaa data bus 515. The non-volatile memory 520 is for communicationwith the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a44data bus 511. The read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. the lanes L220, L230, L240, L250, L260, L310, L320, L330, L340, L350, L360, L370 and L380 are connected (see Figure 2 and Figure 3a).
    When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is ready to perform code execution in a manner described above. According to one embodiment, signals include receivedon the data port 599 information on whether a throttle control of the vehicle isactivated or deactivated. According to one embodiment, signals received at the data port 599 include information about lane slope. According to one embodiment, signals received at the data port 599 include vehicle nose information. According to one embodiment, signals received include padata port 599 information about a radiating rolling resistance of the vehicle 100, and / or internal losses of a driveline of the vehicle, and / or wind strength of ambient air, and / or outdoor temperature, and / or pressure of ambient air, and / or wind direction of ambient air , and / or the aerodynamic configuration of the vehicle, and / or radiating rolling resistance of the vehicle.
    According to one embodiment, signals received at the data port 599 include information about a continuously determined distance to a vehicle in front. According to one embodiment, signals received at the data port 599 include information on the magnitude of change in said continuously determined distance to said vehicle in front. The received signals pathe data port 599 can be used by the device 500 to regeneratively brake the vehicle independently of the speed of the vehicle after a detected deactivated throttle path based on a continuously determined distance and / or magnitude of change in said continuously determined distance to the vehicle in front.
    Parts of the methods described herein may be performed by the device 500 using the data processing unit 510 which the Icor program stored in the memory 560.or read / write memory 550. When the device 500 runs the program, the procedures described herein are executed.
    The foregoing description of the preferred embodiments ofThe present invention has been provided for the purpose of illustrating and describingthe invention. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments were selected and described in order to best explain the principles of the invention andits practical applications, thereby enabling the skilled artisan to understandthe invention for different embodiments and with the various modifications which are suitable for the intended use.46
    权利要求:
    Claims (32)
    [1]
    A method for driving and / or fuel-saving driving a motor vehicle (100), comprising the step of: - regeneratively braking (s401) said motor vehicle (100); may be characterized by the step of: - regeneratively braking (s430) said motor vehicle (100) after ascertaining deactivated throttle traction based on a continuously determined forward resistance size.
    [2]
    The method of claim 1, wherein said driving resistance comprises taking into account a slope of a base for said motor vehicle (100) and a mass of said motor vehicle (100).
    [3]
    A method according to claim 1 or 2, wherein said driving resistance includes male observation of a radiating rolling resistance of said motor vehicle (100).
    [4]
    A method according to any one of the preceding claims, wherein said driving resistance comprises taking into account a radiating air resistance affecting said motor vehicle (100).
    [5]
    A method according to any one of the preceding claims, including the step of: - determining (s420) a radiating air resistance affecting said motor vehicle (100) on the basis of an aerodynamic configuration of said motor vehicle (100) and / or a speed (v) of said motor vehicle (100) and / or a wind effect on said motor vehicle (100).
    [6]
    A method according to any preceding claim, wherein said driving resistance includes taking into account internal driveline losses of said motor vehicle (100). 47
    [7]
    A method according to any one of the preceding claims, including the step of: 1. reducing said regenerative braking (s430) with increasing driving resistance; and 2. 6ka said regenerative braking (s430) with decreasing performance resistance.
    [8]
    A method according to any one of the preceding claims, including the step of: 1. continuously determining (s420) the distance and / or magnitude of change in said continuously determined distance to the vehicle in front; and - regeneratively braking (s430) the vehicle based on said continuous fixed distance and / or magnitude of change in said continuous fixed distance to the vehicle in front.
    [9]
    A method according to any one of the preceding claims, wherein the step of: - regeneratively braking (s430) said motor vehicle (100) after ascertaining deactivated throttle is based on a continuously determined magnitude of resistance resistance; entails scratches to 1. regeneratively brake (s430) said motor vehicle (100) based on a difference Fdiff between the magnitude of said continuously determined performance resistance and a nominal performance resistance for the vehicle.
    [10]
    A method according to any one of the preceding claims, including the step of: 1. adapting (s430) said regenerative braking by means of an electric machine of a driveline of said motor vehicle (100).
    [11]
    A method according to any one of the preceding claims, further comprising the step of: 1. deactivating said regenerative braking upon reactivated throttle traction.
    [12]
    A method according to any one of the preceding claims, further comprising the step of: 1. storing energy generated during said regenerative braking. 48
    [13]
    A method according to any one of the preceding claims, further comprising the step of: 1. using energy generated in said regenerative braking externally a driveline of said motor vehicle.
    [14]
    An apparatus for comfortably and / or fuel-saving driving a motor vehicle (100), comprising: 1. means (210; 220; 500; 250) adapted to regeneratively brake said motor vehicle (100); characterized by: 2. means (210; 220; 500; 350) adapted to determine if a throttle stroke of the motor vehicle (100) is deactivated or activated; Means (210; 220; 500) adapted to regeneratively source said motor vehicle (100) after ascertained deactivated throttle traction based on a continuously determined magnitude of performance resistance.
    [15]
    An apparatus according to claim 14, comprising: 1. means (210; 220; 500; 340) adapted to continuously determine a slope of a base for said motor vehicle (100); Means (210; 220; 500) adapted to determine an erasing mass of said motor vehicle (100); Means (210; 220; 500) adapted to determine said driving resistance on the basis of said determined slope of said base for said motor vehicle (100) and said radiating mass of said motor vehicle (100).
    [16]
    An apparatus according to claim 14 or 15, comprising: 1. means (210; 220; 500; 370) adapted to continuously determine a radiating rolling resistance of the vehicle; and 49 means (210; 220; 500) adapted to determine said driving resistance on the basis of said determined rolling resistance of said motor vehicle (100).
    [17]
    An apparatus according to any one of claims 14-16, comprising: 1. means (210; 220; 500; 360) adapted to continuously determine a radiating air resistance affecting said motor vehicle (100); and 2. means (210; 220; 500) adapted to determine said driving resistance on the basis of said determined air resistance 10 affecting said motor vehicle (100).
    [18]
    An apparatus according to any one of claims 14 to 17, comprising: 1. means (210; 220; 500; 360) adapted to establish a radiating air node condition affecting said motor vehicle (100) on the basis of an aerodynamic configuration of said motor vehicle (100) and / or a speed (v) for said motor vehicle (100) and / or a wind effect on said motor vehicle (100).
    [19]
    Device according to any one of claims 14-18, comprising: - means (210; 220; 500; 380) adapted to continuously determine internal driveline losses of said motor vehicle (100); and 1. means (210; 220; 500) adapted to determine said driving resistance on the basis of said internal driveline losses of said motor vehicle (100).
    [20]
    A device according to any one of claims 14-19, comprising: 1. means (210; 220; 500) adapted to reduce said regenerative wellbore with increasing performance resistance.
    [21]
    An apparatus according to any one of claims 14 to 20, comprising: 1. means (210; 220; 500) adapted to provide said regenerative wellbore with decreasing performance resistance.
    [22]
    An apparatus according to any one of claims 14-21, comprising: 1. means (210; 220; 500; 310; 320; 330) adapted to continuously determine the distance and / or magnitude of change in said continuously determined distance to the vehicle in front; and 2. means (210; 220; 500) adapted to control regenerative braking of the vehicle based on said continuous fixed distance and / or magnitude of change has said continuous fixed distance to forward vehicle.
    [23]
    An apparatus according to any one of claims 14-22, comprising: 1. means further adapted to regeneratively decelerate said motor vehicle (100) after ascertaining deactivated throttle traction based on a difference Fdiff between the size of said continuously determined front end unit and a nominal front drive resistance for the vehicle
    [24]
    An apparatus according to any of claims 14-23, comprising: 1. an electric machine (250) having a driveline having said motor vehicle (100); Means (210; 220; 500) adapted to control said regenerative braking by means of said electric machine (250).
    [25]
    An apparatus according to any one of claims 14-24, comprising: 1. means (210; 220; 500) adapted to deactivate said regenerative braking based on the thus continuously determined distance.
    [26]
    The apparatus of any of claims 14 to 25, further comprising: means (210; 220; 500) adapted to deactivate said regenerative braking upon reactivated throttle traction.
    [27]
    The device of any of claims 14-26, further comprising: means (210; 220; 500; 255) adapted to store energy generated during said regenerative braking. 51
    [28]
    The device according to any of claims 14-27, further comprising: - means (210; 220; 500) adapted to control the use of energy generated during said regenerative braking externally a driveline of the motor vehicle (100).
    [29]
    Motor vehicle (100; 110) comprising a device according to any one of claims 14-28.
    [30]
    The motor vehicle (100; 110) of claim 29, wherein the motor vehicle is any of a truck, bus or passenger car.
    [31]
    Computer program (P) for the convenient and / or industry-saving operation of a motor vehicle (100), wherein said computer program (P) comprises program code for causing an electronic control unit (210; 500) or another computer (220; 500) connected to the electronic control unit (200; 500) to perform the steps according to any one of claims 1-13.
    [32]
    A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-13 when said program code is run on an electronic control unit (210; 500) or another computer (220; 500). connected to the electronic control unit (210; 500). L240 f ) 2 2L ---) ("--- • 1/6 or 100 112
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    同族专利:
    公开号 | 公开日
    EP2903874A4|2016-11-30|
    SE538379C2|2016-06-07|
    EP2903874A1|2015-08-12|
    WO2014055014A1|2014-04-10|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1251110A|SE1251110A1|2012-10-03|2012-10-03|Apparatus and method for convenient and / or fuel saving driving of a motor vehicle|
    SE1350911A|SE538379C2|2012-10-03|2013-07-23|Apparatus and method for convenient and / or fuel saving driving of a motor vehicle|SE1350911A| SE538379C2|2012-10-03|2013-07-23|Apparatus and method for convenient and / or fuel saving driving of a motor vehicle|
    EP13843077.2A| EP2903874A4|2012-10-03|2013-10-01|Device and method for comfortable and/or fuel saving driving of a motor vehicle|
    PCT/SE2013/051136| WO2014055014A1|2012-10-03|2013-10-01|Device and method for comfortable and/or fuel saving driving of a motor vehicle|
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