• 专利附录
  • 专利说明
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    • 专利摘要:
    Summary The present invention provides a method and system for controlling at least one parameter related to a driving of a vehicle, wherein the vehicle carries a load which has a center of gravity which can move in a longitudinal direction L of the vehicle. According to the present invention, the system comprises a first barrel parking unit, arranged for determining information related to a wagon section in front of the vehicle. The system also comprises a second determining unit, arranged for determining one or more dynamic properties D of the load, where the one or more dynamic properties D Or are related to the movement of the center of gravity. The system further comprises a parameter control unit, arranged for controlling the at least one parameter related to the driving of the vehicle based at least on the one or more dynamic properties D and on the information in the preceding road section. The parameter control unit on the steering wheel so that a negative effect the one or more dynamic properties D have on the driving of the vehicle during the road section is counteracted.
    公开号:SE1450044A1
    申请号:SE1450044
    申请日:2014-01-17
    公开日:2015-07-18
    发明作者:Jon Andersson；André Claesson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a method for controlling at least one parameter related to a driving of a vehicle according to the preamble of claim 1. The present invention also relates to a system arranged for controlling at least one parameter related to a driving a vehicle according to the preamble of claim 25, as well as a computer program and a computer program product, which implement the method according to the invention.
    Background The following background description constitutes a description of the background to the present invention, and thus does not necessarily constitute prior art.
    Many heavy transports today include the relocation of a load for which a center of gravity can move. For example, certain vehicles, such as vehicles carrying out tank transports or fire trucks, can transport a large amount of liquid. Even with other types of transport, such as animal transports or transports with other moving cargo, a center of gravity movement of the cargo can be dangerous. In this document the invention is often exemplified for viscose-type loads, i.e. loads which have an internal inertia (an internal resistance) to the river / spread, but the examples can be easily extended to all types of loads with centers of gravity that can be moved. The present invention thus constitutes a solution to problems for all types of loads which have centers of gravity which can move sip, although above problems for viscous loads have been described.
    The center of gravity transfer for such vehicle loads typically takes place in the longitudinal direction of the vehicle, ie in the direction 2 the vehicle / vehicle stay is most extended. In other words, this can be expressed as the center of gravity shifting aft or forwards in the vehicle, or as the center of gravity shifting at the halls where braking forces and driving forces act on the vehicle. The reason why the center of gravity shifts in the longitudinal direction of the vehicle is that the load is affected by the acceleration of the vehicle, where the acceleration may be positive, it may be a speed increase, or be negative, it may be a decelerating deceleration.
    Vehicles adapted for the transport of, for example, water shoes are relatively often equipped with different types of splash protection in spaces where the water is stored. These splash guards are intended to reduce the movement of the water during the vehicle's travel.
    Brief description of the invention A larger viscous load can affect the vehicle's behavior in a way that can be dangerous in traffic and can be experienced as very uncomfortable by the driver and / or passengers in the vehicle, even if the vehicle is equipped with splash guards.
    In the case of a braking, for example, the center of gravity of the liquid, due to its viscous properties, may not follow the braking movement of the vehicle. This can cause the vehicle after it has decelerated and stopped to be affected by a forward force which is due to the fact that the center of gravity of the water has a lag compared with the deceleration of the vehicle. This lag can be seen as a force which results from the movement of the viscous load reaching a leading edge of the container / tank in which the liquid is transported 1, where this force reaches the leading edge of the container / tank after the vehicle has already stopped. As very large volumes of liquid can be transported in, for example, tankers, this force can be considerable.
    In some cases, the force of the movement of the water can be so great that it moves the vehicle forward when it reaches the front edge of the container / tank. Such a movement of a stationary vehicle can of course be experienced as very unpleasant. Such a movement can also be dangerous in traffic, for example in the vehicle before the movement has stopped near a transition stable, a vehicle, a roof crossing, a boom, a cradle or the like.
    In other cases of deceleration, the force of the movement of the liquid can affect the vehicle already during the deceleration itself, which means that the speed reduction becomes () jam, jerky and / or unpleasant for the driver.
    Even with speed increases, the very positive accelerations, for the vehicle, the center of gravity of the liquid, due to its viscous properties, can have a lag relative to the acceleration motion of the vehicle. This can cause the vehicle during its acceleration to be affected by a rearward force, which is due to the lag behind the water's center of gravity creating a force. The force created is due to the fact that the viscous load reaches a rear edge of the container / tank in which the liquid is transported. This reverse force causes the vehicle's acceleration to evaporate somewhat temporarily, which causes the vehicle to brake / stop somewhat. This backward force can also be seen as the vehicle's choke resistance incidentally Okas.
    The reverse force at speed increase can therefore give an acceleration that is uneven, jerky and / or uncomfortable for the driver. In addition, this uneven acceleration can cause problems when shifting the gearbox in the vehicle. As a non-limiting example can be mentioned a vehicle that accelerates away on a 4 first gear and then has to shift up to a second gear. If the reverse force strikes the vehicle in connection with the upshift to the second gear, there is an increased risk that the force required to propel the vehicle forward will be too strong to be provided by this second gear, whereby an engine stop may occur. Such an unwanted engine stop is dangerous and can also be experienced as very unpleasant by a driver of the vehicle.
    In summary, all loads which have a center of gravity which can move in the longitudinal direction of the vehicle can give rise to uneven accelerations and / or decelerations, which can be unpleasant for a driver and / or can be dangerous in traffic.
    It is therefore an object of the present invention to provide a method and system for establishing a reliable and comfortable driving of vehicles which transport loads which have a center of gravity which can move in the longitudinal direction of the vehicle.
    This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The object is also achieved by the above-mentioned system according to the characterizing part of claim 25 and by the above-mentioned computer program and computer program product.
    The present invention provides a method and system for controlling at least one parameter related to a driving of a vehicle, wherein the vehicle transports a load which has a center of gravity which can move in a longitudinal direction L of the vehicle. According to the present invention, the system comprises a first barrel parking unit, arranged for determining information related to a wagon section in front of the vehicle. The system also comprises a second determining unit, arranged for determining one or more dynamic properties D of the load, where the one or more dynamic properties D are related to the movement of the center of gravity. The system further comprises a parameter control unit, arranged for controlling the at least one parameter related to the driving of the vehicle based on at least the one or more dynamic properties D and on the information about the traveling section of the road. The parameter control unit on the steering wheel so that a negative effect the one or more dynamic properties D have on the driving of the vehicle during the road section is counteracted.
    According to one embodiment, it is at least one parameter related to a speed of the vehicle, wherein the control of the parameter according to the present invention provides an acceleration and / or deceleration which is substantially free from irregularities arising from the at least one dynamic property D of the load.
    According to one embodiment, it is at least one parameter related to a gear selection in the gearbox of the vehicle, the control of the parameter according to the present invention providing a soft and choice-balanced gearing, where engine stalling and other gearing-related problems are prevented from occurring.
    Thus, by utilizing the present invention, smooth and engine stop-free accelerations and smooth decelerations can be provided by a vehicle which transports loads with a movable center of gravity. Such vehicles may include, for example, a tanker, an animal transport, or a fire truck.
    Traffic safety is significantly increased by utilizing the present invention by reliably providing smooth accelerations and decelerations. In addition, the driving experience for the driver is considerably improved, since the unpleasant effects of the moving center of gravity on the load 6 can be substantially completely counteracted by utilizing the invention.
    The invention can be implemented with a small addition in complexity, since a relatively large part of the data needed to carry out the invention are often already available in other vehicle systems today, such as in cruise control or in vehicle navigation systems.
    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 shows an exemplary vehicle, Figure 2 shows a flow chart of the process of the present invention, Figures 3a and 3b show schematic examples pd korfall, Figure 4 shows a control unit.
    Description of Preferred Embodiments Fig. 1 schematically shows a vehicle 100 in which the present invention may be implemented. The vehicle 100 includes a driveline. The driveline comprises an internal combustion engine 101, which in a conventional manner, via a shaft 102 projecting on the internal combustion engine 101, usually via a flywheel, is connected to a gear shaft 103 via a coupling 106. The shaft shaft 103 illustrated has schematically as a unit. However, the gear shaft 103 may physically also consist of several cooperating gear shafts, for example a range gear shaft, a main gear shaft and a split shaft shaft, which are arranged along the driveline of the vehicle. The vehicle 100 further comprises drive shafts 104, 105, which are connected to the drive wheels 111, 112 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 sedian differential. The vehicle 100 also includes additional wheels 113, 114, which may be driving or non-driving and may be provided to steer the vehicle.
    The vehicle also includes a container, tank or other space in which a load 170 can be transported. This load has a center of gravity 171 which can move in a longitudinal direction L of the vehicle, i.e. the center of gravity 171 can be displaced forward (in the direction of travel of the vehicle when a forward gear is used) and / or aft (in a direction opposite to the direction of travel of a forward gear).
    The vehicle 100 further includes various different braking systems 150.
    The braking systems 150 may include a conventional service braking system, which e.g. may consist of wheel brakes 151, 152, 153, 154 comprising brake discs and / or brake drums with associated brake pads or the like arranged next to the vehicle's wheels 111, 112, 113, 114. The brake system 150 may also comprise one or more auxiliary brakes / auxiliary brakes, for example a brake which acts on the vehicle's driylina 155, such as a retarder, an electromagnetic brake, a decompression brake, or an exhaust brake. A retarder may comprise one or more of a primary retarder, located between the engine and the gearbox, and a secondary retarder, located after the gearbox. An electromagnetic brake can be placed in any suitable place where it can act on the vehicle's driyline. The brakes 155 acting on the driveline Or are schematically drawn in the figure as if they act on the output shaft 107 of the gearbox. However, these brakes 155 may be substantially arranged along the vehicle driyline and may act substantially anywhere as a braking action can be effected.
    A decompression brake can be integrated in the engine. An exhaust brake uses a damper mounted in the exhaust outlet to increase the engine's pump losses and clams its braking torque to achieve the braking effect. The exhaust brake can be seen as integrated in the engine 101, or at least in the engine 101 and its exhaust treatment system 160. Exhaust brakes and decompression brakes Or usually arranged / mounted in connection with an exhaust stream from the engine 101.
    The engine 101 can be controlled based on instructions from a cruise control 120, capable of maintaining a constant actual vehicle speed and / or of varying the actual vehicle speed, for example so that a reasonable speed limit is optimized for fuel consumption.
    The vehicle 100 also includes at least one control unit 130 arranged to control a variety of functions in the vehicle, such as, among others, the engine 101, the braking system 150 and the gearbox 103.
    As described in more detail below, the control unit 130 in the system comprises a first determining unit 131, a second determining unit 132 and a parameter control unit 133.
    As will be appreciated by those skilled in the art, the control unit 130 may also be arranged to control one or more additional units in the vehicle, such as, for example, the clutch 106 and / or the gearbox 103 (not shown in the figure).
    The at least one control unit 130 Or in the figure is drawn separately from the cruise control 120. However, the control unit 130 and the cruise control 120 may exchange information with each other. The cruise control 120 and the control unit 130 can also be logically separated but 9 be physically implemented in the same unit, or can be both logically and physically jointly arranged / implemented.
    Figure 2 shows a flow chart of a method 200 according to one aspect of the present invention.
    The method 200 relates to a control of at least one parameter related to a driving of the vehicle 100. The vehicle has a load 170 with a center of gravity 171 which can move sip a longitudinal direction L of the vehicle. The load can be carried out, for example, by a viscous load, such as some kind of liquid.
    In a first step 201 of the procedure, a determination of information related to a road section in front of the vehicle 100 is performed. According to various embodiments, such information may include, for example, radiating topography, curvature, traffic situation, road work, traffic intensity, road conditions, speed limits and / or traffic signs. .
    The determination of the information can be performed in a number of different ways. the information can be determined based on map data, for example from digital maps including topographic information, in combination with positioning information, such as for example 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 information can be extracted from the map data.
    In several current cruise control systems, map data and positioning information are used for cruise control. Such systems can then provide map data and positioning information to the system of the present invention, which minimizes the complexity added to the determination of the information. The information can also be determined based on an engine torque in the vehicle, on an acceleration for the vehicle, on an accelerometer, on GPS information, on radar information, on camera information, on information from another vehicle, on positioning related information previously stored in the vehicle, or on information obtained from traffic systems related to the said road section. In a system where information exchange between vehicles is used, information estimated by a vehicle can also be provided to other vehicles, either directly, or via an intermediate unit such as a database or the like.
    In a second step 202 of the process, at least one dynamic property D of the load 170 is determined. This at least one dynamic property D Or relates to the displacement of the center of gravity 171 in the longitudinal direction L of the vehicle, i.e. Or related to a forward and / or rearward movement of the center of gravity. As described above, during acceleration and / or deceleration, forces can arise which depend on the movement of the water and the displacement of the center of gravity. These forces can make the acceleration and / or deceleration uneven, jerky and / or uncomfortable for the driver.
    In a third step 203 of the method, it controls at least one parameter related to the driving of the vehicle based on at least the one or more dynamic properties D and on the information about the road section in front. This control of the at least one parameter counteracts the negative effect that the at least one dynamic property D has on the driving of the vehicle during the road section.
    According to one embodiment, the at least one parameter is related to a speed of the vehicle, the control of the parameter typically striving to achieve an acceleration and / or deceleration, which is substantially free of impedances from the at least one dynamic property D of the load. This embodiment is described in more detail below.
    According to one embodiment, it is at least one parameter related to a gear selection in the gearbox 103 in the vehicle, the control of the parameter typically striving to provide a soft and choice-balanced gearing, where engine stalling and other gearing-related problems are prevented from occurring. This embodiment is described in more detail below.
    Thus, by utilizing the present invention, smooth and engine-free accelerations and decelerations can be provided for a vehicle transporting center of gravity moving loads, such as, for example, a tanker or a fire truck.
    As mentioned above, according to one embodiment the at least one controlled parameter is related to a speed for the vehicle, more specifically to an actual speed for the vehicle. The control 203 of the actual speed v "-t may, through the embodiment, provide smooth accelerations and / or decelerations by utilizing at least one dynamically compensated speed profile vscompensated corresponding to the actual vehicle speed wadding. The control includes a simulation of the at least one dynamically compensated speed profile vsimcompensated for the actual vehicle speed waddling under the road section in front of the vehicle.
    Simulation of the at least one dynamically compensated velocity profile vsim compensated is based on the at least dynamic property D and on the information related to the road section. This dynamically compensated velocity profile vdim compensated u is then used in controlling the actual velocity wadding. The at least one dynamically compensated velocity profile Vsim compensated may have been simulated using a simulation of at least one future velocity profile vsim for the actual vehicle speed vact during the road section, where the at least one future velocity profile vsim is determined based on at least the one or more dynamic properties and on the information in the preceding section. Thus, it has at least a future velocity profile vsim an appearance which Or is affected by the load at least one dynamic property D.
    Then the at least one dynamically compensated velocity profile v sim compensated can be simulated by using the at least one future velocity profile vsim, the at least one dynamically compensated velocity profile vsim compensated being given an appearance which counteracts the effect the load has at least one dynamic property D on the actual vehicle speed. In determining the at least one dynamically compensated velocity profile vsimcomp ensated, therefore, the knowledge of the load's at least one dynamic property D is used to counteract its negative impact on the actual vehicle speed vact, whereby fluctuations and irregularities have the actual vehicle speed vact actively counteracted. This provides compliant and smooth accelerations / decelerations that are experienced as comfortable by drivers and passengers.
    The at least one future velocity profile vsim for the actual vehicle speed Vace is simulated for a road section in front of the vehicle 100. The simulation of the at least one future speed profile vsim is based on information related to the road section in front of the vehicle and on the at least one dynamic property D for the load. The information in the carriage section may include essentially what information is relevant for the vehicle driving, for example about carriageway inclination, curvature, intersections, carriage signs and / or bus stops.
    According to an embodiment of the present invention, the simulated speed is thus determined, inter alia, based on knowledge of the road section. This knowledge can be based on one or more of positioning information, such as GPS information (Global Positioning System information), map information, topography information, weather reports, information communicated between different vehicles and information communicated via radio. The knowledge / information can include radiating topography, curvature, traffic situation, road work, traffic intensity and road conditions. Furthermore, the knowledge may include a speed limit for the upcoming road section, as well as a traffic sign in connection with the road. Today, many vehicles include systems, such as navigation systems and cruise control systems, which utilize such knowledge / information. Therefore, this embodiment can be implemented with an added addition in complexity in vehicles where the knowledge is already available.
    This document names simulated speeds and actual speeds. As can be seen from the description, the simulated speeds are pre-calculated speeds, which can be based on a number of different data, such as information about the front section of the road, vehicle position, map data, radar information, camera information and / or dynamic properties of the load. These simulated speeds can be used in the vehicle to control a speed controller in the vehicle in various ways, whereby the vehicle, through this control and by the influence of, for example, rolling resistance, air resistance, road surface, traffic situation or the like, obtains an actual speed. The actual speed is thus a speed the vehicle really has at its physical 14 progress, where this actual speed depends on all these parameters.
    Once the at least one dynamically compensated velocity profile Vsim compensated has been determined, it is used to determine at least one dynamically compensated torque profile Pcompensated, which can then be used in controlling the engine 101 to provide the actual vehicle speed.
    This is shown schematically in Figure 3a for a non-limiting example of a cross situation where the vehicle is accelerating. Here, therefore, at least one future velocity profile is determined corresponding to the actual vehicle speed wax during the road section based on at least one or more dynamic properties D of the load and on the information in the preceding road section. The at least one future velocity profile vsim displayed has as a dashed curve. As can be seen from the schematic figure, it has at least one future velocity profile vsim a () smooth and fluctuating shape, which depends on the load at least one dynamic property D. In other words, the fluctuations may have at least one future velocity profile vsim due to, for example, liquid being transported of the vehicle swells in the tank, causing its center of gravity to move in the longitudinal direction L. of the vehicle.
    By taking into account the at least one future velocity profile vs; of Figure 3a, the At least one dynamically compensated velocity profile Vsim compensated can then be given a shape which causes at least one dynamically compensated torque profile Pcoir2peesated, WHICH in turn is determined based on the shape has the at least one - si m compensated, at least dynamically compensated velocity profile v is partly in opposite phase with it at least a future speed profile vsim. The at least one dynamics-compensated torque profile r-compensated dashed curve.
    Since the at least one dynamically compensated torque profile 7-1compensated 1_1 is used to control the engine 101 to provide the actual vehicle speed vact, the shape of the at least one dynamically compensated torque profile "—compensated has a direct effect on the actual vehicle speed vac-L. the torque profile kicompensated, according to the embodiment, is given a shape with fluctuations which are at least partially in opposition to the fluctuations. the vehicle speed v, t is illustrated in the figure as a substantially straight solid line.
    Figure 3b shows an example of a corresponding decelerating chord case for the vehicle. At least one dynamically compensated deceleration force profile B is determined for the vehicle based on the at least one future velocity profile vsim for the actual vehicle speed vact during the road section. The dynamically compensated deceleration force profile Bcompensated can then be used to control one or more brakes 150, 151, 152, 153, 154, 155 in the vehicle. For example, the dynamically compensated deceleration force profile Bconwensa tea U can be used by a cruise control, a constant speed brake, or by one illustrated in the figure as a point 16 brake system to provide a smooth and even braking.
    Also for the non-limiting example illustrated in Figure 3b, at least one future velocity profile is determined for the actual vehicle speed v-t below the carriage section based at least on the one or more dynamic properties D of the load and on the information in the carriage section ahead. The at least one future velocity profile vsim displayed has as a dashed curve. The at least one future velocity profile vsim has an uneven and fluctuating shape due to the one or more dynamic properties D of the load and its displacement of the center of gravity of the load.
    The dynamically compensated deceleration force profile .13 „,, p„ sated is then determined by taking into account the uneven and fluctuating shape of the at least one future velocity profile so that the dynamically compensated deceleration force profile B a dotted line curve.
    Since the dynamically compensated deceleration force profile Bcompensated is used to control the brakes in the vehicle, the shape of the dynamically compensated deceleration force profile Bcompensated affects the actual vehicle speed vact, whereby fluctuations in the actual vehicle speed vact can be reduced or completely avoided. For example, the deceleration force can be increased at those times / positions when the at least one future velocity profile vsim has a higher value and / or decreased at the times / positions when at least one future velocity profile vsim has a lower value, which can give a substantially even deceleration. In other words, the dynamically compensated deceleration force profile Ecampensated may have a form for which its fluctuations are at least partially in phase with corresponding fluctuations of the at least one future velocity profile vsim. The actual vehicle speed is illustrated in the figure as a substantially straight solid line, which may be the result of such control of the vehicle's brakes.
    According to an embodiment of the present invention, an natural frequency fp of the displacement of the load center of gravity 171 in the longitudinal section L of the vehicle is used to determine the at least one dynamic property D of the load 170. The natural frequency fD of the displacement of the center of gravity 171 of the vehicle longitudinal L can be calculated by the frequency of the fluctuations for the at least one future velocity profile vsim. Figure 3a shows a non-limiting example of how this natural frequency fp can be determined by analyzing the shape of the at least one future velocity profile vsim. correspondingly, the natural frequency fp can be determined by analyzing the shape of the at least one future velocity profile shown in Figure 3b.
    The natural frequency fp can be determined based on the period time for the fluctuations of the curve is determined, for example by determining the time / distance between two points on the curve. For example, the time / distance between two min-points, between two max-points or between two zero crossings can be determined.
    The figure shows that a time / distance between two min-points may determine at least one future velocity profile vsim, which corresponds to a wavelength AD if the natural frequency fp has the load. As a result, the natural frequency can be easily determined; tr, = VD / AD; ddr vp is the vagal speed, and with a small contribution to the complexity of the vehicle. The wavelength AD, and clamed above mentioned distance, also has an equivalent in a period time TD for 18 fluctuations of the curve, for which the natural frequency can also be easily determined based on this period time; fp = 1 / TD.
    The natural frequency can be used to determine the appearance of the simulated at least one dynamics compensated velocity profile vsim compensated • The at least one dynamics compensated torque profile Pcompensated and / or the dynamics compensated deceleration force profile B the velocity profile v is thus compensated for having an appearance comprising fluctuations which are at least partially in opposition to fluctuations related to the movement of the center of gravity 171 in the longitudinal direction L of the vehicle. This can, for example, result in a dynamically compensated torque profile Pcompessateel as shown in Figure 3a.
    The simulated at least one dynamically compensated velocity profile vsimcompensated may also have an appearance comprising fluctuations having a frequency fcomp which differs at least in part from the natural frequency fp for the displacement of the center of gravity 171 in the longitudinal direction, and from harmonics to the natural frequency fD; According to one embodiment of the present invention, it is at least one parameter controlled by the method related to a gear selection for the gearbox 103 in the vehicle 100. By this control of the gear selection, engine stop for the engine 101 can be prevented by avoiding shifting during periods of decreasing acceleration of the vehicle. provided that the reduced acceleration is due to the at least one dynamic property D having the load 170. In the corresponding manner described above in connection with Figure 3a, the determination 202 of the at least one dynamic property D of the load 170 can be based on the natural frequency fp for the movement in longitudinal 171 of the load center of gravity 171. Figure 3a schematically shows two examples of intervals / distances, A and B, during which according to the embodiment Or it is inappropriate to shift up to a higher gear, since such an upshift due to the decreasing acceleration can lead to engine stop.
    In order to be able to control the shift according to the embodiment, a simulation of at least one future acceleration profile is performed asim for an actual vehicle acceleration a ,,, t during the road section in front of the vehicle based at least on the at least one dynamic property D and on the information in the front road section. The at least one future acceleration profile asim may have been determined in a corresponding manner and based on corresponding data as the above-described simulation of the speed profile v, im, fixed for the speed change (acceleration) of the vehicle. The at least one future acceleration profile asim can for example be determined as a time derivative of the simulated velocity profile vsim.
    The at least one future acceleration profile asim has an appearance including fluctuations depending on the at least one dynamic property D, in the same way as the simulated velocity profile vsim depends on the at least one dynamic property D. This appearance of the at least one future acceleration profile asim can thus be used for to control the shift in the vehicle. For example, the control 203 of the gear selection may be arranged to only perform changes at positive values for the at least one future acceleration profile asim.
    The above-mentioned natural frequency fD for the displacement of the center of gravity 171 of the load 170 can, according to an embodiment of the present invention, be determined based on a weight m for the vehicle 100 and on an actual acceleration curve aact for the vehicle 100. The vehicle weight includes the weight of the vehicle itself and the weight for its cargo. There are several ways for those skilled in the art to estimate the vehicle weight which can be utilized in combination with the present invention.
    According to another embodiment, one or more sensors on one or more of the vehicle's axles can also be used to determine the natural frequency fp. The one or more sensors know the of the period time To, which corresponds to the above-mentioned wavelength AD, for the oscillation of the mass, the viii saga for the movement of the center of gravity in the longitudinal direction L of the vehicle. The natural frequency can be easily determined based on this period time; fD = // TD. Thus the oscillation can have the mass, and thus its natural frequency fp, closely monitored, even if it tends to evaporate, by utilizing the sensors. As a result, the control according to the present invention can be used to reliably counteract the oscillations.
    The center of gravity 171 of the load 170, and thus also changes in the position of the center of gravity 171, can be determined, for example, based on information related to a mass distribution between at least two axles in the vehicle 100 and / or on information related to pressure on one or more springs in the vehicle.
    Both the mass distribution between the axles and the suspension pressures mean that the position of the center of gravity can be specified in the longitudinal direction, which is used for position determination and change determination of the center of gravity.
    The natural frequency FE can suitably be determined in connection with the vehicle moving away from a standstill, whereby an actual 21 acceleration travel aact can be registered. The natural frequency fp can also be determined in connection with the loading of the load 170 and / or In connection with the unloading of the load 170, whereby changes in vehicle weight, which affect the natural frequency fp, can be registered and used to determine the natural frequency FD.
    The vehicle speed, and thus the acceleration of the vehicle 100, can be controlled on a number of different more or less automated means in a vehicle. The acceleration can be positive aa „, whereby a driver can control the vehicle speed, and thus a requested acceleration areq with a manual accelerator control, such as an accelerator pedal or the like. The positive acceleration aacc can also be controlled by a cruise control in the vehicle requesting an acceleration areq.
    The acceleration can also be negative, ie a deceleration, whereby a driver can control a desired negative acceleration areq, and thus the deceleration, with a manual brake control, such as a brake pedal or the like. The deceleration can also be controlled by a control system in the vehicle, for example by a constant speed brake in the vehicle requesting a negative acceleration areq.
    Since the method of the present invention is implemented and activated in the vehicle 100, the control of the at least one parameter related to the actual vehicle speed Vact and / or to the gear selection may at least partially differ from one of the driver, a cruise control, a constant speed brake and / or an automatic transmission system. parameter value. For example, when a changeover is performed later than the driver or the automatic shifting system has requested, or not at all, because one or more of the dynamic properties of the load are such that the requested shifting is impossible. Correspondingly, a positive acceleration requested by the driver or the driver may or may not be carried out later if it is out of the question, taking into account one or more dynamic properties of the load. A deceleration requested by the driver, the accelerator or the constant brake can also be delayed or not carried out if it is out of the question, taking into account one or more dynamic properties of the load.
    For safety reasons, however, the control according to the invention of the at least one parameter related to the driving of the vehicle should be deactivated at the requested acceleration areg, which may be positive or negative, has a magnitude exceeding a threshold value atres; areql> athres. In other words, the steering according to the present invention must not prevent the vehicle from braking sharply, for example by the driver depressing the brake pedal. The spruce value here can, for example, have a value of 1 m / s2, whereby the method according to the present invention can be used for lighter braking, also called comfort braking, while the braking effect is guaranteed for heavier braking corresponding to, for example, 2 m / s2 or more.
    The method according to the present invention can also be activated and / or deactivated based on other information, such as radar information, camera information, map data information. Thus, for example, braking must be guaranteed if the radar information, camera information or map data information indicates that, for example, there is an obstacle to passability on the road section.
    Those skilled in the art will appreciate that a method of controlling at least one parameter related to a driving of a vehicle according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program usually forms part of a computer program product 403, where the computer program product comprises a suitable non-volatile / permanent / permanent / durable digital storage medium on which the computer program is stored. Named non-volatile / permanent / durable / durable 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 4 schematically shows a control unit 400. The control unit 400 comprises a computing unit 401, which can be constituted by essentially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
    The calculating unit 401 is connected to a memory unit 402 arranged in the control unit 400, which provides the calculating unit 401 e.g. the stored program code and / or the stored data calculation unit 401 need to be able to perform calculations. The calculation unit 401 is also arranged to store partial or end results of calculations in the memory unit 402.
    Furthermore, the control unit 400 is provided with devices 411, 412, 413, 414 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 411, 413 may be detected as information and may be converted into signals which may be processed by the calculating unit 401. These signals are then provided to the calculating unit 401. The devices 412 414 for transmitting output signals Or arranged to convert calculation results from the calculation unit 401 to output signals 24 are transferred to other parts of the vehicle control system and / or the component (s) for which the signals are intended.
    Each of the connections to the devices receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection.
    One skilled in the art will appreciate that the above-mentioned computer may be output from the storage unit 401 and that the above-mentioned memory may be provided by the memory unit 402.
    In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses which may interconnect 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 In what is shown in Figure 4, which is the choice for the person skilled in the art.
    In the embodiment shown, the present invention is implemented in the control unit 400. 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 in a control unit dedicated to any of the present invention.
    According to one aspect of the present invention, there is provided a system arranged for controlling at least one parameter related to a driving of a vehicle 100, where the vehicle transports a load 170, which has a center of gravity 171 which can move in a longitudinal direction L of the vehicle. According to the present invention, the system comprises a first barrel fixing unit 131, arranged for determining information related to a wagon section in front of the vehicle 100. The system also comprises a second fixing unit 132, arranged for determining one or more dynamic properties D of the load 170, where they have one or more The dynamic characteristics D are related to the movement of the center of gravity 171 in the longitudinal direction L of the vehicle, ie towards or away from the vehicle's front end / driver's cab. The system further comprises a parameter control unit 133, arranged for controlling the at least one parameter related to the driving of the vehicle 100 based at least on the one or more dynamic properties D and on the information. Parameter control unit 133 for this control said that a negative effect the one or more dynamic properties D has on the driving of the vehicle 100 during the carriage section is counteracted.
    The system according to the present invention can be arranged to carry out all the process embodiments described above, and in the claims, the system for each embodiment receiving the above-described advantages for each embodiment.
    In addition, the invention relates to a motor vehicle 100, for example a truck or a bus, comprising at least one system for controlling at least one parameter related to a driving of a vehicle according to the invention.
    The present invention is not limited to the embodiments of the invention described above, but relates to and includes all embodiments within the scope of the appended independent claims. 26
    权利要求:
    Claims (2)
    [1]
    A first gripping unit (131), arranged for fixing information related to a road section in front of said vehicle (100);
    [2]
    A second determining unit (132), arranged for determining one or more dynamic properties D for said load (170), wherein said one or more dynamic properties D are related to the displacement in said longitudinal direction L of said center of gravity (171); a parameter control unit (133), arranged for controlling said at least one parameter related to said driving of said vehicle (100) based at least on said one or more dynamic properties D and said information, varying a negative effect said one or more dynamic properties D has on the said driving ay the said vehicle (100) under the said yaga section counteracted. ITT 1711 OST TO ZOT 901 EOT ME OZT EOM MI OLT ZST OE I .... / - <1 — X — rio TLT 1 .... j 001 80I "- '• 170I" -' ZTT EST 1 1 a 0 1519T PILOT 2/4 4,200 Determination of information '- 201 Determination of dynamic property D 202 Control of at least one parameter based on the dynamic property D and on the information on the leading road section j .. 203
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    同族专利:
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    WO2015108464A1|2015-07-23|
    SE537894C2|2015-11-10|
    DE112014005469T5|2016-08-18|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450044A|SE537894C2|2014-01-17|2014-01-17|Method and system for controlling a parameter related to the performance of a vehicle|SE1450044A| SE537894C2|2014-01-17|2014-01-17|Method and system for controlling a parameter related to the performance of a vehicle|
    PCT/SE2014/051515| WO2015108464A1|2014-01-17|2014-12-17|Method and system for controlling a parameter related to the propulsion of a vehicle|
    DE112014005469.0T| DE112014005469T5|2014-01-17|2014-12-17|Method and system for controlling a parameter related to the drive of a vehicle|
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