• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    Summary The invention relates to a method for determining a remaining available carriageway with residual fuel quantity (DTE) of a motor vehicle (100), comprising the steps of: determining (s310) residual quantity (Vol) of fuel; determining (s310) rowing vehicle speed (V); determine eradicant fuel consumption; determine (s320) a one-time mat (Measured DTE) on the remaining available 10 crossovers with the remaining fuel quantity (DTE) on the basis of the thus determined parameter values regarding the remaining quantity (Vol) fuel, radiating vehicle speed (V) and radiating propellant consumption, continuous (s3) determining cross stacks (S * Ts) during said determination as a basis for a corrected mat (Process DTE (n)) on the remaining available cross stair with the remaining amount of fuel; fixing (s340) said corrected mat (Process DTE (n)) on the basis of a previously determined adjusted mat (Final DTE (n-1)) on the remaining available crossover track with the remaining amount of fuel, whereby a fixed crossover track (S * Ts) is deducted from the previously determined adjusted mat (Final DTE (n-1)); - determine (s350) an adjusted mat (Final DTE (n)) as the sum of a corrected mat (Process DTE (n)) and a weighted quantity constituting a difference between said gangse mat (Measured DTE) and said corrected mat (Process DTE) (n)). The invention also relates to a computer program product comprising program code (P) for a computer (200; 210) for implementing a method according to the invention. The invention also relates to a system for determining a remaining available crossover stack with the remaining amount of fuel (DTE) of a motor vehicle and a motor vehicle (100) equipped with the system. Figure 2 for publication
    公开号:SE1450097A1
    申请号:SE1450097
    申请日:2014-01-31
    公开日:2015-08-01
    发明作者:Sebastian Vassberg
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a method for determining a residual available crossover with the remaining amount of fuel in a motor vehicle. The invention also relates to a computer program product comprising program code for a computer for implementing a method according to the invention. The invention also relates to a system for determining a remaining available track with the remaining amount of fuel of a motor vehicle and a motor vehicle equipped with the system.
    BACKGROUND In today's vehicles, a measure can be determined of how far a motor vehicle can run on the fuel that remains in a fuel tank. In the case of certain passenger cars, this information is presented on a display for a driver of the vehicle. The driver can then, based on this information, plan his 'Named measure of how far a motor vehicle can' corn on an available amount of fuel called DTE (English to Distance to Empty). This mat can be specified in, for example, kilometers or English miles.
    An edge set to calculate a matte on DTE may include consideration of the parameters radiating industry volume, instantaneous vehicle speed and radiating industry dosage to the vehicle's engine. In this case, a mat on the DTE can be determined by multiplying a mat on the current fuel quantity by a mat on the instantaneous vehicle speed and dividing by a mat on the current fuel dosage for the vehicle's engine.
    Since at least one input signal regarding said industry dosage shows strong variations in time, rather slow filter functions are applied to determine a final estimate of said matte on DTE. With today's technology, even an input signal regarding the radiating amount of fuel in the fuel tank can show a behavior with 2 sharp variations in time, which, for example, arise on the fuel ripples in the said tank.
    In heavy vehicles, for example, such as trucks, a monster for fuel consumption can change sharply and quite often. This can be done when loading and unloading goods, or when switching between 'corning in an urban environment or on a country road. It is therefore common to supplement the said method for calculating DTE with various detection algorithms, which increases the computational complexity considerably. The above-mentioned disadvantages in combination entail limitations in adapting the current mat on the DTE, which can entail inconveniences for a driver of the vehicle, for example expression in an acute shutdown. Knowing methods for determining a mat on the DTE can thus, in certain circumstances, provide less relevant, or directly incorrect, estimates of how rank a driver can drive the vehicle with an existing amount of fuel.
    US 2011196600 describes a method for determining a matte on DTE where consideration is given to prevailing industry voluptuousness and industry advice.
    SUMMARY OF THE INVENTION Thus, there is a need to provide a reliable sail that can accurately determine and provide a measure of DTE.
    An object of the present invention is to provide a new and advantageous method for determining a remaining available crossover track with the remaining amount of fuel in a motor vehicle.
    Another object of the invention is to provide a new and advantageous system for determining a residual available crossover with the remaining fuel quantity of a motor vehicle and a new and advantageous computer program for determining a residual available crusher with a residual fuel quantity for a motor vehicle. A further object of the invention is to provide an alternative method for determining a residual available crossover track with the remaining fuel quantity of a motor vehicle, an alternative system for determining a residual available crossover stage with the remaining fuel quantity of a motor vehicle and an alternative computer program for determining a motor vehicle. remaining available crossover with the remaining amount of fuel in a motor vehicle.
    Some of said objects are achieved with a method for determining a remaining available crossover section with the remaining fuel quantity having a motor vehicle according to claim 1. Other objects are achieved with a system for determining a remaining available crossover section with the remaining fuel quantity having a motor vehicle according to claim 6. specified in the dependent claims.
    According to one aspect of the present invention, there is provided a method of determining a remaining available crossover with the remaining amount of fuel having a motor vehicle, comprising the steps of: determining the remaining amount of propellant; determine radiating vehicle speed; - determine radiating fuel consumption; determine a current mat on the remaining available crossover with the remaining amount of fuel on the basis of the thus determined parameter values regarding the remaining amount of fuel, radiating vehicle speed and radiating fuel consumption; - continuously determine cross-sections during the said determination as a basis for a corrected mat on the remaining available cross-section with the remaining amount of fuel; determining said corrected mat on the basis of a previously determined adjusted mat on the remaining available crusher mat with the remaining amount of fuel, a fixed crusher mat being deducted from the previously determined adjusted mat; determine an adjusted mat as the sum of a corrected mat and a weighted quantity constituting a difference between said gangse mat and said corrected mat. 4 The procedure steps can be repeated continuously to continuously determine an adjusted mat with respect to DTE. An appropriate sampling frequency can then be used.
    In this case, a robust method is provided for determining DTE, where an added distance is also taken into account. Said cross-sections can be determined with very high precision, so that an accurate procedure for determining DTE is achieved.
    By considering in each iteration an error between said gangse mat and said corrected mat, which provides an accurate procedure for determining DTE.
    Advantageously, a non-computationally heavy method is provided for continuously determining an accurate value of the current DTE.
    The method may comprise the step of: - weighting said quantity by means of a constant multiplied by said difference.
    By applying Kalman theory to a linear system where the name can be constantly used in the calculations, a non-calculation-heavy method can be achieved in order to continuously determine an accurate value of the radiating DTE.
    The method may include the step of: - in the event that said difference exceeds a predetermined value, causing said difference to be constantly adjusted to the size of the difference.
    In this case, the method according to the invention can advantageously include an adaptation to whether loading or unloading of goods at the vehicle is carried out. In this case, an automatic adaptation of the fuel consumption pattern of the vehicle is also achieved, as this is alternately performed in city traffic and on country roads.
    The value of said constant can be increased to increase the effect of said difference for said adjusted mat. The value of said constant may, where applicable, be increased to increase the effect of said difference for said adjusted mat. The value of said constant can be increased in one or more steps to increase the effect of said difference for said adjusted mat. The value of said constant can be increased steplessly to increase the effect of said difference for said adjusted mat.
    This provides a flexible method according to one aspect of the present invention.
    The value of said constant can be reduced to reduce the effect of said difference for said adjusted mat. The value of said constant can, where applicable, be reduced to reduce the effect of said difference for said adjusted mat.
    The value of said constant can be reduced in one or more steps to reduce the effect of said difference for said adjusted mat. The value of said constant can be reduced steplessly to reduce the effect of said difference for said adjusted mat.
    This provides a flexible method according to one aspect of the present invention. Furthermore, a careful procedure is provided in that if the flag of said parameters remaining amount of propellant, radiating vehicle speed and radiating fuel consumption exhibits deviating or unreasonable values, the effect of said difference can be advantageously reduced.
    The method may include the step of: - presenting said fixed adjusted mat to an operator of the vehicle.
    This provides a conventional method according to one aspect of the present invention.
    The method may include the step of: - warning an operator of the vehicle, as said fixed adjusted mat is below a predetermined warning threshold value. Said warming threshold value is an arbitrary lamp value. An appropriate warning threshold value can be, for example, 20, 50 or 100 kilometers. An operator can thus be warned if it is determined that the vehicle's fuel is expected to run out after 20, 50 and 100 kilometers of cornering, respectively. According to one aspect of the present invention, there is provided a system for holding a remaining available crossover rack with the remaining amount of fuel in a motor vehicle, comprising: means adapted to determine the remaining amount of fuel; means adapted to determine radiating vehicle speed; means adapted to determine eradicating fuel consumption; means adapted to determine a current mat on the remaining available mileage with the remaining amount of fuel on the basis of the thus determined parameter values regarding the remaining amount of fuel, radiating vehicle speed and radiating fuel consumption; means adapted to continuously determine cross-sections during the said determination as a basis for a corrected mat on the remaining available cross-section with the remaining amount of fuel; means adapted to determine said corrected mat on the basis of a previously determined adjusted mat on the remaining available crossover rack with the remaining amount of fuel, wherein means are provided for deriving a fixed crossover mat from the previously fixed adjusted mat; and means adapted to determine an adjusted mat as the sum of a corrected mat and a weighted quantity constituting a difference between said gangs mat and said corrected mat.
    The system may comprise: means adapted to weight said quantity by means of a constant multiplied by said difference.
    The system may comprise: means adapted to, in case the said difference exceeds a predetermined value, cause the said constant to be adapted to the size of the difference.
    The system may comprise: means adapted to increase the value of said constant in order to increase the effect of said difference for said adjusted mat. The value of said constant can be increased to increase the effect of said difference for said adjusted mat. The system may comprise: means adapted to, where applicable, increase the value of said constant to increase the effect of said difference for said adjusted mat. Said means may be adapted to increase the value of said constant in one or more steps to effect the effect of said difference on said adjusted mat. Said means may be adapted to increase the constant step of said constant to increase the effect of said difference for said adjusted mat.
    The system may comprise: 10 means adapted to reduce the value of said constant to reduce the effect of said difference of said adjusted mat.
    The system may include means adapted to reduce, where appropriate, the value of said constant to reduce the effect of said difference on said adjusted mat. Said means may be adapted to reduce the value of said constant in one or more steps in order to reduce the effect of said difference on said adjusted mat. Said means may be adapted to reduce the stepless value of said constant to reduce the effect of said difference on said adjusted mat.
    The system may comprise: means adapted to present said fixed adjusted mat to an operator of the vehicle.
    The system may include: means adapted to warn an operator of the vehicle, as said fixed adjusted mat is less than a predetermined warning threshold value.
    According to one aspect of the present invention, there is provided a motor vehicle comprising a system according to any of claims 6-10.
    According to one aspect of the present invention, there is provided a motor vehicle comprising a system for determining a remaining available crossover rack with the remaining amount of fuel. The said motor vehicle may be something of a truck, bus or passenger car.
    According to one aspect of the present invention, there is provided a computer program for determining a remaining available crossover with the remaining amount of fuel in a motor vehicle, said computer program comprising program code for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps of any of the claims. 1-5.
    According to one aspect of the present invention, there is provided a computer program for determining a remaining available crossover with the remaining amount of fuel in a motor vehicle, said computer program comprising program code for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps of any of the claims. 1-5, when said program code 'cars of said control unit or said computer.
    According to one aspect of the present invention, there is provided a computer program for determining a remaining available crossover with the remaining amount of fuel in a motor vehicle, said computer program comprising program code stored on a computer readable medium to cause an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any one of claims 1-5.
    According to one aspect of the present invention, there is provided computer software for determining a remaining available crossover with the remaining amount of fuel of a motor vehicle, said computer program comprising program code stored on a computer readable medium for causing an electronic controller or other computer connected thereto. The electronic control unit for performing the steps of any of claims 1-5, wherein said program code. According to one aspect of the present 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 1-5. According to one aspect of the present invention, there is provided a computer program product comprising a program code non-volatile stored on a computer readable medium for performing the process steps of any of claims 1-5, when said computer program is run on an electronic control unit or another da connected to 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, it is to be understood that the invention is not limited to the specific details described. Those skilled in the art having access to the teachings herein will recognize additional applications, modifications, and incorporations within other fields which are within the scope of the invention.
    SUMMARY DESCRIPTION OF THE DRAWINGS For a more complete understanding of the present invention and further objects and advantages thereof, we will now refer to the following detailed description which is to be read in conjunction with the accompanying drawings in which like reference numerals refer to like parts in the various figures, and in which: 1 schematically illustrates a vehicle; Figure 2 schematically illustrates a subsystem of a vehicle, according to an embodiment of the invention; Figure 3a schematically illustrates a flow chart of a method, according to an embodiment of the invention; Figure 3b schematically illustrates in further detail a flow chart of a method, according to an embodiment of the invention; and Figure 4 schematically illustrates a computer, according to an embodiment of the invention.
    DETAILED DESCRIPTION OF THE FIGURES Referring 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 may be a heavy vehicle, such as a truck or a bus. The vehicle can alternatively be a car.
    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 or microcarriage line.
    The inventive method and the inventive system make choices for platforms which are propelled by a motor, such as e.g. watercraft. The watercraft can be of any kind, such as e.g. motor boats, ships and ferries.
    The inventive method and the inventive system for determining a remaining available crossover with the remaining propellant length of a motor vehicle according to an aspect of the invention also make choices for, for example, tractors, forestry machines, wheel loaders and dump trucks.
    Figure 2 schematically illustrates a system 299. The system 299 may be present in the vehicle 100.
    The system 299 includes a first controller 210. The first controller 210 may be an electronic controller. The first control unit 210 is arranged for communication with a second control unit 220 via a long L220.
    The second control unit 220 may be releasably connected to the first control unit 210. The second control unit 220 may be a control unit external to the vehicle 100. The second control unit 220 may be arranged to perform the inventive process steps. The second control unit 220 can be used to load the program code to the first control unit 210, in particular the program code for carrying out the inventive method. The second control unit 220 may alternatively be arranged for communication with the first control unit 210 via an internal network in the vehicle. The second control unit 220 may be arranged to perform substantially similar functions to the first control unit 210.
    A first sensor configuration 230 is provided for communication with the first control unit 210 via a long L230. Said first sensor configuration 230 is arranged to continuously or intermittently detect / determine / feed a remaining amount of Vol fuel which is available for operation of the vehicle 100. Said first sensor configuration 230 may be called means adapted to determine the remaining amount Vol Vol.
    Said fuel may, according to an example, be arranged in a fuel tank of the vehicle 100. Said fuel may be any combustible fuel, for example diesel, petrol, ethanol, vegetable oil or other suitable organic or synthetic fuel. Said fuel may be stored in one or more tanks / receptacles of the vehicle 100. Said fuel may be in liquid or gaseous form.
    The aforementioned first sensor configuration 230 may be of the country-mandatory type. This type of charge may depend, for example, on the type of fuel used to drive the vehicle 100 and / or a configuration of the container (s) arranged to hold said fuel. The terms fuel and fuel are used synonymously.
    Said first sensor configuration 230 is arranged to continuously or intermittently send signals S230 to the first control unit 210 via said line L230. Said signals S230 comprise information about a matt Vol on a corresponding remaining amount of propellant of the vehicle 100, which propellant is mainly intended to be used to propel the vehicle 100 by means of an internal combustion engine (not shown) and a transmission provided therewith. The said matt Vol can be stated in terms of volume or mass. Said first control unit 210 is arranged to carry out the inventive process regardless of which unit said matt Vol on the remaining fuel is expressed.
    According to one example, said first sensor configuration 230 comprises an electromechanical float sensor arranged in a fuel tank of the vehicle 100. According to an example, said first sensor configuration 230 comprises a laser sensor or 12 acoustic sensor arranged in a roof of said fuel tank of the vehicle 100 to determine a radiating amount of Vol residual fuels by means of light reflection technology and eco technology, respectively. According to one example, the first sensor configuration 230 includes a pressure sensor disposed in a bottom of said fuel tank to determine a radiating residual amount of Vol fuel.
    A second sensor configuration 240 is provided for communication with the first control unit 210 via a long L240. Said second sensor configuration 240 is arranged to continuously or intermittently detect / determine / feed a determined radiating vehicle speed V of the vehicle 100. Said second sensor configuration 240 may in this case be called means adapted to determine radiating vehicle speed V of the vehicle 100.
    Said second sensor configuration 240 is arranged to continuously or intermittently send signals S240 to the first control unit 210 via said line L240. Said signals S240 include information about a mat at a radiating speed V of the vehicle 100.
    According to one example, said second sensor configuration 240 comprises an angle sensor of a drive shaft of a transmission of the vehicle 100. According to an example, said second sensor configuration 240 comprises an angle sensor configuration arranged on one or more wheels of the vehicle 100. According to one example, the second sensor configuration 240 comprises positioning equipment. for example, including GPS equipment.
    According to an exemplary embodiment, the first control unit 210 is arranged to continuously or intermittently determine a radiating vehicle speed V. This can be done on the basis of parameters detected with the second sensor configuration 240 or in another suitable manner, for example with positioning equipment and an electronic map stored in a memory of the first control unit 210.
    A third sensor configuration 250 is provided for communication with the first control unit 210 via a long L250. The third sensor configuration 250 is arranged to continuously feed / calculate stall / model accumulated distance as the vehicle 13 100 is driven. In this case, the said third sensor configuration 250 is arranged to continuously determine continuously determined crossovers S * Ts [n] as a basis for a corrected matt Process DTE (n) on the remaining available crusade with the remaining amount of fuel. Named cross-sections S * Ts [n] refer to a cross-section added during a sampling period.
    The third sensor configuration 250 may include lamp sensors for determining said crossovers. For example, rotation of vehicle wheels can be determined as a basis for determining said cross-sections S * Ts [n].
    According to an exemplary embodiment, the first control unit 210 is arranged to continuously or intermittently determine said cross stacks S * Ts [n]. This can be done on the basis of said continuously detected vehicle speed detected with the second sensor configuration 240 or in another suitable manner, for example with positioning equipment and an electronic map stored in a memory of the first control unit 210.
    Said third sensor configuration 250 is arranged to continuously or intermittently send signals S250 to the first control unit 210 via said line L250. Said signals S250 include information about a mat on the applied distance relative to a reference time, for example regarding the last sampling period.
    According to one embodiment, said first sensor configuration 230, second sensor configuration 240 and third sensor configuration 250 are arranged to detect and parameterize the respective parameters according to a predetermined sampling frequency. In this case, a parameter set can be sequentially specified in a series 1, 2, 3, ..., n, where n is a positive integer. In this case, the number n represents a recent sampling value.
    Presentation means 260 are arranged for communication with the first control unit 210 via a long L260. Said means of presentation 260 may be referred to as presentation means or means adapted to present information. Said display means 260 may include a display screen. Said display screen may include a touch screen. Said display means 260 may be presently arranged in an instructor panel of the vehicle 100. Said display means 260 may comprise a loudspeaker equipment for audibly merging said information by means of synthesized speech. According to one embodiment, said presentation means 260 may comprise means for tactile feedback to an operator of the vehicle 100.
    The first control unit 210 is arranged to control said presentation means 260 to display / present / provide a relevant mat on calculated / estimated / estimated remaining cross stack DTE before fuel in a container of the vehicle runs out.
    The name mat can be presented with alphanumeric characters and / or symbols.
    According to one example, the text "DTE 52 km" may be displayed in case it is determined according to one aspect of the present invention that Final DTE = 52km (see below).
    Once measured a Measured DTE on the remaining available crossover range with the remaining fuel fuel quantity can be determined as follows on the basis of the thus established parameter values regarding the remaining quantity Vol fuel, tracing vehicle speed V and tracing fuel consumption Fuel rate, Vol [n] Measured DTE [n] = * V [n] Fuel rate [72] In this case, the positive integer n indicates that all parameter values go to the same sample cycle (time).
    According to one embodiment, continuous cross-sections of S * T's son are established as a basis for a corrected matt Process DTE (n) on the remaining available cross-section with the remaining fuel component length.
    According to one embodiment, a corrected mat (Process DTE (n)) is calculated / determined on the basis of a previously determined adjusted Final DTE mat (n-1) on the remaining available cross-section with the remaining amount of fuel, whereby a fixed cross-section is deducted from the previously determined adjusted night. Final DTE (n-1). This can be specified as follows: Process DTE [n] = Final DTE [n - 1] - S * Ts According to a performance, an adjusted matte Final DTE (n) is determined as the sum of a corrected matte Process DTE (n) and a weighted quantity constituting a difference between said gangse matt Measured DTE and said corrected matt Process DTE (n), as follows: Final DTE [n] = Process DTE [n] + K * (Measured DTE [n] - Process DTE [n]) Harvid provides a procedure for iteratively determining an accurate value of DTE, namely Final DTE.
    According to one embodiment, a value of said constant K can be adjusted to the extent that the value of K can be increased. In the event that an absolute amount of a difference between said current DTE and said corrected matte Process DTE exceeds a predetermined value C1, said constant K may be increased in one or more steps or steplessly in an appropriate manner.
    A condition can be expressed as: IMeasured DTE [n] - Process DTE [n] l Cl According to one embodiment, a value of said constant K can be adjusted so that the value of K can be reduced. In the event that an absolute amount of a difference between said 25 times DTE and said corrected matte Process DTE is less than a predetermined value C2, said constant K can be accumulated in one or more steps or steplessly in an appropriate manner.
    IMeasured DTE [nl - Process DTE [nil C2 According to an exemplary embodiment, C1 and C2 are equal. 16 Naninda adjustment where naninda constant K is increased may be conditioned in such a way that said difference shall exceed said predetermined value Cl during a certain predetermined time period, and thus a predetermined number of samples.
    Said adjustment where said constant K is caused to decrease may be conditioned in such a way that said difference shall be less than said predetermined value C2 during a certain predetermined time period, and thus a predetermined number of samples.
    Said constant K can be an arbitrary lamp value. The said constant K may be a predetermined value. The said constant K can be determined empirically in advance.
    According to one example, said constant K may be -4.
    The first control unit 210 may be arranged to determine a remaining available crossover track with the remaining amount of fuel DTE of the motor vehicle 100, according to an aspect of the present invention.
    The first control unit 210 may be arranged to determine the remaining amount of Vol fuel. The first control unit 210 may be arranged to determine radiating vehicle speed V.
    The first control unit 210 may be arranged to determine radiating fuel consumption Fuelrate. Said radiating fuel consumption Fuelrate can also be called radiating industry dosage for said engine. This can be done appropriately. According to an exemplary embodiment, the first control unit can continuously provide information on radiating dosing of fuel to an engine of the vehicle 100. In this case, it is the first control unit that controls said industry dosing. Alternatively, the first control unit 210 may continuously receive signals including information about said radiating fuel metering Fuelrate Than an engine control unit (not shown) of the vehicle 100. According to another embodiment, the said mat of instantaneous / radiating fuel metering may be determined on rail pressure and opening times of fuel valves of the vehicle engine. The first control unit 210 may be arranged to determine a single matte Measured DTE on the remaining available crossover with the remaining amount of fuel DTE on the basis of the thus determined parameter values for the remaining amount of Vol fuel, radiating vehicle speed V and radiating fuel consumption Fuelrate. According to one embodiment, the first control unit 2 is arranged to continuously determine the said matt Measured DET according to the following equation: Vol Measured DTE = * V Fuelrate The first control unit 210 may be arranged to continuously determine crossovers during said determination as a basis for a corrected matt Process DTE (n) on the remaining available crusade with the remaining amount of fuel.
    The first control unit 210 may be arranged to determine said corrected matte Process DTE (n) on the basis of a previously determined matte Final DTE (n-1) on the remaining available crossover stack with the remaining amount of fuel, a fixed crossover array being deducted from the previously determined adjusted night Final DTE (n-1).
    The first control unit 210 may be arranged to determine an adjusted matte Final DTE (n) as the sum of a corrected matte Process DTE (n) and a weighted quantity constituting a difference between said gangs matte Measured DTE and said corrected matte Process DTE (n). .
    The first control unit 210 may be arranged to weight said quantity by means of a constant K which is multiplied by said difference.
    The first control unit 210 may be arranged to, in the event that said difference exceeds a predetermined value C1, cause said constant K to be adapted to the magnitude of the difference. The first control unit 210 may then be arranged to increase said constant K value to increase the effect of said difference for said adjusted matte Final DTE (n). The first control unit 210 may be arranged to, in the event that said difference is less than a predetermined value C2, cause said constant K to be adapted to the size of the difference. The first control unit 210 may then be arranged to reduce said constant K value to reduce the effect of said difference on said adjusted matte Final DTE (n).
    Figure 3a schematically illustrates a flow chart of a method for determining a remaining available carriageway with the remaining amount of fuel DTE of a motor vehicle 100. The method comprises a first method step s301. Step s301 includes the steps of: determining the remaining amount of Vol fuel; determining erasing vehicle speed V; determine erratic fuel consumption Fuel rate; - determine a current mat Measured DTE on the remaining available crossover with the remaining fuel quantity on the basis of the thus determined parameter values regarding the remaining nnangd Vol fuel, radiating vehicle speed V and radiating fuel consumption Fuelrate; continuously determine cross-sections during said determination as a basis for a corrected matt Process DTE (n) on the remaining available cross-section with the remaining amount of fuel; determining said corrected mat Process DTE (n) on the basis of a previously determined adjusted mat Final DTE (n-1) on the remaining available crossover stack with the remaining amount of fuel, whereby a fixed crossover streak is deducted -Iran the previously determined adjusted mat Final DTE (n-1 ); determine an adjusted matt Final DTE (n) as the sum of a corrected matt Process DTE (n) and a weighted quantity constituting a difference between said gangse matt Measured DTE and said corrected matt Process DTE (n).
    After procedure step s301, the procedure is terminated.
    Figure 3b schematically illustrates a flow chart of a method for determining a remaining available crossover with the remaining amount of fuel DTE of a motor vehicle 100. It is claimed that this method is an iterative method. According to this example, a calculation cycle is described.
    The process includes a first process step s310. The process step s310 may include the step of determining a number of parameters, namely, erasing the remaining amount of Vol fuel, instantaneous / erasing vehicle speed V, and instantaneous / erasing fuel consumption Fuelrate. This can be done with the first sensor configuration 230, the second sensor configuration 240 and / or the first control unit 210. After the procedure step s310, a subsequent procedure step s320 is performed. The process step s320 may include the step of determining a once matt Measured DIE on the remaining available crossover with the remaining amount of fuel. According to an exemplary embodiment, this can be done on the basis of the thus determined parameter values regarding the remaining amount of Vol fuel, radiating vehicle speed V and radiating fuel consumption Fuelrate. This can be done by means of the first control unit 210.
    After the procedure step s320, a subsequent procedure step s330 is performed.
    The process step s330 may include the step of determining a distance S * Ts that the vehicle has moved since the last feeding point. According to one embodiment, continuous cross-sections S * Ts are determined during the said determination as a basis for a corrected matt Process DTE (n) on the remaining available cross-section with the remaining amount of fuel. This can be done by means of the first control unit 210.
    After the procedure step s330, a subsequent procedure step s340 is performed. The step step s340 may include the step of determining a corrected matte Process DIE. The process step s340 may include the step of determining said corrected matte Process DIE (n) on the basis of a previously determined adjusted matte Final DIE (n-1) on the remaining available crossover staircase with the remaining amount of propellant, wherein said fixed crusher staircase S * Ts is deducted from the previously fixed one. adjusted the math Final DTE (n-1). This can be done by means of the first control unit 210. The first time the procedure step s330 is performed, an estimated value of a previously determined adjusted final DTE (n-1) on the remaining available crossover with the remaining amount of fuel can be provided.
    After the procedure step s340, a subsequent procedure step s350 is performed.
    The step step s350 may include the step of determining an adjusted matte Final DTE.
    The step step s350 may include the step of determining said adjusted matte Final DTE (n) as the sum of a corrected matte Process DTE (n) and a weighted quantity constituting a difference between said gangs matte Measured DTE and the ninth corrected matte Process DTE (n). This can be done by the first control unit 210.
    After the procedure step s350, a subsequent procedure step s360 is performed. The process step s360 may include the step of presenting said adjusted matte Final DTE (n) to a driver / operator of the vehicle 100. This may be performed by said presentation means 260.
    According to one embodiment, said driver / operator can be warned by means of said presentation means 260 as said adjusted mat is less than a predetermined value. In this way, the said operator can be reassured that it is time to refuel more fuel in order to avoid downtime.
    After the step step s360, the method returns to the step step s310. Alternatively, the procedure is terminated.
    Referring to Figure 4, a diagram of an embodiment of a device 400 is shown.
    The controllers 210 and 220 described with reference to Figure 2 may in one embodiment comprise the device 400. The device 400 comprises a non-volatile memory 420, a data processing unit 410 and a read / write memory 450. The non-volatile memory 420 has a first memory part 430 A computer program, such as an operating system, is stored to control the operation of the device 400. Furthermore, the device 400 includes a bus controller, a serial communication port, 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 420 also has a second memory portion 440. A computer program P is provided for holding a remaining available crossover stack with the remaining amount of fuel DTE in a motor vehicle 100. According to one embodiment, the DTE is determined as an adjusted matte Final DTE, which matte can be presented to an operator of the vehicle 100.
    The computer program P may include routines for determining the remaining amount of Vol fuel. The computer program P may include routines for determining radiating vehicle speed V. The computer program P may include routines for determining radiating fuel consumption Fuel rate.
    The computer program P may include routines for determining a once matt Measured DTE on the remaining available crossover with the remaining amount of fuel DTE on the basis of the thus determined parameter values regarding the remaining amount of Vol fuel, radiating vehicle speed V and radiating fuel consumption Fuelrate.
    The computer program P may comprise routines for continuously determining crossovers during said determination as a basis for a corrected matt Process DTE (n) on the remaining available crossover with the remaining amount of propellant.
    The computer program P may comprise routines for determining said corrected matte Process DTE (n) on the basis of a previously determined adjusted matte Final DTE (n-1) on the remaining available crossover section with the remaining amount of propellant, whereby a fixed crossover section S * Ts is deducted from the previous fixed adjusted math Final DTE (n-1).
    The computer program P may include routines for determining an adjusted matte Final DTE (n) as the sum of a corrected matte Process DTE (n) and a weighted quantity constituting a difference between said gangs matte Measured DTE and said corrected matte Process DTE (n).
    The computer program P may comprise routines for weighting said quantity by means of a constant K which is multiplied by said difference. The computer program P may comprise routines so that, in the event that said difference exceeds a predetermined value C1, cause said constant K to be adapted to the size of the difference.
    The computer program P may comprise routines for presenting the said fixed adjusted mat to an operator of the vehicle. The computer program P may include routines for warning an operator of the vehicle 100 that said determined adjusted mat is less than a predetermined value.
    The program P can be stored in an executable manner or in a compressed manner in a memory 460 and / or in a read / write memory 450.
    When it is described that the data processing unit 410 performs a certain function, it should be understood that the data processing unit 410 performs a certain part of the program which is stored in the memory 460, or a certain part of the program which is stored in the read / write memory 450.
    The data processing device 410 may communicate with a data port 499 via a data bus 415. The non-volatile memory 420 is intended for communication with the data processing unit 410 via a data bus 412. The separate memory 460 is intended to communicate with the data processing unit 410 via a data bus 411. Read / the write memory 450 is arranged to communicate with the data processing unit 410 via a data bus 414. To the data port 499, e.g. the lanes L220, L230, L240, L250 and L260 (see Figure 2) are connected.
    When data is received on the data port 499, it is temporarily stored in the second memory part 440. Once the received input data has been temporarily stored, the data processing unit 410 is ready to perform code execution in a manner described above. According to one embodiment, signals received at the data port 499 include information about a radiating throttle position of the vehicle 100. According to one embodiment, signals received at the data port 499 include information about a radiating / instantaneous remaining amount of Vol fuel, radiating / instantaneous vehicle speed V, distance S * Ts front during a sampling cycle and instantaneous / radiating fuel consumption Fuel rate of an engine of the vehicle 100. According to one embodiment, signals received at the data port 499 include a set of paranard values for a sampling, designated n, including a radiating / instantaneous residual amount of Vol [n] fuel, line / instantaneous vehicle speed V [n], distance S * Ts [n] performance during a sampling cycle and instantaneous / moving fuel consumption Fuel rate [n] of an engine of the vehicle 100. A time-set array of parameter values for a sample, designated n + 1, may include a radiating / instantaneous residual amount of Vol [n + 1] propellant, radiating / instantaneous f ordon speed V [n + 1], straight S * Ts [n + 1] forward during a sampling cycle and instantaneous / erasing fuel consumption Fuel rate [n + 1] of an engine of the vehicle 100.
    Parts of the methods described herein may be performed by the device 400 using the data processing unit 410 which runs the program stored in the memory 460 or read / write memory 450. When the device 400 runs the program, the methods described are executed.
    The foregoing description of the preferred embodiments of the present invention has been provided for the purpose of illustrating and describing the invention. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described in order to best explain the principles of the invention and its practical applications, thereby enabling those skilled in the art to understand the invention for different embodiments and with the various modifications which are appropriate to the intended use. 24
    权利要求:
    Claims (14)
    [1]
    Means (230; 210; 220; 400) adapted to determine the remaining amount (Vol) of fuel;
    [2]
    Means (240; 210; 220; 400) adapted to determine radiating vehicle speed (V); means (210; 220; 400) adapted to determine eroding fuel consumption;
    [3]
    3. means (210; 220; 230; 240; 400) adapted to determine a single mat (Measured DIE) on the remaining available crossover with the remaining amount of fuel (DTE) on the basis of the thus determined parameter values regarding the remaining amount (Vol) of fuel, vehicle speed (V) and erasing fuel consumption, characterized by:
    [4]
    4. means (210; 220; 400) adapted to continuously determine crossovers (S * Ts) during said determination as a basis for a corrected mat (Process DTE (n)) on the remaining available crusade with the remaining fuel quantity;
    [5]
    Means (210; 220; 400) adapted to determine said corrected mat (Process DTE (n)) on the basis of a previously determined adjusted mat (Final DTE (n-1)) on the remaining available crossover track with the remaining amount of propellant, wherein means (210; 220; 400) are arranged to abort a fixed cross staircase Iran the previously fixed adjusted mat (Final DTE (n-1)); and
    [6]
    6. means (210; 220; 400) adapted to determine an adjusted mat (Final DTE (n)) as the sum of a corrected mat (Process DTE (n)) and a weighted quantity constituting a difference between said gangse mat (Measured DIE) and the said corrected mat (Process DTE (n)).
    [7]
    A system according to claim 6, comprising: - means (210; 220; 400) adapted to weight said quantity by means of a constant (K) multiplied by said difference.
    [8]
    A system according to claim 7, comprising: 26 means (210; 220; 400) adapted to, in the event that said difference exceeds a predetermined value (C1), cause said constant (K) to be adapted to the magnitude of the difference.
    [9]
    A system according to claim 8, comprising: 1. means (210; 220; 400) adapted to increase said constant (K) value to increase the effect of said difference for said adjusted mat (Final DTE (n)).
    [10]
    A system according to any one of claims 6-9, comprising - means (260; 210; 220; 400) adapted to present said fixed adjusted mat (Final DTE (n)) to an operator of the vehicle.
    [11]
    A motor vehicle (100; 110) comprising a system according to any of claims 6-10.
    [12]
    A motor vehicle (100; 110) according to claim 11, wherein the motor vehicle is any of a truck, bus or passenger car.
    [13]
    A computer program (P) for determining a remaining available crossover under the remaining amount of fuel (DIE) of a motor vehicle (100), wherein said computer program (P) includes program code for causing an electronic control unit (210; 400) or another computer ( 220; 500) connected to the electronic control unit (210; 400) to perform the steps according to any one of claims 1-5.
    [14]
    A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-5, when said program code is run on an electronic control unit (210; 400) or another computer (220; 400) connected to the electronic control unit (210; 400). 113 or 100 112
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    同族专利:
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    EP2902268A1|2015-08-05|
    SE537866C2|2015-11-03|
    EP2902268B1|2016-07-06|
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    JPS5838726B2|1980-04-03|1983-08-25|Nippon Denso Kk|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450097A|SE537866C2|2014-01-31|2014-01-31|Method and system for determining the mileage of a motor vehicle|SE1450097A| SE537866C2|2014-01-31|2014-01-31|Method and system for determining the mileage of a motor vehicle|
    EP15152856.9A| EP2902268B1|2014-01-31|2015-01-28|Method and system for determining a remaining travel distance available in a motor vehicle|
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