• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    SUMMARY The present invention relates to a method for assessing driving behavior when driving a vehicle comprising a driveline with a gearbox which offers the possibility of manual shifting including synchronization. The method comprises the step of: in the case of a shift, determining (Si) occurring speed synchronization for carrying out the selected shift for judging the load associated with said shift on existing synchronizing means as a basis for judging said driving behavior. The present invention also relates to a system for assessing driving behavior when driving a vehicle. The present invention also relates to a motor vehicle. The present invention also relates to a computer program and a computer program product.
    公开号:SE1450628A1
    申请号:SE1450628
    申请日:2014-05-27
    公开日:2015-11-28
    发明作者:Daniel Häggström
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The invention relates to a method for assessing driving behavior when driving a vehicle according to the preamble of claim 1. The invention relates to a system for preparing a vehicle for operating a vehicle for driving a vehicle. The invention also relates to a motor vehicle. The invention also relates to a computer program and a computer program product.
    BACKGROUND In vehicles comprising a driveline with a gearbox which offers the possibility of manual shifting including synchronization, the preparatory behavior regarding shifting affects the service life of synchronizing means, where the load of the synchronizing means during synchronization during shifting depends on how strong the shifting was. Improper wobbling can lead to damage to the synchronizing means, which can lead to problems in driving the vehicle and shortened service life of the synchronizing means, which may need to be replaced.
    OBJECT OF THE INVENTION An object of the present invention is to provide a method and a system for assessing driving behavior when driving vehicles which enables increased service life of synchronizing means of the gearbox of the vehicle driveline. SUMMARY OF THE INVENTION These and other objects, which will be apparent from the following description, are accomplished by a method and system as well as a motor vehicle, computer program and computer program product of the kind initially indicated and further having the features set forth in the dependent part of the appended independent claims. Preferred embodiments of the method and system are defined in the appended dependent claims.
    According to the invention, the objects are achieved with a method for assessing forerunner behavior when driving vehicles comprising a driveline with a gearbox which offers the possibility of manual shifting including synchronization, comprising the step of: determining at a shifting occurring speed synchronization for carrying out the selected shifting. said switching associated load on existing synchronizing means as a basis for assessing said driving behavior. This makes it possible to damage the lifespan of the synchronizing means of the gearbox of the vehicle's driveline in that switching which is judged to cause excessive loads on synchronizing means can be fixed. which imposes an unnecessary burden on synchronizing means to encourage a more gentle shifting for synchronizing means and, according to a variant, is subsequently graded to provide additional incentives for the driver to: switch in a correct way. For gearboxes with gearshift servo, where the driver receives filtered feedback in the form of chancellery and varied resistance depending on how strong the motion of the gear lever is at the gearshift, it is sufficient to provide feedback to the driver where the gearshift puts too much load on the synchronizing means during synchronization. Furthermore, vehicle sawmills and / or hauliers to which the vehicle is attached can be informed about the shifting behavior of the driver. According to an embodiment of the method, the step of determining the occurring speed synchronization includes the steps of: determining the change of engine speed the said taxiing gives rise to; and determining the speed of the output shaft of the gearbox. This enables a simple and cost-effective way to determine occurring rotational synchronization and the load on synchronizing means, where means in the form of sensor means for determining engine speed and output shaft speed constitute already existing means of the vehicle and do not require any additional component or installation.
    According to one embodiment of the method, the step of determining occurring rotational synchronization involves determining the number of shifting steps of the gearbox called taxiing. This provides a basis for assessing whether the driver, during a taxi, performed the waxing with a number of waxing steps suitable from the load of the synchronizing means during synchronization, which depends on the situation, including grain resistance such as voyage. For example, a taxiing in the form of a waxing with several waxing steps at a strong motion is an unsuitable taxiing in terms of load on synchronizing means.
    According to one embodiment, the method comprises the step of determining the effect corresponding to said occurring rotational synchronization at said load on existing synchronizing means as a basis for judging said preparatory behavior. This results in a more accurate determination of the consequence of the current switching and the subsequent rotating synchronization, which provides a better basis for assessing the preparatory behavior regarding switching.
    According to one embodiment of the method, the step of determining said power comprises determining the time taken by said rotary synchronization. By thus taking into account the synchronization time, it is possible to easily determine the average power during the synchronization. According to an embodiment of the method, the time taken by said speed synchronization is determined based on the position and change of position of the gear lever and / or corresponding means in the gearbox. By thus taking into account and thereby determining changes in gear lever stroke and / or corresponding means such as shift forks, an effective way of determining the synchronization time and thereby the average effect is possible. The synchronization time is determined according to a variant by feeding the time as a gear lever stroke and / or corresponding means as if the shift forks are in a predefined synchronization stroke. In order to achieve greater certainty, the derivative at these positions can also be evaluated, where the derivative is zero or law in the synchronization law.
    According to one embodiment of the method, the time taken by said speed synchronization is determined based on a change in speed of the side shaft of the gearbox. By thus taking into account and at the same time determining changes in speed of the side shaft of the gearbox, an efficient way of determining the synchronization time and of the effect is made possible. Since the speed difference and the speed difference derivative, i.e. the angular acceleration, can be determined in each discrete time step in the gearbox control unit, a momentary, time-dependent, effect can also be calculated. This gives a better assessment of the resulting wear than the average power gives. Hansyn can also be taken for temperature-dependent slack losses, e.g. by feeding or estimating the oil temperature and calculating the resulting slap losses.
    According to one embodiment of the procedure, the assessment of the load associated with said waxing on existing synchronizing means as a basis for judging said preparatory behavior includes the step of taking into account the current choir resistance at said waxing. By taking this into account and thereby determining the current choke resistance at the changeover, a better basis is obtained for assessing whether the changeover was carried out in a way that the synchronizing means were gently placed under radiating conditions, considering the possibility of driving the vehicle.
    According to an embodiment of the method, the load associated with said wobbling is assessed on existing synchronizing means as a basis for judging said driving behavior in the light of reference data concerning the spruce guard reflecting an accurate load at such wobbling. This makes it possible for a simple and efficient way to assess the preparatory behavior regarding waxing. Furthermore, grading for driver behavior regarding taxiing is omitted.
    According to one embodiment, the method comprises the step of presenting to the driver of the vehicle an assessment of driver behavior regarding performed shifts. This facilitates improved behavior in that the -Ware is noticed on shifts that cause unnecessary strain on existing synchronizing means. At the presentation, the driver can receive grades based on the preparatory behavior regarding shifts. This makes it possible to further improve the service life of the synchronizing means. According to a variant, the method also comprises presenting to the vehicle sawmill and / or the haulier to which the vehicle is attached an assessment of forerunner behavior with regard to challenging shifts. The vehicle owner and / or the haulier to which the vehicle is attached may at the presentation receive the driver's rating based on the preparation behavior regarding shifts.
    The embodiments of the system have the same advantages as the corresponding embodiments of the method mentioned above.
    DESCRIPTION OF THE DRAWINGS The present invention will be better understood by reference to the following detailed description of the cargo taken in conjunction with the accompanying drawings, in which like reference numerals appear in equal parts throughout the many views, and in which: Fig. 1 schematically illustrates a motor vehicle according to an embodiment of present invention; Fig. 2a schematically illustrates a gearbox of a driveline of a motor vehicle according to the present invention; Fig. 2b schematically shows the maneuvering position during a full gear stroke during a shifting process; Fig. 3a schematically illustrates a system for judging driver behavior when driving a vehicle according to an embodiment of the present invention; Fig. 3b illustrates power changes over time during a synchronization process; Fig. 4 schematically illustrates a block diagram of a method a method for assessing driver behavior in driving a vehicle according to an embodiment of the present invention; and Fig. 5 schematically illustrates a computer according to an embodiment of the present invention.
    DESCRIPTION OF EMBODIMENTS Hereinafter referred to as a communication link which may be a physical line, such as an opto-electronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave line.
    Fig. 1 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The exeplicated vehicle 1 consists of a heavy vehicle in the form of a truck. The vehicle can alternatively consist of any 7 light-duty vehicle such as a bus or a car. The vehicle comprises a system I according to the present invention. The vehicle includes a driveline with a gearbox which offers the possibility of manual taxiing including synchronization.
    Fig. 2a schematically shows an example of a gearbox of a driveline of a motor vehicle according to the present invention. The gearbox offers the possibility of manual taxiing including synchronization. The gearbox according to the embodiment illustrated in Fig. 2 consists of a manual gearbox.
    The gearbox 10 comprises an input shaft 20, a main shaft 30, a side shaft 10 and an output shaft 50. According to this example, the input shaft 20 is arranged to support a detachable gear 22 for performing various shifting steps.
    The main shaft 30 is arranged to only detachable gears 32, 34, 36 for different shifting steps. The side axle is arranged to support fixedly mounted gears 42, 44, 46, 48. In this case the driving force Than engine of the vehicle is arranged to be transmitted to the input shaft of the gearbox 10 from which it is waxed in a first split step Over the Than gear 22 to the gear and 42 on the side wheel from the side axle the power is transmitted to the main axle and via the main axle onwards for the operation of the vehicle's drive wheels. In a second split stage, the force is transmitted from the input shaft 20 to the gear 32, the gear 32 driving the side shaft 40 from which the force is transferred to the main shaft 30 and via the main shaft further for operation of the vehicle drive wheels.
    The gearbox 10 further includes an output shaft 50 for driving the driving force to the drive wheels. The gearbox according to this embodiment is further provided with a range shaft arranged between the main shaft and the output shaft and comprising a planetary shaft which is arranged to either drive the driving force directly from the main shaft 30 via the output shaft 50 to the drive wheels in a so-called right gear bearing, or by downshifting via the output shaft 50 in a so-called warehouse arrangement. The gearbox 10 comprises synchronizing means 0 arranged in connection with the releasable gears 32, 34, 36 supported on the main shaft 30. The synchronizing means 0 are arranged to adjust the speed between the main shaft and the gear on the main shaft which is engaged during shifting.
    A synchronizing means can be configured in any of the appropriate ways. According to a variant, a synchronizing means comprises a carrier which is connected to the main shaft via a spline connection. The synchronizing means further comprises a coupling sleeve grooved arranged around the carrier and at least two articles with conically shaped surfaces which can be compressed into forming synchronizing cones. The synchronizing means further comprises a clutch ring inserted with a gear of the main shaft. The coupling sleeve is arranged to compress the conically shaped surfaces by means of a shift device of the gearbox.
    When a gear is connected to a switch, the synchronizing cones are pressed together by the coupling sleeve. The speed between the carrier and the coupling ring is then adjusted by the friction that arises between the synchronizing cones. When the carrier and the coupling ring have reached the same speed, the coupling sleeve can tooth in the coupling ring. The gear wheel is then connected via the carrier to the main shaft so that it can carry the engine power through the output shaft to the drive wheels.
    The gearbox according to Fig. 2a is only an example of a gearbox for putting the invention in context. Which is the most suitable gearbox is of course conceivable, since the number of detachable gears on the main shaft and possibly the inertia can vary, as well as the number of fixed gears on the side shaft. Furthermore, the gear on the input shaft can be fixedly arranged, i.e. lack of split function, said that the force is then constantly transmitted from the input shaft via that gear. Furthermore, one or more gears can be firmly integrated with the side axle. The number of synchronizing means varies depending on the gearbox type. The gearbox according to the present invention can be any highly suitable gearbox where manual shifting including synchronization is offered and where consequently synchronizing means are arranged at the main shaft in connection with detachable gears for synchronization during manual shifting. The Vaxellacian can be made from a manual gearbox. The gearbox can be made of a so-called automated manual gearbox.
    Fig. 2b schematically shows the maneuvering position during a full gear stroke during a shifting process. Hereby shows (i) initial gear loaded, (ii) gear removal, (iii) possible time in neutral gear, (iv) Iran neutral gear to synchronization team, (v) synchronization team, (vi) gear loading, and (vii) gear finally loaded.
    Fig. 3a schematically illustrates a system for assessing driver behavior when driving a vehicle, which vehicle comprises a driveline with a gearbox which offers the possibility of manual taxiing including synchronization according to an embodiment of the present invention. According to a variant, the gearbox could be constituted by the gearbox 10 in Fig. 2a.
    The system I comprises means 110 for determining at a switching the occurring speed synchronization for carrying out the selected switching for judging the load associated with said switching on existing synchronizing means as a basis for judging said preparatory behavior.
    The means 110 for determining the occurring speed synchronization includes means 112 for determining the change of engine speed called by this gear. The means 112 for determining the change of engine speed which the gearing gives rise to includes speed sensors. The means 112 for determining the change of engine speed at the current shifting in this case comprises means for determining the engine speed where the means for determining the engine speed includes said speed sensor.
    The means 110 for determining the occurring speed synchronization at a shift includes calculating means for converting the motor speed to a speed in synchronization also called delta speed in synchronization. The calculating means is arranged to determine the delta speed for synchronization based on the engine speed and the determined gear ratio in the gearbox.
    The means 110 for determining occurring speed synchronization includes means 114 for determining the speed of the output shaft of the gearbox. The means 114 for determining the speed of the output shaft of the gearbox is arranged to determine the change in speed of the output shaft. This makes it possible to take speed changes into account due to, for example, the slope during the actual waving.
    Accordingly, the means 110 for determining speed synchronization includes the means 112 for determining the engine speed and means 114 for determining the speed of the output shaft, whereby gear ratio can be determined based on the engine speed and the speed of the output shaft. By means of the thus established gear ratio and tables of gear and gear ratio, gear before and after gear can be determined. The difference in engine speed before and after shifting is an easy way to estimate synchronization load. Such an estimate of synchronization load can be made somewhat more accurate if the change in speed on the output shaft is taken into account. The deceleration of the vehicle during shifting can be determined by the speed sensor on the output shaft. This deceleration can be taken into account when calculating the synchronization effect by calculating the synchronized speed from the nearest vehicle speed, which gives instantaneous speed on the main axle. Side shaft speed can be fed or estimated based on the speed at which the clutch is opened, the time of clutch opening to start synchronization, and the side shaft speed derivatives due to slack losses. The slack losses and the resulting side-shaft speed derivatives can be modeled as temperature-dependent if the oil temperature in the gearbox can be fed or calculated.
    The means 110 for determining the occurrence of speed synchronization includes means 116 for determining the time -frame switching opening to the started 11 synchronization. The means for determining time Than coupling opening for started synchronization comprises, according to a variant, a neutral acknowledgment sensor arranged to determine when the gear lever leaves its neutral position. Thereby, a more accurate initial speed difference for synchronization can be determined.
    The means 110 for determining the occurring speed synchronization is arranged to compare the thus determined change in engine speed which the current gearing gives rise to with the thus determined speed of the output shaft of the gearbox.
    The means 110 for determining occurring speed synchronization includes means 118 for determining the number of shifting steps of the gearbox a shift corresponds to. The means 118 for determining the number of wobbling steps of the gearbox a wobble corresponds to according to a variant comprises the means 112 and the means 114.
    System I comprises means 120 for determining the effect corresponding to said occurring speed synchronization at said load on existing synchronizing means as a basis for assessing said driving behavior.
    The means 120 for determining said power includes means 121 for determining the time taken by said speed synchronization.
    The means 121 for determining the time taken by said speed synchronization includes means for feeding the time.
    The means 121 for determining the time taken by said speed synchronization include means 122 for determining the position and changing the position of the gear lever and / or corresponding means in the gearbox.
    The means 122 for determining the position and changing the position of the gear lever and / or corresponding means in the gearbox such as shift forks include sensor means in the form of position sensors for determining the bearing of the gear lever and / or corresponding means in the gearbox and means for feeding time as the change in gear lever stroke and / or corresponding bodies in the 12 gearbox barn take up use. The means 122 for determining position and changing position of the gear lever and / or corresponding means in the gearbox includes means for determining the force on synchronizing means generated by the lever movement. The means 122 is arranged for determining changes in gear lever strokes and / or corresponding members in the gearbox.
    The means 121 for determining the time taken by said speed synchronization comprises means 124 for determining the change of speed of the side shaft of the gearbox. The means 121 for determining the time taken by said speed synchronization comprises means for comparing the change of speed determined by means of means 124 of the side shaft of the gearbox with how the change of speed of the side shaft with only slack losses to determine the speed and synchronization. salunda fixed synchronization determine the time the synchronization taken by means for feeding the time. The means 124 is arranged to determine side shaft speeds.
    The means 124 determined the change of speed of the lateral shaft of the gearbox comprises sensor means for determining the time when the lateral acceleration, positive or negative, is different from the expected value of the slap losses of the gearbox or, for example, splitting synchronization.
    The means 121 for determining the time taken by said speed synchronization includes determining at each discrete time step of an electronic control unit such as the electronic control unit 100 a speed difference, where side shaft speed can be converted to gear speed and speed of output shaft to main shaft. and side axle acceleration, ie. side-shaft speed derivatives, and, where applicable, main-shaft speeds so that power changes over time can be determined. Consideration for temperature-dependent slack losses can be taken. 13 Fig. 3b illustrates power changes P Over time t during such a synchronization process. By thus determining power changes over time provides a good opportunity to predict wear of synchronizing means.
    The system I comprises means 130 for said assessment of load associated with said shift on existing synchronizing means as a basis for assessing said driver behavior. The means 130 for assessment includes means 132 for determining the current driving resistance at said shifting. The choke resistance includes one or more of the slope resistance, friction characteristics of the driveline, air resistance and rolling resistance.
    The means 132 for determining the current chore resistance includes means for determining the slope resistance including means for determining the topology along the vehicle's carriageway, i.e. the possible slope of the carriageway along the vehicle's carriageway. The means for determining inclination resistance according to a variant includes accelerometer means. The means for determining inclination resistance comprises according to a variant a map information unit comprising map data including characteristics of the lane along the vehicle's lane including topology along the vehicle's lane, and means for determining the position of the vehicle, according to a variant comprising a geographical positioning system, GPS, for determining vehicle position. along the carriage.
    The means for determining the current choke resistance includes means for determining the air resistance including modeling means for estimating the air resistance by means of the coefficient of air resistance as well as vehicle characteristics including the front area and the vehicle speed squared. The means for determining air resistance according to a variant comprises sensor means for supplying incoming air to the vehicle, taking into account vehicle geometry including air deflector devices for air resistance reduction.
    The means 132 for determining current torque resistance includes means for determining rolling resistance including modeling means for estimating the exchange resistance by means of vehicle characteristics including number of axles of the vehicle, vehicle weight, and if applicable clack type.
    The means 130 for assessing the load associated with said waxing on existing synchronizing means as a basis for judging the said preparatory behavior includes means 134 for comparing with reference data regarding the spruce values reflecting the exact load at such waxing.
    The said reference data regarding the spruce guards reflecting the exact load at a specific wobble include the type of wobble as well as the strength of the waxing travel and / or the number of wobble steps, where the choir resistance is also taken into account. Said reference data regarding the spruce bars reflecting the exact load at a specific switching includes the spruce bars for materials of synchronizing means including friction coatings of the synchronizing cone of synchronizing means. At high driving resistance, the power requirement increases during upshifts as the side axle must be braked at a main axle speed that decelerates as the vehicle decelerates. Opposite sloping grille when downshifting. The reference values can, but do not have to, take this into account. In some cases, high sync power must be used to enable switching. Such a case does not necessarily give a poor grade, provided that some form of maximum spruce is not exceeded. On the other hand, a change that should naturally give lap effects can get poor grades at the same value.
    System I includes means 140 for presenting to the driver of the vehicle assessment of driver behavior regarding performed waxings.
    The means 140 for presenting to the driver of the vehicle the assessment of preparatory behavior regarding performed waxings includes means 142 for visually presenting the assessment of preparatory behavior for challenging waxings and / or means 144 for audibly presenting the assessment of preparatory behavior for challenging waxings and / or means 146 for tactile present assessment of driver behavior regarding performed waxings.
    The medium 142 for visually presenting an assessment of driver behavior regarding performed waxings comprises, according to a variant, a dispatch unit which is arranged in connection with the driver's seat, according to a variant in connection with the instrument cluster in the vehicle.
    The medium 144 for audibly presenting an assessment of driver behavior regarding performed shifts comprises, according to a variant, an alarm unit which is arranged to audibly alert the driver by alarm / voice message.
    The medium 146 for tactilely presenting assessment of preparatory behavior with respect to challenging waxings comprises, according to a variant, means for influencing gear lever and / or vehicle steering wheel and / or vehicle pedal such as brake pedal and / or driver's seat.
    According to a variant, system I comprises means 150 for determining a change. The means 150 for determining a gear includes means for determining the time from the time the gear lever is changed until a new gear is inserted. The means 150 for determining a gear is arranged to compare the time before the gear lever is changed until the a new gear is inserted with a predetermined time. If the time compares the time from the time the gear lever changed position until a new gear was added in excess of the predetermined time, it is determined that the second layer of the gear lever did not constitute an actual gearing. According to a variant in the order of magnitude, the predetermined time is 4 seconds. If the time exceeds the predetermined time, free-rolling is presumably performed for economical operation of the vehicle. This makes it possible to avoid unnecessary yarning to the driver's roaring wobble.
    According to a variant, the system could also comprise means for determining in the case of fixed freewheeling whether the clutch is depressed and if this is the case according to a variant, inform the driver that the vehicle during freewheeling should not be driven with the clutch depressed.
    System I comprises means 160 for presenting assessments of driver behavior with respect to 16 changes to the vehicle sawmill and / or the haulier to which the vehicle is connected. The means 160 for presenting to the vehicle owner and / or the haulier to which the vehicle is attached assessment of driving behavior regarding performed shifts includes means for visual presentation as well as display unit and / or means for audio presentation. The means 160 for presenting to the vehicle sawmill and / or the haulier to which the vehicle is attached the assessment of driver behavior regarding performed shifts may be any hot light means including including any hot light external device such as a server unit, a computer, a tablet, a mobile phone or such.
    The electronic control unit 100 is signal-connected to the means 110 for determining in a taxiing occurring speed synchronization for carrying out the selected shifting for judging the load associated with said shifting on existing synchronizing means as a basis for judging said driving behavior via a lane behavior. The electronic control unit 100 is arranged via the line 110a to receive a signal Than means 1 representing synchronization data for assessing the armed associated load on synchronizing means.
    The electronic control unit 100 is signal connected to the means 112 for determining change of engine speed which the shifting gives rise via a link 112a. The electronic control unit 100 is arranged via the line 112a to receive a signal representing the engine 112 representing engine speed data including data for changing the engine speed.
    The electronic control unit 100 is signal connected to the means means 114 for determining the speed of the output shaft having the gearbox via a link 114a. The electronic control unit 100 is arranged via the line 114a to receive a signal from the means 114 representing speed data for speed has the output shaft.
    The electronic control unit 100 is signal connected to the means 116 to determine time from switching opening to started synchronization via a line 116a. The electronic control unit 100 is arranged via the line 116a to receive a signal Than medium 116 representing time data for time Than switching opening to established synchronization.
    The electronic control unit 100 is signal connected to the medium means 118 for determining the number of waxing steps of the gearbox corresponding to a taxi 118a. The electronic control unit 100 is arranged via the line 118a to receive a signal from the medium 118 representing data for the waxing step of the current taxiing.
    The electronic control unit 100 is signal-connected to the medium means 120 for determining the power corresponding to said occurring rotational synchronization at the name load on existing synchronizing means which are used for judging said driver behavior via a link 120a. The electronic control unit 100 is arranged via the line 120a to receive a signal Than medium 120 representing power data for the power corresponding to the rotational synchronization.
    The electronic control unit 100 is signal-connected to the medium 121 for determining the time taken by said speed synchronization via a line 121a. The electronic control unit 100 is arranged via the line 121a to receive a signal from the medium 121 representing time data for the time that the current speed synchronization has taken up.
    The electronic control unit 100 is signal connected to the medium 122 for determining the position and changing position of the gear lever and / or corresponding means in the gearbox via a link 122a. The electronic control unit 100 is arranged via the line 122a to receive a signal Than the medium 122 representing data for the gear lever and / or corresponding means in the gearbox.
    The electronic control unit 100 is signal connected to the medium 124 for determining change of speed of the side shaft of the gearbox via a link 124a. The electronic control unit 100 is arranged via the line 124a to receive a signal from the medium 124 representing speed data for the current speed of the side axis, including data for temperature change of the side axis.
    The electronic control unit 100 is signal-connected to the medium 130 for sensing a load associated with a switch on existing synchronizing means as a basis for judging driver behavior via a long 130a. The electronic control unit 100 is arranged via the line 130a to receive a signal from the medium 130 representing load data for loading on synchronizing means.
    The electronic control unit 100 is signal connected to the medium means 134 for comparison with reference data regarding the boundary beams reflecting the exact load during such taxiing via a line 134a. The electronic control unit 100 is arranged via the line 134a to receive a signal Than the medium 134 representing jannfOreise data including load data for load at current synchronization and / or data for number of switching steps at current switching and, where applicable, chore resistance data at the current switching. reflecting accurate load at a corresponding taxiing.
    The electronic control unit 100 is signal connected to the medium 132 for determining the current chromium resistance at said switching via a line 132a. The electronic control unit 100 is arranged via the line 132a to receive a signal from the medium 132 representing chore resistance data including data for inclination resistance, data for friction characteristics of the driveline, data for air resistance and / or data for rolling resistance.
    The electronic control unit 100 is signal-connected to the medium 140 for presenting to the driver of the vehicle an assessment of driver behavior regarding challenging waxings via a line 140a. The electronic control unit 100 is arranged via the line 140a to send a signal to the medium 140 representing presentation data in order to present to the driver of the vehicle an assessment of preparatory behavior regarding challenging changes where said presentation data 19 includes data for visual presentation, data for audio presentation and / or data for tactile presentation.
    The electronic control unit 100 is signal connected to the means 150 for determining a taxiing via a link 150a. The electronic control unit 100 is arranged via the line 150a to receive a signal from the means 150 representing shift data for a determined shift in order to ensure that, for example, a free roll is not incorrectly classified as a taxiing and in the avoidance of unnecessary presentation to the driver.
    The electronic control unit 100 is signal-connected to the means 160 for presenting to the vehicle sawmill and / or the haulier to which the vehicle is connected the control of driving behavior regarding performed shifts via a line 160a. The electronic control unit 100 is arranged via the link 160a to send a signal to the means 160 representing presentation data in order to present to the vehicle sawmill and / or the haulier to which the vehicle is connected the preparation of forerunner behavior regarding challenging shifts where said presentation data includes data for visual presentation presentation and / or data for tactile presentation.
    The electronic control unit 100 is arranged to process and, where appropriate, store one or more of said synchronization data, engine speed data, speed data of the output shaft, data for shift steps, power data, time data, data for gear in gear shaft and / or corresponding means in the gearbox, speed data for side-axle speed, load data for load on synchronizing means, choke resistance data, comparison data and switching data in order to determine whether the current switching and the synchronization occurring at the switching and the associated load on synchronizing means constitute a taxiing. According to a variant, the electronic control unit 100 is arranged to determine the assessment of shifts based on said data and thereby establish a weighted rating of the driver's shifts which can be used to present to the driver and / or to the vehicle sawmill and / or the haulier to which the vehicle is attached.
    In the event that the current change under the current conditions does not constitute a change with an accurate load on synchronizing means, the electronic control unit 100 is arranged to send a signal to the means 140 in order to present to the driver the assessment of the driver behavior with respect to the current taxi.
    The electronic control unit 100 is arranged to send a signal to the means 160 for the vehicle sawmill and / or the haulier to which the vehicle is attached to present the assessment of the forerunner behavior with respect to the current shift.
    Fig. 4 schematically illustrates a block diagram of a method for judging driver behavior when driving a vehicle comprising a driveline with a gearbox which offers the possibility of manual shifting including synchronization according to an embodiment of the present invention.
    According to one embodiment, the method for judging driver behavior in driving a vehicle comprises a step Si. In this step, a speed synchronization occurring during a taxiing is determined for carrying out the selected waxing for the assessment of the load associated with the said taxiing on existing synchronizing means as a basis for assessing the said driving behavior.
    Referring to Fig. 5, there is shown a diagram of an embodiment of a device 500. The controller 100 described with reference to Fig. 3a may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510, and a read / write memory 550.
    The non-volatile memory 520 has a first memory portion 530 used in a computer program, such as an operating system, stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port, I / O means, an ND converter, a time and 21 date input and transfer unit, a trade calculator and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
    A computer program P is provided which includes routines for assessing driver behavior when driving vehicles according to the innovative procedure.
    The program P includes routines for determining the occurrence of rotating speed synchronization at a shift for carrying out the selected shift for judging the load associated with said shift on existing synchronizing means as a basis for judging said preparatory behavior. The program P can be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.
    When it is described that the data processing unit 510 performs a certain function, it should be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.
    The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. Read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, Lex can. the links connected to the control unit 100 are connected.
    When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is ready to perform code execution in a manner described above. The received signals on the data port 599 can be used by the device 500 to determine at a switching occurring speed synchronization for carrying out the selected switching for judging the load associated with said taxiing on existing 22 synchronizing means as a basis for judging.
    Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 which the Icor program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program, the methods described are executed.
    The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been selected and described in order to best explain the principles of the invention and its practical applications, thereby enabling one skilled in the art to make the first invention for different embodiments and with the various modifications which are appropriate to the intended use. 23
    权利要求:
    Claims (23)
    [1]
    A method for assessing preparatory behavior when driving a vehicle (1) comprising a gearbox with a gearbox which offers the possibility of manual shifting including synchronization, characterized by the step of: in a taxiing determining (Si) occurring rotary axis synchronization for passing the wide shifting for the assessment of the said taxiing Associated load on Existing synchronization bodies as a basis for the assessment of the said driver behavior.
    [2]
    The method of claim 1, wherein the step of determining occurring speed synchronization includes the steps of: determining the change in engine speed said taxiing gives rise to; and determining the speed of the output shaft of the gearbox.
    [3]
    A method according to claim 1 or 2, wherein the step of determining occurring rotational synchronization comprises determining the number of shifting steps of the gearbox said taxiing corresponds to.
    [4]
    A method according to any one of claims 1-3, comprising the step of determining the effect corresponding to said occurring rotational synchronization at said load on existing synchronizing means as a basis for observing said driving behavior.
    [5]
    The method of claim 4, wherein the step of determining said power comprises determining the time taken by said speed synchronization.
    [6]
    A method according to claim 5, wherein the determination of the time taken by said speed synchronization takes place based on the position and change of position of the gear lever and / or corresponding means in the gearbox.
    [7]
    A method according to claim 5 or 6, wherein the determination of the time taken by said speed synchronization takes place based on a change in speed of the side shaft of the gearbox. 24
    [8]
    A method according to any one of claims 1-7, wherein assessing the load associated with said shifting on existing synchronizing means as a basis for assessing said driving behavior comprises the step of taking into account the current choir resistance in said taxiing.
    [9]
    Method according to any one of claims 1-8, wherein assessment of load associated with said shifting on existing synchronizing means as a basis for assessment of said driving behavior takes place against the background of reference data regarding the spruce values reflecting accurate load at such shifting.
    [10]
    A method according to any one of claims 1-9, comprising the step of presenting to the driver of the vehicle an assessment of driver behavior regarding performed shifts.
    [11]
    A system (I) for judging driver behavior when driving a vehicle (1), the vehicle comprising a driveline with a gearbox (10) which offers the possibility of manual taxiing including synchronization, characterized by means (110) for taxiing establish the occurring speed synchronization for carrying out the selected shifting for assessment of the load associated with said shifting on existing synchronizing means (S) as a basis for judging said preparatory behavior.
    [12]
    The system of claim 11, wherein the means (110) for determining occurring speed synchronization includes means (112) for determining the change in engine speed said gearing causes; and means (114) for determining the speed of the output shaft of the gearbox.
    [13]
    The system of claim 11 or 12, wherein the means (110) for determining occurring speed synchronization includes means (116) for determining the number of shifting steps of the gearbox said taxiing corresponds to.
    [14]
    A system according to any one of claims 11-13, comprising means (120) for determining the power corresponding to said occurring rotational synchronization by name load on existing synchronization means as a basis for judging said driving behavior.
    [15]
    The system of claim 14, wherein the means (120) for determining said power includes means (121) for determining the time taken by said speed synchronization.
    [16]
    The system of claim 15, wherein the means (121) for determining the time taken by said speed synchronization includes means (122) for determining the position and changing position of the gear lever and / or corresponding means in the gearbox.
    [17]
    A system according to claim 15 or 16, wherein the medium (121) for determining the time taken by said speed synchronization comprises means (124) for determining a change in speed of the side shaft of the gearbox.
    [18]
    A system according to any one of claims 11-17, comprising means (130) for said judging of said load associated with said taxiing on existing synchronizing means as a basis for judging said pre-behavior, wherein the means (130) for judging includes means (132) for to establish current choir resistance at the said taxiing.
    [19]
    A system according to any one of claims 11-18, wherein the means (130) for judging the load associated with said switching on existing synchronizing means which, for the purpose of judging said precursor behavior, comprises means (134) for comparing with reference data regarding the threshold value reflecting the taxiing.
    [20]
    A system according to any one of claims 11-19, comprising means (140) for presenting to the driver of the vehicle an assessment of driving behavior regarding performed waxings. 26
    [21]
    Motor vehicle (1) comprising a system (I) according to any one of claims 11-21.
    [22]
    A computer program (P) for assessing driver behavior when driving a vehicle comprising a driveline with a gearbox which offers the possibility of manual shifting including synchronization, wherein said computer program (P) comprises program code which, when it 'cars of an electronic control unit (100) or another computer (500) connected to the electronic control unit (100), forms the electronic control unit (100) to perform the steps of claims 1-10.
    [23]
    A computer program product comprising a digital storage medium which stores the computer program according to claim 22. 1/4
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    同族专利:
    公开号 | 公开日
    SE539301C2|2017-06-27|
    DE102015006218A1|2015-12-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450628A|SE539301C2|2014-05-27|2014-05-27|Procedure and system for assessing driver behavior when driving vehicles|SE1450628A| SE539301C2|2014-05-27|2014-05-27|Procedure and system for assessing driver behavior when driving vehicles|
    DE102015006218.2A| DE102015006218A1|2014-05-27|2015-05-13|Method and system for evaluating driver behavior when driving a vehicle|
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