• 专利附录
  • 专利说明
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    • 专利摘要:
    Summary The present invention presents a method and system for controlling preparatory actions during a wave section for at least one system. First, one or more portions are identified under a wagon section, during which portions one or more engines included in the vehicle may be barred ay. This identification is performed when the road section is in front of the vehicle, that is to say before the vehicle enters the road section. The identification Or is based on available information about the road section. It is then determined whether at least one preparatory dtgard for at least one respective system in the vehicle needs to be constructed so that the one or more engines can be shut down ay. Thereafter, the preparatory actions are guided based on the determination of the need for the execution of the at least one preparatory action.
    公开号:SE1450871A1
    申请号:SE1450871
    申请日:2014-07-07
    公开日:2016-01-08
    发明作者:Fredrik Roos；Mikael Ögren；Olof Larsson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    TECHNICAL FIELD The present invention relates to a method for controlling preparatory actions under a wagon section for at least one system according to the preamble of claim 1 and a system for controlling preparatory actions under a wagon section for at least one system according to the preamble of claim 1. claim 21.
    The present invention also relates to a computer program and a computer program product which implement the method according to the invention.
    Background For motor vehicles, such as cars, lorries and houses, a cost to the industry is a significant expense for the vehicle's agar or user. For example, in addition to the vehicle's acquisition cost, for a vehicle company, the main items of expenditure for the ongoing operation of a vehicle are ion to the vehicle's driver, costs for repairs and maintenance as well as industry for propulsion of the vehicle. The cost of fuel here can affect the profitability of the shipping company to a very large extent. Therefore, a number of different systems have been developed to reduce industry use, such as industry-efficient engines and industry-economical cruise control.
    Fig. 1 schematically shows a driveline in a vehicle 100.
    The driveline comprises one or more motors, for example comprising a combustion engine 101 and an electric motor 121, which in a conventional manner, via at least one shaft 102 extending on the one or more motors 101, 121, usually via one or more flywheels, Or connected to at least an input shaft 109 has a gearbox 103 via a clutch 106. The clutch 106 can e.g. consists of an automatically controlled clutch, and 2 can be controlled by the vehicle's control system via a control unit 130. The control unit 130 can also control the gearbox 103.
    VOxelladan 103 is schematically illustrated here as a unit. However, the gearbox 103 can physically also consist of several cooperating gearboxes, for example a range gearbox, a main gearbox and a split gearbox, which Or arranged along the driveline of the vehicle. The gearbox may comprise an appropriate number of gearboxes. In today's gearboxes for heavy vehicles, twelve forward gears for operation, two reverse gears and a neutral gearbox are common. If the gearbox 103 physically consists of several sub-gearboxes as above, these twelve forward-moving gears are distributed on two gears in the range gearbox, three gears in the main gearbox and two gears in the split-gearbox, which together constitute twelve 12x2 * 2gen =. The vehicle 100 further comprises drive shafts 104, 105, which Or are connected to the drive wheels 110, 111 of the vehicle, and which are driven by a shaft 107 emanating from the gearbox 103 via a shaft shaft 108, such as e.g. a usual differential.
    The vehicle 100 further comprises various different braking systems such as a conventional front brake system, which e.g. may comprise brake discs with associated brake pads (not shown) arranged next to each wheel. The vehicle 100 may also include one or more auxiliary brakes / auxiliary brakes, such as exhaust brakes, retarders or decompression brakes (not shown). The engine 101 can be controlled based on instructions from a cruise control, in order to maintain a constant actual vehicle speed and / or to vary the actual vehicle speed so that a reasonable speed limit is optimized for fuel consumption. The engine 101 can also be controlled by a driver of the vehicle.
    The vehicle may also comprise a system 140 for status monitoring and charging of one or more batteries, 3 which can be used for example when starting the internal combustion engine 101 by means of a starter motor, during operation of the vehicle by which the electric motor 121 is used to drive the vehicle, or for operation of one or more systems in the vehicle.
    The vehicle may also comprise one or more systems utilizing compressed air and / or hydraulic pressure, for which reason one or more compressors 150 may be included in the vehicle.
    The vehicle may also comprise one or more devices 160 for temperature monitoring and / or temperature control.
    For example, temperatures may have the one or more engines 101, 121, temperatures for a catalyst in an exhaust purifier and / or temperatures in a hazardous cabin may be monitored and / or controlled by using the one or more devices 160 for temperature monitoring and / or temperature control.
    Brief description of the invention In, for example, downhill slopes or in situations where the vehicle is to reduce its actual speed, historical fuel savings have been made through a reduced demand for positive engine torque or with the aid of relaxation. The reduced demand for positive engine torque meant that the driving force the combustion engine emits via the drive wheels is reduced, for example by reduced fuel injection in the engine 101, which reduces fuel consumption.
    Relaxation meant driving the vehicle with a closed driveline, that is to say with the internal combustion engine connected to the vehicle's drive wheels, at the same time as the fuel supply to the internal combustion engine is shut off. An advantage of this type of Atgard is that since the fuel supply to the internal combustion engine is off, the color consumption of the internal combustion engine 4 is also equal to the nail. Atgarden also meant, however, that the internal combustion engine will be driven by the vehicle's drive wheel via the driveline, so-called "relaxation" Astadkoms, whereby the internal losses of the internal combustion engine give rise to a braking effect, that is to say that the vehicle is engine braked.
    Reduction of required engine torque and relaxation does reduce fuel consumption, but this reduction is not always optimal, because a reduced engine torque despite alit usually consumes more fuel than necessary and because relaxation also leads to a non-industry economic engine braking of the vehicle.
    To further reduce fuel consumption, freewheeling has been introduced. Freewheeling meant, as described in more detail below, that the vehicle's engine is disengaged from the vehicle's drive wheel. This can also be described as opening the driveline. This disengagement of the drive wheels from the engine can be achieved, for example, by continuing the gearbox in a neutral position, or by opening the clutch. When freewheeling, the engine is supplied only with fuel for idling the engine.
    It is an object of the present invention to further reduce the fuel consumption of the vehicle.
    This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The purpose is also achieved by the above-mentioned system according to the characterizing part of claim 21. The object is achieved above by the above-mentioned computer program and computer program product.
    According to one aspect of the present invention, there is provided a method of controlling preparatory equipment for at least one system in a vehicle, wherein said color preparatory equipment prepares one or more systems in the vehicle for an engine shutdown, as described below.
    First, one or more parts are identified during a road section, during which parts one or more engines included in the vehicle can be stopped ay. This identification is performed in the section of the road in front of the vehicle, that is to say before the vehicle has entered the section of the road. The identification is based on available information about the road section.
    It is then determined whether at least one preparatory guard for at least one respective system in the vehicle needs to be carried out so that one or more of the engines in the vehicle can be shut down.
    Thereafter, the preparatory days are based on the determination of the need to perform the at least one preparatory day.
    By utilizing the present invention, the object is achieved, that is to say, to reduce fuel consumption, by reliably ensuring that one or more of the vehicle's engines can be switched off during at least parts of a wagon section.
    When the engine is switched off, additional fuel is saved compared to, for example, freewheeling with an open driveline is used, since no emptying fuel is consumed. In this document, a shut-off motor is defined as a motor which has zero speed; 6) = 0. In the corresponding way, an engine shut-off is defined as a dtgard which causes the engine speed after the itgard to be zero; 6) = 0. In addition, freewheeling with the engine switched off is considerably more advantageous for the exhaust gas treatment system On freewheeling during idling, since the exhaust gas treatment system retains heat better with the engine shut off The cooling air flows 6 through the exhaust gas treatment system at idle. This more even temperature for the exhaust gas treatment system also contributes to a reduction in fuel consumption, since so-called heating modes for your engine can be avoided. In heating modes, fuel is used to actively heat a catalyst in the exhaust gas treatment system, which of course contributes to fuel consumption. The DA engine is shut down by the exhaust gas treatment system, the heat better, whereby the heating modes alitsi can be avoided.
    If the engine is to be stowed by, various systems in the vehicle need to be prepared for the shut-off. For example, one or more compressors may be activated to ensure that a sufficient air pressure and / or a sufficient hydraulic pressure is present in the vehicle when the engine is stopped. Temperatures for, for example, engines, brakes, catalytic converters and / or cabs can also be regulated before the engine can be switched off to provide a safe and / or comfortable travel for the vehicle in which the engine is switched off. Charging one or more batteries in the vehicle may also be necessary before starting the engine.
    In other words, for example, one or more of the filing conditions must be met before engine shutdown takes place: - an air pressure Par a 'r brake in one or more brake systems exceeds a pressure threshold value P air brake th; Pair brake> Pair brake th; an air pressure Par a 'r act, which is used for actuation of one or more devices in the vehicle, such as a gearbox, of a clutch, of a stop at the engine for eg EGR and / or exhaust braking, or of a level control system for the suspension, exceeds a pressure threshold value Pair air act tk; Pair act> Pair act th; - a charge status L for one or more batteries in the vehicle exceeds a charge limit value Lth; L> Lth; 7 an engine temperature Te lies mom an engine temperature range [Tehd „T„, j; TeminThe acceptable function of the driveline status D may be that no diagnostic system in the vehicle has detected faults on any vital driveline component, that is to say on any component which is important for the operation of the vehicle.
    The present invention ensures that preparation of necessary systems in the vehicle can be carried out based on choices based on decisions, since the decisions are based on information about the road section ahead, during which the possible engine shutdowns will occur. Thereby, a reliable preparation of the systems can be provided by the present invention.
    The present invention can be implemented with an added addition to the complexity of the vehicle as the invention can utilize data already available in other systems in the vehicle, such as information on the front section of the vehicle, including, for example, the inclination of the vehicle, which cruise control in the vehicle already has access to.
    According to several embodiments of the present invention, one or more simulations of future velocity profiles are performed at an actual velocity at the vehicle, which means that the system has very good control over how the vehicle will perform sip under the road section in front of the vehicle. Based on these 8 simulations, then informed decisions related to engine shutdowns can then be made.
    The present invention can be used both in pedal grinding, that is to say that the driver himself regulates the torque request from the engine, and in accelerator grinding. The term pedal grain includes and in this document the use of any of substantially all types of controls adapted for regulating the torque demand, such as, for example, an accelerator pedal or a hand throttle device.
    BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and are: Figure 1 schematically shows parts of an exemplary vehicle, Figure 2 schematically shows a kerosene situation, Figure 3 shows a diagram function of engine speed, Figure 4 shows a flow chart of the method according to the invention, Figure 5 shows an example of a simulation according to the invention, and Figure 6 shows a control unit in which the present invention can be implemented.
    Description of Preferred Embodiments Figure 2 schematically shows a non-limiting example of a cross situation, a downhill slope, as the present invention may be practiced. The invention can also be applied in other cross situations, for example in a speed reduction, which can take place on a flat road. However, the vessel situation in Figure 2 of pedagogical shells will be used to describe principles used by the invention.
    For the vehicle in Figure 2, an energy relationship can be set up for the cross situation: mgh = (1 / 2mv22 -1 / 2ifivi2) + (Fair + Fr, + Feng Fgb [Cale, nay). s (eq.1) ddr: mgh is the potential energy of the vehicle; IATITOdr the kinetic energy of the vehicle up on the crown; - 1 / 2mvi2 is the vehicle's kinetic energy at the end of the hill; F, is the air resistance of the vehicle; Frr is the rolling resistance of the vehicle; Feng is the engine friction; is vdxellads friction; - Faxwfla, friction in the rear axle, seals and wheel bearings; and so is the lined line between the crown and the end of the hill.
    As can be seen from Equation 1, a number of forces, Fair Frr, F „g, Fgb, and Faxiel, act against the movement of the vehicle.
    Figure 3 shows an example of engine friction for a truck engine. Has shown that the negative moment corresponding to the engine friction _Peng, which counteracts the movement of the vehicle, increases with increased speed for the engine 101 (note that the y-axis has a negative grading in figure 3). It is customary for reduced engine speeds to reduce engine friction, which means reduced negative torque. In this document, freewheeling means that the vehicle's engine 101 is disengaged from the vehicle's drive wheels 110, 111, i.e. that the driveline is opened. This disengagement of the drive wheels 110, 111 from the motor 101, also called opening of the drive line, can be effected, for example, by continuing the gearbox 103 in a neutral layer, or by opening the clutch 106. In other words, substantially no force is transmitted from the motor 101 to the drive wheels 110 , 110 at the freewheel. Disengagement of one or more of the motors 101, 121 from the drive wheels 110, 111 of the vehicle 100 when the vehicle 100 is in motion is referred to in this document as a freewheel.
    Freewheeling according to the present invention causes the forces acting against the movement of the vehicle to decrease considerably because the force of the engine friction Feng da decreases to a value substantially equal to the nail (0). Therefore, freewheeling can significantly reduce fuel consumption through this reduction in resistance to the vehicle.
    This means that from an industry point of view it is often more advantageous to drive the vehicle with an open driveline, that is to say during freewheeling, rather than with relaxation, that is to say when the driveline is closed at the same time as the fuel supply to the engine 101 is suspended. The reason for this is that the limited amount of fuel required to start the internal combustion engine with the internal combustion engine disengaged is offset by the fact that the vehicle can continue with the disengaged internal combustion engine for a longer distance, for example after a downhill has been passed. This is due, among other things, to the fact that the vehicle will achieve a higher speed in, for example, the downhill when driving with a disengaged internal combustion engine compared with driving the vehicle with a closed driveline without fuel supply.
    In the engine shutdown utilized by the present invention, no fuel is supplied to the engine. In addition, the freewheeling force that will counteract the vehicle's propulsion will be lower when the vehicle's combustion engine is disengaged from the drive shaft, since there is no engine braking force that counteracts the vehicle's propulsion. This means that the vehicle will decelerate more slowly, for example when the vehicle reaches the end of a downhill slope, which in turn meant that freewheeling can often be used a relatively long distance after, for example, an end on a downhill slope. This results in a significant reduction in fuel consumption.
    The present invention aims to further reduce fuel consumption by, for example, freewheeling by switching off one or more of the engines in the vehicle when possible. When one or more engines are switched off, fuel consumption is reduced by the idle fuel that would have been used to drive the one or more engines if they had not been switched off, that is to say had remained running, during freewheeling.
    Figure 4 is a flow chart of the process of the present invention. In a first step 401 of the method, for example by using the identification unit 131 described below (Figure 1), one or more portions under a wagon section are identified, during which portions one or more engines included in the vehicle can be barred ay. This identification 401 is performed when the wagon section is in front of the vehicle, that is to say before the vehicle has mapped into the wagon section. The identification is based on available information in the road section, for example including map data and / or road slopes, as described in more detail below.
    In a second step 402 of the process it is determined, for example by using the determining unit 132 described below (Figure 1), that at least one preparatory action for at least 12 a respective system in the vehicle needs to be carried out in order for the one or more engines to be stopped ay. Thus, according to various embodiments, the charge status of batteries, temperatures for different systems in the vehicle and / or air pressure or hydraulic pressures in systems in the vehicle can be analyzed to determine whether preparatory measures need to be taken or not.
    In a third step 403 of the process, for example by using the preparation control unit 133 described below (Figure 1), the preparatory actions are then based on determining the need to perform the at least one preparatory action.
    This ensures that the systems in the vehicle that need to be prepared for the engine shutdown are actually prepared when the engine shutdown is performed. In this way, a safe and comfortable driving of the vehicle is provided with one or more engines switched off.
    In other words, the preparatory actions should result in one or more of the following conditions being met just before engine shutdown Or onskvard: an air pressure Pair, ab r brake in one or more brake systems Exceeds a pressure threshold value Pair brake th; Pair brake> Pair brake th; an air pressure Par, ab r act, which is used for the actuation of one or more devices in the vehicle described above Exceeds a pressure threshold value Pair act th; Pair act> Pair act -Lk; a charge status L for one or more batteries in the vehicle Exceeds a charge threshold value Lth; L> Lth; an engine temperature Te is mom an engine temperature range [T „d„ Temax]; TeminThe vehicle 100 shown in Figure 1 comprises the present invention being implemented in the vehicle at least one control unit 130, which may be arranged to control a variety of functions in the vehicle, such as, inter alia, the engines 101, 121, the clutch 106, the gear shaft 103, the compressor 150, charging the one or more batteries by means of at least one charging device 140 and / or temperature control devices 160.
    As described in more detail below, the control unit 130 of the system of the present invention includes the identification unit 131, the fixing unit 132 and the preparation control unit 133.
    According to one aspect of the present invention, there is thus provided a system arranged for controlling preparatory actions under a wall section for at least one vehicle system 101, 121, 140, 150, 160.
    The system comprises the identification unit 131, which Or is arranged to identify one or more portions below the section of road where one or more of the engines 101, 121 in the vehicle can be stopped ay. The identification unit 131 is arranged to perform the identification in the section of section in front of the vehicle, the identification being based on information in the section of the section in front.
    The system also comprises the fixing unit 132, which is arranged to fix at least one preparatory action for At least one respective system needs to be executed 14 before the shutdown of the one or more motors 101, 121 can take place.
    The system also includes the preparation control unit 133, which is arranged to control the preparatory actions based on the determined need to perform the at least one preparatory action.
    The system can further be arranged to be able to perform each of the embodiments of the present invention described in this document, the system for each embodiment receiving in this document described danger parts for each embodiment.
    In this document, units are often described as being arranged to perform steps in the method according to the invention. This includes that the units be adapted and / or arranged to perform these process steps.
    As will be appreciated by those skilled in the art, the control unit 130 may also be arranged to control or communicate with one or more additional systems in the vehicle.
    The at least one control unit 130 Or shown in the figure as comprising separately marked units 131, 132, 133. These units 131, 132, 133 may be logically separated but be physically implemented in the same unit, or may be both logically and physically jointly arranged / implemented . For example, these units 131, 132, 133 may correspond to different groups of instructions, for example in the form of program code, which are entered into, and used by, a processor then each unit performs the respective corresponding process steps.
    The knowledge / information in the road section in question can be obtained in a number of different ways. According to an embodiment of the invention, it is based on positioning information in combination with map data.
    The information, including for example the road slope and / or the curvature of the front section of road, can be determined based on map data, for example from digital maps including topographic information, in combination with positioning information, such as GPS information (Global Positioning System). With the aid of the positioning information, the relationship of the vehicle to the map data can be determined so that the information can be extracted from the map data.
    In several current cruise control systems, map data and positioning information are used for cruise control. Such systems can provide map data and positioning information to the system according to the present invention, which means that the complexity addition for the determination of the information is very limited.
    The knowledge / information can also be obtained based on radar information, on camera information, on information from another vehicle, on positioning information previously stored in the vehicle and for example road gradient and / or curvature information, or on information obtained from traffic systems related to the road section. In systems where the exchange of information between vehicles is used, other information determined by a vehicle can be provided to other vehicles, either directly, or via an intermediate unit such as a database or the like.
    Obstacles, for example in the form of intersections, KOs, accidents or the like, in a leading road section can also be identified and used as information about the road section, whereby future decelerations can be estimated. According to an embodiment of the present invention, the suspension of one or more engines 101, 121 takes place during freewheeling in the vehicle, in which case an opening of a clutch 106 in the vehicle is present and / or in a neutral gear bearing in a shaft shaft. 103 in the vehicle is used. In this document the present invention is often described for the case of an engine shutdown, that is to say, an engine receives the engine speed non; w = 0; happens during freewheeling. For vehicles with more than one engine, one or more of these engines can be freewheeled. As an example, a hybrid driveline may be configured so that the internal combustion engine can be disengaged with the clutch 106 while the electric motor is arranged between the clutch 106 and the gear shaft 103. Thus, in this configuration, using a neutral gear in the gear shaft means bidding the combustion engine and the electric motor freewheel , while an actuation of the clutch meant that only the internal combustion engine was freewheeled.
    According to an embodiment of the present invention, the systems to be prepared for the engine shut-off comprise at least one compressor 150. The determination of the need for color preparation measures comprises a comparison of a pressure P with a pressure threshold value Pth. The pressure P can, for example, be opposite to an air pressure Pair, yaryid the pressure threshold value Pth gives an air pressure threshold value P - air th • The pressure P can also correspond to a hydraulic pressure P - hyd r where the pressure threshold value Pth is a hydraulic pressure threshold value Phydth. Air pressure ° eh / or hydraulic pressure can for instance be used in braking systems or in shifting systems, as well as for maneuvering in devices, such as for example yents, dampers, actuators or the like, the vehicle.
    The control of the preparatory operations instead means that the compressor will be activated if the pressure P Or 17 is lower than the pressure threshold value Ph; PAccording to an embodiment of the present invention, the systems to be prepared for engine shutdown comprise at least one battery charging device 140. The determination 402 of the preparation need comprises having a comparison of a charge status L for one or more batteries in the vehicle with a charge value Lth.
    The control of the preparatory devices ensures that the at least one device for battery charging 1 is activated in the charge status L of the one or more batteries Or stored on the charge value Lth; LAccording to an embodiment of the present invention, the systems to be prepared for engine shut-off comprise at least one device for temperature control 160. The determination of the preparation requirement comprises having a comparison of a temperature T in the vehicle with an adjoining temperature range Prmin 'max • This temperature T may for example correspond to an engine temperature Te , the temperature range being an engine temperature range [Temih, Temax]. The temperature T can also correspond to a cabin temperature where the temperature range is a cabin temperature range [Thmih, Thmax]. The temperature T 18 may also correspond to a catalyst temperature Tc in an exhaust gas treatment system, the temperature range being a catalyst temperature range [Tomin, T „ax].
    The control of the preparatory operations comprises having an activation of the at least one device for temperature control 160 at the temperature T is outside the desired temperature range [TminiTmaxl • According to one embodiment, the identification in the first step 401 of the method comprises determining a time period ICE on. The time period 'ICE on corresponds to has a time that the vehicle will be driven with the one or more motors 101, 121 running before they will be stopped ay. In other words, the time period TICE is determined from the time the determination is performed, the viii saga in the method according to the present invention is performed, to the time when one or more motors will be able to be shut down.
    A preparation time Tprep required to perform or at least one preparatory dtgard for each of the current systems that may need to be prepared before engine shutdown is determined Oven.
    The time period TICE on during which the vehicle before the engine shutdown will be driven with the one or more engines 101, 121 running is then compared with the at least one color preparation time 'prep required to perform or at least one preparatory action.
    The identification 401 of one or more parts during which one or more motors can be switched off can then be based on the comparison of the time period TICE on with the at least one preparation time 'prep, whereby it can be stated that shutdown can be made during the time period TICE on is longer than 19 color preparation time 'prep for important systems in the vehicle; TICE on> Tprap. correspondingly, it can be stated that shut-off cannot be made if the time period TICEon is shorter than the preparation time 'prep for important systems in the vehicle; Tprep> TicE on • To base the identification of the batches when engines can be switched off on the comparison of the time period TICE printed it at least one preparation time Tprep ensures that the engine shutdown does not risk compromising the safety and / or operation of the vehicle.
    For example, if it takes 20 seconds to fill the air tanks in the vehicle by activating the compressor 150 and if it takes 1 minute to charge the batteries 140, then engine shutdown can be done in 30 seconds, TicE on = 30 seconds, if the charging status of the batteries is not critical. or is considered critical to the vehicle's performance. This example presupposes that the important thing has been considered to be that the air pressure, which is used, for example, in the braking system, is sufficiently high to guarantee the driving of the vehicle.
    The control of the one or more preparatory actions before engine shutdown may also have been based on the comparison of the time period TicE „with the at least one preparation time Tprep, whereby for example preparatory actions which have a shorter preparation time Tprep than the time period TTc-E on; TprepAccording to an embodiment of the present invention, the identification in the first step 401 of the method comprises performing a simulation. Ear simulates at least one future velocity profile vsim for an actual velocity vact for the vehicle under the vague section in front. The simulation is therefore performed when the road section is in front of the vehicle and is based on the information about the road section ahead. Thus, one or more future speed profiles are simulated for the actual speed of the vehicle, the simulation being performed so that it starts from the vehicle's current position and situation and looks ahead over the road section, whereby the simulation is done based on the information on the road section described above.
    Then an evaluation is performed as to whether any of the one or more motors 101, 121 can be switched off at least partially during the road section, where this evaluation is based at least on the At least a future speed profile vsim. By basing the evaluation on the simulations and thus on the information about the road section, choices are made to make informed and reliable decisions regarding the possible engine shutdowns.
    For example, the simulation can be performed in the vehicle with a predetermined frequency, such as for example with the frequency 1 Hz, which meant that a new simulation result is ready every second. The road section for which the simulation is performed comprises a predetermined distance in front of the vehicle, where this can be, for example, 1 km long. The road section can also be seen as a horizon in front of the vehicle, for which the simulation is to be performed.
    The simulation can be based on one or more of a variety of parameters, such as the information about the road section, a utilized transmission mode in the vehicle, one or more of a cross, a current actual vehicle speed, a vehicle weight, an air resistance, a rolling resistance, a gearbox transmission and / or the driveline, a wheel radius and / or at least one motor property, such as a maximum and / or a minimum motor torque. 21 The information about the road section can include, among other things, the road slope a. The road slope a can be obtained in a number of different ways. The inclination a can be determined based on map data, for example from digital maps including topographical information, in combination with positioning information, such as for example GPS information (Global Positioning System). With the aid of the positioning information, the position of the vehicle in relation to the map data can be determined so that the slope c can be extracted from the map data.
    In several cruise control systems that exist today, map data and positioning information are used for cruise control. Such systems can thus provide map data and positioning information to the system of the present invention, thereby minimizing the complexity addition for determining the slope inclination a.
    The road slope cx on which the simulations are based can be obtained by estimating the road slope that the vehicle experiences during the simulation event. There are several ways to estimate this gradient, for example based on an engine torque of the vehicle, on an acceleration for the vehicle, on an accelerometer, on GPS information, on radar information, on camera information, on information from another vehicle, on in the vehicle before stored positioning information and road slope information, and / or information obtained from traffic systems related to said road sections. In systems where information exchange between vehicles is used, even vagal slopes estimated by a vehicle, other vehicles can be provided, either directly, or via an intermediate unit such as a database or the like.
    According to an embodiment of the present invention, the vagal slope is used more generally, i.e. the utilization of the vagal slope is not limited to the above-mentioned simulations. According to the embodiment, the wagon slope a is analyzed, which is included in the information about the wagon section in front and can be obtained as described above.
    Then an evaluation is made of any of the one or more motors 101, 121 which can be switched off at least partially during the wagon section. This evaluation of the shut-off is based at least on the analysis of the vagal slope a.
    Then, based on the analysis of the inclination a, a time period TICE = is determined during which the vehicle will be driven with the one or more motors 101, 121 running before the shutdown can take place. As described above, since the time period TICE, for example, can be compared with at least one preparation time Tprep required to perform or at least one preparatory action for the various systems, after which identification of possible shutdowns 401 and / or control 403 of the preparatory actions can be based on the comparison.
    According to an embodiment of the present invention, the identification according to the first step 401 of the method comprises one or more portions when any of the one or more motors 101, 121 can be stopped by an analysis of a driving force requirement for the vehicle 100 during the carriage section. For example, the driving force requirement Fdy-v can be calculated as the sum of the rolling resistance Fran. air resistance Fair and the gravitational force Fgrav; Fdriv — Froll + Fair + Fgrav; over the vag section. The driving force requirement Fdriv can be calculated at a number of times, at which these individual calculated values, or an average value for these calculated values can be used in a subsequent evaluation.
    Since then, an evaluation of the engine shut-off can be performed at least in part during the vag section, where the evaluation is based at least on the analysis of the driving force requirement Fd0. For example, calculated values for the driving force requirement Fd „-v, or an average value for these calculated values, can be compared with a driving force threshold value Fdriv th whereby motor shut-off can take place at the driving force requirement Fdriv, or its mean value, Or lOgre On the threshold value; FdrivAccording to one embodiment of the present invention, the simulations of the At least one future velocity profile vsim include at least two different simulations vsim2, each of these At least two simulations v01m2 being based on a preparation time period orep 1 Tprep 2 for one of the systems 101, 121, 140, 150, 160 which may need to be colored for engine shut-off. AlltsA can be taken into account for the preparation time periods Tprep 1 Tprep2 for each system. In addition to the simulations, a simulation Vsim2 for each of the relevant systems is performed. This means that informed decisions can be made based on detailed information for each of the relevant systems 101, 121, 140, 150, 160, where the information includes an indication that the respective system will have time to be prepared for the engine shutdown or not. The at least one future velocity profile vsim can be obtained by simulating speed control of the actual speed vact during at least one color preparation time period Tprep f Tprep2 followed by a simulation of freewheeling. All that is simulated is that the vehicle is first driven by the use of a speed bumper and that the vehicle freewheels after the speed control. Then an evaluation is performed of any of the one or more motors 101, 121 can be switched off at least partially during the weighing section, (This evaluation is based at least on the at least a future speed profile vsim. By basing the evaluation on the simulations and thus on the information in the weighing section the choice is based on informed and reliable decisions regarding the possible engine shutdowns.
    This embodiment is illustrated in an example in Figure 5. Ear starts the process at a first time t1, corresponding to a first position P1. The at least one future velocity profile vsim simulates thus has cruise control of the actual velocity vact during an initial time period TICE °, with the engines running, which in the figure is indicated by "normal CC-karning" and extends from the first time t1 to a second time t2 corresponding to a second position P2; TICE 00 = t2-tl. After time period TICEon with the motors running, freewheeling is simulated for a final time period between the second time t2 and a third time t3 corresponding to a third position P3. All that is simulated is that the vehicle is first driven by using a cruise control and that the vehicle after that freewheels.
    An evaluation of whether any of the one or more motors 101, 121 can be switched off at least partially during the road section example is performed based on the simulated speed profile vsim. Shutdown of engines requires that important system conditions described above are met in order to be comfortable and things moving with the vehicle can be stumbled upon. By using the embodiment, it can be analyzed whether the system conditions are met and / or will have time to be met before the engine shut-off should start.
    As described above, one or more systems in the vehicle may need to be prepared for the suspension. For example, one or more compressors may need to be activated to ensure that sufficient air pressure or hydraulic pressure is available in the vehicle when the engine is shut down. Also temperatures for, for example, the engines, brakes, catalysts and / or driver's cab may need to be regulated before the engine can be switched off to ensure things and or comfortable driving of the vehicle when the engine is switched off. It may also be necessary to charge one or more batteries before shutting down the engine. This can be done in this example during the preparation time period which has coincided with the period for normal cruise control grain Tprep = t2-t1 = TicEon.
    Thus, the system may, for example, state that some of the system conditions are met already at the first time until the procedure is carried out. The system may also state, for example, that one or more of the system conditions are not met at the first time t1, but that these will be met at the second time t2 when the freewheeling will begin, if some of the systems are prepared for engine shutdown during the preparation time period Tprep = t2 - tl.
    In the example in Figure 5, therefore, all essential system conditions will be met at the second time t2, so that engine shut-off T = off will be possible during the freewheeling of the vehicle. As a result, further reduction of fuel consumption can be provided during freewheeling, since no idle fuel is consumed when the engine is off.
    According to several embodiments of the present invention, the vehicle freewheels in connection with the engine shut-off. A determination of the freewheel is applicable or not can be based, for example, on the one or more simulated future speed profiles vsim and one or more of a minimum allowed speed vxd ", which the vehicle should not be less than, and a maximum allowed speed vmax, which an actual speed for vehicle 100 should not exceed. By comparing the simulated future speed profiles vsim with these highest and / or lowest permitted speeds, a controlled freewheeling can be achieved.
    In freewheeling, therefore, a very fuel-efficient driving of the vehicle can be achieved by using an open clutch or neutral gear bearing, as this is suitable for the wagon section in front of the vehicle.
    The magnitude of the minimum permitted speed vmin, the viii saga level of the lowest permitted speed vmin, Or according to an embodiment related to a current actual speed vast for the vehicle. The magnitude of the maximum permitted speed vmax here according to an embodiment related to a constant speed braking speed vdh „for the vehicle.
    The minimum allowable speed vmin and / or the maximum allowable speed vmax may change dynamically and may have different values for different transmission modes.
    The size of the minimum permitted speed vmin can, according to one embodiment, be determined at least in part based on information related to a cruise control system in the vehicle, for example based on a set speed, ie a speed-selected speed, for a cruise control system, or based on a reference speed vref, which is used by the cruise control system to control a speed controller.
    The determination of the minimum permissible speed vmin can also be performed by the cruise control system and provided by the system of the present invention.
    According to an embodiment of the present invention, the system according to the present invention is integrated at least in part with cruise control logic having a cruise control system in the vehicle. The minimum permitted speed vmin can cid be controlled by the vehicle's cruise control logic. For example, an intelligent cruise control slows down the vehicle speed on downhill slopes because the vehicle's spirit will accelerate below the downhill slope.
    According to this embodiment, the cruise control may also initiate a reduction of the minimum permitted speed vmin and thereby extend the time in freewheeling and / or on the highest possible gear for the vehicle. This lowering of the minimum permitted speed vmin can be achieved, for example, since the lowest permitted speed vmin is related to the reference speed Vreff, which Or it drilled which was lowered by the cruise control in front of the downhill slope, whereby the regulation of the lowest permitted speed vmin is obtained automatically. For example, the lowest permissible speed vmin may be a percentage of the reference speed Vref.
    In general, the speed limit values which are utilized by the present invention, i.e. the lowest permissible speed vmin and the maximum permissible speed vmax, can be determined based on a variety of ways. These limit values can, for example, be entered by the driver, constitute a percentage of an actual speed guard for the vehicle, constitute a percentage 28 of a set speed set for a cruise control system in the vehicle and / or be based on historical driving of the vehicle. The historical performance can, for example, be taken into account by using an adaptive algorithm which is updated during the vehicle's progress.
    The same non-limiting example can be mentioned that the following value could be used for the speed limit values in this document: - vmin = 82 km / h or vmin = 0.98 * vset km / h; vmax = 90 km / h or vmax = 1.06vset km / h, or vmax = 0.99 vahsm km / h; and As described above, the slope may be determined based on map data and positioning information. If such data are not available, the simulations can be based on estimates of the slope that the vehicle experiences at the time of the simulation. This places greater demands on the size of the lowest permitted speed vmin and / or the maximum permitted speed vmax as the simulations become less accurate and more variable in size. In addition, the horizon length, the viii saga vague section, according to an embodiment of the invention can be shortened to counteract these variations.
    As the slope of the road section is approximated with the slope the vehicle experiences in the simulation itself, the best results will be obtained on a slight downhill slope. Slow downhills Or ideal for freewheeling on the slope, for example Or so that the simulated speed is within its allowable range, between the lowest allowable speed swing, and the maximum allowable speed vmax.
    An advantage of simulating future velocity profiles based on current slope is that the same algorithm can be used for 29 bids and vehicles where you do not have access to future lanes and for lanes and vehicles where you have access to future lanes. In addition, the simulation using speed-dependent terms, such as air resistance and engine torque, makes a good estimate of how the vehicle will behave in the future, even without the knowledge of the future road inclination.
    Those skilled in the art will appreciate that a method of controlling preparatory actions during a wave section for at least one system of the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to execute the method. The computer program usually consists of a computer program product 603 stored on a digital storage medium, where the computer program Or is included in the computer readable medium of the computer program product. Said computer readable medium consists of a readable memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc .
    Figure 6 schematically shows a control unit 600. The control unit 600 comprises a computing unit 601, which can be constituted by essentially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
    The calculating unit 601 Or is connected to a memory unit 602 arranged in the control unit 600, which provides the calculating unit 601 e.g. the stored program code and / or the stored data calculation unit 601 need to be able to perform calculations. The calculation unit 601 Or Above arranged to store partial or final results of calculations in the memory unit 602.
    Furthermore, the control unit 600 is provided with devices 611, 612, 613, 614 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 611, 613 may be detected as information and may be converted into signals which may be processed by the calculating unit 601. These signals are then provided to the calculating unit 601. The devices 612 614 for transmitting output signals are arranged to convert signals obtained from the calculating unit 601 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of and / or systems in the vehicle.
    Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection. One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 601 and that the above-mentioned memory may be constituted by the memory unit 602.
    Generally, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system may comprise a large number of control units, and the responsibility for a specific function may be divided into more than one control unit. Vehicles of the type shown thus often comprise considerably more control units than what is shown in Figure 6, which is the choice for the person skilled in the art.
    The present invention is implemented in the control unit 600 in the embodiment shown. However, the invention can be implemented in whole or in part in one or more other control units already existing at the vehicle or a control unit dedicated to the present invention.
    Those skilled in the art will, of course, recognize that the velocities and velocity thresholds set forth in this document have equivalents and may be translated to speed and speed limit values or torque and torque limit values. Likewise, the person skilled in the art realizes that there is a very good connection between distances, times and speeds, which is why the times and time periods specified here have equivalents in positions and distances.
    Those skilled in the art will also appreciate that the above system may be modified according to the various embodiments of the method of the invention. In addition, the invention relates to a motor vehicle 100, for example a truck or a bus, comprising at least one system for controlling preparatory actions during a wagon section according to the invention.
    The present invention is not limited to the embodiments of the invention described above, but relates to and includes all embodiments within the scope of the appended independent claims. 32
    权利要求:
    Claims (2)
    [1]
    An identification unit (131), arranged for identifying one or more portions under said wagon section in which one or more motors (101, 121) included in said vehicle (100) can be switched off, said identification unit (131) being arranged to perform said identification in said road section is in front of said vehicle (100) and basing said identification on information on said road section;
    [2]
    A determining unit (132), arranged to determine whether at least one preparatory action for at least one respective system needs to be carried out before the shut-off of said one or more motors (101, 121) is to take place; a preparation control unit (133), arranged for controlling said preparatory action based on said determination of the need for the execution of said at least one preparatory action. 0 H. 001, Old 0 0 0, 170 L. 901, gOV-1 L / 1 // 2MV22
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    同族专利:
    公开号 | 公开日
    SE538539C2|2016-09-13|
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