KR20170007362A - Method and system for improving the operating efficiency of a vehicle during driving of a vehicle along a route of travel - Google Patents

Abstract

The present invention relates to a method for improving the running efficiency of a vehicle while the vehicle is traveling along a moving path of the vehicle and a method for improving the running efficiency of a vehicle in which deceleration of the vehicle by the engine braking and / ≪ / RTI > The method continuously determines a speed profile for vehicle speed by engine braking and / or costing of the vehicle on the basis of comparison with target speeds associated with speed-limiting factors that occur along the vehicle's travel path The step of continuously determining the speed profile for the vehicle speed by the engine braking and / or the costing of the vehicle, including the step (S1), comprises continuously changing the running resistance in accordance with the movement path of the vehicle during engine braking and / . ≪ / RTI > The method includes the step of selecting, during the comparison, a point at which deceleration is initiated by engine braking and / or engine coaching, if the speed profile by engine braking and / or costing proves to contain a target speed Also included. The present invention relates to a system for improving a running efficiency of a vehicle while the vehicle is running in accordance with a moving path of the vehicle. The present invention also relates to a motor vehicle. The invention also relates to computer programs and computer program products.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a system and a method for enhancing a driving efficiency of a vehicle while a vehicle is traveling along a moving route,

The present invention relates to a method for improving the running efficiency of a vehicle while the vehicle is traveling along a moving route, in accordance with the premise of claim 1. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a system for improving the efficiency of a vehicle while a vehicle is traveling along a moving route. The present invention also relates to a motor vehicle. The present invention also relates to computer programs and computer program products.

Cruise control and similar driver aids are becoming more intelligent. Currently, several systems are available for driving vehicles in a fuel-efficient manner using map data. However, because these systems are actually designed to take into account only the geometry of the terrain, they are suitable for use on motorways and their corresponding roads.

Current systems are based entirely on preset target speeds. The terrain-based cruise control is designed to be able to escape only to some extent or to some extent of km / h. If the vehicle is in a curved section and you are driving on narrow roads with speed limitations, it is advisable to turn off the cruise control at this time, as the driver will need to braking before entering the curvilinear. On narrow roads with many curved sections, it is very difficult for the driver to operate optimally in terms of fuel economy. This is because it is often difficult to see what appears around the next curve.

EP 2476597 describes a method of decelerating a vehicle, for example with an engine brake, in order to avoid exceeding the approaching limit speed.

EP1923291 A2 describes a method for improving the efficiency of a vehicle using engine braking / costing prior to the approaching of the speed limitations. Here, the costing speed is determined in comparison with the target speed associated with the approaching road section, and the start of the costing is determined based on this comparison.

It is an object of the present invention to provide a system and method that can improve the efficiency of a vehicle while the vehicle is running along a moving route, and which can be used to safely and fuel- And a method thereof.

These and other objects, which are set forth in the following description, are attained by means of the method, system, motor vehicle, computer program and computer program product of the type described above, wherein additional technical features are described in the characterizing part of the appended independent claims have. Preferred embodiments of the present method and system are defined in the appended non-independent claims.

According to the present invention, the above objects are achieved by a method for improving the efficiency of the vehicle while the vehicle is running in accordance with the movement path of the vehicle, wherein the deceleration of the vehicle by engine braking and / Continuously determining a speed profile for vehicle speed by engine braking and / or costing of the vehicle on a basis for comparison with target speeds associated with speed-limiting factors that occur in accordance with the travel path of the vehicle Of the present invention. Continuously determining the speed profile for vehicle speed by engine braking and / or costing of the vehicle comprises continuously determining the running resistance according to the travel path of the vehicle during engine braking and / or costing. The method includes selecting, during the comparison, when to start deceleration by engine braking and / or engine coaching, if the speed profile by engine braking and / or costing proves to contain a target speed . ≪ / RTI > This enables safe and fuel-efficient running of the vehicle in connection with the speed-limiting factors.

In order to properly modify the target speed in relation to speed-limiting factors such as curvature or change in velocity limitation, the time to start engine braking and / or costing before taking action / Distance should be considered. This enables a balance between performance and fuel economy. According to one embodiment, the point of starting deceleration is selected to be substantially zero, that is, when it is determined that the speed profile by engine braking and / or costing of the vehicle contains the target speed, engine braking and / The deceleration start point is selected so that the deceleration is started by the costing. Fuel-efficient running of the vehicle is achieved by initiating engine braking and / or costing, and a target speed associated with speed-limiting factors such as changes in the bend or speed limit can be achieved. The selection of a point of time other than the point immediately adjacent to the determination that the velocity profile includes the target velocity can limit the distance and / or the point of time prior to the start, thereby allowing for a large velocity change, e.g., from 80 km / h to 30 km / h So that the distance / time until the speed limit is achieved is shortened, which requires a certain deceleration through the braking action. The selection of time outside the immediate immediate vicinity of the determination that the speed profile includes the target speed allows the vehicle's fuel economy and efficient driving to be taken into account. Here, for example, various modes can be set for some fuel-efficient movement.

The speed profile for the vehicle speed by the engine braking and / or the costing of the vehicle is continuously determined by continuously determining the running resistance according to the movement path of the vehicle during the engine braking and / or the costing, It is possible to more precisely determine the velocity profile by the < RTI ID = 0.0 > Thus, for example, the terrain of the road is taken into consideration, so that a more fuel-efficient running of the vehicle becomes possible. The step of continuously determining the running resistance according to the path of travel of the vehicle during engine braking and / or costing includes determining a gradient resistance, a friction characteristic of the vehicle drive train, an air resistance and / or a rolling resistance.

It is appropriate that the target speeds are determined on the basis of the speed-limiting factors that occur according to the travel path of the vehicle.

According to an embodiment of the present invention, the speed-limiting factors include the bent portion of the path, and the target speed is defined based on the allowable maximum lateral acceleration of the vehicle. Thereby, the speed is corrected when the vehicle meets the curve, so that the vehicle can run more safely.

According to one embodiment of the present invention, the speed-limiting factors include a speed limit corresponding to the target speed according to the movement path of the vehicle. The target speed is thus determined on the basis of the speed limit. Accordingly, modifications to the speed limitations along the vehicle's travel path are made in a safe and fuel-efficient manner.

According to one embodiment of the present invention, successively determining a speed profile for a vehicle speed by engine braking and / or costing of a vehicle on the basis of comparison with target speeds, And / or a predetermined range of distance - and / or time range. By doing so, depending on how much the engine braking and / or the costing of the vehicle should start before the speed-limiting factors, the deceleration of the engine braking and / or the costing type can be corrected in consideration of performance and fuel efficiency . That is, the deceleration of the engine braking and / or the costing type can be corrected in consideration of the performance and the fuel efficiency according to the distance-and / or the time range of the front of the vehicle depending on the moving path of the vehicle.

Embodiments of the present system represent the corresponding advantages of the corresponding one of the embodiments of the method described above.

1 is a view for schematically explaining a motor vehicle according to an embodiment of the present invention.
Fig. 2 is a view for schematically explaining a system capable of improving the running efficiency of a vehicle while the vehicle is running along a moving route, in accordance with an embodiment of the present invention. Fig.
FIG. 3A is a view for schematically explaining a bend profile. FIG.
FIG. 3B is a view schematically illustrating a velocity profile according to the bend profile of FIG. 3A.
Fig. 4 is a block diagram schematically illustrating a method of improving the efficiency of a vehicle while the vehicle is traveling along a moving route, in accordance with an embodiment of the present invention. Fig.
FIG. 5 is a view for schematically explaining a computer according to an embodiment of the present invention. FIG.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be better understood upon reading the detailed description of the invention together with the accompanying drawings. In the drawings, like reference numerals are used to refer to like parts throughout.

The term " link ", as used herein, refers to a physical link such as an optoelectronic communication line or a communication link, which may be a non-physical line such as a radio connection, for example a radio wave or microwave link.

In this specification, for example, "Continuously determines the vehicle speed profile by the vehicle ' s costing and / or the engine braking on the basis of comparing with the target speeds associated with speed-limiting factors occurring along the vehicle travel path" The term "continuously determine ", as used herein, refers to a non-incremental decision or an incremental determination, that is to say, to be periodic and to determine at a specified repetition period that may be time-base or distance- Point.

As used herein, the term " velocity-limiting factor " refers to any arbitrary factor that requires a speed limit of the vehicle along the vehicle's motion path. The "speed-limiting factor" includes bends that exist along the travel path of the vehicle. The "speed-limiting factor" includes a speed limit that exists along the travel path of the vehicle. "Speed-limiting factors" include roads that are on narrow roads, road repair work along a vehicle's path of travel, obstacles such as speed bumps along the path of a vehicle, bad road surface, increased traffic density / Other factors may also be included.

The term " engine braking " as used herein refers to a running state of a vehicle in which vehicle wheels increase the vehicle engine rotational speed without injecting fuel into the engine. "Engine braking of a vehicle" may occur in a gear-shifting process in which gear shifting may be necessary during sudden engine braking, for example at a low speed of 30 km / h at high speeds of 70 km / h. The lower the gears, the lower the friction loss, the greater the deceleration. As a result, the term " engine braking of a vehicle "includes a running state in which vehicle wheels increase the vehicle engine rotational speed without injecting fuel into the engine, but gear-shifting can occur.

As used herein, the term "coasting " refers to a running state of a vehicle traveling in such a manner that the vehicle drive train is separated, for example, by neutral and / or separate shifting of gears to increase the vehicle engine rotational speed .

1 is a view for schematically explaining a motor vehicle according to an embodiment of the present invention. The exemplary vehicle 1 comprises a middle- or large-sized vehicle in the form of a freight vehicle. Or the vehicle may be comprised of any suitable vehicle such as a bus or a passenger car. This vehicle includes the system (I) according to the present invention.

Fig. 2 is a view for schematically explaining a system capable of improving the running efficiency of a vehicle while the vehicle is running along a moving route, in accordance with an embodiment of the present invention. Fig.

The system I includes an electronic control unit 100.

The system I includes means 110 for determining the appearance of speed-limiting factors in accordance with the travel path of the vehicle. According to one variant, the means for determining the appearance of rate-limiting factors are arranged to make such determinations consecutively.

Means 110 are arranged for determining the appearance of speed-limiting factors so that the target speed can be determined based on speed-limiting factors.

The rate-limiting factors include the curvature of the travel path. The speed-limiting factors include a change in the speed limit along the travel path of the vehicle.

According to one variant, means (110) for successively determining the appearance of speed-limiting factors in accordance with the movement path of the vehicle include speed-limiting factors in the form of changes in the curvature and the speed limit, And a map information unit 112 containing map data including the characteristics of the road along the movement path of the vehicle.

According to one variant, the means 110 for successively determining the appearance of speed-limiting factors in accordance with the movement path of the vehicle comprises means 114 for determining the vehicle position. The means 114 for determining the vehicle position includes a geographic positioning system for continuously determining the vehicle position in accordance with the travel path of the vehicle. An example of a geolocation system is GPS.

According to one variant, the map information unit 112 and the means 114 for determining the vehicle position comprise means 110a for determining the travel path of the vehicle, means for determining the travel path of the vehicle (110a) is arranged so as to provide a predetermined road characteristic according to the movement path of the vehicle including speed-limiting factors in the form of a change in the curvature and the restriction speed according to the movement path of the vehicle. The map data in the map information unit 112 may include characteristics of the road including the terrain of the road depending on the moving path of the vehicle.

As a result, the map information unit 112 and the means for determining the vehicle position 114 determine the vehicle's travel path including the speed-limiting factors in the form of changes in the curve and the speed limit, Thereby continuously confirming the characteristics of the road.

The map information unit 112 can determine the speed-limiting factors of the change form of the bent portion and the speed limit in advance according to the moving route of the vehicle, and accordingly, the speed profile according to the moving path of the vehicle can be determined.

According to one variant, means 110 for determining successively the appearance of speed-limiting factors in accordance with the path of travel of the vehicle comprises a camera element 116. The camera element 116 is arranged to sense the characteristics of the road including the change in the speed limit and the speed-limiting factors in the form of a curve in accordance with the movement path of the vehicle. The camera element 116 is arranged so as to be able to sense a three-dimensional structure in which the road is expanded, including curved portions and / or road marks on the road, so that the vehicle can determine the curved portion of the road have. The camera element 116 is arranged to detect a road sign according to the movement path of the vehicle, including a speed limit sign, wherein the camera element 116 detects the speed limit sign, So as to determine a change in the speed limit.

According to one variant, the means 110 for determining the appearance of speed-limiting factors according to the movement path of the vehicle is used to determine the presence of speed-limiting factors, such as the start of traffic congestion among the vehicles, Vehicles or communication means for communication between the vehicle and another entity.

The means 110 for successively determining the appearance of speed-limiting factors according to the movement path of the vehicle may be based on a predetermined distance-and / or time horizon preceding the vehicle in accordance with the movement path of the vehicle And means for performing the determination.

According to one embodiment, the means 110 for successively determining the appearance of speed-limiting factors in accordance with the vehicle ' s course of travel comprises means for determining, based on a predefined range of distances ahead of the vehicle, Wherein the distance horizon constitutes a suitable window of a distance form from the current vehicle position forward in accordance with the travel path of the vehicle. According to one embodiment, the size of the distance range is several hundred meters, e.g., approximately 500 meters. The distance range may be configured at any suitable distance. According to one variant, the distance range may vary depending on the vehicle speed.

In determining the maximum speed including the target speed and the related speed profile based on the allowable maximum lateral acceleration, the information on the bend of the road is utilized according to the movement path of the vehicle, A) is used.

Here, v _max (s) is the maximum velocity at the front section (stretch) (s) of the _vehicle, a _{lat, max} (s) is the maximum allowable lateral acceleration as possible from the front region of the vehicle (s), c (s ) Is a bend in the front section (s) of the vehicle.

System I includes means 120 for continuously determining vehicle speed. According to one variant, the means 120 for determining the vehicle speed continuously comprises speed-measuring elements.

The system I comprises means 130 for determining an allowable maximum lateral acceleration. The means 130 for determining the maximum permissible lateral acceleration may comprise means for determining the maximum lateral acceleration of the vehicle based on at least one of a vehicle's overall length, vehicle width, vehicle carriage, vehicle load distribution, vehicle weight distribution, Or determining the maximum permissible lateral acceleration based on typical conditions associated with the environmental characteristics, such as effective lane width, road friction characteristics, road visibility and slope characteristics. According to one embodiment, the predetermined maximum permissible lateral acceleration is on the order of two degrees. The maximum permissible lateral acceleration includes a predefined maximum allowable lateral acceleration. According to one alternative form, or a complementary variant, the electronic control unit 100 contains stored data relating to an allowable maximum lateral acceleration.

The system includes means (100) for determining a target speed based on an allowable maximum lateral acceleration. According to one variant, the means (100) for determining a target speed on the basis of an allowable maximum lateral acceleration comprises an electronic control unit (100). According to one variant (not shown), the means 100 for determining a target speed on the basis of an allowable maximum lateral acceleration comprises a unit in signal communication with the electronic control unit 100.

The system I may be adapted to determine a speed to vehicle speed by engine braking and / or vehicle costing on a basis for comparison with target speeds associated with speed- And means 140 for continuously determining the profile.

The means (140) for successively determining a speed profile for vehicle speed by engine braking and / or vehicle costing as a basis for comparison with target speeds comprises means for determining, And means for performing the determination based on distance-and / or time-ranges. The distance range constitutes a suitable window of distance form from the current vehicle position and forward according to the vehicle's travel path. According to one embodiment, the size of the distance range is several kilometers. The distance range may be configured at any suitable distance. According to one variant, the distance range may vary depending on the vehicle speed.

Means for continuously determining a speed profile for vehicle speed by engine braking and / or vehicle costing on a basis for comparison with target speeds associated with speed-limiting factors that occur in accordance with a travel path of the vehicle 140 includes means (142) for continuously determining a running resistance in accordance with the travel path of the vehicle during engine braking and / or costing.

Means 142 for continuously determining the running resistance along the path of travel of the vehicle during engine braking and / or costing includes suitable means 142a for determining the grade resistance. Means 142a for determining the gradient resistance may comprise or be included in means for determining the gradient of the road depending on the terrain, i.e. the vehicle's travel path, according to the vehicle's travel path.

According to one variant, the means 142a for determining the gradient resistance comprises a map information unit containing map data comprising the characteristics of the road according to the travel path of the vehicle, including the terrain according to the travel path of the vehicle, And means for determining the position. According to one variant, the means for determining the vehicle position comprises a geographical positioning system for continuously determining the vehicle position according to the movement path of the vehicle, such as a GPS. According to one variant, the means for determining the map information unit and the vehicle position may comprise a map information unit 112 and means 114 for determining the vehicle position.

Means 142 for continuously determining the running resistance in accordance with the movement path of the vehicle includes suitable means 142b for determining the friction characteristics of the vehicle drive train. Suitable means 142b for determining the friction characteristics of the vehicle drive train include means for determining the speed difference between the wheels during driving / braking, a so-called "slip ". For example, the slip is determined by determining the speed difference between the wheels with the sensor elements measuring the rotational speed of the wheels.

The means 142 for continuously determining the running resistance in accordance with the traveling path of the vehicle during engine braking and / or costing suitably comprises means 142c for determining the air resistance. The means 142c for determining the air resistance includes modeling means for predicting the air resistance by the vehicle characteristics and the air resistance coefficient including the square of the vehicle speed and the front area of the vehicle. According to one variant, the means 142c for determining the air resistance comprises a sensor element for measuring the air impinging on the vehicle in consideration of the vehicle shape, including a deflector for reducing the air resistance.

The means 142 for continuously determining the running resistance in accordance with the path of travel of the vehicle during engine braking and / or costing suitably comprises a means for measuring the rolling resistance 142d. The means for measuring the rolling resistance 142d includes modeling means for predicting the rolling resistance based on vehicle characteristics including the number of axles of the vehicle, the vehicle weight, the road surface and, where applicable, the tire type.

The means 142 for determining the running resistance _Fres includes calculation means (not shown). According to one variant, the calculation means are arranged so that the acceleration / deceleration rate a _res in which the running resistance is generated can be continuously determined. Where _Fres is the current running resistance and m is the vehicle mass. This occurs according to the following equation.

The system I comprises means 100 for comparing the speed profile determined for the vehicle speed with the engine braking and / or the costing of the vehicle and the target speed associated with the speed-limiting factors occurring according to the vehicle's travel path . According to one variant, the means for comparison 100 consists of an electronic control unit (100). According to another variant (not shown) or a complementary variant, the means for comparison comprises a separate unit in signal communication with the electronic control unit 100.

The system includes means for selecting a time point at which deceleration is started by engine braking and / or costing of the vehicle when the speed profile by the engine braking and / (100, 150).

Means 100, 150 for selecting a point of time to start deceleration by engine braking and / or costing of the vehicle includes means 150 for initiating deceleration by engine braking and / or costing of the vehicle. Means 150 for initiating deceleration by engine braking and / or costing of the vehicle includes means for throttling the fuel injection / gas supply to the engine. Means 150 for initiating deceleration by engine braking and / or costing of the vehicle includes means for releasing the clutch of the vehicle drive train and / or means for releasing the vehicle drive train And means for disengaging the vehicle drive train, including means for shifting to neutral.

According to one variant, the means (100,150) for selecting a time point at which to start deceleration by means of engine braking and / or costing of the vehicle is arranged so as to be able to determine whether the retarding start retardation is justified And an electronic control unit (100).

As a result, the time point at which deceleration is started is usually set to almost zero. Engine braking and / or costing is initiated such that a target speed associated with a speed-limiting factor, such as a change in bend or speed limit, is achieved by engine braking and / or costing, so that fuel- do.

Determining / selecting the time outside the immediate immediate time to determine whether the speed profile includes the target speed allows to limit the distance and / or time before start, such as at a considerably high speed such as, for example, 80 km / h to 30 km / h Change can be considered. As a result, the distance / time until the speed limit has to be achieved can be shortened, which can entail requiring a certain deceleration by the brake operation.

The choice of time outside the immediate immediate vicinity of the determination of whether the speed profile includes the target speed allows for consideration of the fuel economy and efficient running of the vehicle. Here, for example, various modes can be set for some fuel-efficient movement. For example, the distance may be set to 600 meters in the fuel-economy mode, and the distance may be set to 400 meters in modes where the main purpose of the vehicle is to run efficiently.

For example, a situation may arise in which an accelerator is required due to an uphill section.

Acceleration a in the form of deceleration by braking or reduction of acceleration / deceleration by the operation of the accelerator is consequently applied in this case. The total acceleration a _{tot required} is:

The electronic control unit 100 is in signal communication with the means 110 for determining the occurrence of speed-limiting factors according to the travel path of the vehicle via the link 10. [ The electronic control unit 100 sends data for rate-limiting factors such as a change in velocity limit and / or a curve, including velocity data for a target velocity, associated with velocity-limiting factors occurring along the path of the vehicle, From the means (110) via the link (10).

The electronic control unit 100 is in signal communication with the means including the means 114 for determining the vehicle position via the link 10a and the map information unit 112. [ The electronic control unit 100, in accordance with a variant, comprises a velocity limiting change comprising a velocity profile of the target velocities associated with the velocity-limiting factors according to the position data for the position of the bend relative to the vehicle and the vehicle & Are arranged so as to be able to receive a signal from the means (110a) via the link (10a) indicating map data for the bend-like speed-limiting factors.

The electronic control unit 100 is in signal communication with the camera element 116 via a link 16. The electronic control unit (100) determines whether or not the data of the change in the speed limit according to the travel path of the vehicle including the speed data for the target speed related to the speed-limiting factors occurring along the travel path of the vehicle, Limiting factor, including the bending portion bending data along which the camera element 116 is located, via the link 16.

The electronic control unit 100 is in signal communication via the link 20 with the means 120 for continuously determining the vehicle speed. The electronic control unit 100 is arranged to receive via the link 20 a signal for continuously determining the vehicle speed indicative of the speed data for the current vehicle speed.

The electronic control unit 100 is in signal communication with the means (130) for determining an allowable maximum lateral acceleration via the link (30). The electronic control unit 100 is arranged so as to be able to receive, via the link 20 from the means 130, a signal indicative of allowable maximum lateral acceleration data.

The electronic control unit 100 determines the speed profile of the vehicle speed by the engine braking and / or the costing of the vehicle on the basis of comparison with the target speeds related to the speed-limiting factors occurring according to the moving path of the vehicle And communicates with the means for successively determining 140 via the link 40a. The electronic control unit 100 is arranged so as to be able to receive a signal indicating deceleration data by engine braking and / or costing of the vehicle from the means 140 via the link 40a.

The electronic control unit 100 communicates with the means (142) for continuously determining the running resistance according to the moving path of the vehicle via the link (42). The electronic control unit 100 is arranged so that a signal indicating the running resistance data can be received from the means 142 via the link 42. [

The electronic control unit 100 communicates with the means 142a for determining the gradient resistance via the link 42a. The electronic control unit 100 is arranged so as to receive, from the means 142a via the link 42a, a signal indicating the gradient data for the gradient of the road in accordance with the moving path of the vehicle.

The electronic control unit 100 is in signal communication via the link 42b with the means 142b for determining the friction characteristic of the vehicle drive train. The electronic control unit 100 is arranged so as to receive from the means 142b via the link 42b a signal indicating friction data on the friction characteristics of the vehicle drive train.

The electronic control unit 100 communicates with the means 142c for determining the air resistance via the link 42c. The electronic control unit 100 is arranged so as to receive a signal indicating the air resistance data for the vehicle from the means 142c via the link 42c in accordance with the movement path of the vehicle.

The electronic control unit 100 is in signal communication via the link 42d with the means for determining the rolling resistance 142d. The electronic control unit 100 is arranged so as to receive a signal indicating the rolling resistance data for the vehicle along the road from the means 142d via the link 42d according to the traveling path of the vehicle.

The electronic control unit 100 may be used as a basis for comparison with target speeds associated with speed-limiting factors that occur along the path of the vehicle, such as a speed profile for vehicle speed by engine braking and / (140) for continuously determining the position of the link (40). The electronic control unit 100 is arranged so as to be able to transmit, via the link 40b, to the means 140 a signal representing the running resistance data for the current running resistance and the speed data for the current vehicle speed.

The electronic control unit (100) comprises means (150) for causing the deceleration to be initiated by engine braking and / or costing of the vehicle if the comparison shows that the speed profile by engine braking and / ) And the link 50, respectively. The electronic control unit 100 is arranged to transmit a signal indicative of start data for start including the chronological data for the start time to the means 150 via the link 50. [ The starting point may be immediately adjacent to or more delayed in order to limit the distance or time before the action of the deceleration start type is performed.

In order to determine the inclusion of velocity data for target velocities associated with velocity-limiting factors that occur in accordance with the travel path of the vehicle, the electronic control unit 100 processes the data for velocity-limiting factors and distance data .

The electronic control unit 100 processes the running resistance data and the speed data and determines the data as a basis for comparison with the target speeds related to the speed- To a means (140) for continuously determining a speed profile for vehicle speed by braking and / or costing. The means 140 processes the data to determine speed profile data for the speed profile for vehicle speed by engine braking and / or costing of the vehicle.

The electronic control unit 100 is configured to determine the comparison data based on the speed data for the target speeds associated with the speed-limiting factors occurring along the vehicle's travel path, the speed data for the engine braking and / So as to compare the speed profile data for the speed profile with respect to the vehicle speed. The electronic control unit 100 determines starting data for starting engine braking and / or starting of a vehicle including data for a start time, and comparing the comparison data with a speed profile by engine braking and / And to transmit the start data to the means (150) if the data on the target speed contain substantially identical data.

In this comparison, if the speed profile by engine braking and / or costing proves to be storing the target speed, the means 150 is arranged to be able to start deceleration by engine braking and / or costing of the vehicle have.

3A schematically illustrates an S-curve bend profile R having a first bend radius b1 and a second bend radius r2.

Figure 3b is a schematic representation of the velocity profile for the bend profile of Figure 3a, as determined by system (I) according to the present invention.

In Figure 3b the dashed line represents the desired reference speed for following the requested velocity profile. Here, the requested deceleration is in the form of engine braking and / or costing before the first bend to reduce the vehicle at a speed suitable for the curve and at a speed corresponding to acceptable lateral acceleration. Or, for example, to ensure that the lower limit is not reached before reaching the bend by the intervention of the uphill section, the request for the engine braking type is configured at the requested speed, such as 10 km / h. Alternatively, the request of the engine braking type may include a signal associated with throttling of the acceleration or fuel supply requested to the engine.

The dashed line in Fig. 3b shows the speed profile for vehicle speed by engine braking and / or costing of the vehicle, which is a very low speed compared to the target speed suited to the first bend and the allowable lateral acceleration, In order to modify the speed at a bend, it is necessary to add an accelerator.

The dashed / dotted line in Fig. 3b represents the speed profile for vehicle speed by engine braking and / or costing of the vehicle, which is accompanied by a target speed suitable for the first bend and a very high speed relative to the speed corresponding to the allowable lateral acceleration , So that additional braking is required to modify the speed at the first bend.

In Figure 3b, the thick solid line represents the velocity profile based on the maximum permissible lateral acceleration.

In Fig. 3b, the thin solid line of the two solid lines is the speed for the vehicle speed by the engine braking and / or the costing of the vehicle, which is suitable for the first bend and becomes the corrected speed in relation to the target speed corresponding to the allowable lateral acceleration Profile. Thus, during engine braking and / or costing of the vehicle, the vehicle will achieve a speed corresponding to the speed limit for the first bend at the first bend.

Fig. 4 is a block diagram schematically illustrating a method of improving the efficiency of a vehicle while the vehicle is traveling along a moving route, in accordance with an embodiment of the present invention. Fig. The deceleration of the vehicle by the engine braking and / or the costing of the vehicle is considered.

According to one embodiment, a method for improving the driving efficiency of a vehicle while the vehicle is traveling along a traveling path of the vehicle includes step S1. At this stage, the speed profile for the vehicle speed by the engine braking and / or the costing of the vehicle is continuously determined as the basis for comparison with the target speeds related to the speed- do.

The step of continuously determining the speed profile for the vehicle speed by the engine braking and / or the costing of the vehicle includes the step S1a of successively determining the running resistance according to the travel path of the vehicle during engine braking and / or costing .

According to one embodiment, a method for improving the driving efficiency of a vehicle while the vehicle is traveling along a traveling path of the vehicle includes step S2. At this stage, in the above comparison, when it is found that the speed profile for the vehicle speed by the engine braking and / or the costing of the vehicle includes the target speed, the deceleration by the engine braking and / The viewpoint is selected.

According to one embodiment of the method, the step of continuously determining the running resistance in accordance with the path of travel of the vehicle during engine braking and / or costing comprises the steps of: determining a gradient resistance, a friction characteristic of the vehicle drive train, And determining a resistance.

According to one embodiment of the method, the speed-limiting factors include the curvature of the path, so that the target speed is defined based on the maximum permissible lateral acceleration of the vehicle.

According to one embodiment of the method, the speed-limiting factors include a change in the speed limit corresponding to the target speed according to the travel path of the vehicle.

According to one embodiment of the present method, continuously determining a speed profile for vehicle speed by engine braking and / or costing of the vehicle, as a basis for comparison with a target speed, And / or a predetermined range of distance and / or time range.

5, a diagram of one embodiment of apparatus 500 is shown. In one embodiment, the control unit 100 described with reference to FIG. 2 may include an apparatus 500. The apparatus 500 includes a non-volatile memory 520, a data-processing unit 510, and a read / write memory 550. The non-volatile memory 520 includes a first memory part 530 in which a computer program, such as an operating system for controlling the functions of the device 500, is stored. The apparatus 500 further includes a bus controller, a serial communication port, I / O elements, an A / D converter, a time-and-date input and delivery unit, an event counter and an interrupt controller (not shown). The non-volatile memory 520 also includes a second memory part 540.

There is provided a computer program (P) including routines for improving the operating efficiency of a vehicle while the vehicle is traveling in accordance with a movement path of the vehicle according to an original method. The computer program P is used as a basis for comparison with target speeds associated with speed-limiting factors that occur in accordance with the travel path of the vehicle, such that the speed profile for vehicle speed by engine braking and / As shown in FIG. Routines for continuously determining the speed profile for vehicle speed by engine braking and / or costing of the vehicle include routines for continuously determining the running resistance according to the travel path of the vehicle during engine braking and / or costing . The computer program P is characterized in that, in the comparison, when the speed profile by the engine braking and / or the costing includes the target speed, the computer program P is used for selecting a point of time to start deceleration by engine braking and / Routines. The computer program P may be stored in a memory 560 and / or in a read or write memory 550 in compressed or executable form.

When the data-processing unit 510 is described as performing a specified function, the data-processing unit 510 is stored in a particular part of the program stored in the memory 560 or in the read / write memory 550 It should be understood that a specific part of the program is being executed.

Data-processing unit 510 may communicate with data port 599 via data bus 515. Data- Non-volatile memory 520 is intended for communicating with data-processing unit 510 via data bus 512. A separate memory 560 is intended for communicating with the data-processing unit 510 via the data bus 511. The read / write memory 550 is arranged to be able to communicate with the data-processing unit 510 via the data bus 514. For example, the links connected to the control unit 100 may be connected to the data port 599.

When data is received in the data port 599, the data is temporarily stored in the second memory part 540. [ Once the received input data is temporarily stored, the data-processing unit 510 is arranged to execute the code in the manner described above. In order to continuously determine the speed profile for vehicle speed by engine braking and / or costing of the vehicle, as a basis for comparison with target speeds associated with speed-limiting factors that occur in accordance with the vehicle ' Signals received at port 599 may be used by device 500. Signals used by the device 500 to continuously determine the speed profile for vehicle speed by engine braking and / or costing of the vehicle are used to determine the running resistance in a continuous manner in accordance with the path of travel of the vehicle during engine braking and / In the step of determining the " In the above comparison, when the speed profile by the engine braking and / or the costing is found to include the target speed, in order to select a point of time to start deceleration by engine braking and / or costing of the vehicle, 599 may be used by the device 500. [

Some portions of the methods described herein may be implemented by the device 500 with the aid of a data-processing unit 510 executing a program stored in the memory 560 or the read / . The method described herein is executed when the apparatus 500 is running a program.

The foregoing description of the preferred embodiments of the present invention is presented for the purpose of illustration. The foregoing description of preferred embodiments of the present invention is not intended to be construed in a limiting sense, nor is it intended to limit the present invention to the foregoing variations. It will be apparent to those of ordinary skill in the art that many modifications and variations can be made. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the following claims and their equivalents. There will be.

Claims (13)

As a method for improving the operating efficiency of the vehicle 1 while the vehicle is running in accordance with the moving path of the vehicle, the deceleration of the vehicle by the engine braking and / or the costing of the vehicle is considered, (S1) continuously determining a speed profile for vehicle speed by engine braking and / or costing of the vehicle as a basis for comparison with target speeds associated with speed- In the efficiency improvement method,
Continuously determining a speed profile for a vehicle speed by engine braking and / or costing of the vehicle includes continuously determining a running resistance according to a travel path of the vehicle during engine braking and / or costing, The method includes the step of selecting, during said comparison, when to start deceleration by engine braking and / or engine coaching, if the speed profile by engine braking and / or costing proves to contain a target speed And the vehicle speed is increased. The method according to claim 1,
The step of continuously determining the running resistance according to the traveling path of the vehicle during engine braking and / or costing includes determining a gradient resistance, a friction characteristic of the vehicle driving train, an air resistance and / or a rolling resistance To improve the efficiency of the vehicle's running. 3. The method according to claim 1 or 2,
Characterized in that the speed-limiting factors include a curvature of the path and a target speed is defined based on an allowable maximum lateral acceleration of the vehicle. 4. The method according to any one of claims 1 to 3,
Characterized in that the speed-limiting factors include a change in the speed limit corresponding to the target speed according to the travel path of the vehicle. 5. The method according to any one of claims 1 to 4,
Continuously determining a speed profile for a vehicle speed by engine braking and / or costing of a vehicle as a basis for comparison with target speeds may be performed based on a predetermined distance-and / Or the time range of the vehicle. A system (I) for improving a driving efficiency of a vehicle while the vehicle is running in accordance with a moving path of the vehicle is considered to be a deceleration of the vehicle by engine braking and / or costing of the vehicle, (140) for continuously determining a speed profile for vehicle speed by engine braking and / or costing of the vehicle as a basis for comparison with target speeds associated with speed- In an efficiency improvement system,
Means (140) for continuously determining a speed profile for a vehicle speed by engine braking and / or costing of the vehicle comprises means for continuously determining a running resistance according to a travel path of the vehicle during engine braking and / 142), and when the system (I) determines during the comparison that the speed profile by engine braking and / or costing is storing a target speed, deceleration by engine braking and / Further comprising means (100, 150) for selecting a time at which the vehicle starts to travel. The method according to claim 6,
(140) for continuously determining a running resistance according to a traveling path of the vehicle during engine braking and / or costing comprises means (142a) for determining a gradient resistance, a friction characteristic of the vehicle driving train, an air resistance and / ) Of the vehicle. 8. The method according to claim 6 or 7,
Characterized in that the speed-limiting factors include a bent portion of the path, and means (100) for defining a target speed based on an allowable maximum lateral acceleration of the vehicle. 9. The method according to any one of claims 6 to 8,
Characterized in that the speed-limiting factors include a change in the speed limit corresponding to the target speed according to the travel path of the vehicle. 10. The method according to any one of claims 6 to 9,
Means 140 for continuously determining a velocity profile for vehicle speed by engine braking and / or costing of the vehicle as a basis for comparison with target velocities comprises means for determining a distance-and / Or means for performing said determination based on a time range. A vehicle (1) comprising a system (I) according to any one of claims 6 to 10. A computer program (P) for improving the operating efficiency of a vehicle while the vehicle is traveling along a traveling path of the vehicle, characterized in that the computer program (P) is connected to the electronic control unit (100) Comprising program code for causing the electronic control unit (100) to execute the steps according to any one of claims 1 to 5 when executed by another computer (500) that is in charge of the computer. A computer program product comprising a digital storage medium storing a computer program according to claim 12.

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