CN106428010A - 用于动态车辆速度优化的系统和方法 - Google Patents

用于动态车辆速度优化的系统和方法 Download PDF

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CN106428010A
CN106428010A CN201610630748.9A CN201610630748A CN106428010A CN 106428010 A CN106428010 A CN 106428010A CN 201610630748 A CN201610630748 A CN 201610630748A CN 106428010 A CN106428010 A CN 106428010A
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vehicle
travel limit
energy
speed
energy loss
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CN106428010B (zh
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F.单斯
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Garrett Power Technology (Shanghai) Co.,Ltd.
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Honeywell International Inc
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
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    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/0005—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot with arrangements to save energy
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/0088—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot characterized by the autonomous decision making process, e.g. artificial intelligence, predefined behaviours
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    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
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    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/16—Driving resistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/20—Road profile
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
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    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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Abstract

公开了一种用于动态车辆速度优化的系统和方法。一种用于车辆系统的系统和方法。车辆系统可以包括车辆、推进装置（例如，内燃机或电动机）、和控制器。推进装置可以至少部分地为车辆提供动力。控制器可以与推进装置通信并且可以根据车辆的目标速度来控制推进装置。控制器可以包括车辆的能量平衡模型并且可以使用该模型以估计在车辆在行程界限上的能量损耗。控制器可以至少部分地基于所估计的能量损耗来优化在车辆的行程界限上的成本函数，以设置用于车辆的实际速度。所估计的能量损耗可以包括气动阻力、车辆摩擦、和来自推进装置的转换效率中的一个或多个。

Description

用于动态车辆速度优化的系统和方法
本申请要求于2015年8月5日提交的美国临时专利申请No. 62/201,388的权益。于2015年8月5日提交的美国临时专利申请No. 62/201,388被通过引用被合并于此。
技术领域
本公开有关于车辆系统，并且特别是有关于控制车辆的速度。更特别地，本公开有关于速度控制系统中的性能改进。
发明内容
本公开披露了用于控制车辆的速度的系统和方法。车辆系统可以包括：车辆，推进装置（诸如，内燃机或者电动机），以及与推进装置通信的控制器。推进装置可以至少部分地为车辆提供动力并且可以消耗主能量（诸如，燃料或者存储在电池中的电能）。控制器可以控制推进装置。在一些情况下，控制器可以根据车辆的目标速度来控制推进装置。
控制器可以包括车辆的能量平衡模型并且可以使用模型来估计在车辆的行程界限上的能量损耗。估计在车辆的行程界限上的能量损耗的模型可以考虑与行程界限相关的参数的一个或多个测量，其中与行程界限相关的参数可以包括车辆的质量以及车辆在行程界限上所定位于的道路的道路坡度中的一个或多个，并且可以利用一个或多个其它参数。在一些情况下，控制器可以使用所估计的在车辆的行程界限上的能量损耗来优化行程界限上的成本函数并设置用于车辆的实际速度。
附图说明
图1是描绘从地点A到地点B的车辆的说明性行程的示意图；
图2是说明性的车辆的示意框图；
图3是图2中的说明性的车辆的控制器的示意框图；
图4是到图3的说明性的控制器的处理单元的说明性的输入以及来自图3的说明性的控制器的处理单元的说明性的输出的示意框图；
图5是用于控制车辆的速度的说明性的方法的示意流程图；以及
图6是与等式中的动力对应的能量流动的图。
具体实施方式
如在此所描述的和/或在图中示出的当前系统和方法可以合并有在任何情况下想要的一个或多个处理器、计算机、控制器、用户接口、和/或无线的和/或有线的连接等。
车辆的典型操作可以具有沿着预先确定的路线把人或货物从地点A运送至地点B的目标。车辆的操作者和/或车辆的潜在乘员（此后被称作用户）可能具有与从地点A到地点B的运送联系的某些期望和要求。说明性地，用户可能具有与如下有关的期望和/或要求：驾驶和/或乘坐的舒适性、从地点A到地点B的运送的持续时间、从地点A到达地点B所要求的燃料、和/或一个或多个其它的期望或要求。在许多情况下，真正的用户期望和/或要求可能对在界限上的用户的不同的各个期望和/或要求进行权衡，这可能超出在解决在行程界限上的优化问题的情形中实用的许多行程界限，并且这可能甚至超出从地点A到地点B的旅程的路线。用户的期望和要求可能被转变成用以最大化车辆的用户的总体满意度的优化问题。
在一些情况下，驾驶和/或乘坐的舒适性期望和/或要求可以用车辆的加速度和/或加速度的改变来表达。对于燃料消耗期望和/或要求而言，可以使用一个或多个不同的术语。在许多情况下，可以使用经估量的距离特定的燃料消耗模型，但是情况并非总是这样。说明性地，在成本函数中使用的经估量的、距离特定的燃料消耗相关的优化变量可能被车辆的优化器和/或控制器最小化。
在一个示例中，经估量的距离特定的燃料消耗优化模型可能不想要用于不解决针对从地点A到地点B的全部剩余路线的优化问题的优化问题中，而是相反仅用于表示到地点B的剩余路线的一部分的受限制的未来界限。这样的受限制的界限优化器（除了其它方面以外还最小化燃料消耗并且不解决针对从地点A到地点B的整个剩余旅程的优化问题）可能被期望成为用于下一代车辆系统中的真实世界可实现的车辆速度控制方案的通常方案。
有关于优化用于行程界限的距离特定的燃料消耗参数的问题可以是：这样的方法不考虑消耗的能量，而是考虑消耗的燃料。特别是，优化距离特定的燃料消耗参数可能与由于高度上的改变或在该行程界限上车辆速度上的改变而在行程界限上消耗的燃料量有关。（从推进装置操作测量的或估计的）燃料量流动信号可以对应于被投入用于车辆的推进的化学能量（例如，电力）的流动。然而，该投入的化学能量流动的一部分可能未必是可优化的，因为其在优化问题的范围之外。附加地，所投入的化学能量流动的一部分可以在间隙的结束处被完全地或者至少部分地重新收集，并且因此在能量的意义上可能未必被消耗。
在一般情况下，所消耗的燃料可能未必与在用户的期望和/或要求的情形下消耗的能量成比例。之所以是这样可能是因为由车辆的推进装置（例如，内燃机、电动机、或其它推进装置）消耗的燃料能量的一部分相对于势能或动能的初始水平在界限的结束处可能仍然以车辆中增加的势能或动能的形式可用。在一个示例中，（例如，当进行上坡驱动或者当加速时）在行程界限上燃料能量到车辆能量（例如，车辆的势能或动能）的投入，对于其中车辆能量在行程界限的开始和结束处相等的情况而言，在界限上的燃料消耗可能更高。如果车辆能量在优化问题中被忽略，则这种燃料消耗上的不同可能导致在用户的真实期望和/或要求之间的用户定义的权衡的偏差。在另一示例中，如果车辆能量上的改变在优化问题中未被明确考虑，则行程界限上的燃料成本可能呈现为更高，造成与期望和/或要求相关的燃料消耗的过多加权。类似地，如果车辆能量在行程界限上减小，则与期望和/或要求相关的燃料消耗可能是加权不足的。
进一步地，具有给定质量的车辆的势能可能随着车辆行驶而改变。只要沿着从地点A到地点B的路线的至少一部分的界限和/或车辆质量未改变，与界限上的高度上的差异联系的车辆的势能就必须被投入并且势能是以高还是更低的动力被投入（例如，高的或低的速度）未必有关系。进一步地，由于速度（例如，动能）可能在行程界限上改变，因此与在恒定速度（例如，零加速度）的阶段中相比，在加速阶段期间燃料量流动可能更高，因为额外的化学能量流动需要被投入以加速车辆。因此，车辆的燃料消耗在加速期间可能看起来高，但是在行程界限的结束处额外的动能可能是在车辆中可用的并且可能被完全回收以用于在路线上向前移动车辆。结果，当在路线的结束（例如，行程界限的结束）处车辆的高度可能与在路线的开始（例如，行程界限的开始）处车辆的高度不同时和/或当在路线的结束（例如，行程界限的结束）处车辆的速度可能与在路线的开始（例如，行程界限的开始）处车辆的速度不同时，可能存在校正在行程界限上投入的燃料能量流动以考虑在车辆势能和动能上的改变的需要。
为了解决可能在距离特定的燃料消耗参数在没有考虑车辆能量的情况下被优化时产生的偏差问题，可以使用更适当的优化方法以使得可以在优化从地点A到地点B的车辆速度轨迹时满足真实的用户期望和/或要求。解决偏差问题的更适当的优化方法可以包括使用成本函数的优化方法，成本函数通过从在行程界限上投入的燃料能量中减去车辆的动能上的改变和车辆的势能上的改变所要求的燃料能量参数来将车辆在行程界限上的能量损耗纳入考虑。也就是说，替代在优化问题的成本函数中考虑燃料能量或燃料动力（例如，燃料量流动），优化问题的成本函数可以考虑能量损耗（例如，由诸如摩擦、阻力等的损耗所消耗的燃料量流动的一部分）。在一个示例中，典型地可以被用作用于优化问题的输入的燃料量流动信号可以通过减去车辆的势能改变的比率以及通过减去车辆的动能改变的比率而被校正，两者都是通过车辆中的燃料的更低的加热值而被校正。
为了利用用于控制车辆（例如，车辆速度或者其它车辆变量）的优化方法，车辆控制器可以利用车辆的能量流动和/或平衡的算术模型。进一步地，用户的期望和/或要求以及期望和/或要求中的每个的相对重要性可以在优化方法中被考虑。用户的期望和/或要求中的一些可以包括但不限制于：对燃料消耗的限制、对从想要的速度（例如，目标速度）的偏离的限制、对速度的限制、对从距离前方车辆（例如，在想要针对其进行优化的目标车辆的前面的车辆）的想要的距离的偏离的限制或者对从到前方车辆的想要的距离的偏离的限制、对到前方车辆的距离的限制、对车辆加速度的限制、和/或用户的其它期望和/或要求。
在一些情况下，用于控制车辆的优化方法可以考虑车辆质量和/或车辆在其上从地点A行驶到地点B的道路的当前的或将来的道路坡度的估计值和/或测量值。这样的车辆质量以及车辆在其上行驶的道路的道路坡度可以由车辆上的传感器测量。替换地或者此外，道路坡度可以经由计算机程序（例如，地图/方向程序）和/或经由与车辆的控制器通信的定位系统（例如，全球定位系统（GPS）或其它定位系统）被提供给车辆的控制器。
所公开的使用车辆能量流动和平衡模型的优化方法可以在下面被进一步描述。说明性地，车辆能量流动和平衡模型可以被用于估计在行程界限上的车辆的动力损耗。所计算的动力损耗然后可以被使用在优化问题的成本函数中以最小化在行程界限上的用户期望和/或要求（例如，总成本）的权衡。
转到各图，图1描绘路线12上的说明性的车辆10的示意性标高图。车辆10可以沿着路线12从地点A行驶到地点B，或者行驶从地点A到地点B的路线的至少一部分。当前车辆位置到地点B之间的任何间隙可以表示行程界限，其中行程界限可以按时间（例如，时间间隙）或者距离（例如，距离间隙）或者按时间和距离这两者来测量。
图2描绘车辆10的说明性的组件。例如，如图2中所示，车辆10可以包括推进装置14（诸如内燃机（如所示那样），电动机或者其它推进装置）和控制器16。附加地或者替换地，车辆10可以包括一个或其它的组件。推进装置14可以被配置为至少部分地为车辆10提供动力。在一些情况下，控制器16可以与推进装置通信并且可以根据一个或多个参数来控制推进装置。在一个示例中，控制器16可以被配置为至少部分地基于根据车辆10的目标速度来控制推进装置。
可以以任何方式选择车辆10的目标速度。例如，车辆10的目标速度可以由制造商或者用户预先设置，目标速度可以基于本地速度限制而被自动地设置，目标速度可以由用户在车辆的操作期间设置，和/或目标速度可以以一个或多个其它方式来设置。
车辆10的控制器16可以包括一个或多个组件。如图3中所示，控制器16可以包括处理单元18、巡航控制模块19、与处理单元18通信的存储器20、与处理单元18通信的输入/输出块22、和/或一个或多个其它组件。在一个示例中，存储器20可以包括一个或多个控制系统算法和/或其它算法，并且处理单元18可以执行与存储器20中的算法相关的指令（例如，软件代码或其它指令）。
存储器20可以是本地的和/或远程的存储器。存储器20可以是存储器的一个或多个部分和/或可以是任何类型的存储器和/或可以包括各类型的存储器的任何组合。例如，存储器可以是易失性存储器、非易失性存储器、随机存取存储器（RAM）、闪存、只读存储器（ROM）、和/或一个或多个其它类型的存储器。
输入/输出块22可以包括用于与车辆10的组件和/或远程组件（例如，远程计算装置、全球定位系统等）通信的一个或多个端口。在一个示例中，输入/输出块22可以包括用于接收目标速度、参数的一个或多个测量、和/或其它信息的输入端口24，其中所接收的目标速度、参数的一个或多个测量、和/或其它信息可以被发送至处理单元18。在一个示例中，参数的一个或多个测量可以与车辆的行程界限或其它特征有关，并且可以包括对车辆的质量、在行程界限上车辆被定位于或要被定位于其上的道路的道路坡度的一个或多个测量、和/或参数的一个或多个其它测量。进一步地，输入/输出块22可以包括输出端口26，其中输出端口26可以被控制器16使用以向推进装置提供一个或多个操作设置点和/或提供一个或多个其它条信息。在一个示例中，推进装置的操作设置点可以与用于内燃机或电动机的致动器的设置点有关。内燃机的致动器可以包括如下中的一个或多个：涡轮增压器废气门（WG）、可变几何形状涡轮增压器（VGT）、排放气体再循环（EGR）、喷射启动（SOI）、节流阀（TV）等。
转到图4，处理单元18被描绘为具有说明性的输入和输出，其中输出可以至少部分地基于输入。在一些情况下，处理单元的输出可以包括至少部分地基于所接收的与行程界限相关的参数的一个或多个测量的、用于推进装置14的操作设置点。
处理单元18可以包括车辆操作模型和成本函数28。在一个示例中，车辆操作模型可以是或者可以包括车辆10的能量平衡模型，诸如用于车辆10的能量损耗模型30。控制器16的处理单元18可以优化行程界限上的成本函数，其中成本函数至少部分地基于根据能量损耗模型30的所估计的能量损耗以设置用于车辆的实际速度。
能量损耗模型30可以估计用于车辆10的在行程界限上的能量损耗。在一些情况下，能量损耗模型30可以考虑动力损耗和/或可回收的动力。示例动力损耗可以包括由于针对车辆10的气动阻力所致的动力损耗、由于轮胎和传动系的摩擦（例如，其可以包括引擎摩擦）所致的动力损耗、由于推进装置14中的主能量到机械能的转换所致的动力损耗（例如，内燃机的热损耗）、和/或其它动力损耗。可回收动力可以包括与坡度力相关的动力和加速度动力。
由于气动阻力和摩擦的平方项所致的动力损耗可以由如下表示：
（1）
其中，θ1是与阻力系数和摩擦的平方项的组合成比例的常数，并且v是车辆10的速度。
由于车辆10上的轮胎和车辆10的传动系的摩擦所致的动力损耗可以由如下表示：
（2）
其中，θ2是与摩擦的线性项成比例的常数，θ3是与摩擦力成比例的常数，并且v是车辆10的速度。
如上面提到的那样，损耗模型30可以考虑车辆10的可回收动力，可回收动力包括但不限制于：与作用在车辆10上的坡度力相关的动力和加速度动力。与作用在车辆上的坡度力相关的动力可以由如下表示：
（3）
其中，m是车辆和它的容纳物的质量，g是重力加速度常数（例如，9.81米每秒的平方），φ是车辆正行驶于其上的道路的坡度角，并且v是车辆10的速度。与作用在车辆上的坡度力相关的动力可以被累积为车辆10的势能。坡度角可以是在行程界限上车辆10要行驶于其上的道路的道路坡度和/或车辆10可以被定位于其上的道路的当前道路坡度。进一步地，坡度角可以由车辆10中的传感器、与车辆10的控制器16通信的GPS、被保存在控制器16的存储器20中的地图程序、与控制器16通信的远程地图程序、和/或以一种或多种其它方式来确定。
加速度动力可以由如下表示：
（4）
其中，m是车辆10和它的容纳物的质量，a是车辆10的加速度，并且v是车辆10的速度。加速度动力可以被累积为车辆10的动能。
车辆的加速度可以由如下表示：
（5）
其中，f(ue)是取决于变量ue的用于车辆推进力的代数函数，ue是可以是推进装置的一个或多个参数的变量，一个或多个参数包括制动转矩Tbrake，m是车辆10和它的容纳物的质量， θ1是与阻力系数和摩擦的平方项的组合成比例的常数，θ2是与摩擦的线性项成比例的常数，θ3是与摩擦力成比例的常数，g是重力加速度常数，φ是车辆正行驶于其上的道路的坡度角，并且v是车辆10的速度。
车辆的速度可以由如下表示：
（6）
其中，v0是车辆10的初始速度，a是车辆10的加速度。
由于推进装置的转换效率所致的动力损耗可以由如下表示：
（7）
其中，ηe(ηe, ue)是车辆10的推进装置14的转换效率（例如，内燃机的热效率），并且典型地可以是在0和1之间的值，ne是推进装置速度，ue是可以是推进装置的一个或多个参数的变量，一个或多个参数包括制动转矩Tbrake，并且Pl,1、Pl,2、Pg、Pa是根据上面的等式（1）至（4）的动力项。在一些情况下，为了确定由于推进装置的转换效率所致的动力损耗，可以仅考虑物理上的最大可能效率（例如，内燃机的卡诺效率）和实际转换效率之间的差。
一般地，行程界限上的距离特定的总主能量（例如，燃料能量或电能）可以由如下建模：
（8）
其中，vmean是在行程界限上的车辆的平均速度，T是车辆10的行程界限，ηe(ne, ue)是车辆10的推进装置14的转换效率（例如，内燃机的热效率），ne是推进装置速度，ue是可以是推进装置的一个或多个参数的变量，一个或多个参数包括制动转矩Tbrake。
等式（8）的距离特定的总主能量（例如，燃料能量）模型已经典型地被用于对由车辆10在行程界限上消耗的能量进行建模。然而，在此提出的不同模型可以利用基于上面提及的能量损耗的车辆10的距离特定的总能量损耗，并且可以由如下表示：
（9）
其中，vmean是在行程界限上的车辆的平均速度，T是车辆10的行程界限，积分中的第一被加数表示由于推进装置的转换效率所致的动力损耗（参见等式（7）），并且Pl,1和Pl,2分别表示根据等式（1）和（2）的车辆的阻力和摩擦损耗。
该能量损耗模型然后可以被用于成本函数28中以确定在行程界限上的车辆10的优化速度，成本函数可以作为在行程界限的Nhorz个增量部分上的求和而被表示为如下：
（10）
其中，cE和cv是典型地可以相加成为1的加权并且是基于经验和/或用户偏好确定的，Ei是在行程界限的增量i上的车辆的能量模型（例如，使用等式（9）的能量损耗模型30或者使用根据等式（8）的距离特定的主能量模型的能量损耗模型30），En是能量归一化因数，其可以是车辆10的目标速度的函数，vi是在行程界限的增量i上的车辆10的平均速度，vref是车辆的目标速度，并且vn是车辆的速度归一化因数。等式（10）中示出的成本函数28可以基于用户偏好而被延伸或扩展以包括其它项。这样的用户偏好可以包括加速度上的想要的最大改变、想要的最大加速度、用以行驶行程界限的想要的时间、和/或一个或多个其它想要的因数。
因此，基于针对在行程界限上行驶的车辆10使用能量损耗模型，能够获得对由车辆10在行程界限上消耗的能量的更精确理解。据此，车辆10的控制器16可以能够基于用于车辆10的目标速度更精确地计算用于车辆进行行驶的优化的速度。
利用车辆10的能量损耗模型30的用于车辆的优化技术可以被用于一个或多个途径或方法中，包括巡航控制系统方法。图5描绘在用于根据用户规定的目标速度建立车辆10的实际速度的处理100中使用上面描述的能量损耗模型30的一个示例。处理100可以包括在步骤102处接收用于车辆的目标速度。在一些情况下，用于车辆10的目标速度可以在与可以为车辆10提供动力的推进装置14通信的控制器16处被接收。在步骤104处，处理100可以包括优化在车辆10的行程界限上的成本函数30。在一些情况下，成本函数28可以至少部分地基于相关于所接收的目标速度的在行程界限上的车辆的能量损耗来在车辆10的行程界限上被优化。例如，控制器16可以使用利用如等式（9）中的模型的成本函数28来确定并最小化在行程界限上的车辆10的能量损耗，以鉴于目标速度确定车辆10的优化速度。在步骤106，可以至少部分地基于优化行程界限上的成本函数来设置车辆10的实际速度。
车辆10的控制器16可以优化行程界限上的成本函数。然而，在一些情况下，一个或多个其它控制器可以优化行程界限上的成本函数并且把优化的结果输入到控制器16以用于确定推进装置设置点（例如，引擎制动转矩）。
在一些情况下，所设置的实际速度可以是由成本函数28标识的车辆的优化速度。替换地或者此外，优化速度可以被呈现给车辆的用户（例如，驾驶员），并且用户可以被给予将车辆的速度设置于所确定的优化速度或者基于知道针对用户的要求和车辆的能量损耗的优化速度的某一其它速度的选项。
在一些情况下，方法100可以被用于控制器16的巡航控制模块19中。巡航控制模块19可以控制推进装置以建立车辆10的速度。在巡航控制模块19中，目标速度可以是用户规定的巡航控制速度并且所设置的实际速度可以是车辆的所建立的速度。
图6是与等式中的动力对应的能量流动的图。能量分发“部件”可以取决于物理学和参数（诸如，车辆质量、道路坡度、车辆速度）来平衡能量流动（动力），以使得连接到能量分发“部件”的所有能量流动的总和为零。符号41可以类似于主能量池（例如，燃料池或电池），其具有到推进装置43（例如，内燃机）的主能量流动42。能量转换损耗44可以从装置43流动。推动车辆的能量流动45可以去往指示能量流动的取决于参数的分发（平衡）（例如，速度、道路坡度、车辆质量等的参数）的符号46。阻力和摩擦损耗的流动49被示出为来自符号46。在符号46和车辆动能块51之间可以存在双向流动47。另外，在符号46和车辆势能块52之间可以存在双向流动48。
以下是上面的公开的简要概述。车辆系统可以包括车辆、诸如内燃机的推进装置、和控制器。推进装置可以被配置为至少部分地为车辆提供动力，并且控制器可以与推进装置通信以用于根据车辆的目标速度来控制推进装置。控制器可以包括车辆的能量平衡模型并且可以被配置为使用该模型以估计在车辆的行程界限上的能量损耗。控制器可以被配置为在每个处理步骤中至少部分地基于所估计的能量损耗来优化在车辆的行程界限上的成本函数，以设置用于车辆的实际速度。
进一步地，车辆系统的控制器可以被配置为至少部分地通过最小化与目标速度相关的能量损耗来优化成本函数。
进一步地，车辆系统的控制器可以包括巡航控制模块并且目标速度是用户规定的巡航控制速度。
如由控制器设置的车辆系统的实际速度可以是在用户已经规定的用户规定的巡航控制速度之后的车辆的实际速度。
车辆系统的车辆的行程界限可以是时间间隙。
车辆的能量平衡模型可以包括在行程界限上车辆可能行驶于其上的道路的道路坡度的参数。
车辆系统的能量平衡模型可以包括当前道路坡度的参数，车辆被定位于该当前道路坡度。
车辆系统的车辆的能量平衡模型可以包括车辆的质量作为参数。
在行程界限上的车辆系统的所估计的能量损耗可以包括由于车辆的气动阻力所致的能量损耗。
在行程界限上的车辆系统的所估计的能量损耗可以包括由于摩擦所致的能量损耗。
在行程界限上的车辆的所估计的能量损耗可以包括由于车辆的推进装置的能量转换损耗（例如，来自引擎的热损耗）所致的能量损耗。
一种用于根据用户规定的目标速度建立车辆的实际速度的方法可以包括接收用于车辆的目标速度。目标速度是在与推进装置通信的控制器处被接收的，推进装置被配置为至少部分地为车辆提供动力，该方法还包括：至少部分地基于相关于目标速度的在行程界限上的车辆的能量损耗来优化在行程界限上的成本函数；以及至少部分地基于优化在行程界限上的成本函数来设置车辆的实际速度。
进一步地，方法中的控制器可以包括车辆能量平衡模型以计算在行程界限上的车辆的能量损耗。
进一步地，方法可以包括：至少部分地基于最小化相关于目标速度的在行程界限上的车辆的能量损耗以建立优化速度来至少部分地基于在行程界限上的车辆的能量损耗而优化在行程界限上的成本函数。
方法可以进一步包括：获得与行程界限有关的参数的一个或多个测量，其中，优化成本函数可以把所获得的与行程界限有关的参数的一个或多个测量纳入考虑。
进一步地，方法中的控制器可以包括巡航控制模块，该巡航控制模块被配置为控制推进装置以建立车辆的速度，并且目标速度可以是用户规定的巡航控制速度并且所设置的实际速度可以是车辆的所建立的速度。
一种控制器可以被提供用于由推进装置提供动力的车辆。该控制器可以包括：处理单元；用于在处理单元处接收参数的一个或多个测量的输入；以及用于至少部分地基于所接收的参数的一个或多个测量而向推进装置提供一个或多个操作设置点的输出。处理单元可以接收用于在行程界限上的车辆的目标速度；可以获得与行程界限相关的参数的一个或多个测量；并且可以通过最小化相关于所接收的目标速度以及一个或多个所获得的与行程界限相关的参数的测量的车辆的能量损耗，来优化车辆的成本函数以提供用于推进装置的操作设置点。
所提供的由控制器确定的操作条件可以建立车辆的实际速度。
被最小化的能量损耗可以包括如下中的一个或多个：由于气动阻力所致的能量损耗，由于存在于推进装置、传动系、以及轮胎中的摩擦所致的能量损耗，以及由于来自推进装置的转换损耗（例如，来自内燃机的热损耗）所致的能量损耗。
所获得的与行程界限相关的参数的测量可以包括如下中的一个或多个：车辆的质量，和在行程界限上的车辆被定位于其上的道路的道路坡度。
在本说明书中，一些问题尽管是以另外的方式或时态阐述的，但是可以具有假设的或预言的性质。
尽管已经相对于至少一个说明性的示例描述了本系统和/或方法，但是在阅读说明书时许多变化和修改对于本领域的技术人员来说将变得明显。因此意图的是所附权利要求是鉴于相关技术而被尽可能宽泛地解释以包括所有这样的变化和修改。

Claims (20)

1.一种车辆系统，包括：
车辆；
推进装置，被配置为至少部分地为所述车辆提供动力；以及
控制器，与所述推进装置通信以用于根据所述车辆的目标速度来控制所述推进装置，并且
其中：
所述控制器包括所述车辆的能量平衡模型并且被配置为使用该模型来估计在所述车辆的行程界限上的能量损耗；并且
所述控制器被配置为至少部分地基于所估计的能量损耗来优化在所述车辆的行程界限上的成本函数，以设置用于所述车辆的实际速度。
2.如权利要求1所述的车辆系统，其中，所述控制器被配置为至少部分地通过最小化与所述目标速度相关的能量损耗来优化所述成本函数。
3.如权利要求1所述的车辆系统，其中，所述控制器包括巡航控制模块并且所述目标速度是用户规定的巡航控制速度。
4.如权利要求3所述的车辆系统，其中，所设置的用于所述车辆的实际速度是在用户已经规定了所述用户规定的巡航控制速度之后所述车辆的实际速度。
5.如权利要求1所述的车辆系统，其中，所述车辆的行程界限是时间间隙。
6.如权利要求5所述的车辆系统，其中，所述车辆的能量平衡模型包括在行程界限上所述车辆要行驶于其上的道路的道路坡度的参数。
7.如权利要求1所述的车辆系统，其中，所述车辆的能量平衡模型包括前道路坡度的参数，所述车辆被定位于该当前道路坡度。
8.如权利要求1所述的车辆系统，其中，所述车辆的能量平衡模型包括所述车辆的质量作为参数。
9.如权利要求1所述的车辆系统，其中，所估计的能量损耗包括由于气动阻力所致的能量损耗。
10.如权利要求1所述的车辆系统，其中，所估计的能量损耗包括由于摩擦所致的能量损耗。
11.如权利要求1所述的车辆系统，其中，所估计的能量损耗包括由于来自所述推进装置的转换效率所致的能量损耗。
12.一种用于根据用户规定的目标速度建立车辆的实际速度的方法，所述方法包括：
接收用于车辆的目标速度，其中所述目标速度是在与推进装置通信的控制器处被接收的，所述推进装置被配置为至少部分地为所述车辆提供动力；
至少部分地基于相关于所述目标速度的在行程界限上的所述车辆的能量损耗来优化在所述行程界限上的成本函数；以及
至少部分地基于优化在所述行程界限上的成本函数来设置所述车辆的实际速度。
13.如权利要求12所述的方法，其中，所述控制器包括车辆能量平衡模型以计算在所述行程界限上的所述车辆的能量损耗。
14.如权利要求12所述的方法，其中，至少部分地基于在所述行程界限上的所述车辆的能量损耗来优化在所述行程界限上的成本函数包括：最小化相关于目标速度的在所述行程界限上的所述车辆的能量损耗以建立优化速度。
15.如权利要求12所述的方法，进一步包括：
获得与所述行程界限有关的参数的一个或多个测量，并且
其中，优化所述成本函数把所获得的与所述行程界限有关的参数的一个或多个测量纳入考虑。
16.如权利要求12所述的方法，其中：
所述控制器包括巡航控制模块，所述巡航控制模块被配置为控制所述推进装置以建立所述车辆的速度；并且
所述目标速度是用户规定的巡航控制速度并且所设置的实际速度是所述车辆的所建立的速度。
17.一种用于由推进装置提供动力的车辆的控制器，所述控制器包括：
处理单元；
用于在所述处理单元处接收参数的一个或多个测量的输入；以及
用于至少部分地基于所接收的参数的一个或多个测量而向所述推进装置提供一个或多个操作设置点的输出，并且
其中，所述处理单元被配置为：
接收用于在行程界限上的所述车辆的目标速度；
获得与所述行程界限相关的参数的一个或多个测量；以及
通过最小化相关于所接收的目标速度以及一个或多个所获得的与所述行程界限相关的参数的测量的所述车辆的能量损耗，来优化所述车辆的成本函数以提供用于所述推进装置的操作设置点。
18.如权利要求17所述的控制器，其中，所提供的操作条件被配置为建立所述车辆的实际速度。
19.如权利要求17所述的控制器，其中，所述推进装置是引擎并且所述能量损耗包括如下的一个或多个：由于气动阻力所致的能量损耗、由于车辆摩擦所致的能量损耗、以及由于来自所述引擎的热损耗所致的能量损耗。
20.如权利要求17所述的控制器，其中，与所述行程界限相关的参数的测量包括如下的一个或多个：所述车辆的质量，和在所述行程界限上所述车辆被定位于其上的道路的道路坡度。
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