CN112672909B - 操作包括车辆减速子系统的车辆 - Google Patents

操作包括车辆减速子系统的车辆 Download PDF

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Publication number
CN112672909B
CN112672909B CN201880097466.4A CN201880097466A CN112672909B CN 112672909 B CN112672909 B CN 112672909B CN 201880097466 A CN201880097466 A CN 201880097466A CN 112672909 B CN112672909 B CN 112672909B
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vehicle
deceleration
subsystem
indicative
energy accumulation
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CN112672909A (zh
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克里斯托弗·塔格松
里昂·亨德森
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Volvo Truck Corp
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Volvo Truck Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to braking
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/30—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by chargeable mechanical accumulators, e.g. flywheels
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B60L15/2018—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
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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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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    • B60W30/18127—Regenerative braking
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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Abstract

本发明涉及一种操作车辆(1)的方法，该车辆包括至少第一车辆减速子系统(3；5；13)和处理电路(15)，该第一车辆减速子系统是可控制的以使车辆(1)减速，该处理电路耦合到所述至少第一车辆减速子系统(3；5；13)，该方法包括以下步骤：由处理电路(15)从第一车辆减速子系统(3；5；13)获取(S10)指示第一车辆减速子系统(3；5；13)的当前能量累积的至少一个值(S10)；以及，由处理电路(15)基于以下各项来确定(S11)指示当前可用于车辆(1)减速的减速能量容量的度量值：所获取的指示第一车辆减速子系统(3；5；13)的当前能量累积的所述至少一个值；第一车辆减速子系统(3；5；13)的减速能量累积的预定模型；以及指示第一车辆减速子系统(3；5；13)的最大容许能量累积的预定极限。

Description

操作包括车辆减速子系统的车辆
技术领域
本发明涉及一种操作包括至少一个车辆减速子系统的车辆的方法、车辆控制单元和车辆。
本发明可以应用于重型车辆，例如卡车、公共汽车和建筑设备。尽管将参照卡车来描述本发明，但本发明不限于这种特定车辆，而是还可用在其它车辆中，例如公共汽车或工程机械(例如，轮式装载机或挖掘机等)。特别是，该车辆可以包括挂车，并且在该挂车中可以包含至少一个车辆减速子系统。
背景技术
当在丘陵地区操作车辆时，无论是自主驾驶还是由人类驾驶员驾驶，重要的是选择适合于这种情形的速度，以避免过热的制动器(也称为衰减的制动器)。
然而，在诸如卡车的重型车辆上，选择合适下坡速度的挑战并非易事，因为可能存在几个基本的车辆减速子系统，这些车辆减速子系统可以组合以实现制动作用。
US2006/0069488公开了一种用于在具有电驱动系统和机械制动系统的推进机器中耗散功率的方法。确定该机器的倾斜度。确定该机器的速度。基于所确定的倾斜度和速度来确定减速需求。减速需求的第一部分被分配为由电驱动系统满足，该第一部分小于或等于该电驱动系统的减速能力。如果减速需求大于电驱动系统的减速能力，则该减速需求的第二部分被分配为由机械制动系统满足。
然而，会希望提供对包括至少一个车辆减速子系统的车辆的、改进的控制。
发明内容
因此，本发明的目的是提供对包括至少一个车辆减速子系统的车辆的、改进的控制。
根据本发明的第一方面，该目的通过一种操作车辆的方法来实现，该车辆包括至少第一车辆减速子系统和处理电路，该第一车辆减速子系统是可控制的以使车辆减速，并且该处理电路耦合到所述至少第一车辆减速子系统，该方法包括以下步骤：由处理电路从第一车辆减速子系统获取指示第一车辆减速子系统的当前能量累积的至少一个值；以及由处理电路基于以下各项来确定指示当前可用于车辆减速的减速能量容量(retardationenergy capacity)的度量值(measure)：所获取的指示第一车辆减速子系统的当前能量累积的所述至少一个值；第一车辆减速子系统的减速能量累积的预定模型；以及指示第一车辆减速子系统的最大容许能量累积的预定极限。
指示所述第一车辆减速子系统的当前能量累积的上述至少一个值可以是具有取决于车辆减速子系统类型的某一特性(property)的至少一个值。
对于摩擦制动子系统，该能量累积可以例如由制动器部件温度、指示行车制动器接近过热的程度的标量百分比、在当前设置下的剩余制动时间容量(time capacity)等中的一个或多个来指示。对于减速模式下的电动推进系统，该能量累积例如可以由电池的荷电状态以及电动机的温度等中的一个或多个来指示。对于减速模式下的内燃发动机(ICE)，该能量累积可以例如由温度和发动机速度等中的一个或多个来指示。
所述至少第一车辆减速子系统的减速能量累积的上述预定模型可以是特定车辆减速子系统的分析模型或经验模型。
对于摩擦制动子系统，该模型例如可以在摩擦制动子系统的部件中的温度升高与能量累积之间提供联系。对于减速模式下的电动推进系统，该模型可以例如考虑到能够被电池接受而不会损坏电池的剩余电量、以及可能的充电速率。对于减速模式下的ICE，该模型可以例如在ICE中的温度升高与能量累积之间提供联系。
可以选择上述预定极限以避免车辆减速子系统的损坏和/或减速能力的损失。可以例如基于模拟和/或测试来确定该极限。
本发明是基于以下认识：当前可用于车辆减速的减速能量容量将是一个非常有用的特性，其用于传达车辆的减速子系统的能力，以允许车辆的安全操作(特别是在丘陵地区)。例如，与当前可用于车辆减速的减速能量容量有关的信息可以便于实施车辆的自主驾驶应用。特别是，该自主驾驶应用对于具有不同的多组车辆减速子系统的不同车辆来说可以仅需要最小的调整或不需要调整，这可缩短自主驾驶车辆的开发时间。在本申请的上下文中，当前可用于车辆减速的减速能量容量有时可以被称为车辆组合减速能量容量(VCREC)。
根据实施例，该方法可以进一步包括以下步骤：确定指示在没有所述至少第一车辆减速子系统的减速能量累积的情况下由该车辆提供的可持续减速功率的度量值。
一些运动致动器持续耗散能量。来自制动衬块的散热就是一个例子。此外，车辆受外力(例如，空气阻力和滚动阻力)影响。这两类可持续的能量耗散可以通过在没有减速能量累积的情况下由车辆提供的可持续减速功率来表示。在本申请的上下文中，该功率有时可以被称为车辆组合减速阈值功率(VCRTP)。
除了当前可用于车辆减速的减速能量容量之外，对指示该可持续减速功率的上述度量值的访问可以提供对车辆的更精确控制，从而潜在地允许车辆的更快行驶，同时仍确保在丘陵地区的安全操作。
根据实施例，该车辆还可以包括第二车辆减速子系统，该第二车辆减速子系统是可控制的以使车辆减速，并且所述处理电路可以还耦合到第二车辆减速子系统；该方法可以进一步包括以下步骤：由处理电路从第二车辆减速子系统获取指示第二车辆减速子系统的当前能量累积的至少一个值；以及，可以基于以下各项来进一步确定指示当前可用于车辆减速的减速能量容量的度量值：所获取的指示第二车辆减速子系统的当前能量累积的所述至少一个值；第二车辆减速子系统的减速能量累积的预定模型；以及指示第二车辆减速子系统的最大容许能量累积的预定极限。
第一车辆减速子系统和第二车辆减速子系统例如可以是不同类型的车辆减速子系统，例如是以下的不同类型：摩擦制动子系统，减速模式下的电动推进系统，和减速模式下的内燃发动机(ICE)。
根据实施例，该方法可以进一步包括以下步骤：由处理电路提供指示当前可用于车辆减速的减速能量容量的信号。该信号可以例如被提供给车辆的自主驾驶应用或提供给驾驶员支持模块。该信号例如可以用于确定车辆的当前容许最大速度。
根据各种实施例，该车辆可以还包括路线子系统，该路线子系统用于估计至少包括海拔信息的未来车辆路线，该路线子系统耦合到处理电路；并且该方法可以进一步包括以下步骤：由处理电路从该路线子系统获取指示未来车辆路线的海拔信息的信号；以及基于以下各项来确定车辆的最大容许速度：指示当前可用于车辆减速的减速能量容量的度量值；指示未来车辆路线的海拔信息的信号；以及车辆的质量。上述最大容许速度可以是最大当前容许速度，其可以例如根据前方路线的地形而随时间变化。该处理电路可以例如确定前方路段的随时间变化或恒定的预测最大容许速度。
有利地，该方法可以进一步包括以下步骤：获取至少一个环境状况参数值；以及，可以附加地基于该至少一个环境状况参数值来确定车辆的最大容许速度。环境状况参数值的示例可以包括环境温度、风速、风向、所估计的道路摩擦力等。
此外，该方法可以进一步包括以下步骤：确定指示了在没有所述至少第一车辆减速子系统的减速能量累积的情况下由车辆提供的可持续减速功率的度量值；以及，可以附加地基于指示可持续减速功率的该度量值来确定车辆的最大容许速度。
在实施例中，该方法可以进一步包括以下步骤：提供指示车辆的最大容许速度的信号。该信号可以例如被提供给车辆的自主驾驶应用或提供给驾驶员支持模块。可以基于该信号来控制该车辆的操作，例如原动机(ICE和/或电动推进系统)和/或至少一个车辆减速子系统的操作。
根据实施例，该方法可以进一步包括以下步骤：控制该车辆以低于最大容许速度的速度行驶。
在实施例中，所述至少第一车辆减速子系统可以包括以下项中的至少一种：摩擦制动子系统、内燃发动机、减速器以及电动推进系统。
根据本发明的第二方面，上述目的通过一种车辆控制单元来实现。
在实施例中，该车辆控制单元可以还包括通信接口，用于提供指示当前可用于车辆减速的减速能量容量的信号。
根据本发明的第三方面，上述目的通过计算机程序来实现。
此外，根据本发明的实施例的车辆控制单元可以被包括在车辆中，该车辆还包括至少第一车辆减速子系统，该第一车辆减速子系统是可控制的以使车辆减速。
附图说明
参照附图，下面是作为示例引用的本发明实施例的更详细描述。
在附图中：
图1是根据本发明的实施例的车辆的侧视图，该车辆为包括至少第一车辆减速子系统的卡车的形式。
图2是图1中的车辆的简化的示意性框图。
图3是示意性地说明了根据本发明的第一示例实施例的方法的流程图。
图4是示意性地说明了根据本发明的第二示例实施例的方法的流程图。
图5是示意性地说明了根据本发明的第三示例实施例的方法的流程图。
具体实施方式
图1示意性地示出了根据本发明的示例实施例的车辆(这里为卡车1的形式)，该车辆包括ICE装置3、电动推进系统5、车轮11、摩擦制动子系统13以及车辆控制单元15，该车辆控制单元15用于控制车辆1的操作。电动推进系统5包括电动机7和电池模块9。
图1中的车辆1包括三个不同的车辆减速子系统：摩擦制动子系统13、ICE装置3(当处于减速模式下时)以及电动推进系统5(当处于减速模式下时)。应当理解，车辆1可以包括额外的车辆减速子系统，例如，机械能量存储装置(例如，飞轮)和/或液压能量存储装置(例如，液压蓄能器)。
图2是图1中的车辆的简化的示意性框图。参照图2，车辆控制单元15包括减速能力确定模块19、运动规划模块21以及车辆控制模块23。如图2中示意性地示出的，减速能力确定模块19耦合到ICE 3、电动推进系统5、摩擦制动子系统13以及由附图标记18共同指示的车辆传感器。此类车辆传感器18可以例如包括用于测量环境温度和/或风速和/或路面摩擦力的传感器。运动规划模块21耦合到路线子系统17，并且车辆控制模块23耦合到ICE装置3、电动推进系统5以及摩擦制动子系统13。
车辆控制单元15的不同模块之间的接口例如可以是软件接口(所谓的API)或硬件接口(例如，以太网总线或CAN总线)。换句话说，这些接口可以是ECU之间的接口的一部分，或者其可以是软件组件之间的接口。
现在将参照图3中的流程图并继续参照所示出的图1和图2来描述根据本发明方法的第一示例实施例。
在第一步骤S10中，减速能力确定模块19获取指示车辆1的每个车辆减速子系统的当前能量累积的至少一个值。因此，在图1和图2中概述的示例实施例中，减速能力确定模块19从ICE装置3、电动推进系统5以及摩擦制动子系统13中的每一个获取这种值。例如，减速能力确定模块19可以从ICE装置3获取一个或多个温度读数、从电动推进系统5获取电池9的荷电状态以及从摩擦制动子系统13获取一个或多个温度读数。此外，减速能力确定模块19可以从车辆传感器18获取至少一个环境状况参数值。
基于所获取的参数值，在步骤S11中，减速能力确定模块19确定指示当前可用于车辆减速的减速能量容量(VCREC)的度量值、以及指示在没有车辆减速子系统的减速能量累积的情况下由车辆1提供的可持续减速功率(VCRTP)的度量值。
对VCREC的确定还基于各个车辆减速子系统的减速累积的预定模型、以及指示各个车辆减速子系统的最大容许能量累积的预定极限。
例如，VCREC可以计算为以下各项之和：
摩擦制动器在它们开始过热(即，制动能力根本性降低或受损)之前所能吸收的最大制动热能。
在存在损坏/性能根本性恶化的风险之前所有原动机(例如内燃发动机或电动机)所能吸收的最大制动热能。
能够存储在电池组或其它电能存储装置中的最大制动电能。
在存在损坏或性能根本性恶化的风险之前能够存储在机械能量存储装置(例如，飞轮)中的最大制动机械能量。
能够存储在液压能量存储装置(例如，液压蓄能器)中的最大制动液压能量。
例如，VCRTP可以作为速度的函数被推导出。对于特定速度，VCRTP可以计算为下列各项之和：
在所述速度下计算出的由于车辆组合体上的空气阻力而产生的制动功率。
在所述速度下计算出的由于车辆的滚动阻力而产生的制动功率。
在所述速度下计算出的所有摩擦制动器的散热功率。
在所述速度下计算出的所有还用于制动的原动机的散热功率。
应该注意，例如，空气阻力和滚动阻力不需要是VCRTP计算的一部分，并且这些因素可作为单独项加以考虑。
在下一步骤S12中，减速能力确定模块19提供指示VCREC和VCRTP的信号。在实施例中，该信号可以提供给车辆控制单元15的运动规划模块21。在步骤S12之后，该方法可以返回到步骤S10。
现在将参照图4中的流程图并继续参照所示出的图1和图2来描述根据本发明的方法的第二示例实施例。
在第一步骤S20中，如上文关于图3中的流程图的步骤S10所述的，获取指示车辆1的每个车辆减速子系统的当前能量累积的至少一个值、以及来自车辆传感器18的至少一个环境状况参数值。此外，由图2中的车辆控制单元15的运动规划模块21从路线子系统17获取指示未来车辆路线的海拔信息的信号。
在下一步骤S21中，如上文关于图3中的流程图的步骤S11所述的，确定VCREC和VCRTP。此外，例如由图2中的运动规划模块21确定最大容许车辆速度vmax。
根据一个示例实施方式，可以基于以下关系来验证某个速度曲线被认为是安全的：
其中m是车辆组合体的重量，ax是期望的纵向减速水平，g是重力常数，δslope是道路坡度角(正向上坡)，vx是期望的纵向速度，积分变量s是行驶距离，并且send是任意距离参数。有利地，可以针对多个不同send值来验证该关系。一个重要的候选方案可以是将send设定为等于下一斜坡的长度。然后，经过验证的安全速度曲线vx(s)将限定在沿着车辆1前方的路线的不同点处的最大容许速度。
根据另一个示例实施方式，可以基于以下关系来验证某个速度曲线被认为是安全的：
其中Fa指代空气阻力，并且Fr指代滚动阻力。在该示例中，已经在不考虑空气阻力和滚动阻力的情况下确定VCRTP。
在随后的步骤S22中，由运动规划模块21提供指示经过验证的安全速度曲线的信号。在实施例中，该信号可以提供给车辆控制单元15的车辆控制模块23。在步骤S22之后，该方法可以返回到步骤S20。
现在将参照图5中的流程图并继续参照所示出的图1和图2来描述根据本发明的方法的第三示例实施例。
在第一步骤S30中，如上文关于图4中的流程图的步骤S20所述的，获取各个值。
在下一步骤S31中，如上文关于图4中的流程图的步骤S21所述的，确定经过验证的安全速度曲线vx(s)，该经过验证的安全速度曲线vx(s)限定了在沿着车辆1前方的路线的不同点处的最大容许速度。
在随后的步骤S32中，由车辆控制单元15的车辆控制模块23来控制各个车辆子系统(例如ICE装置3、电动推进系统5以及摩擦制动子系统13)，以实现步骤S31中确定的经过验证的安全速度曲线。
应当理解，本发明不限于上文所述和附图中示出的实施例；而是，本领域技术人员将认识到，可以在本发明的范围内进行许多修改和变型。

Claims (13)

1.一种操作车辆的方法，所述车辆包括至少第一车辆减速子系统和处理电路，所述第一车辆减速子系统是可控制的以使所述车辆减速，所述处理电路耦合到所述至少第一车辆减速子系统，
所述方法包括以下步骤：
由所述处理电路从所述第一车辆减速子系统获取指示所述第一车辆减速子系统的当前能量累积的至少一个值；以及
由所述处理电路基于以下各项来确定指示当前可用于所述车辆减速的减速能量容量的度量值：
所获取的指示所述第一车辆减速子系统的当前能量累积的所述至少一个值；
所述第一车辆减速子系统的减速能量累积的预定模型；以及
指示所述第一车辆减速子系统的最大容许能量累积的预定极限。
2.根据权利要求1所述的方法，其中，所述方法进一步包括以下步骤：确定指示在没有所述至少第一车辆减速子系统的减速能量累积的情况下由所述车辆提供的可持续减速功率的度量值。
3.根据权利要求1或2所述的方法，其中：
所述车辆还包括第二车辆减速子系统，所述第二车辆减速子系统是可控制的以使所述车辆减速，并且所述处理电路还耦合到所述第二车辆减速子系统；
所述方法还包括以下步骤：由所述处理电路从所述第二车辆减速子系统获取指示所述第二车辆减速子系统的当前能量累积的至少一个值；以及
进一步基于以下各项来确定指示当前可用于所述车辆减速的减速能量容量的所述度量值：
所获取的指示所述第二车辆减速子系统的当前能量累积的所述至少一个值；
所述第二车辆减速子系统的减速能量累积的预定模型；以及
指示所述第二车辆减速子系统的最大容许能量累积的预定极限。
4.根据权利要求1或2所述的方法，进一步包括以下步骤：
由所述处理电路提供指示当前可用于所述车辆减速的所述减速能量容量的信号。
5.根据权利要求1或2所述的方法，其中：
所述车辆还包括路线子系统，所述路线子系统用于估计至少包括海拔信息的未来车辆路线，所述路线子系统耦合到所述处理电路；并且
所述方法进一步包括以下步骤：
由所述处理电路从所述路线子系统获取指示所述未来车辆路线的海拔信息的信号；以及
基于以下各项来确定所述车辆的最大容许速度：
指示当前可用于所述车辆减速的减速能量容量的所述度量值；
指示所述未来车辆路线的海拔信息的所述信号；以及
所述车辆的质量。
6.根据权利要求5所述的方法，其中：
所述方法进一步包括获取至少一个环境状况参数值的步骤；并且
附加地基于所述至少一个环境状况参数值来确定所述车辆的所述最大容许速度。
7.根据权利要求5所述的方法，其中：
所述方法进一步包括以下步骤：确定指示了在没有所述至少第一车辆减速子系统的减速能量累积的情况下由所述车辆提供的可持续减速功率的度量值；以及
附加地基于指示所述可持续减速功率的所述度量值来确定所述车辆的所述最大容许速度。
8.根据权利要求5所述的方法，进一步包括以下步骤：
提供指示所述车辆的所述最大容许速度的信号。
9.根据权利要求5所述的方法，进一步包括以下步骤：
控制所述车辆以低于所述最大容许速度的速度行驶。
10.根据权利要求1或2所述的方法，其中，所述至少第一车辆减速子系统包括摩擦制动子系统、内燃发动机、减速器以及电动推进系统中的至少一个。
11.一种车辆控制单元，所述车辆控制单元用于控制车辆的操作，所述车辆包括至少第一车辆减速子系统，所述至少第一车辆减速子系统是可控制的以使所述车辆减速，所述车辆控制单元被配置成：
从所述第一车辆减速子系统获取指示所述第一车辆减速子系统的当前能量累积的至少一个值；并且
基于以下各项来确定指示当前可用于所述车辆减速的减速能量容量的度量值：
所获取的指示所述第一车辆减速子系统的当前能量累积的所述至少一个值；
所述第一车辆减速子系统的减速能量累积的预定模型；以及
指示所述第一车辆减速子系统的最大容许能量累积的预定极限。
12.根据权利要求11所述的车辆控制单元，还包括通信接口，所述通信接口用于提供指示了当前可用于所述车辆减速的所述减速能量容量的信号。
13.一种车辆，包括：
至少第一车辆减速子系统，所述至少第一车辆减速子系统是可控制的以使所述车辆减速；和
根据权利要求11或12所述的车辆控制单元。
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