SE1450547A1 - Method and system for activating an auxiliary braking system in a vehicle - Google Patents

Method and system for activating an auxiliary braking system in a vehicle Download PDF

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Publication number
SE1450547A1
SE1450547A1 SE1450547A SE1450547A SE1450547A1 SE 1450547 A1 SE1450547 A1 SE 1450547A1 SE 1450547 A SE1450547 A SE 1450547A SE 1450547 A SE1450547 A SE 1450547A SE 1450547 A1 SE1450547 A1 SE 1450547A1
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Sweden
Prior art keywords
braking force
vehicle
braking
auxiliary
braking system
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SE1450547A
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Swedish (sv)
Inventor
Arvid Rudberg
Anders Kjell
Jonatan Liljestrand
Tomas Selling
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Scania Cv Ab
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Priority to SE1450547A priority Critical patent/SE1450547A1/en
Publication of SE1450547A1 publication Critical patent/SE1450547A1/en

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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
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • 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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • 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
    • 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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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Föreliggande uppfinning hänför sig till ett förfarande vid aktivering av ett tillsatsbromssystem vid ett fordon, varvid nämnda fordon (100) innefattar ett huvudbromssystem och åtminstone ett första tillsatsbromssystem (117). Förfarandet innefattar, när en förare av nämnda fordon (100) begär en första bromskraft (FREQ) från nämnda åtminstone ett första tillsatsbromssystem, och när nämnda första bromskraft understiger en av nämnda åtminstone ett första tillsatsbromssystem maximalt avgivbar bromskraft (FMAX), - fastställa huruvida den av nämnda första tillsatsbromssystem anbringade bromskraften understiger nämnda första bromskraft (FREQ), och, när så är fallet, anbringa en andra bromskraft medelst nämnda huvudbromssystem så att den av nämnda åtminstone ett första tillsatsbromssystem avgivna bromskraften och nämnda andra bromskraft tillsammans anbringar nämnda första bromskraft.Fig. 2The present invention relates to a method of activating an auxiliary brake system in a vehicle, said vehicle (100) comprising a main brake system and at least a first auxiliary brake system (117). The method comprises, when a driver of said vehicle (100) requests a first braking force (FREQ) from said at least one first auxiliary braking system, and when said first braking force is less than one of said at least one first auxiliary braking system maximum releasable braking force (FMAX), - determining whether it the braking force applied by said first auxiliary braking system is less than said first braking force (FREQ), and, if so, applying a second braking force by means of said main braking system so that the braking force emitted by at least one first auxiliary braking system and said second braking force together apply said first braking force. . 2

Description

1 FoRFARANDE OCH SYSTEM VID AKTIVERING AV ETT TILLSATSBROMSSYSTEM VID ETT FORDON Uppfinningens omrade Fareliggande uppfinning hdnfor sip till tillsatsbromssystem vid fordon, och i synnerhet till ett farfarande vid aktivering av ett tillsatsbromssystem enligt ingressen till patentkravet 1. Uppfinningen avser dven ett system och ett fordon, liksom dven ett datorprogram och en datorprogramprodukt, vilka implementerar forfarandet enligt uppfinningen. FIELD OF THE INVENTION The present invention relates to auxiliary brake system in vehicles, and in particular to a method of activating an auxiliary brake system according to the preamble of the claim. a computer program and a computer program product, which implement the method according to the invention.

Uppfinningens bakgrund Betrdffande fordon i allmdnhet och kanske kommersiella fordon i synnerhet ldggs ofta star vikt pa driftekonomi och den komfort fararen upplever vid framfarande av fordonet. Background of the Invention Relevant vehicles in general and perhaps commercial vehicles in particular are often given great emphasis on operating economy and the comfort the driver experiences when driving the vehicle.

Betrdffande fararkomforten är denna beroende av mAnga aspekter, och ddr olika vid fordonet forekommande funktioner kan vara anordnade att underldtta forarens framfarande av fordonet. Regarding driver comfort, this depends on many aspects, and various functions occurring in the vehicle may be arranged to facilitate the driver's driving of the vehicle.

T.ex. anvdnds ofta automatiskt vdxlande vdxellador, bland annat pd grund av att det ofta är onskvdrt att fordonet ska kunna framforas pa ett for foraren sd bekvdmt sdtt som mojligt. Likasd kan fordonet vara forsett med diverse olika farthallarfunktioner far att ytterligare underldtta far en forare av fordonet. For example. Automatic gearboxes are often used, partly because it is often undesirable for the vehicle to be able to be driven in a way that is as comfortable as possible for the driver. Likewise, the vehicle can be equipped with various different cruise control functions in order to further assist the driver of the vehicle.

God fararkomfort innebdr dock dven andra aspekter, sdsom t.ex. att sdkerstdlla att god karbarhet erh&lls, dvs. att fordonet vid begdran och/eller olika kommandon fran foraren svarar pa ett av foraren forvantat sdtt. Good danger comfort, however, also involves other aspects, such as e.g. to ensure that good carbility is obtained, ie. that the vehicle, upon request and / or various commands from the driver, respond in a manner expected by the driver.

Likasa utgars en viktig aspekt vid framforande av fordonet av fordonets bromsformaga, och betrdffande fararkomfort, och ur sdkerhetshdnseende, är det ocksd viktigt att fordonet vid 2 anbringning av en bromskraft upptrader sAsom fOrvantat av fordonets forare, eftersom annars det finns en risk for att t.ex. olyckstillbud uppstAr. An important aspect is also given when driving the vehicle with the vehicle's braking capability, and with regard to danger comfort, and from a safety point of view, it is also important that the vehicle behaves as expected by the driver of the vehicle when applying a braking force, otherwise there is a risk of t. ex. accidents occur.

Det existerar dock situationer ddr fordonet, nar en bromskraft Or anbringad, kan upptrdda IDA ett sdtt som inte upplevs som intuitivt av fordonets forare. However, there are situations where the vehicle, when a braking force is applied, can occur IDA in a way that is not perceived as intuitive by the driver of the vehicle.

Sammanfattning av uppfinningen Det Or ett syfte med fareliggande uppfinning att tillhandahAlla ett forfarande vid aktivering av ett tillsatsbromssystem vid ett fordon. Detta syfte uppnas med ett fOrfarande enligt patentkrav 1. SUMMARY OF THE INVENTION It is an object of the present invention to provide a method of activating an auxiliary brake system in a vehicle. This object is achieved by a method according to claim 1.

Fareliggande uppfinning hanfor sig till ett farfarande vid aktivering av ett tillsatsbromssystem vid ett fordon, varvid namnda fordon innefattar ett huvudbromssystem och Atminstone ett fOrsta tillsatsbromssystem for anbringning av fOrsta bromskraft. Farfarandet innefattar, nar en forare av namnda fordon begar en fOrsta bromskraft frAn ndmnda atminstone ett fOrsta tillsatsbromssystem, varvid namnda fOrsta bromskraft understiger en av ndmnda atminstone ett fOrsta tillsatsbromssystem maximalt avgivbar bromskraft, faststalla huruvida den av namnda fOrsta tillsatsbromssystem anbringade bromskraften understiger namnda fOrsta bromskraft, och nar den av namnda Atminstone ett fOrsta tillsatsbromssystem anbringade bromskraften understiger namnda fOrsta bromskraft, medelst namnda huvudbromssystem anbringa en andra bromskraft sa att namnda av namnda Atminstone ett fOrsta tillsatsbromssystem avgivna bromskraft och namnda andra bromskraft tillsammans anbringar namnda fOrsta bromskraft. The present invention relates to a method of activating an auxiliary brake system in a vehicle, said vehicle comprising a main braking system and at least a first auxiliary brake system for applying first braking force. The method comprises, when a driver of said vehicle requests a first braking force from said at least one first auxiliary braking system, said first braking force being below one of said at least one first auxiliary braking system maximally releasing braking force, determining whether or not and when the braking force applied by at least one first auxiliary braking system is less than said first braking force, by means of said main braking system a second braking force is applied so that said braking force given by said at least one first auxiliary braking system and said second braking force together apply said braking force.

SAsom har namnts ovan Or det anskvart att fordonet, nar en bromskraft Or anbringad, upptrader pd ett sdtt som upplevs som 3 intuitivt av fordonets forare. Det finns dock situaticner nar sa inte ar fallet, t.ex. i samband med att foraren begar aktivering av ett tillsatsbromssystem. T.ex. finns det tillsatsbromssystem dar avgivbar bromskraft är beroende av fordonets radande hastighet, och dar den avgivbara bromskraften kan avta med minskande fordonshastighet. Sam fOljd av detta kan en av fOraren begard bromskraft komma att tillhandahallas under en farsta del av ett inbromsningsfarfarande, for att sedan borja avta, med langsammare hastighetsreduktion an vantat som fOljd. As mentioned above, it is assumed that the vehicle, when a braking force is applied, behaves in a way that is perceived as intuitive by the driver of the vehicle. However, there are situatics when this is not the case, e.g. in connection with the driver requesting activation of an auxiliary brake system. For example. there are additional braking systems where the releasable braking force depends on the vehicle's radiating speed, and where the releasable braking force can decrease with decreasing vehicle speed. As a result, a braking force requested by the driver may be provided during a first part of a braking process, and then begin to decelerate, with a slower speed reduction than expected as a result.

Foreliggande uppfinning tillhandahaller ett forfarande som mOjliggOr att fordonet vid dylika situationer upplever att fordonet uppvisar ett konsekvent beteende. The present invention provides a method which enables the vehicle in such situations to experience that the vehicle exhibits consistent behavior.

Detta astadkoms genom att, nar en forare av namnda fordon begar en farsta bromskraft frAn ett tillsatsbromssystem, och car namnda forsta bromskraft understiger en av namnda tillsatsbromssystem maximalt avgivbar bromskraft, faststalla huruvida den av tillsatsbromssystemet anbringade bromskraften understiger namnda forsta bromskraft. Nar sa Or fallet kompenseras den oonskade minskningen i bromskraft genom att med huvudbromssystemet, dvs. fordonets fdrdbromssystem som verkar vid fordonets hjul, anbringa en andra bromskraft sA att den sammanlagda bromskraft som erhalls av tillsatsbromssystemet och huvudbromssystemet vasentligen motsvarar den av fOraren begarda fOrsta bromskraften. Saledes kan enligt uppfinningen ett tillsatsbromssystem som tappar bromskraft nar fordonets hastighet reduceras kompenseras med fordonets fardbromssystem sa att fordonet ur forarens synvinkel upptrader sasom Onskat. Tillsatsbromssystemet kan t.ex. utgaras av ett bromssystem som anbringar ett bromsande vridmoment pA vaxelladans utgaende axel, sasom t.ex. ett retarderbromssystem. Vidare kan flera tillsatsbromssystem vara 4 anordnade att tillsammans generera den av fararen bega.rda bromskraften, dar denna sammanlagda bromskraft kan vara fordonshastighetsberoende och kompenseras med fardbromssystemet enligt uppfinningen. Enligt en utforingsform anbringas namnda andra bromskraft endast om fordonets retardation overstiger flagon tillamplig retardation. This is accomplished by, when a driver of said vehicle requests a first braking force from an auxiliary braking system, and if said first braking force is less than one of said auxiliary braking systems maximum emissive braking force, determining whether the braking force applied by the auxiliary braking system is less than said first braking force. In this case, the undesired reduction in braking force is compensated by using the main braking system, ie. the vehicle's front brake system acting on the vehicle's wheels, apply a second braking force so that the combined braking force obtained by the auxiliary brake system and the main braking system substantially corresponds to the first braking force requested by the driver. Thus, according to the invention, an auxiliary braking system which loses braking force when the vehicle speed is reduced can be compensated with the vehicle's service braking system so that from the driver's point of view the vehicle behaves as desired. The auxiliary brake system can e.g. is provided by a braking system which applies a braking torque to the output shaft of the gearbox, such as e.g. a retarder braking system. Furthermore, several auxiliary braking systems can be arranged to together generate the braking force requested by the driver, where this combined braking force can be dependent on vehicle speed and compensated with the service braking system according to the invention. According to one embodiment, said second braking force is applied only if the deceleration of the vehicle exceeds the applicable deceleration of the flag.

Vidare kan bromskraften vid inbromsningar av ovanstaende typ aven vara anordnad att helt eller delvis utgoras av en bromskraft frAn tillsatsbromsar av en typ dar avgiven bromskraft avtar med minskande motorvarvtal, sasom t.ex. avgasbromssystem. Detta innebar att nar fordonet framfars med en viss ilagd vaxel kommer bromskraften att minska med sjunkande fordonshastighet till dess att en nedvaxling till en lagre vaxel utfors, dar den vid nedvaxlingen resulterande hajningen av farbranningsmotorvarvtalet fAr till faljd att den tillgangliga och avgivna bromskraften ocksa hojs. Likasa medfar det resulterande hagre utvaxlingsfarhallandet genom vaxelladan att den resulterande hjulbromskraften akar aven vid ofarandrat bromsmoment pd motorsidan av vaxellAdan. Dylika forandringar i avgiven bromskraft resulterar i komfortstarningar for foraren p1 grund av den f6ra.ndring i retardation som uppstar vid forandringen i avgiven bromskraft. Fareliggande uppfinning Ir tillOmplig aven vid anvandning av dylika bromssystem, dar uppfinningen vid inbromsning med bromskraft helt eller delvis avgiven fran t.ex. avgasbromssystem t.ex. medfor att fordonet kan framforas en langre tid log varje vaxel utan att bromskraft f5rloras genom att den oonskade minskningen i bromskraft kompenseras genom utnyttjande av huvudbromssystemet enligt ovan sa att den sammanlagda bromskraften vasentligen motsvarar den av fararen begarda bromskraften. Darmed kan vaxlingar ocksa ske mindre frekvent, med forbattrad komfort som faljd. Furthermore, the braking force during braking of the above type can also be arranged to consist wholly or partly of a braking force from auxiliary brakes of a type where the emitted braking force decreases with decreasing engine speed, such as e.g. exhaust brake system. This means that when the vehicle is driven with a certain gear engaged, the braking force will decrease with decreasing vehicle speed until a downshift to a lower gear is performed, where the lowering resulting in the downshift of the combustion engine speed will result in the available and released braking force also increasing. Likewise, the resulting positive gear ratio through the gearbox causes the resulting wheel braking force to increase even at unchanged braking torque on the engine side of the gearbox. Such changes in the delivered braking force result in comfort disturbances for the driver due to the change in deceleration that occurs with the change in the delivered braking force. The present invention is also applicable to the use of such braking systems, where the braking system, when braking with braking force, is completely or partially emitted from e.g. exhaust brake system e.g. Because the vehicle can be driven for a longer period of time, each gear smiles without losing braking power by compensating for the undesired reduction in braking force by using the main braking system as above, so that the total braking force essentially corresponds to the braking force requested by the driver. As a result, swings can also occur less frequently, with improved comfort as a result.

Enligt en utfaringsform av uppfinningen faststalls, nar namnda fordon framfors utan retardation, huruvida namnda forsta bromskraft ska anbringas baserat pa data avseende korforhaiianden framfor fordonet. Dyiika data kan t.ex. avse en eller flera av: topografi, kurvatur, hastighetsbegransningar, radande trafik. According to one embodiment of the invention, when said vehicle is driven without deceleration, it is determined whether said first braking force is to be applied based on data relating to the driving force in front of the vehicle. This data can e.g. refer to one or more of: topography, curvature, speed limits, erasing traffic.

Ytterligare kannetecken far fareliggande uppfinning och fordelar darav kommer att framga ur foljande detaljerade beskrivning av exempelutfaringsformer och de bifogade ritningarna. Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.

Kort beskrivning av ritningarna Fig. 1A visar en drivlina i ett fordon vid vilket fareliggande uppfinning med fardel kan anvandas. Brief Description of the Drawings Fig. 1A shows a driveline in a vehicle in which the present invention with the vehicle part can be used.

Fig. 1B visar en styrenhet i ett fordonsstyrsystem. Fig. 1B shows a control unit in a vehicle control system.

Fig. 2visar schematiskt ett exempeiforfarande eniigt en utforingsform av foreliggande uppfinning. Fig. 2 schematically shows an exemplary method according to an embodiment of the present invention.

Fig. 3A-B visar ett exempel pa bromsning av ett fordon. Figs. 3A-B show an example of braking a vehicle.

Fig. 4A-B visar ett exempel pa bromsning av ett fordon med en fordonshastighetsberoende tillsatsbroms. Figs. 4A-B show an example of braking a vehicle with a vehicle speed-dependent auxiliary brake.

Fig. 5A-B visar ett exempel pa kompensering av en bromskraft vid bromsning av ett fordon med en fordonshastighetsberoende tillsatsbroms. Figs. 5A-B show an example of compensation of a braking force when braking a vehicle with a vehicle speed-dependent auxiliary brake.

Detaljerad beskrivning av foredragna utforingsformer Fig. 1A visar schematiskt en drivlina i ett fordon 100 enligt en utfaringsform av fareliggande uppfinning. Uppfinningen är allmant tillamplig vid alla typer av fordon dar en bromskraft 6 kan anbringas genom utnyttjande av ett tillsatsbromssystem och ett huvudbromssystem. Detailed Description of Preferred Embodiments Fig. 1A schematically shows a driveline in a vehicle 100 according to an embodiment of the present invention. The invention is generally applicable to all types of vehicles where a braking force 6 can be applied by using an auxiliary braking system and a main braking system.

Det i fig. 1A schematiskt visade fordonet 100 innefattar en drivlina med en forbranningsmotor 101, vilken pa ett sedvanligt satt, via en pa forbranningsmotorn 101 utgaende axel, vanligtvis via ett svanghjul 102, är forbunden med en vaxellada 103 via en koppling 106. The vehicle 100 schematically shown in Fig. 1A comprises a driveline with an internal combustion engine 101, which in a conventional manner, via a shaft outgoing on the internal combustion engine 101, usually via a flywheel 102, is connected to a gearbox 103 via a clutch 106.

FOrbranningsmotorn 101 styrs av fordonets 100 styrsystem via en styrenhet 115. Likasa styrs kopplingen 106, vilken t.ex. kan utgOras av en automatiskt styrd koppling, och vaxelladan 103 av fordonets 100 styrsystem med hjalp av en eller flera tillampliga styrenheter (ej visat). Fordonets 100 drivlina kan aven vara av annan typ, sasom t.ex. av en typ med konventionell automatvaxellada eller av en typ med en manuellt vaxlad vaxellada etc. The internal combustion engine 101 is controlled by the control system of the vehicle 100 via a control unit 115. Likewise, the clutch 106, which e.g. can be formed by an automatically controlled clutch, and the gearbox 103 of the control system of the vehicle 100 by means of one or more applicable control units (not shown). The driveline of the vehicle 100 can also be of another type, such as e.g. of a type with conventional automatic gearbox or of a type with a manually geared gearbox etc.

En fran vaxelladan 103 utgaende axel 107 driver drivhjul 113, 114 via en slutvaxel 108, sasom t.ex. en sedvanlig differential, samt drivaxlar 104, 105 forbundna med namnda slutvaxel 108. A shaft 107 emanating from the gearbox 103 drives drive wheels 113, 114 via an end shaft 108, such as e.g. a conventional differential, as well as drive shafts 104, 105 connected to said end shaft 108.

Fordonet 100 av den visade typen innefattar vidare ett huvudbromssystem, sasom ett sedvanligt fardbromssystem, dvs. ett direkt vid fordonens hjul verkande bromssystem, sasom ett friktionsbromssystem. Dylika fordon innefattar vanligtvis aven ett eller flera tillsatsbromssystem. The vehicle 100 of the type shown further comprises a main braking system, such as a conventional service braking system, i.e. a brake system acting directly on the wheels of the vehicles, such as a friction brake system. Such vehicles usually also include one or more auxiliary brake systems.

T.ex. kan fordonet 100 innefatta ett vid vaxelladans 103 utgAende axel 107 anordnat, sasom t.ex. monterat i vaxelladans 103 bakkant, och t.ex. av en bromsstyrenhet 116 eller annan styrenhet styrt, tillsatsbromssystem, t.ex. i form av en ett retarderbromssystem 117, vilket alstrar en pa fordonets drivhjul verkande bromskraft genom att motverka rotationen av 7 vaxelladans utgaende axel 107. Bromsverkan kan Astadkommas genom utnyttjande av t.ex. elektrisk, hydraulisk eller magnetisk bromsning av vaxelladande utgaende axel 107, t.ex. genom utnyttjande av en turbin, och darmed aven fordonets drivhjul 113, 114. For example. the vehicle 100 may comprise a shaft 107 arranged at the gearbox shaft 103, such as e.g. mounted in the rear edge of the gearbox 103, and e.g. controlled by a brake control unit 116 or other control unit, auxiliary brake system, e.g. in the form of a retarder braking system 117, which produces a braking force acting on the drive wheel of the vehicle by counteracting the rotation of the output shaft 107 of the gearbox. The braking action can be achieved by utilizing e.g. electric, hydraulic or magnetic braking of the gearshift output shaft 107, e.g. by utilizing a turbine, and thus also the vehicle's drive wheels 113, 114.

Fordon av den visade typen innefattar i allmanhet aven andra tillsatsbromssystem sasom ett eller flera av avgasbromssystem, styrbart reglerbara motorbromssystem, kompressionsbromssystem, elektromagnetiska bromssystem etc. Retarderbromssystemet 117, liksom ovriga tillsatsbromssystem, kan vara anordnade att samverka med fardbromssystemet, t.ex. genom utnyttjande av bromsstyrenheten 116, och kan t.ex. anvandas pa valkant satt vid mattliga retardationer, liksom aven far avlastning av fardbromssystemet i syfte att minska slitage och risk for overnettning av bromsskivor/bromsbelagg vid t.ex. konstantfartbromsning i langa nedforslutningar, sasom t.ex. vid fard i kuperad terrang. Vehicles of the type shown generally also include other auxiliary brake systems such as one or more of the exhaust brake systems, controllable adjustable engine brake systems, compression brake systems, electromagnetic brake systems, etc. The retarder brake system 117, as well as other auxiliary brake systems, may be arranged to cooperate with the service brake system. by utilizing the brake control unit 116, and can e.g. is used on the choice edge in the case of moderate decelerations, as well as relieving the service brake system in order to reduce wear and risk of overnight wear of brake discs / brake pads in e.g. constant speed braking in long downhills, such as e.g. when traveling in hilly terrain.

Fareliggande uppfinning avser tillsatsbromssystem dar den av tillsatsbromssystemet avgivbara bromskraften är beroende av fordonets 100 radande hastighet. Likasa avser fareliggande uppfinning tillsatsbromssystem dar den av tillsatsbromssystemet avgivbara bromskraften är beroende av fordonets hastighet i kombination med radande vaxel, sasom t.ex. avgasbromssystem dar avgivbar bromskraft beror av farbranningsmotorns 101 radande varvtal och utvaxlingen genom vaxelladan, och dar den avgivbara bromskraften kan stiga markant vid nedvaxling. Uppfinningen kommer dock i det foljande att exemplifieras i huvudsak for ett retarderbromssystem, sasom retarderbromssystemet 117, men beskrivningen är i start lika tillamplig for t.ex. avgasbromssystem. Tillsatsbromskraften enligt uppfinningen kan aven vara anordnad att tillhandahallas av tva eller flera 8 samtidigt verkande tillsatsbromssystem sasom retarderbromssystem och avgasbromssystem. The present invention relates to auxiliary braking system in which the braking force emitted by the auxiliary braking system depends on the radiating speed of the vehicle 100. Likewise, the present invention relates to auxiliary brake system where the braking force emitted by the auxiliary brake system depends on the speed of the vehicle in combination with radiating gear, such as e.g. exhaust braking system where the releasable braking force depends on the radiating speed of the combustion engine 101 and the gear ratio through the gearbox, and where the releasable braking force can increase markedly when downshifting. However, the invention will in the following be exemplified mainly for a retarder brake system, such as the retarder brake system 117, but the description is initially equally applicable to e.g. exhaust brake system. The auxiliary braking force according to the invention can also be arranged to be provided by two or more auxiliary brake systems acting simultaneously, such as a retarder brake system and an exhaust brake system.

Fardbromssystemet, liksom retarderbromssystemet 117, styrs i det visade exemplet av fordonets 100 styrsystem med hjalp av bromsstyrenheten 116, vilken pa kant satt skickar signaler till t.ex. den/de regulatorer som reglerar bromskraft i begart bromssystem. Baserat pa kommandon initierade av fordonets 100 forare eller andra styrenheter skickar styrenheten 116 styrsignaler till tillampliga systemmoduler f5r begaran av onskad bromskraft. T.ex. kan foraren begara en retarderbromskraft eller en fardbromskraft, varvid styrenheten 116 styr ut onskad bromskraft genom att avge styrsignaler till tillampliga organ. Likasa kan styrenheten styra ut tillampliga styrsignaler t.ex. baserat pa signaler fran en farthallarfunktion eller annan tillämplig i fordonet 100 forekommande funktion. The service brake system, as well as the retarder brake system 117, is controlled in the example shown by the control system of the vehicle 100 with the aid of the brake control unit 116, which on the edge sends signals to e.g. the regulator (s) that regulate braking force in the requested braking system. Based on commands initiated by the vehicle's 100 driver or other control units, the control unit sends 116 control signals to applicable system modules for the request of the desired braking force. For example. the driver may request a retarder braking force or a travel braking force, the control unit 116 controlling the desired braking force by delivering control signals to applicable means. Likewise, the control unit can control applicable control signals e.g. based on signals from a cruise control function or other function applicable in the vehicle 100.

Fareliggande uppfinning avser ett f6rfarande dar en pa grund av fordonets hastighet, och/eller kombinationen av radande hastighet och radande vaxel, otillgänglig tillsatsbromskraft ersatts med en fardbromskraft, och ett exempelf5rfarande 200 enligt foreliggande uppfinning visas i fig. 2, och det visade fbrfarandet kan vara anordnat att utfbras av nagon tillamplig i fordonets 100 styrsystem forekommande styrenhet, men är enligt den visade utfbringsformen implementerad i bromsstyrenheten 116. Uppfinningen kan aven implementeras i en for foreliggande uppfinning dedikerad styrenhet. The present invention relates to a method in which, due to the speed of the vehicle, and / or the combination of radiating speed and radiating gear, unavailable additional braking force is replaced by a service braking force, and an exemplary method 200 according to the present invention is shown in Fig. 2, and the method shown may be arranged to be implemented by any control unit present in the control system of the vehicle 100, but is according to the embodiment shown implemented in the brake control unit 116. The invention can also be implemented in a control unit dedicated to the present invention.

Allmant bestir styrsystem i moderna fordon vanligtvis av ett kommunikationsbussystem bestaende av en eller flera kommunikationsbussar far att sammankoppla ett antal elektroniska styrenheter (ECU:er), eller controllers, och olika pa fordonet anordnade komponenter. Ett dylikt styrsystem 9 kan innefatta ett start antal styrenheter, och ansvaret far en specifik funktion kan vara uppdelat pd fler an en styrenhet. Generally, control systems in modern vehicles usually consist of a communication bus system consisting of one or more communication buses or interconnects a number of electronic control units (ECUs), or controllers, and various components arranged on the vehicle. Such a control system 9 may comprise a starting number of control units, and the responsibility for a specific function may be divided into more than one control unit.

Far enkelhetens skull visas i fig. 1A endast styrenheterna 115, 116, men fordon 100 av den visade typen innefattar ofta betydligt fler styrenheter, vilket är vdlkant far fackmannen mom teknikomrddet. Styrenheterna 115, 116 kan kommunicera med varandra via ndmnda kommunikationsbussystem. For the sake of simplicity, in Fig. 1A only the control units 115, 116 are shown, but vehicles 100 of the type shown often comprise considerably more control units, which is the right edge for the person skilled in the art. The control units 115, 116 can communicate with each other via the said communication bus system.

Styrenhetens 116 (eller den/de styrenheter vid vilken/vilka fareliggande uppfinning är implementerad) styrning av fdrdbromssystemet enligt uppfinningen vid begdran am en bromskraft via ett tillsatsbromssystem kommer sannolikt att bero av signaler som mottas frdn den/de styrenhet/styrenheter som ansvarar far mottagning av forarens tillsatsbromskommandon, vilka t.ex. kan avges genom utnyttjande av tilldmpligt manavreringsorgan sdsom bromspedal, spak, vred, ratt, pekskdrm eller liknande. Likasd kan styrning enligt uppfinningen vara anordnad att bero av signaler frAn andra vid fordonet anordnade styrenheter, sdsom motorstyrenheten 115 och/eller ej visade styrenheter, och/eller information frdn t.ex. olika vid fordonet anordnade givare/sensorer. Allmant gdller att styrenheter av den visade typen normalt är anordnade att ta emot sensorsignaler frdn olika delar av fordonet 100. The control of the front brake system (s) of the control unit 116 (or the control unit (s) in which the present invention is implemented) when requesting a braking force via an auxiliary brake system will probably depend on signals received from the control unit (s) responsible for receiving the driver's auxiliary brake commands, which e.g. can be delivered by using appropriate actuating means such as brake pedal, lever, knob, steering wheel, touchscreen or the like. Similarly, control according to the invention may be arranged to depend on signals from other control units arranged at the vehicle, such as the motor control unit 115 and / or control units not shown, and / or information from e.g. various sensors / sensors arranged at the vehicle. In general, control units of the type shown are normally arranged to receive sensor signals from different parts of the vehicle 100.

Styrenheter av den visade typen är likasa vanligtvis anordnade att avge styrsignaler till olika fordonsdelar och fordonskomponenter. T.ex. kommer styrenheten 116 enligt ovan att avge styrsignaler till tilldmpliga organ far styrning av fordonets bromssystem. Control units of the type shown are likewise usually arranged to emit control signals to different vehicle parts and vehicle components. For example. For example, the control unit 116 as above will provide control signals to appropriate means for controlling the vehicle's braking system.

Vidare styrs styrenheternas styrning av olika funktioner ofta av programmerade instruktioner. Dessa programmerade instruktioner utgars typiskt av ett datorprogram, vilket ndr det exekveras i styrenheten Astadkommer att styrenheten utf6r onskad styrning, sasom for styrning av de olika i fordonet f6rekommande funktionerna, och aven for att utf5ra forfarandesteg enligt foreliggande uppfinning. Furthermore, the control units' control of various functions is often controlled by programmed instructions. These programmed instructions are typically issued by a computer program, which when executed in the control unit ensures that the control unit performs the desired control, as well as for controlling the various functions occurring in the vehicle, and also for performing process steps according to the present invention.

Datorprogrammet utgor vanligtvis del av en datorprogramprodukt, dar datorprogramprodukten innefattar ett tillampligt lagringsmedium 121 (se fig. 1E) med datorprogrammet lagrat pa namnda lagringsmedium 121. Datorprogrammet kan vara icke-flyktigt lagrat pa namnda lagringsmedium. Namnda digitala lagringsmedium 121 kan t.ex. utgoras av nagon ur gruppen: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flashminne, EEPROM (Electrically Erasable PROM), en harddiskenhet, etc., och vara anordnat i eller i forbindelse med styrenheten, varvid datorprogrammet exekveras av styrenheten. Genom att andra datorprogrammets instruktioner kan saledes fordonets upptradande i en specifik situation anpassas. The computer program is usually part of a computer program product, where the computer program product comprises a suitable storage medium 121 (see Fig. 1E) with the computer program stored on said storage medium 121. The computer program may be non-volatile stored on said storage medium. Said digital storage medium 121 may e.g. consists of someone from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc., and be arranged in or in connection to the control unit, the computer program being executed by the control unit. By following the instructions of the other computer program, the behavior of the vehicle in a specific situation can thus be adapted.

En exempelstyrenhet (styrenheten 116) visas schematiskt i fig. 1B, varvid styrenheten i sin tur kan innefatta en berakningsenhet 120, vilken kan utgoras av t.ex. nagon lamplig typ av processor eller mikrodator, t.ex. en krets f5r digital signalbehandling (Digital Signal Processor, DSP), eller en krets med en fOrutbestamd specifik funktion (Application Specific Integrated Circuit, ASIC). Berakningsenheten 120 är fOrbunden med en minnesenhet 121, vilken tillhandahaller berakningsenheten 120 t.ex. den lagrade programkoden och/eller den lagrade data berakningsenheten 120 behOver for att kunna utfora berakningar, t.ex. for att faststalla huruvida en felkod ska aktiveras. Berakningsenheten 120 är aven anordnad att lagra del- eller slutresultat av berakningar i minnesenheten 121. 11 Vidare är styrenheten 116 forsedd med anordningar 122, 123, 124, 125 for mottagande respektive sandande av in- respektive utsignaler. Dessa in- respektive utsignaler kan innehalla vagformer, pulser, eller andra attribut, vilka av anordningarna 122, 125 for mottagande av insignaler kan detekteras som information for behandling av berakningsenheten 120. Anordningarna 123, 124 far sdndande av utsignaler är anordnade att omvandla berakningsresultat fran berdkningsenheten 120 till utsignaler for averfaring till andra delar av fordonets styrsystem och/eller den/de komponenter far vilka signalerna Or avsedda. Var och en av anslutningarna till anordningarna fOr mottagande respektive sdndande av in- respektive utsignaler kan utgaras av en eller flera av: en kabel; en databuss, sasom en CAN-bus (Controller Area Network bus), en MOST-bus (Media Oriented Systems Transport), eller nagon annan busskonfiguration; eller en tradlas anslutning. An exemplary control unit (control unit 116) is shown schematically in Fig. 1B, wherein the control unit may in turn comprise a calculating unit 120, which may be constituted by e.g. any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The calculating unit 120 is connected to a memory unit 121, which provides the calculating unit 120 e.g. the stored program code and / or the stored data calculation unit 120 need to be able to perform calculations, e.g. to determine whether an error code should be activated. The calculation unit 120 is also arranged to store partial or final results of calculations in the memory unit 121. Furthermore, the control unit 116 is provided with devices 122, 123, 124, 125 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 122, 125 may be detected as information for processing the calculation unit 120. The output signals 123, 124 for transmitting output signals are arranged to convert calculation results from the calculation unit. 120 to output signals for experience with other parts of the vehicle's control system and / or the component (s) for which the signals Or are intended. Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be provided by one or more of: a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration; or a wired connection.

Ater till fig. 2 visas saledes ett exempelforfarande 200 enligt foreliggande uppfinning. Farfarandet barjar i steg 201, dar det faststalls huruvida en aktivering av ett tillsatsbromssystem Or begdrd. Alternativt kan det t.ex. faststallas huruvida en tillsatsbroms har aktiverats. SA lange som sa inte Or fallet kvarstar forfarandet i steg 201. Enligt foreliggande exempel exemplifieras uppfinningen far retarderbromssystemet 117, men uppfinningen kan Oven tillampas vid andra typer av tillsatsbromssystem dar avgivbar bromskraft beror av fordonets hastighet, eller farbranningsmotorvarvtal, liksom aven vid kombinationer av tillsatsbromssystem, dar den medelst kombinationen av tillsatsbromssystem avgivbara bromskraften är beroende av fordonets hastighet och/eller fordonets hastighet i kombination med radande vdxel. overgangen Iran steg 201 till steg 202 kan saledes t.ex. 12 styras av att aktivering av ett specifikt tillsatsbromssystem begars eller har utforts, sdsom retarderbromssystemet 117. overgAngen kan dven styras av att aktivering av nagot godtyckligt tillsatsbromssystem som uppfyller kriterier enligt fareliggande uppfinning begars. Likasa kan Overgangen fran step 201 till 202 vara styrd av att aktiveringen av tillsatsbromssystemet utgars av en av foraren begard aktivering av tillsatsbromssystemet. Vidare kan overgAngen tram step 201 till 202 styras av att den av tillsatsbromssystemet begarda bromskraften maximalt uppgdr till nagon tillamplig andel av den maximala bromskraft som dnbringas fordonet av namnda tillsatsbromssystem, sdsom t.ex. nAgon tilldmplig andel i intervallet 1-50% av den maximala bromskraft som anbringas av tillsatsbromssystemet. Thus, back to Fig. 2, an exemplary method 200 according to the present invention is shown. The procedure starts in step 201, where it is determined whether an activation of an auxiliary brake system Or is required. Alternatively, it can e.g. determines whether an auxiliary brake has been activated. SA lange som sa ikke Or the case remains the procedure in step 201. According to the present example the invention is exemplified by the retarder brake system 117, but the invention can also be applied to other types of auxiliary brake systems where releasable braking power depends on vehicle speed, or engine combustion engine speed. where the braking force emitted by the combination of auxiliary braking system depends on the speed of the vehicle and / or the speed of the vehicle in combination with the radiating torque. the transition Iran step 201 to step 202 can thus e.g. 12 is controlled by the activation of a specific auxiliary brake system requested or performed, as the retarder brake system 117. The transition may also be controlled by the activation of any auxiliary auxiliary brake system which meets criteria according to the present invention. Likewise, the transition from step 201 to 202 can be controlled by the activation of the auxiliary brake system being performed by an activation of the auxiliary brake system requested by the driver. Furthermore, the transition tram steps 201 to 202 can be controlled by the maximum braking force requested by the auxiliary brake system amounting to some applicable proportion of the maximum braking force applied to the vehicle by the said auxiliary brake system, such as e.g. Any applicable proportion in the range of 1-50% of the maximum braking force applied by the auxiliary brake system.

Retarderbromssystemet 117 kan t.ex. vara anordnat att manavreras/aktiveras av fararen medelst ett vid fararplatsen dnordnat manovreringsorgan, sasom t.ex. en spak, vred, pedal, ratt, pekskarm etc. Ndmnda manavreringsorgan kan innefatta ett antal diskreta lagen. Enligt ett icke-begransande exempel har organet fem diskreta ldgen 1-5, ddr de olika diskreta lagena motsvarar en begard bromsverkan am 20, 40, 60, 80 respektive 100% av tillgänglig tillsatsbromskraft, sasom t.ex. tillganglig retarderbromskraft. Namnda manavreringsorgan kan vara anordnat att innefatta godtyckligt antal diskreta step, dlternativt kan installningen av bromskraft vara steglast anordnad. Enligt en utforingsform begdr fararen endast "tillsatsbroms" medelst namnda manavreringsorgan, varvid det ur forarens synvinkel är ointressant huruvida begdrd bromskraft Astadkoms genom utnyttjande av retarderbromssystem, avgasbromssystem och/eller annat tillsatsbromssystem eller kombination av dessa, detta beslut kan vara upp till fordonets 100 styrsystem. 13 Nar det suedes i steg 201 konstateras att aktivering av retarderbromssystemet 117 begars eller har begarts fortsatter f6rfarandet till steg 202, dar det faststalls huruvida fordonets 100 radande hastighet understiger en forsta fordonshastighet, sasom en hastighetsgrans v. Fareliggande uppfinning avser ett forfarande som kompenserar for fbrandringar i avgivbar bromskraft fran fordonets 100 tillsatsbromssystem nar fordonets hastighet sjunker, och hastighetsgransenkan t.ex. vara satt till den hastighetsgrans vid vilken tillsatsbromssystemet, i detta fall belt eller delvis beroende pa retarderbromssystemet 117, inte langre kan avge maximal bromskraft. The retarder brake system 117 can e.g. be arranged to be maneuvered / activated by the driver by means of a maneuvering means arranged at the danger point, such as e.g. a lever, knob, pedal, steering wheel, touch screen, etc. The said actuators may comprise a number of discrete layers. According to a non-limiting example, the body has five discrete layers 1-5, where the different discrete layers correspond to a required braking action of 20, 40, 60, 80 and 100% of available additional braking force, respectively, such as e.g. available retarder braking power. Said actuating means may be arranged to comprise any number of discrete steps, alternatively the installation of braking force may be arranged stepwise. According to one embodiment, the driver only requests "auxiliary brake" by means of said actuating means, whereby from the driver's point of view it is uninteresting whether the requested braking force is achieved by using retarder brake system, exhaust brake system and / or other auxiliary brake system or combination thereof. When it is determined in step 201 that activation of the retarder brake system 117 is requested or has been requested, the process proceeds to step 202, in which it is determined whether the radiating speed of the vehicle 100 is less than a first vehicle speed, such as a speed limit v. The present invention relates to a method of compensating for burns. in releasable braking force from the vehicle's 100 additional braking system when the vehicle's speed drops, and the speed limit can e.g. be set to the speed limit at which the auxiliary brake system, in this case slightly or partially dependent on the retarder brake system 117, can no longer deliver maximum braking force.

I fig. 3A exemplifieras fordonets 100, av fOraren f5rvantade upptradande vid aktivering av fordonets tillsatsbromssystem, far ett exempel dar fordonet 100 framfars langs en horisontell vag. I fig. 3B visas motsvarande anbringad bromskraft. Vid tiden TA framfors fordonet 100 med en hastighet vA, vilken uppratthalls fram till tiden TB, dar foraren, i forekommande fall, slipper upp en gaspedal och aktiverar fordonets 100 tillsatsbromssystem, sasom retarderbromssystemet 117. Enligt ovan kan tillsatsbromsning vara anordnad att aktiveras i olika steg, sasom t.ex. ett antal diskreta steg, dar varje steg kan representera en bromskraft, sasom ett visst antal procent av den av tillsatsbromssystemet avgivbara bromskraften. I det visade exemplet antas att foraren aktiverar farsta laget vilket enligt ovan t.ex. kan innebara att 20% av tillsatsbromskraften begars. Fig. 3A exemplifies the behavior of the vehicle 100, expected by the driver when activating the vehicle's auxiliary brake system, to give an example where the vehicle 100 is driven along a horizontal path. Fig. 3B shows the corresponding applied braking force. At time TA the vehicle 100 is driven at a speed vA, which is maintained until time TB, when the driver, where applicable, releases an accelerator pedal and activates the vehicle 100 auxiliary brake system, such as the retarder brake system 117. As above, auxiliary braking may be arranged to be activated in different steps , as e.g. a number of discrete steps, where each step can represent a braking force, such as a certain number of percent of the braking force emitted by the auxiliary braking system. In the example shown, it is assumed that the driver activates the first team, which according to the above e.g. may mean that 20% of the additional braking force is requested.

Fordonets 100 forare begar saledes en viss bromskraft, dar den begarda bromskraften farvantas ge en viss retardation av fordonet 100. I fig. 3A forvantar sig foraren att fordonet 100 ska retarderas med en konstant retardation som medf5r att fordonet 100 retarderas till stillastaende vid tiden Ts, dar 14 hastighetsminskningen saledes forvantas falja den heldragna linjen 301. Foraren forvantar sig saledes att fordonet bromsas med en konstant, begard bromskraft FREQ, se fig. 3. The driver of the vehicle 100 thus requests a certain braking force, where the requested braking force is expected to give a certain deceleration of the vehicle 100. In Fig. 3A, the driver expects the vehicle 100 to decelerate with a constant deceleration which causes the vehicle 100 to decelerate to a standstill at time Ts, where the speed reduction is thus expected to follow the solid line 301. The driver thus expects the vehicle to be braked with a constant, requested braking force FREQ, see Fig. 3.

Sasom har namnts ovan kan retarderbromssystemet 117 vara anordnat i vaxelladans 103 bakkant, dar bromskraften genereras genom att motverka rotationen av vaxelladans utgaende axel 107. Den bromskraft som kan astadkommas medelst retarderbromssystemet 117 är dock beroende av den utgaende axelns rotationsvarvtal. Allmant galler att det vridmoment som kan anbringas vaxelladans utgaende axel, och som utgor en representation av bromskraften, är proportionellt mot den utgaende axelns rotationshastighet, vilket innebar att, eftersom denna axel är anordnad nedstrams vaxelladan 103, den utgaende axelns 107 rotationshastighet, och darmed bromskraften, är direkt proportionell mot fordonets 100 hastighet. As mentioned above, the retarder brake system 117 may be provided in the trailing edge of the gearbox 103, where the braking force is generated by counteracting the rotation of the output shaft 107 of the gearbox. However, the braking force provided by the retarder brake system 117 depends on the rotational speed of the output shaft. In general, the torque which can be applied to the output shaft of the gearbox, and which represents the braking force, is proportional to the rotational speed of the output shaft, which means that, since this shaft is arranged, the gearbox 103, the output shaft of the output shaft 107 is reduced. , is directly proportional to the speed of the vehicle 100.

Retarderbromssystemet 117 kan t.ex. vara sa anordnat att det maximalt kan avge en viss bromskraft, dar denna bromskraft kan vara uppat begransad av toleranser, konstruktionsmassiga aspekter etc. och vara anordnad att avges vid en vasentligen konstant niva sa lange som rotationsvarvtalet far vaxelladans 103 utgaende axel 107 är tillrackligt hogt far att mojliggara att denna bromskraft kan avges. Dvs. nar rotationsvarvtalet overstiger ett visst varvtal sker inte langre nagon hajning av den avgivbara bromskraften. Nar varvtalet for vaxelladans 103 utgaende axel 107 sjunker under detta varvtal, vilket kan omraknas till en hastighetsgrans vi ;Th far fordonet 100, kommer maximal bromskraft inte langre att kunna avges. Den i step 202 nyttjade hastighetsgransen kan suedes utgaras av denna hastighet vlim. Rotationshastigheten for vaxelladans utgaende axel i forhallande till fordonshastigheten beror av slutvaxelns utvaxling, varfor ett och samma rotationsvarvtal pa vaxelladans utgaende axel kan motsvara mycket olika fordonshastigheter beroende pa typ av fordon. The retarder brake system 117 can e.g. be arranged so that it can deliver a maximum of a certain braking force, where this braking force can be limited upwards by tolerances, structural aspects, etc. and be arranged to be delivered at a substantially constant level as long as the rotational speed of the gear shaft 103 output shaft is sufficiently high. to enable this braking force to be delivered. Ie. when the rotational speed exceeds a certain speed, there is no longer any shaking of the releasable braking force. When the speed of the shaft 107 outgoing shaft 107 drops below this speed, which can be converted to a speed limit vi; Th far the vehicle 100, maximum braking force will no longer be able to be delivered. The speed limit used in step 202 can be suedes calculated from this speed vlim. The rotational speed of the output shaft of the gearbox in relation to the vehicle speed depends on the gear ratio of the final gear, so that one and the same rotational speed on the output shaft of the gearbox can correspond to very different vehicle speeds depending on the type of vehicle.

Nar saledes fordonets 100 hastighet understiger denna hastighetsgrans Vjm kommer retarderbromssystemets 117 bromsverkan att barja minska i takt med att fordonets 100 hastighet minskar. pa grund av detta kommer foraren inte langre att erhalla forvantad bromskraft FREQ, utan denna kommer successivt att avta allteftersom fordonets 100 hastighet minskar. Enligt en utfaringsform är retarderbromssystemets 117 funktion sadan att avgiven bromskraft utgor begard andel av avgivbar bromskraft, vilket t.ex. med avseende pa exemplet ovan utgor 20% av tillganglig bromskraft, varvid saledes den erhallna bromskraften successivt kommer att minska. Thus, when the speed of the vehicle 100 falls below this speed limit Vjm, the braking action of the retarder braking system 117 will begin to decrease as the speed of the vehicle 100 decreases. as a result, the driver will no longer receive the expected braking force FREQ, but this will gradually decrease as the speed of the vehicle 100 decreases. According to one embodiment, the function of the retarder braking system 117 is such that delivered braking force constitutes the required share of releasable braking force, which e.g. with respect to the example above, 20% of the available braking force constitutes, whereby the obtained braking force will thus gradually decrease.

En av fordonets 100 forare ofta vidtagen atgard i detta lage är att hoja den av tillsatsbromssystemet begarda bromskraften, sasom t.ex. genom att manOvrera namnda spak, vred, pedal, ratt etc. till ett annat lage representerande en hag-re bromskraft. Genom att forfara pa detta satt kan saledes den av retarderbromssystemet 117 begarda bromskraften hojas, varvid fOraren anyo kan erhalla en bromskraft av tillracklig storlek. One of the vehicle's 100 drivers often taken action in this situation is to increase the braking force required by the auxiliary brake system, such as e.g. by maneuvering the said lever, knob, pedal, steering wheel, etc. to another position representing a better braking force. By proceeding in this way, the braking force requested by the retarder braking system 117 can thus be increased, whereby the driver can obtain a braking force of sufficient size.

Allteftersom hastigheten fortsatter att sjunka kommer dock den avgivbara bromskraften att fortsatta sjunka, varvid efter en tid, den avgivna bromskraften anyo kommer att sjunka under onskad bromskraft, med faljden att foraren anyo begar en hajning av bromskraften, etc. As the speed continues to decrease, however, the releasable braking force will continue to decrease, whereby after a while, the delivered braking force anyo will decrease below the desired braking force, with the consequence that the driver anyo requests a sharking of the braking force, etc.

Detta askadliggors i fig. 4A-B, dar en motsvarande situation som den i fig. 3A-B visas, och dar foraren begar en aktivering av tillsatsbromssystemet vid tiden TB. Fram till tiden Tc framfars fordonet 100 vid en hastighet Overstigande hastigheten vlim, varvid retarderbromssystemet 117 kan avge maximal bromskraft, med faljd att retarderbromssystemet 117 16 kommer att avge onskad bromskraft, och varvid fordonet 100 saledes ocksA kommer att retardera i onskad utstrackning. Vid tiden Tc understiger fordonets 100 hastighet hastighetsgransen med foljden att den av retarderbromssystemet 117 avgivbara bromskraften kommer att borja minska. This is damaged in Figs. 4A-B, where a situation similar to that in Figs. 3A-B is shown, and where the driver requests an activation of the auxiliary brake system at time TB. Until time Tc, the vehicle 100 is driven at a speed exceeding the speed vlim, whereby the retarder braking system 117 can emit maximum braking force, provided that the retarder braking system 117 16 will emit the desired braking force, and whereby the vehicle 100 will thus also decelerate to the desired extent. At time Tc, the speed of the vehicle 100 is less than the speed limit with the consequence that the braking force emitted by the retarder brake system 117 will begin to decrease.

Detta innebar i sin tur att am begard bromskraft FREQ är t.ex. 20% av avgivbar bromskraft kommer den erhAllna bromskraften att borja minska trots att denna fortfarande understiger den bromskraft som retarderbromssystemet 117 skulle kunna avge. This in turn meant that the required braking force FREQ is e.g. 20% of the releasable braking force, the resulting braking force will begin to decrease even though this is still less than the braking force that the retarder brake system 117 could deliver.

Till foljd av detta kommer fordonets hastighet inte langre att avta i onskad utstrackning (onskad retardation indikeras med streckad linje 401), utan retardationen kommer att minska. Detta AskAdliggors mellan tiden Tc-TD i fig. 4A. Sam resultat av detta kommer foraren att begara en hojning av bromskraften vid tiden TE, varvid retardationen till en barjan, sAsom visas, kan komma att bli storre an den tidigare begarda (indikerat med en hastigare hastighetsminskning direkt efter h5jningen av begard bromskraft), men dar denna ocksa direkt kommer att avta med avtagande fordonshastighet, med faljd att fOraren Ater kommer att hoja begaran av retarderbromskraft vid tiden TE. As a result, the speed of the vehicle will no longer decrease to the desired extent (desired deceleration is indicated by dashed line 401), but the deceleration will decrease. This AskAdliggors between the time Tc-TD in Fig. 4A. As a result, the driver will request an increase in braking force at time TE, whereby the deceleration to a barja, as shown, may be greater than the previous request (indicated by a faster deceleration immediately after the increase in requested braking force), but there this will also directly decrease with decreasing vehicle speed, with the consequence that the driver Ater will increase the demand for retarder braking power at the time TE.

SAsom kan ses i fig. 4A leder detta dels till en "ryckig" hastighetsreduktion, dels till ett, ur ett forarperspektiv, irrationellt och oforutsagbart fordonsbeteende. As can be seen in Fig. 4A, this leads partly to a "jerky" speed reduction, and partly to an, from a driver's perspective, irrational and unpredictable vehicle behavior.

Denna effekt reduceras, minimeras eller elimineras enligt fareliggande uppfinning, och i steg 202 faststalls alltsa huruvida fordonets 100 radande hastighet understiger hastighetsgransen v-im. SA lange som sA inte är fallet kan fOrfarandet aterga till steg 201, alternativt t.ex. avslutas. Om, daremot, fordonets 100 rAdande hastighet understiger hastighetsgransen v-±, fortsatter fOrfarandet till steg 203. 17 I steg 203 faststalls huruvida fordonet 100 retarderas, och am sa inte ar fallet forsatter forfarandet till steg 206. Enligt en utfOringsform avslutas forfarandet i steg 206, varvid foreliggande uppfinning saledes inte tillampas savida inte fordonet 100 retarderar. Om fordonet 100 inte retarderas, utan fordonet 100 saledes framfors vid konstant eller Okande hastighet, kan detta utgora ett fOrhallande som dr tankt att fortga lange, sasom t.ex. vid fard nedfOr i bergiga trakter, varvid tillskottsbromsning medelst fardbromssystemet enligt fareliggande uppfinning kan vara mindre onskvard i syfte att undvika utmattning och/eller averhettning av fardbromssystemet. This effect is reduced, minimized or eliminated according to the present invention, and in step 202 it is thus determined whether the radiating speed of the vehicle 100 is less than the speed limit v-im. If this is not the case, the procedure can return to step 201, alternatively e.g. ends. If, on the other hand, the traveling speed of the vehicle 100 is less than the speed limit v- ±, the procedure proceeds to step 203. 17 In step 203, it is determined whether the vehicle 100 is decelerated, and if not, the procedure proceeds to step 206. , thus, the present invention is not applied unless the vehicle 100 decelerates. If the vehicle 100 is not decelerated, but the vehicle 100 is thus driven at a constant or increasing speed, this may constitute a condition which is intended to continue for a long time, such as e.g. when driving downhill in mountainous areas, whereby additional braking by means of the driving brake system according to the present invention may be less desirable in order to avoid fatigue and / or overheating of the driving brake system.

Enligt en utfaringsform kan kunskap am framforliggande vagavsnitt anvandas for att faststalla huruvida fordonet 100 befinner sig i en sadan situation. Dylika data anvands ofta av s.k. framatseende (Look Ahead) farthallarfunktioner for att anpassa fordonets hastighet efter variationer f6r den vag langs vilken fordonet fardas. Enligt en utforingsform av fareliggande uppfinning anvands dylika data, vilka suedes kan finnas tillgangliga for fordonets styrsystem, varvid det kan faststallas huruvida fordonet kommer att framfOras vid de radande forhallandena under en sa pass ling tid att risk for averhettning fOreligger genom utnyttjande av kannedom am vagens topologi, kurvatur, egenskaper etc. framfor fordonet. According to one embodiment, knowledge of the front section of the carriage can be used to determine whether the vehicle 100 is in such a situation. Such data are often used by so-called Look Ahead cruise control functions to adapt the vehicle's speed to variations for the vague along which the vehicle travels. According to an embodiment of the present invention, such data are used, which suedes may be available for the vehicle's control system, whereby it can be determined whether the vehicle will be driven at the prevailing conditions for such a time that there is a risk of overheating by utilizing the vehicle's topology. , curvature, properties etc. in front of the vehicle.

Enligt denna utforingsform kan suedes fOrfarandet fortsatta tram steg 203 till steg 204 aven am ingen retardation sker i de fall det kan faststallas att risk fOr Overhettning inte foreligger. Enligt en utforingsform kan det i steg 203 faststallas huruvida fordonets retardation Overstiger nagon tillamplig retardation, varvid fardbromskraft anbringas enligt nedan endast i detta fall. Namnda tillampliga retardation kan 18 t.ex. vara sadan att fordonet sakert kommer att bromsas till stillastaende mom nagon tillamplig tid. According to this embodiment, the suedes procedure can be continued step 203 to step 204, although no deceleration occurs in cases where it can be determined that there is no risk of overheating. According to one embodiment, it can be determined in step 203 whether the deceleration of the vehicle exceeds any applicable deceleration, whereby speed braking force is applied as below only in this case. Said applicable deceleration can 18 e.g. be such that the vehicle will be slowly braked to a stationary mom for some time.

Enligt en utfaringsform av uppfinningen kan dock ovan namnda hastighetsgrans Vjm vara sadan, eller vara satt till, en hastighet som utgars av en hastighet dar fordonets 100 bromskraftbehov ar sa pass lagt att risk for utmattning och/eller averhettning inte fareligger. Enligt den visade utforingsformen av foreliggande uppfinning visas ett ytterligare alternativ, dar istallet en timer tl aktiveras nar tillskottsbromsning medelst fardbromssystemet pabOrjas. Genom att sedan installa en maximal tid under vilken tillskott fran fardbromssystemet tillats kan det sakerstallas att risk for oanskad utmattning/overhettning inte uppstar. Timern tl kan t.ex. vara anordnad att bero av fordonshastigheten, och saledes farandras under pagaende bromsfOrfarande. Nar tiden t1 har uppnatts kan tillamplig atgard vidtas, t.ex. kan foraren farmas att stanna fordonet, alternativt avbryts anvandningen av fordonets fardbroms. Alternativt kan t.ex. en medelst fardbromssystemet bortbromsad energi estimeras, varvid en energiforbrukningsvariabel kan sattas till noll i steg 206, och varvid denna kan tillatas uppga till nagon tillamplig maximal energiforbrukning innan atgarder med avseende pa bromsningen enligt foreliggande uppfinning vidtas. FOrfarandet fortsatter sedan fran steg 206 till steg 204. According to an embodiment of the invention, however, the above-mentioned speed limit Vjm may be such, or be set to, a speed which is based on a speed at which the vehicle's braking force requirements are so set that the risk of fatigue and / or overheating is not dangerous. According to the illustrated embodiment of the present invention, a further alternative is shown, in which instead of one timer t1 is activated when additional braking by means of the service braking system is started. By then setting a maximum time during which additions from the service brake system are allowed, it can be ensured that the risk of undesired fatigue / overheating does not arise. The timer tl can e.g. be arranged to depend on the vehicle speed, and thus change during the ongoing braking procedure. When the time t1 has been reached, appropriate action can be taken, e.g. the driver can be farmed to stop the vehicle, alternatively the use of the vehicle's service brake is interrupted. Alternatively, e.g. an energy braked by the service braking system is estimated, whereby an energy consumption variable can be set to zero in step 206, and this can be allowed to state to any applicable maximum energy consumption before action on the braking according to the present invention is taken. The process then proceeds from step 206 to step 204.

Vidare, om det i steg 203 faststalls att fordonet 100 retarderas fortsatter forfarandet till steg 204. I steg 204 faststalls huruvida den av retarderbromssystemet 117 avgivna bromskraften understiger begard bromskraft FREQ. Om sa är fallet fortsatter forfarandet till steg 205 enligt nedan. I annat fall atergar forfarandet till steg 201. Detta kan t.ex. vara fallet om fordonets 100 hastighet ater har stigit till en hastighet overstigande vlim. 19 I steg 205 aktiveras fordonets 100 fardbromssystem i sadan utstrackning att total av foraren begard bromskraft erhills, dvs. i foreliggande exempel bidrar fardbromssystemet med den utover retarderbromssystemet 117 avgivna bromskraften FRET ytterligare erfordrade bromskraften FREQ-FRET. Detta Askadliggors i fig. 5A-B, dar den av retarderbromssystemet 117 avgivna bromskraften visas med heldragen linje fram till tiden Tc, och sedan med streckad linje 501, vilken enligt ovan uppritthAlls vid anskad bromskraft FRE,c tram till tiden TB, for att sedan borja avta med sjunkande fordonshastighet enligt fig. 4A-B. I detta lige tillfars saledes enligt uppfinningen en kompenserande bromskraft medelst fordonets 100 fardbromsystem, dar den kompenserande bromskraften kontinuerligt kan anpassas mot den minskande retarderbromskraften sA att den av f6raren begarda bromskraften FREQ uppratthalls. Bidragen fran fordonets 100 fardbromssystem utgors saledes av det snedstreckade omradet 502. Farfarandet fortsatter sedan till steg 207, dar det faststalls huruvida en tillsatsbromskraft fortfarande begirs, varvid om sd inte är fallet farfarandet AtergAr till steg 202 far att faststalla huruvida fordonshastigheten fortfarande understiger Vjm osv. Regleringen kan sAledes fortgA sâ linge som fordonshastigheten fortfarande understigeroch sa lange som tillsatsbromsningen avger en bromskraft som är lagre in 6nskad. Nar tillsatsbromsning inte langre begars avslutas farfarandet i steg 208, alternativt AtergAr till steg 201. Further, if it is determined in step 203 that the vehicle 100 is decelerated, the procedure proceeds to step 204. In step 204, it is determined whether the braking force delivered by the retarder braking system 117 is less than the requested braking force FREQ. If so, the procedure proceeds to step 205 as below. Otherwise, the procedure returns to step 201. This can e.g. be the case if the vehicle's 100 speed has risen again to a speed exceeding the speed. In step 205, the service braking system of the vehicle 100 is activated to such an extent that total braking force requested by the driver is obtained, i.e. in the present example, the service braking system contributes with the braking force FRET delivered in addition to the retarder braking system 117, the additional braking force FREQ-FRET is required. This is illustrated in Figs. 5A-B, where the braking force emitted by the retarder braking system 117 is shown by a solid line up to the time Tc, and then by a dashed line 501, which according to the above is drawn at the applied braking force FRE, begin to decrease with decreasing vehicle speed according to Figs. 4A-B. Thus, according to the invention, a compensating braking force is supplied by means of the vehicle's braking system of the vehicle 100, where the compensating braking force can be continuously adjusted to the decreasing retarder braking force so that the brake force FREQ requested by the driver is maintained. The contributions from the vehicle 100 service braking system thus consist of the sloping area 502. The procedure then proceeds to step 207, where it is determined whether an auxiliary braking force is still required, whereby if not the procedure AtergAr to step 202 is determined to determine whether the vehicle speed is still below. The control can thus continue as long as the vehicle speed is still below and as long as the auxiliary braking emits a braking force that is lower in 6 damage. When additional braking is no longer required, the procedure is terminated in step 208, alternatively AtergAr to step 201.

Enligt uppfinningen kan saledes fordonet 100 fbrmas att upptrada precis sasom foraren forvantar sig arida tram till dess att fordonet 100 vid tiden Ts blir stillastaende, dir alltsa vid slutet av retardationen vasentligen all bromskraft kommer fran fordonets 100 fardbromssystem. According to the invention, the vehicle 100 can thus be made to behave just as the driver expects an arid tram until the vehicle 100 becomes stationary at time Ts, i.e. at the end of the deceleration substantially all braking force comes from the vehicle 100 service braking system.

Tillsatsbromssystem vid fordon kan vara sa anordnade att foraren medelst namnda t.ex. spak endast begar en tillsatsbromkraft, varvid sedan denna tillsatsbromskraft kan komma fran godtyckligt tillsatsbromssystem, eller samtidigt fran flera tillsatsbromssystem. Dock är retarderbromssystem vanligt forekommande da dessa, atminstone vid hogre fordonshastigheter, kan anbringa en farhallandevis hog bromskraft. Sasom har namnts ovan är uppfinningen tillamplig far samtliga typer av tillsatsbromssystem ddr tillgdnglig bromskraft avtar med avtagande fordonshastighet. Likasa är uppfinningen enligt ovan tilldmplig t.ex. vid tillsatsbromssystem ddr bromskraften avtar med sjunkande farbrdnningsmotorvarvtal. Auxiliary brake systems in vehicles can be arranged so that the driver by means of the said e.g. lever only requests one auxiliary braking force, whereby this auxiliary braking force can then come from any auxiliary braking system, or simultaneously from several auxiliary braking systems. However, retarder braking systems are common as these, at least at higher vehicle speeds, can apply a relatively high braking force. As mentioned above, the invention is applicable to all types of auxiliary brake systems where available braking power decreases with decreasing vehicle speed. Likewise, the invention according to the above is applicable e.g. with auxiliary braking system, the braking force decreases with decreasing combustion engine speed.

Betraffande forekomsten av flera tillsatsbromssystem kan, enligt ovan, retarderbromssystemet t.ex. kombineras med ett avgasbromssystem. Likasa kan bromskraften vara anordnad att helt avges av t.ex. ett avgasbromssystem ddr avgivbar bromskraft minskar med minskande forbranningsmotorvarvtal. Inbromsning genom utnyttjande av t.ex. avgasbromssystem kommer att ge upphov till motsvarande effekter som beskrivits ovan med avseende pa inbromsning med retarderbromssystemet. T.ex. kommer karakteristiken for inbromsning med ett avgasbromssystem i stort att motsvaras av den i fig. 4B visade karakteristiken for retarderbromssystemet, men dar ffhacken" fig. 4B representerar vdxlingar vid tidpunkterna TD,TE till lagre vaxel och inte en hojd retarderbromsbegaran. Regarding the existence of several auxiliary brake systems, as above, the retarder brake system can e.g. combined with an exhaust brake system. Likewise, the braking force can be arranged to be fully emitted by e.g. an exhaust brake system ddr emitted braking force decreases with decreasing internal combustion engine speed. Braking by utilizing e.g. exhaust brake system will give rise to similar effects as described above with respect to braking with the retarder brake system. For example. the characteristic for braking with an exhaust brake system will largely correspond to the characteristic for the retarder brake system shown in Fig. 4B, but where the notch "Fig. 4B represents changes at the times TD, TE to lower gear and not a high retarder brake request.

Fareliggande uppfinning kan saledes tilldmpas pa motsvarande satt som beskrivits for retarderbromssystemet for att kompensera for den med forbrdnningsmotorvarvtalet minskande avgivbara bromskraften. Saledes mojliggor foreliggande uppfinning att en specifik bromskraft kan begdras och ocksa erhallas aven vid situationer nar detta inte kan sakerstallas 21 medelst tillsatsbromsning pa grund av att tillsatsbromssystemets avgivbara kraft minskar med fordonshastigheten och/eller kombinationen av fordonshastighet och radande vaxel. The present invention can thus be applied in a manner similar to that described for the retarder brake system to compensate for the emissive braking force decreasing with the internal combustion engine speed. Thus, the present invention enables a specific braking force to be requested and also obtained even in situations when this cannot be remedied by auxiliary braking because the auxiliary braking system releasable force decreases with the vehicle speed and / or the combination of vehicle speed and radiating gear.

Ytterligare utforingsformer av forfarandet och systemet enligt uppfinningen aterfinns i de bilagda patentkraven. Det skall ocksa noteras att systemet kan modifieras enligt olika utforingsformer av forfarandet enligt uppfinningen (och vice versa) och att foreliggande uppfinning alltsa inte pa nagot vis är begransad till ovan beskrivna utforingsformer av farfarandet enligt uppfinningen, utan avser och innefattar alla utforingsformer mom de bifogade sjalvstandiga kravens skyddsomfang. Further embodiments of the method and system according to the invention are found in the appended claims. It should also be noted that the system can be modified according to various embodiments of the method according to the invention (and vice versa) and that the present invention is thus in no way limited to the above-described embodiments of the method according to the invention, but relates to and includes all embodiments of the appended independent the scope of protection of the requirements.

Till exempel kan enligt en utforingsform namnda manovreringsorgan for att begara en tillsatsbromskraft innefatta diskreta steg enligt ovan. Namnda man5vreringsorgan kan aven vara anordnat for steglos installning av bromskraft. Vidare kan enligt en utfaringsform styrsystemet vara anordnat att successivt hoja den begarda tillsatsbromskraften sa langt det är mojligt, dvs. anda upp till 100% av den for tillfallet avgivbara bromskraften am denna är maximalt lika med den av f6raren begarda bromskraften (sasom t.ex. 20% av tillsatsbromsens maximalt avgivbara bromskraft). Enligt denna utforingsform tillampas saledes hjulbromsstottning enligt nedan endast nar tillgänglig tillsatsbromskraft faktiskt understiger begard bromskraft, oberoende av en installning for begard bromskraft. For example, according to one embodiment, said actuating means for requesting an auxiliary braking force may comprise discrete steps as above. Said operating means can also be arranged for stepless installation of braking force. Furthermore, according to one embodiment, the control system can be arranged to gradually increase the requested additional braking force as far as possible, ie. breath up to 100% of the occasionally emitted braking force, which is at most equal to the braking force requested by the driver (such as 20% of the maximum braking force of the auxiliary brake). Thus, according to this embodiment, wheel brake support as below is applied only when available auxiliary braking force is actually less than the required braking force, independent of an installation for the requested braking force.

Claims (20)

22 Patentkrav22 Patent claims 1. Forfarande vid aktivering av ett tillsatsbromssystem vid ett fordon, varvid namnda fordon (100) innefattar ett huvudbromssystem och Atminstone ett forsta tillsatsbromssystem (117) for anbringning av fOrsta bromskraft, kannetecknat av att fOrfarandet innefattar, nar en farare av namnda fordon (100) begar en forsta bromskraft (FREQ) fran namnda Atminstone ett forsta tillsatsbromssystem, och nar namnda farsta bromskraft understiger en av namnda atminstone ett forsta tillsatsbromssystem maximalt avgivbar bromskraft (FmAx), - faststalla huruvida den av namnda forsta tillsatsbromssystem anbringade bromskraften understiger namnda forsta bromskraft (FREQ), och - nar den av namnda Atminstone ett farsta tillsatsbromssystem anbringade bromskraften understiger namnda farsta bromskraft (FREQ), anbringa en andra bromskraft medelst namnda huvudbromssystem sâ att den av namnda Atminstone ett forsta tillsatsbromssystem (117) avgivna bromskraften och namnda andra bromskraft tillsammans anbringar namnda forsta bromskraft.A method of activating an auxiliary braking system in a vehicle, said vehicle (100) comprising a main braking system and At least one first auxiliary braking system (117) for applying first braking force, characterized in that the method comprises, when a driver of said vehicle (100) requests a first braking force (FREQ) from said At least one first auxiliary braking system, and when said first braking force is below one of said at least one first auxiliary braking system maximum releasable braking force (FmAx), - determining whether the first braking system applied by said first auxiliary braking system ), and - when the braking force applied by said at least one first auxiliary braking system is less than said first braking force (FREQ), apply a second braking force by means of said main braking system so that the braking force given by said at least one first auxiliary braking system (117) and said second braking force then first braking force. 2. Forfarande enligt krav 1, vidare innefattande att anbringa namnda andra bromskraft endast nar en hastighet for namnda fordon (100) understiger en forsta hastighet (v];.) .The method of claim 1, further comprising applying said second braking force only when a speed of said vehicle (100) is less than a first speed (v] ;.). 3. FOrfarande enligt krav 1 eller 2, varvid den av namnda Atminstone ett farsta tillsatsbromssystem avgivbara bromskraften beror av hastigheten fOr namnda fordon, och varvid den av namnda Atminstone ett farsta tillsatsbromssystem (117) avgivbara bromskraften understiger namnda maximala bromskraft (F142) nar 23 hastigheten for ndmnda fordon understiger en farsta hastighetA method according to claim 1 or 2, wherein the braking force emitted by said at least one first auxiliary braking system depends on the speed of said vehicle, and wherein the braking force emitted by said at least one first auxiliary braking system (117) is less than said maximum braking force (F142) when 23 for ndmnda vehicles is less than a farsta speed 4. FOrfarande enligt krav 4, varvid den av ndmnda Atminstone ett forsta tillsatsbromssystem avgivbara bromskraften, vid hastigheter far ndmnda fordon (100) understigande namnda forsta hastighet (vilm), minskar med minskande hastighet for ndmnda fordon (100).A method according to claim 4, wherein the braking force emitted by said At least one first auxiliary braking system, at speeds exceeding said vehicle (100) below said first speed (vilm), decreases with decreasing speed for said vehicle (100). 5. FOrfarande enligt n&got av faregdende krav, varvid den av ndmnda Atminstone ett forsta tillsatsbromssystem avgivbara bromskraften beror av kombinationen av rAdande utvdxlingsforhdllande och hastigheten for ndmnda fordon.A method according to any one of the preceding claims, wherein the braking force emitted by said At least one first auxiliary braking system depends on the combination of the gear ratio and the speed of said vehicle. 6. FOrfarande enligt nAgot av faregdende krav, vidare innefattande att anbringa ndmnda andra bromskraft endast ndr ndmnda farsta bromskraft maximalt uppgAr till en farsta andel av ndmnda maximala bromskraft (F142).A method according to any one of the preceding claims, further comprising applying said second braking force only when said first braking force maximum amounts to a first proportion of said maximum braking force (F142). 7. FOrfarande enligt krav 6, varvid ndmnda fOrsta andel utgor en andel i intervallet 1-50% av den maximala bromskraft som anbringas av ndmnda Atminstone ett tillsatsbromssystem vid framfarande av ndmnda fordon (100).The method of claim 6, wherein said first portion is a portion in the range of 1-50% of the maximum braking force applied by said At least one auxiliary braking system in said said vehicle (100). 8. FOrfarande enligt nAgot av foregdende krav, varvid ndmnda Atminstone ett forsta tillsatsbromssystem (117) anbringar en bromskraft till en utgAende axel has en vdxelldda, varvid ndmnda vdxellAda är anordnad far Overfaring av en drivkraft frAn en motor till Atminstone ett drivhjul.A method according to any one of the preceding claims, wherein said At least one first auxiliary braking system (117) applies a braking force to an output shaft having a rotating shaft, said rotating shaft being arranged for passing a driving force from an engine to at least one drive wheel. 9. FOrfarande enligt nAgot av faregdende krav, vidare innefattande att faststdlla huruvida ndmnda fordon (100 retarderar, och 24 1. anbringa namnda andra bromskraft endast om namnda fordon (100) retarderas.A method according to any one of the preceding claims, further comprising determining whether said vehicle (100 decelerates, and applying said second braking force only if said vehicle (100) decelerates. 10. Forfarande enligt krav 9, vidare innefattande att: - anbringa namnda andra bromskraft endast om fordonets (100) retardation overstiger en farsta retardation.The method of claim 9, further comprising: - applying said second braking force only if the deceleration of the vehicle (100) exceeds a first deceleration. 11. FOrfarande enligt nagot av f6regaende krav, vidare innefattande att, ndr ndmnda fordon framfars utan retardation, 1. faststalla huruvida ndmnda fOrsta bromskraft ska anbringas baserat pd data avseende k6rfOrhAllanden framfar fordonet (100)..A method according to any one of the preceding claims, further comprising, if said vehicle is driven without deceleration, 1. determining whether said first braking force is to be applied based on data relating to the driving conditions of the vehicle (100). 12. FOrfarande enligt nagot av fOregdende krav, vidare innefattande att, ndr ndmnda andra bromskraft anbringas, - avbryta anbringning av ndmnda andra bromskraft ndr en farsta tid har farflutit sedan namnda andra bromskraft anbringades och/eller nar en forsta energimangd bar omvandlats medelst namnda andra bromskraft.A method according to any one of the preceding claims, further comprising, when the said second braking force is applied, - interrupting the application of said second braking force when a first time has elapsed since said second braking force was applied and / or when a first amount of energy was converted by said second braking force. . 13. FOrfarande enligt nAgot av fOregAende krav, vidare innefattande att medelst data avseende underlaget framfor fordonet estimera huruvida den medelst ndmnda andra bromskraft omvandlade energin kommer att averstiga en fOrsta energimangd, och 1. avbryta anbringning av namnda andra bromskraft om den medelst ndmnda andra bromskraft omvandlade energin kommer att averstiga ndmnda forsta energimangd.A method according to any one of the preceding claims, further comprising estimating by means of data relating to the ground in front of the vehicle whether the energy converted by means of said second braking force will exceed a first amount of energy, and interrupting the application of said second braking force by said second braking force. the energy will exceed the said first amount of energy. 14. FOrfarande enligt nAgot av faregAende krav, vidare innefattande att fasts-Lana en farsta skillnad mellan en av ndmnda Atminstone ett tillsatsbromssystem (117) avgiven bromskraft och namnda forsta bromskraft, och - frAn ndmnda huvudbromssystem begdra en bromskraft motsvarande namnda forsta skillnad.A method according to any one of the preceding claims, further comprising determining a first difference between a braking force delivered by said at least one auxiliary braking system (117) and said first braking force, and - requesting from the main braking system a braking force corresponding to said first difference. 15. Forfarande enligt nAgot av faregdende krav, varvid ndmnda huvudbromssystem utgor ett vid dtminstone ett hjul hos ndmnda fordon (100) verkande bromssystem.A method according to any one of the preceding claims, wherein said main braking system is a braking system acting on at least one wheel of said vehicle (100). 16. F6rfarande enligt nagot av fOregaende krav, varvid ndmnda farsta bromskraft dtminstone delvis anbringas av ett avgasbroms system.A method according to any one of the preceding claims, wherein said first braking force is at least partially applied by an exhaust brake system. 17. Datorprogram innefattande programkod, vilket ndr ndmnda programkod exekveras i en dator Astadkommer att nAmnda dator utfar farfarandet enligt nAgot av patentkrav 1-15.A computer program comprising a program code, which if said program code is executed in a computer. The said computer performs the procedure according to any one of claims 1-15. 18. Datorprogramprodukt innefattande ett datorldsbart medium och ett datorprogram enligt patentkrav 16, varvid ndmnda datorprogram är innefattat i ndmnda datorldsbara medium.A computer program product comprising a computer-curable medium and a computer program according to claim 16, wherein said computer program is included in said computer-curable medium. 19. System vid aktivering av ett tillsatsbromssystem vid ett fordon, varvid ndmnda fordon (100) innefattar ett huvudbromssystem och dtminstone ett forsta tillsatsbromssystem (117) for anbringning av f5rsta bromskraft, kannetecknat av att systemet innefattar organ anpassade att, ndr en forare av ndmnda fordon (100) begdr en forsta bromskraft (FREQ) frdn namnda dtminstone ett f6rsta tillsatsbromssystem, och ndr ndmnda farsta bromskraft understiger en av namnda Atminstone ett forsta tillsatsbromssystem maximalt avgivbar bromskraft (FmAx), - faststdlla huruvida den av ndmnda farsta tillsatsbromssystem anbringade bromskraften understiger ndmnda farsta bromskraft (FREQ), och - nar den av ndmnda Atminstone ett farsta tillsatsbromssystem anbringade bromskraften understiger ndmnda farsta bromskraft (FREQ), anbringa en andra 26 bromskraft medelst namnda huvudbromssystem sA att den av namnda Atminstone ett forsta tillsatsbromssystem avgivna bromskraften och namnda andra bromskraft tillsammans anbringar namnda forsta bromskraft.A system for actuating an auxiliary braking system in a vehicle, said vehicle (100) comprising a main braking system and at least a first auxiliary braking system (117) for applying first braking force, characterized in that the system comprises means adapted to, if a driver of said vehicle (100) requests a first braking force (FREQ) from said at least one first auxiliary braking system, and if said first braking force is less than one of said at least one first auxiliary braking system maximum releasable braking force (FmAx), - determining whether the first applied brake is applied. braking force (FREQ), and - when the braking force applied by the said At least one first auxiliary braking system is less than the said first braking force (FREQ), apply a second 26 braking force by means of said main braking system so that the combined braking force emitted by said At rings named first braking force. 20. Fordon (100), kannetecknat av att det innefattar ett system enligt krav 19. 17 1.1.--1 901-- CO 170 V---- I. VI, '01J 2/6Vehicle (100), characterized in that it comprises a system according to claim 19. 17 1.1 .-- 1 901-- CO 170 V ---- I. VI, '01J 2/6
SE1450547A 2014-05-09 2014-05-09 Method and system for activating an auxiliary braking system in a vehicle SE1450547A1 (en)

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