SE1450705A1 - Procedure and system for controlling one or more inserts which affect a long-term braking effect for a vehicle - Google Patents

Abstract

The present invention provides a method and a system arranged for controlling one or more inserts which affect a long-term braking effect for a vehicle. According to the present invention, a future speed profile is simulated based on information related to an existing road section. Based on this future speed profile, a first position P1 is then determined, at which an actual vehicle speed exceeds the maximum permitted speed and a second position P2, at which the actual vehicle speed will fall below the maximum permitted speed. Based on the future velocity profile determined at the first P1 and second P2 positions, an energy must be converted from one or more of a positional energy and a kinetic energy of said vehicle to another form of energy in order to prevent the at least one actual vehicle velocity from exceeding the maximum permitted speed. the energy and the first P1 and second P2 position are then used as a basis for controlling one or more inserts which affect the long-term braking power of the vehicle. 2

Description

TECHNICAL FIELD The present invention relates to a method for controlling one or more inserts which affect a long-term braking effect of a vehicle according to the patent for a vehicle. The present invention also relates to a system arranged for controlling one or more inserts which affect a long-term braking effect. Biang far a vehicle according to the preamble of claim 25, as well as a computer program and a computer program product, which implement the method according to the invention.

Background Incorrect background description provides a description of the background to the present invention, and thus need not necessarily be prior art.

Today's vehicles often include several different braking systems, such as a conventional front brake system and one or more auxiliary brakes / auxiliary brakes. Auxiliary brakes can, for example, act on the vehicle's driveline and / or act to increase the torque required to drive around the engine in order to thereby brake the vehicle. Auxiliary brakes, such as a retarder, a regenerative electric brake, a decompression brake and / or an exhaust brake, are arranged so that they can be used sustainably to brake the vehicle, for example on long downhill slopes, without wear.

For some auxiliary brakes / auxiliary brakes, such as the retarder, the braking effect is cooled by the car's cooling system. This also means that the braking capacity Or related to the cooling capacity has the cooling system. In other words, the braking capacity is limited by the cooling capacity by limiting the power output, and also the braking force that can be provided by the auxiliary brake, for example the retarder.

In order to improve the braking performance / braking capacity, measures which increase the cooling capacity of the cooling system can be activated, such as activation of a cooling surface and / or a cooling water pump in the cooling system. Even downshifts to a lower gear layer in the gearbox can be used to increase the cooling capacity.

Brief Description of the Invention In order to ensure that an acceptable lasting braking performance / braking capacity can be provided by the auxiliary brakes / auxiliary brakes, measures are often required which provide increased cooling capacity.

In prior art systems, a current braking requirement and current temperatures for the auxiliary brakes / auxiliary brakes are monitored, whereby additional cooling guards are inserted alit because the temperatures increase in the system to such an extent that the braking capacity decreases if no cooling guards are activated. As a result, a good braking capacity can be provided in relatively many occurrences.

However, these cooling measures, which are taken in previously known systems, can often be perceived by a driver as disruptive and illogical. This is because the decisions are based on current braking needs and current temperatures for the auxiliary brakes / auxiliary brakes, which can mean that the steps are sometimes inserted too late during braking, which can lead to several problems. On longer downhill slopes, for example, the late-activated dtgarder 9-Ora can cause the resulting vehicle speed to be unacceptably high, since the brakes IDA cannot provide a sufficiently high braking torque due to too high a temperature. At 3 shorter downhill slopes, the cooling fences can instead be perceived as illogical and disturbing, as they are often activated at the end of the slope, as soon as the chrome head disappears, whereby the cooling fences cause disturbing noise and increased fuel consumption. For example, downshifts and activation of the cooling surface give an increased noise level in the cab and increased grinding losses after the end of the slope.

In addition, it is perceived as disruptive for a driver if cooling devices are activated and deactivated in an inconsistent manner, for example that they are activated for short periods and then deactivated.

It is therefore an object of the present invention to provide a method and a system for controlling one or more inserts which affect a long-term braking effect R -long for a vehicle, which at least partially solve the above-mentioned problems.

This object is achieved by the above-mentioned method according to the characterizing part of claim 1. The object is also achieved by the above-mentioned system according to the characterizing part of claim 25 and by the above-mentioned computer program and computer program product.

The present invention simulates at least one future speed profile based on information related to an existing road section and based on an assumption that braking of the vehicle can take place in order to avoid exceeding a maximum permitted speed vinax. Based on each of these at least one future velocity profiles, a first position P1 is then determined, at which an actual vehicle speed vact will exceed the maximum trusted speed vmax, and a second position P2, which is after the first position P1, and at which the 4 actual vehicle speed vact will be below the maximum allowable speed vmax again.

Based on the future velocity profile and at the first P1 and second P2 position, an energy F -brake is determined which must be converted from one or more of a solar energy and a kinetic energy has said vehicle to another form of energy between the first position P1 and the second position P2 for that the At least one actual vehicle speed guard should be prevented from exceeding the maximum allowable speed 10V 171a X • The determined energy Ebrake, as well as the at least one first position P1 and the at least one second position P2 are then used as a basis for controlling one or more inserts which affects the long-term braking effect B „g has the vehicle.

These operations may include, for example, upshifts or downgrades, an activation or interruption of an application of one or more auxiliary brakes, and / or an activation, interruption or discontinuation of the use of refrigerated goods.

By utilizing the present invention, well-founded decisions can be made for the efforts that affect the long-term braking effect of the R-long has vehicle. Since the decisions, among other things for am and how much braking is to be performed, are based on knowledge of the road section ahead, decisions can be made that provide the desired trade-offs between fuel saving and braking effect. This is a considerable advantage over previously known solutions, which have made the same decision regardless of am and how much braking will be required during the section.

Thus, for example, the cooling inserts can be adapted according to knowledge of the leading section of the wall, so that better driveability, better braking performance for the auxiliary brakes and / or fuel savings can be achieved.

In those cases where it is justified and / or necessary to install cooling guards, these can be used earlier with prior art systems by utilizing the present invention. Installing cooling guards early when they will be needed improves the performance of the vehicle while the vehicle behaves in accordance with the driver's expectations.

In those cases where situations are not justified and / or necessary to install cooling guards, these can be completely avoided by utilizing the present invention, whereby comfort disturbances, resulting from, for example, noisy downshifts and / or activations of cooling fins, can be avoided.

The system according to the present invention therefore provides a control of inserts which affect a long-term braking effect R -long for a vehicle, (Jar steering is perceived as consistent and harmonious by the driver of the vehicle. In addition, Astadkom's industry savings because rollouts after braking can be achieved with less engine and engine losses. cooling flake.

BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and of: Figure 1 schematically shows an exemplary vehicle in which the present invention may be implemented; Figure 2 shows a flow chart; shows examples of different choir cases, Figure 4 schematically shows a control unit. Description of Preferred Embodiments Fig. 1 schematically shows a vehicle 100 in which the present invention may be implemented. The vehicle 100 includes a driveline. The driveline comprises a motor 101, which in a conventional manner, via a shaft 102 extending on the motor 101, usually via a flywheel, is connected to a gearbox 103 via a coupling 106. The gearbox 103 is schematically illustrated herein as a unit. However, the gearbox 103 can also physically consist of several cooperating gearboxes, for example a range gearbox, a main gearbox and a split gearbox, which are arranged here as the driveline of the vehicle of the vehicle.

The vehicle 100 further comprises drive shafts 104, 105, which are connected to the drive wheels 111, 112 of the vehicle, and which are driven by a shaft 107 emanating from the gearbox 103 via a shaft shaft 108, such as e.g. a usual differential. The vehicle 100 also includes additional wheels 113, 114, which may be driving or non-driving and may be arranged to steer the vehicle.

The vehicle 100 further includes various different braking systems 150.

The braking system 150 may include a conventional service braking system, e.g. may consist of wheel brakes 151, 152, 153, 154 comprising brake discs and / or brake drums with associated brake pads or the like arranged next to the vehicle wheels 111, 112, 113, 114. The brake system 150 may also comprise one or more auxiliary brakes / auxiliary brakes, for example a brake 155 which acts on the vehicle's driveline, such as a retarder or an electromagnetic brake which provides a regenerative electric braking. Auxiliary brakes / auxiliary brakes 156 may also include a decompression brake or an exhaust brake.

A retarder may comprise one or more of a primary retarder, located between the motor and the voxel wire, and a secondary retarder, located after the voxel wire. An electromagnetic brake can be placed in any suitable place where it can act on the vehicle's driveline.

A decompression brake may be integrated in the engine and may be arranged to release compression pressure to the piston Or in one end. An exhaust brake 156 utilizes an exhaust outlet-mounted damper to increase engine pump losses and clams its braking torque to achieve braking action. The exhaust brake can be seen as an integrated engine 101, or at least in the engine 101 and its exhaust treatment system 160. The exhaust brakes 156 and the decompression brakes 156 Or are arranged / mounted in connection with the engine 101 and / or in connection with an exhaust stream from the engine 101 and Or in the figure schematically drawn at the engine 101 and at an exhaust gas treatment system 160 for the vehicle. However, the exhaust brakes 156 can also be arranged substantially anywhere along the passage of the exhaust stream out of the engine 101, between the engine 101 and the exhaust treatment system 160, or in the exhaust treatment system 160. In other words, the exhaust brakes 156 are arranged upstream of the exhaust treatment system 160, at or downstream of the engine, and / or downstream of the engine. the exhaust gas treatment system 160.

The brakes 155 acting on the driveline Or are schematically drawn as acting on the output shaft 107 of the axle barrel. However, these brakes 155 may be arranged substantially anywhere along the driveline of the vehicle and may act substantially anywhere where a braking action can be effected. The engine 101 can be controlled based on instructions from a cruise control 120, to maintain a constant actual vehicle speed and / or to vary the actual vehicle speed, for example so that a reasonable speed limit is optimized for fuel consumption.

The vehicle 100 also includes at least one control unit 130 arranged to control a variety of functions in the vehicle, such as, inter alia, the engine 101, the braking system 150 and the voxellAdan 103.

As described in more detail below, the control unit 130 of the system of the present invention includes a simulation unit 131, a first determining unit 132, a second determining unit 133, a third determining unit 134 and an input control unit 135.

As will be appreciated by those skilled in the art, the control unit may also be arranged to control one or more additional units in the vehicle, such as the clutch 106 (not shown in the figure) and / or gear unit 103. The control system 130 may also be arranged to control or communicate with one or more cooling systems. 170 in the vehicle. These one or more cooling systems 170 may comprise, inter alia, a radiator, a cooling water spool loop, a cooling liquid pump and / or a cooling surface, and may be arranged to cool, for example, the engine 101 and / or additional brakes 155, 156 in the vehicle.

The at least one control unit 130 Or in the figure is drawn separately from the cruise control 120. However, the control unit 130 and the cruise control 120 may exchange information with each other. The speed controller 120 and the control unit 130 may also be logically separated but be physically implemented in the same unit, or may be both logically and physically jointly arranged / implemented. Figure 2 shows a flow chart of an embodiment of the present invention, in which one or more inserts which affect a long-term braking effect Bi, 4, are to be controlled by a vehicle.

In a first step 201, at least by using the above-described simulation unit 131, at least one future velocity profile is simulated for at least one respective actual vehicle velocity below a road section in front of a vehicle. This simulation is based on information related to the road section ahead and is based on the assumption that braking of the vehicle can take place in order to avoid exceeding the maximum permitted speed vmax. For example, braking can be initiated when the maximum permitted speed vmax is exceeded.

In a second step 202, for example by using the above-described first determining unit 132, at least one respective first position P1 is determined, i.e. a first position P1 for each of the at least one future speed profiles vsim, where the corresponding respective actual vehicle speed A / act exceeds the maximum speed limit vmax. The determination is based on the simulated at least one future velocity profile vsim.

In a third step 203, for example by using the second determining unit 133 described above, at least one respective second position P2 is determined, i.e. a second position P2 for each of the at least one future velocity profiles vsim, where the at least one second position P2 is passed after the at least one respective first position P1, and where the corresponding actual at least one respective vehicle speed guard will be less than the maximum permitted speed vmax at the at least a second second position P2. The determination is based on the simulated at least one future velocity profile vsim.

In a fourth step 204, for example, by using the third determining unit 134 described above, at least one respective energy Ebraker is determined, i.e. an energy Ebrake for each of the at least one future velocity profiles vsim, which must be converted from one or more of a law energy and a kinetic energy have said vehicle to another form of energy between the at least a first position P1 and the at least a second position P2 in order to prevent the at least one actual vehicle speed from exceeding the maximum permitted speed, e.g. The determination is based on the at least one future velocity profile, on the at least one first position P1 and on the at least one second position P2.

In a fifth step 205, for example by using the above-described input control unit 135, one or more inserts which affect the long-term braking effect R -long for the vehicle are controlled, this control being based on the at least one fixed energy Ebrake in the fourth step 204, and on the at least one first position P1 and at at least one second position P2.

As stated above, one or more future velocity profiles vsim are simulated. Each of these one or more future velocity profiles vsim corresponds to an actual vehicle speed vabr. For each of these one or more future velocity profiles, a first position P1 and a second position P2 are determined as above. It will be appreciated that after the simulations, there may be several sets of velocity profiles vsim, actual vehicle speeds Vact and 11 first P1 and other P2 positions determined in accordance with the present invention.

By utilizing the present invention, the decisions on the efforts affecting the long-term braking effect of the Biong has vehicle can be based on knowledge of the section of road ahead, which gives the choice substantiated decisions. In this way, for example, the cooling inserts can be adapted according to knowledge of the front section of the carriage, so that better curvature, better braking performance for the auxiliary brakes and / or industry savings can be achieved.

The maximum permitted speed vina, may depend on one or more parameters, for example on a constant braking speed vdhsc determined for the vehicle, on a distance to at least one vehicle in front, on a lane slope for the lane section, on a curvature for the lane section, on a speed limit and / or by a limitation of accessibility, such as cow formation or accident, for the vagal section.

If the vehicle is driven with pedal grain for controlling the vehicle speed, the maximum permitted speed vma, for example, can be assumed to be 5 km / h higher than a current vehicle speed. Alternatively, when pedaling, the system can adaptively learn at what vehicle speed the driver tends to brake the vehicle and utilize this adaptive braking speed as a maximum allowable speed. , can, for example, consist of knowledge of radiating topography, curvature, traffic situation, road work, traffic intensity and road conditions. Furthermore, the knowledge may consist of a speed limit for the upcoming road section, and / or 12 of a traffic sign in connection with the road. This knowledge can be obtained, for example, by means of positioning information, such as GPS information (Global Positioning System information), information obtained from one or more of GNSS (Global Navigation Satellite System), GLONASS, Galileo and Compass, or information obtained from a relative positioning system. utilization of optical sensors, map information and / or topography map information, artery reports, information communicated between different vehicles and information communicated via wireless communication such as radio. Information about the vehicle in front can also be included in the knowledge of the vehicle in front, in which case, for example, radar and / or camera equipment can be used to determine the information about the vehicle in front and the position of the own vehicle.

The knowledge can be applied in a variety of ways. According to the present invention, the knowledge can be used in predicting whether a braking process will occur. Knowledge of an upcoming downhill slope can, for example, be used to estimate the future braking needs under the downhill slope. Correspondingly, for example, knowledge of an upcoming speed limit for the road can also be used to bring about reductions in speed before an upcoming lower speed limit. Correspondingly, knowledge of a road sign with information about, for example, an upcoming roundabout or intersection can also be used to predict braking in front of the roundabout or intersection.

The one or more inserts which affect the long-term braking effect 13ng, which are also the inserts controlled by utilizing the present invention, may according to various embodiments described below comprise utilizing one or more different devices in the vehicle, such as utilizing 13 auxiliary brakes 155, 156 , use of cooling devices in the cooling system 170 and / or use of different gears in a gear barn 106.

According to an embodiment of the present invention, the one or more inserts which affect the long-term braking effect Biong comprise an utilization of at least one auxiliary brake in said vehicle. As mentioned above, there are several different types of auxiliary brakes / auxiliary brakes. For example, there are brakes 155 which act on the vehicle's driveline, such as a retarder, an electromagnetic brake which provides regenerative electric braking, and brakes 156 which act to increase the torque required to drive around the engine, such as a decompression brake, or an exhaust brake. the concept of auxiliary brake. Decompression brakes work by releasing the compression pressure from the cylinder when the piston is in one of its faces. Auxiliary brakes / auxiliary brakes can have a lasting effect over time without wear, which means that they can be used for relatively long distances to brake the vehicle.

A retarder 155 comprises a turbine device which is rotated in a container containing liquid of different pressures of rotations in the driveline. The braking force is determined by the liquid pressure in the retarder tank. A retarder may comprise one or more of a primary retarder, located between the engine and the gearbox, and a secondary retarder, located after the gearbox. An electromagnetic brake can be placed in any suitable place where it can act on the vehicle's driveline.

An exhaust brake 156 controls the degree of opening of a throttle mounted in the exhaust outlet to increase the engine pump losses and thus its braking torque to achieve braking action. However, several of the auxiliary brakes, such as the retarder 155 and / or the exhaust brake 156, may need to be cooled by, for example, the cooling system 170 in order not to become overheated during prolonged use. If sufficient cooling can be provided, the curving force of the auxiliary brakes can be maintained without overheating the auxiliary brakes. If insufficient cooling is provided, the braking force emitted by the auxiliary brakes decreases after a period of use.

By utilizing the present invention, at least in part based on a future velocity profile, a reliable and accurate determination can be made as to whether or not cooling of one or more auxiliary brakes is required. In other words, a current and / or future braking requirement can be determined based on information about an existing road section, after which it can be determined whether cooling of one or more auxiliary brakes will be required in the vehicle or not.

According to an embodiment of the present invention, they comprise one or more inserts controlled by the system and which affect the long-term braking effect Biong for the vehicle an activation of at least one actuator which provides cooling of the at least one auxiliary brake. Thus, one or more cooling actuators can be activated to cool, for example, the retarder 155 and / or the exhaust brake 156, whereby an increased braking force / braking capacity is obtained. This embodiment can be used, for example, if a maximum permitted speed v, „,„ is exceeded or will be exceeded, or if the system determines that the limit for a sustained braking capacity without cooling Atgarder will be reached. An earlier activation of cooling guards according to this embodiment is described in more detail below in connection with Figure 3b.

According to an embodiment of the present invention, the one or more inserts comprise an interruption of at least one action which provides cooling of the at least one auxiliary brake, whereby a reduced braking force / braking capacity is obtained. This embodiment can be used, for example, to save fuel at the braking capacity without cooling devices will persistently smoke so as not to exceed a maximum permitted speed viflax. Based on the future velocity profile vsim, hdr a cooling action, such as the cooling surface and / or the coolant pump in the cooling system 170, can be stopped "in time", the viii story earlier than the system had not based the control on the knowledge in the future road section. This premature interruption of the cooling fences reduces the fuel consumption of the vehicle.

Often a connection / disconnection actuator has a delay which causes the disconnection of the cooling guards to be delayed and delayed. According to an embodiment of the present invention, this delay is taken into account when disconnection is to take place, whereby further reductions in fuel consumption can be obtained.

According to an embodiment of the present invention, they comprise one or more inserts which actuate the long-term braking effect Biong a distance from an activation of at least one actuator which provides cooling of the at least one auxiliary brake. This embodiment is described in more detail below in connection with Figure 3d.

There are a number of devices in a vehicle which can provide and / or effect cooling of auxiliary brakes. Such a device is a cooling device in a cooling system 170 in the vehicle. The cooling flow blows cooling air onto the radiator in the cooling system and thus increases the cooling effect of the cooling system when it is activated. Another such device is a coolant pump 16 the cooling system 170 in the vehicle. The coolant pump controls the flow of coolant through the radiator. Activating the coolant pump thus increases the cooling effect of the cooling system 170 when activated. The increased cooling effect of the cooling system upon activation of these devices also results in an increased braking capacity, as mentioned above.

According to an embodiment of the present invention, the one or more inserts which affect the long-term braking effect B70ng comprise an interruption of an application of at least one auxiliary brake 155,156 in the vehicle. This embodiment can, for example, be used to save fuel if braking will not be required so that the vehicle will not exceed a maximum permitted speed. Based on the future speed profile, the use of one or more auxiliary brakes may be interrupted earlier if the system had not based control on knowledge of the future vaginal section.

According to an embodiment of the present invention, the inserts comprise a downshift to a lower gear bearing in the gearbox 106. A downshift gives increased relaxation losses for the vehicle and thus also an increased braking force on the vehicle.

Shifting down also gives an increased effect for an exhaust brake in the vehicle, due to the higher gear ratio through the gearbox and due to a larger exhaust torque at higher engine speeds.

Downshifting also gives a higher engine speed we. If a cooling flap in the vehicle, which cools an auxiliary brake 155, such as a retarder, is driven by the engine 101, the higher engine speed we will give an increased surface of cooling air from the cooling surface, which also gives an increased cooling of the auxiliary brake 155 and clamed an increased braking force. According to an embodiment of the present invention, the one or more inserts which affect the long-term braking effect Biong comprise an upshift to a higher gear bearing in the gearbox 106. A higher gear bearing gives the opposite effect compared to a lower gear bearing, i.e. reduced braking losses and thus reduced braking. force on the vehicle and / or a lower engine speed co, and clamed a reduced cooling with the cooling surface of the auxiliary brake 155, which also reduces the braking force.

Figures 3a-b schematically illustrate a choir fall which can occur, for example, on a downhill slope.

Figure 3a shows what the actual vehicle speed may look like for a crash case, for example including a downhill slope in a previously known system is used, the viii saga system which essentially looks at what speed the vehicle experiences for the incident and then tries to control, for example, engine guards and / or brake guards based on this current speed.

When the vehicle enters the downhill slope, the actual vehicle speed increases vact so that it Exceeds / Exceeds the maximum permitted speed vmax at a first position Pl. When the maximum permitted speed is reached, a braking of the vehicle has been initiated, for example by applying one or more auxiliary brakes. After these one or more auxiliary brakes, for example a retarder, have braked away a certain energy 311, one or more of the auxiliary brakes, such as the retarder, will have an elevated temperature at night, which means that it requires cooling. As previously known systems are used, at this time 311 steps will be required for extra cooling of the one or more auxiliary brakes to be able to continue braking the vehicle. However, the braking effect will also be reduced at this time 311 so that overheating does not occur. Thus, the braking capacity will be reduced at this time 311, when extra cooling of the one or more auxiliary brakes is activated.

The reduced braking power / braking capacity at this time 311 leads to an over-rolling / over-speed, i.e. a speed exceeding the maximum permitted speed vmax, arises due to insufficient cooling at a position 312 before the actual vehicle speed v at a second position P2 again, below the maximum permitted speed v. Thus, in this case, the previously known systems will result in an unacceptably high actual vehicle speed for a period of time.

Figure 3b shows how the corresponding situation illustrated in Figure 3a would be handled by a system for controlling one or more inserts which affect a long-term braking effect Blong according to the present invention.

When the vehicle has entered the downhill slope, the actual vehicle speed increases so that it reaches the maximum permitted speed vma, at a first position P1. However, the system according to the present invention has known that this would happen even before the first position P1 is reached, since the control of the one or more inserts which affect a long-term braking effect R -long according to the present invention is based on knowledge of the front section of the carriage. Thus, the system according to the present invention has known for a relatively long time that the actual vehicle speed at the first position P1 will reach the maximum permitted speed v. The system has therefore been able to figure out what measures are required so that the actual vehicle speed does not exceed the maximum speed allowed vm ,. 19 As described above, using the knowledge of the present section of the wagon, according to the present invention, the energy Ebrake which must be converted from one or more of a layer energy and a moving energy has said vehicle to another form of energy between the first position P1 and the second position. P2 in order to prevent the actual vehicle speed vact from exceeding the maximum permitted speed vmax. This determination is based on calculations of the first P1 and other positions P1.

Therefore, when the present invention is utilized, measures for additional cooling of the one or more auxiliary brakes can be inserted in order to be able to continue braking the vehicle already at the first time P1. Thus, for example, extra cooling of the retarder 155 can be inserted 321 already at the first time P1, which Or compared to earlier time 311 when the cooling guards were inserted in the previously known system is used.

As can be clearly seen from Figure 3b, this early activation of additional cooling gates allows over-rolling / over-speed to be avoided if the present invention is utilized, since the inserts affecting the long-term braking effect, in this case cooling of the auxiliary brakes, are inserted sufficiently early to provide the necessary brake. the time period T7_2 it takes for vehicles to travel from the first P1 to the second position P2. The brake insert can thus be passed by 322 without overrunning.

As will be appreciated by one skilled in the art, the positions set forth in this document correspond to the at least one first position P1 and the at least one second position P2 of times, such as at least a first time Ti and at least a second time 12. The positions and times Or pi 'cant related to each other via the resulting speed the vehicle is traveling at, the viii saga via the actual vehicle speed v-act • As shown in Figure 3b, the inserts that affect the long-term braking effect, for example activation of cooling guards, according to an embodiment can be performed at the first position P1 di the actual vehicle speed Vact exceeds the maximum permitted speed vmax. According to another embodiment of the present invention, the one or more inserts affecting the long-term braking effect Biong may also be performed before the vehicle reaches the first position P1, i.e. before the actual vehicle speed Vat exceeds the maximum permitted speed vmax. As a result, sufficient cooling of auxiliary brakes can be provided even at, for example, extreme downhill slopes, during which there will be a starting cooling need.

Figure 3c shows a corrugated case in which a previous edge system is used at, for example, a moderate and / or short downhill slope, whereby a moderate braking need exists. Thus, the system looks at what speed the vehicle experiences for the incident and then tries to control, for example, engine guards and / or brake guards based on this current speed.

When the vehicle enters the downhill slope, the actual vehicle speed increases so that it reaches the maximum permitted speed vmax at a first position P1. When the maximum permitted speed vmax has been reached, a braking of the vehicle is started, for example by applying one or more auxiliary brakes. After these one or more auxiliary brakes have slowed down a certain energy 331, one or more of the auxiliary brakes, such as the retarder, will have an elevated temperature at night, which means that it requires cooling. As 21 previously known systems are used, at this time 331 measures for extra cooling of the one or more auxiliary brakes will be installed in order to be able to continue braking the vehicle. At the moderate and / or short downhill slope in the example in Figure 3c, however, the need for braking will cease, for example due to the downhill slope running out, at the second time P2 shortly after the time 331 dl the cooling guards have been activated. This means that the extra cooling guards with the previously known system were put into the onedan, which Oven caused unnecessary fuel consumption.

Figure 3d shows how the corresponding situation illustrated in Figure 3c would be handled by a system for controlling one or more inserts which affect a long-term braking effect Blong according to the present invention.

When the vehicle has entered the downhill slope, the actual vehicle speed increases so that it reaches the maximum permitted speed vinax at a first position P1, whereby braking is started either at or before the first position P1. In other words, braking will take place with the aim of avoiding that the maximum permitted speed is exceeded by initiating the braking of the vehicle before or at the first position P1. During braking, i.e. between the first P1 and second P2 positions, the control of the one or more inserts which affect a long-term braking effect B700g according to the present invention looks forward on the forward section of the carriage. As a result, the system according to the present invention can state that the need for braking will soon end, for example because the vehicle will soon reach the end of the hill, so that it is not necessary to activate additional cooling guards at position 331 cid they were activated with the previously known system. Based on this insight, the system dl can refrain from activating cooling guards, which 22 per an energy and industry efficient rollout 332 after the second position P2.

Thus, by utilizing the knowledge in the present section of the road and based on calculations of the first P1 and other positions P2, the energy Eb, k, which must be converted from one or more of a law energy and a kinetic energy has said vehicle to another energy form, is determined in order to prevent the actual vehicle speed v „v from exceeding the maximum permitted speed vmax. Based on the energy -brake, the system can then determine that the actual vehicle speed vact can be kept lower On the maximum permitted speed vmax without activating the cooling guards. According to one embodiment, a certain overspeed, i.e. a vehicle speed vact exceeding the maximum permitted speed vmax, can be tolerated at the current position of the vehicle Or near the second position P2. For example, the vehicle speed vact may be allowed to exceed the maximum allowable speed vmax by up to 5% less time than a time threshold value Tth remains until the vehicle reaches the second position P2.

As can be seen from Figure 3d, this relinquishment of activation of cooling gates causes the vehicle to sip a higher rarity energy and a higher speed out of the downhill slope 332, which is advantageous from an industry point of view.

According to one embodiment, the one or more inserts which affect the long-term braking effect Biong, such as activation of cooling guards, are performed during the time period T1_2 it takes the vehicle to travel the distance P] a_2 from the first P1 to the second P2 position Or longer On a time threshold value .hrs; I2> 1th. This means that inconsistent control, ie control that performs alternating actions over short 23 time periods, can be avoided. Inconsistent steering can be perceived as disturbing and illogical by a driver of the vehicle.

According to the example illustrated in Figure 3b, the first position P1 is located in front of the front section of the carriage, which means that the vehicle has not yet reached the first position P1 when the method according to the present invention is carried out. This is the case for an embodiment of the present invention, which is often used.

According to another embodiment of the invention, however, the first position P1 lies in front of this section of carriage, i.e. the vehicle has passed the first position P1 before it reaches the carriage section in front. In other words, the vehicle has already passed the first position P1 when the method according to the present invention is carried out. This may, for example, mean that the vehicle is already in a braking effort. In this case, the one or more inserts which affect the long-term braking effect R -long, such as activation of cooling guards, are performed if the time period Tpres-2 it takes for the vehicle to travel the distance P - pres-2 from the current position Ppres for the vehicle, the viii saga dá the procedure is performed, to the other P2 position is longer than the time threshold value Tth; Tpres-2 inconsistent control of the brake acting actuators in the vehicle.

The magnitude of the time threshold value Tth can be related to how much the at least one simulated future speed profile v will deviate from the maximum permitted speed vmax am none Increase of the long-term braking effect / 3.0 „Achieved by the one or more efforts that will affect the long-term braking effect Biog. In other words, the system can estimate if an over-roll / Over-speed Tth • This avoids 24 during the forward wave section will be far star am if, for example, cooling guards would not be carried out. If there is a risk of excessive overspeed / rollover, the time threshold value 1th can be lowered to counteract this. Thus, according to this embodiment, a balancing between overspeed / rollover and inconsistent steering can be done by adjusting the value of the time threshold value Tth. The idea is that it is probably acceptable with a large inconsistency in the control that a strong overspeed / rollover can thereby be avoided.

At the corresponding set, the time threshold value Tth can be related to a set speed v for a cruise control 120 in the vehicle. The seat speed is selected by a driver and basically indicates a speed the driver wants the vehicle to keep on a level road.

Therefore, according to the embodiment, it may be appropriate to relate the time threshold value Tth to how much the at least one actual vehicle speed deviates from the one desired by the driver and the selected set speed means that the vehicle behaves approximately according to the driver's schedule.

According to one embodiment, the time threshold value Tth has the value seconds.

According to an embodiment of the present invention, the at least one energy Eb "ke is determined by using a calculation of an integration and / or summation, with respect to a distance between the at least one first P1 and at least one second P2 positions, of at least one respective b space requirement t Fbrake S OM requirement that the at least one respective future speed profile vsim be kept below the maximum permitted speed vmax. This can also be described as the excess force, that is to say the driving net force, for each position below the distance between P1 and P2 being integrated.

Those skilled in the art will appreciate that a procedure for controlling one or more inserts which affects a long-term braking effect — long before a vehicle of the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the procedure.

The computer program usually forms part of a computer program product 403, where the computer program product comprises a suitable non-volatile / permanent / permanent / durable digital storage medium on which the computer program is stored.

The said non-volatile / permanent / durable / durable computer-durable media consists of a readable memory, such as: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash Memory, EEPROM ( Electrically Erasable PROM), a hard disk drive, etc.

Figure 4 schematically shows a control unit 400. The control unit 400 comprises a computing unit 401, which may be constituted by essentially some exemplary type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).

The storage unit 401 is connected to a memory unit 402 arranged in the control unit 400, which provides the storage unit 401 e.g. the stored program code and / or the stored data calculation unit 401 need to be able to perform calculations. The calculation unit 401 is also arranged to store partial or final results of calculations in the memory unit 402.

Furthermore, the control unit 400 is provided with devices 411, 412, 413, 414 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 411, 413 may be detected as information and may be converted into signals which may be processed by the calculating unit 401. These signals are then provided to the calculating unit 401. The devices 412, 414 for transmitting output signals Or arranged to convert calculation results from the calculation unit 401 into output signals for transmission to other parts of the vehicle control system and / or the component (s) for which the signals are intended.

Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection.

One skilled in the art will appreciate that the above-mentioned computer may be output from the computing unit 401 and that the above-mentioned memory may be provided by the memory unit 402.

Generally, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or controllers, and various components located on the vehicle. Such a control system may comprise a starting number of control units, and the responsibility for a specific function may be divided into more than one control unit. Vehicles of the type shown thus often comprise considerably more control units than what is shown in Figures 1 and 4, which is the choice of the person skilled in the art.

Dangerous invention Or in the embodiment shown implemented in the control unit 400. However, the invention can be implemented in whole or in part in one or more other control units already existing with the vehicle or in a control unit dedicated to the present invention. According to one aspect of the present invention, there is provided a system arranged to control one or more inserts which act on a long-term braking effect B1, 4 for a vehicle 100. The system comprises the above-mentioned simulation unit 131, which is arranged for simulating at least one future speed profile. For at least one respective actual vehicle speed, during a road section a vehicle 100 is driven. As described above, the simulation is based on information related to the road section ahead and assumes that braking of the vehicle 100 can take place in order to avoid a maximum permissible speed vma, exceeded / exceeded, for example by initiating braking at the maximum permitted speed v. exceeded / exceeded.

The system also comprises the above-mentioned first determining unit 132, which Or is arranged for determining at least one respective first position P1, at which at least one first position P1 the at least one respective actual vehicle speed vact exceeds the maximum permitted speed vmax. The determination Or has been based at least on the at least one future velocity profile vsim.

The system further comprises the above-mentioned second determining unit 133, which is arranged for determining at least one respective second position P2, which lies after said at least one respective first position P1, the viii saga which the vehicle passes after the first P1 position. At the at least a second position P2, the actual at least one respective vehicle speed will be less than / below the maximum permitted speed vinax again. The determination is based on at least one future velocity profile. The system further comprises the above-mentioned third determining unit 134, which is arranged for determining at least one respective energy Ebrke which must be converted from one or more of a layer energy and a moving energy has said vehicle to another energy form between the At least one first P1 and the at least a second P2 positions in order to prevent the respective At least one actual vehicle speed guard from exceeding / exceeding the maximum permitted speed v. This determination is based on, inter alia, the at least one future speed profile vsim, on the at least one first position P1 and IDA the At least one second position P2.

The system also comprises the above-mentioned insert control unit 135, which is arranged for controlling one or more inserts which affect the long-term braking effect / 310ng has the vehicle 100. This control is based as described above at least on the at least one determined energy Ebrakef to be converted from a or more of a vehicle energy and a kinetic energy have said vehicle to another form of energy, for example by braking away, and at the at least a first position P1 and at the at least a second position P2. As described above, these operations may include, for example, upshifting or downshifting, activating or interrupting the use of one or more auxiliary brakes, and / or activating, interrupting or abstaining from the use of cooling fences in a cooling system 170.

The system according to the present invention can be arranged to carry out all the method embodiments described above, and in the claims, the system for each embodiment receiving the above-described advantages for each embodiment. Those skilled in the art will also appreciate that the above system may be modified according to the various embodiments of the method of the invention. In addition, the invention relates to a motor vehicle 100, for example a truck or a bus, comprising at least one system for controlling one or more inserts which affect a long-term braking effect Biong for a vehicle.

In this document, units are often described as being arranged to perform steps in the method according to the invention. This also includes that the units are adapted and / or arranged to perform these process steps.

The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments within the scope of the appended independent claims.

Claims (4)

A method for controlling one or more inserts which affect a long-term braking effect B7ong for a vehicle (100) may be characterized by: vehicle (100), wherein said simulation is based on information related to said road section and assumes that braking of said vehicle (100) can be done in order to avoid exceeding a maximum permitted speed vmax; Determining (202), based on said at least one future velocity profile vsim, of at least one respective first position P1, at which at least one first position P1 said at least one respective actual vehicle speed guard exceeds said maximum permitted speed vmax; Determining (203), based on said at least one future velocity profile vsim, of at least one respective second position P2, after said at least one respective first position P1, at which at least one second position P2 said actual At least one respective vehicle speed guard will be less than said maximum allowable speed vmax; Determining (204), based on said at least one future velocity profile vsim, at said at least one first position P1 and at said at least one second position P2, of at least one respective energy Ebrake which must be converted from one or more of a layer energy and a said vehicle has said vehicle to another form of energy between said at least one first position P1 and said at least one second position P2 so that said at least one actual vehicle speed guard is prevented from exceeding said maximum permitted speed vmax; and 31 - steering (205), based on said at least one fixed energy F -brake, on said at least one first position P1 and on said at least one second position P2, by one or more inserts which affect said long-term braking effect Biong for said vehicle ( 100). A method according to claim 1, wherein said one or more inserts which affect said long-term braking effect R -long comprise a downshift to a lower gear bearing in a gearbox (106) in said vehicle. A method according to claim 1, wherein said one or more inserts which affect said long-term braking effect R -long comprise an upshift to a higher gear position in a gearbox (106) in said vehicle. The method of claim 1, wherein said one or more inserts that affect said long-term braking effect Biang comprise utilizing at least one auxiliary brake (155, 156) in said vehicle. The method of claim 4, wherein said one or more inserts that affect said long-term braking power comprise activating at least one Atgard which provides cooling of said at least one auxiliary brake (155, 156). The method of claim 4, wherein said one or more inserts affecting said long-term braking effect R -long comprises interrupting at least one Atgard which provides cooling of said at least one auxiliary brake (155, 156). A method according to claim 4, wherein said one or more inserts which actuate said long-term braking effect B10 comprise a distance from an activation of at least one actuator which provides cooling of said at least one auxiliary brake (155, 156). A method according to any one of claims 5-7, wherein said at least one yard which provides cooling comprises utilizing a cooling surface in said vehicle (100). A method according to any one of claims 5-8, wherein said At least one yard which provides cooling comprises utilizing a coolant pump in said vehicle (100). A method according to any one of claims 1-9, wherein said one or more inserts which affect said long-term braking effect R -long comprise interrupting an application of at least one auxiliary brake (155, 156) in said vehicle. A method according to any one of claims 4-10, wherein said at least one auxiliary brake (115, 156) comprises a retarder (155). A method according to any one of claims 4-11, wherein said at least one auxiliary brake (155, 156) comprises an exhaust brake device (156). A method according to any one of claims 4-12, wherein said At least an auxiliary brake (155, 156) comprises a regenerative electric braking device (155) and / or a decompression braking device. A method according to any one of claims 1-13, wherein said one or more inserts affecting said 33 long-term braking effect Biong for said vehicle (100) are performed before said vehicle (100) reaches said first position P1. A method according to any one of claims 1-14, wherein said one or more inserts which act on said long-term braking power B7ohg for said vehicle (100) are performed only if a time period T1_2, Tpres-2 it takes for said vehicle (100) to be driven therefrom. said first position P1, or from a current position P pressure to said second position P2 is longer than a time threshold value Tth; T1-2> Tth or Tpres-2> Tth • The method of claim 15, wherein said time threshold value Tth is related to how much said At least one future velocity profile v will deviate from said maximum allowable velocity wing, if no increase in said long-term velocity. Braking power R - is determined by said one or more inserts which act on said long-term braking power R - long. t for a farthAllare in ndmnda vehicle (100). A method according to any one of claims 1-17, wherein said determining said at least one energy F -brake comprises an integration and / or summation with respect to a distance of at least one respective braking force - brake S OM is required to name at least one respective future velocity profile vsim shall be kept below said maximum permissible speed vingx between said at least one first position P1 and said at least one second position P2. A method according to any one of claims 1-18, wherein said maximum speed is vrngx related to one in the 34 group of: 1. a constant speed braking speed vdt, „for said vehicle (100); 2. a distance to At least one vehicle in front; 3. a vagal slope for the said vagal section; - a curvature for the said vague section; 4. a speed limit for said wagon section; and 5. a limitation of the passability of the said wandering section. A method according to any one of claims 1-19, wherein said information related to said road section comprises a road slope, which is determined based on some information in the group of: 1. positioning information in combination with map data; 2. radar-based information; 3. camera-based information; information obtained from another vehicle than the said vehicle; 4. vagally inclined information and positioning information previously stored in the vehicle; and 5. information obtained from traffic systems related to said road section. A method according to any one of claims 1-20, wherein said at least one first position P1 lies below said forward wagon section. A method according to any one of claims 1-20, wherein said vehicle passes said at least one first position P1 before said vehicle reaches said forward section of carriage. A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the procedure according to any of claims 1-22. A computer program product comprising a computer-printable medium and a computer program according to claim 23, wherein said computer program is included in said computer-printable medium. A system for controlling one or more inserts which affects a long-term braking effect 131 „, g for a vehicle (100) may be characterized by: A simulation unit (131), arranged to simulate At least one future velocity profile vsim for at least one respective actual vehicle velocity under one section of road in front of a vehicle (100), wherein said simulation is based on information related to said section and assumes that braking of said vehicle (100) can be done in order to avoid that a maximum permitted speed vmax is exceeded; A first determining unit (132), arranged for determining, based on said at least one future speed profile, of at least one respective first position P1, at which at least one first position P1 said at least one respective actual vehicle speed exceeds the maximum. ; A second fixing unit (133), arranged for fixing, based on said at least one future velocity profile vsim, of at least one respective second position P2, after said at least one respective first position P1, at which at least one second position P2 at least one actual position the respective vehicle speed guard will be less than the said maximum speed at vmax; A third fixing unit (134), arranged for fixing, based on the IDA at least a future velocity profile, at at least a first position P1 and at at least a second position P2, of at least one respective energy Ebrake having at least one converted or converted laser at least one first position P1 and said At least one second position P2 so that said at least one actual vehicle speed guard is prevented from exceeding said maximum permitted speed yr .; and - an input control unit (135), arranged for control, based on said at least one fixed energy Ebrake, on said at least one first position P1 and on said at least one second position P2, of one or more inserts which affect said long-term braking effect Biong for said vehicle (100). 091 TST WHITE ZIT EVE T9T iii: 80T --- "SOT --- '170T" -' ZST EST 1 2/200 201 Simulate vsim based 'pA info about the preceding wagon section Fixed P1 based. on vsim and Vmax Fixed P2 based on vsim and Vmax V Fixed Ebrake based on vsim, P1 and P2 Controls bets based on Ebrake rP1 and P2 202 203 204