SE2151537A1 - Control device and method for controlling a compressed air system - Google Patents

Control device and method for controlling a compressed air system

Info

Publication number
SE2151537A1
SE2151537A1 SE2151537A SE2151537A SE2151537A1 SE 2151537 A1 SE2151537 A1 SE 2151537A1 SE 2151537 A SE2151537 A SE 2151537A SE 2151537 A SE2151537 A SE 2151537A SE 2151537 A1 SE2151537 A1 SE 2151537A1
Authority
SE
Sweden
Prior art keywords
compressor
air
vehicle
tank
speed
Prior art date
Application number
SE2151537A
Inventor
Martin Fellke
Richard Hellstrand
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE2151537A priority Critical patent/SE2151537A1/en
Priority to DE102022130348.9A priority patent/DE102022130348A1/en
Publication of SE2151537A1 publication Critical patent/SE2151537A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • 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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/409—Systems with stroke simulating devices for driver input characterised by details of the stroke simulating device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/02—Arrangements of pumps or compressors, or control devices therefor
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • 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
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/06—Control using electricity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/50—Electric vehicles; Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/30—Propulsion unit conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/20—Spring action or springs
    • B60G2500/205—Air-compressor operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1886—Controlling power supply to auxiliary devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B41/00—Pumping installations or systems specially adapted for elastic fluids
    • F04B41/02—Pumping installations or systems specially adapted for elastic fluids having reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/08—Regulating by delivery pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
    • F15B21/04—Special measures taken in connection with the properties of the fluid
    • F15B21/048—Arrangements for compressed air preparation, e.g. comprising air driers, air condensers, filters, lubricators or pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
    • F15B21/08—Servomotor systems incorporating electrically operated control means
    • F15B21/087—Control strategy, e.g. with block diagram
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
    • F15B2211/205—Systems with pumps
    • F15B2211/20507—Type of prime mover
    • F15B2211/20515—Electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/63—Electronic controllers
    • F15B2211/6303—Electronic controllers using input signals
    • F15B2211/6306—Electronic controllers using input signals representing a pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/665—Methods of control using electronic components
    • F15B2211/6652—Control of the pressure source, e.g. control of the swash plate angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/665—Methods of control using electronic components
    • F15B2211/6653—Pressure control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/665—Methods of control using electronic components
    • F15B2211/6655—Power control, e.g. combined pressure and flow rate control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/80—Other types of control related to particular problems or conditions
    • F15B2211/88—Control measures for saving energy
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/80—Other types of control related to particular problems or conditions
    • F15B2211/885—Control specific to the type of fluid, e.g. specific to magnetorheological fluid
    • F15B2211/8855—Compressible fluids, e.g. specific to pneumatics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0015—Transmission control for optimising fuel consumptions

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Fluid Mechanics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Separation By Low-Temperature Treatments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

A control device (100) and a method for controlling a compressed air system (10) of a vehicle (1). The compressed air system (10) comprises a compressor (12) configured to be powered by an energy storage device (5), a tank (14), and a supply system (16) configured to supply pressurized air from the tank to a plurality of air consumers (21, 22, 23, 24). The method comprises, when there is an indication that a current state of charge of the energy storage device (5) is equal to or below a state of charge threshold value, reducing a minimum setpoint pressure (P_cutin) to be maintained in the tank (14) by the compressor (12) to a first pre-defined setpoint pressure threshold (P_cutin_critical), and adjusting a set-speed of the compressor (12) to a speed defined by a pre-determined efficiency characteristic of the compressor (12). Said efficiency characteristic represents specific power consumption per unit mass of air compressed by the compressor (12) and is dependent of the first pre-defined setpoint pressure threshold (P_cutin_critical)·

Description

CONTROL DEVICE AND METHOD FOR CONTROLLING A COMPRESSED AIR SYSTEM TECHNICAL FIELD The present disclosure relates in general to a method for controlling a compressed air system of a vehicle. The present disclosure further relates in general to a control device configured to control a compressed air system of a vehicle. The present disclosure further relates in general to a computer program, a computer-readable medium and a vehicle.
BACKGROUND ln the strive towards more environmentally friendly solutions, vehicles with electrical propulsion systems are becoming more and more popular. However, range anxiety and range awareness increase with the increase in number and types of vehicles that are electrified. The conversion of vehicles to electrical propulsion also means that various other systems of the vehicle, which may previously have been powered by the combustion engine, now are electrified and therefore also consumes power from the energy storage device. One example of such a system is a compressed air system wherein the compressor is powered by the energy storage device. Traditionally, compressed air has often been considered as essentially free energy in the vehicle since the production thereof has traditionally been made by a compressor utilizing inherent energy of the combustion engine. However, when a compressor is powered by the energy storage device (which also powers a propulsion unit of the vehicle), it has a direct impact on the possible driving range of the vehicle before the energy storage device has to be recharged.
US 8,718,848 B2 discloses a system and method relating to employing an Electric Air Charging System to maintain a hybrid commercial vehicle battery within a desired range of charge. The method comprises, if the detected state of charge is less than or equal to a state of charge (SOC) threshold, reducing the cut-in and the cut-out pressure thresholds for the air compressor and reducing the compressor speed. Thereby, the air compressor is controlled to more slowly build air pressure to a lower pressure threshold. This is alleged to result in the compressor using less energy and conserving state of charge of the battery. However, reducing the compressor speed and more slowly build up pressure may not be the most energy efficient solution in all situations.
US 10,173,616 discloses a compressed air system including an electric drive motor, which can be controlled for variable speed, and a compressor coupled to be driven by the electric drive motor. A controller controls the electric drive motor to determine the speed of the electric drive motor so that during filling of an air reservoir, when the pressure in the air reservoir is between a minimum setpoint, P_cufin, and a higher cut off pressure, P_Cut0ff, level, the controller changes the compressor speed so that specific power consumption per unit mass of air is decreased. The document further describes that there may be additional pressure intervals defined for the air reservoir, in which intervals the compressor is controlled differently. lf the pressure is below a minimum level, P_cutin_critica|, the compressor may work at the highest possible speed so that the pressure climbs back above that minimum level as soon as possible. lf the pressure is between the minimum level, P_cutin_critica|, and the setpoint, P_cufin, the speed of the compressor may be determined by the controller on the basis of various signals (such as activation status of accelerator pedal, speed of vehicle, temperature of power supply, or status of electric power supply). The system may in such a case operate in air consumption mode, so that the amount of air consumed is refilled into the system, or in compressor duty mode, to achieve full refilling within a time frame during which the compressor may operate continuously. The above-described system allows the power consumption needed for driving the compressor to be at its lowest specific power consumption between the normal setpoint, P_cufin, and a higher cut off pressure, P_Cut0ff, but the compressor is driven in other ways within other pressure intervals for the purpose of achieving different desired results depending on the pressure in the air reservoir.
SUMMARY The object of the present invention is to increase the driving range of a vehicle in situations where the state of charge of an energy storage device of the vehicle may be regarded as low.
The object is achieved by the subject-matter of the appended independent claim(s). ln accordance with the present disclosure, a method for controlling a compressed air system of a vehicle is provided. The method is performed by a control device. The compressed air system comprises an electrically driven compressor configured to be powered by an energy storage device of the vehicle, a tank configured to store pressurized air produced by the compressor, and a supply system configured to supply pressurized air from the tank to a plurality of air consumers of the vehicle. The method comprises, when there is an indication that a current state of charge of the energy storage device is equal to or below a state of charge threshold value: - reducing a minimum setpoint pressure (P_Cufin) to be maintained in the tank by the compressor to a first pre-defined setpoint pressure threshold (P_cutin_critia|), and - adjusting a set-speed of the compressor to a speed equal to, or within a defined interval around, the most energy efficient speed of the compressor as defined by a pre-determined efficiency cha racteristic of the compressor, if not already corresponding to said speed, wherein said efficiency characteristic represent specific power consumption per unit mass of air compressed by the compressor and is dependent of said first pre-defined setpoint pressure threshold (P_cutin_critia|).
By means of the present method, the power consumption from the energy storage device by the compressor will be significantly reduced, which in turn increases the possible driving range of the vehicle until the energy storage device needs to be recharged. More specifically, reducing the minimum setpoint pressure (P_Cufin) to be maintained in the tank by the compressor to a first pre- defined setpoint pressure threshold (P_cutin_critia|) results in a lower minimum pressure to be maintained in the tank compared to a normally sought minimum pressure to be maintained in the tank and consequently that the compressor needs to compress less air. Furthermore, adjusting the set-speed of the compressor to a speed equal to, or at least being close to, the most energy efficient speed as defined by a pre-determined efficiency characteristic of the compressor, said efficiency characteristic representing specific power consumption per unit mass of air compressed by the compressor and being dependent of said first pre-defined setpoint pressure threshold (P_cutin_critia|), results in the compressor being operated in a more efficient way. Thereby, the power consumption from the energy storage device to maintain an acceptable pressure in the tank may be reduced.
The method may further comprise reducing allowed air consumption from the tank by at least a first air consumer, other than a brake system configured to brake the vehicle, of the plurality of air consumers. Thereby, the amount of compressed air which need to be produced by the compressor may be reduced. Therefore, this leads to lower energy consumption by the compressor and thus in an increase in the possible driving range of the vehicle.
The above-mentioned first air consumer may be selected from the group consisting of an air suspension system of the vehicle, an add-on system connected to the compressed air system, a low entry mode system, and a cab suspension system. Reducing allowed air consumption by such a first air consumer does not result in the safety in the operation of the vehicle being jeopardized, and may therefore be an accepta ble compromise in order to increase the driving range when needed.
The compressed air system may further comprise an air-drying cartridge configured to dry air compressed by the compressor before it enters the tank, said air-drying cartridge being adapted to be regenerated by usage of compressed air from the tank. ln such a case, the method may further comprise inhibiting regeneration of the air-drying cartridge. Thereby, no pressurized air will be consumed by the air-drying cartridge which in turn may reduce the amount of compressed air that need to be produced by the compressor. Thereby, less power from the energy storage device will be consumed by the compressor.
The first pre-defined setpoint pressure threshold (P_cufin_critia|) may represent a minimum pressure to be maintained in the tank to ensure sufficient air pressure to be supplied to at least a second air consumer of the plurality of air consumers such that said second air consumer may be fully operated, said second air consumer being essential to the safety of operation of the vehicle. Alternatively, first pre-defined setpoint pressure threshold (P_cufin_critia|) may represent a required minimum pressure defined by legal requirements and/or by manufacturer recommendations.
The above-mentioned second air consumer may be a brake system configured to brake the vehicle. Preferably, said second air consumer is a brake system configured to brake the vehicle by usage of the service brakes.
The above-mentioned state of charge threshold value may be dependent of an estimated state of charge needed for the vehicle to reach a geographical position at which charging of the energy storage device may be performed. ln other words, the state of charge threshold value may be different depending on the particular circumstances, such as distance for the vehicle to reach a place where the energy storage device may be charged. The herein described method is particularly suitable in situations where it is estimated that a current state of charge of the energy storage device is insufficient or may be insufficient for the vehicle to reach a position of an upcoming charging operation. Alternatively, the above-mentioned state of charge threshold value may be a fixed minimum state of charge threshold of the energy storage device.
The method may further comprise, when reducing the minimum setpoint pressure (P_Cufin), also reducing a maximum setpoint pressure (P_Cut0ff), at which pressure the compressor should temporarily stop compressing air, to a second pre-defined setpoint pressure threshold (P_cutoff_|ow).
Thereby, the risk of undue power consumption by the compressor as a result of producing more compressed air than necessary may be reduced.
The method may further comprise, when it is determined that the compressor may be powered by a power supply device other than the energy storage device, powering the compressor by said power supply device. Thereby, the compressor need not be powered by the energy storage device and therefore not contributing to the discharge thereof.
The above-mentioned power supply device, other than the energy storage device, may suita bly be a regenerative brake of the vehicle. Thereby, the power produced during regenerative braking of the vehicle may be efficiently used by the compressor.
The compressor may be operated at a maximum allowable speed, dependent of the configuration of the compressor and/or the power available to the compressor, when powered by said power supply device. Thereby, the compressor may produce more pressurized air which is stored in the tank as a buffer. Such a buffer may further reduce the power consumption from the energy storage device by the compressor when the compressor may no longer be powered by the power supply device, and therefore need to be powered by the energy storage device.
The present disclosure further relates to a computer program comprising instructions which, when executed by a control device, cause the control device to carry out the method as described above.
The present disclosure further relates to a computer-readable medium comprising instructions which, when executed by a control device, cause the control device to carry out the method as described above.
Moreover, the present disclosure provides a control device configured to control a compressed air system of a vehicle. The compressed air system comprises an electrically driven compressor configured to be powered by an energy storage device of the vehicle, a tank configured to store pressurized air produced by the compressor, and a supply system configured to supply pressurized air from the tank to a plurality of air consumers of the vehicle. The control device is configured to, when there is an indication that a current state of charge of the energy storage device is equal to or below a state of charge threshold value: - reduce a minimum setpoint pressure (P_cufin) to be maintained in the tank by the compressor to a first pre-defined setpoint pressure threshold (P_cutin_critia|), and - adjust a set-speed of the compressor to a speed equal to, or within a defined interval around, the most energy efficient speed of the compressor as defined by a pre-determined efficiency characteristics of the compressor, if not already corresponding to said speed, wherein efficiency characteristics represents specific power consumption per unit mass of air compressed by the compressor and is dependent of said first pre-defined setpoint pressure thre5h0|d (P_cutin_critial)- The control device provides the same advantages as described above with regard to the corresponding method for controlling a compressed air system of a vehicle.
The control device may further be configured to reduce allowed air consumption by at least a first air consumer, other than a brake system configured to brake the vehicle, of the plurality of air consumers. The present disclosure further provides a vehicle comprising a compressed air system and the above- described control device. The vehicle may be a land-based heavy vehicle, such as a truck or a bus.
Moreover, the vehicle may be a partly or fully electrically driven vehicle.
BRIEF DESCRIPTION OF DRAWINGS Fig. 1 schematically illustrates a side view of an example of a vehicle, Fig. 2 schematically illustrates one example of a compressed air system of a vehicle, Fig. 3 represents a flowchart schematically illustrating one exemplifying embodiment of the method for controlling a compressed air system according to the present disclosure, Fig. 4 schematically illustrates an example of pre-determined efficiency characteristic of a compressor of a compressed air system of a vehicle, and Fig. 5 schematically illustrates a device that may constitute, comprise or be a part of a control device configured to control a compressed air system of a vehicle.
DETAILED DESCRIPTION The invention will be described in more detail below with reference to exemplifying embodiments and the accompanying drawings. The invention is however not limited to the exemplifying embodiments discussed and/or shown in the drawings, but may be varied within the scope of the appended claims. Furthermore, the drawings shall not be considered drawn to scale as some features may be exaggerated in order to more clearly illustrate the invention or features thereof. ln the present disclosure, the term "air suspension system of the vehicle" is intended to mean the air suspension system of the chassis of the vehicle. Thus, the term "air suspension system of the vehicle" as used herein shall not be confused with other air suspension systems that may be present in the vehicle, such as a cab suspension system, a seat suspension system or the like.
Furthermore, in the present disclosure, the term "add-on system" is intended to mean a system added to the vehicle by a customer or user of the vehicle, or by a bodybuilder. Manufacturers of heavy vehicles may, as in the car industry, produce vehicles intended for delivery to final customers or final users of the vehicles. lt is however also common that heavy vehicles are only partly produced by the vehicle manufacturer (usually at least the vehicle chassis and powertrain as well as the vehicle internal systems are produced by the vehicle manufacturer), and subsequently completed by a third- party supplier in such a way as to meet specific requirements of the final customer or user. A bodybuilder constitutes such a third-party supplier. For example, a vehicle manufacturer may produce a vehicle powertrain which is used as a base for a third-party supplier to complete the vehicle designed to be used as a mobile home, fire vehicle, ambulance, concrete mixer vehicle, crane truck, refrigerated vehicle or the like. Also, for example powertrains for buses may be produced by the vehicle manufacturer with little or no bodywork, with the intention to complete the vehicle with subsequent building-on performed by a bus bodybuilder.
From the above, it is clear that some air consumers of a vehicle may constitute add-on systems if added to the vehicle by a customer, user or bodybuilder, but may alternatively be included in the vehicle by the vehicle manufacturer and in such a case not considered as an add-on system. One example of an air consumer that may or may not be an add-on system depending on who has installed the air consumer in the vehicle is a pneumatic actuator for opening and closing of doors of the vehicle. Other examples include, but are not limited to, cab suspension systems, seat suspension systems, and low entry mode systems. Here, it should be clarified that the term "low entry system" is intended to mean a system which enables a vehicle to be temporarily lowered, for example to facilitate on-boarding for a passenger, by kneeling of the vehicle.
The present disclosure provides a method, performed by a control device, for controlling a compressed air system of a vehicle. The compressed air system comprises an electrically driven compressor configured to be powered by an energy storage device of the vehicle. More specifically, the compressor is configured to be powered by an energy storage device, wherein said energy storage device is also used for powering a propulsion unit of the vehicle. The compressed air system further comprises a tank configured to store pressurized air produced by the compressor. Moreover, the compressed air system comprises a supply system configured to supply pressurized air from the tank to a plurality of air consumers of the vehicle. One of said plurality of air consumers is typically a brake system configured to brake the vehicle by usage of the service brakes (i.e. the wheel brakes) of the vehicle. The compressor of the compressed air system is configured to maintain a desired pressure in the tank through starting to compress air when the pressure falls down to a minimum setpoint pressure (P_cufin). ln order to not unduly increase the pressure in the tank, the compressor is configured to be temporarily stopped when a maximum setpoint pressure (P_Cut0ff) is reached in the tank.
The method for controlling the compressed air system according to the present disclosure comprises, when there is an indication that a current state of charge of the energy storage device is equal to or below a state of charge threshold value, the following steps: - reducing a minimum setpoint pressure (P_Cufin) to be maintained in the tank by the compressor to a first pre-defined setpoint pressure threshold (P_cutin_critia|), (if not already corresponding to said first pre-defined setpoint pressure threshold (P_cufin_critia|)), and - adjusting a set-speed of the compressor to an adjusted set-speed which is equal to, or is within a defined interval around, the most energy efficient speed of the compressor as defined by a pre-determined efficiency characteristic of the compressor, said efficiency characteristics representing specific power consumption per unit mass of air compressed by the compressor and being dependent of said first pre-defined setpoint pressure threshold (P_cutin_critial)- lt should here be noted that the set-speed of the compressor may in some situations already, by coincidence, correspond to such an adjusted set-speed which is equal to, or is within a defined interva| around, the most energy efficient speed of the compressor as defined by a pre-determined efficiency cha racteristic being dependent of said pre-defined setpoint pressure threshold (P_cutin_critja|). ln such cases, the set-speed need not be adjusted but may be maintained at the current set-speed. Alternatively, in case the set-speed is not equal to the most energy efficient speed of the compressor, the set-speed may be adjusted to an adjusted set-speed which is closer to said most energy efficient speed of the compressor as defined by the pre-determined efficiency characteristic being dependent of said first pre-defined setpoint pressure threshold (P_cutin_critia|).
Thus, by means of the present method the compressor will be operated under the conditions of the pre-defined setpoint pressure threshold (P_cufin_crjtja|) and a speed corresponding to, or at least being close to, the most energy efficient speed of the compressor as defined by the pre-determined efficiency cha racteristic of the compressor.
Naturally, the most energy efficient result and thereby the best driving range of the vehicle, may be obtained if the set-speed of the compressor is adjusted to the most energy efficient speed defined by the pre-determined efficiency characteristic. However, a certain degree in tolerance of the speed to which the set-speed of the compressor is adjusted may be acceptable. Therefore, as mentioned above, the set-speed may according to the herein described method be adjusted to a speed which is within a defined interva| around the most energy efficient speed defined by the predetermined efficiency cha racteristic. The defined interva| may for example be an interva| ranging from -10% of the most energy efficient speed defined by the predetermined efficiency characteristic to +10% of the most energy efficient speed defined by the predetermined efficiency characteristic (including the end values of the range). ln other words, the defined interva| may be an interva| of 110% the most energy efficient speed. Suitably, the set-speed of the compressor is adjusted to a speed which is within the interva| of 15%, or 13%, (including the end values) of the most energy efficient speed of the compressor as defined the pre-determined efficiency characteristic. Naturally, other alternatives of the defined interva| to which the set-speed of the compressor is adjusted are plausible, such as from -5% of the most energy efficient speed defined by the predetermined efficiency characteristic to +10% of the most energy efficient speed defined by the predetermined efficiency characteristic or -10% of the most energy efficient speed defined by the predetermined efficiency characteristic to +5% of the most energy efficient speed defined by the predetermined efficiency characteristic. Moreover, the defined interval to which the set-speed of the compressor is adjusted need not be defined by usage of a percentage of the most energy efficient speed as defined by pre-determined efficiency characteristic, but could alternatively be defined by revolutions per minute. For example, the |imits of the defined interval may be given by the most energy efficient speed defined by the pre- determined characteristics 1200 rpm, 1100 rpm, 150 rpm or 120 rpm.
The pre-determined efficiency characteristic of the compressor may typically be presented by an efficiency curve representing specific power consumption per unit mass of air compressed by the compressor and is dependent of said first pre-defined setpoint pressure threshold (P_cutin_critia|). ln other words, the set-speed of the compressor may, according to the present method, be adjusted to a speed resu|ting in the lowest specific power per unit mass of air compressed by the compressor for the specific compressor used and for said first pre-defined setpoint pressure threshold.
Reducing the minimum setpoint pressure (P_cufin) to be maintained in the tank by the compressor to the first pre-defined setpoint pressure threshold (P_cufin_critia|) results in a lower pressure to be maintained in the tank compared to a normally sought minimum pressure to be maintained in the tank and consequently that the compressor needs to compress less air. Furthermore, adjusting the set-speed of the compressor to a speed equal to, or at least being close to, the most energy efficient speed of the compressor as defined by a pre-determined efficiency characteristic of the compressor, (said efficiency characteristics, as described above, representing specific power consumption per unit mass of air compressed by the compressor and being dependent of said first pre-defined setpoint pressure threshold (P_cutin_critia|)), results in the compressor being operated in a more efficient way whereby the power consumption from the energy storage device to maintain an acceptable pressure in the tank may be reduced. For sake of comparison, during normal operation of the compressed air system (i.e. when the present method is not performed), the set-speed of the compressor is generally selected in dependence of other factors, such as allowable time for reaching a desired pressure in the tank and/or noise produced by the compressor, and may therefore not be operated at the most energy efficient speed. Thus, by means of the present method, energy consumption of the compressor is reduced as a result of the combination of having to produce less compressed air and being driven in a more energy efficient way. Thereby, less power from the energy storage device is consumed by the compressor and may instead be used for the propulsion of the vehicle, which in turn increases the driving range. 11 Moreover, compared to for example the previously proposed method described in US 8,718,848 B2 relying on simply reducing the speed of the compressor to more slowly build up pressure to a reduced set-point pressure in case of a low state of charge, the herein described method ensures that the power consumption by the compressor is reduced in all possible situations when there is an indication that the current state of charge of the energy storage device is equal to or lower than a desired state of charge. This is achieved in view of the set-speed purposively being adjusted to a speed which is equal to, or at least is close to, the most energy efficient speed of the compressor for the minimum setpoint pressure to be maintained in the in the tank by the compressor. ln contrast, the previously proposed method may in some situations actually risk increasing the power consumption of the compressor although the compressor is used for building up a lower pressure in the tank than the normally desired pressure. Further, simply lowering the compressor speed at random is a clearly inferior solution to selecting the most, or very close to the (documented) most energy efficient speed for the compressor in question.
The herein described method may suitably further comprise a step of, when there is an indication that a current state of charge of the energy storage device is equal to or below a state of charge threshold value, reducing allowed air consumption from the tank by at least a first air consumer of the plurality of air consumers, said first air consumer not being essential to the safety in the operation of the vehicle. This may for example be achieved by controlling the supply system. One example of an air consumer that is essential to the operation of the vehicle is a brake system configured to brake the vehicle by usage of service brakes of the vehicle (said service brakes being pneumatically controlled). Thus, said first air consumer should be an air consumer other than said brake system configured to brake the vehicle by usage of the service brakes of the vehicle. ln some heavy vehicles, the service brakes may be relatively weak since other brakes (such as regenerative brake, retarder and/or exhaust brake) are primarily relied on. ln such instances, an air consumer in the form of for example an exhaust brake may be considered as essential to the operation of the vehicle. However, in some cases, it may be acceptable to slightly reduce allowed air consumption of an air consumer in the form of an exhaust brake to thereby rely more on the service brakes.
Moreover, an example of an air consumer that is important for the safety in the operation of the vehicle is a gearbox system wherein gear shifts are performed by utilization of pneumatic actuators. The ability of performing gear shifts is essential to the safety in the operation of the vehicle. However, it may be possible to reduce the consumption of air by the gearbox system by for example adjusting shift limits to thereby reduce the number of gear shifts. Thus, such a gearbox system is here 12 not considered to be essential to the safety in the operation of the vehicle. lt is however advisa ble that allowed air consumption by such a gearbox system is reduced only in very critical cases. ln other words, said first air consumer for which the allowed air consumption from the tank is reduced is suita bly an air consumer other than a gearbox system wherein gear shifts are performed by utilization of pneumatic actuators. ln some cases, the step of reducing the allowed air consumption from the tank by the first air consumer may comprise reducing air consumption from the tank by the first air consumer to zero. ln other words, the method may comprise prohibiting consumption of air from the tank by the first air consumer of the plurality of air consumers.
The above mentioned first air consumer of the plurality of air consumers may suitably be selected from the group consisting of an air suspension system of the vehicle, an add-on system connected to the compressed air system, a low entry mode system and a cab suspension systems. Other examples of said first air consumer include, but are not limited to, a seat suspension system, a system for opening and closing of vehicle doors and a system for regulating steering wheel position. Generally, the air consumer which has the highest air consumption and which is not essential to the safety in the operation of the vehicle is the air suspension system of the vehicle. Therefore, said first air consumer may preferably be the air suspension system of the vehicle. Naturally, the method may comprise reducing allowed air consumption from the tank from two or more air consumers of the plurality of air consumers as long as these two or more air consumers are not essential to the safety in operation of the vehicle. These two or more air consumers may be selected, in any combination, from the above given examples of the first air consumer. For example, the method may comprise reducing allowed air consumption of the air suspension system of the vehicle as well as reducing allowed air consumption of one or more add-on systems connected to the compressed air system.
Generally, a compressed air system of the kind described herein further comprises an air-drying cartridge configured to dry air compressed by the compressor before it enters the tank. Such an air- drying cartridge may be adapted to be regenerated (i.e. removal of moisture from the air-drying cartridge), at suitable points in time, by usage of compressed air from the tank. The purpose of the regeneration is to reduce of the risk of moisture in the tank of the compressed air system. The method according to the present disclosure may, when there is an indication that a current state of charge of the energy storage device is equal to or below a state of charge threshold value, further comprise inhibiting such regeneration of the air-drying cartridge. Thereby, the amount of air consumed from the tank is reduced which means that the compressor needs to compress less air and 13 thereby a reduction in the energy consumption from the energy storage device. Although this increases the risk for moisture in the tank, this may be an acceptable compromise since said moisture may later be removed when the vehicle has reached a desired destination.
According to one alternative, the above disclosed first pre-defined setpoint pressure threshold (P_cufin_critia|) represents a minimum pressure to be maintained in the tank to ensure sufficient air pressure to be supplied to at least a second air consumer of the plurality of air consumers such that said second air consumer may be fully operated, said second air consumer being essential to the safety of operation of the vehicle. As evident from the disclosure above, said second air consumer may be a brake system configured to brake the vehicle. More specifically, said second air consumer may be a bra ke system configured to brake the vehicle by usage of the service brakes. According to another alternative, said first pre-defined setpoint pressure threshold (P_cutin_critia|) represents a required minimum pressure defined by legal requirements and/or by manufacturer recommendations. Typically, such a required minimum pressure defined by legal requirements and/or by manufacturer recommendations may be set so as to ensure that a vehicle may be safely operated and therefore takes into account that the vehicle may be safely braked by a brake system of the vehicle.
As previously mentioned, the present method for controlling a compressed air system of a vehicle is performed when there is an indication that a current state of charge of the energy storage device is equal to or below a state of charge threshold value. Said state of charge threshold value may be dependent of an estimated state of charge needed for the vehicle to reach a geographical position at which charging of the energy storage device may be performed. Methods for estimating the state of charge needed for a vehicle to reach a geographical position at which charging of the energy storage device may be performed are previously known in the art and will therefore not be described in detail in the present disclosure. Typically, such methods take into account, current geographical position of the vehicle and destination of the vehicle, map data (including typographical data), vehicle properties (such as vehicle configuration and weight), etc. Examples of geographical positions at which charging of the energy storage device may be performed include a charging station or a charging zone where the vehicle may be charged during travel by connection to an electrical power line above, at the side of or in the road. Another example of a geographical position where charging of the energy storage device may be performed may be a geographical position where regenerative braking of the vehicle may be performed so as to thereby charge the energy storage device. 14 Alternatively, said state of charge threshold may be a fixed minimum state of charge threshold of the energy storage device. Such a first minimum state of charge threshold may be preset in order to ensure that the energy storage device does not risk reaching a state of charge where there is an increased risk for degradation of the energy storage device. lt should however be noted that such a fixed minimum state of charge threshold is in most instances only relevant in situations where the energy storage device has a sufficient estimated state of charge needed for the vehicle to reach a geographical position at which charging of the energy storage device may be performed. Thus, performing the herein described method for controlling a compressed air system as a result of an indication that a current state of charge of the energy storage device is equal to or below the fixed minimum state of charge threshold will be considerably less frequent compared to performing the method as a result of an indication that a current state of charge of the energy storage device is equal to or below a state of charge threshold dependent of an estimated state of charge needed for the vehicle to reach a geographical position at which charging of the energy storage device may be performed.
The method may further comprise, when reducing the minimum setpoint pressure (P_Cufin), also reducing a maximum setpoint pressure (P Cutoff), at which pressure the compressor should temporarily stop compressing air, to a second pre-defined setpoint pressure threshold (P_cutoff_|ow).
Thereby, the compressor will temporarily stop producing compressed air at a lower pressure than during normal operation where the present method is not performed. This in turn further reduces the energy consumption of the compressor and thereby conserves energy of the energy storage device.
The method may further comprise determining whether the compressor may be powered by a power supply device other than the energy storage device. lf it is determined that the compressor may be powered by a power supply device other than the energy storage device, the method may comprise powering the compressor by said power supply device. Said other power supply device may for example be a regenerative brake of the vehicle. ln other words, if the compressor may be driven directly by power produced by for example a regenerative brake of the vehicle, the compressed air system is controlled in such a way that the compressor is powered by the other power supply device. This may for example be achieved by the compressor being connected to an electrical network of the vehicle. ln case the compressor is powered by another power supply device, other than the energy storage device, the compressor may suitably be operated so as to create a buffer in the tank of the compressed air system to thereby allow the compressor to consume less energy from the energy storage device when it no longer can be powered by the other power supply device. Therefore, the method may comprise, when the compressor is powered by a power supply device other than the energy storage device, operating the compressor a maximum allowa ble speed, dependent of the configuration of the compressor and/or the power available to the compressor. Furthermore, the method may comprise, when the compressor is powered by a power supply device other than the energy storage device, increase the maximum setpoint pressure (P Cutoff), at which pressure the compressor should temporarily stop compressing air.
The performance of the herein described method for controlling a compressed air system of a vehicle may be governed by programmed instructions. These programmed instructions typically take the form of a computer program which, when executed in or by a control device, cause the control device to affect desired forms of control action. Such instructions may typically be stored on a computer-readable medium.
Furthermore, the present disclosure provides a control device configured to perform the above- described method for controlling a compressed air system of a vehicle. The control device may be configured to perform any one of the steps of the method for controlling a compressed air system as described herein.
More specifically, the present disclosure provides a control device configured to control a compressed air system of a vehicle. Said compressed air system comprises an electrically driven compressor configured to be powered by an energy storage device of the vehicle, a tank configured to store pressurized air produced by the compressor, and a supply system configured to supply pressurized air from the tank to a plurality of air consumers of the vehicle. The control device is configured to, when there is an indication that a current state of charge of the energy storage device is equal to or below a state of charge threshold value, reduce a minimum setpoint pressure (P_cufin) to be maintained in the tank by the compressor to a first pre-defined setpoint pressure threshold (P_cutin_critia|), if not already corresponding to said first pre-defined setpoint pressure threshold (P_cutin_critia|). The control device is further configured to adjust a set-speed of the compressor to a speed equal to, or within a defined interval around, the most energy efficient speed of the compressor as defined by a pre-determined efficiency characteristic of the compressor, if not already corresponding to said speed, wherein said efficiency characteristic represents specific power consumption per unit mass of air compressed by the compressor and is dependent of said first pre- defined setpoint pressure threshold. 16 The control device configured to control the compressed air system may comprise one or more control units. ln case the control device comprises a plurality of control units, each control unit may be configured to control a certain function or a certain function may be divided between different control units. The control device may be arranged in the vehicle, and thus be a part of the vehicle. The control device may be a part of the compressed air system as such. Alternatively, the control device may be separate from the compressed air system but configured to communicate therewith for the purpose of performing various control actions.
The control device may further be configured to determine if the current state of charge of the energy storage device is equal to or below the state of charge threshold value. For the purpose of making such a determination, the control device may be configured to estimate the state of charge of the energy storage device needed for the vehicle to for the vehicle to reach a geographical position at which charging of the energy storage device may be performed. Alternatively, the control device may be configured to request and receive information from another controller, of the vehicle or remote from the vehicle, if there has been generated an indication that that a current state of charge of the energy storage device is equal to or below the state of charge threshold value.
The present disclosure further provides a vehicle comprising a compressed air system and the control device. The vehicle may for example be a land-based heavy vehicle, such as a truck, a bus, or the like.
Furthermore, the vehicle may be a fully electrically driven vehicle or a hybrid vehicle.
Figure 1 schematically illustrates a side view of an example of a vehicle 1. The vehicle 1 comprises a powertrain 2. The vehicle powertrain 2 comprises a propulsion unit in the form of an electrical machine 3, which is powered by an energy storage device 5 of the vehicle. The electrical machine 3 may, during regenerative braking of the vehicle, be configured to be operated as a generator whereby kinetic energy of the vehicle 1 is converted into electrical energy used to charge the energy storage device 5. The vehicle 1 further comprises a gearbox 4. The gearbox 4 may be connected to the driving wheels 7 of the vehicle 1 via a propeller shaft 6. The vehicle 1 further comprises wheel brakes 9. Typically, each wheel of the vehicle 1 comprises a wheel brake 9. Thus, both non-driven wheels 8 and driving wheels 7 comprises wheel brakes 9.
The vehicle 1 may be a fully electrical vehicle. Alternatively, the vehicle 1 may be a hybrid vehicle in which case the vehicle 1, in addition to the electrical machine 3, comprises a combustion engine (not shown). 17 Figure 2 schematically illustrates one example of a compressed air system 10 of a vehicle, such as the vehicle 1 shown in Figure 1. ln the figure, optional features are shown with dashed lines. Features which are not a part of the compressed air system 10 as such are illustrated by dotted lines. The method for controlling a compressed air system as described herein may be performed on the compressed air system 10 illustrated in Figure 2.
The compressed air system 10 comprises an electrically driven compressor 12 configured to be powered by an energy storage device 5 of the vehicle 1. The compressed air system 10 further comprises a tank 14 configured to store pressurized air produced by the compressor 12. Moreover, the compressed air system 10 comprises a supply system 16 configured to supply pressurized air from the tank 14 to a plurality of air consumers of the vehicle. Said plurality or air consumers may for example comprise a brake system 21 configured to brake the vehicle by usage of the service brakes, an air suspension system 22 of the vehicle, a gearbox system 23 wherein gear shifts are performed by utilization of pneumatic actuators, and/or an add-on system 24 connected to the compressed air system 10 to allow usage of pressurized air therefrom.
The compressed air system 10 may further comprise an air-drying cartridge 18 configured to dry air compressed by the compressor 12 before the compressed air enters the tank 14. The air-drying cartridge 18 may be adapted to be regenerated by usage of compressed air from the tank 14. The compressed air may be supplied by the supply system 16 as shown in the figure. Alternatively, the compressed air needed for the regeneration of the air-drying cartridge may be supplied from the tank 14 by a separate supply arrangement, if desired.
The compressed air system 10 is controlled by a control device 100. The control device 100 may be a constituent component of the compressed air system 10 as shown in the figure. Alternatively, the control device 100 may be separate from the compressed air system 10, but configured to communicate therewith for the purpose of controlling the compressed air system 10. The control device 100 may be arranged in the vehicle. Alternatively, parts of the control device may be arranged remote from the vehicle, for example at a remote control center or the like. The control device 100 may be configured to perform the method for controlling a compressed air system as described herein.
Figure 3 represents a flowchart schematically illustrating one exemplifying embodiment of the method for controlling a compressed air system according to the present disclosure. Optional steps 18 of the method are illustrated by dashed lines. The compressed air system may for example be the compressed air system 10 illustrated in Figure 2.
The method may comprise a first step of determining S101 whether there is an indication that the current state of charge of the energy storage device is equal to or below a state of charge threshold value. ln case there is no indication that the current state of charge of the energy storage device is equal to or below the state of charge threshold value, the method is returned to start.
The method comprises a step of, when there is an indication that a current state of charge of the energy storage device is equal to or below a state of charge threshold value, reducing S102 a minimum setpoint pressure (P_Cufin) to be maintained in the tank by the compressor to a first pre- defined setpoint pressure threshold, (P_cutin_critia|), if not already corresponding to said first pre- defined setpoint pressure threshold (P_cutin_critia|). The method further comprises a step of adjusting a set-speed of the compressor to a speed equal to, or within a defined interval around, the most energy efficient speed of the compressor defined by a pre-determined efficiency characteristic of the compressor (unless the set-speed by coincidence already is equal to the most energy efficient speed for said first pre-defined setpoint pressure threshold, (P_cutin_critia|)). Said efficiency characteristic represents specific power consumption per unit mass of air compressed by the compressor and is dependent of the first pre-defined setpoint pressure threshold. Thereby, the compressor may be operated in the most energy efficient way for said first-predefined setpoint pressure threshold.
The method may further comprise a step of reducing S104 allowed air consumption from the tank by at least a first air consumer of the plurality or air consumers. Said first air consumer is an air consumer other than a brake system configured to brake the vehicle.
The method may further comprise a step of determining S105 whether the compressor may be powered by a power supply device other than the energy storage device. lf it is determined in step S105 that the compressor may be powered by said power supply device, the method may comprise powering S106 the compressor by said power supply. ln such a case, the compressor may suitably be operated at a maximum allowable speed, dependent of the configuration of the compressor and/or the power available to the compressor by the power supply device, for the purpose of creating a buffer of compressed air in the tank. 19 The method may be terminated when a charging procedure during which the energy storage device is charged has been initiated, for example at a charging station or charging zone, or when the energy storage device has reached a pre-selected state of charge value. Alternatively, the method may be terminated when it is estimated that the state of charge of the energy storage device is sufficient for the vehicle to reach a geographical position at which the energy storage device may be charged even if the compressed air system is operated as normally intended (i.e. not according to the present method).
Figure 4 schematically i||ustrates an example of pre-determined efficiency characteristic of a compressor of a compressed air system of a vehicle. The efficiency characteristic represents specific power consumption per unit mass of air compressed by the compressor versus speed of the compressor and in dependence of setpoint pressure. ln figure 4, three different minimum setpoint pressures P1, P2 and P3 (i.e. minimum pressures to be maintained in the tank by the compressor) are illustrated, each presented by a curve in the figure. P1 represents a minimum setpoint pressure which is lower than the minimum setpoint pressure P2, which in turn is lower than the minimum setpoint pressure P3. As can be seen from the figure, the most energy efficient speed of the compressor may be reached at different speeds, v1, vz, V3 depending on the minimum setpoint pressure selected. Thus, in case of the minimum setpoint pressure being P1, the most energy efficient speed of the compressor is v1. Similarly, the most energy efficient speed of the compressor in case of minimum setpoint pressure P2 is vz. Thus, assuming that P2 represents the minimum setpoint pressure used during normal operation of the compressed air system, reducing the minimum setpoint pressure in accordance with the herein described method to P1 also means that the most energy efficient speed of the compressor for maintaining the setpoint pressure is altered from v; to v1.
Figure 5 schematically i||ustrates an exemplifying embodiment of a device 500. The control device 100 described above may for example comprise the device 500, consist of the device 500, or be comprised in the device 500.
The device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550. The non-volatile memory 520 has a first memory element 530 in which a computer program, e.g. an operating system, is stored for controlling the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted).
The non-volatile memory 520 has also a second memory element 540.
There is provided a computer program P that comprises instructions for controlling a compressed air system of a vehicle, said compressed air system comprising an electrically driven compressor configured to be powered by an energy storage device of the vehicle, a tank configured to store pressurized air produced by the compressor, and a supply system configured to supply pressurized air from the tank to a plurality of air consumers of the vehicle. The computer program comprises instructions for, when there is an indication that a current state of charge of the energy storage device is equal to or below a state of charge threshold value, reducing a minimum setpoint pressure (P_Cufin) to be maintained in the tank by the compressor to a first pre-defined setpoint pressure threshold (P_cutin_critia|), , and adjusting a set-speed of the compressor to a speed equal to, or within a defined interval around, the most energy efficient speed of the compressor as defined by a pre- determined efficiency characteristic of the compressor. Said efficiency characteristic represents specific power consumption per unit mass of air compressed by the compressor and is dependent of said first pre-defined setpoint pressure threshold (P_cutin_critia|).
The program P may be stored in an executable form or in a compressed form in a memory 560 and/or in a read/write memory 550.
The data processing unit 510 may perform one or more functions, i.e. the data processing unit 510 may effect a certain part of the program P stored in the memory 560 or a certain part of the program P stored in the read/write memory 550.
The data processing device 510 can communicate with a data port 599 via a data bus 515. The non- volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. The read/write memory 550 is adapted to communicate with the data processing unit 510 via a data bus 514. The communication between the constituent components may be implemented by a communication link. A communication link may be a physical connection such as an optoelectronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.
When data are received on the data port 599, they may be stored temporarily in the second memory element 540. When input data received have been temporarily stored, the data processing unit 510 is prepared to effect code execution as described above. 21 Parts of the methods herein described may be affected by the device 500 by means of the data processing unit 510 which runs the program stored in the memory 560 or the read/write memory 550. When the device 500 runs the program, methods herein described are executed.

Claims (1)

1.Claims A method, performed by a control device (100), for controlling a compressed air system (10) of a vehicle (1), the compressed air system (10) comprising: an electrically driven compressor (12) configured to be powered by an energy storage device (5) of the vehicle (1), a tank (14) configured to store pressurized air produced by the compressor (12), and a supply system (16) configured to supply pressurized air from the tank (14) to a plurality of air consumers (21, 22, 23, 24) of the vehicle (1), wherein the method comprises, when there is an indication that a current state of charge of the energy storage device (5) is equal to or below a state of charge threshold value: reducing (S102) a minimum setpoint pressure (P_Cufin) to be maintained in the tank (14) by the compressor (12) to a first pre-defined setpoint pressure threshold (P_cutin_critia|), and adjusting a set-speed of the compressor (12) to a speed equal to, or within a defined interval around, the most energy efficient speed of the compressor (12) as defined by a pre- determined efficiency characteristic of the compressor (12), if not already corresponding to said speed, wherein said efficiency characteristic represents specific power consumption per unit mass of air compressed by the compressor (12) and is dependent of said first pre- defined setpoint pressure threshold (P_cutin_critia|). The method according to claim 1, further comprising: reducing (S104) allowed air consumption from the tank (14) by at least a first air consumer (22, 23, 24), other than a brake system (21) configured to brake the vehicle, of the plurality of air consumers. The method according to claim 2, wherein said first air consumer is selected from the group consisting of an air suspension system (22) of the vehicle, an add-on system (24) connected to the compressed air system, a low entry mode system, and a cab suspension system. The method according to any one of the preceding claims,wherein compressed air system (10) further comprises an air-drying cartridge (18) configured to dry air compressed by the compressor (12) before it enters the tank (14) and which is adapted to be regenerated by usage of compressed air from the tank (14), and wherein the method further comprises inhibiting regeneration of said air-drying ca rtridge (18). The method according to any one of the preceding claims, wherein said first pre-defined setpoint pressure threshold (P_cufin_critia|) represents a minimum pressure to be maintained in the tank (14) to ensure sufficient air pressure to be supplied to at least a second air consumer (21) of the p|ura|ity of air consumers such that said second air consumer (21) may be fully operated, said second air consumer (21) being essential to the safety of operation of the vehicle (1), or wherein said first pre-defined setpoint pressure threshold (P_cufin_critia|) represents a required minimum pressure defined by legal requirements and/or by manufacturer recommendations. The method according to claim 5, wherein the second air consumer is a brake system (21) configured to brake the vehicle. The method according to any one of the preceding claims, wherein said state of charge threshold value is dependent of an estimated state of charge needed for the vehicle (1) to reach a geographical position at which charging of the energy storage device (5) may be performed, or wherein said state of charge threshold value is a fixed minimum state of charge threshold of the energy storage device (5). The method according to any one of the preceding claims, further comprising, when reducing the minimum setpoint pressure (P_cufin), also reducing a maximum setpoint pressure (P cutoff), at which pressure the compressor (12) should temporarily stop compressing air, to a second pre-defined setpoint pressure threshold (P_cutoff_|ow). The method according to any one of the preceding claims, further comprising, when it is determined that the compressor (12) may be powered by a power supply device other than the energy storage device (5), powering the compressor by said power supply device.The method according to claim 9, wherein said power supply device is a regenerative brake of the vehicle (1). The method according to any one of claims 9 or 10, wherein the compressor (12) is operated at a maximum allowable speed, dependent of the configuration of the compressor (12) and/or the power available to the compressor (12), when powered by said power supply device. A computer program (P) comprising instructions which, when executed by a control device (100), cause the control device (100) to carry out the method according to any one of the preceding claims. A computer-readable medium comprising instructions which, when executed by a control device (100), cause the control device (100) to carry out the method according to any one of claims 1 to A control device (100) configured to control a compressed air system (10) of a vehicle (1), the compressed air system (10) comprising: an electrically driven compressor (12) configured to be powered by an energy storage device (5) of the vehicle (1), a tank (14) configured to store pressurized air produced by the compressor (12), and a supply system (16) configured to supply pressurized air from the tank to a plurality of air consumers (21, 22, 23, 24) of the vehicle (1), wherein the control device (100) is configured to, when there is an indication that a current state of charge of the energy storage device (5) is equal to or below a state of charge threshold value: reduce a minimum setpoint pressure (P_cufin) to be maintained in the tank (14) by the compressor to a first pre-defined setpoint pressure threshold (P_cutin_critia|), and adjust a set-speed of the compressor (12) to a speed equal to, or within a defined interval around, the most energy efficient speed of the compressor (12) as defined by a pre- determined efficiency characteristic of the compressor (12), if not already corresponding to said speed, wherein said efficiency characteristic represents specific power consumption per unit mass of air compressed by the compressor (12) and is dependent of said first pre- defined setpoint pressure threshold (P_cutin_critia|). 15. The control device (100) according to claim 14, further configured to reduce allowed air consumption by at least a first air consumer (22, 23, 24), other than a brake system (21) configured to brake the vehicle, of the plurality of air consumers. 16. A vehicle (1) comprising a compressed air system (10) and the control device (100) according to any one of claims 14 or 15.
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EP2626258A1 (en) * 2012-02-08 2013-08-14 Bendix Commercial Vehicle Systems LLC Uphill vehicle orientation adjusted compressor control
EP2708429A1 (en) * 2012-09-12 2014-03-19 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Compressed air system for a motor vehicle
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SE541399C2 (en) * 2016-01-28 2019-09-17 Scania Cv Ab A method and system for controlling air supply

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US20120315151A1 (en) * 2011-06-08 2012-12-13 Bendix Commercial Vehicle Systems, Llc Current control via speed control for driving screw compressor under cold conditions
EP2626258A1 (en) * 2012-02-08 2013-08-14 Bendix Commercial Vehicle Systems LLC Uphill vehicle orientation adjusted compressor control
EP2708429A1 (en) * 2012-09-12 2014-03-19 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Compressed air system for a motor vehicle
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