SE539394C2 - Identification and utilization of surplus energy in a vehicle-mounted system - Google Patents

Abstract

The present invention provides a method and a system for identifying free energy and utilizing this free energy in at least one vehicle-mounted system. The method comprises simulating at least one future velocity profile vm below a road section in front of a vehicle, which is based on information related to the road section. based on the at least future velocity profile v fl m, of whether free energy the vehicle will be available under the wagon section.Available free energy is defined as has an excess energy the vehicle has during a simulated rollout rollam and during a simulated active braking process brakeam om simulated simulated . The method comprises utilizing this available free energy for replenishing at least one energy store in at least one vehicle-mounted system which obtains energy from a driveline in the vehicle. (Fig. 2)

Description

TECHNICAL FIELD The present invention relates to a method of pre-identifying free energy and utilizing free energy in at least one vehicle-mounted system according to the preamble of system according to the present invention. energy in at least one vehicle-mounted system according to the preamble of claim 31, as well as a computer program and a computer program product, which implement the method according to the invention.

Background The following background description is a description of the background of the present invention, and thus does not necessarily constitute prior art.

For motor vehicles, such as cars, trucks and buses, the cost of fuel is a significant expense for the vehicle owner's or users. For example, for one haulage company, in addition to the vehicle's acquisition cost, the main expense items for the ongoing operation of a vehicle's salary to the vehicle's driver, costs for repairs and maintenance as well as fuel for propulsion of the vehicle. The fuel cost can affect the profitability of the haulage company. Therefore, a variety of systems have been developed to reduce fuel consumption, such as fuel-efficient engines and fuel-efficient cruise control.

There are previously known methods for making the engines more fuel-efficient and for making the vehicles more energy efficient. Some of these methods utilize the kinetic energy of the vehicle by returning the kinetic energy to different systems of the vehicle, for example in connection with the vehicle being braked.

Below are a couple of examples of previous methods and devices, which try to connect consumer units to a vehicle's braking system and / or try to control a vehicle's braking system in an optimized manner.

DE l0 20l0 005730 discloses a method of driving a compressor for a motor vehicle. The compressor is activated when the vehicle brake device is activated. Coupling of the compressor to the brake device will thus depend on close activation of the brake device and in this way the kinetic energy built up in the system can be used for the compressor.

DE l0 2006 049760 shows a truck with a braking system.

Various consumer units such as air compressor, cooling system or power generator can be connected to the truck's drive motor.

The consumer units are loosely engaged in the implementation of a braking process for the vehicle, in order that the operation of the consumer units can be reduced when a braking process is not carried out and thus fuel can be saved.

EP l900588 discloses a method of a vehicle for calculating optimal driving parameters and a corresponding assist system for fuel-efficient driving. The method thus calculates optimal fuel consumption taking into account so-called vehicle characteristics, driving conditions and predetermined time limits. Indications are given to the driver so that the driver can drive in such a way so that optimal fuel consumption is achieved. Brief Description of the Invention The above-mentioned known methods do not have a satisfactory function, as they can not provide sufficiently fuel-efficient and energy-efficient vehicles.

In general, it can be said that there is a need for an intelligent propulsion of the vehicle, where this intelligent propulsion is fuel efficient, energy efficient, produces few and non-harmful emissions and / or wears minimally on the vehicle. It is therefore an object of the present invention to provide a method and a system which provide such an intelligent propulsion of the vehicle.

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 31 and by the above-mentioned computer program and computer program product.

According to the present invention, for example by an simulation unit, a simulation of at least one future speed profile is performed for an actual vehicle speed with a lower section of road in front of the vehicle. The simulation is based on information related to this section of road in front of the vehicle.

Then, for example by an identification unit, an identification is made of whether free energy will be available for the vehicle during the road section. The identification of available free energy is based on the at least one simulated future velocity profile vfl m.

The available free energy according to the invention is excess energy. The vehicle has a roll during a simulated roll-out and during a simulated active braking process brakeam if the 10 simulation shows that the simulated roll-out roll is followed by the simulated active braking process.

Then, for example by a utilization unit, the available free energy identified for filling at least one energy storage in at least one vehicle-mounted system is utilized, which receives energy from the driveline in the vehicle.

By utilizing the present invention, the identified available free energy is thus stored / saved in one or more energy stores in the vehicle for later use. The energy storage may, for example, comprise a tank, a single container, a limited space, a compressor or a rechargeable battery.

The available free energy, which according to the present invention exists when a simulated roll-out rollam is followed by a simulated active braking process brakeam, if it had not been utilized by utilizing the present invention, would otherwise have been slowed down by the actual active braking process brakeam, which corresponds to the simulated active brake .

By utilizing the present invention, thus, simulations of one or more future velocity profiles are utilized in order to find free energy that can be utilized without negatively affecting the driving of the vehicle. The available free energy identified according to the invention constitutes kinetic energy for the vehicle, for example when the vehicle is driven downhill, and which would disappear as heat in connection with the active braking of the vehicle. Thus, excess energy, which is really free in the sense that it would have been wasted if it had not been used in the present invention, is thereby identified and used to replenish the energy stores in the vehicle-mounted systems. The present invention therefore results in an energy-optimized fuel consumption, since the energy stores are replenished without increasing the fuel consumption. As a result, the vehicle consumes less fuel overall, which is cost-effective and environmentally friendly.

According to the present invention, a pre-braking can be obtained even before the active braking, since the simulation shows that the active braking will be needed later, whereby the transfer of energy to the energy stores can begin before the active braking. This maximizes the energy transfer to the energy stores at the same time as the transfer of energy to the energy stores has a braking effect, which results in this deceleration.

The optimized fuel consumption achieved by the present invention also has a positive effect on the emissions from the vehicle. As more and more stringent requirements are set today, the emissions and the amount of emissions from vehicles, the reduced fuel consumption and thus the reduced emissions from the vehicle are very advantageous.

Reducing vehicle wear, such as brake pads, brakes, and / or brake systems, can also reduce vehicle operating costs, while reducing wear and tear as well as reducing the time vehicles are taken out of service for workshop visits.

In general it can be said that an intelligent propulsion of the vehicle is sought, which is fuel efficient, gives few and non-harmful emissions, and wears minimally on the vehicle. 10 Brief list of figures The invention will be further elucidated below with reference to the accompanying drawings, where like reference numerals are used for like parts, and wherein: Figure 1 shows an exemplary vehicle, Figure 2 shows a flow chart of a method according to an embodiment of the present invention, Figure 3 shows an example of a driving case for which an embodiment of the present invention may be used, Figure 4 shows an example of a driving case for which embodiment of the present invention can be used, Figure 5 shows an example of a driving case for which an embodiment of the present invention can be used, Figure 6 shows an example of pressure range for a compressor, Figure 7 shows a control unit according to an embodiment of the present invention.

Description of Preferred Embodiments Fig. 1 schematically shows a driveline in a vehicle 100 in which the present invention can be implemented. The driveline comprises an internal combustion engine 101, which in a conventional manner, via a shaft 102 emanating on the internal combustion engine 101, usually via a flywheel, is connected to a gearbox 10 via a clutch 106. The gearbox 103 is schematically illustrated as a unit. However, the gearshift 103 can physically also consist of several cooperating gearboxes, for example of enrange gearboxes, a main gearbox and a split gearbox, which are arranged along the driveline of the vehicle.

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

The vehicle 100 further comprises various different braking systems 150. The braking systems 150 may comprise a conventional service braking system, which e.g. may consist of wheel brakes 151,152, 153, 154 comprising brake discs and / or brake drums with associated brake pads or similar arranged wheels of the adjacent vehicle 111, 112, 113, 114. The brake system 150 may also comprise one or more auxiliary brakes / auxiliary brakes, for example a brake brake 155 which acts on , such as a retarder, an electromagnetic brake and / or end compression brake, or an exhaust brake. A retarder may comprise one or more of a primary retarder, located inside 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. A decompression brake can be integrated in the engine.

Auxiliary brakes / auxiliary brakes may also comprise an exhaust brake, which uses a damper mounted in the exhaust outlet to increase the engine's pump losses and thus its braking torque in order to achieve a braking effect. The exhaust brake can also be seen as integrated in the engine 101, or at least in the engine 101 and its exhaust treatment system 170. The brakes 155 acting on the powertrain are schematically drawn as acting on the output shaft 107 of the gearbox. However, these brakes 155 may be arranged substantially anywhere along the vehicle driveline act essentially anywhere where a braking effect can be achieved.

The engine 101 can be controlled based on instructions from a single-speed holder 120, in order to maintain a constant actual vehicle speed and / or to vary the actual vehicle speed, for example so that a fuel consumption optimized within reasonable speed limits is obtained.

The cruise control function is described in more detail below.

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 a plurality of vehicle-mounted systems 160 which receive energy from the driveline in the vehicle. The one or more vehicle-mounted systems 160 in Figure 1 are schematically drawn as acting on the output shaft 107 of the gearbox. However, these vehicle-mounted systems 160 may be arranged substantially anywhere along the vehicle driveline and may operate substantially anywhere where energy can be obtained and / or recovered from driveline. The vehicle-mounted systems 160 may also be separate from the driveline, with an energy conducting device between the driveline and the vehicle-mounted systems 160. An example of such a separately arranged vehicle-mounted system is illustrated in Figure 1 schematically as the brake system 150.

As described in more detail below, the control unit 130 includes the system for identifying and utilizing the free energy according to the present invention, a simulation unit 131, an identification unit 132 and a utilization unit 133.

As will be appreciated by those skilled in the art, the control unit may additionally be adapted to control one or more additional units of the vehicle, such as, for example, the clutch 106 and / or the gearbox 103 (not shown in the figure).

The at least one control unit 130 is in the figure drawn separately from the cruise control 120. However, the control unit 130 and the cruise control 120 can exchange information with each other. The cruise control 120 and the control unit 130 may also be logically separated but physically implemented in the same unit, or may be both logically and physically jointly arranged / implemented.

Today's vehicles thus often comprise one or more vehicle-mounted systems which are provided with one or more energy bearings, which can be charged / filled with energy obtained from the driveline in the vehicle. Such vehicle-mounted system utilizing energy stores may include at least one auxiliary system having an energy store, such as, for example, an auxiliary system including a compressor included in the braking system 150, a compressor included in a climate system, a temperature controller included in a climate system, a battery, a cooling system and a cooling system provided for cooling the brake system 150.

The auxiliary systems in this application include entertaining systems in the vehicle, i.e. systems that are not directly used for propulsion of the vehicle. The auxiliary systems include, for example, various cooling systems. If the auxiliary system utilizes an energy store, the present invention can be applied to the auxiliary system.

The vehicle-mounted systems that utilize energy storage may also include at least one power utilization system (PowerTake Off; PTO), such as, for example, a refrigeration or freezing device for transporting, for example, food or other refrigerated goods. There are also other types of power utilization systems, where various different machines can be connected to the vehicle to be driven by the vehicle. The power utilization systems utilizing one or more energy stores, which can be charged / filled with energy obtained from the driveline of the vehicle, can utilize the present invention. Even in a hybrid vehicle, a hybrid unit can store energy in an energy store, as the hybrid unit is used to create electrical energy from the movement of the driveline and then utilize this electrical energy when propelling the vehicle.

In this document, the invention is often exemplified by the pre-application auxiliary system with energy storage. However, the invention can be used for essentially all different types of vehicle-mounted systems described above which utilize energy storage, i.e. systems which have some kind of possibility to store / save and conserve energy in some form.

The stored / saved energy can be used by the vehicle-mounted system to provide a function. For example, an auxiliary system which includes air compressors for the braking system 150 may store energy by building up the air pressure in a container using the exhaust air compressor. An auxiliary system comprising the power generator can store energy in, for example, a battery. For cooling and / or climate adaptations, the energy storage consists of the space itself, which is cooled / heated, ie the air that is enclosed in the space and for which the temperature is to be regulated. For example, the duct energy storage consists of the air contained in a single-driver cab or in a refrigerator or freezer. By utilizing the present invention, when the temperature of this air, for example, can be cooled extra much, free energy is available, so that later cooling by utilizing non-free energy can at least partially be avoided.

The present invention can be applied to substantially all types of vehicle-mounted energy storage systems, and is particularly applicable, for example, to vehicle-mounted systems that impose a braking power which is relatively small compared to the braking power required for the braking vehicle.

Figure 2 shows a flow chart of a method 200 according to an embodiment of the present invention.

The method also requires identifying the free energy of a vehicle and also utilizing this identifying free energy in at least one vehicle-mounted system in the vehicle.

In a first step 201, the method end 200 is also performed, for example also simulation unit 131, a simulation of at least one future speed profile v for an actual vehicle speed was during a road section in front of the vehicle 100. The simulation is based on information relayed to the road section that lies in front of the vehicle when the simulation is performed. The simulation of at least one future speed profile, which is described in more detail below.

In another step 202, the method 200 is also performed, for example also identification unit 132, an identification of whether grating energy will be available for the vehicle underway section for which the simulation is performed. The identification is based here on the at least one simulated future speed profile v.

According to the present invention, the energy of the available vehicle is defined as a surplus energy of the vehicle l00 here during the simulated wheel roll roll and during a simulated active brake sequence brake if the simulation shows that the simulated roll roll is also followed by the simulated active brake sequence brake. In other words, feel free grating energy is identified if the simulations are shown in the vehicle, and a simulated roll-out roll is followed by a simulated active braking sequence. This grätis energy l0 12 would then be simulated to be available during the simulated rollout rollam as well as during the simulated asset braking process brakeam. The simulations of the roll fl moch roll-out of the active brakesim braking process are described in more detail below.

In this document, available free energy refers to the energy of the vehicle that is available, for example when the vehicle is driven downhill, and which would disappear as heat in connection with an active braking of the vehicle.

In a third step 203 of the method 200, for example by a utilization unit 133, the available free energy identified in the second step 202 is used to replenish at least one energy storage in at least one vehicle mounting system which obtains energy from the driveline in the vehicle 100. Thus, the hair found is stored / saved. free energy in one or more energy stores in the vehicle for later use.

The design of the energy storage depends on the type of vehicle-mounted system it is used for. For example, the energy storage can comprise a tank, a container, a limited space, a compressor or a rechargeable battery of any kind and therefore suitable type.

By utilizing the present invention, utilization simulations of one or more future velocity profiles seek to find free energy that can be utilized without negatively affecting vehicle performance. The available free energy, which according to the present invention exists when simulated rolling rollam is followed by a simulated active braking process brakeam, would, if it had not been utilized by utilizing the present invention, otherwise have been slowed down at the actual active braking process braking system, 10 13 corresponding to the simulated active braking process brake fl m.Thus, excess energy, which really is free of charge meaning that it would have been wasted if it had not been utilized by the present invention, can thereby be identified and utilized to replenish the energy stores in the vehicle-mounted systems.

In addition, more free energy can be utilized by utilizing the present invention than with prior art, since the energy is utilized also during rolling out, the inner brakes are actually activated, and not only during braking. This makes it possible to utilize a larger part of the existing excess energy. This can be easily understood for a single-aid system with a constant switching-on power, where the stored energy is equal to the power times the time (E = sum (P * dt)). By utilizing the present invention, the time with free energy compared to prior art is extended, whereby more free energy can be utilized.

In this document, the present invention is described with the aid of, inter alia, simulated velocity profiles v @ m, actual vehicle speeds wax, simulated roll roll fi m, actual roll roll rolls, simulated active braking brakes and actual active braking brakes. These quantities, and their mutual relations are defined in the following paragraphs.

The at least one simulated velocity profile represents at least one simulation of at least one corresponding and actual vehicle velocity selection underwave section. According to one embodiment, the cruise control is assumed to be used for controlling the actual vehicle speed and that the simulation is performed when the wave section is in front of the vehicle. Then the actual vehicle speed wax constitutes a 10 14 quantity which corresponds to an actual resulting speed the vehicle reaches when the simulated speed profile vgm is converted into a practical driving case for an actual wave section.

According to another embodiment, the cruise control is assumed to be a stopper and the speed of the vehicle is controlled manually, for example with a meadow pedal. The simulated velocity profile vüm can then be based on an assumption that a current vehicle speed corresponds to the speed desired by the driver for the forward wave section, which can also be seen as an equivalent to the cruise control's set speed wet.

The simulated roll-out rollam for the at least simulated speed profile v fi m corresponds to an actual roll-out rollam for the at least one respective actual vehicle speed selection corresponding to the at least simulated speed profile v fl m. In other words, the actual roll-out rollam constitutes a quantity corresponding to the actual resulting roll-out for the vehicle when the simulated roll-out rollam is converted into a practical driving case for an actual wave section.

The simulated active braking system brakeam for the at least one simulated speed profile v fi m corresponds to the actual active braking system brakeam for the at least one respective actual vehicle speed selection corresponding to the at least one simulated speed profile v fi m. In other words, the actual active braking process brakeam is a quantity corresponding to an actual resulting braking process the vehicle when the simulated active braking process brake is converted into a practical driving case for an actual wave section.

Many vehicles today are equipped with cruise control l20. A goal with cruise control is to achieve a steady predetermined speed. This is done either by adjusting the engine torque 10 to avoid deceleration, or alternatively applying the braking effect in the downhills when the vehicle accelerates by its own weight. An overall goal for the cruise control is to achieve a comfortable driving and increased comfort for the driver of the motor vehicle.

A driver of a motor vehicle with cruise control usually selects set speed vxl. The set speed vxl is the speed that the driver wants the motor vehicle to keep on a flat wave. Single-speed holders then provide an engine system in the vehicle with reference speed v fl f, where the reference speed v fl f is used to control the engine. The set speed vxl can thus be seen as an input signal to the cruise control, while the reference speed vmf can be seen as an output signal from the cruise control, which is used to control the engine, which gives a control of the actual speed of the vehicle vmt.

Traditional cruise control (CC) maintains a constant reference speed v fl f, which corresponds to the set set speed vxl set by the pilot. The care of the reference speed v fl f changes hair only when the user himself adjusts the set speed selection while driving.

Today, there are also cruise control, so-called economic cruise control, such as, for example, Ecocruise cruise control and similar cruise control, which try to estimate current driving resistance and also have knowledge of the historical driving resistance. An experienced driver who drives a motor vehicle without cruise control can reduce fuel consumption by adapting his driving to the available weighing characteristics, so that unnecessary braking and / or fuel consumption accelerations can be avoided. In the further development of these economic cruise control, the experienced driver tries to mimic the adaptation of the motor vehicle's driving based on knowledge of the forward wave, 10 16 so that fuel consumption can be kept as low as possible, as this affects the profitability of a rider of the motor vehicle, such as a haulier or similar, to a very large extent.

An example of such a further development of an economic cruise control is a "Look Ahead" cruise control (LACC), it saws a strategic cruise control that uses knowledge of existing wave sections, it wants to saw knowledge of how waves out in the future, to determine the appearance of the reference speed v fl f . Thus, the reference speed v fl f is allowed to differ, within a speed range mmn ~ mmx, from the set speed vw: selected by the driver in order to achieve a more fuel-efficient driving.

The knowledge of the leading wave section can, for example, consist of knowledge of prevailing topography, curvature, traffic situation, wave work, traffic intensity and wave layer. Furthermore, the knowledge may consist of a speed limit for the coming wave section, and / or a traffic sign adjacent to the wave. This knowledge can be obtained, for example, by means of positioning information, such as, for example, GPS (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 using optical sensors. map information and / or topography map information, weather 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 section in front, where for example radar and / or 10 17 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 used in a variety of ways. According to the present invention, the knowledge can be used in predicting whether an active braking process will occur. Knowledge of an incoming speed limit for the road can also be used, for example, to achieve fuel-efficient 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 slow down the introductory roundabout or intersection in a fuel-efficient way. Basing speed positioning information in combination with topographic map information means that erroneous decisions, which are due to a driver perceiving a road slope incorrectly, can be avoided.

For example, a LACC cruise control allows the reference speed v fl f to be raised in front of a steep uphill slope to a level which is above the level for the set speed to grow, since the motor vehicle is expected to lose speed on the steep uphill slope due to high tag weight in relation to the vehicle's engine performance. This saves time, which means that the LACC cruise control can be seen as a driveability-improving cruise control. Correspondingly, the LACC cruise control allows the reference speed to be lowered to a level which is below the set speed choice for downhill, as the motor vehicle is expected to accelerate on the steep downhill due to that high-altitude weight. The idea here is that it is more fuel-efficient to help the motor vehicle's acceleration due to its own weight on the downhill slope than to first accelerate downhill and then brake downhill. In this way, the LACC-10 18 rocker arm is able to reduce fuel consumption while largely maintaining driving time.

There are also speedometers which have the right to drive on a present-day drive resistor to decide how the speed of the motor vehicle should be. In this speedboat, the reference speed v v f is allowed to deviate from the set speed, within a speed interval «.mmX, the right to drive at least one size at least at least. and / or appearance over time.

There are, as mentioned above, also speed bumps which users and / or cams for obtaining information comparable vehicles. According to the present invention, the known information about front-wheel drive vehicles is used in predicting even if an active braking process occurs, since the information can be used to prevent the vehicle from driving into a front-facing vehicle. The right to this information is also to be found in the vehicle. , say, for example, a substantially constant inclination to forward-facing vehicles. In the case of downhills, for example, or in situations where the vehicle has a reduced speed, this historical fuel economy has also been reduced by a reduced demand for positive engine torque alternatives with the help of towing. The reduction in demand for positive engine torque means that the combustion engine in the direction of travel in the direction of travel is driven by the drive wheels is reduced, for example by reduced fuel injection in the engine, which reduces fuel consumption.

In this document, towing is included in the concept of rolling out. Towing means in front of the vehicle with a closed driveline, ie with the internal combustion engine connected to the vehicle's drive wheels, at the same time as the fuel supply to the 10 19 internal combustion engine is switched off, whereby the vehicle is driven by the vehicle. An advantage of this type of eating measure is that since the supply of fuel to the internal combustion engine is switched off, the consumption of the internal combustion engine is also equal to zero. The measure also means that the internal combustion engine will be driven by the vehicle's drive wheel via the driveline, so-called “towing” is thus achieved, whereby the internal combustion engine inertia gives rise to a braking effect, ie that the vehicle is engine braked.

The term rollout also includes freewheeling in this document. Freewheeling is a way of lowering fuel consumption by letting the vehicle's kinetic energy drive the vehicle forward with an open driveline. By using freewheeling, an even lower fuel consumption than towing is achieved, since engine braking is eliminated at the same time as the engine speed is reduced to a minimum. Freewheeling can be performed with the engine running or switched off, ie either with the fuel injection switched off or with the engine idling.

Freewheeling in this document means that the vehicle's engine is disengaged from the vehicle's drive wheel, ie that the driveline is opened. This disengagement of the drive wheels from the engine, also called opening of the drive line, can be effected, for example, by placing the gearbox in a neutral position, or by opening the clutch. In other words, substantially no power is transmitted from the engine to the drive wheels at the freewheel. In this document, the term freewheeling also includes that several engines in a vehicle, for example in a hybrid vehicle, are disengaged from the drive wheels. Thus, for example, the term freewheeling includes a driving method in a hybrid vehicle where an internal combustion engine is disengaged from the drive wheels and where an electric motor can then still transmit power to the drive wheels. 10 Freewheeling means that the forces acting on the vehicle's motion decrease considerably because the force for the motor friction Fag decreases to a value substantially equal to zero (0). Therefore, freewheeling can significantly reduce fuel consumption by reducing the resistance to the vehicle. In some cases, however, idling wheel must be supplied with idle fuel so that it does not stop, while the engine can be allowed to stop in other cases.

The present invention identifies and utilizes all available free energy for the vehicle. An example of a driving case where free energy can be present is when the actual active braking process brakea fi is initiated, either by a driver of the vehicle or by a control system in the vehicle, due to an actual speed wax for the vehicle below the road section when a value greater than or equal to a for the road section maximum permitted speed WMX.

The maximum permissible speed vmß may depend on one or more parameters, for example a constant speed braking speed vwßc determined for the vehicle, a distance to at least one vehicle in front, a road slope for the road section, a curvature for the road section, a speed limit for the pre-section or the queue and / or , for the road section.

If the vehicle is driven with pedal travel to control the vehicle speed, the maximum permitted speed WMX can, for example, be assumed to be 5 km / h higher than a current vehicle speed. Alternatively, when pedaling adaptively, the system can learn at what vehicle speed the driver usually brakes the vehicle and use this adaptive braking speed as a maximum permitted speed mmx. According to an embodiment of the present invention, the available free energy can be found in connection with a downhill slope below the wave section. For example, if a constant speed braking speed vmßc is determined for the vehicle the system according to the present invention that the vehicle will be braked when the active braking process brakeam is initiated then the actual speed choice for the vehicle reaches a care greater than or equal to the maximum speed mmx. If it is predicted that this active braking process brakeam is preceded by a rollout, that is to say if the simulations show that the simulated rolling rollam is followed by the simulated active braking process brakeam, then according to the invention available free energy can be identified both during the simulated rolling rollam brake and during the simulated rolling rollam brake.

Figure 3 schematically shows an example of a driving case where one embodiment of the present invention can be used to identify available free energy, when a seat speed is selected for a cruise control and where there is a defined maximum permitted speed mmx.

At different times, for example every second, the future vehicle speed is simulated in the vehicle. Two examples of such times when the simulations are performed are years in the figure marked with X1, X2.

According to an embodiment of the present invention, the identification of the available free energy comprises a determination that a simulated active braking process brake will exist after a simulated roll-out roll.

The simulated rollout rollam is simulated to be applied to the deed simulated speed profile v fi m has a higher care than a reference speed v fl f used by the cruise control l20. In 10 22 this example, the reference speed is equal to the set speed; v fl f = v% ¶. This occurs in a first time T fi eaßmfww which thus indicates a time at which an actual roll-out rollæï corresponding to the simulated roll-out rollam will begin to be applied.

An actual active braking system brakeam for the vehicle will start when the actual vehicle speed vam reaches one or more major rivers or equal to the maximum permitted speed vmß. In the figure, this takes place in a fourth timeT¶an¿ma @, which thus also indicates a time when the actual roll-out rollæ fi corresponding to the simulated roll-out rollam will end.

The actual active braking process brakeam then ends at another time Twaßgfmaßmywf then an actual vehicle speed selection, after the actual active braking process brakeam has been initialized, again has a lower care than the maximum allowable speed WMX.

Thus, according to an embodiment of the present invention, free energy is available in the time interval T fi eaßmymanm fl v fl between the first and the second time Tnaäawmw - Twaßgfmaßmywq which is marked with the text “Free energy” in the figure.

It should be noted that Figure 3 has been simplified to improve the clarity. For example, a number of markings "X" for simulation times have been removed from the figure.

In each simulation case, one or more of the times specified above are determined Tnaäawmw, T fi amu fl ææ, TwaßgfmaßmymfOCh / Gllêlf mOtsValfändê tidêlf Ttime_to_free_energy, Ttimefto_start_brake, TUm ford x m¿t to @t; until these times 10 23 occur. Thus, for example, in a first simulation event X1, a remaining time for free energy TUma¿a; 1 & ¿awmW can be determined, which shows how long from this simulation event free energy will be available. Correspondingly, in the first simulation case X1, a residual time for active braking Tumafaßawgßn fl e and / or end of free energy TUma¿aßm¿m; n @ aßm¶ @ can be fixed (not shown in the figure). The width of the first simulation event X1 is the time to the free energy Tumafafæaßmywfgreater than zero; TUma¿afæaßm¶ @> 0, which means that at the first simulation X1 it is too early to try to start using energy, as free energy is not yet available.

Therefore, the vehicle is moved forward a certain distance or a certain time and then does a new simulation. When the simulation in the second simulation event X2 is performed, it is determined that the time is free of energy Tumafafæaßmïwflika with zero; TUma¿ @ fi faawnW = 0, which means that free energy is available at the second simulation event X2, whereby the use of free energy is aptly started.

A non-limiting example of how the determination of the above timeplnktêlfna Tfreefenergy, Tstart_brake, Tendfof_free_energyOCh / Gllêlf mOtsValfändê tidêlf Ttimeftoffree_energy, Ttime_to_start_brake, Ttimeftêlf_f_g_en.

The time to free energy Tmmafafæaßmywfcan be calculated based on the simulated vehicle speed v fl m by first determining the time to free energy Tümafafæaßmywfscorresponds to the first time T fi faßm¶ @ »when the simulated vehicle speed v fl m exceeds the reference speed for the first time. This care is saved as Tumafafæaßmymh If the simulated vehicle speed v fl m later reaches the lO 24 maximum permitted speed vm fl, which for example can correspond to an estimated braking speed vmßc (downhill speed control) for a constant speed brake, the saved care is otherwise maintained at Tumafafæmmwqæ. avalible). If the simulated vehicle speed v fi m has reached the maximum permitted speed vmß, the time TUma¿a @ m¿m; nfaßm¶ @ is also saved, which corresponds to the time Twaßgfmaßmywf when the simulated vehicle speed v fi m for the first time again falls below the maximum X to.

It should be noted that the driving case in figure 3 can also occur when the vehicle speed is diverted with, for example, the accelerator pedal or other accelerator control. Then the vehicle speed is simulated as described above for pedal driving. The times T fi faßn fl gwT fi amu flfl e, Twapgfæaßmywfoch / or corresponding timesT: im @ ,: a_fr @@ _ @ n @ rgy, I% im @,: @_ S: ar: _brak @, IEim @_: Q, end_ @ f_fr @@ _ @ n @rgy] <& 1n the maximum speed allowed mmX.

Figure 4 schematically shows a further example of a driving case where an embodiment of the present invention can be used to identify available free energy, when the seat speed vxl for a cruise control is selected and when there is a defined maximum permitted speed WMX. The cruise control function shown in Figure 4 can vary the reference speed v described above pre-intelligent / strategic cruise control. Figure 4 can illustrate, for example, the vehicle approaching a downhill slope, the strategic cruise control, based on its knowledge of the upcoming downhill slope, lowering the reference speed vmfinnan downhill to save fuel because the vehicle will only accelerate on its own weight during downhill swimming. in figure 4 the quantities in figure 4 correspond to those described above for figure 3.

Thus, for example, every second, the future vehicle speed v fl m (dashed curve in Figure 4) in the vehicle is simulated.

As described above, an identification of the available free energy includes a determination that a simulated active braking process brakeam will exist after a simulated rollout roll fl m.

The simulated roll-out rollam is simulated to be applied to the simulated speed profile vm which has a higher value than the reference speed v somf used by the cruise control 120 and when the vehicle simultaneously experiences an actual acceleration aam.For the driving case illustrated in Figure 4, i.e. for the downhill slope, the actual is positive. The positive actual acceleration aam here constitutes an increase of the actual velocity choice (solid curve in Figure 4). This occurs at the first time T fi eaßmßww which thus indicates a time at which an actual roll-out rollæï corresponding to the simulated roll-out rollam will begin to be applied. In this example, the reference speed may therefore differ from the set speed; v fl f # væ :.

It should be noted that for some other driving cases, such as pre-rolling before a speed limit, the rolling is simulated to be applied when the simulated speed profile v fl m has a higher value than a 10 26 reference speed v fl f while the actual acceleration aam is negative.

An actual active braking process brakeam for the vehicle will start at a fourth time T¶ @ n¿ma @ reaches the actual vehicle speed selection reaches a care greater river or equal to the maximum allowable speed vmß. The fourth timeT¶an¿b @ k @ also indicates the time when the actual roll-out rollæï corresponding to the simulated roll-out rollam will end.

The actual active braking process brakeam then ends at another time Twaßgfmaßmywf then an actual vehicle speed selection, after the actual active braking process brakeam has been initialized, again has a lower care than the maximum allowable speed WMX.

Free energy is therefore available in the time intervalT fi @ a @ m¶ @ ¿nm @ v fi between the first and the second timeTfreefenergy _ Tend_offfree_energy, malfkælfs mêd ÉGXÉGÛ "Free energy" in the figure.

Figures 3 and 4 above show a general driving case, where the maximum permitted speed vmß can depend on a variety of things, such as a constant speed braking speed, vehicles in front, speed limits, queues, traffic accidents, intersections, or other obstacles on the scales.

Figure 5 illustrates in particular the case of a downhill underwave section, the maximum permissible speed mmx being limited by the constant speed braking speed vwßc; mmx = vwßc. At the top of Figure 5 is a graph representing an actual vehicle speed selection (km / h) during a future predetermined distance P (m x 10 4), in this case a distance that is just over 3.5 km. At the bottom of Figure 5, a curve is shown which illustrates the 10 27 topography over the same distance and where the y-axis denotes the height in meters. The section includes a downhill intermediate point T fi faßmywfoch Twaßgfæaßmywf where a height reduction of approximately 30 meters takes place. In the top figure, the time when a simulation of the vehicle speed v fl mm corresponding to the actual vehicle speed selection takes place is marked with "X" and the times up to the times T fi faßmywfochTwapgfæaßmywf have been marked with the times Tmmafafæaßmywfoch Ttime_to_to_end_to_to_to__ Simlllêlfing is done AS BGSkJfiVS ABOVE.

In the example in figure 5, the maximum permitted speed mmx is set to 89 km / h, which corresponds to the constant speed braking speed vwßm vm fl = vmßc, which can sessom a calculated braking speed that the vehicle should pour e.g. on a downhill slope.

At the time Tnæaßmywf, then, the vehicle begins to accelerate and at the time Twapgfmaßmywfkan the vehicle's braking process can be said to have ended. It is thus during the time that the vehicle is between T fi eaßmpw and Twaßgfmaßmywfdet there will be an excess of kinetic energy, ie. available free energy that can benefit a vehicle-mounted system with energy storage.

In addition to only braking the vehicle in a conventional manner, an excess of energy during the time between T fi eaßmpw and Twaßgfmaßmywq can according to an embodiment of the present invention, be supplied to at least one vehicle-mounted system, this energy withdrawal then also being a complementary way of contributing to the vehicle. For all embodiments described in this document, the energy withdrawal from the driveline can, for example, be done by connecting the vehicle-mounted system to the driveline. This can be done, for example, by means of a 10 28 friction clutch, a magnetic clutch or an electrically driven clutch.

The simulation of the vehicle speed v fi m is, for example, the basis for determining the times TümafafæaßmywfochTmmaiaßnap fi ifäïawnw. In this way, the system can determine when, during a road section in front, it is appropriate to start supplying energy to one or more energy stores in vehicle-mounted systems.

The supply of energy to an energy storage of a vehicle-mounted system has a corresponding effect as using a brake system in the vehicle, since the vehicle-mounted system then indirectly loads the engine with a torque, which reduces the speed of the vehicle.

According to the present invention, a pre-braking can be applied automatically even before the active braking is initiated, where the active braking is initiated by, for example, depressing the brake pedal or activating a braking system. This is possible because the simulation shows that the active braking sensor will be needed. This maximizes the energy transfer to the energy stores.

According to an embodiment of the present invention, the shear energy supply to the different energy stores according to a priority order. The order of priority is then determined with regard to the types of vehicle-mounted systems with energy storage in the vehicle and their status and areas of use.

The actual active braking process braking for the vehicle, as shown in Figure 3, between the fourth time Išæfabmke and the second time Twaßgfæaßmywf can be achieved by an active driver and / or a brake control system 29 using a wheel brake l5l, 152, 153, 154 and / 155, where the auxiliary brake 155 may include a retarder, an exhaust brake, a decompression brake, and / or an electromagnetic brake.

Once the available free energy has been identified, this free energy may be used to replenish one or more energy stores of the vehicle-mounted systems 160.

According to one embodiment, the replenishment of the at least one energy store is delayed until the first time T fi eâßæßw, which indicates a time when free energy is available. In this way, the system ensures that the energy stocks are replenished when the replenishment is really free, for example below the downhill during which active braking takes place, instead of replenishing the energy stocks when the energy costs to produce, for example in an uphill before a crest followed by a downhill.

According to one embodiment of the present invention, the replenishment of the at least one energy store begins at the first time T fi eaß fi fwv when the free energy is available, if the time interval Tnfaßmymanmav fl during which free energy is found available, i.e. between the first T / energy stores must be able to be replenished significantly.

According to an embodiment in this document, a noticeable replenishment means an increase in the energy storage corresponding to 20% -100% of the total content of the energy storage and preferably an increase 0 corresponding to 50% -90 6 of the total content of the energy storage.

If a noticeable replenishment of the energy storage is not possible with the available free energy, ie if the available free energy is insufficient for the replenishment to appreciably affect the energy storage, additional energy may be required. Filling of the at least one energy store is then placed at a third time Tpm_ÜeQßmpw, which occurs before the first time T fi eaßæpw, when free energy is available, if the time interval Tnfaßm¶ @ ¿nm @ vm during which free energy is available is insufficiently long enough to be sufficient.

According to one embodiment, the at least one vehicle-mounted system can also be controlled to, if free energy has been identified, before the first time Tnfaßm¶ @ »when free energy is available, consume existing energy in its energy storage. This can be seen as the system taking care of emptying the energy stores as it can predict that a free replenishment of the energy storage will soon be possible.

The replenishment of the at least one energy storage results in an increased braking effect caused by the driveline in the vehicle because the vehicle-mounted systems 106 obtain energy from the driveline. The increased braking effect then arises during the actual roll-out of the vehicle and / or at the actual vehicle active. This means that an increased total braking effect is obtained, or that an actual braking effect provided by at least one braking system 105 in the vehicle can be reduced, which reduces wear on the integral parts of the braking system 105.

According to an embodiment of the present invention, the vehicle is a hybrid vehicle, which comprises at least one auxiliary system. According to the above, the auxiliary system may include, for example, compressors, temperature regulators, batteries or cooling systems. Then the filling of the at least one energy storage in the auxiliary system is carried out before filling of the at least one energy storage in the hybrid unit is carried out. Thus, the 10 31 hybrid unit is only replenished if there is free energy in excess of this replenishment after the energy storage of one or more auxiliary systems has been replenished.

For an auxiliary system in the form of an air compressor that is part of the vehicle's braking system, the function of the air compressor can be controlled by a control system, a so-called “Air Processing System” (APS).

The activation of the air compressor so that the charge pressure air tanks during engine braking takes place when the present invention is utilized when free energy is available, ie when it is energy efficient to activate the compressor.

When rolling out of the vehicle, as described above, free energy is available if there is an actual intention to then actively brake the vehicle. However, the roll-out of the vehicle is not always followed by an active braking process. There may therefore be occasions when the vehicle, for example the engine brake saw, if there is no intention to brake the vehicle actively after the engine braking. If the compressor is then activated, i.e. when a subsequent active braking process does not exist, it means that the vehicle's kinetic energy decreases than intended, which is not optimal from a fuel consumption perspective. Thus, the present invention can be used to identify the time intervals when energy that is actually years free is available.

As mentioned above, the energy storage may comprise, for example, a single tank, a container, a limited space, a compressor or a rechargeable battery. According to one embodiment, the energy storage comprises an air compressor arranged in connection with the vehicle's braking system. The energy storage then utilizes one or more containers with compressed air when the energy is stored by increasing the pressure in these containers. Correspondingly, energy storage can take place in a climate system (AC) by an AC10 32 compressor increasing the pressure in one or more AC-related containers.

When energy storage takes place in the energy storage, the braking effect contributes to the energy extraction of the vehicle-mounted system resulting in the total braking effect for the vehicle. Thus, for example, a reduced degree of use of the vehicle auxiliary brake, retarder, engine braking and / or wheel braking can be maintained to give a predetermined total braking effect for the vehicle when the energy withdrawal is made.

When energy is supplied to an air compressor, energy can thus be used to compress air in the air system of the vehicle, which are connected to the air compressor, and / or to compress air to the vehicle's braking system. In a so-called regeneration of the air compressor, the desiccant's desiccant is dried, which has the purpose of drying the air coming from the activated compressor. Such regeneration does not require energy from the engine, but takes place by using already compressed air taken from a tank, which constitutes an air reservoir adjacent to the compressor.

This regeneration can, by utilizing an embodiment of the present invention, be performed before, or during, time when free energy is available. Thus, the regeneration cycles can be optimized since a maximized supply of energy to the air compressor can be obtained according to the present invention. Since the available free energy is maximized by utilizing the present invention and since the time at which this free energy is available T fi eaßmfwq and also the time interval T fi faßmywanmav fl during which the free energy is available can be calculated in advance, the regeneration can be optimally delayed in time only. 33 only, free energy at the air compression in connection with the regeneration. In other words, it is thus possible to have had time to complete the regeneration before free energy is found available, whereby a free increase in pressure by utilizing the compressor can then be obtained.

Figure 6 shows a schematic non-limiting example of a tank pressure and pressure range diagram for a compressor. A single compressor can operate at different pressure intervals, for example a first pressure interval "Pressure interval_1", a second pressure interval "Pressure interval_2", and a third pressure interval "Pressure interval_3", which can be at different pressure levels. The pressure intervals can also overlap, but for increased readability the pressure interval is illustrated in the figure as non-overlapping / separating.

For example, the first pressure range illustrated in the figure may correspond to 8.5-9.5 bar, the second pressure range may correspond to 8.7-110.0 bar, and the third pressure range may correspond to 111-10.0 bar. They have the stated limit values are only non-limiting examples, which may also change during operation. The border guards are named in the figure "Start_l", "Stop_l"; "Start_2", "Stop_2", and "Start_3", "Stop_3" for the first, second and third pressure intervals, respectively.

Has ar Start_l Stop_l; Start_2, Stop_2, Start_3 and Stop_3 larger than O Bar.

The second pressure range corresponds to pressure for normal control, which meant that this pressure range was usually used. The boundary value of the first pressure interval is determined by safety shells, and shall provide an interval at which the vehicle 10 34 can brake without there being a safety risk that the use pressure within the first pressure interval. This mode is typically activated just before a batch of free energy, whereby as much of the available free energy as possible can be utilized.

The third pressure range corresponds to a pressure band which can be used to utilize free energy. If free energy is available, this pressure band is activated, ie the compressor starts if the pressure is below start_3.

According to an embodiment of the present invention, the control compressor is based on the availability of free energy. For example, when the compressor is controlled so that the second pressure range is used during normal operation of the vehicle where free energy is not available, the first pressure range is used just before free energy becomes available, and the third pressure range is used. T fi faßmywanmav fi when free energy is available.

This can also be written as: A. The third pressure range is used if: Ttime_to_free_energy = 0 AND Ttimeftofend_of_free_energy> 0; B. The first pressure range is used if: 0 which is greater than zero; x> 0; C. The second pressure range is used if a) and b) above are not met, ie in normal driving cases.

According to an embodiment of the present invention, the compressor is taken into account by using a hysteresis, which means that the compressor is run during a full 10 pressure range even if the free energy is not enough to drive the compressor all the way to the upper limit value "Stop_1", "Stop_2". "Stop_3".

According to one aspect of the present invention, there is provided a system arranged to identify free energy and utilize this free energy in at least one vehicle-mounted system. The system according to the invention comprises a simulation unit 131, arranged for simulation 201 of at least one future speed profile v for simple vehicle speed selection during a road section in front of a vehicle. The simulation unit 131 is arranged to base the simulation on information related to the road section. The system also comprises an identification unit 132, arranged for identification 202, based on the at least one future speed profile vm, of whether free energy for the vehicle will be available under the road section. Available free energy is defined here as an excess energy the vehicle has during a simulated roll-out rollam and during a simulated active braking process brakeam if the simulated rolling-out rollam is followed by the simulated active braking process brakeam. The system also includes a utilization unit 133, arranged to utilize 203 of the available free energy for replenishing at least one energy storage in at least one vehicle-mounted system 160 which obtains energy from a driveline in the vehicle 100.

Those skilled in the art will appreciate that a method for identifying free energy and utilizing said free energy according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program usually forms part of a computer program product 703, wherein the computer program product comprises a suitable digital storage medium on which the computer program is stored. Said computer readable medium consists of a suitable memory, such as for example: ROM (Read-OnlyMemory), PROM (Programmable Read-Only Memory), EPROM (ErasablePROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc.

Figure 7 schematically shows a control unit 700. The control unit 700 comprises a calculation unit 701, which may be essentially any suitable type of processor or microcomputer, e.g. a Digital SignalProcessor (DSP), or an Application Specific Integrated Circuit (ASIC) function. the stored program code and / or the stored data calculation unit 70l is needed to be able to perform calculations. The calculation unit 701 is also arranged to store partial or final results of calculations in the memory unit 702.

Furthermore, the control unit 700 is provided with devices 711, 712, 713, 714 for receiving and transmitting input and output signals, respectively. These input and output signals may contain path shapes, pulses, or other attributes, which the devices 71, 713 for receiving input signals may be detected as information and may be converted into signals which may be processed by the computing unit 701. These signals are then provided to the computing unit 701. The devices 7112714 for transmitting output signals are arranged to convert calculation results from the calculation unit 701 to 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 consist of one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media OrientatedSystems 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 the memory unit 701 and that the above-mentioned memory may be the memory unit 702.

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 can comprise a large number of control units, and the responsibility for a specific function can be divided into several other control units. Vehicles of the type shown thus often comprise considerably more control units than what is shown in Figure 7 and Figure 1, which is well known to those skilled in the art.

The present invention is in the embodiment shown implemented in the control unit 700. However, the invention can also be fully or partially implemented in one or more other control vehicles already existing in the control unit or in any control unit dedicated to the present invention.

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. The person skilled in the art also realizes that the above system can be modified according to various embodiments of the method according to 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 identifying free energy and utilizing said free energy.

The person skilled in the art also realizes that the different times specified in this document have equivalents in positions and that the time intervals specified in these documents have equivalents of ice rinks in accordance with many choices known for distances, times and speeds.

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 (31)

A method (200) for identifying free energy and utilizing said free energy in at least one vehicle-mounted system (160); characterized by - simulation (201) of at least one future velocity profile wave for an actual vehicle speed wax under a road section in front of a vehicle (100), wherein said simulation is based on information related to said road section lying in front of the vehicle when the simulation is performed; identifying (202), based on said at least one future velocity profile, whether free energy for said vehicle will be available under said wave section for which the simulation is performed, said available free energy being defined as a surplus energy said vehicle (100) has under a simulated rollout rollout and during a simulated active braking sequence brake & m about said simulated rollingout roll & m is followed by said simulated active braking sequence ibrake & m), where said free energy can be utilized in both said simulated rollingout and in said simulated active braking sequence; and - utilizing (203) said available free energy pre-filling at least one energy store in at least one vehicle mounted system (160) which obtains energy from a driveline in said vehicle (100). The method (200) of claim 1, wherein said at least one vehicle-mounted system (160) comprises at least one auxiliary system. The method (200) of claim 2, wherein said at least one auxiliary system comprises one or more of the group of: - a compressor included in a brake system (150); - a compressor included in a climate system; a temperature controller included in a climate system; - a battery; - a cooling system arranged for cooling an engine (101); and - a cooling system arranged for cooling a brake system (150). The method (200) of any of claims 1-3, wherein said at least one vehicle mounted system comprises at least one power utilization system (PTO). The method (200) of any of claims 1-4, wherein said vehicle (100) is a hybrid vehicle comprising at least one hybrid assembly. The method (200) of claim 5, wherein replenishing said at least one energy store in the name help system is performed before replenishing an energy store in said hybrid unit. A method (200) according to any one of claims 1-6, wherein said replenishing said at least one energy storage results in an increased braking effect caused by a driveline reclaimed vehicle (100) upon an actual roll-out roll of said vehicle (100) and / or at a actually active braking progress braking k for said vehicle (100), whereby an actual braking power supply provided by at least one braking system (150) in said vehicle can be reduced. A method (200) according to any one of claims 1-7, wherein an actual active braking course brake axle for name vehicle (100) comprises one of a driver and / or of a steering system actively utilizing one or more of: - a wheel brake (151, 152 , 153, 154); and - an auxiliary brake (155). The method (200) of claim 8, wherein said auxiliary brake comprises one or more in the group of: - a retarder; - an exhaust brake; - a decompression brake; and - an electromagnetic brake. A method (200) according to any one of claims 1-9, wherein said identifying (201) of said available free energy comprises a determination of: - that said simulated active braking process brakeam will be present after said simulated rollout rollami and - a first time T fi æqßmïwq which indicates a time at which an actual rollout rollæ fi corresponding to said simulated rollout roll & m will be applied. A method (200) according to claim 10, wherein name-simulated roll-out roll & m is simulated to be applied when name-simulated speed profile v fi m has a higher value than a reference speed Vg fi- for a cruise control device used in the vehicle. The method (200) of claim 11, wherein said simulated rolling roll & m is simulated to be applied when said vehicle additionally experiences an actual acceleration aam. The method (200) of claim 12, wherein nominal de facto acceleration is one of the group: - positive; and - negative. A method (200) according to any one of claims 11-13, wherein said reference speed Vg fi is determined for said carriage section of said cruise control device based on a selected set speed V8 and at least one in the group of: a carriage slope for said carriage section; a distance to at least one vehicle in front; - a curvature of said section of road; and - a speed limit for said wagon section. A method (200) according to any one of claims 1-14, wherein said identifying (201) of said available free energy comprises a determination of: - that said simulated active braking process brakeam will be present after said simulated rolling roll fl m; - a second time T fl m¿ fi¿ ï & ¿@ æDW, which indicates a time when the actual active braking sequence brake fl ñ corresponding to the said simulated active braking sequence brake & m ends. A method (200) according to claim 15, wherein said actual active braking process brake flfi ends when an actual vehicle speed wax, after said actual active braking process brake ax has been initiated, again has a bearing value of a maximum permitted speed mwx. A method (200) according to any one of claims 1-16, wherein an actual active braking process brake axle for named vehicle (100) starts when an actual vehicle speed waxes when greater than or equal to a maximum allowable speed mmx. A method (200) according to any one of claims 16-17, wherein said maximum permissible speed is related to one in the group of: - a constant speed braking speed vüwc for said vehicle (100), - a distance to at least one vehicle in front; - a vagal slope for the said vagal section; - a curvature for the said vague section; - a speed limit for the said wagon section; and - a limitation of the passability of the said vagavs section. A method (200) according to any one of claims 1-18, wherein said free energy is identified in connection with a downhill slope in said wagon section. A method (200) according to any one of claims 1 to 19, wherein said filling of said at least one energy storage device adds to a first time T fi ßåpænw, which indicates a time when said free energy is available. A method (200) according to any one of claims 1-19, wherein said filling of said at least one energy store is applied at a first time T fi æåßmywq which indicates a time when said free energy is available, if a time interval T fi Eqßm¶% ¿ÜmaVd between said first time t%% , and a second time T fl m¿ fi¿3 & ¿@ æDW, which indicates a time when said free energy ceases to be available, is long enough for said replenishment to significantly affect said energy storage. A method (200) according to any one of claims 1-19, wherein said replenishing said at least one energy storage source to a third time Tpæ_ fi eå fi æDw, which occurs before a first time T fi ßå fi ænw, wherein said first time T ¶% ¿fl mmVd between said first timeT fi æqßm¶%, and a second time T fl m¿ fi¿3 & ¿@ æDW, which indicates a time when said free energy ceases to be available, is insufficiently long for said replenishment to significantly affect said energy storage. A method (200) according to any one of claims 21-22, wherein the marked effect of said energy storage involved an increase in the energy storage corresponding to 20% -100% of said energy storage and preferably an increase corresponding to 50% -90% of said energy storage. The method (200) of any of claims 1-19, wherein said at least one vehicle-mounted system, if said free energy has been identified, is controlled to consume existing energy in said energy store before a first time T fi æåawnw, indicating a time when said free energy is available . A method (200) according to any one of claims 1-24, wherein said simulated roll-out roll & m comprises a group of: - a propulsion of said vehicle (100) by utilizing a kinetic energy of said vehicle (100) when a driveline recovers said vehicle (100). ) is shut off and when an fuel injection to an internal combustion engine (101) in said vehicle is shut off; - a propulsion of said vehicle (100) by utilizing a kinetic energy of said vehicle (100) when a driveline in said vehicle (100) is open and when a fuel injection to the internal combustion engine (101) in said vehicle is shut off; and - a propulsion of said vehicle (100) by utilizing a kinetic energy of said vehicle (100) when a driveline in said vehicle (100) is open and when said internal combustion engine (101) in said vehicle is idling. A method (200) according to any one of claims 1-25, wherein said simulated speed profile vwm represents simulation of said corresponding actual vehicle speed during said carriage section when a cruise control (120) is assumed to be used to control said actual vehicle speed wax, wherein said simulation is performed when said carriage section is in front of the said vehicle (100). A method (200) according to any one of claims 1-26, wherein said simulated rolling roll & m for said simulated speed profile v v m corresponds to an actual rolling roll ax for said actual vehicle speed wet corresponding to said simulated speed profile v fl m. A method (200) according to any one of claims 1-27, wherein said simulated active braking process brake fl m said simulated speed profile v v m corresponds to an actual braking process brake flfi for said actual vehicle speed wax corresponding to said simulated speed profile v fl m. A computer program comprising program code, wherein said program code is executed in a computer causes said computer to perform the method according to any of claims 1-28. A computer program product comprising a computer readable medium and a computer program according to claim 29, wherein said computer program is included in said computer readable medium. A system for identifying free energy and utilizing said free energy in at least one vehicle-mounted system (160); characterized by - a simulation unit (131), arranged for simulation (201) of at least a future velocity profile v fl m for an actual vehicle speed is below a road section in front of a vehicle (100), where the simulation unit is arranged to base name simulation on information related to said road section the vehicle when the simulation is performed; an identification unit (132), arranged for identification (202), based on said at least one future velocity profile vm, of whether free energy for said vehicle will be available under said wagon section for which the simulation is performed, said available free energy being defined as a Excess energy said vehicle (100) has during a simulated rollout roller bearing and during a 10 simulated active braking sequence brake & m if said simulated rolling roll & m is followed by said simulated active braking sequence ibrake & m} where said free energy can be utilized both in said simulated period of said simulated d. active brake calipers; and - a utilization unit (133), arranged for utilization (203) of said available free energy for filling at least one energy storage in at least one vehicle-mounted system (160) which obtains energy from a driveline in said vehicle (100).