SE543279C2 - A method for controlling engine braking of a vehicle - Google Patents

A method for controlling engine braking of a vehicle

Info

Publication number
SE543279C2
SE543279C2 SE1950336A SE1950336A SE543279C2 SE 543279 C2 SE543279 C2 SE 543279C2 SE 1950336 A SE1950336 A SE 1950336A SE 1950336 A SE1950336 A SE 1950336A SE 543279 C2 SE543279 C2 SE 543279C2
Authority
SE
Sweden
Prior art keywords
vehicle
shaft
main shaft
combustion engine
gear
Prior art date
Application number
SE1950336A
Other languages
Swedish (sv)
Other versions
SE1950336A1 (en
Inventor
Fredrik Sundén
Linus Eriksson
Mikael Öun
Patrik Molin
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 SE1950336A priority Critical patent/SE543279C2/en
Priority to DE102020001348.1A priority patent/DE102020001348A1/en
Priority to BR102020004788-4A priority patent/BR102020004788A2/en
Publication of SE1950336A1 publication Critical patent/SE1950336A1/en
Publication of SE543279C2 publication Critical patent/SE543279C2/en

Links

Classifications

    • 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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • 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
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/198—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with exhaust brakes
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18136—Engine braking
    • 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
    • F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
    • F04B1/12—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F04B1/26—Control
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D61/00—Brakes with means for making the energy absorbed available for use
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/266—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators with two coaxial motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4816—Electric machine connected or connectable to gearbox internal shaft
    • 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
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/04—Automatic transmission
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/604—Merging friction therewith; Adjusting their repartition
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The invention relates to a method, performed by a control device (48), for controlling braking of a vehicle (1). The method comprising: determining (s101) a required braking power on an output shaft (20) of a gearbox for maintaining or reducing the speed of the vehicle (1), verifying (s102) that first and second planetary gears (10; 12) in the gearbox are unlocked and shifted to a neutral position, controlling (s103), by means of at least one of first and second electrical machines (14, 16) connected to the first and second planetary gears (10; 12), a combustion engine (4) to a rotational speed at which engine braking power corresponds to the determined braking power; and controlling (s104) the combustion engine (4) to an engine braking mode. The invention also relates to a vehicle (1), a computer program and a computer-readable medium.

Description

TECHNICAL FIELD The present invention relates to a method for controlling braking of a vehicle. The invention also relates to a vehicle, a computer program and a computer-readable medium.
BACKGROUND ln connection with engine braking of a vehicle, the throttle and fuel supply to the in-ternal combustion engine are shut off. When the air in the cylinders is compressedduring the compression stroke, the pistons will, via the rods, exert a braking torqueon the crankshaft, which during the engine brake process is operated by the vehicle'sdriving wheels via driving shafts, a propeller shaft and the transmission. Since thecrankshaft is directly connected with the vehicle's driving wheels during the enginebraking process, the braking power from pistons and rods, affecting the crankshaft,will therefore brake the vehicle during engine braking.
The braking power of the internal combustion engine depends on the rotationalspeed of the internal combustion engine. The braking power of the internal combus-tion engine increases when the rotational speed of the internal combustion engineincreases. ln order to use braking power of the internal combustion engine for brak-ing a vehicle, downshifting in a gearbox in the powertrain of the vehicle may takeplace to increasing the rotational speed of the internal combustion engine. The brak-ing power of the internal combustion engine will thus correspond to the particularlyrotational speed the internal combustion engine will achieve after downshifting. Therotational speed of the internal combustion engine is thus dependent on the speed ofthe vehicle and the gear range through the gearbox.
Document US 2002091028 A1 discloses a power transmitting system for a hybridmotor vehicle provided with an internal combustion engine and electric motors. Thesystem also comprises a planetary gear and a continuously variable transmission.
The internal combustion engine and electric motors may be used for braking the ve-hicle.
SUMMARY Despite known solutions in the field, it would be desirable to achieve a method forcontrolling braking of a vehicle, which solves or at least alleviates at least some ofthe drawbacks of the prior art.
An object of the present invention is therefore to achieve a new and advantageousmethod for controlling braking of a vehicle, which method enables an accurate con-trolling of the braking power of a combustion engine. Another object is to achieve anew and advantageous vehicle, of which the speed may be maintained or retardedby means of an accurate controlling of the braking power of a combustion engine.Another object of the invention is to achieve a new and advantageous, computer program and computer-readable medium.
The herein mentioned objects are achieved by a method, a vehicle, a computer pro-gram, and a computer-readable medium according to the appended claims.
Hence, according to an aspect of the present invention a method, performed by acontrol device, for controlling braking of a vehicle is provided. The vehicle comprisesa combustion engine, a first electrical machine, a second electrical machine and agearbox. The gearbox comprising: an input shaft; a first main shaft; a second mainshaft; an output shaft connected to drive wheels of the vehicle; a lay shaft connectedto the first main shaft, the second main shaft and the output shaft; a first gear pairconnected to the first main shaft and the lay shaft; a second gear pair connected tothe second main shaft and the lay shaft; a first planetary gear connected to the inputshaft and the first main shaft; and a second planetary gear connected to the firstplanetary gear and the second main shaft; wherein the combustion engine is con-nected to the input shaft, the first electrical machine is connected to the first planetarygear and the second electrical machine is connected to the second planetary gear,so that propelling torque can be provided on the first main shaft and the second mainshaft by means of the combustion engine, the first electrical machine and the second electrical machine. The method comprising: determining a required braking power on the output shaft for maintaining or reducing the speed of the vehicle; verifying that thefirst and second planetary gears are unlocked and shifted to a neutral position; con-trolling, by means of at least one of the first and second electrical machines, thecombustion engine to a rotational speed at which engine braking powerjg corre-sponding to the determined braking power; and controlling the combustion engine toan engine braking mode.
According to another aspect of the invention, a vehicle is provided. The vehicle com-prising: a combustion engine; a first electrical machine; a second electrical machine;a gearbox; and a control device. The gearbox comprising: an input shaft; a first mainshaft ; a second main shaft; an output shaft connected to drive wheels of the vehicle;a lay shaft connected to the first main shaft, the second main shaft and the outputshaft; a first gear pair connected to the first main shaft and the lay shaft; a secondgear pair connected to the second main shaft and the lay shaft; a first planetary gearconnected to the input shaft and the first main shaft; and a second planetary gearconnected to the first planetary gear and the second main shaft; wherein the com-bustion engine is connected to the input shaft, the first electrical machine is connect-ed to the first planetary gear and the second electrical machine is connected to thesecond planetary gear, so that propelling torque can be provided on the first mainshaft and the second main shaft by means of the combustion engine, the first electri-cal machine and the second electrical machine, wherein the control device is config-ured to: determine a required braking power on the output shaft for maintaining orreducing the speed of the vehicle; verify that the first and second planetary gears areunlocked and shifted to a neutral position; control, by means of at least one of thefirst and second electrical machines, the combustion engine to a rotational speed atwhich engine braking power igmcorresponding to the determined braking power; andcontrol the combustion engine to an engine braking mode.
By such a method, an accurate controlling of the braking power of a combustion en-gine is achieved, which results in that the speed of the vehicle may be maintained orretarded by means of the accurate controlling of the braking power of a combustion engine.
Due to the configuration of the gearbox is it is possible to control the rotational speedof the engine independently of the transmission. Thus, it is possible to control thebraking power of the engine brake by controlling the engine speed. The engine brakeof the combustion engine is actuating braking power in the driveline and at least oneof the first and second electrical machines are controlling the rotational speed of thecombustion engine. The electric machines may at a very short period of time controlthe combustion engine to the rotational speed, which corresponds to the determinedbraking power. Therefore, braking power acting on the output shaft is achieved close to the moment that engine braking should be activated.
Further objects, advantages and novel features of the present invention will becomeapparent to one skilled in the art from the following details, and also by putting theinvention into practice. Whereas examples of the invention are described below, itshould be noted that it is not restricted to the specific details described. Specialistshaving access to the teachings herein will recognise further applications, modifica-tions and incorporations within other fields, which are within the scope of the inven- tion.
BRIEF DESCRIPTION OF THE DRAWINGS For fuller understanding of the present invention and further objects and advantagesof it, the detailed description set out below should be read together with the accom-panying drawings, in which the same reference notations denote similar items in the various diagrams, and in which: Fig. 1 schematically illustrates a side view of a vehicle according to an exam-ple;Fig. 2 schematically illustrates a powertrain of a vehicle according to an exam- ple; Fig. 3 shows a diagram according to an example; Fig. 4 shows a flow chart of a method for controlling braking of a vehicle ac-cording to an example; andFig. 5 schematically illustrates a computer according to an example.
DETAILED DESCRIPTION According to an aspect of the present disclosure, a method, performed by a controldevice, for controlling braking of a vehicle is provided. The vehicle comprises a com-bustion engine, a first electrical machine, a second electrical machine and a gearbox.The gearbox comprising: an input shaft; a first main shaft; a second main shaft; anoutput shaft connected to drive wheels of the vehicle; a lay shaft connected to thefirst main shaft, the second main shaft and the output shaft; a first gear pair connect-ed to the first main shaft and the lay shaft; a second gear pair connected to the sec-ond main shaft and the lay shaft; a first planetary gear connected to the input shaftand the first main shaft; and a second planetary gear connected to the first planetarygear and the second main shaft; wherein the combustion engine is connected to theinput shaft, the first electrical machine is connected to the first planetary gear and thesecond electrical machine is connected to the second planetary gear, so that propel-ling torque can be provided on the first main shaft and the second main shaft bymeans of the combustion engine, the first electrical machine and the second electri-cal machine. The method comprising: determining a required braking power on theoutput shaft for maintaining or reducing the speed of the vehicle; verifying that thefirst and second planetary gears are unlocked and shifted to a neutral position; con-trolling, by means of at least one of the first and second electrical machines, thecombustion engine to a rotational speed at which engine braking power correspond-ing to the determined braking power; and controlling the combustion engine to an engine braking mode.
Engine braking of a vehicle may reduce the speed of the vehicle. However, enginebraking may alternatively maintain the speed of the vehicle, for example if the vehicleis travelling in a slope of a road and engine braking is activated. Depending on the amount of engine braking power acting on the input shaft from the combustion en- gine, and thus also on the output shaft of the gearbox and to the drive wheels, thespeed of the vehicle may be maintained or reduced. The amount of engine brakingpower acting on the input shaft from the combustion engine may be calculated fromthe determined required braking power on the output shaft for maintaining or reduc-ing the speed of the vehicle. Determining the required braking power on the outputshaft may be performed by means of sensors arranged in the vehicle and in thepowertrain of the vehicle. Determining the required braking power on the output shaftmay also be performed by receiving information about the vehicle and the road onwhich the vehicle is travelling. Before or after the required braking power has beendetermined, or at the same time as the required braking power is determined, it isverified that the first and second planetary gears are unlocked and shifted to a neu-tral position. When the first and second planetary gears are unlocked and shifted to aneutral position, the first and second electrical machines may rotate components ofthe first and second planetary gears independently of any rotational speed of the firstand second main shaft. Due to the configuration of the gearbox, the first and secondelectrical machines may generate a rotational speed of the combustion engine whenit is verified that the first and second planetary gears are unlocked and shifted to aneutral position. Thus, when the required braking power has been determined and itis verified that the first and second planetary gears are unlocked and shifted to a neu-tral position, the combustion engine controlled, by means of at least one of the firstand second electrical machines, to a rotational speed at which engine braking powercorresponding to the determined braking power. The control device receives infor-mation about braking power and braking torque for the combustion engine at differentrotational speeds of the combustion engine. Such information may be stored in amemory in the control device. When the combustion engine has a rotational speed atwhich engine braking power corresponds to the determined braking power, the com-bustion engine is controlled to an engine braking mode. Controlling the combustionengine to an engine braking mode may be performed by controlling components inthe combustion engine causing a restriction in the exhaust system of the combustion engine.
According to an example, determining a required braking power on the output shaftfor maintaining or reducing the speed of the vehicle, comprises determining the weight, speed and air drag of the vehicle and the inclination in the longitudinal direc-tion of the vehicle.
The weight of the vehicle will influence on the required braking power for braking thevehicle. A heavy vehicle requires more braking power than a lighter vehicle for main-taining or reducing the speed of the vehicle. The speed of the vehicle will influenceon the required braking power. A vehicle travelling at a high speed requires morebraking power than a vehicle that travelling at a lower speed for maintaining or reduc-ing the speed of the vehicle. The air drag and also friction from tires and bearings atrotational shafts may influence on the required braking power for braking the vehicle.A large amount of air drag and also friction from tires and bearings may reduce theneed of required braking power on the output shaft for maintaining or reducing thespeed of the vehicle. The air drag and friction from tires and bearings may increasewith increased speed. Also, the inclination in the longitudinal direction of the vehiclemay influence on the required braking power. lf the vehicle travelling at a downhill ofthe road, the inclination in the longitudinal direction of the vehicle will correspond tothe downhill. A large inclination in the longitudinal direction of the vehicle requiresmore braking power than a large inclination in the longitudinal direction of the vehiclefor maintaining or reducing the speed of the vehicle. Thus more braking power is re-quired in a steep downhill compared to the braking power required in a slightly slop-ing downhill. Determining the weight of the vehicle may comprise receiving infor-mation about the weight of the vehicle from a memory in the controlling device and/orfrom a weight sensor in the vehicle. Determining the speed may comprise receivinginformation about the speed of the vehicle from a speed sensor in the vehicle. De-termining the air drag of the vehicle may comprise receiving information about the airdrag of the vehicle from a memory in the control device. Determining the inclination inthe longitudinal direction of the vehicle may comprise receiving the inclination in thelongitudinal direction of the vehicle from an inclination sensor in the vehicle or from a topographical road map.
According to an example, verifying that the first and second planetary gears are un-locked and shifted to a neutral position comprises verifying that a first axially dis-placeable coupling sleeve disconnects a first sun gear wheel from a first planetary wheel carrier of the first planetary gear and that a second axially displaceable cou- pling sleeve disconnects a second sun gear wheel from a second planetary wheelcarrier of the second planetary gear.
The first and second axially displaceable coupling s|eeves may be displaced bymeans of actuators. When engine braking should be activated, the first and secondplanetary gears are unlocked and shifted to a neutral position by displacing thes|eeves axially by means of the actuators. A position sensor arranged at the first axi-ally displaceable coupling sleeve may verify that the first sun gear wheel is discon-nected from the first planetary wheel carrier of the first planetary gear. A positionsensor arranged at the second axially displaceable coupling sleeve may verify thatthe second sun gear wheel is disconnected from the second planetary wheel carrierof the second planetary gear.
According to an example, controlling, by means of at least one of the first and secondelectrical machines, the combustion engine to a rotational speed at which enginebraking power corresponding to the determined braking power comprises, controllingthe combustion engine to a rotational speed independently of the speed of the firstand second main shafts in the gearbox.
When it is verified that the first and second planetary gears are unlocked and shiftedto a neutral position, the first and second electrical machines may control the rota-tional speed of the combustion engine independently of the speed of the first andsecond main shafts in the gearbox. The first and second main shafts may rotate witha respective rotational speed, which is dependant of the speed of the vehicle. Thefirst sun gear wheel is connected to the first main shaft. The first axially displaceablecoupling sleeve disconnects the first planetary wheel carrier from the first sun wheeland thus also from the first main shaft. The first planetary wheel carrier is connectedto the second sun gear wheel, but the second sun wheel is disconnected from thesecond main shaft by means of the second axially displaceable coupling sleeve.Therefore, the first and second electrical machines may control the rotational speedof the first planetary wheel carrier and the second sun gear wheel. As a result thefirst and second electrical machines may control the rotational speed of the combus-tion engine, since the combustion engine is connected to the input shaft of the gear- box and also the first planetary wheel carrier is connected to the input shaft of thegearbox.
According to an example, controlling the combustion engine to an engine braking mode comprises controlling an exhaust brake of the combustion engine.
The exhaust brake of the combustion engine may comprise a butterfly vale in the ex-haust system, which is closed in order to activate the exhaust brake. Closing the ex-haust system by the valve results in that air in the cylinders of the combustion engineis compressed not only during the compression stroke, but also during the exhauststroke. The compression of air during both the compression and exhaust strokes re-sults in a braking power on the crank shaft of the combustion engine. When the ex-haust brake is activated, the engine brake is activated. The exhaust brake of thecombustion engine may also be controlled by deactivating one or more exhaustvalves in the combustion engine.
According to an example, the method further comprises: controlling, at least one ofthe first and second electrical machines to generate additional braking power to theoutput shaft. ln case the combustion engine is not able to generate enough braking power, at leastone of the first and second electrical machines may be controlled to generate addi-tional braking power to the output shaft. The combustion engine is able to generatebraking power up to a certain limit, which depends on the features of the combustionengine, such as the cylinder volume of the combustion engine and the type of ex-haust brake of the combustion engine. Electrical power from an energy storage unitmay be transferred to at least one of the first and second electrical machines and atleast one of the first and second electrical machines generates braking power in ad-dition to the braking power generated by the combustion engine.
According to an example, controlling, at least one of the first and second electricalmachines to generate additional braking power to the output shaft comprises control-ling at least one of the first and second electrical machines to a generator mode.
The additional braking power from at least one of the first and second electrical ma-chines may be generated by controlling the at least one of the first and second elec-trical machines to a generator mode, in which the at least one of the first and secondelectrical machines generates electrical power to an energy storage unit in the vehi- cle.
The present disclosure also relates to a computer program comprising instructionswhich, when the program is executed by a computer, causes the computer to carryout the method disclosed above. The invention further relates to a computer-readablemedium comprising instructions, which when executed by a computer causes thecomputer to carry out the method disclosed above.
The gearbox may comprise any number of gear pairs. Each gear pair may comprisea cogwheel arranged on the lay shaft and a pinion gear arranged on the first mainshaft or the second main shaft. The cogwheels may be configured to be mechanicallyconnectable to and disconnectable from the lay shaft. The pinion gears may be fixed-ly connected to the first main shaft or the second main shaft. When a cogwheel isconnected to the lay shaft, the cogwheel rotates together with the lay shaft. When acogwheel is disconnected from the lay shaft, the cogwheel can rotate in relation tothe lay shaft. When the cogwheel of a gear pair is connected to the lay shaft, a corre-sponding gear is engaged. Thus, a number of fixed gear steps may be obtained bymeans of the gearbox. A gear pair may thus be disconnected, wherein the corre-sponding cogwheel is disconnected from the lay shaft, and a gear pair may be con-nected, wherein the corresponding cogwheel is connected to the lay shaft. Alterna-tively, the cogwheels may be fixedly connected to the lay shaft and the pinion gearsmay be mechanically connectable to and disconnectable from the first main shaft orthe second main shaft. With a gearbox where propelling torque can be split betweena first main shaft and a second main shaft, a gear pair can always be connected tothe first main shaft and the lay shaft. Thus, a gear associated with the first main shaftmay always be engaged, even when propelling torque is not provided on the firstmain shaft. Similarly, a gear pair can always be connected to the second main shaftand the lay shaft. 11 The cogwheels may be configured to be mechanically connected to and disconnect-ed from the lay shaft or the first main shaft or the second main shaft by means ofcoupling sleeves. The coupling sleeves may each comprise an annular sleeve, whichis displaced axially between a connected and a disconnected state. The sleeve maybe displaced between the connected and disconnected state by means of a power element.
Each of the gear pairs of the gearbox has a gear ratio, which is adapted to the vehi-cle”s desired driving characteristics. The gear pair with the highest gear ratio, in rela-tion to the other gear pairs, is suitably connected when the Iowest gear is engaged.The gear pair with the highest gear ratio may be referred to as the start gear. Thegear pair constituting the start gear may be connected to the second main shaft andthe lay shaft. This way, the vehicle can be started to move from standstill without in- terrupting the power supply to power consumer connected to the auxiliary shaft.
The auxiliary shaft may be connected to the first main shaft via the first gear pair orany other gear pair/pinion gear connected to the first main shaft. An auxiliary piniongear may be fixedly arranged on the auxiliary shaft. The auxiliary pinion gear may bearranged in engagement with the first gear pair or any other gear pair connected tothe first main shaft. The auxiliary pinion gear may thus be arranged in engagementwith the first pinion gear on the first main shaft. The auxiliary shaft being connectedto the first main shaft means that the power consumer connected to the auxiliary shaft is not connected to the propulsion of the vehicle.
The gearbox may further comprise a first planetary gear connected to the combustionengine and the first main shaft; a second planetary gear connected to the first plane-tary gear and the second main shaft, wherein the first electrical machine is connectedto the first planetary gear and the second electrical machine is connected to the sec-ond planetary gear. The step of controlling the powertrain may thereby comprise con-trolling the combustion engine and/or the first electrical machine and/or the secondelectrical machine to gradually transfer propelling torque from the second main shaftto the first main shaft. The powertrain is thus a hybrid powertrain in this example.
This powertrain enables gear shifting without torque interruption. Also, with the 12 powertrain comprising two planetary gear units, conventional slip clutches betweenthe combustion engine and the gearbox may be avoided.
The first planetary gear may comprise a first ring gear connected to the first electricalmachine. The first planetary gear may also comprise a first sun wheel and a firstplanetary wheel carrier. The second planetary gear may comprise a second ring gearconnected to the second electrical machine. The second planetary gear may furthercomprise a second sun wheel and a second planetary wheel carrier. The first plane-tary wheel carrier may be connected to the combustion engine. The first planetarywheel carrier may further be connected with the second sun wheel of the secondplanetary gear. The first main shaft may be connected to the first sun wheel of thefirst planetary gear. The second main shaft may be connected to the second plane-tary wheel carrier. The first planetary wheel carrier in the first planetary gear may bedirectly connected with the combustion engine via an input shaft. Alternatively, thefirst planetary wheel carrier is connected with the combustion engine via a clutch de-vice. The second planetary wheel carrier in the second planetary gear may be direct-ly connected with the second main shaft. The first sun wheel in the first planetarygear may be connected with the first main shaft, and the second planetary wheel car-rier in the second planetary gear may be connected with the second main shaft. Afirst set of planetary wheels may be mounted on the first planetary wheel carrier. Asecond set of planetary wheels may be mounted on the second planetary wheel car-rier. The first set of planetary wheels interacts with the first ring gear and the first sunwheel. The second set of planetary wheels interacts with the second ring gear and the second sun wheel.
The electrical machines, which are connected to the planetary gears, may generatepower and/or supply torque depending on the desired operating mode. The electricalmachines may also, at certain operating times, supply each other with power.
A first and second coupling sleeve may be arranged between the planetary wheelcarrier and the sun wheel of the respective planetary gears. The coupling sleevesmay be configured to connect (lock) the respective planetary wheel carriers with therespective sun wheel. When the planetary wheel carrier and the sun wheel are con- nected with each other, the power from the combustion engine will pass through the 13 planetary wheel carrier, the coupling sleeve, the sun wheel and further along to thefirst main shaft and/or the second main shaft. This way, the planetary wheels do notabsorb any torque. The dimension of the planetary wheels may thereby be adaptedonly to the electrical machine”s torque instead of the combustion engine”s torque,which in turn means the planetary wheels may be designed with smaller dimensions.Thus, a powertrain according to this example has a compact construction, a lowweight and a low manufacturing cost. ln order to disconnect a planetary wheel carrier and a sun wheel from each other, thefirst and/or second electrical machine should be controlled, such that torque balanceis achieved in the planetary gear. Torque balance relates to a state where a torqueacts on a ring gear arranged in the planetary gear, representing the product of thetorque acting on the planetary wheel carrier and the gear ratio of the planetary gear,while simultaneously a torque acts on the planetary gear”s sun wheel, representingthe product of the torque acting on the planetary wheel carrier and (1 - the planetarygear's gear ratio). ln the event two of the planetary gear”s components (the sunwheel, ring gear or planetary wheel carriers) are connected by means of a couplingsleeve, this coupling sleeve does not transfer any torque between the planetarygear's components when torque balance prevails. Accordingly, the coupling sleevemay easily be displaced and the planetary gear”s components be disconnected.
The first main shaft and the second main shaft are connectable to the combustionengine, the first electrical machine and the second electrical machine, so that propel-ling torque can be provided on the first main shaft and the second main shaft simul-taneously. Propelling torque may thus be provided in parallel. Propelling torque isherein defined as torque provided by means of the at least one of the combustionengine, the first electrical machine and the second electrical machine to propel thevehicle. Thus, the first main shaft and the second main shaft may be arranged, sothat propelling torque provided by means of the at least one combustion engine, thefirst electrical machine and the second electrical machine can be divided/split be-tween the first main shaft and the second main shaft.
Controlling the powertrain to gradually transfer propelling torque from the second main shaft to the first main shaft means that the powertrain is controlled, so that pro- 14 pelling torque provided on the second main shaft is gradually reduced and so thatpropelling torque provided on the first main shaft is gradually increased. ln order tostart and drive the vehicle from a standing still position, propelling torque is providedonly on the second main shaft. Thus, at the start of the vehicle, essentially no propel-ling torque is provided on the first main shaft. The propelling torque provided on theoutput shaft is thus transmitted only from the second main shaft and the lay shaft.When the propelling torque is gradually transferred from the second main shaft to thefirst main shaft, the propelling torque on the output shaft is transmitted from both the first main shaft and the second main shaft.
According to another aspect of the present disclosure, a vehicle is provided. The ve-hicle comprises a combustion engine; a first electrical machine; a second electricalmachine; a gearbox; and a control device. The gearbox comprising: an input shaft; afirst main shaft ; a second main shaft; an output shaft connected to drive wheels ofthe vehicle; a lay shaft connected to the first main shaft, the second main shaft andthe output shaft; a first gear pair connected to the first main shaft and the lay shaft; asecond gear pair connected to the second main shaft and the lay shaft; a first plane-tary gear connected to the input shaft and the first main shaft; and a second plane-tary gear connected to the first planetary gear and the second main shaft; whereinthe combustion engine is connected to the input shaft, the first electrical machine isconnected to the first planetary gear and the second electrical machine is connectedto the second planetary gear, so that propelling torque can be provided on the firstmain shaft and the second main shaft by means of the combustion engine, the firstelectrical machine and the second electrical machine, wherein the control device isconfigured to: determine a required braking power on the output shaft for maintainingor reducing the speed of the vehicle; verify that the first and second planetary gearsare unlocked and shifted to a neutral position; control, by means of at least one of thefirst and second electrical machines, the combustion engine to a rotational speed atwhich engine braking power corresponding to the determined braking power; and control the combustion engine to an engine braking mode. lt will be appreciated that all the embodiments described for the method aspect of thedisclosure performed by the control device are also applicable to the vehicle and con- trol device aspect of the disclosure. That is, the control device may be configured to perform any one of the steps of the method according to the various examples de-scribed above.
The control device may be configured to determine the weight, speed and air drag ofthe vehicle and the inclination in the longitudinal direction of the vehicle. The controldevice may be configured to verify that a first axially displaceable coupling sleevedisconnects a first sun gear wheel from a first planetary wheel carrier of the firstplanetary gear and that a second axially displaceable coupling sleeve disconnects asecond sun gear wheel from a second planetary wheel carrier of the second plane-tary gear. The control device may be configured to control the combustion engine toa rotational speed independently of the speed of the first and second main shafts inthe gearbox.
The control device may be configured to control an exhaust brake of the combustionengine. The control device may be configured to control at least one of the first andsecond electrical machines to generate additional braking power to the output shaft.The control device may be configured to control at least one of the first and secondelectrical machines to a generator mode.
The present disclosure will now be further illustrated with reference to the appended figures.
Fig. 1 shows a schematic side view of a vehicle 1. The vehicle 1 comprises a gear-box 2 and a propulsion unit 4, which are comprised in a powertrain 3 of the vehicle 1.The propulsion unit 4 may be an internal combustion engine, which is connected to the gearbox 2. The gearbox 2 is further connected to drive wheels 6 of the vehicle 1.
Fig. 2 schematically illustrates a powertrain 3 according to an example. The power-train 3 may be comprised in a vehicle 1 as disclosed in Fig. 1. The powertrain 3 com-prises a combustion engine 4, a first electrical machine 14 and a second electricalmachine 16. The combustion engine 4 is connected to the gearbox 2 via an inputshaft 8 of the gearbox 2. The combustion engine 4 is provided with an exhaust brake60. The gearbox 2 comprises a first main shaft 34; a second main shaft 36; an output shaft 20 connected to drive wheels 6 of the vehicle 1 ; a lay shaft 18 connected to the 16 first main shaft 34, the second main shaft 36 and the output shaft 20; a first gear pairG1 connected to the first main shaft 34 and the lay shaft 18; and a second gear pairG2 connected to the second main shaft 36 and the lay shaft 18. The first main shaft34 and the second main shaft 36 are connectable to the combustion engine 4, a firstelectrical machine 14 and a second electrical machine 16, such that propelling torquecan be provided on the first main shaft 34 and the second main shaft 36 simultane- ously.
The gearbox 2 further comprises a first planetary gear 10 and a second planetarygear 12. The first planetary gear 10 is connected to the input shaft 8. The secondplanetary gear 12 is connected to the first planetary gear 10. The first planetary gear10 comprises a first ring gear 22 connected to a first rotor 24 of the first electricalmachine 14. The first planetary gear 10 also comprises a first sun wheel 26 and afirst planetary wheel carrier 50. The second planetary gear 12 comprises a secondring gear 28 connected to a second rotor 30 of the second electrical machine 16. Thesecond planetary gear 12 further comprises a second sun wheel 32 and a secondplanetary wheel carrier 51. The first planetary wheel carrier 50 may be connected tothe input shaft 8. The first planetary wheel carrier 50 may further be connected with the second sun wheel 32 of the second planetary gear 12.
The first main shaft 34 may be connected to the first sun wheel 26 of the first plane-tary gear 10. The second main shaft 36 may be connected to the second planetarywheel carrier 51. The first and the second sun wheels 26, 32 may be coaxially ar-ranged. The first main shaft 34 may extend coaxially inside the second main shaft 36.lt is also possible to arrange the first main shaft 34 in parallel with and next to the second main shaft 36.
The first electrical machine 14 may comprise a first stator 40 connected to a gearboxhousing 42 surrounding the gearbox 2. The second electrical machine 16 may com-prise a second stator 44 connected to the gear housing 42. The first electrical ma-chine 14 and the second electrical machine 16 are connected to an energy storagedevice (not shown), such as a battery, which, depending on the vehicle's 1 operatingmode, may drive the electrical machines 14, 16. At other operating modes, the elec- trical machines 14, 16 may operate as generators, wherein power is supplied to the 17 energy storage device. ln some operating modes, the electrical machines 14, 16 maydrive each other. Electric power is then led from one of the electrical machines 14, 16to the other electrical machine 14, 16.
A first set of planetary wheels 52 is mounted on the first planetary wheel carrier 50. Asecond set of planetary wheels 54 is mounted on the second planetary wheel carrier51. The first set of planetary wheels 52 interacts with the first ring gear 22 and thefirst sun wheel 26. The second set of planetary wheels 54 interacts with the second ring gear 28 and the second sun wheel 32.
A first axially displaceable coupling sleeve 56 is arranged between the first sun wheel26 and the first planetary wheel carrier 50. When the first coupling sleeve 56 is ar-ranged, such that the first sun wheel 26 and the first planetary wheel carrier 50 areconnected with each other, the first sun wheel 26 and the first planetary wheel carrier50 cannot rotate in relation to each other. The first planetary wheel carrier 50 and thefirst sun wheel 26 will thereby rotate with equal rotational speeds.
A second axially displaceable coupling sleeve 58 is arranged between the secondsun wheel 32 and the second planetary wheel carrier 51. When the second couplingsleeve 58 is arranged, such that the second sun wheel 32 and the second planetarywheel carrier 51 are connected with each other, the second sun wheel 32 and thesecond planetary wheel carrier 51 cannot rotate in relation to each other. The secondplanetary wheel carrier 51 and the first sun wheel 32 will thereby rotate with equalrotational speeds.
Preferably, the first and second coupling sleeves 56, 58 comprise a splines-equippedcoupling sleeve, which is axially displaceable on a splines-equipped section on thefirst and second planetary wheel carrier 50, 51, and on a splines-equipped section onthe respective sun wheels 26, 32.
The first and second coupling sleeve 56, 58 according to this example are arrangedbetween the first sun wheel 26 and the first planetary wheel carrier 50, and betweenthe second sun wheel 28 and the second planetary wheel carrier 51, respectively.
However, it is possible to arrange an additional or alternative coupling sleeve (not 18 displayed) between the first ring gear 22 and the first planetary wheel carrier 50, andalso to arrange an additional or alternative coupling sleeve (not displayed) between the second ring gear 28 and the second planetary wheel carrier 51.
The first planetary wheel carrier 50 in the first planetary gear 10 is, in this example,fixedly connected with the second sun wheel 32 of the second planetary gear 12.
The first gear pair G1 may comprise a first pinion gear 62 and a first cogwheel 64,which are in engagement with each other. The first pinion gear 62 may be arrangedon the first main shaft 34 and the first cogwheel 64 may be arranged on the lay shaft18. The auxiliary pinion gear 122 on the auxiliary shaft 120 may be arranged in en-gagement with the first pinion gear 62 on the first main shaft 34. The second gearpair G2 comprises a second pinion gear 68 and a second cogwheel 70, which are inengagement with each other. The second pinion gear 68 may be arranged on thesecond main shaft 36 and the second cogwheel 70 may be arranged on the lay shaft18. The gearbox 2 may further comprise a third gear pair G3 connected with the firstmain shaft 34 and the lay shaft 18. The third gear pair G3 comprises a third piniongear 74 and a third cogwheel 76, which are in engagement with each other. The thirdpinion gear 74 may be arranged on the first main shaft 34 and the third cogwheel 76may be arranged on the lay shaft 18. The gearbox 2 may further comprise a fourthgear pair G4 connected to the second main shaft 36 and the lay shaft 18. The fourthgear pair G4 comprises a fourth pinion gear 80 and a fourth cogwheel 82, which arein engagement with each other. The fourth pinion gear 80 may be arranged on thesecond main shaft 36 and the fourth cogwheel 82 may be arranged on the lay shaft18.
The first and the third pinion gears 62, 74 may be fixedly connected to the first mainshaft 34, so that they cannot rotate in relation to the first main shaft 34. The secondand the fourth pinion gears 68, 80 may be fixedly connected with the second main shaft 36, so that they cannot rotate in relation to the second main shaft 36.
The first, second, third and fourth cogwheels 64, 70, 76, 82 may be individually con-nected to and disconnected from the lay shaft 18 by means of a third and a fourth coupling sleeve 83, 85. The coupling sleeves 83, 85 may each comprise coupling 19 sleeves configured to mechanically engage with splines-equipped sections on thecogwheels 64, 70, 76, 82 and on the lay shaft 18. The first and third cogwheels 64,76 may be connected/disconnected with a common coupling s|eeve 83, and the sec-ond and fourth cogwheels 70, 82 may be connected/disconnected with a commoncoupling s|eeve 85. ln the disconnected state, a relative rotation may occur betweenthe cogwheels 64, 70, 76, 82 and the lay shaft 18. ln the connected state, the cog-wheel 64, 70, 76, 82 will rotate together with the lay shaft 18.
The gearbox 2 also comprises a fifth gear pair G5. The fifth gear pair G5 comprises afifth cogwheel 92 arranged on the lay shaft 18 and a fifth pinion gear 94 arranged onthe output shaft 20. The lay shaft 18 is connected to the output shaft 20 via the fifthgear pair G5. The fifth cogwheel 92 is arranged so it may be connected with and dis-connected from the lay shaft 18 by means of a fifth coupling s|eeve 87. The fifth cou-pling s|eeve 87 may comprise a coupling s|eeve configured to interact with splines-equipped sections on the fifth cogwheel 92 and the lay shaft 18. ln the disconnectedstate, a relative rotation may occur between the fifth cogwheel 92 and the lay shaft18.
Propelling torque may be transferred from the input shaft 8 of the gearbox 2 to theoutput shaft 20 of the gearbox 2 via the first or the second p|anetary gear 10, 12 andthe lay shaft 18. The torque transfer may also occur directly via the first p|anetarygear 10 and the first main shaft 34 to the output shaft 20 via a coupling mechanism100. The coupling mechanism 100 may comprises a splines-equipped couplings|eeve, which is axially displaceable on the first main shaft 34 and on splines-equipped sections of the output shaft 20. By displacing the coupling s|eeve 100, sothat the first main shaft 34 is connected to the output shaft 20, the first main shaft 34and the output shaft 20 will have the same rotational speed. By disconnecting thefifth cogwheel 92 from the lay shaft 18, torque from the second p|anetary gear 12may be transferred to the lay shaft 18, from the lay shaft 18 to the first main shaft 34, and finally to the output shaft 20 via the coupling mechanism 100.
During operation, the gearbox 2 may in some operating modes operate so that one ofthe sun wheels 26, 32 are connected to the first and the second p|anetary wheel car- rier 50, 51 by means of the first and the second coupling s|eeve 56, 58, respectively.
The first and the second main shaft 34, 36 may then obtain the same rotationalspeed as the input shaft 8 of the gearbox 2. One or both of the electrical machines14, 16 may operate as a generator to generate electric power to an energy storagedevice. Alternatively, the electrical machine 14, 16 may provide additional torque, in order to thus increase the torque on the output shaft 20. lt is also possible that both the first and the second electrical machine 14, 16 gener-ate power to the energy storage device. At engine braking the driver releases theaccelerator pedal (not displayed) of the vehicle 1. The output shaft 20 of the gearbox2 then operates one or both electrical machines 14, 16 while the combustion engine4 and the electrical machines 14, 16 engine brake. This operating state is referred to as regenerative braking.
The powertrain 3 further comprises a control device 48. lt is to be understood that thecontrol device 48 may be implemented as a separate entity or distributed in two ormore physical entities. The control device 48 may comprise one or more control unitsand/or computers. The control device 48 may thus be implemented or realised by thecontrol device 48 comprising a processor and a memory, the memory comprisinginstructions, which when executed by the processor causes the control device 48 toperform the herein disclosed method steps. The control device 48 may thus be con-figured to determine a required braking power on the output shaft for maintaining orreducing the speed of the vehicle; verify that the first and second planetary gears areunlocked and shifted to a neutral position; control, by means of at least one of thefirst and second electrical machines, the combustion engine to a rotational speed atwhich engine braking power corresponding to the determined braking power; and control the combustion engine to an engine braking mode.
The control device 48 is connected to the electrical machines 14, 16 to control therespective electrical machine 14, 16. The control device 48 may be configured to col-lect information from the components of the powertrain 3 and based on this controlthe electrical machines 14, 16 to operate as electric motors or generators. The con-trol device 48 may be a computer with software suitable for this purpose. The controldevice 48 also be connected to the first and second coupling sleeves 56, 58, the third and fourth coupling sleeves 83, 85 and the coupling sleeve 100. These components 21 are preferably activated and deactivated by electric signals from the control device48.
The example in Fig. 2 shows four gear pairs, G1, G2, G3, G4, and two planetarygears 10, 12 with associated electrical machines 14, 16. However, it is possible toconfigure the gearbox 2 with more or fewer pinion gears and cogwheels, and withmore planetary gears with associated electrical machines.
At least one sensor 62 may be connected to the control device 48. The sensor may be a speed sensor, a weight sensor, a position sensor and/or an inclination sensor.
Fig. 3 shows a diagram according to an example. The diagram shows braking torqueT and braking power P generated at different rotational speed of the combustion en-gine. The diagram shows the braking torque T provided by the combustion engine asthe dotted line and the braking power P provided by the combustion engine as thecontinuously line. The braking torque T and braking power P are generated by thecombustion engine on an output shaft on the combustion engine. The output shaft onthe combustion engine is connected to the crank shaft of the combustion engine. lt isevident from the diagram that both the braking torque T and braking power P in-creases when the rotational speed of the combustion engine increases. The differentvalues of braking torque T and braking power P generated at different rotationalspeed of the combustion engine may be stored in a memory in the vehicle, such as a memory arranged in the control device.
Fig. 4 shows a flow chart relating to a method for controlling braking of a vehicle 1according to an example. The vehicle 1 may be configured as disclosed in Fig. 1.The powertrain 3 may be configured as disclosed in Fig. 2, Fig. 3 or Fig. 4. The vehi-cle 1 may thus comprise a combustion engine 4, a first electrical machine 14, a sec-ond electrical machine 16 and a gearbox 2. The gearbox 2 comprising: an input shaft8; a first main shaft 34; a second main shaft 36; an output shaft 20 connected to drivewheels 6 of the vehicle 1; a lay shaft 18 connected to the first main shaft 34, the sec-ond main shaft 36 and the output shaft 20; a first gear pair G1 connected to the firstmain shaft 34 and the lay shaft 18; a second gear pair G2 connected to the second main shaft 36 and the lay shaft 18; a first planetary gear 10 connected to the input 22 shaft 8 and the first main shaft 34; and a second planetary gear 12 connected to thefirst planetary gear 10 and the second main shaft 36; wherein the combustion engine4 is connected to the input shaft 8, the first electrical machine 14 is connected to thefirst planetary gear 10 and the second electrical machine 16 is connected to the sec-ond planetary gear 12, so that propelling torque can be provided on the first mainshaft 34 and the second main shaft 36 by means of the combustion engine 4, the firstelectrical machine 14 and the second electrical machine 16, the method comprising:determining s101 a required braking power on the output shaft 20 for maintaining orreducing the speed of the vehicle 1; verifying s102 that the first and second planetarygears 10; 12 are unlocked and shifted to a neutral position; controlling s103, bymeans of at least one of the first and second electrical machines 14, 16, the combus-tion engine 4 to a rotational speed at which engine braking power corresponding tothe determined braking power; and controlling s104 the combustion engine 4 to anengine braking mode.
The step of determining s101a required braking power on the output shaft 20 formaintaining or reducing the speed of the vehicle 1 comprises determining the weight,speed and air drag of the vehicle 1 and the inclination in the longitudinal direction ofthe vehicle 1.
The step of verifying s102 that the first and second planetary gears 10; 12 are un-locked and shifted to a neutral position comprises verifying that a first axially dis-placeable coupling sleeve 56, disconnects a first sun gear wheel 26 from a first plan-etary wheel carrier 50 of the first planetary gear 10 and that a second axially dis-placeable coupling sleeve 58 disconnects a second sun gear wheel 32 from a sec- ond planetary wheel carrier 51 of the second planetary gear 12.
The step of controlling s103, by means of at least one of the first and second electri-cal machines 14, 16, the combustion engine 4 to a rotational speed at which enginebraking power corresponding to the determined braking power comprises controllingthe combustion engine 4 to a rotational speed independently of the speed of the firstand second main shafts 34, 36 in the gearbox 2. 23 The step of controlling s104 the combustion engine 4 to an engine braking mode maycomprise controlling an exhaust brake 60 of the combustion engine 4.
The method comprises the further step of controlling s105 at least one of the first andsecond electrical machines 14, 16 to generate additional braking power to the outputshaft 20.
The step of controlling s105, at least one of the first and second electrical machines14, 16 to generate additional braking power to the output shaft 20 may comprise con-trolling at least one of the first and second electrical machines 14, 16 to a generator mode.
Figure 5 schematically illustrate a version of a device 500. The control device 48 de-scribed with reference to Fig. 2 - Fig. 4 may in a version comprise the device 500.The device 500 comprises a non-volatile memory 520, a data processing unit 510and a read/write memory 550. The non-volatile memory 520 has a first memory ele-ment 530 in which a computer programme, e.g. an operating system, is stored forcontrolling the function of the device 500. The device 500 further comprises a buscontroller, a serial communication port, l/O means, an A/D converter, a time and dateinput 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 programme P which comprises routines for controllingbraking of the vehicle. The computer programme P further comprises routines fordetermining the load on the auxiliary shaft by detecting when mated gear teeth of thefirst gear pair are moving within a backlash of the first gear pair, whereby the propel-ling torque provided on the first main shaft corresponds to the load on the auxiliaryshaft. The programme P may be stored in an executable form or in a compressedform in a memory 560 and/or in a read/write memory 550.
Where the data processing unit 510 is described as performing a certain function, itmeans that the data processing unit 510 effects a certain part of the programmestored in the memory 560 or a certain part of the programme stored in the read/write memory 550. 24 The data processing device 510 can communicate with a data port 599 via a databus 515. The non-volatile memory 520 is intended for communication with the dataprocessing unit 510 via a data bus 512. The separate memory 560 is intended tocommunicate with the data processing unit 510 via a data bus 511. The read/writememory 550 is adapted to communicating with the data processing unit 510 via adata bus 514.
When data are received on the data port 599, they are stored temporarily in the sec-ond memory element 540. When input data received have been temporarily stored,the data processing unit 510 is prepared to effect code execution as describedabove.
Parts of the methods herein described may be effected by the device 500 by meansof the data processing unit 510, which runs the programme stored in the memory 560or the read/write memory 550. When the device 500 runs the programme, methods herein described are executed.
The foregoing description of the preferred embodiments of the present invention isprovided for i||ustrative and descriptive purposes. lt is not intended to be exhaustiveor to restrict the invention to the variants described. l\/lany modifications and varia-tions will obviously be apparent to one skilled in the art. The embodiments have beenchosen and described in order best to explain the principles of the invention and itspractical applications and hence make it possible for specialists to understand theinvention for various embodiments and with the various modifications appropriate to the intended use.

Claims (16)

CLAIIVIS
1. A method, performed by a control device (48), for controlling braking of a vehicle(1 ), the vehicle (1) comprises a combustion engine (4), a first electrical machine (14),a second electrical machine (16) and a gearbox (2), the gearbox (2) comprising: an input shaft (8); a first main shaft (34); a second main shaft (36); an output shaft (20) connected to drive wheels (6) of the vehicle (1 ); a lay shaft (18) connected to the first main shaft (34), the second main shaft (36) and the output shaft (20); a first gear pair (G1) connected to the first main shaft (34) and the lay shaft (18); a second gear pair (G2) connected to the second main shaft (36) and the lay shaft (18); a first planetary gear (10) connected to the input shaft (8)and the firstmain shaft (34); and a second planetary gear (12) connected to the first planetary gear (10)and the second main shaft (36);wherein the combustion engine (4) is connected to the input shaft (8), the first electri-cal machine (14) is connected to the first planetary gear (10) and the second electri-cal machine (16) is connected to the second planetary gear (12), so that propellingtorque can be provided on the first main shaft (34) and the second main shaft (36) bymeans of the combustion engine (4), the first electrical machine (14) and the secondelectrical machine (16), the method comprising: determining (s101) a required braking power on the output shaft (20) formaintaining or reducing the speed of the vehicle (1 ); verifying (s102) that the first and second planetary gears (10; 12) areunlocked and shifted to a neutral position; controlling (s103), by means of at least one of the first and second elec-trical machines (14, 16), the combustion engine (4) to a rotational speed at whichengine braking power igsmcorresponding to the determined braking power; and controlling (s104) the combustion engine (4) to an engine braking mode. 26
2. The method according to claim 1, wherein determining (s101) a required brakingpower on the output shaft (20) for maintaining or reducing the speed of the vehicle(1) comprises determining the weight, speed and air drag of the vehicle (1) and theinciination in the Iongitudinal direction of the vehicle (1).
3. The method according to any one of claims 1 and 2, wherein verifying (s102) thatthe first and second planetary gears (10; 12) are unlocked and shifted to a neutralposition comprises verifying that a first axially displaceable coupling sleeve (56) dis-connects a first sun gear wheel (26) from a first planetary wheel carrier (50) of thefirst planetary gear (10) and that a second axially displaceable coupling sleeve (58)disconnects a second sun gear wheel (32) from a second planetary wheel carrier(51) of the second planetary gear (12).
4. The method according to any of the preceding claims, wherein controlling (s103),by means of at least one of the first and second electrical machines (14, 16), thecombustion engine (4) to a rotational speed at which engine braking power corre-sponding to the determined braking power comprises controlling the combustion en-gine (4) to a rotational speed independently of the speed of the first and second mainshafts (34, 36) in the gearbox (2).
5. The method according to any of the preceding claims, wherein controlling (s104)the combustion engine (4) to an engine braking mode comprises controlling an ex-haust brake (60) of the combustion engine (4).
6. The method according to any of the preceding claims, wherein the method com-prises the further step of: controlling (s105) at least one of the first and second electrical machines(14, 16) to generate additional braking power to the output shaft (20).
7. The method according to claim 6, wherein controlling (s105), at least one of thefirst and second electrical machines (14, 16) to generate additional braking power tothe output shaft (20) comprises controlling at least one of the first and second electri-cal machines (14, 16) to a generator mode. 27
8. A computer program (P) comprising instructions which, when the program is exe-cuted by a computer (48; 500), cause the computer (48; 500) to carry out the methodaccording to any one of the preceding claims.
9. A computer-readable medium comprising instructions, which when executed by acomputer (48; 500), cause the computer (48; 500) to carry out the method according to any one of claims 1-7.
10. A vehicle (1) comprising: a combustion engine (4); a first electrical machine (14); a second electrical machine (16); a gearbox (2); and a control device (48),the gearbox (2) comprising: an input shaft (8); a first main shaft (34); a second main shaft (36); an output shaft (20) connected to drive wheels (6) of the vehicle (1 ); a lay shaft (18) connected to the first main shaft (34), the second main shaft (36) and the output shaft (20); a first gear pair (G1) connected to the first main shaft (34) and the lay shaft (18); a second gear pair (G2) connected to the second main shaft (36) and the lay shaft (18); a first planetary gear (10) connected to the input shaft (8) and the firstmain shaft (34); and a second planetary gear (12) connected to the first planetary gear (10)and the second main shaft (36);wherein the combustion engine (4) is connected to the input shaft (8), the first electri-cal machine (14) is connected to the first planetary gear (10) and the second electri-cal machine (16) is connected to the second planetary gear (12), so that propellingtorque can be provided on the first main shaft (34) and the second main shaft (36) by 28 means of the combustion engine (4), the first electrical machine (14) and the secondelectrical machine (16), wherein the control device (48) is configured to: determine a required braking power on the output shaft (20) for maintain-ing or reducing the speed of the vehicle (1 ); verify that the first and second planetary gears (10; 12) are unlocked andshifted to a neutral position; control, by means of at least one of the first and second electrical ma-chines (14, 16), the combustion engine (4) to a rotational speed at which enginebraking power imgcorresponding to the determined braking power; and control the combustion engine (4) to an engine braking mode.
11. The vehicle (1) according to claim 10, wherein the control device (48) is config-ured to determine the weight, speed and air drag of the vehicle (1) and the inclinationin the longitudinal direction of the vehicle (1).
12. The vehicle (1) according to any one of claims 10 and 11, wherein the controldevice (48) is configured to verify that a first axially displaceable coupling sleeve (56)disconnects a first sun gear wheel (26) from a first planetary wheel carrier (50) of thefirst planetary gear (10) and that a second axially displaceable coupling sleeve (58)disconnects a second sun gear wheel (32) from a second planetary wheel carrier (51) of the second planetary gear (12).
13. The vehicle (1) according to any one of claims 10 - 12, wherein the control device(48) is configured to control the combustion engine (4) to a rotational speed inde- pendently of the speed of the first and second main shafts (34, 36) in the gearbox (2).
14. The vehicle (1) according to any one of claims 11 - 13, wherein the control device(48) is configured to control an exhaust brake 60 of the combustion engine (4).
15. The vehicle (1) according to any one of claims 11 - 14, wherein the control device(48) further is configured to:control at least one of the first and second electrical machines (14, 16) to generate additional braking power to the output shaft (20). 29
16. The vehicle (1) according to claim 15, wherein the control device (48) is config-ured to control at least one of the first and second electrical machines (14, 16) to a generator mode.
SE1950336A 2019-03-19 2019-03-19 A method for controlling engine braking of a vehicle SE543279C2 (en)

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BR102020004788-4A BR102020004788A2 (en) 2019-03-19 2020-03-10 METHOD TO CONTROL THE BRAKING OF A VEHICLE

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