Classifications

• • 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
  • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
• • 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
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/0097—Predicting future conditions
• • 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
  • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
• • 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
  • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
  • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • 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
  • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
  • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
• • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
  • B60W30/18—Propelling the vehicle
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18109—Braking
  • B60W30/18127—Regenerative 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
  • B60W20/00—Control systems specially adapted for hybrid vehicles
• • 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
  • B60W2300/00—Indexing codes relating to the type of vehicle
  • B60W2300/10—Buses
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/24—Energy storage means
  • B60W2510/242—Energy storage means for electrical energy
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/24—Energy storage means
  • B60W2510/242—Energy storage means for electrical energy
  • B60W2510/244—Charge state
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal 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
  • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
  • B60W2530/10—Weight
• • 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
  • B60W2552/00—Input parameters relating to infrastructure
  • B60W2552/20—Road profile
• • 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
  • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
  • B60W2555/60—Traffic rules, e.g. speed limits or right of way
• • 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
  • B60W2556/00—Input parameters relating to data
  • B60W2556/45—External transmission of data to or from the vehicle
  • B60W2556/50—External transmission of data to or from the vehicle for navigation 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
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/24—Energy storage means
  • B60W2710/242—Energy storage means for electrical energy
  • B60W2710/244—Charge state
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/24—Energy storage means
  • B60W2710/242—Energy storage means for electrical energy
  • B60W2710/248—Current for loading or unloading
• • 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

Definitions

• the present invention relates to an energy control system and a method for a hybrid vehicle, according to the preambles of the independent claims.
• Fuel costs represent about 30% of a heavy truck's lifecycle cost. Average distance travelled is about 150,000 km per annum and average fuel consumption is about 32.5 litres per 100 km. A small decrease in fuel consumption therefore results in large decreases in fuel costs.
• a good way of saving fuel is to regenerate brake energy and employ that energy for propulsion when needed, instead of merely converting the kinetic energy to heat by applying conventional brakes. This is possible by using a hybrid vehicle instead of a conventional vehicle.
• a hybrid vehicle is a vehicle with at least two energy sources.
• an internal combustion engine may be backed up by an electrical machine.
• the electrical machine may be used as both motor and generator. This makes it possible to treat the electrical machine as a means of reducing the vehicle's speed by using it as a generator, in which case the kinetic energy is used to induce a current which is then used to charge the battery, making it possible for the energy to be saved and employed later, instead of the kinetic energy being converted to heat by applying the conventional brake equipment.
• driving situations which involve high fuel consumption, it can be greatly reduced by using the electric motor to back up the engine. Such situations typically occur during acceleration and on uphill runs.
• the engine drives an electrical generator instead of directly driving the vehicle's wheels.
• the generator not only charges a battery but also provides energy for an electric motor to propel the vehicle.
• the engine takes it from both battery and generator.
• An important aspect as regards energy saving is maximum utilisation of the energy which is regenerated during braking. There needs to be capacity in the energy store to accommodate the regenerated energy.
• the length of time or distance to the next stopping place is not known, which means that the energy store may well be discharged too slowly, leaving no capacity to accommodate the energy expected to enter the energy store during the next braking.
• Acceleration under the driving technique currently often applied empties the energy store quickly, resulting in large internal resistive losses.
• One reason for this is a desire to ensure that the energy store is at a predetermined low level when a coming retardation phase is due to begin, i.e. to ensure that there is sufficient storage capacity for the energy which is then generated.
• so-called supercapacitors are preferably used for energy storage.
• the advantage of a capacitor as against a battery is that it tolerates a large number of repeated chargings in a short time such as often happen with buses.
• Pi oss is the power loss in the energy store and R the internal resistance.
• US 6,414,401 refers to a control system pertaining to energy regeneration in a hybrid vehicle so that sufficient energy can be stored by regeneration during retardation of the vehicle.
• US 2007/0018608 refers to a device for control of the charging of a battery in a hybrid vehicle in order to be able to limit the amount of battery charging during the regeneration phase.
• US 7,242,159 also refers to a device for controlling the charging of batteries and/or capacitors in a hybrid vehicle.
• An object of the present invention is to achieve improved and more optimum energy use for a hybrid vehicle, in order in particular to keep down the internal resistive losses in the capacitors/batteries.
• the invention relates to an energy control system for a hybrid vehicle with at least one electrical machine and a combustion engine and at least one chargeable energy store, which system comprises a control unit and a charge level meter which is adapted to measuring the charge level of the energy store.
• the control unit comprises a calculation unit adapted to calculating at a time to, inter alia on the basis of the vehicle's current speed and weight, a time ti which denotes the beginning of a retardation phase during which the vehicle is braked in order to halt at a predetermined location P, and the control unit is adapted to controlling the offtake of energy from the energy store during the period from to to ti so that the charge level of the energy store at time ti is below a predetermined low level Q L .
• the invention relates also to a method in an energy control system for a hybrid vehicle, which system comprises a control unit and a charge level meter which is adapted to measuring the charge level of the energy store.
• the method comprises:
• the distance to the next stopping place is calculated or determined from, for example, the vehicle builder/operator's paging system, e.g. a so-called bus PC system or the like, or the distance is calculated on the basis of information from the bus PC about the distance between the two bus stops concerned. Information from GPS or the like might also be used.
• the vehicle builder/operator's paging system e.g. a so-called bus PC system or the like
• Information from GPS or the like might also be used.
• Applying the present invention makes it possible to lower the energy store level more quickly or in a different way than might otherwise have been applied, before a bus stopping place, in order to gain capacity for the portion of the vehicle's kinetic and potential energy which is expected to be desired to be added to the energy store.
• knowing the distance to the next scheduled halt at a stopping place and the vehicle's speed makes it possible to calculate when the retardation phase will begin. It also means knowing when the charge level needs to be down to a predetermined low level. The fact that a halt at a stopping place is actually happening becomes known only when the stop button is pressed, which is the time at which the calculations are made.
• Figure 1 illustrates schematically a series hybrid system for a vehicle.
• Figure 2 illustrates schematically a parallel hybrid system for a vehicle.
• Figure 3 is a block diagram illustrating the present invention.
• Figure 4 is a flowchart illustrating the present invention.
• Figure 5 is a time diagram illustrating the present invention.
• FIG. 3 a block diagram illustrating the present invention, will now be described in detail.
• the invention thus relates to an energy control system for a hybrid vehicle, which vehicle comprises at least one electrical machine, at least one combustion engine and at least one chargeable energy store.
• the hybrid vehicle may be a series or parallel hybrid vehicle or a combination of them.
• the energy control system comprises a control unit and a charge level meter which is adapted to measuring the charge level of the energy store.
• the control unit itself comprises a calculation unit adapted to calculating at a time to, inter alia on the basis of the vehicle's current speed and weight, a time ti which denotes the beginning of a retardation phase during which the vehicle is braked in order to halt at a predetermined location P (see Figure 5).
• Figure 5 is a time diagram illustrating the present invention. At the top it depicts a vehicle, in this case a bus, on a run between stopping places P A and P B . Below there are two time diagrams showing how the charge level Q of the energy store varies depending on how far the vehicle has travelled along the run. The upper time diagram illustrates schematically how the charge level varies according to a currently usual pattern, and the lower time diagram how the charge level of the energy store varies in a vehicle using the energy control system according to the present invention.
• the charge level is raised from a low level Q L , which in the diagram is about 25% of maximum charge level, by the energy which is
• the charge level may for example be lowered, as in the upper time diagram, by a large offtake of energy from the energy store.
• control unit is adapted, according to a preferred embodiment, to controlling the offtake from the energy store during the vehicle's acceleration phases so that the internal losses of the energy store are minimised.
• This is illustrated in the lower diagram in Figure 5, where the charge level between P A and a location Al (which marks the end of the acceleration phase) remains at a high level.
• the calculation unit receives an indication that the vehicle is to halt at location P B .
• the indication may for example be provided by the stop button in the bus being pressed and a stop signal being generated and conveyed to the control unit.
• the calculation unit calculates, inter alia on the basis of the vehicle's current speed and weight, a time ti which denotes the beginning of a retardation phase during which the vehicle is braked to a halt at a predetermined location P, and the control unit is adapted to controlling the offtake from the energy store during the period from to to ti so that the charge level of the energy store at time ti is below a predetermined low level Q L .
• the low charge level Q L is between 20 and 35% of the energy store's maximum charge level.
• a preferred level is 25%, as also indicated in Figure 5.
• control unit is adapted to controlling the energy offtake during the vehicle's retardation phases so that offtake from the engine is prioritised as against offtake from the electrical machine.
• control unit is adapted to controlling the offtake from the energy store during the vehicle's retardation phase so that there is little offtake from the energy store and the charge level at the end of the retardation phase is above a predetermined high level QH.
• the predetermined high level QH is between 70 and 100% of the energy store's maximum charge level.
• a preferred level is 80%, as also indicated in Figure 5.
• the energy store is thus charged during the retardation phase.
• the energy level needs to be about 25% to make it possible to capture all of the energy which can be regenerated. If the vehicle speed is "only" 20 km/h, a not unreasonable cruising speed for an urban bus in traffic, then on the above reasoning the kinetic energy will only be a quarter of that at 40 km/h. In such cases the limit for QL is rather 80%, since there is no further energy which can be regenerated during braking. If the energy store level was then 25%, this is certainly too low and the energy store level would be about 40%> when the vehicle was stationary.
• the control unit comprises, according to a preferred embodiment, a memory unit in which predetermined locations for vehicle halts, such as stopping places, are stored, e.g. in the form of an electronic card. The location of the vehicle relative to the stopping places is then easy to determine, since time and vehicle speed are known.
• a memory unit in which predetermined locations for vehicle halts, such as stopping places, are stored, e.g. in the form of an electronic card. The location of the vehicle relative to the stopping places is then easy to determine, since time and vehicle speed are known.
• An alternative is to use various types of positioning systems, e.g. GPS, whereby the vehicle's current location obtained via GPS can be charted against an electronic map image and the distance to the next stopping place can then be calculated.
• the energy store takes preferably the form of one or more capacitors, and so-called supercapacitors are often used.
• the invention comprises also a method in a system for a hybrid vehicle with an electrical machine, a combustion engine and a chargeable energy store, which system comprises a control unit and a charge level meter which is adapted to measuring the charge level of the energy store.
• the method comprises: A) calculating, at a time to, inter alia on the basis of the vehicle's current speed and weight, a time ti which denotes the beginning of a retardation phase during which the vehicle is braked in order to halt at a predetermined location P,
• step A is performed if a stop signal is received which indicates a demand for the vehicle to halt.
• the step A calculation is preferably done continuously, i.e. not as a consequence of, for example, a button being pressed, and the value of ti used is that which applies when a button is pressed, i.e. at time t 0 .
• the energy store is then charged during the retardation phase.
• the offtake from the energy store is also controlled during an acceleration phase of the vehicle so that the internal losses of the energy store are minimised. This may for example be done by controlling the vehicle's energy offtake during an acceleration phase of the vehicle so that the internal losses of the energy store are minimised. This may for example be done by controlling the vehicle's energy offtake during an acceleration phase of the vehicle so that the internal losses of the energy store are minimised. This may for example be done by controlling the vehicle's energy offtake during an acceleration phase of the vehicle so that the internal losses of the energy store are minimised. This may for example be done by controlling the vehicle's energy offtake during an acceleration phase of the vehicle so that the internal losses of the energy store are minimised. This may for example be done by controlling the vehicle's energy offtake during an acceleration phase of the vehicle so that the internal losses of the energy store are minimised. This may for example be done by controlling the vehicle's energy offtake during an acceleration phase of the vehicle so that the internal losses of the energy store are minimised.
• offtake from the engine is prioritised as against offtake from the electrical machine. More specifically, this may be done by the offtake from the energy store being controlled so that there is little offtake from it during the acceleration phase and the charge level at the end of the acceleration phase is above a predetermined high level QH.
• One of the bus stopping places in Figure 5 is at location P B .
• the minimum limit for normal retardations is at A2, i.e. the earliest location where the vehicle has to start braking if braking is to meet passenger comfort requirements.
• There is a maximum permissible retardation during the retardation phase determined inter alia with reference to driver and passenger comfort. It is approximately of the order of 2 m/s 2 .
• the retardation limit as above, the shortest expected distance from commencement of braking to stationary is calculated for the vehicle's speed at the time, i.e. how far the bus has travelled between to and ti. The time available for gaining capacity for more energy, i.e. to to ti, then becomes the remaining distance divided by the vehicle's speed at the time.
• the advantage of the solution according to the invention is that in certain driving situations it is possible to save more fuel by tapping more energy from the energy store. Knowing how much time there is until braking before a stopping place begins means knowing better how much time is available for gaining capacity for the energy.
• the calculations are preferably performed so that the offtake of energy takes place in such a way that the charge level is at a predetermined low level when any retardation begins, e.g. when there are people at the stopping place waiting to board the bus.

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Cited By (7)

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Citations (9)

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• 2010
  • 2010-07-08 SE SE1050761A patent/SE535514C2/sv not_active IP Right Cessation
• 2011
  • 2011-06-17 WO PCT/SE2011/050777 patent/WO2012005655A1/en active Application Filing
  • 2011-06-17 BR BR112012031467A patent/BR112012031467A2/pt not_active IP Right Cessation
  • 2011-06-17 CN CN2011800339176A patent/CN103003117A/zh active Pending
  • 2011-06-17 EP EP11803886.8A patent/EP2590847A4/en not_active Withdrawn

Patent Citations (9)

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