WO2012105896A1 - Procédé de détermination d'un emplacement de freinage pour le freinage par récupération d'un véhicule, dispositif, système de freinage et véhicule - Google Patents

Procédé de détermination d'un emplacement de freinage pour le freinage par récupération d'un véhicule, dispositif, système de freinage et véhicule Download PDF

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Publication number
WO2012105896A1
WO2012105896A1 PCT/SE2012/050091 SE2012050091W WO2012105896A1 WO 2012105896 A1 WO2012105896 A1 WO 2012105896A1 SE 2012050091 W SE2012050091 W SE 2012050091W WO 2012105896 A1 WO2012105896 A1 WO 2012105896A1
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WO
WIPO (PCT)
Prior art keywords
braking
vehicle
location
distance
time
Prior art date
Application number
PCT/SE2012/050091
Other languages
English (en)
Inventor
Anders Folkesson
Peter Holm
Karl Redbrandt
Tomas Selling
Original Assignee
Scania Cv Ab
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Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to EP12742293.9A priority Critical patent/EP2670643A4/fr
Publication of WO2012105896A1 publication Critical patent/WO2012105896A1/fr

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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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • 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
    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • 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
    • B60W10/18—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
    • B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
    • 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
    • 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
    • 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
    • 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
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands
    • 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • 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
    • B60K6/46—Series 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
    • 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
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0026—Lookup tables or parameter maps
    • 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
    • B60W2530/16—Driving resistance
    • 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
    • B60W2554/00—Input parameters relating to objects
    • 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 of positioning data, e.g. GPS [Global Positioning System] data
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/89—Repartition of braking force, e.g. friction braking versus regenerative braking
    • 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 a method for determination of a braking location for regenerative braking of a vehicle to a known stop location, said regenerative braking being effected with a braking force which comprises a regenerative force component F e created by a regenerative brake system of the vehicle.
  • the present invention relates also to a device for determination of the braking location, a brake system for regenerative braking and a vehicle which is provided with either the device or the brake system.
  • the vehicle is also provided with non-regenerative means for braking it, e.g . wheel brakes etc.
  • a brake system of the vehicle which comprises the means for regenerative braking and the means for non-regenerative braking is adapted to providing a combined braking force.
  • a problem with vehicles according to the state of the art is that a driver of the vehicle without assistance has difficulty in braking it in an optimum way with regard to recovering kinetic energy and driving on time. If the braking distance for braking the vehicle to the stop location is shorter than the means for regenerative braking is able to provide, energy will go to waste in the means for non-regenerative braking . The wear on the means for non-regenerative braking will also increase as compared with if the braking is on ly effected by the means for regenerative braking . Conversely, if the braking distance for braking the vehicle to the stop location is longer than the means for regenerative braking needs for regenerative braking , its braking will take more time than necessary.
  • GB2460528 A refers to a system for regenerative braking of an electric vehicle.
  • the regenerative braking begins when the vehicle passes over an electrical coil.
  • a problem with this system is that the braking takes place between predetermined braking and stop locations.
  • US201 0/0042304 A1 refers to a method for controlling the power flow in a vehicle on the basis of the probability of braking when the vehicle is in motion .
  • the object of the present invention is to propose a method for solving the problems of the state of the art.
  • a first object of the invention is a method for helping the driver in braking the vehicle by regenerative braking .
  • a second object of the invention is to help the driver so that the braking of a vehicle takes place in an optimum way with regard to recovering kinetic energy, to driving on time and to comfort.
  • the invention relates also to a device according to claim 1 3 for applying the method , a brake system accord ing to claim 14 and a vehicle according to claim 1 5.
  • the determination of the braking distance between the vehicle's momentary location and the stop location is for example based on their respective coordinates and a specific length scale between the coordinates.
  • the information about the vehicle's momentary location is conveyed by a position ing system.
  • the vehicle's stop location arises from stop locations along the vehicle's route which are each predetermined or conveyed during the veh icle's journey.
  • the vehicle's momentary speed is provided by a speedometer of the vehicle.
  • the veh icle's braking distance depends on the momentary speed and F e .
  • the method comprises setting said braking locations so that the braking distance for regenerative braking is minimised .
  • the braking location is thus indicated so that as short a braking distance as possible is achieved , which is advantageous with regard to the vehicle's progress along its itinerary.
  • the determination of said braking location is done dynamically by setting the braking distance on the basis of the veh icle's momentary speed .
  • This dynamic setting means that the braking location is determined continuously when the vehicle is in motion . The braking location is therefore not a fixed point along the vehicle's route.
  • the braking is effected on the basis of a further force component F r created by interaction between the surroundings and the vehicle whereby the determination of the braking distance is also based on F r .
  • F r depends on interaction between the surround ings and the vehicle, e.g . braking force from road gradient, rolling resistance, air resistance, power train losses etc.
  • the braking distance When braking uphill in the vehicle's direction of movement to the stop location the braking distance will be shorter than where there is no gradient. Conversely, when braking downhill in the vehicle's direction of movement to the stop location the braking distance will be longer than where there is no grad ient.
  • the braking distance may thus be lengthened or shortened in consideration of F r .
  • the method comprises determination of F r with respect to time, F r (t), so the determination of the braking distance is based on F r (t).
  • the stop locations comprise stopping places along a route for the veh icle, and the method comprises their activation when the veh icle is in motion .
  • the stop locations are activated by a passenger on board the vehicle or by a signal from a person at the stop location, or information is received about traffic lights, compulsory stops, etc.
  • the vehicle's momentary speed is determined by a GPS receiver. According to an embodiment of the invention, the vehicle's momentary speed is determined by information from location markers along its itinerary or dead reckoning from either a starting location or a location marker for its progress along the itinerary.
  • the method comprises memorisation of stop locations along a route, for use during a su bsequent journey along the route.
  • the memorisation is for example done by stop locations being saved during journeys along a route, for use during subsequent journeys along it.
  • Figure 2 is a flowchart of a method for activation of regenerative braking of a vehicle accord ing to the invention.
  • Figures 3a and 3b are each a flowchart of a method for determining the braking distance for regenerative braking of a vehicle according to an embodiment of the invention .
  • Figure 1 depicts a power train for a veh icle 1 which interacts with the method accord ing to the invention.
  • the vehicle 1 comprises a first prime mover 3 and a second prime mover 5 which are preferably powered by d ifferent energy sources.
  • the first prime mover 3 is a combustion engine powered by, for example, petrol or d iesel fuel
  • the second prime mover is an electric motor 5.
  • the vehicle 1 is provided with a first energy store 7, a second energy store 9 and a generator 1 1 .
  • the first energy store 7 is adapted to su pplying energy to the first prime mover 3 and is for example a fuel tan k.
  • the first prime mover 3 is connected to the generator 1 1 , which generates electricity and uses it to charge the second energy store 9, which is for example an electrical battery.
  • the case here described is that of a series hybrid but the invention may also be implemented with a parallel hybrid or complex hybrid .
  • the vehicle 1 is provided with a regenerative means 20 for braking of the vehicle.
  • the regenerative means is the same as the second prime mover 5.
  • the regenerative means is adapted to braking the vehicle with a regenerative force component F e , whi le energy is converted to a form appropriate to charging the second energy store 9.
  • the regenerative means 20 is preferably an electric motor wh ich serves as a prime mover when the vehicle 1 is accelerated and as a generator when the veh icle is braked regeneratively.
  • the vehicle 1 comprises also one or more non-regenerative means 22 for braking the veh icle, comprising a brake means which exerts a braking action on the vehicle while at the same time evolving heat.
  • the non- regenerative means 22 for braking the vehicle 1 comprise wheel brakes of the vehicle.
  • the vehicle is adapted to being braked both by the regenerative means 20 and by the non-regenerative means 22.
  • the vehicle is thus adapted to being provided with sufficient braking force for the braking irrespective of whether or not the regenerative means 20 is able to provide it.
  • the method beg ins with a step 210 in which information is received about a momentary speed and location of the veh icle, and a stop location to which it is desired to be braked . Th is is followed at a step 220 by determination of the distance between the momentary location and the stop location.
  • the momentary location of the vehicle 1 is preferably received from a position ing system, e.g . a GPS receiver.
  • the vehicle's momentary speed is received from a speedometer fitted permanently to the vehicle.
  • the stop location for the veh icle 1 is determined by predetermined stopping points along the route, e.g . stopping places, unloading places, stop signs etc.
  • the stop location for the vehicle is determined by being activated when the vehicle is in motion , e.g . by a passenger operating a stop signal or receipt of information about traffic lights, compulsory stops, etc.
  • the information about stop locations for the vehicle is provided by a traffic flow system whereby stop locations are continuously determined along the itinerary.
  • the braking d istance for regenerative braking to the stop location is determined on the basis of the veh icle's momentary speed , F e (t n ), F r (t n ) and the vehicle's weight m.
  • the braking distance is increased by a distance which represents how far the vehicle will travel during a characteristic reaction time before the driver commences the regenerative braking .
  • the determination of the braking distance between the momentary location and the stop location, and the determination of the braking distance, are followed by a step 250 of investigating whether the vehicle is within the braking distance for its regenerative braking .
  • method steps 210 to 240 described above are repeated .
  • the method is repeated continuously during operation of the veh icle until it is within the braking distance for regenerative braking .
  • a signal is generated at a step 260 for the driver to initiate its regenerative braking to the stop location. After generating the signal, the method starts again from the beginning .
  • the signal causes the brake system 30 to initiate the veh icle's regenerative braking .
  • the vehicle's braking thus takes place automatically.
  • the braking distance is determined by iterative calcu lation according to either of Figures 3a and 3b.
  • the determination is based on tabulated values which are determined on the basis of a number of different momentary speeds of the veh icle and F e , preferably also on the basis of F r .
  • the tabulated values are for example stored in a database, making it possible to determine the braking d istance quickly. Using tabulated values reduces the processing load as compared with determination by iterative calcu lation .
  • Figures 3a and 3b each depict a flowchart of a method for determination of the braking distance for regenerative braking of a vehicle according to an embodiment of the invention.
  • a step length T is set to a specific value.
  • the step length is used to increment t n during the determination of the braking distance.
  • a small step length results in accurate determination at the cost of many iteration steps.
  • a large step length involves a smaller number of iterations compared with using a small step length , but at the cost of less accuracy of determination of the braking distance.
  • the step length has therefore to be set according to how quickly the calculation means 42 is able to perform iteration steps.
  • a determination of the time dependent of F e viz. F e (t n )
  • F e (t n ) depends mainly on the vehicle's momentary speed .
  • a determination of a partial distance s(t n ) is done for each period of time from t n to t n + T.
  • a step 340 the determination of s(t) is followed by initiating a subsequent period of time by incrementing n by 1 and setting t n to t n + T.
  • Resolving the above relationsh ip entails discretising the equations, e.g . by using the Euler method backwards, resu lting in the expression according to claim 12 steps b) and d) .

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de détermination d'un emplacement de freinage pour le freinage par récupération d'un véhicule (1) en un emplacement d'arrêt connu. Le freinage par récupération a lieu à l'aide d'une force de freinage qui comprend une composante de force de récupération Fe appliquée par un système de freinage par récupération (30) du véhicule. Le procédé consiste à : i) déterminer une distance entre un emplacement momentané et l'emplacement d'arrêt, ii) déterminer une distance de freinage pour ledit freinage par récupération sur la base de la vitesse momentanée et Fe, iii) déterminer si la distance entre l'emplacement momentané du véhicule et l'emplacement d'arrêt est comprise dans ladite distance de freinage, et iv) générer un signal indiquant que l'emplacement de freinage a été atteint si la distance entre l'emplacement momentané du véhicule et l'emplacement d'arrêt est comprise dans la distance de freinage, sinon les étapes ci-dessus sont répétées.
PCT/SE2012/050091 2011-02-03 2012-01-31 Procédé de détermination d'un emplacement de freinage pour le freinage par récupération d'un véhicule, dispositif, système de freinage et véhicule WO2012105896A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12742293.9A EP2670643A4 (fr) 2011-02-03 2012-01-31 Procédé de détermination d'un emplacement de freinage pour le freinage par récupération d'un véhicule, dispositif, système de freinage et véhicule

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1150074-1 2011-02-03
SE1150074A SE535591C2 (sv) 2011-02-03 2011-02-03 Metod för bestämning av en bromsposition för en regenerativ inbromsning av ett fordon, en anordning, ett bromssystem och ett fordon

Publications (1)

Publication Number Publication Date
WO2012105896A1 true WO2012105896A1 (fr) 2012-08-09

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PCT/SE2012/050091 WO2012105896A1 (fr) 2011-02-03 2012-01-31 Procédé de détermination d'un emplacement de freinage pour le freinage par récupération d'un véhicule, dispositif, système de freinage et véhicule

Country Status (3)

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EP (1) EP2670643A4 (fr)
SE (1) SE535591C2 (fr)
WO (1) WO2012105896A1 (fr)

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WO2013191621A1 (fr) * 2012-06-19 2013-12-27 Scania Cv Ab Procédé et système d'adaptation de vitesse pendant un déplacement de marche avant d'un véhicule à moteur
FR3012781A1 (fr) * 2013-11-05 2015-05-08 Renault Sa Procede et systeme de commande du freinage recuperatif d'un vehicule automobile electrique ou hybride.
US10281926B2 (en) 2017-01-23 2019-05-07 Bendix Commercial Vehicle Systems Llc Apparatus and method for controlling vehicles in a platoon
WO2022078851A1 (fr) * 2020-10-12 2022-04-21 Bayerische Motoren Werke Aktiengesellschaft Système de commande de véhicule et procédé d'émission d'informations relatives à une unité de signalisation

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US20050078014A1 (en) * 2002-01-09 2005-04-14 Klaus Rapf Method for signaling a stop request at a request stop
JP2007221889A (ja) 2006-02-15 2007-08-30 Toyota Motor Corp 車両用運転支援装置
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See also references of EP2670643A4

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013191621A1 (fr) * 2012-06-19 2013-12-27 Scania Cv Ab Procédé et système d'adaptation de vitesse pendant un déplacement de marche avant d'un véhicule à moteur
FR3012781A1 (fr) * 2013-11-05 2015-05-08 Renault Sa Procede et systeme de commande du freinage recuperatif d'un vehicule automobile electrique ou hybride.
WO2015067889A1 (fr) * 2013-11-05 2015-05-14 Renault S.A.S Procede et systeme de commande du freinage recuperatif d'un vehicule automobile electrique ou hybride
KR20160084426A (ko) * 2013-11-05 2016-07-13 르노 에스.아.에스. 전기 또는 하이브리드 모터 차량의 회생 제동 제어 방법 및 시스템
US9944290B2 (en) 2013-11-05 2018-04-17 Renault S.A.S. Method and system for controlling the regenerative braking of an electric or hybrid motor vehicle
KR102048888B1 (ko) 2013-11-05 2019-11-26 르노 에스.아.에스. 전기 또는 하이브리드 모터 차량의 회생 제동 제어 방법 및 시스템
US10281926B2 (en) 2017-01-23 2019-05-07 Bendix Commercial Vehicle Systems Llc Apparatus and method for controlling vehicles in a platoon
WO2022078851A1 (fr) * 2020-10-12 2022-04-21 Bayerische Motoren Werke Aktiengesellschaft Système de commande de véhicule et procédé d'émission d'informations relatives à une unité de signalisation

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Publication number Publication date
SE535591C2 (sv) 2012-10-09
EP2670643A4 (fr) 2018-01-17
EP2670643A1 (fr) 2013-12-11
SE1150074A1 (sv) 2012-08-04

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