WO2013095239A1 - Method and module for determining of reference values for a vehicle control system - Google Patents
Method and module for determining of reference values for a vehicle control system Download PDFInfo
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- WO2013095239A1 WO2013095239A1 PCT/SE2011/051578 SE2011051578W WO2013095239A1 WO 2013095239 A1 WO2013095239 A1 WO 2013095239A1 SE 2011051578 W SE2011051578 W SE 2011051578W WO 2013095239 A1 WO2013095239 A1 WO 2013095239A1
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- vehicle
- speed
- horizon
- steep
- offset
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- 238000000034 method Methods 0.000 title claims abstract description 26
- 238000004088 simulation Methods 0.000 claims abstract description 44
- 230000001105 regulatory effect Effects 0.000 claims abstract description 17
- 238000004364 calculation method Methods 0.000 claims description 17
- 230000001133 acceleration Effects 0.000 claims description 9
- 230000005540 biological transmission Effects 0.000 claims description 2
- 239000000446 fuel Substances 0.000 description 12
- 230000008901 benefit Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001681 protective effect Effects 0.000 description 1
- 238000012876 topography Methods 0.000 description 1
Classifications
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- 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
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
-
- 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
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/0066—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator responsive to vehicle path curvature
-
- 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
- B60W30/14—Adaptive cruise control
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
- G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
- G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
- G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
- G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
- G05B13/048—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators using a predictor
-
- 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
- B60K2310/00—Arrangements, adaptations or methods for cruise controls
- B60K2310/24—Speed setting methods
- B60K2310/244—Speed setting methods changing target speed or setting a new target speed, e.g. changing algorithms
-
- 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
-
- 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
- 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
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
- G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
- G05B13/0205—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric not using a model or a simulator of the controlled system
- G05B13/026—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric not using a model or a simulator of the controlled system using a predictor
-
- 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
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Definitions
- the present invention relates to a method and a module for determining at least one reference value according to the preambles of the independent claims.
- Cruise control is now usual in motor vehicles, e.g. cars, trucks and buses.
- An object of cruise control is to achieve a uniform predetermined speed. This is done either by adjusting the engine torque to avoid retardation, or by applying braking action on downhill runs where the vehicle is accelerated by its own weight.
- a more general object of cruise control is to provide convenient driving and better comfort for the vehicle's driver.
- a driver of a vehicle equipped with cruise control usually chooses a set speed v set as the speed he/she wishes the vehicle to maintain on level roads.
- a cruise control then supplies an engine system of the vehicle with a reference speed v ref used for control of the engine.
- the set speed v set may thus be regarded as an input signal to the cruise control, whereas the reference speed v ref may be regarded as an output signal from the cruise control and is used for control of the engine.
- CC cruise control
- v ref v set
- the value of the reference speed v ref changes only when adjusted by the driver while the vehicle is in motion.
- the reference speed v ref is then sent to a control system which controls the vehicle so that its speed corresponds when possible to the reference speed v ref .
- the gears may be changed by that system on the basis of the reference speed v ref to enable the vehicle to maintain the reference speed v ref , i.e. to enable it to maintain the desired set speed v set .
- the cruise control system will try to maintain the set speed vset uphill and downhill. This may result inter alia in the vehicle accelerating over the crest of a hill and into a subsequent downgrade. It will then need to be braked to avoid exceeding the set speed v set or will reach a speed v ⁇ a at which the constant speed brake is activated, which is a fuel-expensive way of driving the vehicle. It may also need to be braked downhill to avoid exceeding the set speed v set or the constant speed brake's activation speed v ⁇ t , in cases where the vehicle does not accelerate over the crest of the hill.
- LACC look ahead cruise control
- Knowledge of the road section ahead may for example comprise information about prevailing topology, road curvature, traffic situation, roadworks, traffic density and state of road. It may further comprise a speed limit on the section ahead, and a traffic sign beside the road.
- location information e.g. GPS (global positioning system) information, map information and/or topographical map information, weather reports, information communicated between vehicles and information provided by radio. All this knowledge may be used in a variety of ways. For example, information about a speed limit on the road ahead may be used to achieve fuel efficiency by lowering the vehicle's speed before reaching a lower speed limit. Similarly, knowledge of a road sign which indicates for example a roundabout or intersection ahead may also be used to achieve fuel efficiency by braking before the vehicle reaches the roundabout or intersection.
- An LACC cruise control does for example make it possible, before a steep upgrade, for the reference speed v ref to be raised to a level above the set speed v set , since the vehicle will be expected to lose speed on such a climb owing to high train weight relative to engine performance.
- the LACC cruise control makes it possible for the reference speed v ref to be lowered to a level below the set speed v set , since the vehicle will be expected (predicted) to accelerate on such a downgrade owing to its high train weight.
- the concept here is that reducing the speed at which the vehicle begins the downhill run makes it possible to reduce the energy braked away and/or the air resistance losses (as reflected in the amount of fuel injected before the downgrade).
- the LACC cruise control may thus reduce fuel consumption without substantially affecting journey time.
- Such cruise control systems can be made robust if the topography ahead is made known by the vehicle having map data and GPS.
- the cruise control system may also alter the vehicle's speed proactively, i.e. before situations arise.
- a vehicle usually has a number of ECUs (electronic control units) which control various electronic systems of the vehicle.
- the vehicle's engine is often controlled by an ECU of its own, called EMS (engine management system).
- EMS engine management system
- a cruise control's logic may be situated in the EMS but this is sometimes not possible where the EMS has insufficient memory capacity and/or already has a high processor load.
- reference values e.g. a desired reference speed v ref
- a traditional PID regulator works on the basis of a reference speed v re f received.
- this reference speed v re f is altered by the cruise control's logic and is sent via CAN, it is the PID regulator in the engine control system which regulates the vehicle speed towards the reference speed v ref .
- the cruise control logic predicts the vehicle's speed but the regulator in the engine control system tries at the same time to regulate the vehicle's speed, which can lead to problems. It may for example result in maximum torque not being ordered by the engine system at the beginning of a climb despite the cruise control logic having catered for it in the prediction of the reference speed v re f. There is therefore risk that the regulator may regulate the engine system with a gradually increasing error.
- US 2005/0096183 refers to a speed regulator for a vehicle travelling downhill.
- the hills concerned are described as having a particular downward gradient, and when the driver operates a gradient switch a constant speed is set for the vehicle for as long as the switch is on. A constant speed is thus set when the driver indicates that the vehicle is on a hill.
- US 6,076,036 bases cruise control on a speed setting, the vehicle's current speed, an acceleration and a change in the gradient of the road, which is measured by a sensor, in order to set the fuel flow for lower fuel consumption.
- the object of the present invention is to propose improved cruise control of a vehicle when its speed is to be predicted by the cruise control logic and is at the same time to be regulated by the regulator, and in particular to avoid fuel being unnecessarily injected into the engine because of an unstable control signal to the engine control system.
- the object described above is at least partly achieved by applying the aforesaid method, which is characterised by:
- the object described above is at least partly achieved by using the aforesaid module, which is characterised by:
- a horizon unit adapted to determining a horizon for the itinerary by means of map data and location data which comprise route segments with at least one characteristic for each segment;
- a calculation unit adapted to performing, during each of a number of simulation cycles Sj each comprising a number N of simulation steps conducted at a predetermined rate f, the steps of: - making a first prediction of the vehicle's speed v pre d cc along the horizon according to a conventional cruise control when the set speed v se t is imparted as a reference speed v ref , which first prediction depends on the characteristics of said route segment;
- a providing unit adapted to supplying a control system of the vehicle with said at least one reference value on which the vehicle is then regulated.
- the invention provides assurance of correct speed set-point values (reference values) being imparted to the regulator to enable it to follow the prediction of the vehicle's speed. Maximum assurance may thus be afforded of available engine torque on steep upgrades and zero torque/drag torque on steep downgrades. This means that the regulating error affecting the regulator on steep upgrades is sufficient at the beginning of the climb for the engine to be able to deliver maximum torque at that stage in order to avoid the vehicle's speed dropping more than necessary. On steep downhill runs, low constant speed set- point values are provided to be able to avoid injecting fuel into the engine.
- the invention also provides a way of improving the performance of a distributed regulating system in which traditional methods of directly influencing the regulator, e.g. disconnection or stronger regulator parameters, are not easy to apply because the set-point value generator and the regulator are situated in different control units.
- the invention also affords the advantage of preventing a vehicle's speed from increasing at the crest of a hill in order to reach the vehicle's reference speed before an ensuing downhill run. This speed increase at the crest of a hill generally causes unnecessary cost.
- the invention thus achieves consistent regulation of the vehicle's speed, i.e. no lowering of speed followed by a speed increase at the crest of a hill.
- Figure 1 depicts a module according to an embodiment of the invention.
- FIG. 2 is a flowchart for the method according to the invention.
- Figure 3 illustrates the difference between the invention and a traditional cruise control according to an embodiment of the invention.
- Figure 4 illustrates the difference between the invention and a traditional cruise control according to an embodiment of the invention.
- FIG. 1 depicts a module for controlling a vehicle's speed according to an aspect of the invention.
- the module comprises an input unit adapted to receiving a desired speed, i.e. a set speed v set , for the vehicle.
- the driver may for example set a speed v set which he/she wishes the vehicle to maintain.
- the input unit may also be adapted to receiving input values for the second lower limit value v m i n and the second upper limit value v max .
- the module comprises also a horizon unit adapted to determining a horizon H for the itinerary by means of map data and location data.
- the horizon H is made up of route segments with at least one characteristic for each segment.
- a possible example of the characteristics of route segments is their gradient a, in radians.
- GPS global positioning system
- Figure 1 illustrates how the module is provided with information about the itinerary from maps (map data) and GPS (location data).
- the itinerary is sent to the module bit by bit, e.g. via CAN (controller area network) bus.
- the module may be separate from or be part of the one or more control systems which are to use reference values for regulating.
- An example of such a control system is the vehicle's engine control system.
- the control system may also be any other appropriate control system of the vehicle, e.g. cruise control, gearbox control system or other control systems. For example, a horizon is put together for each control system, since the control systems regulate on different parameters.
- the unit which handles maps and positioning systems may also be part of a system which is to use reference values for regulating.
- the bits of the itinerary are then put together in a horizon unit to construct a horizon and are processed by the processor unit to create an internal horizon on which the control system can regulate.
- the horizon is then continually supplemented by new bits of itinerary from the unit with GPS and map data, to maintain a desired length of horizon. The horizon is thus updated continuously when the vehicle is in motion.
- CAN is a serial bus system specially developed for use in vehicles.
- the CAN data bus makes digital data exchange possible between sensors, regulating components, actuators, control devices etc., and provides assurance that two or more control devices can have access to the signals from a given sensor in order to use them to control components connected to them.
- Each of the connections between the units illustrated in Figure 1 may take the form of one or more from among a cable, a data bus, e.g. a CAN (controller area network) bus, an MOST (media orientated systems transport) bus, or some other bus configuration, or a wireless connection.
- the module comprises also a calculation unit adapted to, during a number of simulation cycles Sj each comprising a number N of simulation steps which are conducted at a predetermined rate f, in each simulation cycle make a first prediction of the vehicle's speed v pre d_ cc along the horizon according to a conventional cruise control when the desired speed v set is imparted as a reference speed v re f, which first prediction depends on the characteristics of said route segment.
- a first comparison is also done between the first predicted vehicle speed v pre d cc and first lower and upper limit values VH ml and ⁇ ⁇ 2 which are used to define an engine torque T for use in the next simulation cycle Sj +1 .
- a second prediction of the vehicle speed v pre d Tnew along the horizon is then made on the basis of a vehicle engine torque T which depends on the result of said first comparison in the immediately preceding simulation cycle ⁇ .
- This simulation cycle Sj thus here uses the first comparison in the preceding simulation cycle Sj_i when the second prediction of the vehicle speed v pre d_ T new is made in this simulation cycle Sj.
- the second predicted vehicle speed v pre d mew is then compared with second lower and upper limit values v m j n and v max which delineate a range within which the vehicle's speed should be.
- This is followed by determining at least one reference value which indicates how the vehicle's speed is to be influenced on the basis of said second comparison and/or the second predicted vehicle speed v pre d Tnew in this simulation cycle Sj.
- an offset v 0 ff se t is added to at least one of said second lower and upper limit values v m i n and v max if the vehicle is in a route segment which comprises a steep hill. How this offset v 0 ff se t is determined and added to limit values according to various embodiments of the invention will be described in more detail below.
- the module is further arranged to supply, e.g. by sending, to a control system of the vehicle said at least one reference value on which the vehicle is then regulated.
- the module and/or the calculation unit comprise at least a processor and a memory unit which are adapted to making all the calculations, predictions and comparisons of the method according to the invention.
- Processor means here a processor or microcomputer, e.g. a circuit for digital signal processing (digital signal processor, DSP), or a circuit with a predetermined specific function (application integrated specific circuit. ASIC).
- the calculation unit is connected to a memory unit which provides it with, for example, the stored programme code and/or stored data which the calculation unit needs to enable it to do calculations.
- the calculation unit is also adapted to storing partial or final results of calculations in the memory unit.
- the method for control of vehicle speed may also be implemented in a computer programme which, when executed in a computer, e.g. the aforesaid processor, causes the computer to apply the method.
- the computer programme usually takes the form of a computer programme product stored on a digital storage medium, and is contained in a computer programme product's computer- readable medium which comprises a suitable memory, e.g. ROM (read-only memory), PROM (programmable read-only memory), EPROM (erasable PROM), flash memory, EEPROM (electrically erasable PROM), a hard disc unit, etc.
- Figure 2 is a flowchart for a method for controlling the vehicle's speed according to an embodiment of the invention.
- the method comprises a first step A) of acquiring v se t as a desired set speed for the vehicle to maintain.
- a horizon for the itinerary is determined by means of map data and location data which comprise route segments with at least one characteristic for each segment.
- a simulation cycle Sj comprises a number N of simulation steps conducted at a predetermined rate f, and the following steps are performed during a simulation cycle s .
- step D) determining at least one reference value which indicates how the vehicle's speed is to be influenced, on the basis of said second comparison and/or the second predicted vehicle speed v pre d_T ne w in this simulation cycle Sj.
- said at least one reference value is then supplied, e.g. by being sent via a CAN bus, to a control system of the vehicle in which it is then used to regulate the vehicle's speed according to said at least one reference value.
- the control system When the vehicle is travelling along the road, the control system is provided with reference values on which it then regulates the vehicle.
- the vehicle's speed when the vehicle's speed is in a route segment which comprises a steep uphill or downhill run, an offset v 0f r S et is added in a step C5) to at least one of said lower and upper limit values v m in and v max .
- the vehicle is thereafter regulated on the reference speed v ref at step D) until the end of the steep uphill or downhill run.
- a reference speed v re f is then again taken from the predicted internal horizon.
- the cruise control logic is situated in some other control system than the EMS, either by having a large regulating error at the beginning of the uphill run or by having a small regulating error on the downhill run.
- Applying the invention makes it possible to have a maximum engine torque on steep climbs and to ensure that the vehicle needs only a very small amount of braking on downhill runs.
- An embodiment of the invention only allows an offset on the second lower and upper limit values v m j n and v max when the vehicle's current speed is already outside the range bounded by them.
- the offset v 0 ff se t has a positive value when the vehicle is in a route segment which comprises a steep upgrade.
- a positive offset is added to said lower and/or upper limit values v m i n and Vmax when the vehicle is on a steep uphill run.
- the reference speed v ref supplied to the vehicle's control system is therefore taken as the reference speed v ref calculated by the control system on the basis of said lower and/or upper limit values v m j n and v max plus the offset v 0 ff S et, i.e. v m j n + v 0 ff se t and v max + v 0 ff se t, when the vehicle is on a steep uphill run. Maximum engine torque is thus assured on steep climbs.
- the offset v 0 ff se t has a negative value when the vehicle is in a route segment which comprises a steep downgrade.
- a negative offset v 0 ff se t is therefore added to said lower and/or upper limit values v m icot and v max .
- the reference speed v ref with which the vehicle's control system is supplied is then taken as the reference speed v ref calculated by the control system on the basis of said lower and/or upper limit values v min and plus -
- the value of the offset v 0 ff se t is variable over time in order to be able to meet performance and comfort criteria which vary over time.
- the offset Voffset may be reduced (ramped down) towards zero at the end of a steep climb in order to avoid jerking due to rapid changes in the reference speed v re f.
- the offset Voffset may be reduced (ramped down) towards zero at the end of a steep downhill run.
- the length of section L depends on the vehicle's speed and/or a driving mode applied. For example, a mode chosen by the driver may decide the length of section L and consequently also how the vehicle's speed is to be regulated. Thus according to these embodiments, only one out of acceleration and retardation takes place before the next hill.
- Figures 3 and 4 illustrate schematically a non-limitative example of these embodiments.
- a conventional cruise control is represented by a chain-dotted line, and cruise control according to these embodiments of the invention by a dotted line.
- Section L is here specified as having a certain length which is less than a predetermined threshold value. According to an embodiment, the threshold value here is 250 - 500 m. Section L may for example be determined by adding up the lengths of the route segments situated between the hills.
- the reference speed v ref is taken as equal to the second lower limit value v m j n before the next hill.
- This speed v m i n is then maintained throughout section L, i.e. until the vehicle is on, for example, a steep downgrade. This avoids increasing the speed of the vehicle, which is what a conventional cruise control would do, since the vehicle would then endeavour to maintain the set speed v set before subsequently lowering its speed again in order to be able to take advantage of the energy accruing on the downhill run. Downhill braking of the vehicle may thus be avoided.
- the vehicle's constant speed brake therefore acts when this speed is exceeded.
- the invention comprises also the aforesaid module for determination of reference values for a vehicle's control system as illustrated in Figure 1. This module is arranged to perform all the method steps described above for the various embodiments of the invention.
- the invention thus proposes a module which can be used in a vehicle to regulate reference values robustly and safely where the module is in some other ECU than the vehicle's ECU, i.e. EMS.
- the module may be part of a control system whose reference values/set-point values it is intended to regulate, or be a freestanding module separate from the control system.
- threshold values which are used by the invention are determined in the calculation unit on the basis of vehicle-specific values, e.g. current transmission ratio, current vehicle weight, maximum torque curve, mechanical friction and/or the vehicle's running resistance at current speed.
- Threshold values used by the present invention may also be determined at least partly on the basis of choice of driving mode by the vehicle's driver. Thus they may be determined on the basis of the vehicle's state at the time and/or on the basis of driving mode choice by the driver. Necessary signals for determining these values may be obtained from CAN or be monitored by means of any appropriate sensors.
- the characteristics of route segments comprise their length and gradient
- the calculation unit is adapted to calculating gradient threshold values lmin and lmax.
- the vehicle's speed can be regulated on the undulations of the road ahead in order to travel in a fuel-economising way.
- the horizon unit is preferably adapted to determining the horizon continuously along a planned itinerary for the vehicle on which the calculation unit is adapted to continuously performing steps to calculate and update reference values for the control system for the whole length of the internal horizon.
- the horizon is therefore constructed bit by bit as the vehicle travels along the itinerary.
- values/reference values for the control system are calculated and updated continuously irrespective of whether new route segments are added or not, since the references to be calculated depend also on how values specific to the vehicle change along the itinerary.
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- Automation & Control Theory (AREA)
- Evolutionary Computation (AREA)
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- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Health & Medical Sciences (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
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Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020147020632A KR101601891B1 (en) | 2011-12-22 | 2011-12-22 | Method and module for determining of reference values for a vehicle control system |
US14/365,331 US9114708B2 (en) | 2011-12-22 | 2011-12-22 | Method and module for determining of reference values for a vehicle control system |
BR112014012432A BR112014012432A2 (en) | 2011-12-22 | 2011-12-22 | method and module for determining reference values for a vehicle control system |
RU2014130003A RU2014130003A (en) | 2011-12-22 | 2011-12-22 | METHOD AND MODULE FOR DETERMINING REFERENCE VALUES FOR VEHICLE CONTROL SYSTEM |
EP11877682.2A EP2794377A4 (en) | 2011-12-22 | 2011-12-22 | Method and module for determining of reference values for a vehicle control system |
CN201180075675.7A CN104010910A (en) | 2011-12-22 | 2011-12-22 | Method and module for determining of reference values for vehicle control system |
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SE1151259-7 | 2011-12-22 | ||
SE1151259A SE536266C2 (en) | 2011-12-22 | 2011-12-22 | Method and module for determining a vehicle's speed setpoints through simulation |
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PCT/SE2011/051578 WO2013095239A1 (en) | 2011-12-22 | 2011-12-22 | Method and module for determining of reference values for a vehicle control system |
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US (1) | US9114708B2 (en) |
EP (1) | EP2794377A4 (en) |
KR (1) | KR101601891B1 (en) |
CN (1) | CN104010910A (en) |
BR (1) | BR112014012432A2 (en) |
RU (1) | RU2014130003A (en) |
SE (1) | SE536266C2 (en) |
WO (1) | WO2013095239A1 (en) |
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US10717440B2 (en) | 2015-11-04 | 2020-07-21 | Cummins Inc. | Driveline disengagement and coasting management |
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RU2598494C2 (en) * | 2011-12-22 | 2016-09-27 | Сканиа Св Аб | Method and module for determining at least one reference value |
RU2014130024A (en) * | 2011-12-22 | 2016-02-10 | Сканиа Св Аб | METHOD AND MODULE FOR VEHICLE SPEED CONTROL BASED ON RULES AND / OR COST |
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US10710586B2 (en) | 2015-10-30 | 2020-07-14 | Cummins Inc. | Systems and methods for idle coasting management |
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US10717440B2 (en) | 2015-11-04 | 2020-07-21 | Cummins Inc. | Driveline disengagement and coasting management |
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Also Published As
Publication number | Publication date |
---|---|
SE536266C2 (en) | 2013-07-23 |
US20140350819A1 (en) | 2014-11-27 |
EP2794377A4 (en) | 2015-11-04 |
SE1151259A1 (en) | 2013-06-23 |
KR101601891B1 (en) | 2016-03-21 |
KR20140107589A (en) | 2014-09-04 |
CN104010910A (en) | 2014-08-27 |
RU2014130003A (en) | 2016-02-10 |
BR112014012432A2 (en) | 2017-06-06 |
US9114708B2 (en) | 2015-08-25 |
EP2794377A1 (en) | 2014-10-29 |
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