WO2014055013A1 - Device and method for comfortable and/or fuel saving driving of a motor vehicle - Google Patents

Device and method for comfortable and/or fuel saving driving of a motor vehicle Download PDF

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Publication number
WO2014055013A1
WO2014055013A1 PCT/SE2013/051134 SE2013051134W WO2014055013A1 WO 2014055013 A1 WO2014055013 A1 WO 2014055013A1 SE 2013051134 W SE2013051134 W SE 2013051134W WO 2014055013 A1 WO2014055013 A1 WO 2014055013A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
regenerative braking
control unit
determined distance
elements
Prior art date
Application number
PCT/SE2013/051134
Other languages
French (fr)
Inventor
Johan FALKHÄLL
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Publication of WO2014055013A1 publication Critical patent/WO2014055013A1/en

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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
    • 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
    • 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
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • 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
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance

Definitions

  • the present invention concerns a method for comfortable and or fuel-efficient forward travel of a motor vehicle equipped with a regenerative braking system.
  • the invention also concerns a computer program product comprising program code for a computer for implementing a method according to the invention.
  • the invention also concerns a device for comfortable and/or fuel- efficient forward travel of a motor vehicle and a motor vehicle that is equipped with the device.
  • hybrid vehicles can, for example, be a car, bus or a goods vehicle.
  • the vehicle can be braked by transferring energy from a driveline to a battery.
  • the braking torque can thus be applied to the driveline by means of an electric machine, whereupon braking energy can be stored in said battery.
  • a braking torque is applied to the driveline of the vehicle when the vehicle is being driven at low velocities, e.g. below 50 km/h, and when the gas pedal is completely undepressed.
  • Said braking torque can be on the order of magnitude of 100 Nm at an input shaft of a gearbox in a goods vehicle of normal performance.
  • Said braking torque can be on the order of magnitude of 15 kW.
  • US 6378636 describes a method for applying a braking torque in a hybrid vehicle when the gas pedal is undepressed and the vehicle is being propelled solely by an electric motor.
  • One object of the present invention is to provide a new and advantageous method for comfortable and/or fuel-efficient forward travel of a motor vehicle.
  • Another object of the invention is to provide a new and advantageous device and a new and advantageous computer program for comfortable and/or fuel- efficient forward travel of a motor vehicle.
  • Yet another object of the invention is to provide a method, a device and a computer program for achieving automatic comfortable and/or fuel-efficient forward travel of a motor vehicle.
  • Yet another object of the invention is to provide a method, a device and a computer program for achieving comfortable and/or fuel-efficient forward travel of a motor vehicle in varying traffic situations and at varying vehicle velocities.
  • a method for comfortable and/or fuel-efficient forward travel of a motor vehicle comprises the steps of:
  • Said regenerative braking can occur at a suitable velocity of the vehicle.
  • Said regenerative braking can occur at a vehicle velocity that is under 50 km/h.
  • Said regenerative braking can occur at a vehicle velocity that is over 50 km/h.
  • Said method is thus versatile insofar as said regenerative braking can be activated regardless of the velocity at which the vehicle is being driven.
  • Regenerative braking of the vehicle can thus advantageously be performed variably depending on said determined distance and/or magnitude of change in said continuously determined distance.
  • Regenerative braking of the vehicle can thus advantageously be performed variably depending on said determined distance and/or magnitude and direction of change in said continuously determined distance.
  • the distance and the magnitude of the change in said continuously determined distance can be measured by means of a radar device on the vehicle. An accurate determination of said distance and magnitude of change is thereby obtained.
  • a lead vehicle If a lead vehicle is located in relative proximity to the vehicle itself, a relatively high braking torque can be applied. However, said braking torque is not so high that it is perceived as disturbing by a driver.
  • a relatively low braking torque can be applied.
  • no additional brake torque can be applied above and beyond an active engine-braking torque.
  • the method according to the invention advantageously achieves lower fuel consumption in more traffic situations than do existing solutions.
  • the proposed solution can be realized with software alone in vehicles that are equipped with a radar unit for distance measurements.
  • the method can further comprise the step of:
  • a versatile method is thereby advantageously achieved that is adapted to the topography in which the vehicle is being driven. Adequate adaptation to prevailing surrounding conditions is thereby advantageously achieved, which can further reduce the vehicle fuel consumption.
  • Said regenerative braking can occur by means of an electric machine in a driveline of the vehicle. An efficient application of said braking torque is achieved hereby.
  • Said electric machine can be controlled automatically in an operationally reliable and precise way by means of a control unit in the vehicle.
  • Said regenerative braking can be deactivated based on the thus continuously determined distance. Said regenerative braking can thus cease when said lead vehicle accelerates or when the vehicle itself brakes enough to achieve a sufficiently large mutual distance between the vehicles.
  • the method can further comprise the step of:
  • the method can further comprise the step of:
  • An environmentally friendly method is thereby achieved in which energy generated by said regenerative braking can be used on a later occasion, for example to propel the vehicle by means of said electric machine.
  • Said energy can, for example, be stored in an energy storage unit.
  • Said energy storage unit can be a suitable battery.
  • the method according to the invention is advantageously applicable to all vehicles that are equipped with a regenerative braking system.
  • Said regenerative braking system can, for example, comprise any arbitrary suitable element for storing energy, such as a flywheel, pneumatic accumulator or condenser. The method is thus versatile.
  • the method can further comprise the step of: - using energy generated by said regenerative braking externally relative to the vehicle driveline.
  • Said energy can, as an alternative to being stored, be used directly to power a consumer unit, for example an AC system, or converted to energy in a low voltage system, for example 24V.
  • Said low voltage system can be arranged so as to power lamps and fans in the vehicle.
  • said energy can be stored intermediately in, for example, said energy storage unit before being used to power said consumer unit.
  • the method can be implemented easily in existing motor vehicles.
  • software for performing the method according to the invention can be installed in a control unit in the vehicle during its manufacture. A buyer of the vehicle can thus be given the opportunity to choose the function of the method as an option.
  • software comprising program code for performing the innovative method for comfortable and/or fuel-efficient forward travel of a motor vehicle can be installed in a control unit in the vehicle during upgrading at a service station. Said software can thus be loaded into a memory in the control unit.
  • Software comprising program code for comfortable and/or fuel-efficient forward travel of a motor vehicle can easily be updated or replaced.
  • different parts of the software comprising program code for comfortable and/or fuel-efficient forward travel of a motor vehicle can be replaced independently of one another. This modular configuration is advantageous from a maintenance perspective.
  • a device for comfortable and/or fuel-efficient forward travel of a motor vehicle.
  • the device comprises:
  • - elements for continuously determining the distance to a lead vehicle and/or magnitude of change in said distance to said lead vehicle; - elements for determining whether a depression of the gas pedal in the vehicle is deactivated or activated;
  • Said regenerative braking can occur at a suitable vehicle velocity.
  • Said regenerative braking can occur at a vehicle velocity under 50 km/h.
  • Said regenerative braking can occur at a vehicle velocity over 50 km/h.
  • Said device is thus versatile insofar as said regenerative braking can be activated regardless of the velocity at which the vehicle is being driven.
  • a braking torque of 100 Nm can be applied in connection with said regenerative braking to an input shaft of a gearbox of the vehicle.
  • a constant braking torque can be applied in connection with said regenerative braking.
  • a variable braking torque can be applied in connection with said regenerative braking.
  • a braking torque is applied that lies within a range of 0-200 Nm or corresponds to 0-30 kW is applied.
  • a braking torque is applied that lies within a range corresponding to 0-100 kW.
  • a braking torque is applied that is of essentially the same order of magnitude as an engine braking torque in the vehicle.
  • a braking torque is applied that is roughly 50% or 100% higher than an engine braking torque in the vehicle.
  • the device can comprise: - elements for adapting said regenerative braking to a roadway slope and/or vehicle mass.
  • the device can comprise:
  • the device can comprise:
  • the device can further comprise:
  • the device can further comprise:
  • the device can further comprise:
  • a motor vehicle comprising a device according to any of claims 8-14.
  • Said motor vehicle can be any of a goods vehicle, bus or car.
  • a computer program for comfortable and/or fuel-efficient forward travel of a motor vehicle comprises program code stored on a computer-readable medium for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any of claims 1-7.
  • a computer program for comfortable and/or fuel-efficient forward travel of a motor vehicle wherein said computer program comprises program code for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any of claims 1-7.
  • a computer program product is provided comprising a program code stored on a computer-readable medium in order to perform the method steps according to any of claims 1-7 when said computer program is run on an electronic control unit or another computer connected to the electronic control unit.
  • Figure 2 schematically illustrates a subsystem of the vehicle shown in Figure 1 according to one embodiment of the invention
  • Figure 3 schematically illustrates a subsystem of the vehicle shown in Figure 1 according to one embodiment of the invention
  • Figure 4a schematically illustrates a flow diagram of a method according to one embodiment of the invention
  • Figure 4b schematically illustrates, in greater detail, a flow diagram of a method according to one embodiment of the invention.
  • Figure 5 schematically illustrates a computer according to one embodiment of the invention.
  • a side view of a vehicle 100 is shown with reference to Figure 1.
  • the exemplary vehicle 00 consists of a tractor 110 and a trailer 112.
  • the vehicle can be a heavy vehicle, such as a goods vehicle or a bus.
  • the vehicle can alternatively be a car.
  • the vehicle according to the invention comprises a regenerative braking system.
  • link refers herein to a communications link, which can be a physical line, such as an opto-electronic communication line, or a non- physical line, such as a wireless connection, for example a radio or microwave link.
  • regenerative braking system refers herein to an arbitrary suitable regenerative braking system. Said regenerative braking system is arranged so as to be able to store supplied energy and subsequently use said stored energy in a suitable manner.
  • a parallel hybrid system comprising an energy storage unit and an electric machine is described herein. This is just one example of a regenerative braking system.
  • a parallel hybrid system 299 of the vehicle 100 is shown with reference to Figure 2. The parallel hybrid system 299 is arranged in the tractor 110.
  • the parallel hybrid system 299 consists of a combustion engine 230 that has an output shaft 235 connected by means of a clutch 240.
  • the clutch 240 can be any arbitrary suitable clutch.
  • the clutch can be a sliding clutch with a pressure plate and clutch plates. According to one alternative, the clutch can be implemented as a so-called lock-up function in a torque converter in the event that the vehicle transmission has an automatic gearbox.
  • the clutch 240 is connected to an input shaft 245 of a gearbox 260.
  • the gearbox 260 has an output shaft 265 that is connected to a transfer case 270 for transferring power to a number of drive wheels 280 via respective drive axles 275.
  • the parallel hybrid system 299 further consists of an electric machine configuration comprising an electric machine 250 that is arranged on the input shaft 245 of the gearbox 260.
  • the electric machine 250 is electrically connected to an energy storage unit 255.
  • the electric machine 250 can be arranged so as to be rated at 60-120 kW.
  • the energy storage unit 255 can be of any arbitrary suitable type.
  • the energy storage unit can be a battery of any arbitrary suitable type, such as a lithium ion battery.
  • the battery can alternatively be, for example, a NiMH battery.
  • the energy storage unit 255 can be an electrochemical energy storage unit, such as an electrochemical condenser, a so-called SuperCap. Said energy storage unit is exemplified herein by a battery of a conventional type for parallel hybrid systems.
  • the electric machine 250 is arranged so as to be powered by means of said energy storage unit 255 and to thereby function as a motor in the vehicle driveline in order to bring about a driving torque in the input shaft 245 of the gearbox 260.
  • the electric machine 250 is arranged so as to function as a generator in the electric machine configuration, and to thereby charge the energy storage unit 255 during braking of the vehicle 100.
  • Said electric machine 250 can typically function as a motor and generator in alternating fashion. During regenerative braking of the vehicle, a braking torque is applied to the input shaft 245, whereupon the energy storage unit 255 is charged.
  • the battery 255 is electrically connected to an electrical converter 253 by means of a lead L255.
  • the electrical converter 253 is arranged so as to convert a DC voltage supplied from the battery via the lead L255 to a desired suitable three-phase voltage.
  • the electrical converter 253 is arranged so as to supply said three-phase voltage to the electric machine 250 via a lead L253 for supplying power and running the electric machine.
  • Said DC voltage can be a voltage of up to a number of hundred volts, such as 300 volts or 700 volts.
  • Said electric machine configuration comprises said electric machine 250, electrical converter 253, battery 255 and the necessary connections between them.
  • the electrical converter 253 is arranged in a corresponding manner so as, during regenerative braking, to convert a three-phase voltage generated by the electric machine 250 and supplied to the converter into a DC voltage.
  • the electrical converter 253 is arranged so as to supply said DC voltage to the battery 255 via the lead L255 to charge the battery 255.
  • a component configuration comprising the electric machine 250, the lead L253, the electrical converter 253, the lead L255 and the energy storage unit 255 is designated herein as the electric machine configuration. It should be noted that it is possible to realize different configurations of said electric machine configuration.
  • the energy storage unit 255 and the electrical converter 253 can be fabricated as an integrated unit that is permanently electrically connected to the electric machine 250.
  • the electrical converter 253 and the electric machine 250 can be fabricated as an integrated unit that is permanently electrically connected to the energy storage unit 255.
  • the energy storage unit 255, the electrical converter 253 and the electric machine can be fabricated as an integrated unit.
  • At least one consumer unit 290 is electrically connected to an output side of the battery 255.
  • Said at least one consumer unit 290 can be any of, for example, an AC (Air Condition[ing]) system or cabin fan.
  • the battery 255 is arranged so as to power said at least one consumer unit 290.
  • said parallel hybrid system lacks said consumer unit 290.
  • said consumer unit is arranged so as to be powered directly by means of a different power source than said battery 255, such as the electric machine 250.
  • a first control unit 210 is arranged for communication with the engine 230 via a link L230.
  • the first control unit 210 is arranged so as to control the operation of the engine 230 in accordance with stored operating routines.
  • the first control unit 210 is arranged so as to control the prevailing rpm of the engine (or torque of the output shaft) toward a desired rpm (or a desired torque of the output shaft).
  • the first control unit 210 is arranged for communication with the clutch 240 via a link L240.
  • the first control unit 210 is arranged so as to control the operation of the clutch 240 in accordance with stored operating routines.
  • the first control unit 210 is arranged so as to open the clutch, slide the clutch together and close the clutch in accordance with stored operating routines.
  • the first control unit 210 is arranged for communication with the electric machine 250 via a link L250.
  • the first control unit 210 is arranged so as to control the operation of the electric machine 250 in accordance with stored operating routines. Even though the link L250 according to Figure 2 is connected to the electric machine, in practice it is connected to the electrical converter 253.
  • the first control unit 210 is arranged so as to control the electric machine 250 by means of the electrical converter 253.
  • the first control unit 210 is arranged so as to select a direction for the electric machine 250 in accordance with said stored operating routines.
  • the first control unit 210 is arranged so as to control, by means of the electrical converter 253, the electric machine 250 to operate as a motor that brings about a driving torque in the input shaft 245 of the gearbox 260.
  • the first control unit 210 is arranged so as, when appropriate, to control the electric machine 250 as a generator to charge the battery 255. This occurs, for example, during the regenerative braking according to the invention.
  • the first control unit 210 is arranged for communication with the gearbox 260 via a link L260.
  • the first control unit 210 is arranged so as to control the operation of the gearbox 260 according to stored operating routines.
  • the first control unit 210 is arranged so as to bring about different gear settings in the gearbox, including neutral, in accordance with said stored operating routines.
  • the gearbox can be a so-called manual gearbox, e.g. a robotized/automated manual gearbox, or an automatic gearbox.
  • a second control unit 220 is arranged for communication with the first control unit 210 via a link L220.
  • the second control unit 220 can be detachably connected to the first control unit 210.
  • the second control unit 220 can be a control unit external to the vehicle 100.
  • the second control unit 220 can be arranged so as to perform the innovative method steps according to the invention.
  • the second control unit 220 can be used to load software to the first control unit 210, particularly software for performing the innovative method.
  • the second control unit 220 can alternatively be arranged for communication with the first control unit 210 via an internal network in the vehicle.
  • the second control unit 220 can be arranged to as to perform essentially the same functions as the first control unit 210, such as, for example, to control the operation of the engine 230, the clutch 240, the electric machine configuration consisting of the electric machine 250, the electrical converter 253, the battery 255 and the gearbox 260.
  • the second control unit 220 can be arranged so as to perform essentially the same functions as the first control unit 210.
  • FIG. 3 schematically illustrates a subsystem 399 of the vehicle 100.
  • the subsystem 399 can comprise a first sensor configuration 310.
  • Said first sensor configuration 310 can comprise a radar unit for determining a distance to a lead vehicle preceding the vehicle 100.
  • Said radar unit is arranged so as to emit a radar signal and receive a radar signal reflected by the lead vehicle in a conventional manner.
  • the first sensor configuration 310 is arranged so as to continuously determine said distance to a lead vehicle.
  • Said first sensor configuration 310 is arranged for communication with the first control unit 210 via a link L310.
  • the first sensor configuration 310 is arranged so as to continuously send signals containing information about said determined distance to said lead vehicle to the first control unit 210 via said link L310.
  • Said first sensor configuration 310 is arranged so as to continuously determine a measurement of the magnitude of change in said continuously determined distance to a lead vehicle.
  • Said first sensor configuration 310 is arranged so as to continuously determine a measurement of the magnitude and direction of a change in said continuously determined distance to a lead vehicle.
  • Said first sensor configuration 310 can be arranged so as to determine said magnitude and direction of a change in said continuously determined distance by means of a time derivative of said determined distance.
  • the first control unit 210 can be configured so as to continuously determine said magnitude and direction of a change in said continuously determined distance by means of a time derivative of said determined distance.
  • the subsystem 399 can comprise a second sensor configuration 320.
  • Said second sensor configuration 320 can comprise a laser unit for determining a distance to a lead vehicle preceding the vehicle 100.
  • Said laser unit is arranged so as to emit a laser beam and receive a laser beam reflected by the lead vehicle in a conventional manner.
  • the second sensor configuration 320 is arranged so as to continuously determine said distance to a lead vehicle.
  • Said second sensor configuration 320 is arranged for communication with the first control unit 210 via a link L320.
  • the second sensor configuration 320 is arranged so as to continuously send signals containing information about said determined distance to said lead vehicle to the first control unit 210 via said link L320.
  • Said second sensor configuration 320 is arranged so as to continuously determine a measurement of the magnitude of a change in said continuously determined distance to a lead vehicle.
  • Said second sensor configuration 320 is arranged so as to continuously determine a measurement of the magnitude and direction of a change in said continuously determined distance to a lead vehicle.
  • Said second sensor configuration 320 can be arranged so as to determine said magnitude and direction of a change in said continuously determined distance by means of a time derivative of said determined distance.
  • the first control unit 210 can be configured so as to continuously determine said magnitude and direction of a change in said continuously determined distance by means of a time derivative of said determined distance.
  • the subsystem 399 can comprise a third sensor configuration 330.
  • Said third sensor configuration 330 can comprise an acoustical unit for determining a distance to a lead vehicle preceding the vehicle 100.
  • Said acoustical unit is arranged so as to emit an acoustic signal, such as ultrasound, and receive an acoustic signal reflected from the lead vehicle in a conventional manner.
  • the third sensor configuration 330 is arranged so as to continuously determine said distance to a lead vehicle.
  • Said third sensor configuration 330 is arranged for communication with the first control unit 210 via a link L330.
  • the third sensor configuration 330 is arranged so as to continuously send signals containing information about said determined distance to said lead vehicle to the first control unit 210 via said link L330.
  • Said third sensor configuration 330 is arranged so as to continuously determine a measurement of the magnitude of a change in said continuously determined distance to a lead vehicle.
  • Said third sensor configuration 330 is arranged so as to continuously determine a measurement of the magnitude and direction of a change in said continuously determined distance to a lead vehicle.
  • Said third sensor configuration 330 can be arranged so as to determine said magnitude and distance of a change in said continuously determined distance by means of a time derivative of said determined distance.
  • the first control unit 210 can be configured so as to continuously determine said size and direction of a change in said continuously determined distance by means of a time derivative of said determined distance.
  • the first control unit 210 is arranged so as to estimate a total vehicle mass, including any load. This can occur in a suitable way. According to one example, the first control unit 210 can be arranged so as to determine a said total vehicle mass on the basis of a determined prevailing air pressure in bellows in a suspension system of the vehicle. According to another example, the first control unit 210 can be arranged so as to determine said total vehicle mass on the basis of the reaction of the vehicle (acceleration, retardation) to known propulsive or braking forces in the vehicle.
  • a fourth sensor configuration 340 is arranged so as to continuously determine a prevailing slope of a surface underlying the vehicle 100. Said fourth sensor configuration is arranged for communication with said first control unit via a link L340. According to one example, said fourth sensor configuration 340 can be arranged so as to determine a slope of said underlying surface a given distance in front of said vehicle 100.
  • Said subsystem 399 comprises an accelerator control 350.
  • Said accelerator control 350 can be a gas pedal.
  • Said depression of the gas pedal 350 is signal-connected to the first control unit 210 via a link L350.
  • a driver can manually control the depression of the gas pedal of the vehicle 100 by requesting a desired depression of the gas pedal by means of said accelerator control 350.
  • the first control unit 210 is herein arranged so as to continuously determine whether said accelerator control is activated, which corresponds to a status when the driver is requesting a desired depression of the gas pedal.
  • the first control unit 210 is herein arranged so as to continuously determine whether said accelerator control is deactivated, which corresponds to a status when the driver is not requesting a desired depression of the gas pedal. Said gas pedal is thereby fully released.
  • the first control unit 210 is arranged so as to regeneratively brake the vehicle following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle.
  • the first control unit 210 is arranged so as to adapt said regenerative braking to the roadway slope and/or vehicle mass.
  • the first control unit 210 is arranged so as to control a regenerative braking system of a driveline of the vehicle.
  • the first control unit 210 is arranged so as to control an electric machine in order to bring about regenerative braking of the vehicle, according to one aspect of the present invention.
  • the first control unit 210 is arranged so as to deactivate said regenerative braking based on the thus continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle.
  • the first control unit 210 is arranged so as to deactivate said regenerative braking in connection with reactivated depression of the gas pedal.
  • the first control unit 210 is arranged so as to control the storage of energy generated by said regenerative braking.
  • the first control unit 210 is arranged so as to control the use of energy generated by said regenerative braking externally relative to the vehicle drive line.
  • FIG. 4a schematically illustrates a flow diagram of a method for comfortable and/or fuel-efficient forward travel of a motor vehicle according to one embodiment of the invention.
  • the method comprises a first method step s401.
  • the step s401 comprises the steps of:
  • Figure 4b schematically illustrates a flow diagram of a method for comfortable and/or fuel-efficient forward travel of a motor vehicle according to one embodiment of the invention.
  • the method comprises a first method step s410.
  • the method step s410 comprises the step of determining whether a first state prevails.
  • Said first state can consist of a state in which the regenerative braking according to the invention is to be applied.
  • Said first state consists in that that said accelerator control is deactivated, e.g. that the gas pedal is completely released.
  • Said first state can consist in that that a determined distance to a lead vehicle is below a predetermined value, e.g. 5, 10, 50 or 100 meters.
  • Said first state can consist in that that the vehicle 100 is approaching a lead vehicle at a velocity that exceeds a predetermined value, e.g. 5 km/h.
  • Said distance to the lead vehicle can be determined by means of said first sensor configuration 310, second sensor configuration 320 and/or third sensor configuration 330. If said first state prevails, a subsequent method step s420 is performed.
  • the method step s420 comprises the step of determining the roadway slope and/or vehicle mass. This can occur, for example, by means of the first control unit 210 and said fourth sensor configuration 340.
  • a subsequent method step s430 is performed.
  • the method step s430 comprises the step of regeneratively braking the vehicle 100 following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle. This can occur, for example, by means of said electric machine 250.
  • Said regenerative braking can occur in a manner wherein an essentially constant braking torque is applied to the driveline of the vehicle.
  • Said regenerative braking can occur in a manner wherein a varying braking torque is applied to the driveline of the vehicle.
  • the step s430 can comprise the step of adapting said regenerative braking to the roadway slope and/or vehicle mass.
  • a lower braking torque can be applied to the driveline of the vehicle when it has been determined that the vehicle is traveling uphill.
  • a lower braking torque can be applied to the driveline of the vehicle when it is determined that the vehicle is relatively light and has a relatively light load.
  • a higher braking torque can be applied to the driveline of the vehicle when it is determined that the vehicle is traveling downhill.
  • a higher braking torque can be applied to the driveline of the vehicle when it is determined that the vehicle is relatively heavy and/or has a relatively heavy load.
  • the method step s440 comprises the step of determining whether a second state prevails.
  • Said second state can consist of a state in which the regenerative braking according to the invention is not to be applied.
  • Said second state can consist in that that said accelerator control is activated, e.g. that the gas pedal is at least partly depressed.
  • Said second state can consist in that a determined distance to a lead vehicle exceeds a predetermined value, e.g. 5, 10, 40 or 90 meters.
  • Said second state can consist in that the vehicle 100 is distancing itself from the lead vehicle at a velocity that exceeds a predetermined value, e.g. 5 km/h.
  • Said distance to the lead vehicle can be determined by means of said first sensor configuration 310, second sensor configuration 320, said camera configuration and/or third sensor configuration 330. If said second state prevails, the method is concluded. If said second state does not prevail, said regenerative braking continues, at least for a predetermined period of time, i.e. the step s420 can be performed again.
  • a diagram of an embodiment of a device 500 is shown with reference to Figure 5.
  • the control units 210 and 220 as described with reference to Figure 2 can comprise the device 500.
  • the device 500 comprises a non-volatile memory 520, a data-processing unit 510 and a read/write memory 550.
  • the non-volatile memory 520 has a first memory section 530 in which a computer program, such as an operating system, is stored in order to control the function of the device 500.
  • the device 500 further comprises a bus controller, a serial communication port, I/O elements, an A/D converter, a time and date input and transfer unit, an event counter and an interrupt controller (not shown).
  • the non-volatile memory 520 also has a second memory section 540.
  • a computer program P is provided that comprises routines for regeneratively braking the vehicle following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle.
  • the computer program P can comprise routines for adapting said regenerative braking to a roadway slope and/or vehicle mass.
  • the computer program P can comprise routines for controlling a regenerative braking system in a driveline of the vehicle.
  • the computer program P can comprise routines for controlling an electric machine so as to achieve regenerative braking of the vehicle.
  • the computer program P can comprise routines for deactivating said regenerative braking based on the thus continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle.
  • the computer program P can comprise routines for deactivating said regenerative braking in connection with reactivated depression of the gas pedal.
  • the computer program P can comprise routines for controlling the storage of energy generated by said regenerative braking.
  • the computer program P can comprise routines for controlling the use of energy generated by said regenerative braking externally relative to the vehicle driveline.
  • the computer program P can be stored in an executable manner or in compressed form in a memory 560 and/or in a read/write memory 550.
  • the data-processing unit 510 executes a certain part of the program that is stored in the memory 560, or a certain part of the program that is stored in the read/write memory 550.
  • the data-processing device 510 can communicate with a data port 599 via a data bus 515.
  • the non-volatile memory 520 is intended for communication with the data-processing unit 510 via a data bus 512.
  • the separate memory 560 is intended to communicate with the data-processing unit 510 via a data bus 5 1.
  • the read/write memory 550 is intended to communicate with the data-processing unit 510 via a data bus 514.
  • the links L220, L230, L240, L250, L260, L310, L320, L330, L340 and L350 can be connected to the data port 599 (see Figure 2 and Figure 3).
  • data When data are received at the data port 599, they are stored temporarily in the second memory section 540.
  • the data-processing unit 510 is arranged so as to execute code in a manner as described above.
  • signals received at the data port 599 contain information as to whether an accelerator control in the vehicle is activated or deactivated.
  • signals received at the data port 599 contain information concerning the roadway slope.
  • signals received at the data port 599 contain information about the vehicle mass.
  • signals received at the data port 599 contain information about a continuously determined distance to a lead vehicle. According to one embodiment, signals received at the data port 599 contain information concerning the magnitude of change in said continuously determined distance to said lead vehicle.
  • the signals received at the data port 599 can be used by the device 500 to regeneratively brake the vehicle independent of the vehicle velocity following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle.
  • Parts of the methods described herein can be performed by the device 500 with the help of the data-processing unit 510, which runs the program stored in the memory 560 or the read/write memory 550. The methods described herein are executed when the device 500 runs the program.

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

Abstract

The invention concerns a method for comfortable and/or fuel-efficient forward travel of a motor vehicle (100), which method comprises the steps of: regeneratively braking (s401) said vehicle; and regeneratively braking (s401) the vehicle following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle. The invention also concerns a computer program product comprising program code (P) for a computer (200; 210) for implementing a method according to the invention. The invention also concerns a device for comfortable and/or fuel-efficient forward travel of a motor vehicle and a motor vehicle (100) that is equipped with the device.

Description

Device and method for comfortable and/or fuel saving driving of a motor vehicle TECHNICAL FIELD OF THE INVENTION
The present invention concerns a method for comfortable and or fuel-efficient forward travel of a motor vehicle equipped with a regenerative braking system. The invention also concerns a computer program product comprising program code for a computer for implementing a method according to the invention. The invention also concerns a device for comfortable and/or fuel- efficient forward travel of a motor vehicle and a motor vehicle that is equipped with the device. BACKGROUND
Various types of vehicles that are equipped with a regenerative braking system currently exist. Regenerative braking systems are common in so- called hybrid vehicles. Said hybrid vehicles can, for example, be a car, bus or a goods vehicle.
By using a regenerative braking system, the vehicle can be braked by transferring energy from a driveline to a battery. The braking torque can thus be applied to the driveline by means of an electric machine, whereupon braking energy can be stored in said battery.
Functions of vehicles equipped with a regenerative braking system currently exist wherein a braking torque is applied to the driveline of the vehicle when the vehicle is being driven at low velocities, e.g. below 50 km/h, and when the gas pedal is completely undepressed. Said braking torque can be on the order of magnitude of 100 Nm at an input shaft of a gearbox in a goods vehicle of normal performance. Said braking torque can be on the order of magnitude of 15 kW. The need for the driver to use the gas pedal and brake pedal in alternating fashion to achieve the desired forward travel of the vehicle is thereby reduced. A driver can thus drive the vehicle for a greater distance using just the gas pedal.
These functions are based on the assumption that if the vehicle is being driven at relatively low velocities, then the probability is higher that the vehicle is in traffic situations in which it is advantageous to use regenerative braking, since more forceful braking could be imminent.
However, there are many different traffic situations and operating conditions, including when the vehicle is being driven at low velocities, in which it is not always optimal to actively apply a braking torque to the vehicle driveline at low velocities. Examples of such traffic situations and operating conditions can occur in sparse traffic or when driving uphill. In many different traffic situations it is desirable to allow the vehicle to roll in order to optimize fuel consumption. Such rolling can including rolling with active motor braking, or so-called "free-rolling/free-wheeling." Safety functions are also currently present in vehicles that take into account how rapidly a driver releases the gas pedal while driving the vehicle. The magnitude of a braking torque that is applied to the vehicle driveline can thus be determined based on the rate of change in the position of the gas pedal. Such a safety function is described in US 8027773.
US 6378636 describes a method for applying a braking torque in a hybrid vehicle when the gas pedal is undepressed and the vehicle is being propelled solely by an electric motor.
SUMMARY OF THE INVENTION One object of the present invention is to provide a new and advantageous method for comfortable and/or fuel-efficient forward travel of a motor vehicle.
Another object of the invention is to provide a new and advantageous device and a new and advantageous computer program for comfortable and/or fuel- efficient forward travel of a motor vehicle.
Yet another object of the invention is to provide a method, a device and a computer program for achieving automatic comfortable and/or fuel-efficient forward travel of a motor vehicle.
Yet another object of the invention is to provide a method, a device and a computer program for achieving comfortable and/or fuel-efficient forward travel of a motor vehicle in varying traffic situations and at varying vehicle velocities.
These objects are achieved by means of a method for comfortable and/or fuel-efficient forward travel of a motor vehicle according to claim 1. According to one aspect of the present invention, a method for comfortable and/or fuel-efficient forward travel of a vehicle is provided, which method comprises the steps of:
- regeneratively braking said motor vehicle;
- regeneratively braking the vehicle following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle.
Said regenerative braking can occur at a suitable velocity of the vehicle. Said regenerative braking can occur at a vehicle velocity that is under 50 km/h. Said regenerative braking can occur at a vehicle velocity that is over 50 km/h. Said method is thus versatile insofar as said regenerative braking can be activated regardless of the velocity at which the vehicle is being driven.
Regenerative braking of the vehicle can thus advantageously be performed variably depending on said determined distance and/or magnitude of change in said continuously determined distance. Regenerative braking of the vehicle can thus advantageously be performed variably depending on said determined distance and/or magnitude and direction of change in said continuously determined distance. The distance and the magnitude of the change in said continuously determined distance can be measured by means of a radar device on the vehicle. An accurate determination of said distance and magnitude of change is thereby obtained.
If a lead vehicle is located in relative proximity to the vehicle itself, a relatively high braking torque can be applied. However, said braking torque is not so high that it is perceived as disturbing by a driver.
If a lead vehicle is not present in relative proximity to the vehicle itself, a relatively low braking torque can be applied. Alternatively, no additional brake torque can be applied above and beyond an active engine-braking torque.
The method according to the invention advantageously achieves lower fuel consumption in more traffic situations than do existing solutions. The proposed solution can be realized with software alone in vehicles that are equipped with a radar unit for distance measurements.
The method can further comprise the step of:
- adapting said regenerative braking to a roadway slope and/or vehicle mass. A versatile method is thereby advantageously achieved that is adapted to the topography in which the vehicle is being driven. Adequate adaptation to prevailing surrounding conditions is thereby advantageously achieved, which can further reduce the vehicle fuel consumption. Said regenerative braking can occur by means of an electric machine in a driveline of the vehicle. An efficient application of said braking torque is achieved hereby. Said electric machine can be controlled automatically in an operationally reliable and precise way by means of a control unit in the vehicle.
Said regenerative braking can be deactivated based on the thus continuously determined distance. Said regenerative braking can thus cease when said lead vehicle accelerates or when the vehicle itself brakes enough to achieve a sufficiently large mutual distance between the vehicles.
The method can further comprise the step of:
- deactivating said regenerative braking in connection with reactivated depression of the gas pedal. A user-friendly method is thereby achieved in which decoupling of the function occurs in an intuitive manner.
The method can further comprise the step of:
- storing energy generated by said regenerative braking. An environmentally friendly method is thereby achieved in which energy generated by said regenerative braking can be used on a later occasion, for example to propel the vehicle by means of said electric machine. Said energy can, for example, be stored in an energy storage unit. Said energy storage unit can be a suitable battery. The method according to the invention is advantageously applicable to all vehicles that are equipped with a regenerative braking system. Said regenerative braking system can, for example, comprise any arbitrary suitable element for storing energy, such as a flywheel, pneumatic accumulator or condenser. The method is thus versatile.
The method can further comprise the step of: - using energy generated by said regenerative braking externally relative to the vehicle driveline. Said energy can, as an alternative to being stored, be used directly to power a consumer unit, for example an AC system, or converted to energy in a low voltage system, for example 24V. Said low voltage system can be arranged so as to power lamps and fans in the vehicle. According to one embodiment, said energy can be stored intermediately in, for example, said energy storage unit before being used to power said consumer unit. The method can be implemented easily in existing motor vehicles. According to one aspect of the invention, software for performing the method according to the invention can be installed in a control unit in the vehicle during its manufacture. A buyer of the vehicle can thus be given the opportunity to choose the function of the method as an option. Alternatively, software comprising program code for performing the innovative method for comfortable and/or fuel-efficient forward travel of a motor vehicle can be installed in a control unit in the vehicle during upgrading at a service station. Said software can thus be loaded into a memory in the control unit. Software comprising program code for comfortable and/or fuel-efficient forward travel of a motor vehicle can easily be updated or replaced. Furthermore, different parts of the software comprising program code for comfortable and/or fuel-efficient forward travel of a motor vehicle can be replaced independently of one another. This modular configuration is advantageous from a maintenance perspective.
According to one aspect of the present invention, a device is provided for comfortable and/or fuel-efficient forward travel of a motor vehicle. The device comprises:
- elements for regeneratively braking said vehicle;
- elements for continuously determining the distance to a lead vehicle and/or magnitude of change in said distance to said lead vehicle; - elements for determining whether a depression of the gas pedal in the vehicle is deactivated or activated; and
- elements for regeneratively braking the vehicle following detection of deactivated depression of the gas pedal based on said continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle.
The description herein states that different elements are provided for performing a given function. The intent herein is that said elements are adapted or arranged so as to perform said function.
Said regenerative braking can occur at a suitable vehicle velocity. Said regenerative braking can occur at a vehicle velocity under 50 km/h. Said regenerative braking can occur at a vehicle velocity over 50 km/h. Said device is thus versatile insofar as said regenerative braking can be activated regardless of the velocity at which the vehicle is being driven.
According to one embodiment, a braking torque of 100 Nm can be applied in connection with said regenerative braking to an input shaft of a gearbox of the vehicle. According to one embodiment, a constant braking torque can be applied in connection with said regenerative braking. According to one embodiment, a variable braking torque can be applied in connection with said regenerative braking. According to one exemplary embodiment, a braking torque is applied that lies within a range of 0-200 Nm or corresponds to 0-30 kW is applied. According to one exemplary embodiment, a braking torque is applied that lies within a range corresponding to 0-100 kW. According to one embodiment, a braking torque is applied that is of essentially the same order of magnitude as an engine braking torque in the vehicle. According to one embodiment, a braking torque is applied that is roughly 50% or 100% higher than an engine braking torque in the vehicle.
The device can comprise: - elements for adapting said regenerative braking to a roadway slope and/or vehicle mass.
The device can comprise:
- an electric machine in a driveline of the vehicle;
- elements for controlling said regenerative braking by means of said electric machine.
The device can comprise:
- elements for deactivating said regenerative braking based on the thus continuously determined distance.
The device can further comprise:
- elements for deactivating said regenerative braking in connection with reactivated depression of the gas pedal.
The device can further comprise:
- elements for storing energy generated by said regenerative braking. The device can further comprise:
- elements for controlling the use of energy generated by said regenerative braking externally relative to the vehicle driveline.
According to one aspect of the invention, a motor vehicle is provided comprising a device according to any of claims 8-14. Said motor vehicle can be any of a goods vehicle, bus or car.
According to one aspect of the invention, a computer program for comfortable and/or fuel-efficient forward travel of a motor vehicle is provided, wherein said computer program comprises program code stored on a computer-readable medium for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any of claims 1-7.
According to one aspect of the invention, a computer program for comfortable and/or fuel-efficient forward travel of a motor vehicle is provided wherein said computer program comprises program code for causing an electronic control unit or another computer connected to the electronic control unit to perform the steps according to any of claims 1-7. According to one aspect of the invention, a computer program product is provided comprising a program code stored on a computer-readable medium in order to perform the method steps according to any of claims 1-7 when said computer program is run on an electronic control unit or another computer connected to the electronic control unit.
Additional objects, advantages and new features of the present invention will be apparent to one skilled in the art from the following details, and by practicing the invention. While the invention is described below, it should be apparent that the invention is not limited to the specifically described details. One skilled in the art who has access to the teaching herein will recognize additional applications, modifications and incorporations in other fields, and which fall within the scope of the invention.
GENERAL DESCRIPTION OF THE DRAWINGS
For a more complete understanding of the present invention and its additional objects and advantages, reference is now made to the following detailed description, which is to be read together with the accompanying drawings, in which the same reference designations refer to the same parts in the various figures, and in which: Figure 1 schematically illustrates a vehicle according to one embodiment of the invention;
Figure 2 schematically illustrates a subsystem of the vehicle shown in Figure 1 according to one embodiment of the invention;
Figure 3 schematically illustrates a subsystem of the vehicle shown in Figure 1 according to one embodiment of the invention;
Figure 4a schematically illustrates a flow diagram of a method according to one embodiment of the invention;
Figure 4b schematically illustrates, in greater detail, a flow diagram of a method according to one embodiment of the invention; and
Figure 5 schematically illustrates a computer according to one embodiment of the invention.
DETAILED DESCRIPTION OF THE FIGURES
A side view of a vehicle 100 is shown with reference to Figure 1. The exemplary vehicle 00 consists of a tractor 110 and a trailer 112. The vehicle can be a heavy vehicle, such as a goods vehicle or a bus. The vehicle can alternatively be a car. The vehicle according to the invention comprises a regenerative braking system.
The term "link" refers herein to a communications link, which can be a physical line, such as an opto-electronic communication line, or a non- physical line, such as a wireless connection, for example a radio or microwave link.
The term "regenerative braking system" refers herein to an arbitrary suitable regenerative braking system. Said regenerative braking system is arranged so as to be able to store supplied energy and subsequently use said stored energy in a suitable manner. A parallel hybrid system comprising an energy storage unit and an electric machine is described herein. This is just one example of a regenerative braking system. A parallel hybrid system 299 of the vehicle 100 is shown with reference to Figure 2. The parallel hybrid system 299 is arranged in the tractor 110.
The parallel hybrid system 299 consists of a combustion engine 230 that has an output shaft 235 connected by means of a clutch 240. The clutch 240 can be any arbitrary suitable clutch. The clutch can be a sliding clutch with a pressure plate and clutch plates. According to one alternative, the clutch can be implemented as a so-called lock-up function in a torque converter in the event that the vehicle transmission has an automatic gearbox. The clutch 240 is connected to an input shaft 245 of a gearbox 260. The gearbox 260 has an output shaft 265 that is connected to a transfer case 270 for transferring power to a number of drive wheels 280 via respective drive axles 275.
The parallel hybrid system 299 further consists of an electric machine configuration comprising an electric machine 250 that is arranged on the input shaft 245 of the gearbox 260. The electric machine 250 is electrically connected to an energy storage unit 255. According to one example, the electric machine 250 can be arranged so as to be rated at 60-120 kW. The energy storage unit 255 can be of any arbitrary suitable type. According to one example, the energy storage unit can be a battery of any arbitrary suitable type, such as a lithium ion battery. The battery can alternatively be, for example, a NiMH battery. According to another example, the energy storage unit 255 can be an electrochemical energy storage unit, such as an electrochemical condenser, a so-called SuperCap. Said energy storage unit is exemplified herein by a battery of a conventional type for parallel hybrid systems.
According to one embodiment, the electric machine 250 is arranged so as to be powered by means of said energy storage unit 255 and to thereby function as a motor in the vehicle driveline in order to bring about a driving torque in the input shaft 245 of the gearbox 260. According to one embodiment, the electric machine 250 is arranged so as to function as a generator in the electric machine configuration, and to thereby charge the energy storage unit 255 during braking of the vehicle 100. Said electric machine 250 can typically function as a motor and generator in alternating fashion. During regenerative braking of the vehicle, a braking torque is applied to the input shaft 245, whereupon the energy storage unit 255 is charged.
According to this exemplary embodiment, the battery 255 is electrically connected to an electrical converter 253 by means of a lead L255. The electrical converter 253 is arranged so as to convert a DC voltage supplied from the battery via the lead L255 to a desired suitable three-phase voltage. The electrical converter 253 is arranged so as to supply said three-phase voltage to the electric machine 250 via a lead L253 for supplying power and running the electric machine. Said DC voltage can be a voltage of up to a number of hundred volts, such as 300 volts or 700 volts.
Said electric machine configuration comprises said electric machine 250, electrical converter 253, battery 255 and the necessary connections between them.
The electrical converter 253 is arranged in a corresponding manner so as, during regenerative braking, to convert a three-phase voltage generated by the electric machine 250 and supplied to the converter into a DC voltage. The electrical converter 253 is arranged so as to supply said DC voltage to the battery 255 via the lead L255 to charge the battery 255.
A component configuration comprising the electric machine 250, the lead L253, the electrical converter 253, the lead L255 and the energy storage unit 255 is designated herein as the electric machine configuration. It should be noted that it is possible to realize different configurations of said electric machine configuration. According to one embodiment, the energy storage unit 255 and the electrical converter 253 can be fabricated as an integrated unit that is permanently electrically connected to the electric machine 250. According to a second embodiment, the electrical converter 253 and the electric machine 250 can be fabricated as an integrated unit that is permanently electrically connected to the energy storage unit 255. According to a third embodiment, the energy storage unit 255, the electrical converter 253 and the electric machine can be fabricated as an integrated unit.
It should be noted that it is possible to realize different embodiments of the present invention.
According to one embodiment, at least one consumer unit 290 is electrically connected to an output side of the battery 255. Said at least one consumer unit 290 can be any of, for example, an AC (Air Condition[ing]) system or cabin fan. The battery 255 is arranged so as to power said at least one consumer unit 290. According to another embodiment, said parallel hybrid system lacks said consumer unit 290. Alternatively, said consumer unit is arranged so as to be powered directly by means of a different power source than said battery 255, such as the electric machine 250. A first control unit 210 is arranged for communication with the engine 230 via a link L230. The first control unit 210 is arranged so as to control the operation of the engine 230 in accordance with stored operating routines. For example, the first control unit 210 is arranged so as to control the prevailing rpm of the engine (or torque of the output shaft) toward a desired rpm (or a desired torque of the output shaft).
The first control unit 210 is arranged for communication with the clutch 240 via a link L240. The first control unit 210 is arranged so as to control the operation of the clutch 240 in accordance with stored operating routines. For example, the first control unit 210 is arranged so as to open the clutch, slide the clutch together and close the clutch in accordance with stored operating routines. The first control unit 210 is arranged for communication with the electric machine 250 via a link L250. The first control unit 210 is arranged so as to control the operation of the electric machine 250 in accordance with stored operating routines. Even though the link L250 according to Figure 2 is connected to the electric machine, in practice it is connected to the electrical converter 253. In practice, the first control unit 210 is arranged so as to control the electric machine 250 by means of the electrical converter 253. For example, the first control unit 210 is arranged so as to select a direction for the electric machine 250 in accordance with said stored operating routines. This means that the first control unit 210 is arranged so as to control, by means of the electrical converter 253, the electric machine 250 to operate as a motor that brings about a driving torque in the input shaft 245 of the gearbox 260. This also means that the first control unit 210 is arranged so as, when appropriate, to control the electric machine 250 as a generator to charge the battery 255. This occurs, for example, during the regenerative braking according to the invention.
The first control unit 210 is arranged for communication with the gearbox 260 via a link L260. The first control unit 210 is arranged so as to control the operation of the gearbox 260 according to stored operating routines. For example, the first control unit 210 is arranged so as to bring about different gear settings in the gearbox, including neutral, in accordance with said stored operating routines. The gearbox can be a so-called manual gearbox, e.g. a robotized/automated manual gearbox, or an automatic gearbox.
A second control unit 220 is arranged for communication with the first control unit 210 via a link L220. The second control unit 220 can be detachably connected to the first control unit 210. The second control unit 220 can be a control unit external to the vehicle 100. The second control unit 220 can be arranged so as to perform the innovative method steps according to the invention. The second control unit 220 can be used to load software to the first control unit 210, particularly software for performing the innovative method. The second control unit 220 can alternatively be arranged for communication with the first control unit 210 via an internal network in the vehicle. The second control unit 220 can be arranged to as to perform essentially the same functions as the first control unit 210, such as, for example, to control the operation of the engine 230, the clutch 240, the electric machine configuration consisting of the electric machine 250, the electrical converter 253, the battery 255 and the gearbox 260. The second control unit 220 can be arranged so as to perform essentially the same functions as the first control unit 210.
It should be noted that certain of the aforementioned functions can be performed by the first control unit 210, and certain of the aforementioned functions can be performed by the second control unit 220. Figure 3 schematically illustrates a subsystem 399 of the vehicle 100.
The subsystem 399 can comprise a first sensor configuration 310. Said first sensor configuration 310 can comprise a radar unit for determining a distance to a lead vehicle preceding the vehicle 100. Said radar unit is arranged so as to emit a radar signal and receive a radar signal reflected by the lead vehicle in a conventional manner. The first sensor configuration 310 is arranged so as to continuously determine said distance to a lead vehicle. Said first sensor configuration 310 is arranged for communication with the first control unit 210 via a link L310. The first sensor configuration 310 is arranged so as to continuously send signals containing information about said determined distance to said lead vehicle to the first control unit 210 via said link L310.
Said first sensor configuration 310 is arranged so as to continuously determine a measurement of the magnitude of change in said continuously determined distance to a lead vehicle. Said first sensor configuration 310 is arranged so as to continuously determine a measurement of the magnitude and direction of a change in said continuously determined distance to a lead vehicle. Said first sensor configuration 310 can be arranged so as to determine said magnitude and direction of a change in said continuously determined distance by means of a time derivative of said determined distance. According to one exemplary embodiment, the first control unit 210 can be configured so as to continuously determine said magnitude and direction of a change in said continuously determined distance by means of a time derivative of said determined distance.
The subsystem 399 can comprise a second sensor configuration 320. Said second sensor configuration 320 can comprise a laser unit for determining a distance to a lead vehicle preceding the vehicle 100. Said laser unit is arranged so as to emit a laser beam and receive a laser beam reflected by the lead vehicle in a conventional manner. The second sensor configuration 320 is arranged so as to continuously determine said distance to a lead vehicle. Said second sensor configuration 320 is arranged for communication with the first control unit 210 via a link L320. The second sensor configuration 320 is arranged so as to continuously send signals containing information about said determined distance to said lead vehicle to the first control unit 210 via said link L320.
Said second sensor configuration 320 is arranged so as to continuously determine a measurement of the magnitude of a change in said continuously determined distance to a lead vehicle. Said second sensor configuration 320 is arranged so as to continuously determine a measurement of the magnitude and direction of a change in said continuously determined distance to a lead vehicle. Said second sensor configuration 320 can be arranged so as to determine said magnitude and direction of a change in said continuously determined distance by means of a time derivative of said determined distance. According to one exemplary embodiment, the first control unit 210 can be configured so as to continuously determine said magnitude and direction of a change in said continuously determined distance by means of a time derivative of said determined distance.
The subsystem 399 can comprise a third sensor configuration 330. Said third sensor configuration 330 can comprise an acoustical unit for determining a distance to a lead vehicle preceding the vehicle 100. Said acoustical unit is arranged so as to emit an acoustic signal, such as ultrasound, and receive an acoustic signal reflected from the lead vehicle in a conventional manner. The third sensor configuration 330 is arranged so as to continuously determine said distance to a lead vehicle. Said third sensor configuration 330 is arranged for communication with the first control unit 210 via a link L330. The third sensor configuration 330 is arranged so as to continuously send signals containing information about said determined distance to said lead vehicle to the first control unit 210 via said link L330.
Said third sensor configuration 330 is arranged so as to continuously determine a measurement of the magnitude of a change in said continuously determined distance to a lead vehicle. Said third sensor configuration 330 is arranged so as to continuously determine a measurement of the magnitude and direction of a change in said continuously determined distance to a lead vehicle. Said third sensor configuration 330 can be arranged so as to determine said magnitude and distance of a change in said continuously determined distance by means of a time derivative of said determined distance. According to one exemplary embodiment, the first control unit 210 can be configured so as to continuously determine said size and direction of a change in said continuously determined distance by means of a time derivative of said determined distance.
According to one exemplary embodiment, the first control unit 210 is arranged so as to estimate a total vehicle mass, including any load. This can occur in a suitable way. According to one example, the first control unit 210 can be arranged so as to determine a said total vehicle mass on the basis of a determined prevailing air pressure in bellows in a suspension system of the vehicle. According to another example, the first control unit 210 can be arranged so as to determine said total vehicle mass on the basis of the reaction of the vehicle (acceleration, retardation) to known propulsive or braking forces in the vehicle.
A fourth sensor configuration 340 is arranged so as to continuously determine a prevailing slope of a surface underlying the vehicle 100. Said fourth sensor configuration is arranged for communication with said first control unit via a link L340. According to one example, said fourth sensor configuration 340 can be arranged so as to determine a slope of said underlying surface a given distance in front of said vehicle 100.
Said subsystem 399 comprises an accelerator control 350. Said accelerator control 350 can be a gas pedal. Said depression of the gas pedal 350 is signal-connected to the first control unit 210 via a link L350. A driver can manually control the depression of the gas pedal of the vehicle 100 by requesting a desired depression of the gas pedal by means of said accelerator control 350. The first control unit 210 is herein arranged so as to continuously determine whether said accelerator control is activated, which corresponds to a status when the driver is requesting a desired depression of the gas pedal. The first control unit 210 is herein arranged so as to continuously determine whether said accelerator control is deactivated, which corresponds to a status when the driver is not requesting a desired depression of the gas pedal. Said gas pedal is thereby fully released.
The first control unit 210 is arranged so as to regeneratively brake the vehicle following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle. The first control unit 210 is arranged so as to adapt said regenerative braking to the roadway slope and/or vehicle mass. The first control unit 210 is arranged so as to control a regenerative braking system of a driveline of the vehicle. The first control unit 210 is arranged so as to control an electric machine in order to bring about regenerative braking of the vehicle, according to one aspect of the present invention. The first control unit 210 is arranged so as to deactivate said regenerative braking based on the thus continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle. The first control unit 210 is arranged so as to deactivate said regenerative braking in connection with reactivated depression of the gas pedal. The first control unit 210 is arranged so as to control the storage of energy generated by said regenerative braking. The first control unit 210 is arranged so as to control the use of energy generated by said regenerative braking externally relative to the vehicle drive line.
Figure 4a schematically illustrates a flow diagram of a method for comfortable and/or fuel-efficient forward travel of a motor vehicle according to one embodiment of the invention. The method comprises a first method step s401. The step s401 comprises the steps of:
- regeneratively braking said vehicle;
- regeneratively braking the vehicle following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle. The method is concluded after the step s401.
Figure 4b schematically illustrates a flow diagram of a method for comfortable and/or fuel-efficient forward travel of a motor vehicle according to one embodiment of the invention.
The method comprises a first method step s410. The method step s410 comprises the step of determining whether a first state prevails. Said first state can consist of a state in which the regenerative braking according to the invention is to be applied. Said first state consists in that that said accelerator control is deactivated, e.g. that the gas pedal is completely released. Said first state can consist in that that a determined distance to a lead vehicle is below a predetermined value, e.g. 5, 10, 50 or 100 meters. Said first state can consist in that that the vehicle 100 is approaching a lead vehicle at a velocity that exceeds a predetermined value, e.g. 5 km/h. Said distance to the lead vehicle can be determined by means of said first sensor configuration 310, second sensor configuration 320 and/or third sensor configuration 330. If said first state prevails, a subsequent method step s420 is performed. The method step s420 comprises the step of determining the roadway slope and/or vehicle mass. This can occur, for example, by means of the first control unit 210 and said fourth sensor configuration 340. After the method step s420, a subsequent method step s430 is performed. The method step s430 comprises the step of regeneratively braking the vehicle 100 following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle. This can occur, for example, by means of said electric machine 250. Said regenerative braking can occur in a manner wherein an essentially constant braking torque is applied to the driveline of the vehicle. Said regenerative braking can occur in a manner wherein a varying braking torque is applied to the driveline of the vehicle. The step s430 can comprise the step of adapting said regenerative braking to the roadway slope and/or vehicle mass.
According to one exemplary embodiment, a lower braking torque can be applied to the driveline of the vehicle when it has been determined that the vehicle is traveling uphill. According to one exemplary embodiment, a lower braking torque can be applied to the driveline of the vehicle when it is determined that the vehicle is relatively light and has a relatively light load. According to one exemplary embodiment, a higher braking torque can be applied to the driveline of the vehicle when it is determined that the vehicle is traveling downhill. According to one exemplary embodiment, a higher braking torque can be applied to the driveline of the vehicle when it is determined that the vehicle is relatively heavy and/or has a relatively heavy load.
After the method step s430, a subsequent method step s440 is performed.
The method step s440 comprises the step of determining whether a second state prevails. Said second state can consist of a state in which the regenerative braking according to the invention is not to be applied. Said second state can consist in that that said accelerator control is activated, e.g. that the gas pedal is at least partly depressed. Said second state can consist in that a determined distance to a lead vehicle exceeds a predetermined value, e.g. 5, 10, 40 or 90 meters. Said second state can consist in that the vehicle 100 is distancing itself from the lead vehicle at a velocity that exceeds a predetermined value, e.g. 5 km/h. Said distance to the lead vehicle can be determined by means of said first sensor configuration 310, second sensor configuration 320, said camera configuration and/or third sensor configuration 330. If said second state prevails, the method is concluded. If said second state does not prevail, said regenerative braking continues, at least for a predetermined period of time, i.e. the step s420 can be performed again. A diagram of an embodiment of a device 500 is shown with reference to Figure 5. In one embodiment, the control units 210 and 220 as described with reference to Figure 2 can comprise the device 500. The device 500 comprises a non-volatile memory 520, a data-processing unit 510 and a read/write memory 550. The non-volatile memory 520 has a first memory section 530 in which a computer program, such as an operating system, is stored in order to control the function of the device 500. The device 500 further comprises a bus controller, a serial communication port, I/O elements, an A/D converter, a time and date input and transfer unit, an event counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory section 540. A computer program P is provided that comprises routines for regeneratively braking the vehicle following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle. The computer program P can comprise routines for adapting said regenerative braking to a roadway slope and/or vehicle mass. The computer program P can comprise routines for controlling a regenerative braking system in a driveline of the vehicle. According to one aspect of the present invention, the computer program P can comprise routines for controlling an electric machine so as to achieve regenerative braking of the vehicle. The computer program P can comprise routines for deactivating said regenerative braking based on the thus continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle. The computer program P can comprise routines for deactivating said regenerative braking in connection with reactivated depression of the gas pedal. The computer program P can comprise routines for controlling the storage of energy generated by said regenerative braking. The computer program P can comprise routines for controlling the use of energy generated by said regenerative braking externally relative to the vehicle driveline. The computer program P can be stored in an executable manner or in compressed form in a memory 560 and/or in a read/write memory 550.
When it is stated that the data-processing unit 510 performs a given function, it is to be understood that the data-processing unit 510 executes a certain part of the program that is stored in the memory 560, or a certain part of the program that is stored in the read/write memory 550. The data-processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data-processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data-processing unit 510 via a data bus 5 1. The read/write memory 550 is intended to communicate with the data-processing unit 510 via a data bus 514. For example, the links L220, L230, L240, L250, L260, L310, L320, L330, L340 and L350 can be connected to the data port 599 (see Figure 2 and Figure 3). When data are received at the data port 599, they are stored temporarily in the second memory section 540. Once received input data have been stored temporarily, the data-processing unit 510 is arranged so as to execute code in a manner as described above. According to one embodiment, signals received at the data port 599 contain information as to whether an accelerator control in the vehicle is activated or deactivated. According to one embodiment, signals received at the data port 599 contain information concerning the roadway slope. According to one embodiment, signals received at the data port 599 contain information about the vehicle mass. According to one embodiment, signals received at the data port 599 contain information about a continuously determined distance to a lead vehicle. According to one embodiment, signals received at the data port 599 contain information concerning the magnitude of change in said continuously determined distance to said lead vehicle. The signals received at the data port 599 can be used by the device 500 to regeneratively brake the vehicle independent of the vehicle velocity following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle. Parts of the methods described herein can be performed by the device 500 with the help of the data-processing unit 510, which runs the program stored in the memory 560 or the read/write memory 550. The methods described herein are executed when the device 500 runs the program.
The foregoing description of the preferred embodiments of the present invention has been furnished for the purpose of illustrating and describing the invention. It is not intended to be exhaustive, or to limit the invention to the described variants. Many modifications and variations will obviously be apparent to one skilled in the art. The embodiments have been selected and described in order to best clarify the principles of the invention and its practical applications, and to thereby enable one skilled in the art to understand the invention in various embodiments and with the various modifications that are suitable for its intended use.

Claims

1. A method for comfortable and/or fuel-efficient forward travel of a motor vehicle, comprising the step of:
- regeneratively braking (s401 ) said vehicle;
characterized by the step of:
- regeneratively braking (s430) the vehicle following detection of deactivated depression of the gas pedal based on a continuously determined distance and/or magnitude of change in said continuously determined distance to a lead vehicle.
2. A method according to claim 1 , further comprising the step of:
- adapting (s430) said regenerative braking to a roadway slope and/or vehicle mass.
3. A method according to claim 1 or 2, wherein said regenerative braking occurs by means of an electric machine in a driveline of the vehicle.
4. A method according to any of the preceding claims, wherein said regenerative braking is deactivated based on the thus continuously determined distance.
5. A method according to any of the preceding claims, further comprising the step of:
- deactivating said regenerative braking in connection with reactivated depression of the gas pedal.
6. A method according to any of the preceding claims, further comprising the step of:
- storing energy generated by said regenerative braking.
7. A method according to any of the preceding claims, further comprising the step of:
- using energy generated by said regenerative braking externally relative to the vehicle driveline.
8. A device for comfortable and/or fuel-efficient forward travel of a motor vehicle, comprising:
- elements (210; 220; 500; 250) for regeneratively braking said vehicle;
characterized by:
- elements (310; 320; 330; 210; 220; 500) for continuously determining the distance to a lead vehicle and/or the magnitude of change in said distance to said lead vehicle;
- elements (210; 220; 500; 350) for determining whether a depression of the gas pedal in the vehicle is deactivated or activated;
- elements (210; 220; 500; 250) for regeneratively braking the vehicle following detection of deactivated depression of the gas pedal based on said continuously determined distance and/or the magnitude of change in said continuously determined distance to a lead vehicle. 9. A device according to claim 8, further comprising:
- elements (210; 220; 500) for adapting said regenerative braking to a roadway slope and/or vehicle mass.
10. A device according to claim 8 or 9, comprising:
- an electric machine (250) in a driveline of the vehicle;
- elements (210; 220; 500) for controlling said regenerative braking by means of said electric machine. . A device according to any of claims 8-10, comprising:
- elements (210; 220; 500) for deactivating said regenerative braking based on the thus continuously determined distance.
12. A device according to any of claims 8-11 , further comprising:
- elements (210; 220; 500) for deactivating said regenerative braking in connection with reactivated depression of the gas pedal. 13. A device according to any of claims 8- 2, further comprising:
- elements (210; 220; 500; 255) for storing energy generated by said regenerative braking.
14. A device according to any of claims 8-13, further comprising:
- elements (210; 220; 500) for controlling the use of energy generated by said regenerative braking externally relative to the vehicle driveline.
15. A motor vehicle (100; 110) comprising a device according to any of claims 8-14.
16. A motor vehicle (100; 1 0) according to claim 15, wherein the motor vehicle is any of a goods vehicle, bus or car.
17. A computer program (P) for comfortable and/or fuel-efficient forward travel of a motor vehicle (100), wherein said computer program (P) comprises program code for causing an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500) to perform the steps according to any of claims 1 -7. 18. A computer program product comprising a program code stored on a computer-readable medium for performing the method steps according to any of claims 1 -7 when said program code is run on an electronic control unit (200; 500) or another computer (210; 500) connected to the electronic control unit (200; 500).
PCT/SE2013/051134 2012-10-03 2013-10-01 Device and method for comfortable and/or fuel saving driving of a motor vehicle WO2014055013A1 (en)

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