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
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
  • B60W30/02—Control of vehicle driving stability
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
  • B60K28/08—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the cargo, e.g. overload
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
  • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
  • B60P3/22—Tank vehicles
  • B60P3/224—Tank vehicles comprising auxiliary devices, e.g. for unloading or level indicating
  • B60P3/2285—Warning or prevention means against tilting
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/0097—Predicting future conditions
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/08—Interaction between the driver and the control system
  • B60W50/12—Limiting control by the driver depending on vehicle state, e.g. interlocking means for the control input for preventing unsafe operation
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M1/00—Testing static or dynamic balance of machines or structures
  • G01M1/12—Static balancing; Determining position of centre of gravity
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/09626—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages where the origin of the information is within the own vehicle, e.g. a local storage device, digital map
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
  • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
  • G08G1/096775—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G1/00—Traffic control systems for road vehicles
  • G08G1/09—Arrangements for giving variable traffic instructions
  • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
  • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
  • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
  • G08G1/096791—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is another vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
  • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
  • B60P3/22—Tank vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
  • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
  • B60P3/22—Tank vehicles
  • B60P3/2205—Constructional features
  • B60P3/2235—Anti-slosh arrangements
• • 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
  • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
  • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
  • B60W40/13—Load or weight
  • B60W2040/1315—Location of the centre of gravity
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
  • B60W2520/105—Longitudinal acceleration
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2552/00—Input parameters relating to infrastructure
  • B60W2552/20—Road profile
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/10—Change speed gearings
  • B60W2710/1005—Transmission ratio engaged

Definitions

• the present invention relates to a method for the control of at least one parameter in relation to driving a vehicle according to the preamble of patent claim 1.
• the present invention also relates to a system,, arranged for the control of at least one parameter in relation to driving a vehicle according to the preamble to claim 25, and a computer program and a computer program product, which implement, the method according to the invention.
• the present invention thus constitutes a solution to problems for all types of cargos with a centre of gravity that may move, even though problems primarily associated with viscous cargos are described herein.
• the shift of the centre of gravity for such vehicle cargos typically occurs in the vehicle's longitudinal direction, i.e. the direction in which the vehicle/ ehicle platoon is most extended. This may be expressed., in other words, as the centre of gravity moving aft or forward in the vehicle, or as the centre of gravity moving in the directions in which the braking forces and driving forces act on the vehicle.
• the reason why the centre of gravity moves in the vehicle' s longitudi al direction is that the cargo is impacted by the vehicle's acceleration, whereat such acceleration may be positive, i.e. it may constitute a speed increase, or be negative, i.e. it may constitute a speed-reducing
• Vehicles adapted for transport of e.g. liquids are relatively often equipped with different, types of anti-slosh devices in the areas where the liquid is stored.
• anti-slosh devices are intended to reduce the movement of the liquid during the vehicle' s progress .
• a larger viscous cargo may impact, the driving of the vehicle in ways that may, on the one hand, cause a traffic hazard, and that may be experienced as very unpleasant by the driver and/or passengers in the vehicle on the other hand, even if the vehicle is equipped with an anti-slosh device.
• the liquid's centre of gravity may, due to its viscous properties, not follow the braking movement of the vehicle. This may entail that the vehicle, after it has decelerated and stopped, is impacted by a forward force due to the movement of the liquid' s centre of gravity lagging, compared to the vehicle's retardation. Such lag may be viewed as a force resulting from the movement of the viscous cargo, reaching the front edge of the container/tank in which the liquid is transported, this force reaching the front edge of the container/tank after the vehicle has already stopped.
• the force of the liquid's movement may be so great that it moves the vehicle forward when it reaches the front edge of the container/tank .
• Such a movement of a vehicle at standstill may be a very unpleasant experience.
• Such a movement may also constitute a traffic hazard, e.g. if the vehicle before the movement has stopped close to a pedestrian crossing, a vehicle, a level crossing, a road barrier, a wall, or similar.
• the force of the liquid' s movement may impact the vehicle already during the actual deceleration, which means that the speed reduction becomes uneven, jerky and/or unpleasant to the driver.
• the centre of gravity of the liquid may, due to its viscous properties, lag in relation to the vehicle' s
• acceleration movement This may mean that the vehicle is, during its acceleration, impacted by a backward force, which is caused by the lag of the liquid' s centre of gravity
• This force is generated because the viscous cargo reaches a back edge of the container/tank in which the liquid is transported.
• This backward force means that the vehicle' s acceleration is temporarily somewhat attenuated, which means that the vehicle brakes/slows down somewhat .
• This backward force may also be seen as a temporary increase of the vehicle's driving resistance. The backward force during a speed increase may therefore produce an acceleration which is uneven,, jerky and/or
• a non- limiting example may be a vehicle, which accelerates in the first gear and subsequently shifts up to the second gear. If the backward force impacts the vehicle in connection with the upshifting to the second gear, there is an obvious risk that the force required to drive the vehicle forward becomes too great to be provided by such second gear, whereby the vehicle may stall. Such an unwanted stalling- is both a traffic hazard, and also a very unpleasant experience for a driver of the vehicle.
• cargos with a centre of gravity that may move in the vehicle's longitudinal direction may thus give rise to uneven accelerations and/or decelerations, which may be unpleasant for a driver and/or entail a traffic hazard.
• the present invention provides a method and a system, for control of at least, one parameter in relation to driving a vehicle, where the vehicle transports a cargo with a centre of gravity that may move in the vehicle's longitudinal direction L.
• the system comprises a first determination device, arranged to determine information relating to a road section ahead of the vehicle.
• the system also comprises a second determination device, arranged to determine one or several dynamic properties D of the cargo, the one or several dynamic properties D being related to the shift of the centre of gravity.
• the system also comprises a parameter control device, arranged to control the at least one parameter in relation to driving the vehicle, based on the at least, one or several dynamic properties D, and on the
• the parameter control device carries out the control to prevent any negative impact on the driving of the vehicle on the road section from the one or several dynamic properties D.
• the at least one parameter is related to a speed for the vehicle, wherein the control of the parameter according to the present invention achieves an acceleration and/or deceleration which is substantially free from irregularities, attributable to the at least one dynamic propert D of the cargo .
• the at least one parameter is related to a gear selection in the vehicle's gearbox, wherein the control of the parameter according to the present
• smooth accelerations, free from stalling, and smooth decelerations may thus be provided for a vehicle that transports cargos with a moveable centre of gravity.
• vehicles may e.g. comprise a. tanker, an animal transport, or a fire truck.
• Traffic safety is markedly increased with the use of the present invention by way of reliable provision of smooth accelerations and decelerations.
• the driving experience for the driver is considerably improved, since the unpleasant effects of the moveable centre of gravity of the cargo may be prevented substantially completely with the use of the invention.
• the invention may be implemented with minor added, complexity, since a relatively large part of the data required to carry out the invention is currently already available in other systems in vehicles, such as cruise control or navigation systems in the vehicle,
• Figure 2 shows a flow chart for the method according to the invention
• Figures 3a and 3b show schematic examples of driving cases
• Figure 4 shows a control device. Description of preferred embodiments
• FIG. 1 schematically shows a vehicle 100 in which the present invention may be implemented.
• the vehicle 100
• the powertrain comprises a combustion engine 101, which in a customary manner, via an output shaft 102 on the combustion engine 101, usually via a flywheel, is connected to a gearbox 103 via a clutch 106.
• the gearbox 103 is here illustrated schematically as one device .
• the gearbox 103 may also physically consist of several cooperating gearboxes, for example a so-called range gearbox, a main gearbox and a split gearbox, which are arranged along the vehicle's driveline.
• the vehicle 100 further comprises drive shafts 104, 105, which are connected to the vehicle's driving wheels 111, 112, and which are operated by an. output shaft 107 from the gearbox 103, via a shaft gear 108, such as e.g. a customary
• the vehicle 100 also comprises additional wheels 113, 114, which may be driving or non-driving, and may be arranged for control of the vehicle.
• the vehicle also comprises a container, tank or other space in which, a cargo 170 may be transported.
• a cargo 170 has a centre of gravity 171, which may move in a longitudinal direction L of the vehicle, i.e. the centre of gravity 171 may here be shifted forward (in the vehicle's direction of travel when a forward gear is used) and/or backward (in a direction opposite to the direction of tra el where a forward gear is used) ,
• the vehicle 100 also comprises various different brake systems 150.
• the brake systems 150 may comprise a customary service brake system, which may e.g. consist of wheel brakes 151, 152, 153, 154, comprising brake discs and/or brake drums with associated brake pads, or similar, arranged In co ⁇ Ction with the vehicle's wheels 11.1, 1.12, 113, 114.
• the brake system 1.50 may also comprise one or several auxiliary brakes, e.g. a brake which acts on the vehicle's powertrain 155, such as a retarder, an electromagnetic brake, a decompression brake or an exhaust brake.
• a retarder may comprise one or several of a primary retarder, placed between, the engine and the gearbox, and a secondary retarder placed after the gearbox.
• electromagnetic brake may be placed in any suitable place where it may act on the vehicle's powertrain.
• the brakes 155, Q which act on the powertrain, are schematically drawn in the figure as though acting on the output shaft 107 of the
• Such brakes 155 may, however, be arranged
• a decompression brake may be .Integra.ted in the engine.
• An exhaust brake uses a damper fitted in the exhaust outlet in order to increase the engine's pump losses, and thus its braking torque, to achieve a braking effect.
• the exhaust brake may be seen as integrated in the engine 101, or at least in the engine 101 and its exhaust treatment system 160. Exhaust brakes and decompression brakes are usually arranged/fitted in connection with an exhaust stream from the engine 101.
• the engine 101 may be controlled based on instructions from a cruise control 120, in order to maintain an actual vehicle speed and/or to vary the actual vehicle speed, e.g. so that, within reasonable speed limits, optimised fuel consumption is obtained .
• the vehicle 100 also comprises at least one control device 130, arranged to control a range of different functions in the vehicle, including the engine 101, the brake system 150 and the gearbox 103.
• control device 130 in the system comprises a first determination unit 131, a second determination unit 132 and a parameter control device 133.
• control device 130 may also be installed to control one or several further devices in the vehicle, e.g. the clutch 106 and/or the gearbox 103 (not displayed in the figure) .
• the at least one control device 130 is drawn in the figure as being separate from the cruise control 120.
• the control device 130 and the cruise control 120 may . , however, exchange
• the cruise control 120 and. the control device 130 may also be logically separate, but may be physically implemented in the same device, or may be logically and physically jointly arranged/implemented.
• Figure 2 shows a flow chart for a method 200 according to one aspect of the present invention.
• the method 200 relates to a control of at least one parameter in relation to driving a vehicle 100.
• the vehicle here has a cargo 170 with a centre of gravity 171 that may move in a longitudinal direction L of the vehicle.
• the cargo may e.g. consist of a viscous cargo, such as some type of liquid.
• information relating to a road section ahead of the vehicle 100 is carried out.
• information may e.g. comprise prevailing topography
• the determination of information may be carried out in a number of different ways.
• the information may be determined based on map data, e.g. from digital maps comprising
• topographical information in combination with positioning information, such as GPS data (Global Positioning System) .
• positioning information such as GPS data (Global Positioning System)
• GPS data Global Positioning System
• the vehicle' s position in relation to the map data may be determined, so that the information may be extracted from, the map data.
• map data In several cruise control systems today, map data and
• positioning information is used in the cruise control. Such systems may then provide map data and positioning information to the system according to the present invention, which means that the added complexity for the determination of the
• the information may also be determined based on an engine torque in the vehicle, on an acceleration of the vehicle, on an accelerometer , on GPS data, on radar information, on camera information, on information from, another vehicle, on
• information estimated by one vehicle may also be provided to other vehicles, either directly or via an intermediate unit, such as a database or similar .
• step 202 of the method at least one dynamic property D of the cargo 170 is determined.
• Such at least one dynamic property D is here related to the shift of the centre of gravity 171 in the vehicle's longitudinal direction L, i.e. it is related, to a shift forward and/or backward of the centre of gravity.
• deceleration forces may arise, which are due to the movement of the liquid and the shift of the centre of gravity. Such forces may cause the acceleration and/or deceleration to be uneven, jerky and/or unpleasant to the driver.
• the at least one parameter in relation to driving the vehicle is controlled, based on the at least one or several dynamic properties D, and on the information about the road section ahead. At such control of the at least one parameter, the negative impact from the at least one dynamic property D on the driving of the vehicle is counteracted for the road section.
• the at least one parameter is related to a speed for the vehicle, so that the control of such parameter typically strives to achieve an acceleration and/or deceleration, which is substantially free of
• the at least one parameter is related to a gear selection in the gearbox 103 of the vehicle, wherein the control of the parameter typically strives to provide a smooth and balanced change of gears, where stalling and other gear-related problems are prevented from occurring.
• a gear selection in the gearbox 103 of the vehicle wherein the control of the parameter typically strives to provide a smooth and balanced change of gears, where stalling and other gear-related problems are prevented from occurring.
• smooth accelerations, free from stalling, and decelerations may thus be provided for a vehicle that transports cargos with a moveable centre of gravity, such as a tanker or a fire truck.
• the at least one controlled parameter is related, to a speed of the vehicle, specifically to an actual speed v act of the vehicle.
• the control 203 of the actual speed v 3Ct may- provide smooth accelerations and/or decelerations, by way of using at least one dynamics-compensated speed, profile
• Vsim compensated corresponding to the actual vehicle speed v act comprises a simulation of the at least one dynamics-compensated speed profile v sim compensated for the actual vehicle speed v 3Cts for the road section, ahead of the vehicle. Simulation of the at least one dynamics-compensated speed profile v s/ ; lv co pe sated is here based on the at least one dynamic property D, and on information related to the road section. This dynamics-compensated speed profile co p nsat d is then used at the control of the actual speed v act .
• Vgi M co p nsated ma Y here be simulated, through using a simulatio of at least one future speed profile xr siw for the actual vehicle speed v act for the road section, wherein the at least one future speed profile v si o is determined, based on the at least one or several dynamic properties D of the cargo, and on information about the road section ahead. Accordingly, the at least one future speed profile v sim obtains an appearance, which is impacted by the cargo's at least one dynamic property D.
• the at least one dynamics-compensated speed profile v si:m compensated may be simulated by way of the at least one future speed profile v sim being used, so that the at least one dynamics-compensated speed profile v slm compensat d is given an appearance counteracting the impact, which the cargo's at least one dynamic property D has on the actual vehicle speed v act .
• the knowledge about the cargo's at least one dynamic property D is thus used to counteract its negative impact on the actual vehicle speed Vact / so that fluctuations and unevenness in the actual vehicle speed v acz are actively prevented. This results in adaptable and smooth accelerations/decelerations, which are experienced as pleasant by both the driver and the passengers.
• the at least one future speed profile v sim for the actual vehicle speed v act is simulated for a road section ahead of the vehicle 100.
• the simulation of the at least one future speed profile v sim is here based on information related to the road section ahead of the vehicle, and on the at least one dynamic property D of the cargo.
• the information about the road section may comprise substantially any information relevant to driving the vehicle, e.g. regarding road gradient, curvature, junctions, road signs and/or bus stops.
• the simulated speed v si:m is, among other things, determined based on knowledge about the road section.
• knowledge may be obtained through one or several of positioning information, such as GPS (Global Positioning System) data, map information, topographical information, weather reports, information communicated between different vehicles and information communicated via radio.
• the knowledge/information may comprise prevailing topography, curvature, traffic situation, road works, traffic intensity and road conditions .
• the knowledge may comprise a speed limit for the road section ahead, and a traffic sign in connection with the road.
• many vehicles comprise systems, such as navigation systems and cruise control systems, which use such knowledge/information. Therefore, such embodiment may be implemented with minor added complexity in vehicles where the knowledge is already
• the simulated speeds constitute speeds estimated, in advance, which may be based on a number of different data, such as information about road sections ahead, the vehicle's position, map data, radar information, camera information and/or dynamic properties of the cargo.
• Such simulated, speeds may be used in the vehicle to control a speed governor in the vehicle in different ways, wherein the vehicle obtains an actual speed through such control, and through impact from e.g. rolling resistanCG f ir resistance, road surface, traffic situation or similar.
• the actual speed is thus a speed which the vehicle actually has during such physical progress, such actual speed being
• the at. least one dynamics-compensated speed profile v sim compensated is used to determine at least one dynamics-compensated torque profile Ucom nsztedr which may then be used at control of the engine 101 to provide the actual vehicle speed.
• At least one future speed profile v 3 ⁇ m is thus determined, corresponding to the actual vehicle speed v act for the road section, based on the at least one or several dynamic properties D of the cargo, and on information about the road section ahead.
• the at least one future speed profile v sim is here displayed as a. dashed curve.
• the at least one future speed profile v s:i]Ti has an uneven and fluctuating shape, which depends on the cargo's at least one dynamic property D.
• the fluctuations in the at least one future speed, profile v s ⁇ m may e.g. be due to sloshing of liquid transported by the vehicle, which causes its centre of gravity to move in the longitudinal direction L of the vehicle.
• the at least one dynamics- compensated speed profile v sjm compensated may then be given a shape, which causes at least one dynamics-compensated torque profile compensated, which in turn is determined based on the shape of the at least one dynamics-compensated speed profile Vein compensated, to at least partly be in anti-phase in relation to the at least one future speed profile v 3 ⁇ IK .
• the at least one dynamics-compensated torque profile ⁇ comp nsated is illustrated in the figure as a dotted curve.
• the shape of the at least one dynamics-compensated torque profile Ucom ensated has a direct impact on the actual vehicle speed v act . Since, according to the embodiment, the at least one dynamics-compensated torque profile compensated is given a shape with fluctuations that are at least partly in anti-phase in relation to the fluctuations of the at least one future speed profile v sim , a substantially even acceleration may be obtained for the vehicle, i.e. the actual vehicle speed v act substantially lacks fluctuations.
• the actual vehicle speed v &ct is illustrated in the figure as a substantially straight solid line.
• Fig. 3b shows an example of a corresponding decelerating driving mode for the vehicle.
• at least one dynamics- compensated deceleration force profile B compensat ed for the vehicle, based on the at least one future speed, profile v sim is determined for the actual vehicle speed v ac!: for the road section.
• Bcompensated ma Y then be used at the control of one or several brakes 150, 151, 152, 153, 154, 155 in the vehicle.
• the dynamics-compensated deceleration force profile Bcompensated ; ⁇ 3 ⁇ 4 ⁇ be used by a cruise control, a constant speed brake, or a service brake system to provide a smooth and even braking .
• At least one future speed profile, v S i m is thus also determined for the actual vehicle speed v act for the road section, based on the at least one or several dynamic properties D of the cargo, and on information about the road section ahead.
• the at least one future speed profile v S i m is here displayed as a dashed curve.
• the at least one future speed profile v S i m has an uneven and fluctuating shape because of the cargo's one or several dynamic properties D and its shifting of the cargo's centre of gravity .
• the dynamics-compensated deceleration force profile B compensatect is then determined by way of having regard to the uneven and fluctuating shape of the at least one future speed profile Vsim, so that the dynamics-compensated deceleration force profile B COR:pensated counteracts the at least one dynamic property D.
• compensat d is illustrated in the figure as a dot-dashed curve.
• the shape of dynamics-compensated deceleration force profile compensat d impacts the actual vehicle speed v actr so that fluctuations in the actual vehicle speed v act may be reduced or avoided entirely.
• the deceleration force may be increased at times/positions where the at least one future speed profile v slin has a higher value, and/or may be reduced at times/positions where the at least one future speed profile v sim has a lower value, which may result in a substantially even deceleration.
• the dynamics-compensated deceleration force profile B compensated may have a shape, in which its fluctua ions are at least partly in phase with corr ⁇ sponding fluctuations in the at least one future speed profile v slin .
• the actual vehicle speed v act is illustrated in the figure as a substa.ntia.lly straight solid line, which may be the result of such control of the vehicle's brakes.
• a natural frequency f D is used to move the centre of gravity 171 of the cargo in the vehicle's longitudinal direction L , in order to determine the at least one dynamic property D of the cargo 170.
• the natural frequency f D for the shift of the centre of gravity 171 of the cargo in the vehicle's longitudinal direction L may be calculated with the help of the frequency of fluctuations for the at least one future speed profile v sjm .
• Fig. 3a a. non-limiting example of how such natural
• frequency f D may be determined, by way of analysis of the shape of the at least, one future speed profile v slm is shown
• the natural frequency f D may be determined through analysis of the shape of the at least one future speed profile v slin in Fig. 3b.
• the natural, frequency f D may be determined based on the period, time for the curve's fluctuations, e.g. by- determining the time/distance between two points on the curve. For example, the time/distance between two minimum points, between two maximum points or between two zero crossings may be determined.
• the wavelength X Df and therefore the above
• the natural frequency may be used to determine the appearance of the simulated, at least one, dynamics-compensated speed profile v s ⁇ m compensat d'
• the at least one dynamics-compensated torque profile Uc pen ated and/or the dynamics-compensated deceleration force profile B COIIipensated may then be determined, based on the simulated at least one dynamics-compensated speed profile
• the simulated, at least one, dynamics-compensated speed profile v- siR! compensa ed may thus have an appearance
• the simulated at least one dynamics-compensa ed speed profile Vsim compensated may also have an appearance comprising
• the at least one parameter controlled by the method is related to a gear selection for the gearbox 103 in the vehicle 100.
• a gear selection for the gearbox 103 in the vehicle 100 Through such control of the gear selection, stalling of the engine 101 may be prevented since gear changes during periods of
• the determination 202 of the ⁇ Q at least one dynamic property D of the cargo 170 may be based on the natural frequency f D for the longitudinal shift of the cargo's centre of gravity 171.
• Fig. 3a schematically shows two examples of intervals/distances, A and B, within which, according to the embodiment, upshifting to a higher gear is unsuitable, since such an upshift may lead to stalling due to the decreasing acceleration.
• a simulation of at least one future acceleration profile a s ⁇ m is carried out for an actual vehicle acceleration a ac r for the road section ahead of the vehicle, based on the at least one dynamic property D, and on the information about the road section ahead.
• the at least one future acceleration profile a S im may here be determined in a similar manner and based on similar data as the above simulation of the speed profile v S i mf but for the speed change (acceleration) for the vehicle.
• the at least one future acceleration profile a S i, ; may e.g. be determined as a time derivative of the simulated speed profile v slin .
• the at least one future acceleration profile a s ⁇ w has an appearance comprising fluctuations dependent on the at least one dynamic property D, corresponding to the way the simulated speed profile v s: ; pl depends on the at least one dynamic property D.
• Such appearance for the at least one future acceleration profile a S im may thus be used to control the gear shifting in the vehicle.
• the control 203 for the gear- selection may be arranged only to carry out gear changes at positive values for the at least one future acceleration profile a sim .
• the above natural frequency f D for the shift of the centre of gravity 171 of the cargo 170 may, according to one embodiment of the present invention, be determined based on a weight m for the vehicle 100, and on an actual acceleration process a act of the vehicle 100.
• the vehicle weight here comprises the weight of the actual vehicle and the weight of its cargo.
• one or several sensors on one or several of the vehicle's shafts may be used to determine the natural frequency f D .
• the one or several sensors detect the period time D that corresponds to the above wavelength A D for the mass oscillation, i.e. the shift in the longitudinal direction L of the centre of gravity of the vehicle.
• control according to the present invention may be used to reliably prevent the osci1 lations .
• the centre of gravity 171 of the cargo 170 may e.g. be determined based on information relating to a mass
• the natural frequency f D may suitably be determined in
• the natural frequency f D may also be determined in connection with loading the cargo 170, and/or in connection with unloading the cargo 170, wherein changes in the vehicle's weight, impacting- the natural frequency f D may be registered, and used to determine the natural frequency f D .
• the vehicle speed, and thus the acceleration of the vehicle 100 may be controlled in a number of more or less automated ways in a vehicle.
• the acceleration may be positive, s acc , so that a driver may control the vehicle speed, and thus a requested acceleration a req , with a manual throttle, such as an accelerator pedal or similar.
• the positive acceleration a acc may also be controlled by way of a cruise control in the vehicle, requesting an acceleration a r ⁇ a «
• the acceleration may also be negative, a zet! i.e. it may- constitute a deceleration a. ret , wherein a driver may control a requested negative acceleration a recf , and thus the
• deceleration with a manual brake control such as a brake pedal or similar.
• the deceleration may also be controlled by a control system in the vehicle, e.g. by way of a constant speed brake in the vehicle, requesting a negative acceleration a req .
• the control of the at least one parameter in relation to the actual vehicle speed v act and/or in relation to the gear selection may at least partly differ from a parameter value requested by the driver, a cruise control, a constant speed brake and/or an automatic transmission system.
• a change of gears may then be carried out later than the driver or the automatic transmission system has requested, or not at all, if the cargo's one or several dynamic properties are such that the requested gear change is unsuitable.
• a positive acceleration a re ⁇ ? requested by the driver or the cruise control may be postponed or omitted, if it is unsuitable when the cargo's one or several dynamic properties are taken into consideration .
• a deceleration requested by the driver, the cruise control or the constant speed brake a req may also be postponed or omitted, if it is unsuitable when the cargo's one or several dynamic properties are taken into consideration.
• control according to the invention of the at least one parameter in relation to driving the vehicle should be deactivated if the requested acceleration a req , which may be positive or negative, has a size exceeding a threshold value a thre ⁇ i a re gi > a teres .
• the threshold value may here e.g. have the value 1 m/s so that the method according to the present invention may be used at lighter braking, also called comfort braking, while braking effect is guaranteed for more forceful braking, corresponding to e.g. 2 m/s 2 or more.
• the method according to the present invention may also be activated and/or deactivated based on other information, e.g. radar information, camera information, map data information. Accordingly, braking must be guaranteed if e.g. radar
• the computer program usually consists of a. part of a computer program product 403, where the computer program product comprises a suitable non-volatile/permanent/pe sistent/durable digital storage medium, on which the computer program is stored . Said no -vo1at i.1e /perma .ent/persistent/durab1e
• ROM Read-Only Memory
• PROM Program Memory
• EPROM Erasable PROM
• Flash Flash
• EEPROM Electrical Erasable PROM
• FIG. 4 schematically shows a control device 400.
• the control device 400 comprises a calculation device 401, which may consist of essentially a suitable type of processor or
• microcomputer e.g. a circuit for digital signal processing (Digital Signal Processor, DSP) , or a circuit with a
• the calculation device 401 is connected to a memory unit 402 installed in the control device 400, providing the calculation device 401 with e.g. the stored program code and/or the stored data which the calculation device 401 needs in order to be able to carry out
• the calculation device 401 is also set up to store interim or final results of calculations in the memory device 402,
• control device 400 is equipped with devices 411, 412, 413, 414 for receiving and sending of input and output signals.
• These input and output signals may contain wave shapes, pulses or other attributes, which may be detected, as information by the devices 411, 413 for the receipt of input signals and may be converted into signals that may be processed by the calculation device 401. These signals are then provided to the calculation device 401.
• the devices 412, 414 for sending- output signals are arranged to convert the calculation result from the calculation u it 01 into output signals for transfer to other parts of the vehicle's control system, and/or the component (s) for which the signals are i tended .
• Each one of the connections to the devices for receiving and sending of input and output signals may consist of one or several of a cable; a data bus, such as a CA (Controller Area Network) bus, a MOST (Media Oriented Systems Transport) bus, or any other bus configuration; or of a wireless connection.
• a data bus such as a CA (Controller Area Network) bus, a MOST (Media Oriented Systems Transport) bus, or any other bus configuration
• CA Controller Area Network
• MOST Media Oriented Systems Transport
• control systems in modern vehicles consist of a communications bus system, consisting of one or several communications buses to connect a number of electronic control devices (ECUs) , or controllers, and different components localised on the vehicle.
• ECUs electronice control devices
• Such a control system may comprise a large number of control devices, and the responsibility for a specific function may be distributed among more than one control device.
• Vehicles of the type shown thus often comprise significantly more control devices than what is shown in
• the present invention in the embodiment displayed, is
• control device 400 implemented in the control device 400.
• the invention may, however, also be implemented wholly or par ly in one or several other control devices already existing in the vehicle, or in a control device dedicated to the present invention.
• a system which is arranged for control of at least one parameter related to driving a vehicle 100, the vehicle transporting a cargo 170 that has a centre of gravity 171 that may move in a longitudinal direction L of the vehicle.
• the system comprises a first determination device 131, arranged to determine
• the system also comprises a second determination device 132, arranged to determine one or several dynamic properties D of the cargo 170, where the one or several dynamic properties D are related to the shift of the centre of gravity 171 in the vehicle's longitudinal direction L, i.e. towards or away from the vehicle's front end/driver' s cabin.
• the system also comprises a parameter control device 133, arranged for control of the at least one parameter in relation to driving the vehicle 100, based on the at least one or several dynamic properties D, and on the information.
• the parameter control device 133 carries out this control to prevent any negative impact from the one or several dynamic properties D on the driving of the vehicle 100 for the road section.
• the system according to the present invention may be arranged to perform all of the method embodiments described above and in the claims, so that the system for the respective
• the invention relates to a motor vehicle 100, e.g. a truck or a bus, comprising at least one system for control of at least one parameter, relating to driving the vehicle according- to the invention.
• a motor vehicle 100 e.g. a truck or a bus
• the present invention is not limited to the embodiments of the invention described above, but pertains to and comprises all embodiments within the scope of the enclosed independent claims ,

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Citations (9)

• 2014
  • 2014-01-17 SE SE1450044A patent/SE537894C2/sv not_active IP Right Cessation
  • 2014-12-17 DE DE112014005469.0T patent/DE112014005469T5/de not_active Withdrawn
  • 2014-12-17 WO PCT/SE2014/051515 patent/WO2015108464A1/en active Application Filing

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