GB2569106A - Energy comparison module - Google Patents

Energy comparison module Download PDF

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Publication number
GB2569106A
GB2569106A GB1719814.4A GB201719814A GB2569106A GB 2569106 A GB2569106 A GB 2569106A GB 201719814 A GB201719814 A GB 201719814A GB 2569106 A GB2569106 A GB 2569106A
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United Kingdom
Prior art keywords
vehicle
energy
comparison module
threshold
braking
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GB1719814.4A
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GB201719814D0 (en
GB2569106B (en
Inventor
Bradshaw-Martin Heather
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Jaguar Land Rover Ltd
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Jaguar Land Rover Ltd
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Priority to GB201719814A priority Critical patent/GB2569106B/en
Publication of GB201719814D0 publication Critical patent/GB201719814D0/en
Priority to DE102018217120.3A priority patent/DE102018217120A1/en
Publication of GB2569106A publication Critical patent/GB2569106A/en
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • F16D2066/001—Temperature

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

An energy comparison module for a braking system of a vehicle, comprising a controller, configured to determine an energy flow of a vehicle S204 and a threshold indicative of the braking capability, compare the threshold to the energy flow S212, and output a control signal to activate a first S214 or second S216 state of a vehicle function, depending on the result of the comparison. Preferably, the controller further detects a parameter indicative of a driver behaviour, predicts a factor based on said parameter, and modifies the threshold accordingly. The threshold may also be altered depending on the determined energy flow. A comparison of the energy dissipated in the brakes to the kinetic or potential energy could determine the energy flow. An energy flow counter may be utilised to record dynamic updates. The vehicle function could be a reduction in engine power, a warning light, or sound alarm. Driver behaviour parameters could be throttle position or brake pedal position. A further parameter could be a weighting function.

Description

The present disclosure relates to an energy comparison module. Particularly, but not exclusively, the disclosure relates to an energy comparison module for a braking system of a vehicle. Aspects of the invention relate to an energy comparison module, to a braking system, to a vehicle, to a method, to a computer program product and to a computer readable medium.
BACKGROUND
There is a need to provide accurate means by which to monitor the capability of a braking means of a vehicle in order to determine whether the braking means is able to reduce the speed of the vehicle sufficiently when a user of a vehicle applies the braking means. Vehicle braking systems may lose some of their braking capacity under certain circumstances. For example, when a vehicle is subject to aggressive cycles of acceleration and braking, the brake disks increase in temperature without having sufficient time to cool back down. This results in the escalation of brake disk temperature, which can result in compromised performance of the brake disks, for example due to brake fade.
Some existing vehicles monitor the time period for which a braking means has a temperature above a temperature threshold and, if the temperature remains above the temperature threshold for a certain time, provides warnings and takes compensatory actions within the vehicle.
However, such known methods merely infer when brake fade and reduced performance is likely to occur. Further, the use of such temperature based trigger mechanisms may not be sufficiently accurately calibrated in order to differentiate between acceptable use cases and aggressive use cases. Accordingly, known systems may provide false activation of one or more vehicle functions.
It is an aim of the present invention to mitigate disadvantages associated with the prior art.
SUMMARY OF THE INVENTION
Aspects and embodiments of the invention provide an energy comparison module, to a braking system, to a vehicle, to a method, to a computer program product and to a computer readable medium as claimed in the appended claims.
According to an aspect of the invention, there is provided an energy comparison module for a braking system of a vehicle, comprising: a controller, wherein the controller is configured to: determine an energy flow of a vehicle comprising a braking means; determine a threshold indicative of the capability of the braking means to perform braking of the vehicle; compare the threshold to the energy flow of the vehicle; and output a control signal to cause switching between a first state and a second state of at least one vehicle function in dependence on the comparison of threshold to the energy flow of the vehicle. Advantageously, by using the energy flow of a vehicle, the state of the vehicle (the kinetic energy of the vehicle and a measure of how much energy is being dissipated in the braking means) allows for better determination of how the remaining energy conversion capacity of the vehicle compares with what is required to bring the vehicle safely to a stop. The energy flow of the vehicle is determined in dependence on the kinetic energy of the vehicle. When the vehicle is not braking, the kinetic energy of the vehicle is determined based on the measured speed of the vehicle that the energy comparison module is monitoring. When the vehicle is braking, the kinetic energy is determined based on the energy going in to the braking means. The energy flow of the vehicle is indicative of the instantaneous state of the vehicle, but as it includes information relating to the energy dissipated in the braking means, it contains a predictive element.
Optionally, the controller is configured to: modify the threshold in dependence on the energy flow of the vehicle. Advantageously, the energy flow can be used to alter the threshold for initiating one or more vehicle functions, thereby improving the accuracy and appropriateness of function implementation.
Optionally, the controller is configured to detect a parameter indicative of driver behaviour; determine a factor in dependence on the parameter indicative of driver behaviour; and modify the threshold in dependence on the factor. Advantageously, the driver behaviour can be used to alter the threshold for initiating one or more vehicle functions, thereby improving the accuracy and appropriateness of function implementation.
Optionally, the control signal causes the at least one vehicle function to operate in the first state when the comparison of the energy flow with the threshold indicates the at least one vehicle function is required to assist braking of the vehicle.
Optionally, the control signal causes the at least one vehicle function to operate in the second state when the comparison of the energy flow with the threshold indicates the at least one vehicle function is not required to assist braking of the vehicle.
Optionally, the control signal is modified in dependence on the factor.
Optionally, the energy flow is determined in dependence on a comparison of the energy dissipated in the braking means and one or more of the kinetic energy of the vehicle and the potential energy of the vehicle. Beneficially, the use of acceleration or potential energy of a vehicle enables further information regarding the energy flow of the vehicle to be processed, for example, to determine the likely continued movement of a vehicle, e.g., downhill etc.
Optionally, the energy comparison module comprises an energy flow counter, wherein the energy flow counter is configured to determine a value in dependence on the energy of a vehicle comprising the braking means, wherein the value is compared with the threshold, thereby to determine switching between the first state and the second state of at least one vehicle function. Beneficially, the energy flow counter provides a value indicative of the energy of the vehicle, taking into account the energy being dissipated in the braking means.
Optionally, the value determined by the energy flow counter represents a dynamically updated state of the vehicle. Advantageously, the value can be incremented and decremented in a configurable way that represents the importance of the energy flow with respect to the energy required to perform braking.
Optionally, the dynamically updated state of the vehicle is a running total starting from a determined event. Beneficially, the dynamically updated state can be reset in order to provide a relevant and up to date reflect of the energy flow.
Optionally, the energy comparison module comprises a behaviour monitor counter, wherein the behaviour monitor counter is configured to determine a behaviour value in dependence on the parameter, wherein the factor is calculated in dependence on the behaviour value. Beneficially, the behaviour monitor counter provides a value indicative of the driving behaviour of the driver of the vehicle, taking into account the aggressiveness of the driving and the impact on the braking means.
Optionally, the behaviour value determined by the behaviour monitor counter represents a dynamically updated state of a driver's driving behaviour. Advantageously, the behaviour value can be incremented and decremented in a configurable way that represents the importance of the driver behaviour with respect to the energy required to perform braking.
Optionally, the dynamically updated state of the driver's driving behaviour is a running total starting from a determined event.
Optionally, the energy of a vehicle comprising the braking means comprises the kinetic energy of the vehicle and/or the potential energy of the vehicle. Beneficially, the dynamically updated state can be reset in order to provide a relevant and up to date reflect of the vehicle driver's driving behaviour.
Optionally, the at least one function is one of reducing engine power of a vehicle to which the energy comparison module is associated, activating a warning light of a vehicle to which the energy comparison module is associated, activating a sound alarm of a vehicle to which the energy comparison module is associated and activating one or more vanes of a vehicle to which the energy comparison module is associated. Beneficially, in certain circumstances, by reducing the engine power, the impact on the braking means resulting from the particular situation and/or manner in which the vehicle is being driven can be reduced, providing cooling of the braking means. Beneficially, a warning alarm alerts a driver to the possibility of reduced performance of the vehicle and enables the driver to take action to remedy the problem. Advantageously, the control of vanes enables the airflow to the braking means to be controlled, thereby to promote improved cooling of the braking means, for example in situations where the vehicle is being driven in an aggressive manner and the braking means are subject to reduced performance.
Optionally, the energy comparison module is configured to: detect a further parameter indicative of driver behaviour; and calculate a further factor in dependence on the parameter indicative of driver behaviour and the further parameter indicative of driver behaviour; and modify the threshold in dependence on the further factor. Beneficially, the threshold for activating one or more vehicle functions can be refined in order to encompass any factor relevant to improved activation of the one or more vehicle functions.
Optionally, the parameter and or/the further parameter are/is at least one of a position of a throttle of the vehicle comprising the braking means, a rate of change of position of a throttle of the vehicle comprising the braking means, a position of a brake pedal of the vehicle comprising the braking means and the rate of change of position of a brake pedal of the vehicle comprising the braking means. Advantageously, the driver's driving behaviour is monitored, thereby to provide improved activation of one or more vehicle functions.
Optionally, the parameter and/or the further parameter are modified by a weighting function. Advantageously, the most significant factors in vehicle function activation are given the most significant weighting to improve vehicle function activation. Beneficially, the weighting function can be used to tailor the operation of the energy comparison module.
Optionally, the parameter is the most significant parameter of a plurality of parameters indicative of driver behaviour. Advantageously, only the most significant parameter needs to be used in order to determine the driver behaviour, enabling simpler processing and thereby requiring less processing power.
Optionally, the energy of a vehicle and/or the threshold are/is updated in dependence on the detection of an event. Beneficially, the invention is reactive to different situations and is configured to provide relevant information, e.g., in the event of a sudden change in driving conditions or behaviour.
Optionally, the event is one or more of a change in a speed of the vehicle, a request for braking, change of position of a throttle, rate of change of position of a throttle, change of position of a brake pedal and rate of change of position of a brake pedal. Beneficially, the invention is reactive to different situations and is configured to provide relevant information, e.g., in the event of a sudden change in driving conditions or behaviour.
According to a further aspect of the invention, there is provided a braking system for a vehicle, the braking system comprising: an energy comparison module and a braking means to perform braking of a vehicle.
According to a further aspect of the invention, there is provided a vehicle comprising a braking system.
According to a further aspect of the invention, there is provided a method comprising: determining an energy flow of a vehicle comprising a braking means; determining a threshold indicative of the capability of the braking means to perform braking of the vehicle; comparing the threshold to the energy flow of the vehicle comprising the braking means; and outputting a control signal to cause switching between a first state and a second state of at least one vehicle function in dependence on the comparison of the threshold to the energy flow of the vehicle comprising the braking means.
According to a further aspect of the invention, there is provided a computer program product comprising instructions which, when the program is executed by a processor, cause the processor to carry out a method comprising: determining an energy flow of a vehicle comprising a braking means; determining a threshold indicative of the capability of the braking means to perform braking of the vehicle; comparing the threshold to the energy flow of the vehicle comprising the braking means; and outputting a control signal to cause switching between a first state and a second state of at least one vehicle function in dependence on the comparison of the threshold to the energy flow of the vehicle comprising the braking means.
According to a further aspect of the invention, there is provided a computer readable medium having stored therein the computer program product.
According to a further aspect of the invention, there is provided a non-transitory computer readable medium comprising computer readable instructions that, when executed by a processor, cause performance of a method comprising: determining an energy flow of a vehicle comprising a braking means; determining a threshold indicative of the capability of the braking means to perform braking of the vehicle; comparing the threshold to the energy flow of the vehicle comprising the braking means; and outputting a control signal to cause switching between a first state and a second state of at least one vehicle function in dependence on the comparison of the threshold to the energy flow of the vehicle (90) comprising the braking means.
Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.
BRIEF DESCRIPTION OF THE DRAWINGS
One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:
Figure 1 is a schematic of a braking system, according to an embodiment of the invention;
Figure 2 is a process flow of a method of determining activation of a vehicle function, according to an embodiment of the invention;
Figure 3 is a schematic of an energy comparison module, according to an embodiment of the invention;
Figure 4 is a process flow of a method of determining activation of a vehicle function, based on driver behaviour, according to an embodiment of the invention;
Figure 5 is a graphical representation of the activation of a vehicle function based on a single temperature-based threshold;
Figure 6 is a graphical representation of the activation of a vehicle function based on a single temperature-based threshold;
Figure 7 is a graphical representation of the activation of a vehicle function based on a dynamic threshold, according to an embodiment of the invention;
Figure 8 is a graphical representation of vehicle function not being activated based on dynamic threshold, according to an embodiment of the invention; and
Figure 9 is a diagram of a vehicle with a braking system, according to an embodiment of the invention.
DETAILED DESCRIPTION
Figure 1 is a schematic of a braking system 100 that includes an energy comparison module 10, braking means 11 and a vehicle function driver 30. The braking means 11 is in communication with the energy comparison module 10 via communication path 101 and the vehicle function driver 30 is in communication with the energy comparison module via communication path 16. The energy comparison module 10 includes a processor 10a and a memory 10b.
The braking means 11 is a braking means for a vehicle, such as the vehicle 90 of Figure 9. The braking means 11 is a braking system. The braking system is a friction braking system comprising a brake disk 11. The friction braking system may comprise a fluid-based brake calliper. During braking the kinetic energy of the vehicle is converted to heat energy by the friction braking system, which is dissipated.
Alternatively or additionally the braking means comprises a regenerative braking system. The regenerative braking system comprises a motor/generator and a traction battery. During braking the kinetic energy of the vehicle is converted to electrical energy via the motor/generator. This electrical energy is then stored by the traction battery.
The vehicle function driver 30 is configured to receive signals from the energy comparison module 10. The vehicle function driver 30 is configured to switch at least one vehicle function between a first state and a second state. The vehicle function driver 30 is configured to control a vehicle function, such as that of the powertrain of the vehicle, thereby enabling reduction of engine power. Beneficially, in certain circumstances, by reducing the engine power, the impact on the braking means resulting from the particular situation and/or manner in which the vehicle is being driven can be reduced, providing cooling of the braking means. This is beneficial, for example, when a vehicle is being driven in an aggressive manner.
Alternatively, or additionally, the vehicle function is a warning alarm, such as a visual or audible alarm. Beneficially, a warning alarm alerts a driver to the possibility of reduced performance of the vehicle and enables the driver to take action to remedy the problem.
Alternatively, or additionally, the vehicle function is the control of one or more mechanisms, such as vanes. Advantageously, the control of vanes enables the airflow to the braking means to be controlled, thereby to promote improved cooling of the braking means, for example in situations where the vehicle is being driven in an aggressive manner and the braking means are subject to reduced performance.
The braking system 100 of Figure 1 is implemented in a vehicle, such as vehicle 90 of Figure 9. In contrast to known systems that compare a brake disk temperature with a temperature threshold in order to determine if one or more vehicle functions should be instigated, the braking system 100 described with reference to Figure 1 is arranged to measure the energy flow of the vehicle to which it is associated and compare the measured energy flow against a threshold. Based on the comparison of the energy flow with a threshold, the braking system 100 enables improved switching of one or more vehicle functions between a first state and a second state. Beneficially, the switching between a first state and a second state is more accurately made than in known systems and the possibility of false activations of one or more vehicle functions is reduced. The comparison of energy flow with a threshold is described with respect to Figure 2.
Figure 2 is a process flow S100 of a method of determining activation of a vehicle function of a vehicle based on the energy flow of a vehicle, as carried out by an energy comparison module 10 such as the energy comparison module 10 of the braking system 100 of Figure 1.
The process flow S100 begins at step S102, where the process is initiated at the energy comparison module 10. The process flow S100 is initiated when the vehicle commences movement. This causes a signal to be sent to the energy comparison module 10. Alternatively, or additionally, the process S100 is initiated by any predetermined event, such as switching on the vehicle engine, an acceleration event of the vehicle, a braking event of the vehicle, etc.
The process flow S100 then moves to step S104, where the energy flow of the vehicle is determined. The energy comparison module 10 receives data from one or more sources. The inputs to the energy comparison module 10 may be one or more of the vehicle speed, vehicle acceleration, vehicle mass, wheel brake torque, wheel speed, brake master cylinder pressure, throttle position, accelerator position, pedal travel. The energy comparison module 10 receives data from the braking means 11 via communication path 101. The energy flow of the vehicle is determined in dependence on the kinetic energy of the vehicle. When the vehicle is not braking, the kinetic energy of the vehicle is determined based on the measured speed of the vehicle that the energy comparison module is monitoring. When the vehicle is braking, the kinetic energy is determined based on the energy going in to the braking means.
The energy flow of the vehicle is indicative of the instantaneous state of the vehicle, but as it includes information relating to the energy dissipated in the braking means, it contains a predictive element. The energy flow of the vehicle is represented by a value, which may be an energy value. In general, if the vehicle has a high value of kinetic and/or potential energy and a lot of energy is being dissipated in the braking means, then the vehicle may require one or more vehicle functions to intervene in order to enable the vehicle to brake, or to warn a user of the vehicle that they need to change their driving behaviour. If the energy flow of the vehicle is low and the vehicle does not have a high value of kinetic and/or potential energy and there is not a lot of energy being dissipated in the braking means, then the braking means are able to operate normally and no intervention is required.
Accordingly, the energy comparison module 10 is used to determine whether or not, in view of the way in which the braking means used, measures are required to aid the vehicle in the event that braking is requested. For example, if a vehicle is travelling at a speed v, then the 1 7 kinetic energy of the vehicle is — mv , where m is the mass of the vehicle. Therefore, this is the amount of energy required to stop the vehicle. When a vehicle is driven under nonaggressive conditions, there is typically an expectation that the application of the braking means would enable the vehicle to be brought to a halt in a predetermined time. When a vehicle is driven under aggressive conditions, the application of the braking means may not enable the vehicle to be brought to a halt in the predetermined time.
The energy comparison module 10 comprises an energy flow counter 18 (which is arranged as described with respect to Figure 3). The energy flow counter 18 is arranged to maintain, increment and decrement a value indicative of the energy flow of the vehicle. The energy flow counter increments a value as a function of the kinetic energy of the vehicle and as a function of the energy dissipated in the braking means of the vehicle. The energy flow counter decrements the value as a function of the cooling of the braking means. Accordingly, the energy flow counter 18 maintains a value indicative of the energy flow of the vehicle. The value is used in the determination of whether or not one or more vehicle functions are instigated.
Alternatively, or additionally, the energy flow is determined in dependence on the acceleration of the vehicle and/or the potential energy of the vehicle. Advantageously, the use of acceleration or potential energy of a vehicle enables further information regarding the energy flow of the vehicle to be processed, for example, to determine the likely continued movement of a vehicle, e.g., downhill etc.
Alternatively, or additionally, the energy flow counter 18 determines the remaining energy required to bring the vehicle speed to less than a predetermined vehicle speed within a predetermined time period. Accordingly, the energy flow counter 18 determines an energy required to bring the energy of the vehicle to, or below, a threshold.
The process then moves to step S106, where a threshold is determined. The threshold is an energy threshold and is based on a predetermined value stored in the memory 10b of the energy comparison module 10. The predetermined value stored in the memory 10b of the energy comparison module 10 is a value based on a typical value above and/or below which action is or is not required in order to bring the vehicle to a halt (or below a certain speed) within a predetermined time period dependent on the speed of the vehicle and energy being dissipated in the braking means. The threshold is indicative of the capability of the braking means to perform braking of the vehicle. Hence, the threshold is an indicator of the maximum energy the braking system can be permitted to experience and still operate effectively. The threshold is determined empirically from calibration of the braking means.
Alternatively, or additionally, the braking means comprises a friction braking system, and the threshold is determined in combination with temperature based target setting performed in order to ascertain the effectiveness of the braking means as a function of temperature in different scenarios (for example dependent on the velocity and mass of the vehicle and the dissipation of energy into the braking means).
Alternatively, or additionally, the braking means comprises a regenerative braking system, and the threshold is determined in combination with a remaining state of charge of a vehicle traction battery (for example a traction batter having a 90% state of charge would have reduced braking capability over a traction battery having a 40% state of charge)
For a braking means comprising both systems the threshold is determined in dependence on the remaining conversion capacity of both systems. I.e. the temperature of the friction braking system and the state of charge of the traction battery.
Alternatively, or additionally, the threshold is dynamically determined based on the energy flow of the vehicle. For example, the threshold is determined in dependence on the determined energy that is being dissipated in the braking means. Beneficially, when a vehicle is travelling in a way which reduces braking capability, the threshold is moved in order more readily to instigate one or more compensatory vehicle functions and when a vehicle's braking capability is not compromised, the threshold is moved in order to avoid false activation of one or more compensatory vehicle functions, where a compensatory vehicle function includes, but is not limited to, reducing power to the engine, activating an alarm or visual signal, or activation of one or more vanes.
The process moves to step S108. At step S108, the energy flow determined at the energy comparison module 10 is compared with the threshold determined at step S106.
If the energy flow is greater than the threshold, then it is necessary to activate one or more vehicle functions and the process moves to step S110, as the vehicle does not have the braking capability to bring the vehicle to a halt within a predetermined time period. If the energy flow is not greater than the threshold, then it is not necessary to activate one or more vehicle functions and the process moves to step S112, as the vehicle does have braking capability that is sufficient to bring the vehicle to a halt within a predetermined time period.
Whilst the process flow S100 is described in a particular sequence of steps, the skilled person understands that the order of the steps may be modified whilst maintaining the same outcome (e.g., the initial threshold may be determined before or after the energy of the vehicle is determined).
Whilst the inputs to the energy comparison module 10 are described above as being one or more of the vehicle speed, vehicle acceleration, vehicle mass, wheel brake torque, wheel speed, brake master cylinder pressure, throttle position, accelerator position, pedal travel, alternatively, or additionally, the inputs may be any inputs that enable the energy comparison module 10 to monitor the energy flow of the vehicle and determine whether or not one or more vehicle functions should be instigated.
Advantageously, by using the energy flow of a vehicle, the state of the vehicle (the kinetic energy of the vehicle and a measure of how much energy is being dissipated in the braking means) allows for better determination of whether further measures are required to bring the vehicle safely to a stop.
As described above in respect of Figures 1 and 2, an embodiment of the invention is given whereby the energy flow of a vehicle is monitored in order to determine the activation of one or more vehicle functions. In a further embodiment of the invention, the activation of one or more vehicle functions is determined based on energy flow and further information relating to the way the vehicle is being driven.
The energy comparison module 10 described with respect to Figures 1 and 2 is described in more detail below with respect to Figures 3 and 4. Features of the energy comparison module 10 described with respect to Figures 3 and 4 can be applied to the energy comparison module 10 described with respect to Figures 1 and 2 and vice versa.
Figure 3 shows an energy comparison module 10 having an input 12, a controller 14 and an output 16. The energy comparison module 10 is implementable in a braking system, such as the braking system 100 of Figure 1.
The controller 14 has an energy flow counter 18 and a driver behaviour counter 20. The energy flow counter 18 and the driver behaviour counter 20 receive inputs from the input 12A of input 12 via communication path 13. The energy flow counter 18 and the driver behaviour counter 20 are each configured to generate an output value that is passed to arbitrator 22 via communication path 19 and communication path 21, respectively. Alternatively, or additionally, the energy flow counter 18 and the driver behaviour counter 20 are in communication with input 12A via more than one communication path 13.
The energy flow counter 18 is arranged to maintain an increment and decrement a value indicative of the energy flow of the vehicle. The energy flow counter increments a value as a function of the kinetic energy of the vehicle and as a function of the energy dissipated in the braking means of the vehicle. The energy flow counter 18 decrements the value as a function of the cooling of the braking means. Accordingly, the energy flow counter 18 maintains a value indicative of the energy flow of the vehicle.
The driver behaviour counter 20 is arranged to provide an output based on the position and rate of change of the throttle and the position and rate of change of the brake. These are received from the input 12 via communication path 13. The driver behaviour counter 20 monitors the driver's use of the brake and accelerator pedals to detect repeated braking, such as for regularly spaced traffic lights, and brake dragging, such as in a mountain descent, as well as other aggressive driving behaviours which cause stress to the braking means. When such events are detected and received at the controller 14, the driver behaviour counter 20 increments a value. This is indicative of aggressive driving. The value is gradually decrements over time, in the absence of aggressive driving. Accordingly, the driver behaviour counter 20 outputs a dynamic value indicative of way in which the vehicle has been driven.
The input 12 includes inputs such as vehicle speed, vehicle acceleration, vehicle mass, wheel brake torque for each of the wheels, wheel speed for each of the wheels, brake master cylinder pressure, throttle position, brake master cylinder pressure and pedal travel.
The controller 14 has an arbitrator 22. The arbitrator 22 is configured to modify an energy threshold stored in the memory 10b of the energy comparison module 10 based on the inputs received from the energy flow counter 18 and the driver behaviour counter 20 via communication path 19 and communication path 21, respectively. When vehicle is being driven aggressively, the driver behaviour counter increases, suggesting that there is a need to lower the energy threshold, such that one or more vehicle functions are instigated in order to compensate for the effects of the aggressive driving. If the energy flow counter increases, suggesting that the vehicle has a higher kinetic energy and there is a large amount of energy being dissipated in the braking means, then the ability of the braking means to cope with braking events is compromised and there is a need to lower the energy threshold, such that one or more vehicle functions are instigated in order to compensate for the effects of the energy flow of the vehicle. The modified threshold is output from the arbitrator 22 to a comparator 24.
The comparator 24 is arranged to receive a modified threshold from the arbitrator 22 along with a temperature based threshold from temperature module 26, via communication path 27. The temperature based threshold is stored in the memory 10b of the energy comparison module 10. The temperature module 26 receives inputs via communication path 25 from one or more inputs 12b of the input 12. The temperature based threshold provides a threshold at which one or more vehicle functions are instigated. However, due to the use of a dynamically modified threshold provided by the arbitrator 22 in response to the outputs of the energy flow counter 18 and the driver behaviour counter 20, the temperature based threshold is set higher than would ordinarily be the case. This is due to the protective nature of the dynamically modified threshold. The comparator is configured to output a signal 16. The output signal 16 is receivable at a vehicle function driver, such as the vehicle function driver 30 of Figure 1.
Whilst the input 12 is described above as including inputs such as vehicle speed, vehicle acceleration, vehicle mass, wheel brake torque for each of the wheels, wheel speed for each of the wheels, brake master cylinder pressure, throttle position, brake master cylinder pressure and pedal travel, in further examples, the input 12 includes any input that enables the energy comparison module 10 to determine the activation of one or more vehicle functions.
The energy comparison module 10 can be implemented in a vehicle, such as vehicle 90 of Figure 9. The implementation of the energy comparison module 10 to improve activation of one or more vehicle functions is described below, with respect to Figure 4.
Figure 4 is a flow chart S200 of a method of determining activation of a vehicle function of a vehicle, as carried out by an energy comparison module 10 such as the energy comparison module 10 described with respect to Figure 3. The process commences at step S202. The process commences at a predefined event, such as when the vehicle ignition is switched on. Alternatively, or additionally, the process is configured to commence in response to any predetermined time, or event, such as the completion of one cycle calculation.
The process moves to step S204, where the energy flow of the vehicle is determined at the controller 14. The energy flow of the vehicle is determined in dependence on the kinetic energy of the vehicle. When the vehicle is not braking, the kinetic energy of the vehicle is determined based on the measured speed of the vehicle that the energy comparison module is monitoring. When the vehicle is braking, the kinetic energy is determined based on the energy going in to the braking means. The energy flow of the vehicle is determined at the controller 14 in response to receiving data from the input 12. The data is processed by the processor 10a of the energy comparison module 10 in order to determine the energy flow. In order to determine the energy flow, the energy flow counter 18 of the energy comparison module 10 maintains a value indicative of the energy flow. The value indicative of the energy flow is dynamically updated based on the inputs received at the controller 14 from the input 12. As described above, the energy flow counter 18 increments a value as a function of the kinetic energy of the vehicle and as a function of the energy dissipated in the braking means of the vehicle. The energy flow counter 18 decrements the value as a function of the cooling of the braking means. The cooling of the braking means is an estimated value based on the inputs received at the controller 14. Alternatively, or additionally, the cooling of the braking means is determined based on measurements made by one or more sensors associated with the vehicle. Accordingly, the energy flow counter 18 maintains a value indicative of the energy flow of the vehicle. Alternatively, or additionally, the energy flow counter 18 alters the value that is maintained based on one or more measurements of the acceleration/deceleration of the vehicle.
The energy flow of the vehicle is represented by a value, which may be an energy value. Generally, if the vehicle has a high value of kinetic and/or potential energy and a lot of energy is being dissipated into the braking means, then the vehicle may require one or more compensatory vehicle functions to intervene in order to enable the vehicle to brake. If the energy flow of the vehicle is such that the vehicle has a low value of kinetic and/or potential energy and a low amount of energy is being dissipated into the braking means, then the braking means are able to operate normally and no intervention with one or more compensatory vehicle functions is required.
Accordingly, the energy comparison module 10 is used to determine whether or not, in view of the way in which the braking means is used, measures are required to aid the vehicle in the event that the braking means is applied. For example, if a vehicle is travelling at a 1 7 speed v, then the kinetic energy of the vehicle is — mv , where m is the mass of the vehicle.
Therefore, this is the amount of energy required to stop the vehicle. When a vehicle is driven under non-aggressive conditions, there is typically an expectation that the application of the braking means would enable the vehicle to be brought to a halt in a predetermined time. When a vehicle is driven under aggressive conditions, the application of the braking means may not enable the vehicle to be brought to a halt in the predetermined time.
Once the energy flow of the vehicle has been determined at step S204, the process then moves to step S206, where a threshold is determined. The threshold is an energy threshold and is based on a predetermined value stored in the memory 10b of the energy comparison module 10. Alternatively, or additionally, the threshold is determined based on the energy flow of the vehicle. For example, the threshold is determined in dependence on the determined energy that is being dissipated in the braking means. Alternatively, or additionally, the threshold is the braking energy needed to bring the vehicle speed to less than a predetermined vehicle speed within a predetermined time period.
The process then moves to step S208, where a parameter indicative of driver behaviour is determined at the driver behaviour counter 20. The parameter is one of a change in a speed of the vehicle, a request for braking, change of position of a throttle, rate of change of position of a throttle, change of position of a brake pedal and rate of change of position of a brake pedal. Alternatively, or additionally, the parameter is any parameter that enables the driver behaviour to be monitored in such a way that the threshold can be modified in order better to reflect the need for one or more vehicle functions to be instigated.
Advantageously, the driver behaviour counter 20 can be calibrated in order to account for different driver behaviour. For example, the driver behaviour counter 20 can be configured to respond to long and fast presses of the accelerator pedal, such as in an overtake manoeuvre, to provide a slight increment in the value output by the driver behaviour counter 20, whereas, very heavy braking, such as an emergency stop from motorway speeds may cause a larger increment in the value output by the driver behaviour counter. These two events in quick succession could be used to provide a large rise in the value output by the driver behaviour counter. A larger value output by the driver behaviour counter 20 causes a larger decrease in the energy threshold, as described below. Alternatively, as these events could be seen to be relatively short lived, repeated behaviour in this manner could be used to provide a yet more significant rise in the value output by the driver behaviour counter, thereby accounting for more aggressive driving styles that will have a significant effect on the performance of the braking means.
Beneficially, the driver behaviour counter 20 can be configured to decrease in absence of such events, so that the value output by the driver behaviour counter 20. Therefore, the energy comparison module 10 outputs a signal 16 based on a dynamically changing system, with more significant responses to more significant events (e.g., multiple brake/accelerate events).
The process then moves to step S210, where the threshold determined at step S206 is modified (or maintained), in dependence on the parameter determined at step S208. Such modification takes place at the arbitrator 22 of the controller 24
The process moves to step S212. At step S212, the energy flow is compared with the modified threshold determined at step S210 by virtue of comparison of an energy flow value with the threshold. This step is performed by the comparator 24 of the controller 14.
Alternatively, or additionally, the comparator 24 also compares the energy flow with a temperature threshold.
If the energy flow value is greater than the modified threshold, then it is necessary to activate one or more vehicle functions and the process moves to step S214, as the braking means of the vehicle do not have a sufficient braking capability to bring the vehicle to a halt within a predetermined time period. At step 214, the controller 14 outputs a signal 16. The output signal 16 is sent to a vehicle function driver, such as vehicle function driver 30 of the braking system 100 described with respect to Figure 1.
If the energy flow value is not greater than the modified threshold, then it is not necessary to activate one or more vehicle functions and the process moves to step S216, as the braking capability of the braking means is sufficient to bring the vehicle to a halt within a predetermined time period.
As the process of determining the energy of the vehicle and modifying thresholds is a dynamic one then the process then reverts to step S202 and is performed again. The process maintains the previously determined values provided by the energy flow counter 18 and the driver behaviour counter 20 and modifies them each cycle in response to the inputs received from the input 12 at the controller 14. Alternatively, or additionally, the process resets the energy flow counter 18 and/or the driver behaviour counter 20 at appropriate events, which may be predetermined events or dynamically determined events based one the detection of one or more events.
Whilst a parameter indicative of driver behaviour is described above as determined by the driver behaviour counter 20, alternatively, or additionally, the energy flow counter 18 is configured to determine one or more parameters indicative of driver behaviour, for example, based on the energy flow of the vehicle.
Whilst the energy flow counter 18 and the driver behaviour counter 20 are described above as incrementing and decrementing a value based on the detection of events, the events that are detected can be given different weightings. Alternatively, or additionally, the detected events that are sent as inputs to the controller 14 contribute to the incrementing and decrementing of the values output by the energy flow counter 18 and the driver behaviour counter 20 in dependence on a hierarchical importance of events. Therefore, particular events are beneficially assigned relative importance, whereby the initiation of a vehicle function is dominated by one or more event.
Whilst the energy comparison module 10 is described above as having separate elements, e.g., energy flow counter 18, driver behaviour counter 20 etc., arbitrator 22, comparator 24, alternatively, or additionally, the energy comparison module 10 has any number of elements organised in any manner capable of providing the functionality described herein.
Whilst the process flow S200 is described in a particular sequence of steps, the skilled person understands that the order of the steps may be modified whilst maintaining the same outcome (e.g., the initial threshold may be determined before or after the energy of the vehicle is determined).
Whilst the process flows described with respect to Figures 2 and 4 are made with reference to one initial threshold, alternatively or additionally there may be any number of thresholds at which one or more vehicle functions are configured to switch between two or more states.
Advantageously, the use of energy flow as metric for determining the activation of one or more vehicle functions leads to improved triggering of the one or more vehicle functions, as the energy flow is indicative of brake capacity and where this is reduced, the one or more vehicle functions can be triggered earlier than would otherwise be the case.
Beneficially, the dynamic determination of the energy flow of the vehicle provides improved accuracy in the estimation of the capacity of the braking system at any point during a driving cycle.
Advantageously, the dynamic determination of the energy flow and the monitoring of a driver's behaviour means that more accurate and flexible calibration of a braking system can be provided.
Figures 5 to 8 depict graphical representations of scenarios where a vehicle function, such as a reduction in engine power (power derate), is instigated in response to the detection of a parameter. Figures 5 and 6 illustrate how known systems may unnecessarily instigate the vehicle function prematurely and Figures 7 and 8 illustrate how the problem with known system is addressed.
In order to illustrate the advantages of the present invention, Figures 5 to 6 show graphical representations of how a temperature-based derate trigger is used in two different scenarios and this is contrasted with the graphical representations of Figures 7 and 8, which show how the use of energy flow and driver behaviour to modify a threshold improves the accuracy of when one or more vehicle functions are activated.
Figure 5 is a graphical representation 50 of a known temperature-based derate trigger and is illustrative of a scenario where a vehicle is driven in aggressive conditions, such as in a repeated cycle of acceleration and braking. The upper vertical axis 52 is representative of energy. The lower vertical axis 54 represents a trigger signal. The horizontal axis 56 represents time. The upper graphical representation shows four traces: a temperature threshold 51, temperature of brake disks 55, an estimated gradient of temperature escalation without reduction of the engine power of the vehicle 53 and an estimated gradient of the temperature escalation with reduction of the engine power of the vehicle 57. In the example of Figure 5, the temperature threshold is set to 2 x 108 Joules. As the vehicle is being driven with cyclical braking and accelerating, the brake disks do not have time to cool fully to an equilibrium temperature. As a result, there is a general increase in the temperature of the brake disks. If the temperature of the brake disks is too high, they will not function as they should. At the point that the temperature of the brake disks 55 reaches the temperature threshold 51, a signal 58 triggers a reduction in engine power, thereby to alter the temperature escalation from the higher gradient trace 53 to that of the lower gradient trace 57.
Figure 6 is a graphical representation 60 of a known temperature-based derate trigger and is illustrative of non-aggressive driving, where the vehicle accelerates and brakes in such a manner that the brake disks can cool to an equilibrium temperature between braking events. The upper vertical axis 62 is representative of energy. The lower vertical axis 64 represents a trigger signal. The horizontal axis 66 represents time. The upper graphical representation shows two traces: a temperature threshold 61 and temperature of brake disks 63. In the example of Figure 6, the temperature threshold is set to 2 x 108 Joules. At the point that the temperature of the brake disks 63 reaches the temperature based energy threshold 61, such as in response to a braking event, a signal 68 triggers a reduction in engine power, however, there is no further escalation in the temperature of the brake disks 63 after the point at which the signal 68 triggers a reduction in engine power, therefore, such engine power reduction has been unnecessarily triggered.
Figure 7 is a graphical representation 70 of an energy and behaviour based derate trigger and is illustrative of a scenario where a vehicle is driven in aggressive conditions, such as in a repeated cycle of acceleration and braking. The upper vertical axis 72 is representative of energy. The lower vertical axis 74 represents a trigger signal. The horizontal axis represents time. The upper graphical representation shows two traces: an energy threshold 71 and the temperature of the brake disks 73. In the example of Figure 7, the temperature threshold is set initially to 3 x 108 Joules. However, in contrast to Figure 5, the threshold 71 varies in response to the driver's behaviour. Therefore, the braking and acceleration that causes the step-like escalation in brake temperature results in a modification of the threshold 71, such that the threshold is lowered. At the point that the temperature of the brake disks 73 reaches the temperature based energy threshold 71, a signal 78 triggers a reduction in engine power.
Figure 8 is a graphical representation 80 of an energy and behaviour based derate trigger. The upper vertical axis 82 is representative of energy. The lower vertical axis 84 represents a trigger signal. The horizontal axis represents time. The upper graphical representation shows two traces: an energy threshold 81 and the temperature of the brake disks 83. In the example of Figure 8, the temperature threshold is set initially to 3 x 108 Joules. This contrasts with the temperature threshold of 2 x 108 Joules of Figure 6. The driver behaviour of the vehicle is not aggressive, therefore the temperature threshold is not modified. Accordingly, since the temperature of the brake disks 83 does not reach the temperature based energy threshold 81, a signal 88 does not trigger a reduction in engine power.
Figure 9 is an image of a vehicle 90 that includes a braking system 100 as described above with respect to Figures 1 to 4, in communication with the braking means 11 of the vehicle 90.
Whilst temperature and energy thresholds have been described with reference to particular values, above, alternatively, or additionally, the thresholds can be set to any value that is appropriate for the situation in which they are being implemented.
Whilst the vehicle functions have been described above as controlling a powertrain, initiating a warning alarm and activating one or more vanes, the vehicle function may be any vehicle function that acts to assist a user or a driver of the vehicle to operate the vehicle so that the vehicle performance and/or speed can be improved, for example by bringing the vehicle safely to a stop.
Whilst the threshold has been described as being retrieved, at least in part, from a memory of the energy comparison module, any method for determining the threshold may be used, for example a look up table based on the temperature of the braking means, as determined by a sensor configured to detect and measure the temperature of the braking means.

Claims (27)

1. An energy comparison module for a braking system of a vehicle, comprising:
a controller, wherein the controller is configured to:
determine an energy flow of a vehicle comprising a braking means; determine a threshold indicative of the capability of the braking means to perform braking of the vehicle;
compare the threshold to the energy flow of the vehicle; and output a control signal to cause switching between a first state and a second state of at least one vehicle function in dependence on the comparison of the threshold to the energy flow of the vehicle
2. The energy comparison module of claim 1, wherein the controller is configured to:
modify the threshold in dependence on the energy flow of the vehicle.
3. The energy comparison module of any preceding claim, wherein the controller is configured to:
detect a parameter indicative of driver behaviour;
determine a factor in dependence on the parameter indicative of driver behaviour; and modify the threshold in dependence on the factor.
4. The energy comparison module of any preceding claim, wherein the control signal causes the at least one vehicle function to operate in the first state when the comparison of the energy flow with the threshold indicates the at least one vehicle function is required to assist braking of the vehicle.
5. The energy comparison module of claim 4, wherein the control signal causes the at least one vehicle function to operate in the second state when the comparison of the energy flow with the threshold indicates the at least one vehicle function is not required to assist braking of the vehicle.
6. The energy comparison module of any of claims 3, 4 or 5, wherein the control signal is modified in dependence on the factor.
7. The energy comparison module of any preceding claim, wherein the energy flow is determined in dependence on a comparison of the energy dissipated in the braking means and one or more of the kinetic energy of the vehicle and the potential energy of the vehicle.
8. The energy comparison module of any preceding claim, comprising an energy flow counter, wherein the energy flow counter is configured to determine a value in dependence on the energy of a vehicle comprising the braking means, wherein the value is compared with the threshold, thereby to determine switching between the first state and the second state of at least one vehicle function.
9. The energy comparison module of claim 8, wherein the value determined by the energy flow counter represents a dynamically updated state of the vehicle.
10. The energy comparison module of claim 9, wherein the dynamically updated state of the vehicle is a running total starting from a determined event.
11. The energy comparison module of any of any preceding claim, comprising a behaviour monitor counter, wherein the behaviour monitor counter is configured to determine a behaviour value in dependence on the parameter, wherein the factor is calculated in dependence on the behaviour value.
12. The energy comparison module of claim 11, wherein the behaviour value determined by the behaviour monitor counter represents a dynamically updated state of a driver's driving behaviour.
13. The energy comparison module of claim 12, wherein the dynamically updated state of the driver's driving behaviour is a running total starting from a determined event.
14. The energy comparison module of any preceding claim, wherein the energy of a vehicle comprising the braking means comprises the kinetic energy of the vehicle and/or the potential energy of the vehicle.
15. The energy comparison module of any preceding claim, wherein the at least one function is one of reducing engine power of a vehicle to which the energy comparison module is associated, activating a warning light of a vehicle to which the energy comparison module is associated, activating a sound alarm of a vehicle to which the energy comparison module is associated and activating one or more vanes of a vehicle to which the energy comparison module is associated.
16. The energy comparison module of any of claims any preceding claim, wherein energy comparison module is configured to:
detect a further parameter indicative of driver behaviour;
calculate a further factor in dependence on the parameter indicative of driver behaviour and the further parameter indicative of driver behaviour; and modify the threshold in dependence on the further factor.
17. The energy comparison module of any of any of claims 3 to 16, wherein the parameter and or/the further parameter are/is at least one of a position of a throttle of the vehicle comprising the braking means, a rate of change of position of a throttle of the vehicle comprising the braking means, a position of a brake pedal of the vehicle comprising the braking means and the rate of change of position of a brake pedal of the vehicle comprising the braking means.
18. The energy comparison module of any of claims any of claims 3 to 17, wherein the parameter and/or the further parameter are modified by a weighting function.
19. The energy comparison module of any of claims any of claims 3 to 18, wherein the parameter is the most significant parameter of a plurality of parameters indicative of driver behaviour.
20. The energy comparison module of any preceding claim, wherein the energy of a vehicle and/or threshold are/is updated in dependence on the detection of an event.
21. The energy comparison module of claim 20, wherein the event is one or more of a change in a speed of the vehicle, a request for braking, change of position of a throttle, rate of change of position of a throttle, change of position of a brake pedal and rate of change of position of a brake pedal.
22. A braking system for a vehicle, the braking system comprising:
the energy comparison module of any of claims 1 to 21; and a braking means to perform braking of a vehicle.
23. A vehicle comprising the braking system of claim 22.
24. A method comprising:
determining an energy flow of a vehicle comprising a braking means; determining a threshold indicative of the capability of the braking means to perform braking of the vehicle;
comparing the threshold to the energy flow of the vehicle comprising the braking means; and outputting a control signal to cause switching between a first state and a second state of at least one vehicle function in dependence on the comparison of the threshold to the energy flow of the vehicle comprising the braking means.
25. A computer program product comprising instructions which, when the program is executed by a processor, cause the processor to carry out the method of claim 24.
26. A computer readable medium having stored therein the computer program product of claim 25.
27. A non-transitory computer readable medium comprising computer readable instructions that, when executed by a processor, cause performance of the method of claim 24.
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FR2794825A1 (en) * 1999-06-10 2000-12-15 Peugeot Citroen Automobiles Sa Method of prevention of excessive wear of motor vehicle brake linings uses model of braking operation based on physical parameters and correspondence table
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FR2733830A1 (en) * 1995-05-05 1996-11-08 Gec Alsthom Transport Sa Instantaneous temperature measuring device for brake disc
FR2794825A1 (en) * 1999-06-10 2000-12-15 Peugeot Citroen Automobiles Sa Method of prevention of excessive wear of motor vehicle brake linings uses model of braking operation based on physical parameters and correspondence table
EP1435470A1 (en) * 2003-01-02 2004-07-07 FERRARI S.p.A. Method and device for determining wear of composite material brake disks of a road vehicle
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