WO2011126431A1 - Method and module pertaining to cruise control - Google Patents
Method and module pertaining to cruise control Download PDFInfo
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- WO2011126431A1 WO2011126431A1 PCT/SE2011/050364 SE2011050364W WO2011126431A1 WO 2011126431 A1 WO2011126431 A1 WO 2011126431A1 SE 2011050364 W SE2011050364 W SE 2011050364W WO 2011126431 A1 WO2011126431 A1 WO 2011126431A1
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- speed
- vehicle
- segment
- lowering
- horizon
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Classifications
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- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
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- G01C21/38—Electronic maps specially adapted for navigation; Updating thereof
- G01C21/3804—Creation or updating of map data
- G01C21/3807—Creation or updating of map data characterised by the type of data
- G01C21/3815—Road data
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
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- G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
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- B60W2710/06—Combustion engines, Gas turbines
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- 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
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Definitions
- the present invention relates to a method and a module for calculating speed set-point values v ref for a control system in a vehicle, and for calculating in particular when a lowering of the vehicle's speed has to be effected.
- a desired speed can then be set by the driver, e.g. via a control device in the steering wheel console, and a cruise control system in the vehicle thereafter causes a control system to accelerate and brake the vehicle in order to maintain the desired speed. If the vehicle is equipped with an automatic gear change system, it changes gear in such a way that the vehicle can maintain the desired speed.
- the cruise control system When a cruise control is used in hilly terrain, the cruise control system will try to maintain a set speed uphill. This results inter alia in the vehicle accelerating over the crest of a hill and possibly into a subsequent downgrade, making it necessary for it to be braked to avoid exceeding the set speed. This is a fuel-expensive mode of driving.
- the system endeavours to use the kinetic energy in order to begin the next climb at a higher speed than an ordinary cruise control.
- the system provides slight acceleration at the end of the downgrade to maintain the vehicle's momentum. In undulating terrain, this means that the vehicle begins the next climb at a higher than normal speed. Fuel can be saved by avoiding unnecessary acceleration and utilising the vehicle's kinetic energy.
- US 2008/0306669 Al describes a cruise control which interacts with throttling of fuel injection in the engine when the vehicle is on a steep downgrade.
- the cruise control endeavours constantly to maintain the reference speed, which means that signals to an accelerator pedal to increase speed or signals to throttle fuel injection may be sent several times on the same downgrade, which may result in jerky running.
- the signal to the fuel injection may be ramped.
- the gradient of the road is determined by continuously evaluating the vehicle's speed.
- the object of the present invention is to propose an improved method for reducing fuel consumption and/or shortening driving time when a vehicle is driven with the assistance of cruise control.
- a method for calculating speed set-point values v re f for a control system in a vehicle comprising A) determining a horizon by means of location data and map data for an itinerary made up of route segments and at least one characteristic for each segment; B) calculating speed set-point values v re f for the vehicle's control system along the horizon on the basis of rules pertaining to characteristics of segments, and when a lowering of the vehicle's entry speed i to a segment is calculated to be necessary if the end speed v s i ut, i in the segment is to be ⁇ v max and unnecessary braking thereafter is consequently to be avoided, the method comprises: C) calculating within the horizon a trigger location from which the fuel injection to the vehicle has to be throttled in order to achieve a lowering to ⁇ ; ⁇ provided that v m j n ⁇ v ref ⁇ v max , where v m in and Vmax set the limits for permissible speeds for
- the object is achieved by a module for determining speed set- point values v ref for a vehicle's control system, which module comprises a horizon unit arranged to determine a horizon by means of location data and map data for an itinerary which is made up of route segments and at least one characteristic for each segment; the module also comprises a processor unit arranged to: calculate speed set-point values v ref for the vehicle's control system along the horizon on the basis of rules pertaining to characteristics of segments, and when a lowering of the vehicle's entry speed v; n, i to a segment is calculated to be necessary if the end speed v smt, , in the segment is to be ⁇ v max and unnecessary braking thereafter is consequently to be avoided, the processor unit is arranged to calculate within the horizon a trigger location from which the fuel injection to the vehicle has to be throttled in order to achieve a lowering to Vj n , provided that v m j consent ⁇ ref ⁇ max, where Vmin and Vmax set the limits
- the vehicle's speed is predicted along a horizon which is typically 1 to 2 km long.
- the algorithm tries to adjust the reference speed v re f, i e. the speed applied to the vehicle's cruise control, on preceding segments (nearer to the vehicle) of the horizon within the range defined by v m j n and v m ax-
- the vehicle's reference speed may be lowered quickly in a single step. Throttling the fuel supply means that no fuel is injected into the engine. The amount of speed lowering needs to be sufficient to result in drag torque. Throttling the fuel supply to the engine to avoid unnecessary braking due to too high speed on, for example, a downgrade or a bend makes it possible to reduce driving time as compared with ramping the vehicle's speed down. Ramping the vehicle's speed may be effected by applying Torricelli's formula (1), which means the vehicle's reference speed increasing or decreasing in a substantially linear manner. By throttling the fuel supply the same lowering of speed can be effected in a shorter time, resulting in less loss of driving time. The reduced driving time may instead be converted to fuel saving by lowering the vehicle's speed on level roads. The driver will usually notice the lowering of speed, which makes it safer in that he/she is aware of what is going to happen.
- the vehicle needs to have a significant weight, otherwise the driver may find its behaviour unexpected and uncomfortable, and other road users may have difficulty in anticipating such a driving style.
- Figure 1 depicts a module according to the invention, arranged to determine speed set- point values v ref .
- Figure 2 illustrates the length of a control system's horizon in relation to the length of the itinerary for the vehicle.
- FIG. 3 is a flowchart for the method according to an embodiment of the invention.
- Figure 4 illustrates a comparison of the vehicle's speed when various different cruise control methods are used.
- Figure 5 illustrates how the fuel injection varies between the various methods in Figure 4.
- Figure 6 depicts an example of how the trigger location for fuel supply throttling to begin is calculated according to an embodiment of the invention.
- Information about a vehicle's itinerary can be used to determine its reference speed v ref for the engine control system in the vehicle when using cruise control in order to save fuel, increase safety and enhance comfort.
- Other set-point values for other control systems may also be regulated.
- Topography greatly affects the control of, in particular, the power train of heavy vehicles, since much more torque is required uphill than downhill and to make it possible to climb some hills without having to downshift.
- the vehicle is provided with a positioning system and map information, and location data from the positioning system and topology data from the map information are used to construct a horizon which represents the nature of the itinerary.
- GPS Global Positioning System
- vehicle location data e.g. systems which use radio receivers to determine the vehicle's location.
- the vehicle may also use sensors to scan the
- Figure 1 illustrates how a unit incorporates map and GPS information about the itinerary.
- the itinerary is exemplified below as a single route for the vehicle but it should be appreciated that various conceivable itineraries are incorporated as information via maps and GPS or other positioning systems.
- the driver may also register the starting point and destination point for the intended journey, in which case the unit uses map data etc. to calculate a suitable route.
- the itinerary or, if there are two or more possible alternatives, the itineraries are sent bit by bit via CAN (controller area network) to a module for calculation of set-point values.
- the module may be separate from or be part of the systems which are to use the regulating set-point values.
- the unit with maps and positioning system may also be part of a system which uses the regulating set-point values.
- the bits are put together in a horizon unit to construct a horizon and are processed by the processor unit to create an internal horizon on which the control system can regulate. If there are two or more alternative itineraries, a similar number of internal horizons are created for the various alternatives.
- the control system may be any of the various control systems in the vehicle, e.g. engine control system, gearbox control system or some other control system.
- a horizon is usually constructed for each control system, since control systems regulate on different parameters.
- the horizon is then continually provided with new bits from the unit with GPS and map data, to maintain a desired length of horizon.
- the internal horizon is thus updated continuously when the vehicle is in motion, as illustrated in Figure 2. ⁇
- CAN is a serial bus system specially developed for use in vehicles.
- the CAN data bus makes digital data exchange possible between sensors, regulating components, actuators, control devices, etc. and provides assurance that two or more control devices can have access to the signals from a given sensor in order to use them to control components connected to them.
- v set cruise control set speed preselected by, for example, the driver
- Vref- reference speed displayed within v m i n ⁇ v re f ⁇ v max in order if possible to keep vehicle speed within the range v m j n to v max
- Avpred, i-i possible lowering during segment (i-1), predicted with, for example, drag torque ⁇ , rest: remaining lowering needed, Av, n , tot - ⁇ ⁇ ( ⁇ , M - Av pre d, ⁇ -i which decreases continuously after segments ahead have been taken into account.
- the present invention relates to a method illustrated in the flowchart in Figure 3 according to an embodiment of the invention.
- the example described below refers to only one horizon but it should be appreciated that two or more horizons for various alternative itineraries might be constructed in parallel.
- the method comprises a first step A) of determining a horizon based on location data and map data for an itinerary made up of route segments and at least one characteristic for each segment.
- a characteristic may for example be the segment's length, gradient, radius of curvature, road signs, sundry hindrances etc.
- the horizon module puts the bits together progressively to construct a horizon of the itinerary, the length of the horizon being typically of the order of 1 to 2 km.
- the horizon unit keeps track of where the vehicle is and continually adds to the horizon so that its length is kept constant, as illustrated in Figure 2. According to an embodiment, when the destination point of the journey is within the length of the horizon, the horizon is no longer added to, since travelling beyond the destination point is not relevant.
- the horizon is made up of route segments which have various inter-related characteristics.
- the horizon is here exemplified in matrix form in which each column contains a characteristic for a segment.
- a matrix covering 80 m ahead on an itinerary might take the following form:
- first column is the length of each segment in metres (dx) and the second column the gradient in % of each segment.
- the matrix is to be taken to mean that for 20 metres ahead from the vehicle's current location the gradient is 0.2%, followed by 20 metres with a gradient of 0.1 %, and so on.
- the values for segments and gradients need not be expressed in relative values but might instead be expressed in absolute values.
- the matrix is with advantage vector- formed but might instead be of pointer structure, in the form of data packages or the like.
- step B speed set-point values v ref are calculated for the vehicle's control system along the horizon on the basis of rules pertaining to characteristics of segments.
- Each segment is preferably placed in a category according to its characteristic or characteristics, and the category in which each segment is placed then determines which rules are applicable to the segment when speed set-point values v ref are to be calculated. How this works is explained in more detail below.
- the method comprises calculating threshold values for at least one characteristic for segments, depending on one or more vehicle-specific values, and these threshold values serve as boundaries for division of segments into different categories.
- threshold values are calculated for their gradients. The threshold values for the relevant
- vehicle-specific values e.g. current transmission ratio, current vehicle weight, the engine's maximum torque curve, mechanical friction and/or the vehicle's estimated running resistance at current speed.
- vehicle model internal to the control system is used to estimate running resistances at current speed. Transmission ratio and maximum torque are known magnitudes in the vehicle's control system, and vehicle weight is estimated online.
- Level road Segment with zero gradient ⁇ a tolerance.
- Steep upgrade Segment too steep for vehicle to maintain speed in current gear.
- Steep downgrade Segment so steep downhill that vehicle is accelerated by gradient alone.
- the characteristics of segments are their length and gradient, and placing them in the categories described above involves calculating threshold values in the form of two gradient threshold values l m iggi and l ma , where l m i n is the minimum gradient for the vehicle to be accelerated downhill by the gradient alone, and l max the maximum gradient on which the vehicle can maintain speed uphill without changing gear.
- the vehicle may be regulated according to the gradient and length of the road ahead so that it can be driven in a fuel-economising way by means of cruise control in undulating terrain.
- the characteristics of segments are their length and lateral acceleration, and threshold values are calculated in the form of lateral acceleration threshold values which classify segments by how much lateral acceleration they cause.
- the vehicle's speed may then be regulated so that it can be driven in a way suited to fuel economy and traffic safety with regard to road curvature, i.e. any lowering of speed before a bend is as far as possible effected without use of service brakes.
- the tolerance for the "level road ' ' category is preferably between -0.05% and 0.05% when the vehicle travels at 80 km/h.
- l m j n is usually calculated to be of the order of -2 to -7%, and l max usually 1 to 6%.
- these values depend greatly on current transmission ratio (gears + fixed rear axle ratio), engine performance and total weight.
- each segment within the horizon is placed in a category on the basis of the comparisons.
- an internal horizon for the control system can then be calculated on the basis of rules pertaining to the categories in which segments within the horizon have been placed.
- the internal horizon comprises speed set-point values v ref which incorporate entry speeds Vj n , i to each segment and which the control system has to aim at. All the segments within the horizon are stepped through continuously, and as new segments are added to the horizon the entry speeds Vj n , i to them are progressively adjusted as necessary, within the range for the vehicle's set speed v set .
- v set is the set speed selected by the driver and desired to be maintained by the vehicle's control system when travelling within a range.
- the range is bounded by two speeds v m i n and v max which may be set manually by the driver or be set automatically by calculations of suitable ranges, preferably calculated in the module.
- a speed increase is ramped to arrive at an entry speed Vi n , , and to provide the control system with set-point values v re f which cause a gradual increase in the vehicle's speed. Ramping a speed increase results in calculation of gradual speed changes which have to be made in order to achieve the speed change. In other words, ramping achieves a linear speed increase.
- v; n is the entry speed to segment (i), v s i ut , i the vehicle's speed at the end of segment (i), a the constant acceleration and s the length of the segment.
- Cd is the air resistance coefficient
- p density of the air
- A vehicle's largest cross-sectional area
- F tra ck the force acting from the engine torque in the vehicle's direction of movement
- F ro n the force from the rolling resistance acting upon the wheels
- F a the force acting upon the vehicle because of the gradient a of the segment
- r W h ee i the vehicle's wheel radius M the vehicle's weight
- CrrisoF a constant term related to the rolling resistance of the wheels and Vi so an ISO speed, e.g. 80 km/h.
- the method comprises the step C) of calculating within the horizon a trigger location from which the fuel injection to the vehicle has to be throttled in order to achieve a lowering to Vj n , j.
- This trigger location is subject to continued calculations of speed set-point values v ref .
- a proviso for lowering of Vj n , j is that v m j n v re f ⁇ v max .
- Vj n lowering the vehicle's speed by throttling the fuel injection and using the vehicle's kinetic energy to freewheel down to desired Vj n , j allows the vehicle's speed to be lowered before a downgrade and the energy which the vehicle acquires on the downgrade to be utilised with no need for braking in order not to exceed any speed limit.
- the vehicle also gains a shorter driving time which may be converted to lower fuel consumption by lowering its average speed for the rest of the journey.
- the method therefore comprises determining the vehicle's weight, and if it exceeds a predetermined threshold value, then step C) is performed, otherwise the lowering of the vehicle's speed to Vj n , j is calculated by applying Torricelli's equation (1).
- the vehicle's weight may for example be determined by the driver indicating what the cargo or the vehicle weighs or by the vehicle's weight being detected by sensors. Interruption of fuel supply is deemed preferable on vehicles with a train weight of more than about 30 tonnes. Interruption of fuel supply may be applicable on vehicles with a train weight greater than a predetermined weight within the range 10 to 30 tonnes. Otherwise the driver may find the vehicle's behaviour unexpected and uncomfortable. Other road users would also have difficulty in anticipating such a driving style.
- the vehicle's speed v ref thus needs to be reduced on the segment or segments before the beginning of said segment with the entry speed ⁇ ; ⁇ , j.
- the method investigates whether it is possible to retard during the preceding segment, and if not, it then investigates the segment before that, and so on.
- lowering of v ref is simulated by formula (2) in the segment in which retardation is possible, Teng being set to, for example, drag torque of about -150 Nm, down to Vj n , ;.
- a simulated possible speed lowering Av pre d, i-i v s i ut , M - v pre d, is calculated.
- v s i ut , M is thus the same speed as j.
- Av pre d, i-i is therefore the lowering of v n , i which is possible during the relevant segment (i-1) when the engine torque is low or negative, e.g. drag torque, and Avi n> tot is the desired lowering of ⁇ 3 ⁇ 4, If ⁇ 3 ⁇ 4, tot ⁇ Av pred; n, the trigger location for the fuel injection throttling to begin is calculated from the beginning of the segment as
- Trigger location -— pre/ '' ⁇ ' > w)_ ⁇ length of segment (1 1)
- segment (i-i) If the whole of the desired lowering is not possible during segment (i-1), a new desired lowering ⁇ ⁇ , res t to ⁇ ⁇ > to t - Av pre d, i-i is calculated. Segments ahead are investigated to see whether further lowering is feasible.
- An interrupt condition for lowering the speed on segments ahead is that Vj n j (where j ⁇ i-1) has reached v m j n or that the whole horizon has been stepped back to the vehicle. Thereafter the adjustments continue on segment i+1.
- v ref is set to v m i n - K, where K is a constant, e.g. 5 km/h.
- K is a constant, e.g. 5 km/h.
- Throttling the fuel supply has been predicted to take place a certain number of segments before a downgrade.
- v set 80 km/h
- v m in 73 km/h
- v max 85 km/h.
- Vpred [80, 80, 80, 79, 78, 77, 76, 75, 74, 73, 72, 71 , 70, 70, 71, 72, 73, 74,
- v ref [80, 80, ... , 80, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 68, 80, 80,80, 80, 80, 80]
- Vp r ed is the predicted speed along the horizon.
- Each element in the vectors corresponds to a segment with individual gradient, e.g. segments may be of fixed or variable L m.
- the fuel is throttled throughout the downgrade until the vehicle no longer gains speed by force of gravity and has to be accelerated in order to maintain v set or avoid dropping below v m i n .
- Figures 4 and 5 illustrate what happens in terms of vehicle speed and amount of fuel supplied when fuel injection is throttled before and during a hill, as compared with traditional cruise control with constant speed brake and lowering by constant retardation by means of Torricelli's equation (1).
- Cruise control with constant speed brake means the vehicle's avoiding using the service brakes and using instead its supplementary brakes (e.g. retarder and exhaust brake, and possibly also electromagnetic brake (Thelma) and/or VEB (Volvo engine brake)) to brake away the vehicle's kinetic energy and maintain constant speed.
- XI represents the speed for a vehicle using traditional cruise control set to v se t and constant speed brake set to keep the vehicle's maximum speed on steep downgrades down to Vkf3 ⁇ 4.
- Yl represents a vehicle speed lowered by Torricelli's equation (1), and Zl a speed lowered by throttling the fuel supply.
- v ref v set .
- Figure 5 shows how much fuel is injected into the vehicle's engine during corresponding periods.
- Figure 5 shows that the amount of fuel injected Z2 goes down in one step from current fuel injection D to 0 %.
- Current fuel injection D is a value between 0 and 100%.
- the vehicle's speed Zl then goes down to v m j n before being accelerated by the weight of the vehicle to v max and thereafter being reduced to v set , while the amount of fuel injected Z2 to the engine is still zero.
- the mode of driving for speeds Yl and Zl consumes approximately the same amount of fuel when v set is the same, but that Zl is higher for a longer time. Modes of driving which result in speeds Yl and Zl do however consume less fuel than the mode which results in speed XI .
- the driving time tr for the vehicle along the segment is predicted. This driving time is then compared with the driving time t T oR along the segment when the vehicle's speed is instead lowered by applying Torricelli's equation (1). A lowering of v ref may then be calculated for the driving time tj to become txo R , i e. the same length of time as when Torricelli's equation (1) is applied.
- the method comprises lowering the speed v ref so that a desired trade-off between fuel reduction and shorter driving time is achieved. A desired trade-off may for example be half in terms of calculated time gain and the remainder in terms of reduced amount of fuel.
- the driver may also have the possibility of choosing whether to prefer shorter driving time, lower fuel consumption or a combination, e.g. by using a control device.
- the driving time for the journey is calculated as
- the fuel consumption is calculated by integrating the predicted fuel flow along the segment on which the speed decrease is to take place, as follows:
- the fuel flow is nil during throttling of the fuel supply.
- the torque in formula (14) is that required for achieving desired speed, i.e. the torque required to overcome running resistance and apply any acceleration/retardation.
- the method comprises calculating speed set-point values v re f so that the vehicle is calculated to reach desired set speed v set after it has passed the segment for which the entry speed ⁇ ; ⁇ , , has been lowered.
- the lowering of Vilic, i may then perhaps not be as great as when v re f is allowed to go down to v m ; n after the hill, but the vehicle may instead maintain a higher speed and hence achieve a shorter driving time.
- Figure 6 depicts a number of different route segments (i-3) to (i+1).
- the speed which would result from a traditional cruise control is represented by a continuous line v cc in the lower diagram.
- v cc the speed which would result from a traditional cruise control
- the vehicle's speed is predicted to exceed v max on segment (i) (same pattern as in Figure 4).
- v s i ut which is the predicted end speed on segment (i), is calculated to exceed v max by 5 km/h according to formula (2).
- the method first investigates whether it is possible to retard during segment (i-1), and the vehicle's end speed v pre d, M is calculated by formula (2) when the engine torque is low or negative, e.g. drag torque, and the possible lowering of speed during segment (i-1) is calculated, i.e. Av pre d, M.
- the speed which would result in this case is represented by a chain-dotted line.
- the vehicle's end speed v pre d, i -2 is then predicted by formula (2) when the engine torque is low or negative, e.g.
- Av pre d, i- 2 is calculated by subtracting v pre d, i -2 from the calculated end speed v slut, i -2 in segment (i-2). If the remaining desired lowering (Avi n , i-i) is smaller than or equal to ⁇ ⁇ 1 , i -2 , the trigger location for throttling of fuel supply during segment (i-2) is calculated by applying formula (1 1 ).
- the method comprises adapting the running resistance by a scale factor by comparing estimated running resistances with measured actual running resistances, e.g. to compensate for headwind or tailwind.
- the running resistance estimated rolling resistance, air resistance and perpendicular force (hill) and other losses in, for example, the power train
- the adaptation involves comparing estimated running resistances calculated on the basis of map data and parameters with how well the running resistance matches with measured running resistances in real time. The adaptation is done progressively to avoid having a fluctuating scale factor. Such adaptation results in reaching with greater certainty the predicted v m j fashion, which might otherwise cost more than ramping down the reference speed.
- the invention relates also to a module for determining speed set-point values v ref for a vehicle's control system.
- the module comprises a horizon unit arranged to determine a horizon by means of location data and map data for an itinerary which is made up of route segments and at least one characteristic for each segment.
- the module comprises also a processor unit arranged to calculate speed set-point values v ref for the vehicle's control system along the horizon on the basis of rules pertaining to characteristics of segments, and to calculate, when a lowering of the vehicle's entry speed v ln> ; to a segment is calculated to be necessary if the end speed v s i ut, ; in the segment is to be ⁇ v max and unnecessary braking thereafter is consequently to be avoided, within the horizon a trigger location from which the fuel injection to the vehicle has to be throttled in order to achieve a lowering to Vj ni , , provided that v m i n ⁇ v re f ⁇ v max , where v m j consumer and v max set the limits for permissible speeds for v re f, this trigger location being subject to continued calculations of speed set-point values v ref , and the vehicle is regulated according to the speed set-point values v re f.
- This module makes it possible
- the processor unit comprises necessary hardware and programme code for performing operations herein mentioned such as calculations and handling of data, and may for example comprise one or more CPUs with associated memories.
- the processor unit is preferably arranged to predict the vehicle's maximum speed v s i ut, i after the entry speed Vi n , i during a segment and to calculate a desired lowering of Vj n , j by calculating the speed difference Avj n, to t by formula (10).
- the processor unit may thus know by how much it is desirable to lower the speed Vj n , i to a segment.
- the processor unit is arranged to simulate speed lowering of v re f, with the engine torque Teng set to low or negative torque, e.g. drag torque, down to Vjn, i by applying formula (2). Simulating the vehicle's speed during drag torque makes it possible to find out by how much the speed drops and whether it is possible to lower the speed Avj n! tot , to Vj ni j.
- the simulated Vj n> j is calculated and is called v pre d, i-i -
- the processor unit is arranged to calculate simulated possible speed lowering Av pre d, i-i — v s iut, i - Vpred, i-i ⁇ ind if desired lowering Avj n tot—
- Avpred, i-i the trigger location for throttling the fuel injection is calculated by formula (1 1).
- siut, i-i is thus the same speed as Vj n , x .
- Av pre d is therefore the lowering of v; n , i which is possible during the relevant segment (i-1) when the engine torque is set to negative or low torque, e.g. drag torque, and Avj ni to t is the lowering of Vi instruct, ; which is desired.
- a location from which the fuel injection can be throttled is thus calculated.
- the module is preferably adapted to throttling the fuel injection by setting v re f to v m i n - K, where is a constant, e.g.
- the processor unit is preferably arranged to calculate whether Avi n> to t > ⁇ ⁇ 3 ⁇ 4( ⁇ , i-i, which means that not all of the desired lowering is possible during segment (i-1), in which case it is also arranged to calculate a new desired lowering Avj n , res t to ⁇ ; ⁇ , to t - Av pred , M, and to investigate whether further lowering is feasible on segments (i-2) to (i-x) ahead. In this way all of the desired lowering of v; n> ; can be effected, provided that it is possible.
- the module described above makes it possible to reduce the vehicle's driving time.
- the shorter driving time may instead be converted in whole or in part to reduced fuel consumption.
- the processor unit according to this embodiment is arranged to predict the driving time t T for the vehicle along the segment. This driving time is then compared with the driving time tjoR along the segment when the vehicle's speed is instead lowered by applying Torricelli's equation (1), after which a lowering of the simulated speed is calculated for the driving time to become t TO R, in order to achieve fuel reduction instead of shorter driving time.
- the module is preferably arranged to lower the speed v ref so that a desired trade-off between fuel reduction and shorter driving time is achieved.
- the processor unit is arranged to integrate the predicted fuel flow along the segment where the speed reduction is to take place, see formulae (13) and (14).
- the processor unit is arranged to calculate speed set-point values v ref so that the vehicle is calculated to reach desired set speed v set after it has passed the segment to which the entry speed Vj n> j has been lowered, in order to achieve desired lowering of v re .
- the lowering of Vj n , i by interruption of fuel injection may therefore be done be adjusting Vj n , j so that desired v set is reached.
- the processor unit is arranged to determine the weight of the vehicle and, if it exceeds a predetermined threshold value, to calculate within the horizon a trigger location for throttling the fuel supply in order to achieve a lowering to v; n or, if the vehicle's weight is below or equal to the threshold value, to calculate the lowering of its speed to achieve a lowering to v; n> j by applying Torricelli's equation (1).
- the processor unit is arranged, according to an embodiment, to calculate threshold values for at least one characteristic of segments, depending on one or more vehicle-specific values, which threshold values serve as boundaries for division of segments into different categories; to compare the gradient of each segment with the threshold values and place each segment within the horizon in a category on the basis of the comparisons; and to calculate speed set-point values v ref for the vehicle's control system along the horizon on the basis of rules pertaining to the categories in which segments within the horizon have been placed.
- the processor unit is preferably arranged to determine vehicle-specific values by current transmission ratio, current vehicle weight, the engine's maximum torque curve, mechanical friction and/or the vehicle's estimated running resistance at current speed.
- the module can, for example, compensate for headwind and tailwind.
- the processor unit is then able to adapt the running resistance by a scale factor by comparing estimated running resistances with measured actual running resistances.
- the invention relates also to a computer programme product comprising computer programme instructions for enabling a computer system in a vehicle to perform steps according to the method described above when the computer programme instructions are run on said computer system.
- the invention comprises also a computer programme product which has the computer programme instructions stored in it on a medium which can be read by a computer system.
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- Engineering & Computer Science (AREA)
- Remote Sensing (AREA)
- Radar, Positioning & Navigation (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Human Computer Interaction (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Controls For Constant Speed Travelling (AREA)
Priority Applications (1)
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EP11766238.7A EP2555942A4 (en) | 2010-04-08 | 2011-03-30 | Method and module pertaining to cruise control |
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SE1050335A SE534752C2 (sv) | 2010-04-08 | 2010-04-08 | Metod och modul i samband med farthållning |
SE1050335-7 | 2010-04-08 |
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PCT/SE2011/050364 WO2011126431A1 (en) | 2010-04-08 | 2011-03-30 | Method and module pertaining to cruise control |
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EP (1) | EP2555942A4 (sv) |
SE (1) | SE534752C2 (sv) |
WO (1) | WO2011126431A1 (sv) |
Cited By (12)
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WO2013062449A1 (en) * | 2011-10-27 | 2013-05-02 | Volvo Construction Equipment Ab | A method for controlling the speed of a vehicle |
WO2013095238A1 (en) * | 2011-12-22 | 2013-06-27 | Scania Cv Ab | Method and module for determining of at least one reference value for a vehicle control system |
FR2985237A1 (fr) * | 2012-01-04 | 2013-07-05 | Bosch Gmbh Robert | Procede et dispositif d'adaptation d'un parametre dans l'algorithme de fin de roulage d'un vehicule |
DE102013223829A1 (de) | 2013-11-21 | 2015-05-21 | Robert Bosch Gmbh | Verfahren zur vorausschauenden Beeinflussung einer Fahrzeuggeschwindigkeit |
DE102013223844A1 (de) | 2013-11-21 | 2015-05-21 | Robert Bosch Gmbh | Verfahren zur vorausschauenden Beeinflussung einer Fahrzeuggeschwindigkeit |
US9180883B2 (en) | 2011-12-22 | 2015-11-10 | Scania Cv Ab | Method and module for determining of at least one reference value for a vehicle control system |
US9248836B2 (en) | 2011-12-22 | 2016-02-02 | Scania Cv Ab | Method and module for determining of at least one reference value |
US9352750B2 (en) | 2011-12-22 | 2016-05-31 | Scania Cv Ab | Module and method pertaining to mode choice when determining reference values |
US9376109B2 (en) | 2011-12-22 | 2016-06-28 | Scania Cv Ab | Module and method pertaining to mode choice when determining reference values |
US9511668B2 (en) | 2011-12-22 | 2016-12-06 | Scania Cv Ab | Method and module for controlling a vehicle's speed based on rules and/or costs |
CN107531248A (zh) * | 2015-04-28 | 2018-01-02 | 宝马股份公司 | 机动车中的纵向引导的驾驶员辅助*** |
WO2022098277A1 (en) * | 2020-11-05 | 2022-05-12 | Epiroc Rock Drills Aktiebolag | A method performed by a control device for controlling the velocity of a mining machine, a control device, and a mining machine |
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CN103958319A (zh) * | 2011-10-27 | 2014-07-30 | 沃尔沃建筑设备公司 | 用于控制车辆的速度的方法 |
WO2013062449A1 (en) * | 2011-10-27 | 2013-05-02 | Volvo Construction Equipment Ab | A method for controlling the speed of a vehicle |
WO2013095238A1 (en) * | 2011-12-22 | 2013-06-27 | Scania Cv Ab | Method and module for determining of at least one reference value for a vehicle control system |
CN104010911A (zh) * | 2011-12-22 | 2014-08-27 | 斯堪尼亚商用车有限公司 | 用于确定用于车辆控制***的至少一个参考值的方法和模块 |
US9352750B2 (en) | 2011-12-22 | 2016-05-31 | Scania Cv Ab | Module and method pertaining to mode choice when determining reference values |
US9511668B2 (en) | 2011-12-22 | 2016-12-06 | Scania Cv Ab | Method and module for controlling a vehicle's speed based on rules and/or costs |
US9376109B2 (en) | 2011-12-22 | 2016-06-28 | Scania Cv Ab | Module and method pertaining to mode choice when determining reference values |
US9180883B2 (en) | 2011-12-22 | 2015-11-10 | Scania Cv Ab | Method and module for determining of at least one reference value for a vehicle control system |
US9193264B2 (en) | 2011-12-22 | 2015-11-24 | Scania Cv Ab | Method and module for determining of at least one reference value for a vehicle control system |
US9248836B2 (en) | 2011-12-22 | 2016-02-02 | Scania Cv Ab | Method and module for determining of at least one reference value |
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FR2985237A1 (fr) * | 2012-01-04 | 2013-07-05 | Bosch Gmbh Robert | Procede et dispositif d'adaptation d'un parametre dans l'algorithme de fin de roulage d'un vehicule |
DE102013223829A1 (de) | 2013-11-21 | 2015-05-21 | Robert Bosch Gmbh | Verfahren zur vorausschauenden Beeinflussung einer Fahrzeuggeschwindigkeit |
EP2881298A2 (de) | 2013-11-21 | 2015-06-10 | Robert Bosch Gmbh | Verfahren zur vorausschauenden Beeinflussung einer Fahrzeuggeschwindigkeit |
EP2881298A3 (de) * | 2013-11-21 | 2016-09-07 | Robert Bosch Gmbh | Verfahren zur vorausschauenden Beeinflussung einer Fahrzeuggeschwindigkeit |
EP2881297A2 (de) | 2013-11-21 | 2015-06-10 | Robert Bosch Gmbh | Verfahren zur vorausschauenden Beeinflussung einer Fahrzeuggeschwindigkeit |
DE102013223844A1 (de) | 2013-11-21 | 2015-05-21 | Robert Bosch Gmbh | Verfahren zur vorausschauenden Beeinflussung einer Fahrzeuggeschwindigkeit |
CN107531248A (zh) * | 2015-04-28 | 2018-01-02 | 宝马股份公司 | 机动车中的纵向引导的驾驶员辅助*** |
CN107531248B (zh) * | 2015-04-28 | 2020-02-21 | 宝马股份公司 | 机动车中的纵向引导的驾驶员辅助*** |
WO2022098277A1 (en) * | 2020-11-05 | 2022-05-12 | Epiroc Rock Drills Aktiebolag | A method performed by a control device for controlling the velocity of a mining machine, a control device, and a mining machine |
Also Published As
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SE1050335A1 (sv) | 2011-10-09 |
EP2555942A4 (en) | 2018-04-11 |
SE534752C2 (sv) | 2011-12-06 |
EP2555942A1 (en) | 2013-02-13 |
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