WO2011162705A1 - Method and module for controlling a vehicle's speed - Google Patents
Method and module for controlling a vehicle's speed Download PDFInfo
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- WO2011162705A1 WO2011162705A1 PCT/SE2011/050808 SE2011050808W WO2011162705A1 WO 2011162705 A1 WO2011162705 A1 WO 2011162705A1 SE 2011050808 W SE2011050808 W SE 2011050808W WO 2011162705 A1 WO2011162705 A1 WO 2011162705A1
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- vehicle
- speed
- prediction
- max
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- 238000000034 method Methods 0.000 title claims abstract description 29
- 238000004088 simulation Methods 0.000 claims abstract description 82
- 230000001105 regulatory effect Effects 0.000 claims abstract description 16
- 230000001276 controlling effect Effects 0.000 claims abstract description 11
- 238000004364 calculation method Methods 0.000 claims description 23
- 239000000446 fuel Substances 0.000 description 13
- 238000012876 topography Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 239000013598 vector Substances 0.000 description 2
- 230000006399 behavior Effects 0.000 description 1
- 238000004422 calculation algorithm Methods 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000007794 irritation Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
- B60W30/143—Speed control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/0097—Predicting future conditions
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
- G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
- G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
- B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/103—Speed profile
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Definitions
- the present invention relates to a method and a module for controlling a vehicle's speed on the basis of its predicted speed according to the introduction to the independent claims.
- the cruise control system will try to maintain set speed both uphill and downhill. This sometimes results in the vehicle accelerating over the crest of a hill and potentially into a subsequent downgrade on which it has then to be braked to avoid exceeding the set speed, which is a fuel-expensive way of running the vehicle. Even in cases where it does not accelerate over the crest, the vehicle may of course need to be braked downhill to avoid exceeding the set speed.
- economical cruise controls such as Scania' s Ecocruise® have been developed.
- the cruise control tries to estimate the vehicle's current speed and also has knowledge of the historical running resistance.
- the economical cruise control may also be provided with map data with topographical information.
- the vehicle is then located on the map, e.g. by means of GPS, and the running resistance along the route ahead is estimated.
- the vehicle's reference speed may thus be optimised for different types of road in order to save fuel.
- An example of a cruise control which uses topographical information is described in the document entitled "Explicit use of road topography for model predictive cruise control in heavy trucks" by Erik Hellstrom, ISRN: LiTH-ISY-EX - 05/3660 - SE.
- the cruise control here is by real-time optimisation, and a cost function is used to define the optimisation criteria.
- a large number of different solutions are calculated and evaluated, and the solution resulting in least cost is employed.
- the considerable number of calculations involved makes it necessary to use for the purpose a processor with a suitably large capacity.
- the number of possible solutions is reduced by choosing instead to iterate from one solution along the vehicle's intended itinerary.
- the topography of the carriageway, the weight of the vehicle and the performance of the engine may result in differences in demand for processor capacity for determining the reference speed. More calculations are required in the case, for example, of a heavily laden truck with medium-high engine power travelling on an undulating road than in that of a lightly laden truck with a high engine power travelling on a relatively level road. This is because the truck in the first case is likely to accelerate on each downgrade and slow down on each upgrade, whereas in the second case the truck will run quite evenly.
- the processor incorporated in the system will therefore be subject to relatively large demands, since the load upon the processor may vary greatly from situation to situation. For example, its capacity needs to be large enough to cope quickly with situations where a large number of calculations have to be done. It therefore needs to be dimensioned to cope with such situations despite the fact that they occur during only a limited proportion of the processor time used.
- the object of the present invention is to propose an improved system for controlling a vehicle's speed so that the amount of fuel used can be minimised and, in particular, in such a way that the load upon the processor becomes lighter and more even.
- a further object of the invention is to propose a simplified cruise control which has predictable behaviour compared with other economical cruise controls. Summary of the invention
- At least one of the above objects is achieved by a method for controlling a vehicle's speed which comprises: - adopting a desired speed v set for the vehicle;
- a horizon for the intended itinerary which is made up of route segments with at least one characteristic for each segment;
- a module for controlling a vehicle's speed which comprises an input unit adapted to receiving a desired speed v se t for the vehicle, a horizon unit adapted to determining by means of map data and location data a horizon for the intended itinerary which is made up of route segments with at least one characteristic for each segment, and a calculation unit adapted to effecting the following during each of a number of simulation cycles (s) each comprising a number N of simulation steps conducted at a predetermined frequency f:
- the module is further adapted to sending to a control system in the vehicle said at least one reference value with respect to which the vehicle is thereupon regulated.
- the method described results in a substantially constant load upon the processor, since the same number of predictions are made during each simulation cycle at a constant frequency.
- the processor load is independent of the power output of the vehicle's engine, the weight of the vehicle and the topography of the route. The processor concerned thus knows how much processor capacity will be needed, which is therefore consistently allocated.
- the processor load will thus be the same in different situations of changing topology and be independent of the vehicle's engine torque. It is thus also possible for the processor concerned to be dimensioned without having to cater for any extreme worst scenarios but rather to cater for uniform processor load. The processor cost can thus be reduced.
- Speed variations ahead along the horizon are predicted for only two different modes of driving the vehicle, resulting in a relatively light processor load.
- the reference value to be aimed at is then chosen on the basis of the result of the predicted modes of driving.
- some other torque e.g. minimum or maximum torque
- what is presented is v set , maximum torque or minimum torque.
- a reference value aimed at is not altered if the speed v pred _ Cc stays within certain limits.
- Figure 1 depicts a module according to an embodiment of the invention.
- FIG. 2 is a flowchart for the method according to an embodiment of the invention.
- Figure 3 illustrates a predicted speed during a simulation cycle according to an
- Figure 4 illustrates a number of simulation cycles according to an embodiment of the invention.
- Figure 5 illustrates the vehicle's predicted speeds according to an embodiment of the invention.
- Figure 6 is a flowchart for the method according to another embodiment of the invention.
- Figure 7 illustrates an alternative embodiment according to the invention.
- FIG. 1 depicts a module for controlling a vehicle's speed according to an embodiment of the invention.
- the module comprises an input unit adapted to receiving a desired speed v set for the vehicle.
- the driver may for example set a desired speed v set which he/she wishes the vehicle to maintain.
- the module comprises also a horizon unit adapted to determining a horizon for the intended itinerary by means of map data and location data.
- the horizon is made up of route segments with at least one characteristic for each segment. An example of a segment's characteristics might be its gradient a in radians.
- GPS Global Positioning System
- location data for the vehicle
- location data e.g. systems which use a radio receiver to determine the vehicle's location.
- the vehicle may also use sensors to scan the surroundings and thereby determine its location.
- Figure 1 illustrates how the module assimilates information about the intended itinerary via maps (map data) and GPS (location data).
- the itinerary is conveyed bit by bit to the module, e.g. via CAN.
- the module may be separate from or form part of the control system or systems which are to use reference values for regulating.
- An example of a control system is the vehicle's engine control system.
- the map and positioning system unit may also be part of a system which is to use reference values for regulating.
- the bits are put together in a horizon unit to form a horizon and are processed by the processor unit to create an internal horizon with respect to which the control system can regulate.
- the horizon is then continually supplemented by new bits from the GPS and map data unit to maintain a desired length of horizon.
- the horizon is thus updated continuously when the vehicle is in motion.
- CAN controller area network
- the CAN data bus makes digital data exchange possible between sensors, regulating components, actuators, control devices, etc. and ensures 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.
- the module comprises also a calculation unit adapted, during each of a number of simulation cycles (s) each comprising a number N of simulation steps conducted at a predetermined frequency f, to making a first prediction of the vehicle's speed v pred cc along the horizon with conventional cruise control when v set is presented as reference speed, which prediction depends on said segment's characteristics.
- the calculated vehicle speed Vpred j is compared with v m j n and Vmax, which demarcate a range within which the vehicle's speed is intended to be, and a second prediction of the vehicle's speed v pre d_Tnew is made along the horizon when the vehicle's engine torque T is a value which depends on the result of said comparison in the latest preceding simulation cycle (s-1).
- At least one reference value is determined which indicates how the vehicle's speed is to be influenced on the basis of at least one of said comparisons in that simulation cycle (s) and the predicted vehicle speed v pre d_Tnew.
- the module is further adapted to sending to a control system in the vehicle said at least one reference value with respect to which the vehicle is thereupon regulated. How the predictions are made is explained in more detail below.
- FIG. 2 is a flowchart of the steps involved in the method for controlling the vehicle's speed according to an embodiment of the invention.
- the method comprises as a first step A) adopting v set as a desired speed for the vehicle to maintain, and as a second step B) determining by means of map data and location data a horizon for the intended itinerary made up of route segments with at least one characteristic for each segment. According to the method, a number of simulation cycles (s) are then conducted during the length of the horizon.
- a simulation cycle (s) comprises C) a number N of simulation steps conducted at a predetermined frequency f and entails CI) making a first prediction of the vehicle's speed v pre d _ cc along the horizon with conventional cruise control when v set is presented as reference speed, which depiction depends on said segment's characteristics, C2) comparing the predicted vehicle speed v pre d_ cc with v m i n and v max , which demarcate a range within which the vehicle's speed is intended to be, C3) making a second prediction of the vehicle's speed v pre d Tn ew along the horizon when the vehicle's engine torque T is a value which depends on the result of said comparison in the latest preceding simulation cycle (s- 1), and C4) determining at least one reference value which indicates how the vehicle's speed is to be influenced on the basis of at least some of said comparisons in that simulation cycle (s) and the predicted vehicle speed v pred Tnew .
- the reference value is preferably any from among a reference vehicle speed v ref , a reference torque T ref or a reference engine speed a> re f.
- v re f is presented to the engine control unit's speed regulator.
- the speed regulator then controls the vehicle's speed according to v re rby demanding necessary torque from the engine's torque regulator.
- T ref may be sent directly to the engine's torque regulator, and when the reference value is a reference engine speed (o te ⁇ , Oref may be sent directly to the engine's speed regulator. If v pre ⁇ j ⁇ when compared with v m j n and v max does not go beyond these limits, v aet is presented, according to an
- reference value as reference value.
- the reference value then depends entirely on this comparison. Which reference value will be aimed at for other cases is explained below. How the various predicted speeds are arrived at will now be explained.
- the total force F env acting upon the vehicle from the environment is made up of rolling resistance F ro u, gravitation F and air resistance F a i r .
- Gravitation is calculated as
- Air resistance is calculated as a factor k multiplied by the square of vehicle speed, as follows:
- Froii present i$ also estimated in the vehicle continuously as F ro n, e si.
- F ro n Froitest
- vn is the vehicle's predicted speed at preceding simulation step.
- the force Fjrive which propels the vehicle forwards depends on which prediction is made. It is taken according to an embodiment as either maximum possible power (maximum torque) or least possible power (minimum torque, e,g, drag torque). It is possible, however, to take any desired force within the range and the vehicle's speed Vj ⁇ edjnew ma y therefore be predicted at torques other than maximum or minimum torque.
- F max is calculated as maximum available engine torque, a function of engine speed, multiplied by the total transmission ratio and divided by the effective tyre radius r w
- F mtn is arrived at in the same way as F max but with minimum torque instead:
- n is the vehicle's engine speed and i, 0 , the vehicle's total transmission ratio.
- the vehicle's acceleration Acc is given by:
- simulation steps during a simulation cycle of N steps have a constant step length which depends on the vehicle's speed.
- the length dP of each simulation step is given by:
- K is a time constant, e.g. 0.9s, and v ini , is prevailing vehicle speed at the beginning of the simulation.
- the time dt for a simulation step is given by:
- the speed difference dv is:
- Total time t t for current simulation step is:
- Total energy consumed W for current simulation step is:
- Figure 3 illustrates how a vehicle speed is predicted during a simulation cycle of N simulation steps with a horizon which is L metres long.
- the prediction is discontinued after N simulation steps, i.e. after a simulation cycle.
- a fresh simulation cycle then begins in the next time sample.
- Each simulation cycle has a predetermined frequency f. At a frequency of 100 Hz, for example, 100 simulation steps are conducted per second.
- the length of each simulation step depends on the vehicle's speed v ⁇ u at the beginning of the prediction, the length of the predicted section of the horizon varies with the vehicle's speed.
- FIG. 3 shows a fresh speed v, predicted at each simulation step i. Since the same number of predictions (v pred cc and v pred _ T new) is made at each simulation step, the processor load depends entirely on the number of simulation steps within the horizon. The number of simulation steps is determined by the frequency f, which is a predetermined value. The maximum processor load can therefore always be determined in advance, which is advantageous in that the processor can accordingly be dimensioned in advance.
- v pre d_cc and v pred mew may be vectors with N values, or alternatively only maximum and minimum values for v pre d_ cc and v pre d T new are saved in each simulation cycle, as explained in more detail below.
- Figure 4 illustrates three simulation cycles (s-1), (s) and (s+1) and the predictions made during each cycle. In each cycle, a prediction of Vp ⁇ cc and a prediction of Vp re d_ T new are made.
- v pre d_ C c is compared with v m in and Vmax after each cycle, and the result of this comparison serves as a basis for determining preferably the torque T for v pre d_Tnew for the next cycle, as explained previously and as illustrated in Figure 4 by arrows marked "CHOSEN T”. This is illustrated at step C2 in the flowchart in Figure 2. Two different vehicle speeds are thus predicted during each simulation cycle. According to an embodiment, v pre d_Tnew is compared with v m in and v max after a simulation cycle, and if pred Tnew is below v sacrifice,i n or above v max the vehicle has to be controlled with respect to v sel .
- Reference values which the vehicle's control system is to aim at are thus determined continuously when the vehicle is in motion. They are preferably determined as from a certain predetermined distance ahead of the vehicle and are then synchronised in the control unit so that the calculated reference value for a given situation is set at the right time. An example of such a distance is 50 metres, which the control unit therefore caters for in regulating the vehicle.
- An embodiment according to the invention will now be explained with reference to Figures 5 and 6.
- the upper part of Figure 5 illustrates the predicted speed v pre d_ cc with conventional cruise control along a horizon with a road profile which is depicted in the lower part of the diagram.
- the flowchart in Figure 6 shows how v pre d_ cc is predicted as a first step SI .
- v pre d_ C c After v pre d_ C c has been predicted clearly during N steps, it is compared with Vmin and v max , as illustrated at the next step S2. If v pred cc is below Vmi n , an upgrade is identified. If v pre d_cc is above Vmax, a downgrade is identified. If an upgrade is identified and Vpred cc is therefore lower than v m j n , as at PI in Figure 5, the vehicle's engine torque T in the second prediction v pre d_Tnew is taken as a maximum torque in the next simulation cycle. This is illustrated at step S21 in Figure 6, see also formula (5), and is represented by a broken line in Figure 5.
- Vp re d_ C c was below v m i n before potentially going above v ⁇ . If a downgrade is identified and v pred _ C c is therefore higher than Vmax, as at P2 in Figure 5, the vehicle's engine torque T in the second prediction v pre d_Tne is taken as a minimum torque in the next simulation cycle. This is illustrated at step S31 in Figure 6, see also formula (6), and is represented by a broken line in Figure 5. This presupposes, however, that v pre d_ C c was higher than Vmax before potentially going below Vmj n . According to an embodiment, the calculation unit described with reference to Figure 1 is adapted to performing the calculations etc. described.
- v re f is taken as a reference value which represents v set , as illustrated at step S3 in Figure 6.
- the reference value is then preferably taken as v set .
- v pre d_-rnew is preferably still predicted at maximum or minimum torque in order to achieve uniform processor load. If a hill is identified, a preferred embodiment applies rules for determining the reference value with respect to which the vehicle is to be regulated.
- the calculation unit is then adapted to applying rules for determining the reference value.
- One rule comprises comparing the vehicle speed v pred Tnew in the second prediction with v m j n and v max , which demarcate a range within which the vehicle's speed is intended to be.
- Another rule is that if v pre d_ T new in the second prediction is between v m j n and v ⁇ or equal to v m i n or v max the vehicle's aimed-at reference value is determined as a value which represents the predicted speed v pre d_ T new It is thus possible to ensure that the vehicle's speed will not go above or below the speed limits if maximum or minimum torque is presented.
- FIG 5 three dotted lines in the upper diagram illustrate how v pre d_Tnew is predicted at maximum torque and is then predicted to exceed v max .
- v set is presented as reference value. Only when v pre d Tnew is predicted to not go above v max may a reference value representing that speed be presented. This is illustrated in the flowchart in Figure 6, so if v prec nrnew is predicted at maximum torque it is compared with v ma x at a step S22. If v pre d jrnew is lower than or equal to v max , the vehicle's maximum torque has to be presented as reference value (step S23).
- a maximum torque is preferably presented at the time when v pred _cc goes below v m iiza, provided that v pre d_Tnew is predicted not to exceed v ⁇ .
- v pre d_Tnew is predicted at a minimum torque, it is compared with v m i n at a step S32. If Vpredjmew is higher than or equal to v ⁇ , the vehicle's minimum torque has to be presented as reference value (step S33).
- a minimum torque is therefore preferably presented at the time when v pred _ cc exceeds v max , provided that v pre d_ T new is predicted to not go lower than v m izie.
- the reference speed v re f may be presented with an offset.
- Minimum torque may for example be presented by presenting the reference speed v re f as a low value below v min , e.g. v ⁇ n - kj, where ki is within the range 1-10 km/h.
- the engine's control unit will then present drag torque for the engine.
- Maximum torque may be reached by the reference speed being presented as a high speed above e.g. Vmax + k 2 , where k 2 is within the range 1-10 km/h.
- step S3 Another rule is that if v pred _T new in the second prediction is above v max or below v m in, the vehicle's reference value is taken as v set . This is illustrated by step S3 in Figure 6.
- the method starts again from SI .
- the time taken to perform the calculations is adapted so that the whole method is run through during a simulation cycle.
- Figure 7 illustrates three different speed profiles A, B and C and the amount of fuel injected Al, Bl and CI during corresponding periods, when a vehicle is predicted to travel down a hill.
- Speed profile A illustrates an alternative embodiment of the invention whereby v ref continually drops as far as possible, but not below v m j n , to save extra fuel at the expense of longer run time.
- the amount of fuel injected is thus reduced or throttled at an earlier stage than in the other driving modes illustrated. It is however desired to revert to v set after the downgrade, as illustrated in the diagram. Reduced fuel consumption is thus prioritised in that lowerings take place so long as the vehicle's speed can thereafter revert to v set .
- This embodiment may for example be implemented in the method illustrated in the flowchart in Figure 6 by v max at step S2 being taken as v set and/or by v re f being taken as v m j n at step S3.
- v max at step S2 being taken as v set
- v re f being taken as v m j n at step S3.
- Speed profile B in Figure 7 illustrates a driving mode according to earlier embodiments of the invention
- speed profile C a driving mode whereby the vehicle is run with traditional cruise control. represents the speed limit for driving with traditional cruise control.
- Bl and CI illustrate amounts of fuel injected during corresponding periods.
- K is a percent value for the amount of fuel injected.
- the highest speed v pre d_ C c,max and the lowest speed v pr ed_ C c,min during the first prediction of the vehicle's speed v pre d_ C c with ordinary cruise control are determined and are then used in the comparison with v ma x and to determine the vehicle's engine torque T in the second prediction.
- the calculation unit is then adapted to performing these calculations. It is therefore only necessary to save scalars instead of whole vectors, thereby saving memory space. Nor need the values be saved after they have been used in the simulation cycle, since no adjustment of reference values takes place rearwards in the horizon and they will not be used again for calculations. This difference compared with some other calculation algorithms saves processor capacity and helps to achieve constant processor load. In the same way it is also possible for the highest and lowest speeds for the prediction of v pre d_Tnew to be determined during a simulation cycle.
- a hysteresis is added to the reference value, e.g. v ref , in order to avoid jerky regulation and to avoid missing some fuel saving.
- the calculation unit is then adapted to adding this hysteresis to the reference value v re f.
- v re f is allowed to go somewhat outside the speed range bounded by v m j n and Vma X . This deviation may for example be 1 or 2 km h beyond Vmin or v max .
- v re f may be allowed to go somewhat beyond v m i n , as illustrated in the following example:
- Vpred_cc min- 67 69 72 71 69 71 71 71 71 71 71
- Vref with hysteresis 80 80 72 71 69 68 68 68 68 68 68 68
- v pre d_ C c,min goes below the speed limit v m in of 70 km/h at 5 seconds.
- v pre d_ C c,min is then 69 km/h.
- v re f should then really be presented at maximum torque, causing v ref at 5 seconds to be 80 km/h.
- v P red_cc,min goes back above the v ⁇ ,, limit, which means that a different v re f is presented.
- a v re f value which is somewhat below v m j n is presented instead.
- Vmn, and v max are aimed at as reference values.
- This embodiment is an alternative to using hysteresis or to adding a constant or k 2 to the reference value and may therefore be used to avoid jerky regulation or to reach a certain low or high torque.
- the embodiment results in less sensitivity to any errors in the speed predictions and avoids driver irritation by not going below Vmin or above v max .
- An embodiment takes into account the engine's efficiency and comfort/drivability when choosing which control strategies to predict (i.e. that which results in v pre d jrnew)- Taking as magnitude and/or time the torque which results in v pre d_Tnew differently depending on the engine's efficiency or on the basis of comfort requirements makes it possible to achieve comfortable and economical cruise control. This may be implemented on the basis of rules whereby for example there is a certain torque at a certain engine speed, or whereby torque which results in more acceleration than a certain limit value is never allowed.
- the invention comprises also a computer programme product comprising programme instructions for enabling a computer system in a vehicle to perform steps according to the method described when the instructions are run on said computer system.
- the invention comprises also a computer programme product in which the instructions are stored on a medium which can be read by a computer system.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Medical Informatics (AREA)
- General Physics & Mathematics (AREA)
- Computer Vision & Pattern Recognition (AREA)
- Evolutionary Computation (AREA)
- Health & Medical Sciences (AREA)
- Software Systems (AREA)
- Physics & Mathematics (AREA)
- Artificial Intelligence (AREA)
- Human Computer Interaction (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Transmission Device (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Controls For Constant Speed Travelling (AREA)
Abstract
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201180030732XA CN102947122A (en) | 2010-06-23 | 2011-06-21 | Method and module for controlling a vehicle's speed |
RU2013102887/11A RU2535833C2 (en) | 2010-06-23 | 2011-06-21 | Method and module for control over vehicle speed |
BR112012030196A BR112012030196A2 (en) | 2010-06-23 | 2011-06-21 | method and module for controlling the speed of a vehicle |
EP11798475.7A EP2585332A1 (en) | 2010-06-23 | 2011-06-21 | Method and module for controlling a vehicle's speed |
US13/703,176 US8972138B2 (en) | 2010-06-23 | 2011-06-21 | Method and module for controlling a vehicle's speed |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE1050666A SE535356C2 (en) | 2010-06-23 | 2010-06-23 | Method and module for controlling the speed of a vehicle based on rules |
SE1050666-5 | 2010-06-23 |
Publications (1)
Publication Number | Publication Date |
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WO2011162705A1 true WO2011162705A1 (en) | 2011-12-29 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/SE2011/050808 WO2011162705A1 (en) | 2010-06-23 | 2011-06-21 | Method and module for controlling a vehicle's speed |
Country Status (7)
Country | Link |
---|---|
US (1) | US8972138B2 (en) |
EP (1) | EP2585332A1 (en) |
CN (1) | CN102947122A (en) |
BR (1) | BR112012030196A2 (en) |
RU (1) | RU2535833C2 (en) |
SE (1) | SE535356C2 (en) |
WO (1) | WO2011162705A1 (en) |
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WO2013095237A1 (en) * | 2011-12-22 | 2013-06-27 | Scania Cv Ab | Method and module for controlling a vehicle's speed based on rules and/or costs |
WO2013095233A1 (en) * | 2011-12-22 | 2013-06-27 | Scania Cv Ab | Module and method pertaining to mode choice when determining reference values |
DE102013223829A1 (en) | 2013-11-21 | 2015-05-21 | Robert Bosch Gmbh | Method for predictively influencing a vehicle speed |
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US20150300277A1 (en) * | 2012-10-02 | 2015-10-22 | Scania Cv Ab | Regulation of concentration/fraction of substances in an exhaust stream |
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 |
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US9352750B2 (en) | 2011-12-22 | 2016-05-31 | Scania Cv Ab | Module and method pertaining to mode choice when determining reference values |
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Also Published As
Publication number | Publication date |
---|---|
SE1050666A1 (en) | 2011-12-24 |
BR112012030196A2 (en) | 2017-01-24 |
SE535356C2 (en) | 2012-07-03 |
US8972138B2 (en) | 2015-03-03 |
RU2013102887A (en) | 2014-07-27 |
US20130085651A1 (en) | 2013-04-04 |
CN102947122A (en) | 2013-02-27 |
RU2535833C2 (en) | 2014-12-20 |
EP2585332A1 (en) | 2013-05-01 |
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