CN103879407A - Method for energy management of vehicle - Google Patents

Abstract

The invention relates to a method for recognizing power-increased operation on an internal combustion engine (2), said method comprising the following steps: - measuring the fresh air flow and/or the exhaust gas flow (72) in the internal combustion engine (2) , 64) speed (84); - comparing the measured speed (84) with the nominal speed (98); and - identifying a power boost operation when the result of the comparison deviates from a predetermined condition.

Description

Method for energy management of a vehicle

technical field

The invention generally relates to vehicles, particularly vehicles having an engine. Furthermore, the invention relates to a method for energy management of a vehicle traveling at a speed on a road.

Background technique

A method for increasing the use of a motor vehicle is known from DE 10 2006 054 327 A1. Within the scope of the method, a coasting path (Ausrollweg) is determined on the basis of the actual speed of the vehicle and the setpoint speed to be reached in the direction of travel of the vehicle, with which the vehicle can drive without fuel consumption and without braking intervention. In the case of coasting a certain distance from the actual speed to the rated speed within a predetermined speed band (Geschwindigkeitskorridor). This system is also known as coast assist.

Contents of the invention

According to the invention there is provided a method for energy management of a vehicle traveling at a speed on a road according to claim 1 as well as a device for implementing said method, a computer program, an electronic storage medium and electric controller.

Preferred refinements are given in the dependent claims.

According to an aspect of the invention, a method for energy management of a vehicle traveling at a speed on a road comprises the steps of:

- finding a target point on said road, said target point being located at a distance in front of said vehicle along the direction of travel;

- determining the coasting path on which the vehicle reaches the target point at a predetermined nominal speed, in particular within a predetermined speed band, without intervention by braking; and

- outputting a coasting signal based on at least one other piece of information about the traffic situation in which the vehicle is located on the road when the vehicle is on the coasting path.

Within the scope of the method described above, reaching the target point without intervention by the brakes is to be understood as an operating state of the vehicle in which no drive energy is supplied to the drive of the vehicle. This operating state of the vehicle is also referred to as "coasting". The vehicle is braked here by frictional and air resistance. Further deceleration torques without braking (bremsfremd) that additionally slow the vehicle, such as traction torques produced by the internal combustion engine, can act on the vehicle. The vehicle thus coasts inside the speed band. A speed band is to be understood here as a permissible speed range for the vehicle during the coasting process, within the scope of which any arbitrary speed value for the vehicle is considered permissible within this speed range. The range of the speed band can vary over time and is determined in this way to allow certain deviations from the ideal coasting speed profile.

The idea behind the method described above is that the coasting assistance device mentioned at the outset finally calculates a fuel-consumption-optimized driving strategy and makes this available to the driver of the vehicle. The idea behind the method described above is also that the driver of the vehicle does not want to follow the advice of the coasting aid. In the context of the method described above, it can be seen that the driver's intention, ie whether he wants to follow or does not want to follow the advice of the coasting assistance device, cannot be ascertained from measurement technology.

The idea of the above-mentioned method based on this knowledge is that the driver's intention is deduced from the traffic situation, because the traffic situation is not only an indicator for how the driver wants to behave, for example according to the speed he chooses, but also an indicator of how the driver wants to behave according to the traffic situation. An indicator of how it must behave. Integrating the traffic situation into the function of the coasting assistance device can thus avoid unnecessary or substantially confusing interventions by the coasting assistance device on the driver.

In one embodiment of the above method, the information includes the speed of the vehicle. The idea behind this embodiment is that the driving state intended by the driver can be deduced from the speed itself with a very high probability. For example, a driver who frequently changes his speed will drive very sportily and will most likely not be interested in a fuel-optimized driving style.

In a particular embodiment of the method described above, a coasting signal is given when the speed falls within a predetermined speed interval. The idea behind this refinement is that a driver who is already traveling at a speed that is already too high on a road with the current speed limit is most likely not interested in adapting to a later lower speed limit. On the other hand, it can be assumed that a driver driving significantly slower than the current permissible speed encounters an obstacle in traffic, such as, for example, an agricultural vehicle. In both cases, the driver is most likely not interested in using the coasting aid, so that the coasting aid should only be activated within a certain speed range around the current top speed.

In a further embodiment of the method described above, the further information can include the operating state of the vehicle, from which it can likewise be deduced how the driver wants to treat the vehicle or even has to treat the vehicle. If the operating state of the vehicle is the sport mode in which the driver of the vehicle most likely attaches great importance to the fuel-consuming acceleration and braking of the vehicle, it can be assumed that the driver is not interested in using the coasting aid Affects lower fuel consumption.

In a further embodiment of the method described above, the additional information includes the distance to the vehicle driving ahead, from which it is possible to deduce the traffic situation in which the driver is or will soon be. . For example, a coasting signal can be given when the distance exceeds a predetermined value or when it can be detected that the relative speed between the two vehicles is sufficiently low. Otherwise it can be seen that the vehicle has to be braked anyway, coasting is not possible and no intervention by the coasting aid is required.

Intervention by the coasting assistance device can indeed be effected effectively, the intervention being based on a coasting signal, for example the actuation of the accelerator pedal of the vehicle is no longer permitted. In a particular embodiment, the described method includes the step of outputting an indication to the driver to adjust the actuation of the accelerator pedal of the vehicle when the coasting signal is output.

According to another aspect of the invention, the arrangement is arranged for energy management of a vehicle traveling at a speed on a road:

- in order to obtain a target point on said road, said target point being located at a distance in front of said vehicle in the direction of travel;

- in order to determine the coasting path on which the vehicle reaches the target point at a predetermined nominal speed, in particular within a predetermined speed band, without intervention by braking; and

- so that when said vehicle is on a coasting path, a coasting signal is output based on at least one other piece of information about a traffic situation in which said vehicle is on said road.

The described device can be further expanded at will in such a way that the methods specified in the dependent claims can be carried out.

In a refinement of the invention, the described device has a memory and a processor. The method described here is stored in the memory in the form of a computer program, and when the computer program is loaded from the memory into the processor, the processor is configured to carry out the method.

According to another aspect of the invention, a vehicle comprises the described arrangement.

According to another aspect of the present invention, the computer program is arranged to implement all the steps of the method described above.

According to another aspect of the present invention, the above-mentioned computer program is stored on an electronic storage medium.

According to another aspect of the present invention, an electronic controller has the above-mentioned electronic storage medium.

Description of drawings

Preferred embodiments of the invention are explained in more detail below with reference to the drawings. The accompanying drawings show:

Figure 1 is a schematic diagram of a vehicle on a road;

Figure 2 is a schematic illustration of the instrument panel of the vehicle shown in Figure 1; and

FIG. 3 is a block diagram of a control device in the vehicle shown in FIG. 1 .

In the figures, identical elements are provided with the same reference numerals and are described only once.

Detailed ways

Referring to FIG. 1 a schematic illustration of a first vehicle 2 on a road 4 is shown.

The first vehicle 2 is traveling on a road 4 at an actual speed 6 in a direction of travel corresponding to the actual speed 6 . On the road 4 there is a first point 8 in the direction of travel ahead of the first vehicle 2 from which the first vehicle 2 has to be slowed down to a setpoint speed 10 , for example due to a speed limit applicable from this point. If the actual speed 6 of the first vehicle 2 is greater than the target speed 10 , a braking intervention in the first vehicle 2 may be necessary in order to bring the first vehicle 2 to the required target speed 10 .

Since a braking intervention is nothing but a transition from kinetic energy to frictional heat and thus to energy loss, within the scope of the present embodiment, the first vehicle 2 should only be braked to the rated speed 10 by its air resistance and frictional resistance, which is expressed below for taxiing. For this purpose, starting from the determined second position 14 and before the first position 8 , the first vehicle 2 moving at the actual speed 6 should not be supplied with drive energy, for example generated by the internal combustion engine and/or the electric motor, on the coasting path 16 . The first vehicle 2 then coasts and continues moving from the first position 8 in the direction of travel at a maximum speed 10 .

Here, a second position 14 , from which coasting path 16 begins, is determined by coasting aid 18 , which determines the difference between actual speed 6 and setpoint speed 10 by means of navigator 20 . . Based on the determined speed difference and the aforementioned resistance of the first vehicle 2 , the coasting assistance device 18 determines the necessary coasting path 16 which is necessary for the first vehicle 2 to slow down to the setpoint speed 10 without braking intervention. of. If the coasting path 16 is known, then the coasting assistance device 18 can derive the second position 14 from the recognition of the first position 8, for example also by the navigator 20 in a manner familiar to those skilled in the art, from which the coasting path 16 must be obtained. start from position.

Before further describing the described embodiment with reference to FIG. 1 , reference should first be made to FIG. 2 , which shows a schematic diagram of the dashboard 22 of the first vehicle 2 shown in FIG. 1 .

The instrument panel 22 comprises a rotational speed display device 24 for displaying a not further mentioned rotational speed of the first vehicle 2 , a speed display device 26 for displaying the actual speed 6 of the first vehicle 2 , a speed display device 26 for displaying the speed of the first vehicle 2 A tank status display 28 for a not further mentioned fuel level in a not further shown fuel tank of 2 and a temperature display for displaying a not further mentioned temperature of a not further shown cooling water circuit of the first vehicle 2 device 30.

In the present embodiment, below the speed indicator 26 is arranged a coasting light 32 belonging to the coasting aid 18 which is activated by the coasting aid 18 with the coasting signal 34 shown in FIG. 3 and able to shine. In this case, the small coasting light 32 triggered by the coasting assistance device 18 is to be illuminated when the first vehicle 2 has reached the second position 14 and is on the coasting path 16 .

Referring to FIG. 3 , a block diagram of the skid assist device 18 is shown.

表示实际速度6，

表示额定速度10，

表示第一车辆2的减速度，并且

表示滑行路径16。所谓减速度应该理解为所有使得车辆2减速的影响，比如像摩擦阻力和空气阻力还有由内燃机2施加的牵引力矩。如果已知滑行路径16，在计算单元36中的第二计算装置42能够基于由导航仪20已知的第一位置8通过公式

计算第二位置14，对于第一车辆2的滑行路径16必须从第二位置起开始。在此，

表示第一位置8并且

表示第二位置14。最后，在计算单元36中的比较装置44中比较第二位置14和第一车辆2的实际位置46，当第一车辆2以其实际位置46已经到达第二位置14时，所述比较装置产生滑行信号34。 Coasting assistance device 18 includes a computing unit 36 which receives actual speed 6 from speed sensor 38 on first vehicle 2 and target speed 10 from navigator 20 . By the deceleration of the first vehicle 2 and the known formula , the calculation unit 36 can calculate the glide path 16 in the first calculation means 40, wherein

Indicates the actual speed 6,

Indicates rated speed 10,

represents the deceleration of the first vehicle 2, and

Glide path 16 is indicated. The term deceleration is to be understood as meaning all influences which decelerate the vehicle 2 , such as frictional and air resistance as well as the traction torque exerted by the internal combustion engine 2 . If the glide path 16 is known, the second calculation means 42 in the calculation unit 36 can be based on the first position 8 known by the navigator 20 through the formula

In order to calculate the second position 14 , the coasting path 16 for the first vehicle 2 must start from the second position. here,

represents the first position 8 and

Indicates the second position 14 . Finally, the second position 14 is compared with the actual position 46 of the first vehicle 2 in the comparison means 44 in the computing unit 36, which produces Taxi signal 34.

In the present embodiment, however, the output of the coasting signal 34 should be interrupted under certain conditions in order not to display information to the driver of the first vehicle 2 which he obviously does not need.

The first condition is checked in the speed monitoring device 48 . The speed monitoring device receives from the navigator 20 the current maximum speed 50 to be observed on the road 4 at the current actual position 46 of the vehicle. Furthermore, the speed monitoring device 48 receives the actual speed 6 of the first vehicle 2 . Finally, the speed monitoring device 48 can predetermine a speed tolerance 52 .

The idea of the speed monitoring device 48 is to interrupt the coasting signal 34 via a corresponding switch 54 when the vehicle 2 is traveling at an actual speed 6 which is either below or above a current maximum speed 50 by a speed tolerance 52 . If the actual speed 6 is below the current maximum speed 50 by the speed tolerance 52 , it can thus be assumed that there is an obstacle on the road 4 and the driver of the first vehicle 2 cannot freely select the actual speed 6 . Advising the driver to taxi the first vehicle 2 is therefore meaningless. If the actual speed 6 exceeds the current maximum speed 50 by a speed tolerance 52 , it can be concluded from this that the driver of the current vehicle 2 is not maintaining the current maximum speed 50 and that he probably does not want to remain at the speed from the first position 8 either. Expected top speed 10 on. Advising the driver to coast therefore also makes no sense. In this case, the speed tolerance 52 can be set to the same value, for example 20 km/h, for the undershoot and the overshoot. Alternatively, different values can also be selected for the undershoot and overshoot.

If the actual speed 6 is not within the tolerance range specified by the speed tolerance 52 , the speed monitoring device 48 can output an interrupt signal 56 , which triggers the switch 54 and thus interrupts the output of the coast signal 34 to the coast light 32 .

A second condition can be the distance 58 relative to a second vehicle 60 driving in front of the first vehicle 2 , which distance can be ascertained, for example, by a distance sensor 62 on the second vehicle 60 . Distance monitoring device 64 can compare ascertained distance 58 with minimum distance 66 and output interrupt signal 56 when the ascertained distance falls below or for a predetermined period of time, for example, a minimum distance. It is also conceivable to derive the actual speed 68 of the second vehicle 60 from the temporal derivation of the determined distance 58 and from the actual speed 6 of the first vehicle 2 , and to combine the actual speed 68 of the second vehicle 60 with The actual speed 6 of the first vehicle 2 or a non-detailed minimum speed comparison.

In the range of distance monitoring device 64 , obstacles such as second vehicle 60 can be detected on road 4 , which obstacles can require a braking intervention on first vehicle 2 . With such an obstacle, the driver of the first vehicle 2 has no other option than to brake his vehicle 2 and interrupt the coasting process that might have started. Here, too, the output of coast signal 34 to coast light 32 is interrupted by trigger switch 54 , and the driver is protected from information that would appear confusing to him in the worst case.

A third condition may be the operating state 70 of the first vehicle 2 in which the first vehicle 2 is currently operating. The operating state can include, for example, the activation of the internal combustion engine 2 and/or the transmission of the first vehicle 2 , which can be activated differently in the context of the sport mode than in normal operation. In the sport mode, the driver of the first vehicle 2 should be given the possibility to accelerate his vehicle rapidly and (with high fuel consumption) also bring the first vehicle 2 to a higher actual speed 6 .

The state monitoring device 72 can monitor the operating state 70 of the first vehicle 2 and determine from this operating state whether the driver of the first vehicle 2 actually intends to coast. If the driver runs his vehicle 2 eg in the above-mentioned sports mode, the driver would most likely want to keep his vehicle 2 ready for acceleration at all times, so that the intention of coasting the vehicle is rather false. The output of coasting signal 34 is also meaningless here.

The state monitoring device 72 thus compares the operating state 70 of the vehicle 2 with a comparison state 74 , as in the above-mentioned sporty mode, for which the driver's gliding intention of the first vehicle 2 is more precisely not real. If vehicle 2 is operated in comparison state 74 as operating state 70 , interrupt signal 56 is output and coast signal 34 is interrupted.

Claims (12)

1. Method for energy management of a vehicle (2) traveling at speed (6) on a road (4), said method comprising the steps of: - obtaining a target point (8) on said road, said target point being located at a distance in front of said vehicle (2) in the direction of travel; - determination of a coasting path (16) on which the vehicle (2) reaches a target at a predetermined nominal speed (10), in particular within a predetermined speed band, without intervention by braking point(8); and - outputting a taxi signal (34) based on at least one other piece of information (6, 58, 70) about a traffic situation in which the vehicle ( 2) Located on said road (4). 2. The method as claimed in claim 1, wherein the information (6, 58, 70) includes the speed (6) of the vehicle (2). 3. The method as claimed in claim 2, wherein the coast signal (34) is output when the speed (6) falls within a predetermined speed range (52). 4. The method as claimed in claim 1, wherein the further information (6, 58, 70) includes an operating state (70) of the vehicle (2). 5. The method as claimed in claim 4, wherein the output of the coasting signal (34) is suppressed when the operating state (70) of the vehicle is a sporty mode (74). 6 . The method as claimed in claim 1 , wherein the further information ( 6 , 58 , 70 ) includes a distance ( 58 ) relative to a preceding vehicle ( 60 ). 7. The method as claimed in claim 6, wherein the coasting signal (34) is output when the distance (58) exceeds a predetermined value (66). 8. The method according to any one of the preceding claims, further comprising the step of outputting an indication (32) to the driver to adjust the throttle of the vehicle (2) when the coasting signal (34) is output Pedal manipulation. 9. A device (18), in particular a computing unit, arranged for energy management of a vehicle traveling at a certain speed on a road: - in order to obtain a target point (8) on said road, said target point being located at a distance in front of said vehicle (2) in the direction of travel; - in order to determine a coasting path (16) on which the vehicle (2) arrives at a predetermined nominal speed (10), in particular within a predetermined speed band, without intervening by braking target point (8); and - to output a taxiing signal (34) based on at least one other piece of information (6, 58, 70) about a traffic situation when said vehicle (2) is on a taxiing path (16) in which said vehicle (2) on said road (4). 10. Computer program configured to carry out all the steps of the method as claimed in claim 1 . 11. Electronic storage medium on which the computer program according to claim 10 is stored. 12 . Electronic controller ( 36 ) having the electronic storage medium as claimed in claim 11 .

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