[go: up one dir, main page]

WO2019117787A1 - Procédé et système de propulsion d'un véhicule - Google Patents

Procédé et système de propulsion d'un véhicule Download PDF

Info

Publication number
WO2019117787A1
WO2019117787A1 PCT/SE2018/051249 SE2018051249W WO2019117787A1 WO 2019117787 A1 WO2019117787 A1 WO 2019117787A1 SE 2018051249 W SE2018051249 W SE 2018051249W WO 2019117787 A1 WO2019117787 A1 WO 2019117787A1
Authority
WO
WIPO (PCT)
Prior art keywords
power source
vehicle
power
uphill
climbing
Prior art date
Application number
PCT/SE2018/051249
Other languages
English (en)
Inventor
Afram KOURIE
Mathias Björkman
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Publication of WO2019117787A1 publication Critical patent/WO2019117787A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • 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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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 vehicles, and in particular to a method and system for propelling a vehicle.
  • the present invention also relates to a vehicle, as well as a computer program and a computer program product that implement the method according to the invention.
  • driver comfortability may comprise vehicle performance.
  • a method for propelling a vehicle comprising:
  • a first power source configured to selectively provide a controllable power to propel at least one drive wheel of said vehicle, said first power source being an internal combustion engine;
  • a second power source configured to selectively provide a controllable power to propel at least one drive wheel of said vehicle, said second power source comprising at least one electrical machine;
  • the method comprises, when to climb an uphill:
  • the energy store may be charged by regenerative braking using the second power source or another electrical machine of the vehicle.
  • the vehicle is a parallel hybrid electric vehicle and/or power-split hybrid vehicle, or another kind of hybrid vehicle where both an internal combustion engine and an electrical machine may provide mechanical power to one or more vehicle drive wheels.
  • the vehicle is a heavy commercial vehicle.
  • the vehicle may comprise driver controllable means for actively requesting power for propelling the vehicle.
  • data regarding the topography in front of the vehicle is utilised by the vehicle control system in order to determine a control to be used for controlling the first and second power source when the vehicle is about to climb an uphill.
  • Such topography data may, for example, already be available and used in so- called look-ahead cruise control systems, where map data regarding the topography in front of the vehicle may be used by the look-ahead cruise control system to determine e.g. the extent to which the vehicle may be allowed to reduce speed when going uphill to again regain vehicle speed when going downhill.
  • Topography data of this kind may, for example comprise data regarding the road inclination.
  • topography data are used to determine whether there is an upcoming uphill segment of road in front of the vehicle.
  • Topography data may be combined with the current position of the vehicle, which e.g. can be obtained from any suitable positioning system, such as the global positioning system (GPS).
  • GPS global positioning system
  • This determination according to the invention is preferably performed prior to the vehicle actually reaches the uphill segment of road. This allows actions to be taken prior to the vehicle actually climbs uphill, which may increase the possibilities of achieving an optimisation of the propulsion of the vehicle according to the desires of the driver.
  • a control of the first and second power source to be used when climbing uphill has been determined based on topography data, it is determined whether to charge the energy store being used to power the second power source prior to climbing said uphill based on said determined control of the first and second power source.
  • a regenerative brake force is applied to convert mechanical power to electric power for charging the energy store.
  • a control of the internal combustion engine and electrical machine can be determined that takes the topology in front of the vehicle into account, so that the determined control of the internal combustion engine and the electrical machine may attempt to optimise the propulsion of the vehicle according to selected criteria.
  • the energy store may then be charged if required to ensure that the desired control can be carried out, e.g. by ensuring that the state of charge of the energy store will be sufficient to allow the uphill to be climbed according to the determined control.
  • the propulsion of the vehicle with the possible simultaneous use of the internal combustion engine and the electrical machine may be controlled such that the vehicle consumes as little as possible energy from a current position to when the uphill has been climbed.
  • the energy consumption is determined based on the fuel that will be consumed to the point where the vehicle has reached the top of the uphill.
  • the criteria may be to minimise the time it takes to reach the top of the uphill.
  • increasing average speed is prioritised over minimising energy consumption. This oftentimes means that the vehicle is controlled to lose as little speed as possible when going uphill.
  • the energy usage can be optimised also in this case, e.g. by minimising losses that arise when charging/discharging an energy store which is used for powering the electrical machine.
  • the electrical machine may also charge the energy store by applying a braking force.
  • the present invention relates to hybrid vehicles, e.g. parallel hybrid electric vehicles, where the vehicles can be selectively propelled in a first drive mode and a second drive mode where these modes are driver selectable, where e.g. the driver may switch between the drive modes at will.
  • hybrid vehicles e.g. parallel hybrid electric vehicles
  • the vehicles can be selectively propelled in a first drive mode and a second drive mode where these modes are driver selectable, where e.g. the driver may switch between the drive modes at will.
  • the drive modes may be configured such that when the vehicle is driven in the second mode, providing power for propelling the vehicle is prioritized more in relation to fuel efficiency of said vehicle than when said vehicle is driven according to the first mode.
  • a drive mode may tune functions of the vehicle to optimise more the propulsion of the vehicle in relation to one or more parameters at the expense of other parameters, where the preference in parameters to optimise towards may be indicated by the driver using the drive mode selector.
  • an economy mode, a power mode and a standard drive mode may be selectable by a driver.
  • propulsion of the vehicle may be tuned to consume less energy, such as less fuel, at the possible expense of e.g. a prolonged trip time in relation to other drive modes.
  • engine response in relation to driver manoeuvring of an accelerator may be set to be less aggressive in relation to a standard or power mode, i.e. the internal combustion engine is controlled to deliver less power for a given accelerator position in relation to other drive modes.
  • higher than normal deviations from a set vehicle speed may be utilized to allow the vehicle to lose speed to a higher extent, e.g.
  • a maximum allowed speed of the vehicle may be reduced in comparison to other drive modes.
  • Driver requests for maximum power from e.g. an internal combustion engine, e.g. by performing a kickdown using the accelerator, may also be disabled.
  • the vehicle propulsion may be controlled with reduced transportation time as a primary priority e.g. at the expense of a higher fuel consumption.
  • engine response may be comparatively more aggressive, i.e. the internal combustion engine may be controlled to deliver more power in a shorter period of time than when the vehicle is being driven in another mode than power mode.
  • the vehicle may be allowed to continue on a selected gear to higher speeds of rotation of the internal combustion engine prior to a change of gear is performed, and uphill performance may be optimised by striving to run the engine at maximum power of the internal combustion engine.
  • the vehicle may also be equipped with a standard drive mode, and such a mode may constitute an all-round mode optimised to provide a satisfactory fuel economy, while still delivering e.g. good hill climbing performance and a more aggressive engine response in relation to the economy mode.
  • a standard drive mode may constitute an all-round mode optimised to provide a satisfactory fuel economy, while still delivering e.g. good hill climbing performance and a more aggressive engine response in relation to the economy mode.
  • the vehicle control system when in standard mode may strive to run the engine at maximum torque during hill climbing.
  • the energy consumption when climbing uphill can be optimized by being minimized when the vehicle is being driven according to the first mode.
  • the internal combustion engine and the electrical machine may instead be controlled to minimize the time it takes to reach the top of the uphill.
  • the energy required to obtain the desired control can still be minimised, e.g. by optimising a charging of the electrical energy that may then be required for use by the electrical machine in a desired manner when going uphill.
  • the way the electrical machine applies power in the uphill may be controlled to obtain the desired result with minimum energy consumption.
  • the minimization of energy consumption may be carried out in various manners.
  • the loss in vehicle speed that the vehicle will undergo when climbing uphill may be estimated so that it may be determined whether the vehicle will be able to climb the uphill on a current gear without the need for a change of gear solely using the internal combustion engine. If this is the case, it may, according to embodiments of the invention, be determined that energy consumption may be minimized by propelling the vehicle in this manner and hence without use of the second power source. Still the vehicle may lose speed, and this may be most relevant to when the vehicle is driven according to the first mode. Oftentimes, however, one or more changes of gear to a lower gear is required in order to overcome the uphill.
  • the available additional power may be limited due to limited capacity of an energy store, and it may be estimated the manner in which this energy is best utilised.
  • power of the electrical machine may be arranged to be supplied for a longer period of time at a lower power, so that the electrical machine may provide power for a longer portion/period of time when climbing uphill, or at higher powers for shorter periods of time. This may also differ between the first mode and the second mode when drive modes are present.
  • a control of the electrical machine may hence be determined, where the control applies a power sufficient to obtain the desired control when climbing the uphill.
  • this control may differ for different drive modes when drive modes are present. For example, a higher energy contribution may be provided when the vehicle is being driven in the second mode in comparison to when driven in the first mode, where the vehicle may lose speed to a higher extent.
  • this may consequently require different support by the electrical machine, and thereby different states of charging of an energy store.
  • the estimation of the need for energy of the electrical machine can be translated into a required state of charge of an energy store, and if the current state of charge of the energy store is not sufficient the energy store may be further charged while the vehicle approaches the uphill.
  • charging is in general associated with a cost in fuel consumption. This is because the charging can be carried out by imposing an additional load on the internal combustion engine by applying a load by the electrical machine, where the load imposed by the electrical machine is converted to electrical energy by the electrical machine to charge the energy store by regenerative charging. This charging can be performed when the current power delivered by the internal combustion engine is below the maximum deliverable power of the internal combustion engine.
  • the internal combustion engine may be controlled to increase delivered power by a power corresponding to the brake force applied by the electrical machine, such that the power delivered to the vehicle drive wheels remains essentially unchanged.
  • the losses that arise when charging the energy store depend, inter alia, on the efficiency of the electrical machine when converting rotational power to electrical power, where the losses are proportional to the applied power taken to the second power.
  • the losses will depend on the power applied by the electrical machine. It is hence, from an energy loss point of view, favourable to apply a lower power for a longer period of time than to apply a higher power for a shorter period of time. This applies both when the electrical machine applies a load on the internal combustion engine and also when the electrical machine applies a propelling power to assist the internal combustion engine source in the propelling of the vehicle.
  • the energy store is also a source of energy loss, where the energy loss is approximately proportional to the charging/discharging current taken to the second power times the internal resistance. Hence, these losses also benefit from a lower charging/discharging current/power and charging/discharging instead being prolonged in time.
  • inverter drive that converts direct current of the energy stored in two alternating current of the electrical machine and vice versa.
  • Such inverter drives are also subject to energy losses where the energy loss is proportional to the charging power.
  • charging is beneficial when minimising energy consumption when additional fuel consumption caused by changes in gear that can be avoided by support from the electrical machine will exceed additional fuel consumption caused by charging and usage of the electrical machine, where losses in charging must be taken into account.
  • the gains when minimising energy consumption is that the vehicle may avoid changes of gear to a lower gear’s so that the fuel may be saved by maintaining a lower average speed of rotation of the internal combustion engine.
  • charging/discharging powers i.e. lower power is being applied by the electrical machine.
  • prioritising the average speed of the vehicle when climbing the uphill over fuel consumption and hence it may be determined that if possible, power is to be applied by the electrical machine in a manner that as much as possible maintains vehicle speed.
  • energy may be saved when prioritising average speed also by performing a charging for a longer period of time at a lower power, and the manner in which power is applied during the uphill may also influence the energy consumption and hence it may be estimated the manner in which power from the electrical machine is best utilized. For example, it may be advantageous to apply a lower power for a longer period of time if this still has to decide result in terms of vehicle speed.
  • minimising the energy consumption which hence may be determined in terms of fuel consumption, it may be imposed a limitation regarding the maximum loss in speed that the vehicle may undergo so that the minimisation in fuel consumption does not result in excessively long travel times.
  • the electrical machine When prioritising average speed, such as e.g. when driving the vehicle according to the second mode when such a mode is present, the electrical machine may be configured to have an increased impact on the average speed of the vehicle.
  • the total power that is provided by the vehicle power sources may be controlled such that power being delivered to the vehicle drive wheels do not exceed the power that the internal combustion engine maximally may deliver. That is, any power provided by the electrical machine may be arranged to be compensated for by a corresponding reduction in power delivered by the internal combustion engine. In this way, activation and deactivation of the hybrid drive may occur without the driver noticing, i.e. the vehicle will behave in the same manner as if it did not at all comprise a hybrid drive but only an internal combustion engine.
  • the total delivered power may be increased by controlling power delivered by the internal combustion engine and the electrical machine such that the total combined delivered power to the vehicle drive wheels exceeds the maximum power that the internal combustion engine can deliver to the drive wheels.
  • the allowing of the combined power to increase the maximum power of the internal combustion engine has the result that more power is made available to the driver than e.g. the rated power of the vehicle, which may be the maximum deliverable power of the internal combustion engine.
  • Propulsion of the vehicle may thereby also be perceived by the driver as a vehicle being equipped with an internal combustion engine that is more powerful than the stated engine power rating of the vehicle. This may also reduce the time it takes to climb the uphill.
  • control of this kind may be configured to only be performed when the vehicle is being driven according to said second mode and hence not according to the first and/or other mode.
  • a change of gear to a lower gear increases the total deliverable power of the internal combustion engine and the electrical machine at a current vehicle speed to thereby further reduce the time it takes to climb the uphill.
  • the power delivered by the electrical machine when applying a combined power exceeding the deliverable power of the internal combustion engine, may be controlled such that the combined power is controlled towards a predetermined power level.
  • the vehicle may be controlled towards delivering constant power irrespective of power currently delivered by the first power source as long as the deliverable power of the second power source is sufficient to reach the predetermined power level.
  • the second power source is controlled to deliver a power being less than the maximum deliverable power of the second power source. This can be utilised e.g. to increase the possible period of time that the second power source can provide power prior to emptying an energy store for powering the second power source, and also to ensure a predetermined maximum combined power.
  • the vehicle is arranged to be selectively driven according to at least three driver selectable drive modes.
  • a third drive mode may, for example, be a standard drive mode where there is a weighting between driving the vehicle in a fuel-efficient manner and driving the vehicle at a high average speed.
  • the third drive mode may be less fuel efficient than the first drive mode but still more fuel-efficient than the second drive mode.
  • the third drive mode may have less focus on average vehicle speed than in the second drive mode, but still a higher focus on average vehicle speed than in the first drive mode.
  • the method of the invention is utilised when no cruise control is activated, and where the vehicle still utilises look-ahead data when controlling the power sources in response to driver requests for propulsion power in view of the currently selected drive mode.
  • the method of the invention is carried out when the vehicle is travelling with a look-ahead cruise control activated.
  • the invention may be carried out in a vehicle, and the invention also relates to a system corresponding to the method set forth above.
  • the system is characterised in means carrying out features of the invention.
  • Such means for carrying out features of the invention can consist of any suitable means, and the means can be specifically adapted to perform the features set forth in the system claim.
  • Such means can consist of one or more control units, one or more computer programs, or other electrical, mechanical and/or electromechanical elements or arrangements.
  • Fig. 1A illustrates a power train of an exemplary hybrid electric vehicle
  • Fig. 1 B illustrates an example of a control unit/means in a vehicle control system
  • Fig. 2 illustrates an exemplary method according to embodiments of the invention.
  • Fig. 3A-C illustrates one example of power source control according to embodiments of the invention.
  • Fig. 4A-C illustrates a further example of power source control according to embodiments of the invention.
  • Fig. 1 A schematically depicts a power train of an exemplary hybrid electric vehicle 100.
  • the vehicle 100 in fig. 1A is a parallel hybrid vehicle 100.
  • the power train of the parallel hybrid vehicle in Fig. 1A comprises a combustion engine 101 which, in a conventional manner, is connected, via an output shaft of the engine 101 , to a gearbox 103 via a clutch 106.
  • the engine 101 is controlled by the vehicle's control system via a control unit/means 115.
  • the clutch 106 which, for example, can be an automatically operated clutch, and the gearbox 103 are also controlled by the vehicle's control system by means of a control unit/means 1 16.
  • the vehicle 100 also comprises a hybrid portion with an electrical machine 110, which is connected to the input shaft 109 of the gearbox 103, downstream of the clutch 106, so that the gearbox input shaft 109 can be driven by the electrical machine 1 10 also when the clutch 106 is open, i.e. disengaged.
  • the parallel hybrid vehicle 100 can provide power, torque, to drive wheels 1 13, 114 from two separate power sources simultaneously, i.e. both from the combustion engine 101 and from the electrical machine 1 10.
  • the vehicle may be propelled by one power source at a time, i.e. either by the combustion engine 101 or the electrical machine 1 10.
  • the internal combustion engine 101 and the electrical machine 110 provide power to the same drive wheels 1 13, 1 14.
  • the electrical machine 110 may also apply a load to the combustion engine 101 and hence brake the internal combustion engine 101 while converting mechanical energy delivered by the internal combustion engine 101 into electric energy.
  • the internal combustion engine 101 and electrical machine 1 10 may be arranged to provide power to separate drive wheels. Also, more than one electrical machine may be utilised.
  • the hybrid portion comprises further components.
  • Fig. 1A depicts part of these components, and shows the electrical machine 1 10, an inverter drive 1 19 for controlling the electrical machine 1 10, an energy source, such as an energy storage, e.g. consisting of one or more batteries 1 1 1 , and a hybrid control unit/means 112 which controls functions of the hybrid portion.
  • an energy source such as an energy storage, e.g. consisting of one or more batteries 1 1 1
  • a hybrid control unit/means 112 which controls functions of the hybrid portion.
  • the inverter drive 119 in general, comprises switching means, e.g. in the form of transistors, to, by means of suitable switching, generate an AC voltage from a DC link/bus voltage to be supplied to the electrical machine 1 10. This allows e.g.
  • the electrical machine can be controlled to propel the vehicle while being powered from the energy store 1 1 1 , but the electrical machine 1 10 may also be controlled to apply a brake force to the gearbox input shaft and thereby to vehicle drive wheels and/or internal combustion engine to convert brake energy into e.g. electrical energy for storage in the energy store 1 11 e.g. to subsequently be used to power the electrical machine.
  • the vehicle comprises a drive mode selector 140 for selecting drive mode of the vehicle.
  • vehicles may comprise a drive mode selector for selecting different drive modes.
  • a driver of the vehicle 100 may actively request drive mode using the drive mode selector 140, which e.g. can be arranged on a steering wheel and/or on a lever of the steering column.
  • the drive mode selection may e.g. also be arranged to be performed by the drive modes being displayed and selectable on a display of the vehicle.
  • vehicle functions may be adapted to various extents to optimise propulsion of the vehicle on the basis of criteria represented by the selected drive mode.
  • two or more of an economy mode, a standard mode and a power mode and possible further modes may be selectable by the vehicle driver to adapt propulsion of the vehicle according to preferences of the driver and/or according to otherwise prevailing conditions.
  • a drive mode selector may be utilised to switch between an economy mode M1 , a power mode M2 and a standard mode M3 of operating the vehicle, where the power mode M2 is currently selected.
  • economy mode M1 when economy mode M1 is selected, propulsion of the vehicle may be controlled to reduce the energy consumption of the vehicle, such as fuel consumption, at the acceptance of a possible prolonged trip time, where e.g.
  • cruise control systems may be set to allow higher deviations from a set vehicle speed than in other drive modes to allow the vehicle to lose speed to a higher extent when going uphill in order to possible regain the speed at the influence of the force of gravity when going downhill to thereby reduce fuel consumption by avoiding energy to be braked away.
  • this mode may, as indicated above, constitute a balanced trade-off, where some fuel efficiency may be traded off for higher performance e.g. to provide a good hill-climbing performance and possibly also reduce vehicle trip time in comparison to when propelling the vehicle in economy mode M1.
  • the vehicle propulsion when power mode M2 is selected, the vehicle propulsion may be controlled in a manner where travel time is minimized, i.e. power for propelling the vehicle is prioritised.
  • control of total power delivered by the internal combustion engine 101 and electrical machine 1 10 may differ from other modes of operation.
  • additional modes may also be present and selectable by the driver.
  • the propulsion of the vehicle is controlled on the basis of the drive mode M1 -M3 selected by the driver, and also on topographical data regarding the travel path in front of the vehicle.
  • the functionality is implemented in a cruise control system, such as a look ahead cruise control system.
  • the functionality of the invention is utilised when no cruise control is activated, and where the vehicle still utilises look-ahead data when controlling the power sources in response to driver requests for propulsion power in view of the currently selected drive mode M1 -M3.
  • a method for controlling propulsion of the vehicle according to the present invention may be implemented in a computer program, which, when it is executed in a computer, instructs the computer to execute the method.
  • the computer program is usually constituted by a computer program product stored on a non-transitory/non-volatile digital storage medium, in which the computer program is incorporated in the computer-readable medium of the computer program product.
  • the computer-readable medium comprises a suitable memory, such as, for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk unit, etc., and be arranged in or in connection with a control unit/system/means, whereupon the computer program is executed by the control unit/system/means.
  • ROM Read-Only Memory
  • PROM Programmable Read-Only Memory
  • EPROM Erasable PROM
  • Flash memory Flash memory
  • EEPROM Electrical Erasable PROM
  • EEPROM Electrical Erasable PROM
  • a hard disk unit etc.
  • the behaviour of the vehicle such as the power delivered by the power sources in response to a request for power, by a driver or e.g. a cruise control function, in a specific situation can thus be adapted by modifying parameters using the instructions of the computer program.
  • a plurality of the functions of a vehicle such as controlling vehicle power sources based on driver requests are, in general, controlled by control means such as e.g. a control system and/or a control unit.
  • Control systems in modern vehicles commonly comprise communication bus systems comprising one or more communication buses for linking a number of electronic control units (ECU's), or means or controllers, and various components located on the vehicle.
  • ECU's electronice control units
  • Such a control system can comprise a large number of control units/means, and the responsibility for a specific function can be divided amongst more than one control unit.
  • Vehicles of the shown type thus often comprise significantly more control units than the control units shown in fig. 1A, which is well known to the person skilled in the art within this technical field.
  • the control units/means 1 12, 1 15-1 16 of fig.1 A may hence communicate with one another via the communication bus system, partly indicated by interconnecting lines in fig. 1A.
  • a method according to embodiments of the invention is implemented in a control unit/means e.g. of the exemplified kind this may hence be accomplished using a computer program stored on storage means of the control unit/means and being executed by executing means of the control unit/means.
  • a method according to embodiments of the invention may also be implemented using a combination of a plurality of computer programs, which may be implemented in a same or different control units/means.
  • a vehicle control system may also comprise only a single control unit/means carrying out the various control system functions of the vehicle.
  • the present invention can be implemented in any suitable control unit/control means, and, according to the illustrated example, the invention is implemented in control unit/means 1 12 for controlling the hybrid drive portion of the vehicle 100.
  • the control of the electrical machine may simultaneously control the internal combustion engine, e.g. by applying power by the electrical machine in response to a current load of the internal combustion engine so that e.g. the load on the internal combustion engine can be reduced and e.g. changes to lower gears thereby be avoided.
  • the control unit/means 1 12 may also be configured to transmit control signals to control unit/means 1 15 for suitably control of the internal combustion engine.
  • control unit/means 1 15 parts in control unit/means 1 12.
  • the functionality is implemented in a control unit/means controlling cruise control functions.
  • the control of the power sources according to the invention will depend on signals being received from other control units/means and/or vehicle components, and it is generally the case that control units/means of the disclosed type are normally adapted to receive sensor signals from various parts of the vehicle 100.
  • the control unit/means 1 12 will, for example, receive control signals
  • control unit 1 12 will also receive signals representing the currently selected drive mode.
  • Control units/means of the illustrated type are also usually adapted to deliver control signals to various parts and components of the vehicle, e.g. to means controlling power supply of the electrical machine and/or other control units/means of the control system of the vehicle, such as control unit/means 1 15 for controlling the internal combustion engine 101.
  • control unit/means (the control unit/means 1 12) forming part of, or constituting, the vehicle control system is schematically shown in Fig. 1 B, wherein the control unit/means comprise a computing unit 120, which can comprise, for example, any suitable type of processor or microcomputer, such as a circuit for digital signal processing (Digital Signal Processor, DSP) or a circuit having a predetermined specific function (Application Specific Integrated Circuit, ASIC).
  • the computing unit 120 is connected to a memory unit 121 , which provides the processing unit 120, with e.g. the stored program code 126 and/or the stored data that the computing unit 120 requires to be able to perform calculations.
  • the computing unit 120 is also arranged so as to store partial or final results of computations in the memory unit 121.
  • control unit/means 1 12 is provided with devices 122, 123, 124, 125 for receiving and transmitting input and output signals.
  • These input and output signals can comprise waveforms, impulses or other attributes that can be detected as information and can be converted into signals which can be processed by the computing unit 120. These signals may then be made available to the computing unit 120.
  • the devices 123, 124 for transmission of output signals are arranged to convert signals received from the processing unit 120 in order to create output signals by, for example, modulating the signals, which can be transmitted to other parts of and/or systems of the vehicle.
  • Each of the connections to the devices for receiving and transmitting input and output signals may comprise of one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media
  • a method 200 according to embodiments of the invention is illustrated in fig. 2.
  • the vehicle comprises a drive mode selector 140 for selecting drive mode M1 -M3 of the vehicle, and depending on the selected drive mode M1 -M3, vehicle functions are adapted to various extents to tune propulsion of the vehicle on the basis of criteria represented by the selected drive mode.
  • the inventive method is carried out by a cruise control system of the vehicle, and in particular a cruise control system utilising data regarding the topography of the travel path in front of the vehicle.
  • a cruise control system of the vehicle and in particular a cruise control system utilising data regarding the topography of the travel path in front of the vehicle.
  • the vehicle may utilise topography data to improve energy consumption by allowing e.g. vehicle speed reducing in relation to a set speed in an uphill slope when a following downhill slope may accelerate the vehicle to the cruising speed through the force of gravity.
  • Such functionality may be improved further according to
  • step 201 it is determined whether the power sources are to be controlled according to embodiments of the invention. This may be arranged to always be the case, or e.g. when a cruise control is activated, and/or when the vehicle is travelling at an essentially constant speed without cruise control functionality activated. The method remains in step 201 for as long as this is not the case. When it is determined that the power sources are to be controlled according to embodiments of the invention, the method continues to step 202.
  • step 202 it is determined whether there is an upcoming uphill in front of the vehicle. This is determined using the topography data, and the determination may be configured to be carried out e.g. for some distance ahead of the vehicle, e.g. a distance in front of the vehicle in the interval 300 meters to 10 kilometres, or e.g. a distance in the interval 500 meters to 5 kilometres.
  • the determination may be configured to be carried out e.g. for some distance ahead of the vehicle, e.g. a distance in front of the vehicle in the interval 300 meters to 10 kilometres, or e.g. a distance in the interval 500 meters to 5 kilometres.
  • step 202 it may be assumed that the vehicle 100 will continue along a current road.
  • a GPS destination of a navigation system may be utilised to determine the route that the vehicle may be expected to follow.
  • the method may remain in step 202, or return to step 201 for as long as no uphill section of road is present in the range of determination.
  • step 203 it may also be determined whether the uphill has at least a predetermined length and/or inclination. When this is the case, the method continues to step 203, where it is determined whether the topography ahead is such that the vehicle will not be capable to climb the uphill on a current gear without loss of speed when powered solely by the internal combustion engine 101.
  • the method may continue to a step 21 1 where the control is such that the vehicle is allowed to continue with only the internal combustion engine 101 activated. The method may then return to step 201 for a new determination, and/or re-determine the current stretch of road in front of the vehicle.
  • vehicles in particular heavy/commercial vehicles, lose speed when going uphill in uphill sections of road having at least a predetermined length and/or inclination, where the length and inclination may differ from one vehicle to another, and also with regard to the one and the same vehicle, e.g. in dependence of the current load of the vehicle.
  • loss of speed in turn, often gives rise to changes of gear to lower gears, with further loss in speed and engine losses due to increased speed of rotation as result of the change to a lower gear.
  • the propulsion of the vehicle is optimised in situations of this kind, where the optimisation is dependent on the drive mode MI MS selected by the driver of the vehicle. Therefore, when it is determined in step 203 that the internal combustion engine 101 will not be sufficient to maintain the vehicle speed as the vehicle climbs the uphill, the method continues to step 204 where a suitable control of the vehicle power sources 101 , 110 is determined in dependence of the drive mode currently being selected by the driver.
  • Figs. 3A-C illustrates an example where the driver has selected power mode M2, i.e. the driver of the vehicle 100 prioritises travel time over energy consumption e.g. in terms of fuel consumption. Hence the travel time is to be optimised by being minimised. The energy consumption may then be minimised to the extent possible while still the travel time is minimised to the maximum possible extent.
  • the total power delivered by the vehicle power sources 101 , 110 is allowed to exceed the maximum deliverable power of the internal combustion engine 101 when the power mode M2 is selected.
  • hybrid vehicles where both an internal combustion engine and at least one electrical machine provide mechanical power to vehicle drive wheels, irrespective of selected drive mode, are configured such that the total power that is provided by the vehicle power sources may be controlled such that power being delivered to the vehicle drive wheels do not exceed the power that the internal combustion engine maximally may deliver.
  • any power provided by the electrical machine may be arranged to be compensated for by a corresponding reduction in power delivered by the internal combustion engine.
  • activation and deactivation of the hybrid drive may occur without the driver noticing, i.e. the vehicle will behave in the same manner as if it did not at all comprise a hybrid drive but only an internal combustion engine. In this way, the vehicle may always behave as expected by the driver. This is in general also a general desire.
  • the total delivered power may be increased by controlling power delivered by the internal combustion engine 101 and the electrical machine 1 10 such that the total combined power exceeds the maximum deliverable power of the internal combustion engine 101.
  • control of this kind is only allowed when the vehicle is being driven according to the power mode M2.
  • control of this kind is always allowed, provided other criterion of the particular drive mode M1 -M3 currently being selected are fulfilled. Control of the power sources in this manner is thoroughly discussed in the Swedish patent application 1750713-8,“METHOD AND SYSTEM FOR PROPELLING A VEHICLE” which is incorporated herein by reference. Fig.
  • FIG. 3A illustrates the vehicle 100 travelling along a road 301.
  • Fig. 3B illustrates the power delivered by the internal combustion engine 101 when the vehicle 100 is travelling along the road 301.
  • Fig. 3C illustrates correspondingly the power delivered by the electrical machine 110 when the vehicle 300 is travelling along the road 301.
  • an uphill 302 is about to be climbed by the vehicle 100, starting at location L2.
  • the distance between location L0 and location L2 may be 300 metres or more, such as 1000 metres or more.
  • the driver has selected power mode M2 and hence has the desire that travel time should be minimised, with the consequence that the vehicle preferably lose as little in average speed as possible when climbing the uphill 302 starting at location L2.
  • the internal combustion engine 101 delivers a power PICE1 , which is sufficient to propel the vehicle 100 for as long as the road 301 is relatively level.
  • the electrical machine 1 10 delivers essentially zero power at this stage.
  • a suitable control of the internal combustion engine 101 and electrical machine 1 10 in order to reduce as much as possible the travel time may be performed in various ways, where e.g. a vehicle model may be utilised in a conventional manner to estimate the manner in which vehicle speed will change, in particular reduce, over time when going uphill. Determinations of this kind are known to the person skilled in the art and frequently used e.g.
  • step 204 it is determined when and to the extent to which the electrical machine 1 10 best supports the internal combustion engine 101 when climbing the uphill in order minimise losses in average speed of the vehicle when climbing the uphill.
  • step 204 the method continues to step 205 where it is determined if a current state of charge of the energy store 1 1 1 equals or exceeds the required state of charge of the energy store to ensure the desired operation of the electrical machine 110.
  • step 206 a brake force is applied using the electrical machine 1 10.
  • the brake force thereby applies a load on the internal combustion engine 101 , which forces the internal combustion engine 101 to deliver more power in order to still provide the requested propelling power on the vehicle drive wheels when the additional load applied by the electrical machine 1 10 is taken into consideration.
  • the additional load applied by the electrical machine 1 10 is used for recovering mechanical energy delivered by the internal combustion engine 101 which is then converted into electrical energy using the electrical machine 110, and where the electrical energy generated from mechanical energy delivered by the internal combustion engine is stored in the energy store 1 1 1.
  • the energy store 11 1 is charged in order to be able to power the electrical machine 110 in accordance with that which has been determined in step 204 when the uphill is reached.
  • step 204 it is determined in step 204 that additional support by the electrical machine 1 10 will be required, and further in step 205 that the current state of charge of the energy store 1 1 1 is not sufficient. It is therefore determined in step 205 that the energy store 1 11 is to be further charged, and in step 206, starting at position L1 , a braking, negative, power -PCHARGE is therefore applied by the electrical machine 110 to charge the energy store 1 1 1.
  • This negative load is compensated for by the internal combustion engine 101 which is simultaneously controlled to deliver a power PICE1 +PCHARGE so that the power applied to the vehicle drive wheels remain the same, however with the difference that the energy store 11 1 is being charged in preparation for the uphill.
  • the performing of a charging of this kind is possible for as long as the power demand from the internal combustion engine 101 to propel the vehicle is less than maximum power, and for as long as the energy store may absorb the resulting electrical energy.
  • the charging level /brake power -PCHARGE this may be calculated from a current state of charge, the desired state of charge, and the distance during which charging is possible prior to the power of the internal combustion engine instead will be required to propel the vehicle. The longer the distance is, the lower brake power -PCHARGE may be applied to still achieve the desired state of charge. Also, the less energy that needs to be charged, the less power needs to be applied by the electrical machine. As was explained above, lower powers and thereby lower charging currents are beneficial from a hybrid system efficiency point of view.
  • the charging may be controlled to be carried out using as low
  • step 204 may attempt to apply power by the electrical machine 1 10 when going uphill in a manner where power if possible is applied for longer periods of time at lower powers to thereby reduce losses.
  • Charging is carried on for as long as it is determined in step 207 that charging should not be discontinued.
  • the charging may e.g. be discontinued when the energy store 11 1 is fully charged and/or when the power demand increases.
  • the method then continues to step 208 where it is determined if the electrical machine is to assist the internal combustion engine.
  • the electrical machine is to assist the internal combustion engine.
  • the brake power -PCHARGE is therefore reduced to zero at L2, i.e. the method of fig. 2 transitions from step 207 to step 208, to make available all internal combustion engine power for propulsion of the vehicle 100.
  • step 208 the electrical machine 110 is to apply power
  • step 209 the electrical machine 1 10 is controlled to apply a propelling power PEM_BOOST so that the total propelling power of the vehicle 101 becomes PMAXJCE + PEM_BOOST.
  • the vehicle may appear more powerful to the driver in power mode than in other modes, and the reduction in speed that the vehicle undergoes when going uphill is reduced by the additional power from the electrical machine 100. If the total applied propelling power of the vehicle 101 PMAXJCE + PEMJ300ST is sufficient to maintain vehicle speed, the vehicle speed may be maintained throughout the uphill, and if not the reduction in speed is at least reduced and the vehicle average speed thereby increased.
  • step 210 When vehicle propelling power has been applied by the electrical machine 1 10 in step 209, it is determined in step 210 whether the apply of power is to be continued.
  • the method may be arranged to return to step 208 for as long as the apply of power by the electrical machine 1 10 is to be continued, and the applied power may be changed in time, e.g. if it has been determined that different magnitudes are to be applied for different portions of the uphill.
  • the apply of power may also be arranged to be continuously re-determined, e.g. to account for deviations in relation to the estimated power demand when actually climbing the uphill.
  • the power delivered by the electrical machine 1 10 can be reduced to zero as is illustrated at location L4 in the fig. 3C.
  • the power delivered by the internal combustion engine 101 can be reduced to the power that currently is required to propel the vehicle 100. The method may then return to step 301 to be repeated when the vehicle is about to climb a further uphill ahead.
  • the electrical machine 1 10 may be controlled to deliver maximum deliverable power in situations of the kind disclosed in figs. 3A-C, but the electrical machine 110 may also be controlled to deliver less than maximum of its deliverable power in power mode.
  • power may be e.g. applied during a longer period of time prior to the energy store is being drained, e.g. to thereby last throughout the uphill.
  • the power delivered by the electrical machine 110 may also, for example, be controlled such that the total combined power that is delivered by the internal combustion engine 101 and the electrical machine 1 10 is controlled towards a predetermined combined power, where the electrical machine 110 can be controlled to deliver more power when the internal combustion engine delivers less, and vice versa. If the total power delivered by the vehicle power sources is controlled to be essentially the same each time maximum power is delivered in power mode, the vehicle behaviour may also be perceived as being consistent.
  • the power delivered by the internal combustion engine 101 may also be controlled. For example, it can be determined whether the internal combustion engine 101 will deliver more power by performing a change of gear to a lower gear. This may oftentimes be the case since a change of gear increases the speed of rotation of the internal combustion engine which thereby may increase the power delivered by the internal combustion engine.
  • figs. 3A-C the invention has been illustrated with reference to a power mode. If the vehicle, instead, is driven according to an economy mode M1 , the control may differ. This is schematically illustrated in figs. 4A-C, which discloses the situation of figs. 3A-C but where instead the vehicle is being driven according to economy mode M1.
  • step 203 it is determined in step 203 that the electrical machine 1 10 still is to support the internal combustion engine 101 when climbing the uphill, but to a considerably lesser extent. Therefore, charging is carried out at a lower load/charging power PCHARGE2, hence with reduced losses in relation to the example of figs. 3A- C.
  • PCHARGE2 load/charging power
  • the electrical machine 110 is controlled to support the internal combustion engine 101 only starting from location L3’, and to a lesser extent PEM_BOOST2. the average speed of the vehicle will be lower in in the example disclosed in figs.
  • the power added by the electrical machine 1 10 may e.g. reduce the number of changes of gear that needs to be performed when climbing the uphill so that the overall energy consumption is reduced in relation to when the vehicle is propelled only by the internal combustion engine 101 even when taking into account the costs for charging.
  • power may be provided by the electrical machine 1 10 in a manner such that the speed of rotation of the internal combustion engine 101 when climbing uphill reduces towards a minimum speed of rotation at a reduced rate of change and/or is prevented from reducing to below the minimum speed of rotation completely or for a longer period of time.
  • the minimum speed of rotation is a speed of rotation at which a change of gear is required to prevent the internal combustion engine from stalling.
  • economy mode M1 it may be determined in economy mode M1 that the most economical way to climb the uphill is a control where no power is to be added by the electrical machine when going uphill, with the result that no charging of the energy store will occur prior to reaching the uphill section of road. The reason for this being the losses associated with the use of the hybrid drive as explained above.
  • the vehicle according to the present example is arranged to be selectively driven according to three different driver selectable drive modes.
  • the third drive mode is a standard drive mode M3 where there is a weighting between driving the vehicle in a fuel-efficient manner as in the first drive mode M1 , and driving the vehicle at a high average speed as in the second drive mode M2.
  • the third drive mode may be less focused on fuel efficiency than the first drive mode M1 but still be more focused on fuel-efficiency than the second drive mode M2.
  • the extent of the use of the second power source may be somewhere in between the use disclosed in fig. 3C and the use disclosed in fig. 4C.
  • the operation of the internal combustion engine and electrical machine can be optimised in accordance with the desires of the driver.
  • the propulsion of the vehicle can be optimised e.g. in terms of fuel consumption and/or average vehicle speed by controlling the electrical machine and charging of the energy store 1 1 1 as a function of topographical data In this way, energy can be utilised in the most efficient manner, where it can be determined how to charge the energy store and also if and when to charge.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé de propulsion d'un véhicule (100), le véhicule (100) comprenant : une première source d'énergie (101) conçue pour fournir sélectivement une puissance réglable pouvant propulser au moins une roue motrice (113, 114) dudit véhicule (100), ladite première source d'énergie étant un moteur à combustion interne (101); une seconde source d'énergie (110) conçue pour fournir sélectivement une puissance réglable pouvant propulser au moins une roue motrice (113, 114) dudit véhicule (100), ladite seconde source d'énergie comprenant au moins une machine électrique (110); un accumulateur d'énergie (111) pour alimenter ladite seconde source d'énergie (110) lorsque celle-ci (110) fournit une puissance de propulsion à ladite au moins une roue motrice, l'accumulateur d'énergie (111) pouvant être chargé par freinage régénératif. Le procédé consiste, pendant une montée en côte (302) fondée sur des données topographiques, à déterminer un réglage desdites première (101) et seconde (110) sources d'énergie; à déterminer s'il faut charger ledit accumulateur d'énergie (111) avant cette montée en côte (302) sur la base de ladite détermination de réglage desdites première (101) et seconde (110) sources d'énergie; et à appliquer une force de freinage régénératif (PCHARGE; PCHARGE2) lorsque ledit accumulateur d'énergie (111) doit être chargé.
PCT/SE2018/051249 2017-12-12 2018-12-05 Procédé et système de propulsion d'un véhicule WO2019117787A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1751528A SE1751528A1 (en) 2017-12-12 2017-12-12 Method and system for propelling a vehicle
SE1751528-9 2017-12-12

Publications (1)

Publication Number Publication Date
WO2019117787A1 true WO2019117787A1 (fr) 2019-06-20

Family

ID=66820872

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2018/051249 WO2019117787A1 (fr) 2017-12-12 2018-12-05 Procédé et système de propulsion d'un véhicule

Country Status (2)

Country Link
SE (1) SE1751528A1 (fr)
WO (1) WO2019117787A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11584232B2 (en) * 2020-02-05 2023-02-21 Paccar Inc Flexible and variability-accommodating instrument cluster display
EP4365042A1 (fr) * 2022-11-04 2024-05-08 Volvo Truck Corporation Procédé de commande d'une chaîne cinématique de véhicule comprenant un premier mode de conduite et un second mode de conduite

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011118543A1 (de) * 2011-11-15 2012-05-16 Daimler Ag Verfahren und Vorrichtung zur Steuerung eines Hybridantriebsstrangs eines Fahrzeugs mit einer Nebenantriebsfunktion
EP2664478A1 (fr) * 2011-01-11 2013-11-20 Toyota Jidosha Kabushiki Kaisha Appareil de commande de véhicule
EP2679461A1 (fr) * 2011-02-21 2014-01-01 Toyota Jidosha Kabushiki Kaisha Dispositif de commande pour véhicule hybride
US9079581B1 (en) * 2014-01-16 2015-07-14 Ford Global Technologies, Llc Hybrid vehicle and method of operation
EP2933157A1 (fr) * 2014-04-17 2015-10-21 Palo Alto Research Center Incorporated Système de commande pour véhicules hybrides avec un degré élevé d'hybridation
US20150298680A1 (en) * 2014-04-22 2015-10-22 Alcatel-Lucent Usa Inc. System and method for control of a hybrid vehicle with regenerative braking using location awareness
EP3153368A1 (fr) * 2015-10-06 2017-04-12 Hyundai Motor Company Procédé et appareil de commande de véhicules électriques hybrides
EP3153365A1 (fr) * 2015-09-30 2017-04-12 Toyota Jidosha Kabushiki Kaisha Appareil de commande de véhicule hybride et véhicule hybride comprenant l'appareil de commande
GB2545524A (en) * 2015-12-17 2017-06-21 Jaguar Land Rover Ltd System and method to facilitate satisfying low emission zone requirements

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2664478A1 (fr) * 2011-01-11 2013-11-20 Toyota Jidosha Kabushiki Kaisha Appareil de commande de véhicule
EP2679461A1 (fr) * 2011-02-21 2014-01-01 Toyota Jidosha Kabushiki Kaisha Dispositif de commande pour véhicule hybride
DE102011118543A1 (de) * 2011-11-15 2012-05-16 Daimler Ag Verfahren und Vorrichtung zur Steuerung eines Hybridantriebsstrangs eines Fahrzeugs mit einer Nebenantriebsfunktion
US9079581B1 (en) * 2014-01-16 2015-07-14 Ford Global Technologies, Llc Hybrid vehicle and method of operation
EP2933157A1 (fr) * 2014-04-17 2015-10-21 Palo Alto Research Center Incorporated Système de commande pour véhicules hybrides avec un degré élevé d'hybridation
US20150298680A1 (en) * 2014-04-22 2015-10-22 Alcatel-Lucent Usa Inc. System and method for control of a hybrid vehicle with regenerative braking using location awareness
EP3153365A1 (fr) * 2015-09-30 2017-04-12 Toyota Jidosha Kabushiki Kaisha Appareil de commande de véhicule hybride et véhicule hybride comprenant l'appareil de commande
EP3153368A1 (fr) * 2015-10-06 2017-04-12 Hyundai Motor Company Procédé et appareil de commande de véhicules électriques hybrides
GB2545524A (en) * 2015-12-17 2017-06-21 Jaguar Land Rover Ltd System and method to facilitate satisfying low emission zone requirements

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11584232B2 (en) * 2020-02-05 2023-02-21 Paccar Inc Flexible and variability-accommodating instrument cluster display
EP4365042A1 (fr) * 2022-11-04 2024-05-08 Volvo Truck Corporation Procédé de commande d'une chaîne cinématique de véhicule comprenant un premier mode de conduite et un second mode de conduite

Also Published As

Publication number Publication date
SE1751528A1 (en) 2019-06-13

Similar Documents

Publication Publication Date Title
CN103097219B (zh) 电动车辆的发电控制装置
US10525968B2 (en) Method for controlling a drive device of a hybrid vehicle and hybrid vehicle
US10259445B2 (en) Vehicle and method of control thereof
JP4462224B2 (ja) 車両のハイブリッドシステム
US20120123624A1 (en) Running Control Device for Electric Vehicle
EP2505423B1 (fr) Véhicule électrique
JPH11243603A (ja) バッテリの充電状態に応じてバッテリと補助源との間に配置した主電動機を駆動するハイブリッド電気自動車
US20150019097A1 (en) Control system for vehicle
RU2750051C1 (ru) Способ управления рекуперативным торможением и устройство управления рекуперативным торможением
US6692403B2 (en) Series hybrid vehicle capable of operating without a battery
JP5691389B2 (ja) ハイブリッド車両の制御装置
WO2019117787A1 (fr) Procédé et système de propulsion d'un véhicule
EP2300253A1 (fr) Sélection de mode de commande électrique pour véhicules hybrides
EP3272603B1 (fr) Appareil de commande et procédé de commande pour véhicule hybride
US11548497B2 (en) Method and system for propelling a vehicle
JP5742166B2 (ja) 車両用走行制御装置
CN113844249A (zh) 混合动力系统、混合动力车辆及其控制方法、整车控制器
KR100857658B1 (ko) 하이브리드 차량의 연비 향상을 위한 토크 결정 방법
KR20190040622A (ko) 하이브리드 차량의 제어 방법
US20240227759A1 (en) Method and Control Arrangement for Controlling a Speed of a Vehicle When Approaching and/or Travelling a Downhill Road Section
WO2024008268A1 (fr) Procédé pour commander un système d'alimentation électrique
GB2630083A (en) Minimum and maximum torque capability for transmission torque interventions
JP2001268712A (ja) パラレル・ハイブリッド車両の制御装置
JP2023155024A (ja) ハイブリッド電気車両
SE546276C2 (en) Control device and method for controlling a look-ahead cruise control of a vehicle

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18888190

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18888190

Country of ref document: EP

Kind code of ref document: A1