SÖDERGREN, Maria (Verkstadsvägen 2, Segeltorp, S-141 70, SE)
ROOS, Fredrik (Klubbacken 28, 4tr, Hägersten, S-129 39, SE)
JOHANSSON, Oskar (Bågljusvägen 5, 2tr nr. 222, Stockolm, S-112 19, SE)
SÖDERGREN, Maria (Verkstadsvägen 2, Segeltorp, S-141 70, SE)
ROOS, Fredrik (Klubbacken 28, 4tr, Hägersten, S-129 39, SE)
| Claims 1. A method for controlling a vehicle's speed which comprises: - adopting a desired speed vset for the vehicle; - determining by means of map data and location data a horizon for the intended itinerary which is made up of route segments with at least one characteristic for each segment; - effecting the following during each of a number of simulation cycles (s) each comprising a number N of simulation steps conducted at a predetermined frequency f: - making a first prediction of the vehicle's speed vpred cc along the horizon with conventional cruise control when vset is presented as reference speed, which prediction depends on the characteristics of said segment; - comparing the predicted vehicle speed vpred cc with vmj„ and vmax, which demarcate a range within which the vehicle's speed is intended to be; - making a second prediction of the vehicle's speed vpred _Tnew along the horizon when the vehicle's engine torque T is a value which depends on the result of said comparison in the latest preceding simulation cycle (s- 1 ); - determining at least one reference value which indicates how the vehicle's speed is to be influenced on the basis of at least one of said comparisons in that simulation cycle (s) and the predicted vehicle speed vpreci Tnewi - sending to a control system in the vehicle said at least one reference value with respect to which the vehicle is thereupon regulated. 2. A method according to claim 1 , whereby simulation steps during a simulation cycle of N simulation steps have a constant step length which depends on the vehicle's speed. 3. A method according to either of claims 1 and 2, whereby said reference value is any from among a reference vehicle speed vref, a reference torque Tref or a reference engine speed coref. 4. A method according to any one of claims 1 to 3, whereby if vpred_cc is higher than vmax the vehicle's engine torque T in the second prediction is taken as a minimum torque in subsequent simulation cycles. 5. A method according to any one of claims 1 to 3, whereby if vpred_cc is lower than Vmin the vehicle's engine torque T in the second prediction is taken as a maximum torque in subsequent simulation cycles. 6. A method according to claim 4 or 5, whereby the highest speed vpred_cc,max and the lowest speed vpred cc.min are determined during the second prediction of the vehicle's speed vpred cc with ordinary cruise control and are then used in the comparison with vmax and vmjn to determine the vehicle's engine torque T in the second prediction. 7. A method according to any one of claims 1 to 6, which comprises adding a hysteresis to vref. 8. A method according to any one of the foregoing claims, which comprises also making in each simulation cycle a third prediction of the vehicle's speed vpred Tk+new along the horizon when the prediction is first made with conventional cruise control and thereafter when the vehicle's engine torque T is replaced by a maximum torque or a minimum torque depending on said comparison. 9. A method according to any one of claims 1 to 8, which comprises calculating during each prediction the vehicle's speed profile (v), energy consumption (E) and run time (t). 10. A method according to claim 9, which comprises evaluating the simulations by calculating the cost for the predicted driving modes by means of at least one cost function JTnew, ½+ηε\ν· 11. A method according to claim 10, in which the costs Jjnew and JTk+new for driving modes according to the second and third predictions are determined by applying a weighting parameter β to their energy reduction and run time reduction compared with the driving mode according to the first prediction. 12. A method according to claim 1 1 , which comprises comparing the costs Jjnew and J-rk+new and determining on the basis of the comparison the reference value with respect to which the vehicle is to be regulated. 13. A method according to any one of claims 9 to 12, which comprises adding a penalty to at least one cost function on the basis of the vehicle in the predictions not reaching the same final speed. 14. A module for controlling a vehicle's speed, which comprises: - an input unit adapted to receiving a desired speed vset for the vehicle; - a horizon unit adapted to determining by means of map data and location data a horizon for the intended itinerary which is made up of route segments with at least one characteristic for each segment; - a calculation unit adapted to effecting the following during each of a number of simulation cycles (s) each comprising a number N of simulation steps conducted at a predetermined frequency f: - making a first prediction of the vehicle's speed vpred_cc along the horizon with conventional cruise control when vset is presented as reference speed, which prediction depends on the characteristics of said segment; - comparing the predicted vehicle speed vpred_cc with vmin and vmax, which demarcate a range within which the vehicle's speed is intended to be; - making a second prediction of the vehicle's speed vpred _Tnew along the horizon when the vehicle's engine torque T is a value which depends on the result of said comparison in the latest preceding simulation cycle (s-1); - determining at least one reference value which indicates how the vehicle's speed is to be influenced on the basis of at least one of said comparisons in that simulation cycle (s) and the predicted vehicle speed vpred jnew', the module is further adapted to sending to a control system in the vehicle said at least one reference value with respect to which the vehicle is thereupon regulated. 15. A module according to claim 14, whereby simulation steps during a simulation cycle of N simulation steps have a constant step length which depends on the vehicle's speed, and the calculation unit is adapted to adjusting said step length according to the vehicle's speed. 16. A method according to either of claims 14 and 15, whereby said reference value is any from among a reference vehicle speed vref, a reference torque Tref or a reference engine speed coref. 17. A module according to any one of claims 14 to 16, whereby the calculation unit is adapted to calculating whether vpred cc is higher than or equal to vmax, and then taking the vehicle's engine torque T in the second prediction as a minimum torque in subsequent simulation cycles. 18. A module according to any one of claims 14 to 16, whereby the calculation unit is adapted to calculating whether vpred cc is lower than or equal to vmjn and then taking the vehicle's engine torque T in the second prediction as a maximum torque in subsequent simulation cycles. 19. A module according to claim 17 or 18, whereby the calculation unit is adapted to determining the highest speed vpred cc,max an the lowest speeds vpred _Cc,min during the first prediction of the vehicle's speed vpred _cc with ordinary cruise control, and to using said vpred cc,max and vpred cc,min in the comparison with vmax and vmjn to determine the vehicle's engine torque T in the second prediction. 20. A module according to any one of claims 14 to 19, whereby the calculation unit is adapted to adding a hysteresis to vref. 21. A module according to any one of claims 14 to 20, whereby the calculation unit is adapted to also making in each simulation cycle of N simulation steps a third prediction of the vehicle's speed vpred Tk+new along the horizon when the prediction is first made with conventional cruise control and thereafter when the vehicle's engine torque T is replaced by a maximum torque or a minimum torque depending on said comparison. 22. A module according to any one of claims 14 to 21 , whereby the calculation unit is adapted to calculating during each prediction the vehicle's speed profile (v), energy consumption (E) and run time (t). 23. A module according to claim 22, whereby the calculation unit is adapted to evaluating the simulations by calculating the cost for the predicted driving modes by means of at least one cost function JxneW, JTk+new 24. A module according to claim 23, whereby the calculation unit is adapted to determining the costs JTnew and J-rk+new for driving modes according to the second and third predictions by applying a weighting parameter β to their energy reduction and run time reduction compared with the driving mode according to the first prediction. 25. A module according to any one of claims 22 to 24, in which the calculation unit is adapted to comparing the costs JTnew and J-rk+new and determining on the basis of the comparison the reference value vref with respect to which the vehicle is to be regulated. 26. A module according to any one of claims 22 to 24, in which the calculation unit is adapted to adding a penalty to at least one cost function on the basis of the vehicle in the predictions not reaching the same final speed. 27. A computer programme product comprising programme instructions for enabling a computer system in a vehicle to perform steps according to the method of any of claims 1 to 13 when the instructions are run on said computer system. 28. A computer programme product according to claim 27, in which the programme instructions are stored on a medium which can be read by a computer system. |
Field of the invention
The present invention relates to a method and a module for controlling a vehicle's speed on the basis of its predicted speed according to the introduction to the independent claims.
Background to the invention
Today's traditional cruise controls maintain a constant reference speed which is usually set by the driver. The value of the reference speed is only altered when the driver him/herself adjusts it while driving. The reference speed is then passed to a control system which controls the vehicle in such a way that, if possible, the vehicle maintains the reference speed. If the vehicle is equipped with an automatic gear change system, its gears change so that it can maintain desired speed. When cruise control is used in hilly terrain, the cruise control system will try to maintain set speed both uphill and downhill. This sometimes results in the vehicle accelerating over the crest of a hill and potentially into a subsequent downgrade on which it has then to be braked to avoid exceeding the set speed, which is a fuel -expensive way of running the vehicle. Even in cases where it does not accelerate over the crest, the vehicle may of course need to be braked downhill to avoid exceeding the set speed.
To reduce fuel use on undulating roads in particular, economical cruise controls such as Scania' s Ecocruise® have been developed. The cruise control tries to estimate the vehicle's current speed and also has knowledge of the historical running resistance. The economical cruise control may also be provided with map data with topographical information. The vehicle is then located on the map, e.g. by means of GPS, and the running resistance along the route ahead is estimated. The vehicle's reference speed may thus be optimised for different types of road in order to save fuel. An example of a cruise control which uses topographical information is described in the document entitled "Explicit use of road topography for model predictive cruise control in heavy trucks" by Erik Hellstrom, ISRN: LiTH-ISY-EX -- 05/3660 ~ SE. The cruise control here is by real-time optimisation, and a cost function is used to define the optimisation criteria. A large number of different solutions are calculated and evaluated, and the solution resulting in least cost is employed. The considerable number of calculations involved makes it necessary to use for the purpose a processor with a suitably large capacity.
In other forms of cruise control the number of possible solutions is reduced by choosing instead to iterate from one solution along the vehicle's intended itinerary. However, the topography of the carriageway, the weight of the vehicle and the performance of the engine may result in differences in demand for processor capacity for determining the reference speed. More calculations are required in the case, for example, of a heavily laden truck with medium-high engine power travelling on an undulating road than in that of a lightly laden truck with a high engine power travelling on a relatively level road. This is because the truck in the first case is likely to accelerate on each downgrade and slow down on each upgrade, whereas in the second case the truck will run quite evenly.
The processor incorporated in the system will therefore be subject to relatively large demands, since the load upon the processor may vary greatly from situation to situation. For example, its capacity needs to be large enough to cope quickly with situations where a large number of calculations have to be done. It therefore needs to be dimensioned to cope with such situations despite the fact that they occur during only a limited proportion of the processor time used.
The dissertation entitled "Efficient Simulation and Optimal Control for Vehicle
Propulsion" by Anders Froberg, Linkoping 2008, describes how various control strategies are simulated in order to arrive at speed profile, fuel consumption and run time along a section of intended itinerary. This is followed by evaluating which is the most
advantageous control strategy, on the basis of a cost function with a parameter λ which indicates how important run time is. The parameter does however depend on the weight of the vehicle if it is desired to achieve the same relationship between reduction in fuel consumption and gain in run time. Moreover, comfort requirements are not catered for. The object of the present invention is to propose an improved system for controlling a vehicle's speed so that the amount of fuel used can be minimised and, in particular, in such a way that the load upon the processor becomes lighter and more even. A further object of the invention is to be able to set the cruise control so that it is possible to choose to prioritise smaller amount of fuel or shorter run time.
Summary of the invention
At least one of the above objects is achieved by a method for controlling a vehicle's speed which comprises:
- adopting a desired speed v set for the vehicle;
- determining by means of map data and location data a horizon for the intended itinerary which is made up of route segments with at least one characteristic for each segment;
- effecting the following during each of a number of simulation cycles (s) each comprising a number N of simulation steps conducted at a predetermined frequency f:
- making a first prediction of the vehicle's speed v pre d cc along the horizon with conventional cruise control when v set is presented as reference speed, which prediction depends on the characteristics of said segment;
- comparing the predicted vehicle speed v pred _ cc with v m j n and v max , which demarcate a range within which the vehicle's speed is intended to be;
- making a second prediction of the vehicle's speed v precl T new along the horizon when the vehicle's engine torque T is a value which depends on the result of said comparison in the latest preceding simulation cycle (s-1);
- determining at least one reference value which indicates how the vehicle's speed is to be influenced on the basis of at least one of said comparisons in that simulation cycle (s) and the predicted vehicle v pred Tne W ;
- sending to a control system in the vehicle said at least one reference value with respect to which the vehicle is thereupon regulated.
The object or objects are achieved according to another aspect by a module for controlling a vehicle's speed which comprises an input unit adapted to receiving a desired speed v set for the vehicle, a horizon unit adapted to determining by means of map data and location data a horizon for the intended itinerary which is made up of route segments with at least one characteristic for each segment, and a calculation unit adapted to effecting the following during each of a number of simulation cycles (s) each comprising a number N of simulation steps conducted at a predetermined frequency f:
- making a first prediction of the vehicle's speed v pre d_ cc along the horizon with conventional cruise control when v set is presented as reference speed, which prediction depends on the characteristics of said segment;
- comparing the predicted vehicle speed v pre d_cc with v m j„ and v max , which demarcate a range within which the vehicle's speed is intended to be;
- making a second prediction of the vehicle's speed v pred Tn ew along the horizon when the vehicle's engine torque T is a value which depends on the result of said comparison in the latest preceding simulation cycle (s-1);
- determining at least one reference value which indicates how the vehicle's speed is to be influenced on the basis of at least one of said comparisons in that simulation cycle (s) and the predicted vehicle v pre d mew The module is further adapted to sending to a control system in the vehicle said at least one reference value with respect to which the vehicle is thereupon regulated.
The method described results in a substantially constant load upon the processor, since the same number of predictions is made during each simulation cycle at a constant frequency. The processor load is independent of the power output of the vehicle's engine, the weight of the vehicle and the topography of the route. The processor concerned thus knows how much processor capacity will be needed, which is therefore consistently allocated. The processor load will thus be the same in different situations of changing topology and be independent of the vehicle's engine torque. It is thus also possible for the processor concerned to be dimensioned without having to cater for any extreme worst scenarios but rather to cater for uniform processor load. The processor cost can thus be reduced.
According to an embodiment, speed variations along the horizon ahead are predicted for only two different modes of driving the vehicle, resulting in a relatively light processor load.
In a preferred embodiment, the choice of reference value is based on a cost function which weights reduction in energy consumption and gain in run time with traditional cruise control. The weighting parameter then depends very little on vehicle weight, journey length and engine type, thereby simplifying the calculations.
Unlike traditional cruise control, it is for example possible for engine efficiency and comfort/drivability to be catered for when choosing which control strategies to evaluate.
Preferred embodiments are described in the dependent claims and the detailed description.
Brief description of the attached drawings
The invention is described below with reference to the attached drawings, in which:
Figure 1 depicts a module according to an embodiment of the invention.
Figure 2 is a flowchart for the method according to an embodiment of the invention.
Figure 3 illustrates a predicted speed during a simulation cycle according to an
embodiment of the invention.
Figure 4 illustrates a number of simulation cycles according to an embodiment of the invention.
Figure 5 illustrates the vehicle's predicted speeds according to an embodiment of the invention.
Figure 6 illustrates various final speeds for different predictions of the vehicle's speed.
Detailed description of preferred embodiments of the invention
Figure 1 depicts a module for controlling a vehicle's speed according to an embodiment of the invention. The module comprises an input unit adapted to receiving a desired speed v set for the vehicle. The driver may for example set a desired speed v set which he/she wishes the vehicle to maintain. The module comprises also a horizon unit adapted to determining a horizon for the intended itinerary by means of map data and location data. The horizon is made up of route segments with at least one characteristic for each segment. An example of a segment's characteristics might be its gradient a in radians.
In the description of the present invention, GPS (Global Positioning System) is indicated for determining location data for the vehicle, but it should be appreciated that other kinds of global or regional positioning systems are also conceivable to provide the vehicle with location data, e.g. systems which use a radio receiver to determine the vehicle's location. The vehicle may also use sensors to scan the surroundings and thereby determine its location. Figure 1 illustrates how the module assimilates information about the intended itinerary via maps (map data) and GPS (location data). The itinerary is conveyed bit by bit to the module, e.g. via CAN. The module may be separate from or form part of the control system or systems which are to use reference values for regulating. An example of a control system is the vehicle's engine control system. Alternatively, the map and positioning system unit may also be part of a system which is to use reference values for regulating. In the module, the bits are put together in a horizon unit to form a horizon and are processed by the processor unit to create an internal horizon with respect to which the control system can regulate. The horizon is then continually supplemented by new bits from the GPS and map data unit to maintain a desired length of horizon. The horizon is thus updated continuously when the vehicle is in motion.
CAN (controller area network) is a serial bus system specially developed for use in vehicles. The CAN data bus makes digital data exchange possible between sensors, regulating components, actuators, control devices, etc. and ensures that two or more control devices can have access to the signals from a given sensor in order to use them to control components connected to them.
The module comprises also a calculation unit adapted, during each of a number of simulation cycles (s) each comprising a number N of simulation steps conducted at a predetermined frequency f, to making a first prediction of the vehicle's speed v pred cc along the horizon with conventional cruise control when v set is presented as reference speed, which prediction depends on said segment's characteristics. The calculated vehicle speed v P red_cc is compared with v m i„ and v max , which demarcate a range within which the vehicle's speed is intended to be, and a second prediction of the vehicle's speed v pre d Tnew is made along the horizon when the vehicle's engine torque T is a value which depends on the result of said comparison in the latest preceding simulation cycle (s-1). At least one reference value is determined which indicates how the vehicle's speed is to be influenced on the basis of at least one of said comparisons in that simulation cycle (s) and the predicted vehicle speed v pre d Tn ew The module is further adapted to sending to a control system in the vehicle said at least one reference value with respect to which the vehicle is thereupon regulated. How the predictions are made is explained in more detail below.
The module and/or the calculation unit comprise at least a processor and memory adapted to performing all of the calculations, predictions etc. herein described.
Figure 2 is a flowchart of the steps involved in the method for controlling the vehicle's speed according to an embodiment of the invention. The method comprises as a first step A) adopting v set as a desired speed for the vehicle to maintain, and as a second step B) determining by means of map data and location data a horizon for the intended itinerary made up of route segments with at least one characteristic for each segment. According to the method, a number of simulation cycles (s) are then conducted during the length of the horizon. A simulation cycle (s) comprises C) a number N of simulation steps conducted at a predetermined frequency f and entails CI) making a first prediction of the vehicle's speed v pre d _cc along the horizon with conventional cruise control when v set is presented as reference speed, which depiction depends on said segment's characteristics, C2) comparing the predicted vehicle speed v pre d_ C c with v min and v max , which demarcate a range within which the vehicle's speed is intended to be, C3) making a second prediction of the vehicle's speed v pre d mew along the horizon when the vehicle's engine torque T is a value which depends on the result of said comparison in the latest preceding simulation cycle (s- 1), and C4) determining at least one reference value which indicates how the vehicle's speed is to be influenced on the basis of at least some of said comparisons in that simulation cycle (s) and the predicted vehicle speed v pre d_Tnew As a further step D) said at least one reference value with respect to which the vehicle is to be regulated is sent to a control system in the vehicle. This method achieves a constant and predetermined processor load when the vehicle's reference speed is determined and regulated.
During a simulation cycle (s) the prediction according to CI) and the prediction according to C3) are made in parallel, as illustrated in Figure 2. The result of the comparison of v P red_cc with v m j n and v max in the latest preceding simulation cycle (s-1) determines the torque T at which v prec i Tn ew is to be predicted in simulation cycle (s). If for example each simulation cycle comprises 100 simulation steps at a frequency of 100 Hz, each simulation cycle takes 1 second. v set is therefore the driver's input signal of desired cruise control speed, and the reference value is the value with respect to which the vehicle is regulated. The reference value is preferably any from among a reference vehicle speed v ref , a reference torque T ref or a reference engine speed a> re f. v re f is presented to the engine control unit's speed regulator. For traditional cruise controls, v re r = v set . The speed regulator then controls the vehicle's speed according to v re f by demanding necessary torque from the engine's torque regulator. When the reference value is instead a reference torque T ref , T ref may be sent directly to the engine's torque regulator, and when the reference value is a reference engine speed co ref , co ref may be sent directly to the engine's speed regulator. If v prec i _ cc when compared with v m in and v max does not go beyond these limits, v set is presented, according to an
embodiment, as reference value. The reference value then depends entirely on this comparison. Which reference value will be aimed at for other cases is explained below.
How the various predicted speeds are arrived at will now be explained. The total force F env acting upon the vehicle from the environment is made up of rolling resistance F ro a, gravitation F and air resistance F air . Gravitation is calculated as
F ' = m - g ■ a (1) where m is the weight of the vehicle and a the gradient of the road in radians. Since mostly only small angles are concerned, sin(a) is approximated to a. Air resistance is calculated as a factor k multiplied by the square of vehicle speed, as follows:
F em = + ■ 9.82 - a + k - v, 2 _, (2)
F roU, pres,n, = F ro„.esn ™ =™ s k = ^ P ' , ' A ( 3 ) where A is the vehicle's estimated frontal area, Qthe resistance coefficient which depends on the streamline shape of the object, p the density of the air and m the weight of the vehicle estimated by its weight estimation system as m est . Current rolling resistance Froll.present IS also estimated in the vehicle continuously as F ro est . For calculation of m esl and F ro ii est please refer to the dissertation entitled "Fuel Optimal Powertrain Control for Heavy Trucks Utilizing Look Ahead" by Maria Ivarsson, Linkoping 2009, ISBN 978-91 - 7393-637-8. VM is the vehicle's predicted speed at preceding simulation step.
The force F drive which propels the vehicle forwards depends on which prediction is made. It is taken according to an embodiment as either maximum possible power (maximum torque) or least possible power (minimum torque, e.g. drag torque). It is possible, however, to take any desired force within the range
F mm < F dnve ≤ F mm (4) and the vehicle's speed v pred Tn ew (and v pred j rk+new as explained below) may therefore be predicted at torques other than maximum or minimum torque. F max is calculated as maximum available engine torque, a function of engine speed, multiplied by the total transmission ratio and divided by the effective tyre radius r whee i- F mm is arrived at in the same way as F max but with minimum torque instead: wheel
where n is the vehicle's engine speed and i m the vehicle's total transmission ratio. The vehicle's acceleration Acc is given by:
Acc = (F dnrt - F m ) / m (7)
According to an embodiment, simulation steps during a simulation cycle of N steps have constant step length which depends on the vehicle's speed. The length dP of each simulation step is given by:
dP = K - v lwl (8) where K is a time constant, e.g. 0.9s, and v mit is prevailing vehicle speed at the beginning of the simulation. The time dt for a simulation step is given by:
dt = dP/ v,_ (9) where vn is predicted speed at preceding simulation step i- 1. The speed difference dv is:
dv = Acc - dt (10)
Energy consumed dW for a simulation step is given by:
dW = dP - (F Jnve - F mm ) (1 1 )
The speed v, at current simulation step becomes:
v, = v M + < v (12)
Total time t, for current simulation step is:
/, = /,._, + dt (13)
Total energy consumed Wj for current simulation step is:
W, = W^ + dW (14) Figure 3 illustrates how a vehicle speed is predicted during a simulation cycle of N simulation steps with a horizon which is L metres long. The prediction is discontinued after N simulation steps, i.e. after a simulation cycle. A fresh simulation cycle then begins in the next time sample. Each simulation cycle has a predetermined frequency f. At a frequency of 100 Hz, for example, 100 simulation steps are conducted per second. As the length of each simulation step depends on the vehicle's speed Vj n j t at the beginning of the prediction, the length of the predicted section of the horizon varies with the vehicle's speed. For example, at 80 km/h (22.22 m/s) the horizon becomes 2 km long if f = 100 Hz and K=0.9s, since each simulation step dP then becomes 20 m long and over 100 steps the horizon then becomes 2 km. Figure 3 shows a fresh speed Vj predicted at each simulation step /. Since the same number of predictions (v pre d_ cc and v pre d jnew and also, in an alternative embodiment, v pre d Tk+new) is made at each simulation step, the processor load depends entirely on the number of simulation steps within the horizon. The number of simulation steps is determined by the frequency f, which is a predetermined value. The maximum processor load can therefore always be determined in advance, which is advantageous in that the processor can accordingly be dimensioned in advance. The processor load is therefore independent of road topography, vehicle weight and engine type. Vpred cc and v pre d jnew may be vectors with N values, or alternatively only maximum and minimum values for v pre d_ cc and v pre d mew are saved in each simulation cycle, as explained in more detail below. The latest predicted speed within the horizon is designated v N , and also v en d- The time tj and the energy consumption Ej up to simulation step / ' may also be arrived at by formulae (13) and (14).
Figure 4 illustrates three simulation cycles (s-1), (s) and (s+1) and the predictions made during each cycle. In each cycle, a prediction of v pre d_cc and a prediction of v pre d T new are made. v pre d_ cc is compared with v m j n and v max after each cycle, and the result of this comparison serves as a basis for determining preferably the torque T for v pre d Tnew or the next cycle, as explained previously and as illustrated in Figure 4 by arrows marked "CHOSEN T". This is also illustrated at step C2 in the flowchart in Figure 2. Two different vehicle speeds are thus predicted during each simulation cycle. According to a preferred embodiment , a third driving mode v pre d Tk+new is also predicted in each simulation cycle, and the driving mode with respect to which the vehicle is to be controlled is then decided by cost calculations, as explained in more detail below. A control unit is then presented with reference values representing the driving mode with respect to which the vehicle is to be controlled, which may therefore be either a reference vehicle speed, a reference torque or a reference engine speed.
Reference values which the vehicle's control system is to aim at are thus determined continuously when the vehicle is in motion. They are preferably determined as from certain predetermined distance ahead of the vehicle and are then synchronised in the control unit so that the calculated reference value for a given situation is set at the right time. An example of such a distance is 50 metres, which the control unit therefore caters for in regulating the vehicle. An embodiment according to the invention will now be explained with reference to Figure 5. The upper part of Figure 5 illustrates the predicted speed v pred _ cc with conventional cruise control along a horizon with a road profile which is depicted in the lower part of the diagram. v pre d_ cc is compared continually with v m i n and v max , and if it is below v m j n , an upgrade is identified. If v pre d cc is above v max , a downgrade is identified. If an upgrade is identified and v pre d cc is therefore lower than v mm , as at PI in Figure 5, the vehicle's engine torque T in the second prediction v pre d Tnew is taken as a maximum torque in the next simulation cycle. This prediction is represented by a broken line in Figure 5. This presupposes, however, that v pre d cc was below v m i n before potentially going above v max . Figure 5 illustrates by three broken lines in the upper diagram how v pre d Tnew is predicted at a maximum torque and is then predicted to exceed v max . Since this scenario is undesirable, v set is presented as reference speed. Only when v pre d Tnew is predicted to not go above v max may this speed be presented as reference value. If a downgrade is identified and v pre d cc is therefore higher than V max , as at P2 in Figure 5, the vehicle's engine torque T in the second prediction v pre d Tnew is presented as a minimum torque in the next simulation cycle, which is represented by a broken line in Figure 5. This presupposes, however, that v pre d cc was higher than v max before potentially going below v m in. According to an embodiment, the calculation unit described with reference to Figure 1 is adapted to performing the calculations etc. described.
If preci_cc i higher than or equal to v m i n and lower than or equal to v maXi the reference value is taken as v set . This means for example that no hill is identified and hence that v pre d cc is outside the speed range or that the vehicle will be travelling on a level road. v set therefore then becomes the reference speed with respect to which the vehicle's control system is to regulate. v pre d Tnew is preferably still predicted at maximum or minimum torque in order to achieve uniform processor load.
According to an embodiment, the method comprises also making in each simulation cycle a third prediction of the vehicle's speed v pre d Tk+new along the horizon when the simulation is done first with conventional cruise control and thereafter when the vehicle's torque T is replaced by a maximum torque, a minimum torque or some other torque, see formula (4), resulting in an alternative driving mode, depending on said comparison. This is represented in Figure 5 by a chain-dotted line. The same criteria for deciding when and at what torque v pre d jnew is to be predicted are used to decide when and at what torque
Vpred Tk+new s to be predicted. Another embodiment uses other criteria for determining a different torque which results in an alternative driving mode, e.g. when particular comfort requirements are applicable. v pre d Tk+new comprises preferably first conducting one or more simulation steps with conventional cruise control and then conducting the remaining simulation steps at some other torque, e.g. maximum torque or minimum torque. For example, simulation steps 1 to 4 in Figure 3 are conducted with conventional cruise control, followed by simulation steps 5 to N at maximum or minimum torque. The three chain-dotted lines in the upper part of Figure 5 illustrate how v pre d Tk+new is predicted to exceed v max . Since this scenario is undesirable, v set is presented as reference speed. Only when neither v pre d Tk+new nor v pre d T new is predicted to go above v max may this driving mode be catered for in comparison with a cost function according to an embodiment, see formulae (15) and (16) below.
If the prediction of v pre d Tnew exceeds limit values set directly or indirectly by the driver, e-g- m in and v ma x, then v set is presented instead as reference value. Three predictions with different control strategies are thus made according to this embodiment along a limited section of road with the length L ahead of the vehicle, also called the horizon. Each prediction then preferably involves calculating the vehicle's speed, total energy consumption E N and run time t N . Another embodiment calculates also minimum and maximum speeds for the predictions, as described in more detail below. The total energy consumption E N for a predicted speed during a simulation cycle is calculated by (14). Similarly, the total time t N for a predicted speed during the simulation cycle is calculated by (13). The prediction with conventional cruise control v pre d_ cc gives the total energy consumption designated E pre d cc and the total run time designated t pred cc and decides which other control strategies/driving modes are to be predicted.
If an upgrade is identified, the total time tLAjrnew and the total energy consumption
ELA Tnew for the predicted speed v pre d Tnew at maximum torque are arrived at. v pre d Tk+new is also predicted as explained above when an upgrade is identified, whereupon the total time tLA_Tk+new and the total energy consumption E L A Tk+new for v pre d T k+ new during a simulation cycle are arrived at. The maximum torque may be replaced by some other high engine torque which results in acceleration, e.g. if the working point has better efficiency and/or results in comfortable acceleration.
If a downgrade is identified, tLA Tnew and E U A Tnew are arrived at, being in this case respectively the total time and energy consumption for v pre< i jnew at minimum torque, and pr e d_Tk+new is predicted as explained above, thereby arriving at t LA Tk+new and E LA Tk+new ? which in this case are respectively the total time and the energy consumption for
Vpred Tk+new during a simulation cycle at minimum torque. The minimum torque is for example drag torque, although this may be replaced by some other low engine torque which results in retardation, e.g. if the working point has better efficiency and/or results in comfortable acceleration.
To choose which out of v pre d Tnew and v pre d Tk+new is the better control strategy on each occasion, the method comprises according to an embodiment evaluating the predictions by calculating the cost for the predicted driving mode by means of at least one cost function JTnew, ^Tk+new The calculation unit is preferably adapted to performing these calculations. According to an embodiment, the costs J Tne w and JTk+new for the driving mode according to the second and third predictions are determined by applying a weighting parameter β to their energy reduction and run time reduction compared with the driving mode according to the first prediction, as illustrated in the cost functions:
F t
j LA n w LAJ ' k+new i Λ Z
J lnew - ~ ^
r pred _ cc t pred _ cc
Γ pred _ cc t pred _ cc
The cost functions are thus standardised with respect to the vehicle's predicted driving mode with conventional cruise control (E pre d cc and t pre d cc )- The cost estimates are thus independent of, for example, the vehicle's weight. The cost functions are based solely on energy consumption and run time, the fuel consumption is not calculated. This means that there is no need for any model of the engine's efficiency, thereby simplifying the calculations for evaluating which is the most advantageous control strategy. The weighting parameter β depends very little on vehicle weight, distance run and engine type. The introduction of modes or potential settings is thus simplified. According to an embodiment, the driver or the system may choose whether, for example, to prioritise less fuel expenditure or shorter run time by altering the weighting parameter. This function may be presented to the driver via an interface in, for example, the vehicle's instrument panel.
Preferably, the costs Jjnew and JTk+new are compared, and this comparison is used as a basis for determining the reference speed v re f with respect to which the vehicle is to be regulated. The prediction of the speed (v pre d mew, v pre d Tk+new) which results in least cost is preferably presented as reference value.
For the vehicle to reach minimum or maximum torque, the reference speed v re f may be presented with an offset. Minimum torque may for example be presented by presenting the reference speed v re f as a low value below v m j n , e.g. v m j n - k 1 ? where k \ is within the range 1-10 km/h. The engine's control unit will then present drag torque for the engine. Maximum torque may be reached by the reference speed being presented as a high speed above v max , e.g. v max + k 2 , where k 2 is within the range 1 -10 km/h.
According to an embodiment, the highest speed v pre d cc ,max and the lowest speed v pre d cc ,min during the first prediction of the vehicle's speed v pred cc with ordinary cruise control are determined and are then used in the comparison with v max and v m i„ to determine the vehicle's engine torque T in the second prediction and, according to some embodiments, in the third prediction. The calculation unit is then adapted to performing these calculations. It is therefore only necessary to save scalars instead of whole vectors, thereby saving memory space. Nor need the values be saved after they have been used in the simulation cycle, since no adjustment of reference values takes place rearwards in the horizon and they will not be used again for more calculations. This difference compared with some other calculation algorithms saves processor capacity and helps to achieve constant light processor load. In the same way it is also possible for the highest and lowest speeds for the predictions of v pre d _¾ew and v pre d_Tk+new to be determined during a simulation cycle. The various strategies most commonly do not have the same final speed at the end of the horizon, a fact which is preferably assimilated in the evaluation of the costs of the control strategies. This is illustrated in Figure 6, in which v pred Tnew is predicted at maximum torque and v pre d Tk+new is predicted as conventional cruise control in some steps and thereafter at maximum torque. v pre d_Tnew results in a higher final speed Vend_Tnew, than the final speed for v pre d Tk+new, which is Vend_Tk+new, since v pred -rk+new initially resembles conventional cruise control, which means that the speed in this case does not increase as much, since the maximum torque is applied later. However, simulation cycle ends after certain number N of steps (represented by a broken line), whereupon the final speeds for the respective predictions are also arrived at. According to an embodiment, the method comprises adding a penalty to at least one cost function on the basis of whether the vehicle in the predictions does not reach the same final speed. A penalty may be calculated on the basis of the energy consumption and run time, respectively designated Ε γ and ΐ γ , which are required if after the horizon the final speed Vend,Tk+new of the third prediction is to be brought to the final speed Tnew for the second prediction, while at the same time having the two predictions run equal distances. The cost functions will then be of the nature of:
j E + 1
_ new + E t
LA y. Tnevi o LA new y.Tnew M Tnew ~~ + P U ' )
pred _ cc pred _ cc
j F LA,Tk+new + F y k+new t LA k+new + t /.Tk+new / 1 Q\
J Tk+new + P 1 1
r pred _ cc t pred _ cc
Arriving at the energy consumption and run time (Ε γ and t y ) entails doing a number of calculations. The calculations are based on Newton's second law with the assumption of constant running resistance (F env is constant, i.e. it is here assumed that the road is level and that the air resistance and rolling resistance do not depend on vehicle speed):
mv = {F Jme - F env ) (19) On these assumptions, vehicle speed remains a linear function of time.
For the third prediction to be moved from Vendjk+new to Vend,Tnew, the run time becomes:
m
^ yj'k+new ^end ew ^ end k+new ) j -, (20)
drive env
The distance covered by the vehicle is
F driv vee - F env † 2
^y new ^ 'end k+new ^yjk+new (21 )
The energy requirement is:
Ε γ jk+new ~ Fd iv ' S r (22)
For the second prediction to travel the same distance (s Y ) with no change of vehicle speed {Vend new), the run time is:
The energy requirement is:
Eyjnew ~ ^env ' S y (24)
If Vend,Tk+new < endjnew a maximum torque is applied, and if v end , Tk+n ew > Vend new drag torque (F driv e =0) is applied.
The standardisation values E pre d cc and t pre d cc are, according to an embodiment, not updated to obtain values for exactly the same distance run as the other predictions. For example, the values are updated for each simulation cycle. The distance s Y is so short relative to the total distance predicted that the standardisation works well even without catering for energy and time consumption for conventional cruise control during s
The speed presented as reference speed is preferably that which results in the lowest total cost (Jjnew or Jik+new)- According to an embodiment, whereas previously the choice was to use an alternative control according to v pre d Tnew or v pre d Tk+new (i-e. not v set ), the alternative control may be achieved during the time when the vehicle is for example on a steep hill. Control hopping between different driving modes is thus avoided. A steep hill may be identified as a gradient exceeding a certain value. An embodiment takes into account the engine's efficiency and comfort/drivability when choosing which control strategies to predict (i.e. those which result in v pre d Tne w and v P red_Tk+new)- Taking as magnitude and/or time the torque which results in v pre d _ Tnew and v P red_Tk+new differently depending on the engine's efficiency or on the basis of comfort requirements makes it possible to achieve comfortable and economical cruise control. This may be implemented on the basis of rules whereby for example there is a certain torque at a certain engine speed, or whereby torque which results in more acceleration than a certain limit value is never allowed. The present invention is not restricted to the embodiments described above. Sundry alternatives, modifications and equivalents may be used. The above embodiments therefore do not limit the scope of the invention, which is defined by the attached claims.
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