Method for controlling a deceleration of a vehicle, computer program, computer-readable medium, control arrangement and vehicle

Abstract

A method (100) for controlling a deceleration of a vehicle (2) is disclosed, wherein the method (100) is carried out by a control arrangement (21), and wherein the vehicle (2) comprises a transmission (3) and an electric machine (5) operatively connected to driven wheels (27) of the vehicle (2) via the transmission (3). The method (100) comprises the following step: in a deceleration phase of the vehicle (2), limiting (120) a braking torque (Tq) provided by the electric machine (5) during a time period (Tp) after a downshift in the transmission (3) such that the braking force (P) exerted on the driven wheels (27) after the downshift lies within a threshold range (Tr) of the braking force (P) exerted on the driven wheels (27) before the downshift. The present disclosure further relates to a computer program, a computer-readable medium, a control arrangement (21) and a vehicle (2).

Description

field of technology

[0001] The present disclosure relates to a method for controlling a deceleration of a vehicle. The present disclosure further relates to a computer program, a computer-readable medium, a control arrangement configured to control a deceleration of a vehicle, and a vehicle comprising a control arrangement. Background

[0002] Vehicles are typically powered by an internal combustion engine. However, the use of an electric drive for vehicles offers many advantages, particularly regarding local emissions. Such vehicles contain one or more electric machines designed to supply the vehicle with motive power. These vehicle types can be divided into pure electric vehicles and hybrid electric vehicles. Pure electric vehicles, sometimes referred to as battery electric vehicles, all-electric vehicles, and fully electric vehicles, have a purely electric drivetrain and do not contain an internal combustion engine, thus producing no emissions at their point of use.

[0003] A hybrid electric vehicle has two or more different types of power sources, such as an internal combustion engine and an electric drive system. The combination of an internal combustion engine and an electric drive system offers advantages in terms of energy efficiency, partly considering the low energy efficiency of an internal combustion engine at lower power output levels. In addition, some hybrid electric vehicles can operate in pure electric drive mode when needed, for example, when driving in certain areas.

[0004] In at least partially electric vehicles, such as pure electric vehicles and hybrid electric vehicles, electricity is typically stored in a number of battery packs, each containing a number of rechargeable battery cells. Several different types of battery cells are used, such as lithium-ion battery cells, lithium-polymer battery cells, and other types of rechargeable battery cells. Additionally, some vehicles are equipped with fuel cells that can convert hydrogen into electricity. These fuel cells generate electricity through a chemical reaction between hydrogen and oxygen, which can complement the use of rechargeable battery packs to support the vehicle's electrical systems and propulsion.

[0005] The electric motor of an at least partially electric vehicle can be used for regenerative braking. Regenerative braking refers to a process in which the electric motor acts as a generator during braking. Instead of simply converting the vehicle's kinetic energy into heat through friction, as is the case with conventional brakes, regenerative braking captures the braking energy and converts it into electrical energy. This electrical energy is then fed back into the vehicle's battery pack, recharging it to some extent.

[0006] Regenerative braking has several advantages. It increases the driving range of electric and hybrid vehicles by recovering energy that would otherwise be lost. It also reduces wear on the mechanical braking system, leading to lower maintenance costs and longer intervals between brake service appointments. Furthermore, by improving the energy efficiency of electric and hybrid vehicles, regenerative braking contributes to reducing carbon emissions and the environmental impact of the vehicles, which is consistent with the broader goals of using electric propulsion technology to mitigate local emissions and reduce dependence on fossil fuels.

[0007] The efficiency of regenerative braking, and thus the amount of braking force the electric motor can generate, is inextricably linked to the speed of the electric motor and, consequently, to the speed of the vehicle itself. This means that when the vehicle slows down during a deceleration phase, the speed of the electric motor decreases, which can reduce the available braking force of the electric motor. Furthermore, such a reduction in speed can reduce the ability of the regenerative braking system to generate electricity.

[0008] One way to increase regenerative braking capacity is to increase the gear ratio between the electric machine and the wheels, for example, by downshifting in a transmission located between the electric machine and the wheels. This allows the regenerative braking capacity and the braking force provided by the electric machine to be increased during a deceleration phase of the vehicle.

[0009] However, downshifting during a vehicle's deceleration phase can cause a sudden increase in braking force, potentially resulting in wheel slip. Wheel slip can impair the vehicle's operational safety due to reduced force transfer between the wheel and the road surface, both longitudinally and laterally. Furthermore, wheel slip can cause excessive wear on the wheels and the surface on which the vehicle is traveling. Furthermore, a sudden increase in the braking force provided by the electric motor can cause the vehicle to jerk, impairing ride comfort and potentially causing the load to slip. Summary

[0010] It is an object of the present invention to overcome, or at least mitigate, at least some of the above-mentioned problems and disadvantages. This object is achieved by the subject matter of the appended independent claim(s).

[0011] According to a first aspect of the present disclosure, the object is achieved by a method for controlling a deceleration of a vehicle, wherein the method is carried out by a control arrangement, and wherein the vehicle comprises a transmission and an electric machine operatively connected via the transmission to driven wheels of the vehicle. The method comprises the following step: in a deceleration phase of the vehicle - limiting a braking torque provided by the electric machine during a period of time following a downshift in the transmission such that the braking force applied to the driven wheels after the downshift is within a threshold range of the braking force applied to the driven wheels before the downshift.

[0012] This provides a method that provides operating conditions for maintaining the braking force provided by the electric machine as the vehicle speed decreases, while simultaneously avoiding vehicle jerking and wheel slippage. This is because the method includes the step of limiting the braking torque provided by the electric machine during the period following the downshift in the transmission, such that the braking force applied to the driven wheels after the downshift is within the threshold range of the braking force applied to the driven wheels before the downshift.

[0013] In other words, a method is provided that provides operating conditions for maintaining regenerative braking capacity at decreasing vehicle speeds while ensuring smooth deceleration of the vehicle, which increases passenger comfort, prevents load slippage, and maintains vehicle operational safety.

[0014] Accordingly, a method is provided that overcomes or at least mitigates some of the above-mentioned problems and disadvantages. This achieves the above-mentioned objective.

[0015] Optionally, the procedure includes the following steps: - Entering a braking force request, and - Adjusting the duration of the period based on a difference between the braking force request and the braking force applied to the driven wheels before downshifting.

[0016] This provides an adaptive method capable of achieving a smooth transition in braking force, while at the same time creating operating conditions to achieve a higher braking force if required by the braking force demand.

[0017] Optionally, the duration of the period can be reduced for large differences between the braking force demand and the braking force applied to the driven wheels before the downshift, and increased for small differences between the braking force demand and the braking force applied to the driven wheels before the downshift. This ensures smooth vehicle operation while simultaneously creating operating conditions for achieving higher braking force, if required by the braking force demand.

[0018] Optionally, the procedure includes the following steps: - Entering a braking force request, and - Adjusting the size of the threshold range based on a difference between the braking force request and the braking force applied to the driven wheels before downshifting.

[0019] This provides an adaptive method capable of achieving a smooth transition in braking force, while at the same time creating operating conditions to achieve a higher braking force if required by the braking force demand.

[0020] Optionally, the size of the threshold range can be increased for large differences between the brake force demand and the brake force applied to the driven wheels before the downshift, and decreased for small differences between the brake force demand and the brake force applied to the driven wheels before the downshift. This ensures smooth vehicle operation while simultaneously creating operating conditions for achieving higher brake force, if required by the brake force demand.

[0021] Optionally, the threshold range is less than 25% or less than 12%.

[0022] In this way, smooth vehicle operation can be ensured, avoiding jerky vehicle movement and wheel slip caused by a sudden increase in braking force, while maintaining the regenerative braking capacity of the electric machine as the vehicle speed decreases.

[0023] Optionally, the procedure includes the following steps: - Enter a braking force request, and at the end of the period: - Initiating an incremental or gradual change in the braking torque provided by the electric machine in the direction of the braking force requirement.

[0024] This provides an adaptive method capable of achieving a smooth transition in braking force, while at the same time creating operating conditions to achieve a higher braking force if required by the braking force demand.

[0025] Optionally, the procedure includes the following step: - Adjusting the rate of incremental or gradual change in braking torque based on the magnitude of the difference between the braking force request and an actual braking force applied to the driven wheels at the end of the period.

[0026] This provides an adaptive method capable of achieving a smooth transition in braking force, while at the same time creating operating conditions to achieve a higher braking force if required by the braking force demand.

[0027] The step of adjusting the rate of the incremental or gradual change in the braking torque can be performed such that the incremental or gradual change is set at higher rates in the case of large differences between the braking force demand and the actual braking force applied to the driven wheels at the end of the period, and vice versa. In this way, a smooth transition in the braking force and thus smooth operation of the vehicle can be ensured. while at the same time creating operating conditions to achieve a higher braking force if this is necessary due to the braking force requirement.

[0028] According to a second aspect of the present disclosure, the objective is achieved by a computer program comprising instructions for causing the control arrangement according to the second aspect of the present disclosure to carry out the steps of the method according to some embodiments of the first aspect of the present disclosure. Since the computer program comprises instructions for causing the control arrangement to carry out the method according to some of the presently described embodiments, a computer program is provided that creates operating conditions for overcoming, or at least mitigating, at least some of the above-mentioned disadvantages. The above-mentioned objective is thereby achieved.

[0029] According to a third aspect of the present disclosure, the objective is achieved by a computer-readable medium on which the computer program according to the second aspect of the present disclosure is stored. Since the computer-readable medium contains instructions for causing the control arrangement to execute the method according to some of the presently described embodiments, a computer-readable medium is provided that creates operating conditions for overcoming, or at least mitigating, at least some of the above-mentioned disadvantages. The above-mentioned objective is thereby achieved.

[0030] According to a fourth aspect of the present disclosure, the object is achieved by a control arrangement configured to control a deceleration of a vehicle, wherein the method is carried out by a control arrangement, and wherein the vehicle comprises a transmission and an electric machine operatively connected to driven wheels of the vehicle via the transmission. The control arrangement is configured to: - to limit a braking torque provided by the electric machine during a period following a downshift in the transmission such that the braking force applied to the driven wheels after the downshift is within a threshold range of the braking force applied to the driven wheels before the downshift.

[0031] This provides a control arrangement that provides operating conditions for maintaining the braking force provided by the electric machine as the vehicle speed decreases, while simultaneously avoiding jerky vehicle travel and wheel slip. This is because the control arrangement is designed to limit the braking torque provided by the electric machine during the period following a downshift in the transmission such that the braking force applied to the driven wheels after the downshift is within the threshold range of the braking force applied to the driven wheels before the downshift.

[0032] In other words, a control arrangement is provided that provides operating conditions for maintaining regenerative braking capacity at decreasing vehicle speeds, while ensuring smooth deceleration of the vehicle, which increases passenger comfort, prevents load slippage, and maintains vehicle operational safety.

[0033] Accordingly, a control arrangement is provided that overcomes or at least mitigates at least some of the above-mentioned problems and disadvantages. This achieves the above-mentioned objective.

[0034] It is understood that the various embodiments described for the method can all be combined with the control arrangement described here. That is, the control arrangement according to the fourth aspect of the invention can be designed to carry out any of the method steps of the method according to the first aspect of the invention.

[0035] According to a fifth aspect of the present disclosure, the object is achieved by a vehicle comprising a transmission and an electric machine operatively connected via the transmission to driven wheels of the vehicle, and wherein the vehicle comprises a control arrangement configured to, in a deceleration phase of the vehicle: - to limit a braking torque provided by the electric machine during a period following a downshift in the transmission such that the braking force applied to the driven wheels after the downshift is within a threshold range of the braking force applied to the driven wheels before the downshift.

[0036] This provides a vehicle that offers operating conditions for maintaining the braking force provided by the electric machine as the vehicle speed decreases, while simultaneously avoiding jerky vehicle travel and wheel slip caused by a sudden increase in braking force. This is because the vehicle's control arrangement is designed to limit the braking torque provided by the electric machine during the period following a downshift in the transmission such that the braking force applied to the driven wheels after the downshift is within the threshold range of the braking force applied to the driven wheels before the downshift.

[0037] In other words, a vehicle is provided that offers operating conditions for maintaining regenerative braking capacity at decreasing vehicle speeds, while ensuring smooth deceleration of the vehicle, which increases passenger comfort, prevents load slippage, and maintains vehicle operational safety.

[0038] Accordingly, a vehicle is provided that overcomes or at least mitigates some of the above-mentioned problems and disadvantages. This achieves the above-mentioned objective.

[0039] Optionally, the vehicle is a heavy-duty road vehicle, such as a truck or bus. This provides a heavy-duty road vehicle that has at least some of the above-mentioned advantages.

[0040] Further features and advantages of the present invention will become apparent upon a careful reading of the appended claims and the detailed description below. Short description of the drawings

[0041] Various aspects of the present disclosure, including its particular features and advantages, will be readily understood from the exemplary embodiments discussed in the detailed description below and the accompanying drawings, in which: Fig. 1 schematically illustrates a vehicle according to some embodiments, Fig. 2 is a diagram with a vertical axis representing a braking torque provided by an electric machine and a braking torque applied to driven wheels in a deceleration phase of the Fig. 1, and a horizontal axis indicating the speed of the electric machine of the vehicle shown in Fig. 1 shows the vehicle shown, Fig. 3 schematically illustrates a method for controlling a deceleration of a vehicle, and Fig. 4 constitutes a computer-readable medium. Detailed description

[0042] Aspects of the present disclosure will now be described more fully. Like reference numerals refer to like elements throughout. Well-known features or configurations are not necessarily described in detail for the sake of brevity and / or clarity.

[0043] Fig. Figure 1 schematically illustrates a vehicle 2 according to some embodiments. According to the illustrated embodiments, the vehicle 2 is a truck, i.e., a type of heavy road vehicle, as well as a type of heavy commercial vehicle. According to further embodiments, the vehicle 2 referred to herein may be another type of heavy or lighter manned or unmanned vehicle for land-based propulsion, such as a truck, a bus, a construction vehicle, a tractor, a car, or the like.

[0044] The vehicle 2 comprises a transmission 3 and an electric machine 5. The electric machine 5 is operatively connected to driven wheels 27 of the vehicle 2 via the transmission 3. That is, the electric machine 5 is configured to provide motive power to the vehicle 2 via the transmission 3 and the driven wheels 27 of the vehicle 2. According to the illustrated embodiments, the vehicle 2 further comprises two non-driven wheels 27', which, according to the illustrated embodiments, represent front wheels of the vehicle 2. Furthermore, the driven wheels 27 of the vehicle 2 represent rear wheels of the vehicle 2. However, according to further embodiments, the vehicle 2 may have a different configuration of driven and non-driven wheels.

[0045] According to the illustrated embodiments, the vehicle 2 is a purely electric vehicle, comprising the electric machine 5 as the sole means for providing drive energy to the vehicle 2 and not including an internal combustion engine. The vehicle 2 may comprise more than one electric machine 5. According to such embodiments, at least two different electric machines may be operatively connected to wheels 27, 27' on the same wheel axle of the vehicle 2 or operatively connected to wheels 27, 27' on different wheel axles of the vehicle 2.

[0046] The transmission 3 is controllable such that it can provide at least two different gear ratios between the electric motor 5 and the driven wheels 27 of the vehicle 2. The at least two different gear ratios can also be referred to as at least two different gear stages or at least two different gear ratios. The transmission 3, as mentioned here, can also be referred to as a manual transmission.

[0047] The vehicle 2 comprises an electrical energy storage system 18 configured to store electrical energy, wherein the electric machine 5 is configured to be operated with electricity from the electrical energy storage system 18. The electrical energy storage system 18 may comprise a number of battery packs, each comprising a number of rechargeable battery cells, such as lithium-ion battery cells, lithium polymer battery cells, or the like. Alternatively or additionally, the vehicle 2 may comprise a pressurized tank, such as a cryogenic pressurized tank, configured to hold hydrogen gas. According to such embodiments, the vehicle 2 may comprise one or more fuel cells configured to generate electricity through a chemical reaction between oxygen and hydrogen from the pressurized tank.

[0048] In Fig. 1, a forward movement direction fd and a reverse movement direction rd of the vehicle 2 are indicated. Both the forward movement direction fd and the reverse movement direction rd run parallel to a longitudinal direction 1d of the vehicle 2. The reverse movement direction rd runs opposite to the forward movement direction fd.

[0049] The electric machine 5 is controllable such that regenerative braking of the vehicle 2 can be performed. In other words, the electric machine 5 is controllable such that a braking torque can be applied to the driven wheels 27 via the transmission 3, electricity can be generated during rotation, and at least a portion of the generated electricity is used to charge the electrical energy storage system 18 of the vehicle 2.

[0050] The vehicle 2 further comprises a control arrangement 21. According to the Fig. 1, the control arrangement 21 is operatively connected to the electric machine 5 and the transmission 3 of the vehicle 2.

[0051] Fig. Figure 2 is a diagram with a vertical axis representing a braking torque Tq provided by an electric machine and a torque applied to the driven wheels 27 in a deceleration phase of the Fig. 1 vehicle 2, and a horizontal axis indicating the speed rpm of the electric machine 5 of the vehicle 2 shown in Fig. 1 depicted vehicle 2. In the following, reference is also made to Fig. 1 and Fig. 2 unless otherwise stated.

[0052] In Fig. 2, a number of different time-based events A - D are given. The events A - D are separated in time, with event A occurring first, followed sequentially by events A', B, C and D. Even though the time in the diagram of Fig. 2 is not explicitly labeled as an axis, each event from A - D is inherently separated in time from the others, which can be deduced from the nature of the vehicle dynamics, as explained below.

[0053] At event A, a deceleration phase of vehicle 2 is initiated, in which the electric machine 5 applies a braking torque Tq to the driven wheels 27. A first dashed arrow a1 is shown in the Fig. 2 between event A and event B. As can be seen in a first section of the dashed arrow a1 between events A and A', a substantially constant braking force P is exerted on the driven wheels 27. This is possible because the braking torque Tq coming from the electric machine 5 can be increased to compensate for the decreasing speed rpm of the electric machine 5. However, at event A', the braking torque Tq provided by the electric machine 5 reaches a maximum level Tm. Therefore, the braking force P exerted on the driven wheels 27 decreases with the decreasing speed rpm of the electric machine 5 between events A' and B.

[0054] At event B, a downshift is initiated in the transmission 3, and at event C, the downshift is completed. The term "downshift" used here means that the transmission 3 is controlled such that, after the downshift, a higher gear ratio is provided between the electric machine 5 and the driven wheels 27 of the vehicle 2 compared to the situation before the downshift. As in Fig. As can be seen in Figure 2, the speed rpm of the electric machine 5 is higher in event C than in event B.

[0055] According to the present embodiments, the control arrangement 21 is designed, in a deceleration phase of the vehicle 2, to limit a braking torque Tq provided by the electric machine 5 during a period Tp after a downshift in the transmission 3 such that the braking force P exerted on the driven wheels 27 after the downshift lies within a threshold range Tr of the braking force P exerted on the driven wheels 27 before the downshift.

[0056] In this way, jerky driving of the vehicle 2 and wheel slip of the driven wheels 27 of the vehicle 2 caused by a sudden increase in the braking force P applied to the driven wheels 27 can be avoided. This control can thus increase driving comfort, prevent slipping of the load, and maintain the operational safety of the vehicle 2.

[0057] As can be seen from the above, in the Fig. 2, the braking force P exerted on the driven wheels 27 prior to the downshift is indicated at event B, i.e. the time-based event at which the downshift is initiated in the transmission 3.

[0058] In the Fig. In the example illustrated in Figure 2, the time period Tp is indicated between events C and D. As can be seen from the above, events C and D represent temporally separated events, that is, events separated by the duration of the time period Tp. A second dashed arrow a2 is indicated in Fig. 1 between event C and event D. As shown in Fig. 2, according to the illustrated example, a constant braking force P is exerted on the driven wheels 27 during the period Tp. Therefore, in the Fig. In the example illustrated in Figure 2, the braking force P exerted on the driven wheels 27 in event D is the same as in events B and C.

[0059] According to some embodiments, the control arrangement 21 is configured to input a braking force request and configured to adjust the duration of the period Tp based on a difference between the braking force request and the braking force P applied to the driven wheels 27 prior to the downshift.

[0060] The control arrangement 21 can be designed to adjust the duration of the period Tp such that shorter durations are set in the case of large differences between the braking force request and the braking force P exerted on the driven wheels 27 before the downshift, and vice versa.

[0061] The braking force request may be input from a brake actuator located in a driver environment 55 of the vehicle 2, such as a brake pedal assembly, and / or from an at least partially autonomous driving system of the vehicle 2.

[0062] According to some embodiments, the control arrangement 21 may be configured to adjust the size of the threshold range Tr based on a difference between the braking force request and the braking force P applied to the driven wheels 27 prior to the downshift. The control arrangement 21 may be configured to adjust the size of the threshold range Tr such that larger threshold ranges Tr are set for large differences between the braking force request and the braking force P applied to the driven wheels 27 prior to the downshift, and vice versa.

[0063] According to the Fig. In the embodiments 2 illustrated in Figure 2, the threshold range Tr is approximately 5%, which means that the control arrangement 21 limits the braking torque Tq provided by the electric machine 5 during the period Tp after the downshift in the transmission 3 such that the braking force P exerted on the driven wheels 27 after the downshift deviates by less than 5% from the braking force P exerted on the driven wheels 27 before the downshift. According to further embodiments, the threshold range Tr may be less than 25% or less than 12%.

[0064] According to some embodiments, the control arrangement 21 may be configured to initiate, at the end of the period Tp, an incremental or gradual change in the braking torque Tq provided by the electric machine 5 in the direction of the braking force request. Fig. 2, the period Tp ends with the event D. An incremental or gradual change of the braking torque Tq provided by the electric machine 5 in the direction of a braking force requirement is in Fig. 2 is not shown for reasons of brevity and clarity.

[0065] Furthermore, the control arrangement 21 may be configured to adjust the rate of incremental or gradual change in the braking torque Tq based on the magnitude of the difference between the braking force request and an actual braking force P applied to the driven wheels 27 at the end of the period Tp. The control arrangement 21 may be configured to adjust the rate of incremental or gradual change in the braking torque Tq such that higher rates are achieved in the case of large magnitudes of differences between the braking force request and an actual braking force P applied to the driven wheels 27 at the end of the period Tp, and vice versa.

[0066] The control arrangement 21 can be designed to limit the braking torque Tq provided by the electric machine 5 by performing an electrical control of the electric machine 5 such that a lower braking torque Tq is provided by the electric machine 5 compared to a case in which no limitation would be carried out.

[0067] According to some embodiments, the control arrangement 21 is configured to initiate a downshift in the transmission 3 during a deceleration phase of the vehicle 2. The control arrangement 21 may initiate such a downshift, for example, when the available braking force P applied to the driven wheels 27 falls below a threshold value, when the available braking force P applied to the driven wheels 27 falls below a braking force request, and / or when the rotational speed rpm of the electric machine 5 falls below a threshold value.

[0068] The control arrangement 21 can then, as explained above, limit the braking torque Tq provided by the electric machine 5 during a period Tp after the downshift in the transmission 3 such that the braking force P exerted on the driven wheels 27 after the downshift is within a threshold range Tr of the braking force P exerted on the driven wheels 27 before the downshift.

[0069] According to further embodiments, the control arrangement 21 may be operatively connected to another device or system of the vehicle 2 and configured to receive data from such another device or system indicating that a downshift in the transmission 3 is currently occurring, is imminent, or has been completed. In such embodiments, the control arrangement 21 may be configured to limit the braking torque Tq provided by the electric machine 5 during a period Tp following a downshift in the transmission 3, as described above, in response to receiving such data.

[0070] Fig. Figure 3 schematically shows a method 100 for controlling a deceleration of a vehicle. The vehicle may be a vehicle 2 as described with reference to Fig. 1 and Fig. 2. Therefore, the following also refers to Fig. 1 - Fig. 3 unless otherwise stated.

[0071] The method 100 is a method for controlling a deceleration of a vehicle 2, wherein the method 100 is carried out by a control arrangement 21, and wherein the vehicle 2 comprises a transmission 3 and an electric machine 5 which is operatively connected via the transmission 3 to driven wheels 27 of the vehicle 2, and wherein the method 100 comprises the following step: in a deceleration phase of the vehicle 2 - Limiting 120 a braking torque Tq provided by the electric machine 5 during a time period Tp after a downshift in the transmission 3, so that the braking force P exerted on the driven wheels 27 after the downshift is within a threshold range Tr of the braking force P exerted on the driven wheels 27 before the downshift.

[0072] As in Fig. 3, the method 100 may include the following steps: - Entering 105 a brake force request, and - Adjusting 110 the duration of the period Tp based on a difference between the braking force request and the braking force P applied to the driven wheels 27 prior to the downshift.

[0073] In addition, the method 100, as in Fig. 3, include the following steps: - Entering 105 a brake force request, and - Adjusting 112 the size of the threshold range Tr based on a difference between the braking force request and the braking force P exerted on the driven wheels 27 before the downshift.

[0074] According to the present embodiments, the threshold range Tr may be less than 25% or less than 12%.

[0075] According to some embodiments, the method 100 includes the following steps: - Entering 105 a braking force request, and at the end of the period Tp: - Initiating 124 an incremental or gradual change in the braking torque Tq provided by the electric machine 5 in the direction of the braking force request.

[0076] Additionally, according to some embodiments, the method 100 may include the following step: - Adjusting 122 the rate of incremental or gradual change in the braking torque Tq based on the magnitude of the difference between the braking force request and an actual braking force P applied to the driven wheels 27 at the end of the period Tp.

[0077] It is understood that the various embodiments described for the method 100 can all be combined with the control arrangement 21 described herein. That is, the control arrangement 21 can be configured to perform any of the method steps 105, 110, 112, 120, 122, and 124 of the method 100.

[0078] Fig. 4 illustrates a computer-readable medium 200 comprising instructions that, when executed by a computer, cause the computer to perform the method 100 according to some embodiments of the present disclosure. According to some embodiments, the computer-readable medium 200 comprises a computer program comprising instructions that, when executed by a computer, cause the computer to perform the method 100 according to some embodiments. The control arrangement 21 may comprise the computer.

[0079] A person skilled in the art will understand that the method 100 for controlling a deceleration of a vehicle 2 can be implemented by programmed instructions. These programmed instructions typically consist of a computer program which, when executed in the control arrangement 21, ensures that the control arrangement 21 carries out the desired control, such as the method steps 105, 110, 112, 120, 122 and 124 described herein. The computer program is typically part of a computer program product comprising a suitable digital storage medium on which the computer program is stored, such as the computer program described in Fig. 4. In other words, the computer program product may be a computer-readable medium 200, and the computer program may be stored on the computer-readable medium 200.

[0080] The control arrangement 21 may comprise a computer, which may be in the form of substantially any suitable type of hardware or hardware / firmware device implemented using processing circuitry, such as, but not limited to, a processor, a central processing unit (CPU), a controller, an arithmetic logic unit (ALU), a digital signal processor, an application-specific integrated circuit (ASIC), a digital signal processing circuit (DSP), a microcomputer, a field-programmable gate array (FPGA), a system-on-chip (SoC), a programmable logic unit, a microprocessor, an application-specific integrated circuit, or any other device capable of electronically performing operations in a defined manner, or other processing logic,can interpret and execute the instructions. As used herein, the term "computer" may represent processing circuitry that includes a variety of processing circuits, such as any, some, or all of the above.

[0081] The control arrangement 21 may further comprise a memory unit, wherein the computer may be connected to the memory unit, which may, for example, provide the computer with stored program code and / or stored data that the computer may need to perform calculations. The computer may also be configured to store partial or final results of calculations in the memory unit. The memory unit may comprise a physical device used for temporarily or permanently storing data or programs, i.e., sequences of instructions. According to some embodiments, the memory unit may comprise integrated circuits comprising silicon-based transistors.The storage unit may, for example, comprise a memory card, a flash memory, a USB memory, a hard disk, or other similar volatile or non-volatile storage unit for storing data, such as a ROM (Read-Only Memory), a PROM (Programmable Read-Only Memory), an EPROM (Erasable PROM), an EEPROM (Electrically Erasable PROM), etc. in various embodiments.

[0082] The control arrangement 21 is connected to components of the vehicle 2 for receiving and / or transmitting input and output signals. These input and output signals may comprise waveforms, pulses, or other attributes that the input signal receiving devices can recognize as information and that can be converted into signals processable by the control arrangement 21. These signals can then be supplied to the computer. One or more output signal transmitting devices can be configured to convert calculation results from the computer into output signals for transmission to other parts of the vehicle's control system and / or the component or components for which the signals are intended.Each of the connections to the respective components of the vehicle 2 for receiving and transmitting input and output signals may be established in the form of one or more of a cable, a data bus, for example a CAN bus (Controller Area Network), a MOST bus (Media Oriented Systems Transport) or another bus configuration, or a wireless connection.

[0083] In the illustrated embodiments, the vehicle 2 comprises a control arrangement 21, which may alternatively be implemented in whole or in part in two or more control arrangements, two or more control arrangements or two or more control units.

[0084] Control systems in modern vehicles generally include a communication bus system consisting of one or more communication buses to connect a number of electronic control units (ECUs) or controllers to various components on board the vehicle. Such a control system may include a large number of control units, and the execution of a specific function may be divided between two or more of them. Vehicles and engines of the type considered here are therefore often equipped with significantly more control arrangements than in Fig. 1, which a specialist will certainly understand.

[0085] The computer-readable medium 200 may, for example, be provided in the form of a data carrier carrying a computer program code for executing at least some of the method steps 105, 110, 112, 120, 122, and 124 according to some embodiments of the method 100 when loaded into one or more computers of the control arrangement 21. The data carrier may, for example, be a CD-ROM as described in Fig.4, or a ROM (read-only memory), a PROM (programmable read-only memory), an EPROM (erasable PROM), a flash memory, an EEPROM (electrically erasable PROM), a hard disk, a memory stick, an optical storage device, a magnetic storage device, or any other suitable medium, such as a floppy disk or tape, on which machine-readable data can be stored in a non-transitory manner. Accordingly, in some embodiments, the computer-readable medium 200 may be a non-transitory computer-readable medium, such as a tangible electronic, magnetic, optical, infrared, electromagnetic, and / or semiconductor system, device, and / or apparatus.The computer-readable medium 200 may also be provided as computer program code on a server and may be remotely downloaded to the control arrangement 21, for example, via an Internet or intranet connection, or via other wired or wireless communication systems.

[0086] It is understood that the foregoing illustrates various exemplary embodiments, and that the invention is defined only by the appended independent claims. Those skilled in the art will recognize that the exemplary embodiments may be modified and that various features of the exemplary embodiments may be combined to create embodiments other than those described herein, without departing from the scope of the present invention as defined by the appended independent claims.

[0087] As used herein, the term “comprising” (“comprising,” “having,” “consisting of,” “containing,” “including”) or “comprises” (“comprises,” “has,” “consists of,” “contains,” “includes”) is an open term and includes one or more specified features, elements, steps, components, or functions, but does not preclude the presence or addition of one or more other features, elements, steps, components, functions, or groups thereof.

Claims

[1] Method (100) for controlling a deceleration of a vehicle (2), wherein the method (100) is carried out by a control arrangement (21), and wherein the vehicle (2) comprises a transmission (3) and an electric machine (5) which is operatively connected via the transmission (3) to driven wheels (27) of the vehicle (2), and wherein the method (100) comprises the following step: in a deceleration phase of the vehicle (2) - limiting (120) a braking torque (Tq) provided by the electric machine (5) during a time period (Tp) after a downshift in the transmission (3) such that the braking force (P) exerted on the driven wheels (27) after the downshift is within a threshold range (Tr) of the braking force (P) exerted on the driven wheels (27) before the downshift. [2] The method (100) of claim 1, wherein the method (100) comprises the following steps: - inputting (105) a braking force request, and - adjusting (110) the duration of the period (Tp) based on a difference between the braking force request and the braking force (P) exerted on the driven wheels (27) before the downshift. [3] Method (100) according to claim 1 or 2, wherein the method (100) comprises the following steps: - inputting (105) a braking force request, and - adjusting (112) the size of the threshold range (Tr) on the basis of a difference between the braking force request and the braking force (P) exerted on the driven wheels (27) before the downshift. [4] The method (100) of any preceding claim, wherein the threshold range (Tr) is less than 25% or less than 12%. [5] Method (100) according to any one of the preceding claims, wherein the method (100) comprises the following steps: - Input (105) of a braking force request, and at the end of the period (Tp): - initiating (124) an incremental or gradual change in the braking torque (Tq) provided by the electric machine (5) in the direction of the braking force request. [6] The method (100) of claim 5, wherein the method (100) comprises the following step: - adjusting (122) the rate of incremental or gradual change in the braking torque (Tq) based on the magnitude of the difference between the braking force request and an actual braking force (P) applied to the driven wheels (27) at the end of the period (Tp). [7] A computer program comprising instructions which, when executed by a computer, cause the computer to perform the method (100) of any one of claims 1-6. [8] A computer-readable medium (200) comprising instructions that, when executed by a computer, cause the computer to perform the method (100) of any one of claims 1-6. [9] Control arrangement (21) designed to control a deceleration of a vehicle (2), wherein the vehicle (2) comprises a transmission (3) and an electric machine (5) operatively connected via the transmission (3) to driven wheels (27) of the vehicle (2), and wherein the control arrangement (21) is designed, in a deceleration phase of the vehicle (2): - to limit a braking torque (Tq) provided by the electric machine (5) during a period (Tp) after a downshift in the transmission (3) such that the braking force (P) exerted on the driven wheels (27) after the downshift is within a threshold range (Tr) of the braking force (P) exerted on the driven wheels (27) before the downshift. [10] A vehicle (2) comprising a transmission (3) and an electric machine (5) operatively connected via the transmission (3) to driven wheels (27) of the vehicle (2), and wherein the vehicle (2) comprises a control arrangement (21) according to claim 9. [11] Vehicle (2) according to claim 10, wherein the vehicle (2) is a heavy road vehicle, such as a truck or a bus.

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