Detection and use of free energy

Abstract

Method (200) for detecting free energy and utilizing the free energy in at least one vehicle-side system (160), characterized by - Simulation (201) of at least one future speed profile v sim for an actual vehicle speed v ist on a road section located in front of a vehicle (100), wherein the simulation is based on information about the road section which is still in front of the vehicle (100) at the time of the simulation (201); - Detection (202) based on at least one future speed profile v sim , whether free energy will be available for the vehicle on the road segment captured by the simulation (201), where available free energy is defined as excess energy that the vehicle (100) can use during a simulated period of rolling (rolling) sim ) and during a simulated active braking process (braking)sim ) has, if the simulated period of rolling (rolls sim ) the simulated active braking process (braking) sim ) follows, where the free energy in the simulated rolling period (rolling) sim ) and during the simulated active braking process (braking) sim ) can be exploited; - if the simulation shows that an active actual braking process (braking) ist ) is required, pre-braking of the vehicle (100) before the active actual braking process (braking) ist ); and - Use (203) of the available free energy to replenish at least one energy storage device in at least one vehicle-side system (160) that draws energy from a powertrain of the vehicle (100), wherein the energy transfer to replenish the at least one energy storage device takes place before the active actual braking process (braking). ist ) begins.

Description

field of technology

[0001] The present invention relates to a method for detecting free energy and using the free energy in at least one vehicle-side system according to the preamble of patent claim 1. The present invention also relates to a system suitable for detecting free energy and using the free energy in at least one vehicle-side system according to the preamble of patent claim 31, and to a computer program and a computer program product that implement the method according to the invention. background

[0002] The following description of the background is a description of the background of the present invention and therefore may not necessarily represent the prior art.

[0003] Fuel costs for motor vehicles, such as cars, trucks, and buses, represent a significant expense for their owner or user. For example, in the case of a trucking company, in addition to the vehicle purchase costs, the main expenditures for its routine operations include driver wages, repair and maintenance costs, and fuel costs for propelling the vehicle. Fuel costs can significantly impact the company's profitability. A wide variety of different systems have therefore been developed to reduce fuel consumption, such as fuel-efficient engines and fuel-saving cruise control.

[0004] There are state-of-the-art methods for making engines more fuel-efficient and vehicles more energy-efficient. Some of these methods harness a vehicle's kinetic energy by feeding it back into various on-board systems, for example, during deceleration.

[0005] Some examples of previous methods and devices intended to connect consumer units to the braking system of a vehicle and / or to control the braking system of a vehicle in an optimized manner are described below.

[0006] DE 10 2010 005 730 A1 relates to a method for supplying energy to a compressor for a motor vehicle. The compressor is activated when the vehicle's braking system is activated. Connecting the compressor to the braking system therefore depends on the braking system being activated, which allows the kinetic energy built up in the system to be used for the compressor.

[0007] DE 10 2006 049 760 A1 relates to a truck with a braking system. Various consumer units, such as an air compressor, cooling system, or power generator, can be connected to the vehicle's engine. The consumer units are advantageously connected when the vehicle is braking, with the aim of enabling the operation of the consumer units to be reduced when no braking is taking place, thereby potentially saving fuel.

[0008] EP 1 900 588 A1 relates to a vehicle-related method for calculating optimal operating parameters and a corresponding support system for fuel-efficient operation. The method therefore calculates optimal fuel consumption based on the so-called vehicle characteristics, driving conditions, and predetermined time limits. The driver is provided with guidance to ensure optimal fuel consumption.

[0009] DE 10 2009 014 352 A1 discloses a generic method.

[0010] US 2012 / 0 065 852 A1 and DE 10 2009 057 393 A1 disclose methods for controlling a drive of a vehicle.

[0011] DE 10 2009 027 553 A1 discloses a method for operating a recuperation device.

[0012] EP 1 256 476 A2 and DE 10 2009 028 751 A1 disclose methods in which an energy storage device is refilled depending on a driving situation. Brief description of the invention

[0013] The known methods mentioned above are not satisfactory in that they cannot make vehicles sufficiently fuel-efficient and energy-efficient.

[0014] It is generally the case that there is a need for an intelligent vehicle propulsion system that is fuel-efficient and energy-efficient, resulting in emissions,

[0015] The object is achieved by the above-mentioned method according to the characterizing portion of claim 1. It is also achieved by the above-mentioned system according to the characterizing portion of claim 31 and by the above-mentioned computer program and computer program product.

[0016] According to the invention, a simulation of at least one future speed profile v is carried out on a road section in front of the vehicle, for example by a simulation unit. sim for an actual vehicle speed v ist The simulation is based on information about this upcoming road section.

[0017] This is followed, for example by a detection unit, by performing a detection of whether free energy will be available for the vehicle on this road section. The detection of available free energy is based on at least one simulated future speed profile v sim .

[0018] According to the invention, the available free energy takes the form of excess energy that the vehicle can use during a simulated period of rolling. sim and during a simulated active braking process, brakingsim has, if the simulation shows that the simulated period of rolling rolling sim the simulated active braking process sim follows.

[0019] The detected available free energy is then used, for example by a utility unit, to refill at least one energy storage device in at least one vehicle-side system that draws energy from the vehicle's powertrain.

[0020] The present invention thus results in the detected, available free energy potentially being stored for subsequent use in one or more energy storage devices on board the vehicle. The energy storage device can, for example, take the form of a tank, a container, an enclosed space, a compressor, or a rechargeable battery.

[0021] If the free energy available according to the invention when a simulated period of rolling rollingsim a simulated active braking process sim follows, is not exploited by applying the present invention, it would be braked by the active actual braking process ist braked away, which corresponds to the simulated active braking process sim corresponds.

[0022] The present invention thus uses simulations of one or more future speed profiles v simto detect free energy that can be used without impairing the vehicle's propulsion. The available free energy detected according to the invention takes the form of the vehicle's kinetic energy, for example, when driving downhill, which would be lost as heat during active vehicle braking. Thus, excess energy, which is truly free in the sense that it would be lost if not utilized by the present invention, can be detected and used to replenish the energy stores in the vehicle's systems.

[0023] The present invention therefore leads to energy-optimized fuel consumption by replenishing energy storage devices without increasing fuel consumption. The overall cost-effective and environmentally friendly effect is that the vehicle consumes less fuel.

[0024] According to the invention, pre-braking can occur even before active braking, since the simulation shows that active braking is subsequently required, making it possible for the energy transfer to the energy storage devices to begin before active braking. The energy transfer to the energy storage devices is thus maximized while simultaneously initiating a braking effect that leads to this pre-braking.

[0025] The optimized fuel consumption achieved by the present invention also has a positive effect on vehicle emissions. The increasingly stringent requirements currently being imposed on emissions and emission levels from motor vehicles make the reduced fuel consumption and consequently reduced vehicle emissions highly beneficial.

[0026] Reducing vehicle wear, for example on brake pads, brakes and / or braking systems, can also reduce vehicle running costs, while at the same time the reduced wear also reduces the time that vehicles are off the road in the workshop.

[0027] An intelligent vehicle drive system that is fuel-efficient, results in low, non-harmful emissions, and causes minimal vehicle wear can generally be described as desirable. Short list of drawings

[0028] The invention will be explained in more detail below with reference to the accompanying drawings in which the same reference designations are used for the same elements, and in which: Fig. 1 is an example of a vehicle, Fig. 2 is a flowchart for a method according to an embodiment of the present invention, Fig. 3 shows an example of a driving situation for which an embodiment of the present invention can be used, Fig. 4 shows an example of a driving situation for which an embodiment of the present invention can be used, Fig. 5 shows an example of a driving situation for which an embodiment of the present invention can be used, Fig. 6 shows an example of a pressure range of a compressor, Fig. 7 illustrates a control unit of an embodiment of the present invention. Description of preferred embodiments

[0029] Fig. Figure 1 schematically illustrates a drivetrain of a vehicle 100 in which the present invention may be implemented. The drivetrain includes an internal combustion engine 101, which is conventionally connected to a transmission 103 via an engine output shaft 102, typically via a flywheel, via a clutch 106. The transmission 103 is schematically illustrated here as a single unit, but could physically take the form of a plurality of interacting transmissions, such as a range transmission, a main transmission, and a splitter transmission, located within the vehicle's drivetrain.

[0030] The vehicle 100 further includes drive shafts 104, 105 connected to its drive wheels 111, 112 and driven by an output shaft 107 of the transmission 103 via an axle gear 108, for example, a conventional differential. The vehicle further includes wheels 113, 114, which may or may not be driving and may be arranged to steer the vehicle.

[0031] The vehicle 100 is further equipped with various different braking systems 150, which may comprise a conventionally functioning braking system, for example in the form of wheel brakes 151, 152, 153, 154 with brake discs and / or brake drums with associated brake pads or the like, located adjacent to the wheels 111, 112, 113, 114 of the vehicle. The braking system 150 may also comprise one or more supplementary / auxiliary brakes, for example a brake 155 acting on the vehicle's driveline, such as a retarder, an electromagnetic brake, and / or a decompression brake or an exhaust brake. A retarder may take the form of a primary retarder located upstream of the transmission and / or a secondary retarder located downstream of the transmission. An electromagnetic brake may be located at any suitable position where it can act on the vehicle's driveline.A decompression brake can be integrated into the engine.

[0032] Supplemental / auxiliary brakes may also include an exhaust brake, which utilizes a flap mounted in the exhaust outlet to increase the engine's pumping losses and thereby the braking torque to provide braking. The exhaust brake may also be considered integrated into the engine 101, or at least into the engine and its exhaust treatment system 170. The brakes 155 acting on the driveline are schematically illustrated here as acting on the transmission output shaft 107, but they could be located essentially anywhere in the driveline and act at essentially any position where braking can be provided.

[0033] The engine 101 may be controlled based on instructions from a cruise control 120 to maintain a constant actual vehicle speed and / or to vary the actual vehicle speed, for example, to achieve fuel consumption optimized within reasonable vehicle speed limits. The function of the cruise control is described in more detail below.

[0034] The vehicle 100 is also equipped with at least one control unit 130, which is suitable for controlling various different functions of the vehicle, for example the engine 101, the braking system 150, and one or more vehicle-side systems 160 that draw energy from the vehicle's powertrain. This one or more systems 160 are schematically shown in Fig. 1 as acting on the output shaft 107 of the transmission, but they could be located essentially anywhere in the driveline and act at essentially any position where power can be drawn and / or utilized from the driveline. These systems 160 may also be located separately from the driveline, with a power-conducting device between them and the driveline. An example of such a separately located vehicle-mounted system is shown schematically in Fig. 1 in the form of the braking system 150.

[0035] As described in more detail below, the control unit 130 of the system for detecting and using free energy according to the invention comprises a simulation unit 131, a detection unit 132 and a utilization unit 133.

[0036] It will be apparent to one skilled in the art that the control unit could also be arranged to operate one or more other units on board the vehicle, for example the clutch 106 and / or the transmission 103 (not shown in the diagram).

[0037] The at least one control unit 130 is shown separately from the speed controller 120 in the diagram, but they can exchange information with each other. They can also be logically separate but physically implemented as a single unit, or they can be logically and physically housed / implemented together.

[0038] Today's vehicles therefore often have one or more systems equipped with one or more energy storage devices that can be charged / refilled with energy from the vehicle's powertrain. Such vehicle-mounted systems that use energy storage devices may include at least one auxiliary system that has an energy storage device, for example, an auxiliary system that includes a compressor that is part of the braking system 150, a compressor that is part of an air conditioning system, a temperature controller that is part of an air conditioning system, a battery, a cooling system suitable for cooling the engine 101, and / or a cooling system suitable for cooling the braking system 150.

[0039] In this description, auxiliary systems include support systems on board the vehicle, i.e., systems that are not directly used for its propulsion. These systems take the form, for example, of various cooling systems. The present invention can be used in an auxiliary system that uses an energy storage device.

[0040] Vehicle-mounted systems that utilize energy storage devices may also include at least one energy-utilizing system (power take-off, PTO), such as a refrigerator or freezer for transporting food or other frozen goods. Other types of energy-utilizing systems may also be present, in which various different machines may be connected to the vehicle and supplied with energy by it. Energy-utilizing systems that utilize one or more energy storage devices that can be charged / refilled with energy from the vehicle's powertrain may utilize the present invention.

[0041] In a hybrid vehicle, a hybrid auxiliary unit can store energy in an energy storage unit and be used to generate electrical energy from the motion of the drivetrain for subsequent use in propelling the vehicle.

[0042] In this description, the invention is often exemplified for use in auxiliary systems with energy storage, but it could essentially be used for all of the various types of vehicle-mounted systems described above that use energy storage, ie systems that have any ability to store and retain energy in any form.

[0043] The stored energy can be used by the vehicle-side system to perform a function. For example, an auxiliary system comprising air compressors for the braking system 150 can store energy by using the air compressor to build up air pressure in a reservoir. An auxiliary system comprising power generators can, for example, store energy in a battery. In the case of refrigeration and / or air conditioning systems, the energy storage takes the form of the actual space being cooled / heated, i.e., the air contained in the space whose temperature is to be controlled. The energy storage can thus, for example, take the form of the air contained in a driver's cab or in a refrigerator or freezer.Then, for example, the present invention makes it possible for the temperature of this air to be subjected to extra cooling when free energy is available, thus making it possible to at least partially avoid having to use energy that is not free for subsequent cooling.

[0044] The present invention can be used in the case of essentially all types of vehicle-mounted systems with energy storage devices and is, for example, particularly suitable for vehicle-mounted systems that provide a relatively light braking effect compared to that required for braking the vehicle.

[0045] Fig. 2 is a flowchart for a method 200 according to an embodiment of the present invention.

[0046] The method relates to detecting free energy for a vehicle and also using this detected free energy in at least one system with which the vehicle is equipped.

[0047] As a first step 201 of the method, a simulation of at least one future speed profile v is carried out, for example, by a simulation unit 131 on a road section located in front of the vehicle 100. sim for an actual vehicle speed v ist The simulation is based on information about this road section, which is still ahead of the vehicle at the time of the simulation. The simulation of at least one future speed profile v sim is described in more detail below.

[0048] As a second step 202 of the method, a detection unit 132, for example, performs a detection as to whether free energy will be available for the vehicle on the road section covered by the simulation. The detection is performed here on the basis of the at least one simulated future speed profile v sim .

[0049] In the present invention, the available free energy is defined as an amount of excess energy that the vehicle 100 can produce in a simulated period of rolling. sim and during a simulated active braking process, brakes sim has, if the simulation shows that the simulated period of rolling rolling sim the simulated active braking process sim In other words, available free energy can be detected when the simulations show that the vehicle has a simulated period of rolling simfollowed by a simulated active braking process sim This free energy would then be simulated as available during the simulated rolling period. sim and during active braking, brakes sim . The simulation roles sim and brakes sim are described in more detail below.

[0050] In this description, available free energy means kinetic energy that is available to the vehicle, for example when driving downhill, which would be lost in the form of heat when the vehicle is actively braking.

[0051] As a third step 203 of the method, the available free energy detected in the second step 202 is used, for example, by a utility unit 133, to replenish at least one energy storage device in at least one vehicle-side system that draws energy from the vehicle's powertrain. The detected free energy is therefore stored in one or more energy storage devices on board the vehicle for possible subsequent use.

[0052] The form of the energy storage device depends on the type of vehicle system that uses it. It can, for example, include a tank, a container, an enclosed space, a compressor, or an accumulator of any type suitable for the purpose.

[0053] The present invention thus uses simulations of one or more future speed profiles v simto determine free energy that can be used without affecting the vehicle's propulsion. The free energy that is available according to the invention when a simulated period of rolling sim a simulated active braking process sim follows, if it is not exploited by applying the present invention, the active actual braking process would cause braking ist braked away, which corresponds to the simulated active braking process sim Thus, excess energy, which is truly free in the sense that it would be lost if not utilized by the present invention, can be detected and used to replenish the energy storage in the vehicle's systems.

[0054] It is also possible to utilize more free energy by implementing the present invention than with previous technology, since the energy is utilized during the coasting period, before the brakes are actually activated, and not only during braking. This allows a larger proportion of the available excess energy to be utilized. This is easily seen in the case of an auxiliary system with a constant connection power, such that the stored energy equals the power multiplied by time (E=sum(P*dt)). The present invention extends the period of free energy compared to the prior art and allows for more free energy to be utilized.

[0055] This description describes the present invention, inter alia, on the basis of simulated speed profiles v sim , Actual vehicle speeds v ist , simulated periods of rolling rolling sim, Actual periods of rolling rolling ist , simulated active braking processes sim and active actual braking processes ist These parameters and their relationships are now defined.

[0056] The at least one simulated speed profile v sim represents at least one simulation of at least one corresponding actual vehicle speed v ist on the road section. In one embodiment, it is assumed that the cruise control is used to control the actual vehicle speed v ist to regulate, and this at the time of the simulation when the road section is still in front of the vehicle. The actual vehicle speed v ist is then a parameter that corresponds to an actual resulting speed of the vehicle when the simulated speed profile v simfor an actual road section is translated into a practical driving situation.

[0057] In another embodiment, it is assumed that the cruise control is off and the vehicle speed is controlled manually, for example, via an accelerator pedal. The simulated speed profile v sim can then be based on an assumption that a current vehicle speed corresponds to the speed desired by the driver for the road section ahead and which is also known as the target speed v soll can be considered accordingly.

[0058] The simulated period of rolling rolling sim for at least one simulated speed profile v sim is an actual period of rolling rolling ist for at least one respective actual vehicle speed v ist assigned to the at least one simulated speed profile vsim In other words, the actual period of rolling rolling ist is a parameter that corresponds to an actual resulting period of rolling of the vehicle when the simulated period of rolling sim for an actual road section is translated into a practical driving situation.

[0059] The simulated active braking process sim for at least one simulated speed profile v sim is an active actual braking process braking ist for at least one respective actual vehicle speed v ist assigned to the at least one simulated speed profile v sim In other words, the active braking process ist is a parameter that corresponds to an actual resulting braking action of the vehicle when the simulated active braking action is braking simfor an actual road section is translated into a practical driving situation.

[0060] Many vehicles today are equipped with a 120-degree cruise control. One goal of cruise control is to maintain a constant, predetermined vehicle speed. This is achieved either by adjusting engine torque to avoid deceleration or by applying braking when driving downhill, where the vehicle is accelerated by its own weight. A more general goal of cruise control is to achieve a comfortable ride and greater comfort for the vehicle's driver.

[0061] A driver of a motor vehicle with cruise control usually selects a target speed v sollas the speed the vehicle is intended to maintain on level roads. A cruise control then provides a reference speed v to the vehicle's engine system. ref which is used to control the motor. The target speed v soll can therefore be considered as an input signal for the speed controller, and the reference speed v ref as the output signal of the speed controller, which is used to control the engine, thereby enabling the actual vehicle speed v to be controlled. ist results.

[0062] Conventional cruise control CC therefore maintains a constant reference speed v ref which corresponds to the target speed v selected by the driver soll The value of the reference speed v ref is only changed here if the user himself sets the target speed v soll adapts while driving.

[0063] Today, there are cruise control systems, so-called economical cruise control systems, such as Ecocruise and similar cruise control systems, which are designed to evaluate current driving resistance and also take into account past driving resistance. An experienced driver using a vehicle without cruise control can reduce fuel consumption by adapting their driving style to the characteristics of the road ahead, thus avoiding unnecessary deceleration and / or fuel-consuming acceleration. A further development of these economical cruise control systems attempts to emulate the adaptive driving style of the experienced driver based on knowledge of the road ahead, so that fuel consumption can be kept as low as possible, as this significantly influences the profitability of a vehicle owner, such as a haulage company or the like.

[0064] An example of such a further development of an economical cruise control is a look-ahead cruise control (LACC), i.e., a strategic cruise control that uses knowledge of the road ahead, i.e., knowledge of the road surface, to determine the configuration of the reference speed vref. Therefore, it is permissible for the reference speed v ref within a speed range v min to v max from the target speed v selected by the driver soll to function in a way that saves more fuel.

[0065] Knowledge about the road section ahead may include, for example, the prevailing topology, the curvature of the road, traffic situations, road construction works, traffic density, and road conditions. It may also include a speed limit for the road section ahead and / or a traffic sign beside the road. These different types of knowledge are available, for example, from positioning information, such as GPS (Global Positioning System) information; information from one or more GNSS (Global Navigation Satellite System), GLONASS, Galileo, and Compass; or information from a relative positioning system using optical sensors; map information and / or topological information; weather reports; information available via wireless communication, such as broadcasting.Information about vehicles ahead may also form part of the knowledge of the road section ahead, possibly using, for example, radar and / or camera equipment to determine the information about vehicles ahead and the position of the own vehicle.

[0066] All of this knowledge can be used in various ways. According to the present invention, it can be used to predict whether active braking will occur. For example, knowledge of an upcoming speed limit can also be used for fuel efficiency by reducing the vehicle's speed before reaching the speed-restricted zone. Likewise, knowledge of a traffic sign that provides information about an upcoming roundabout or intersection, for example, can be used for fuel efficiency by decelerating before reaching the roundabout or intersection. Basing the cruise control on position information in combination with topographical map information makes it possible to avoid incorrect decisions due to a driver's misperception of a road gradient.

[0067] A predictive cruise control (LACC) makes it possible, for example, to set the reference speed v ref before a steep uphill climb to a value above the target speed v soll to increase, since the vehicle will theoretically lose speed on the steep climb due to the high drivetrain weight relative to the engine power. This saves time, meaning that LACC can be considered an improvement in handling. Likewise, LACC allows the reference speed v to be ref before a downhill drive, where the vehicle is mathematically accelerated due to its high drive train weight, to a value below the target speed v sollThe concept here is that it is more fuel-efficient to take advantage of the vehicle's own weight acceleration when descending a hill than to accelerate before the slope and then brake on the descent. LACC can thus reduce fuel consumption without significantly impacting travel time.

[0068] There are also cruise control systems that use a current driving resistance as the basis for determining how the vehicle speed should vary. With such cruise control systems, it may be possible for the reference speed v ref within a speed range v min to v max on the basis of at least one characteristic curve of the driving resistance, for example its magnitude and / or its pattern over time, from the target speed v soll deviates.

[0069] As mentioned above, there are also cruise control systems that use radar and / or cameras to obtain information about vehicles ahead. According to the present invention, information about vehicles ahead can be used to predict whether active braking will occur, as the information can be used to prevent the vehicle from colliding with a vehicle ahead. Based on this knowledge, the cruise control system can also determine the actual vehicle speed v ist within a speed range v min to v maxregulate, for example, to maintain a substantially constant distance from vehicles ahead. For example, when driving downhill or in situations where the vehicle needs to reduce its actual speed, fuel savings were previously achieved by reducing the need for positive engine torque or towing. A reduced need for positive engine torque means that the forward drive power delivered by the engine through the drive wheels is reduced, for example, by reducing fuel injection in the engine, thereby reducing fuel consumption.

[0070] In this description, towing is a form of coasting where the vehicle travels with a closed driveline, i.e. where the internal combustion engine is connected to the vehicle's drive wheels, while at the same time the fuel supply to the engine is switched off, thus propelling the vehicle using its kinetic energy. Since the fuel supply to the engine is switched off, an advantage of this type of operation is that engine consumption is also zero. This type of operation also means that the engine is driven via the driveline by the vehicle's drive wheels, a condition known as 'towing', where the engine's inertia results in a braking effect, i.e. the vehicle is engine-braked.

[0071] Another form of coasting in this description is freewheeling, which is a way to reduce fuel consumption by allowing the vehicle's kinetic energy to propel the vehicle with the driveline open. Freewheeling results in even lower fuel consumption than towing because engine braking is eliminated while simultaneously reducing engine speed to a minimum. Freewheeling can occur with the engine running or off, meaning it can be done with the fuel supply off or at idle.

[0072] Freewheeling in this description means that the vehicle's engine is separated from its drive wheels, so that the driveline is open. This separation of the drive wheels from the engine, also known as opening the driveline, can be brought about, for example, by placing the transmission in neutral or by disengaging the clutch. This means that when freewheeling, essentially no power is transferred from the engine to the drive wheels. In this description, freewheeling also includes one of a variety of drive machines of a vehicle, for example in a hybrid vehicle, which is driven by the drive wheels. It therefore covers, for example, an operating mode of a hybrid vehicle in which an internal combustion engine is separated from the drive wheels, but an electric motor can still transfer power to the drive wheels.

[0073] A freewheel reduces the forces acting against the movement of the vehicle to a considerable extent, as the engine friction F mot then reduced to a value essentially equal to zero (0). Free-wheeling can therefore significantly reduce fuel consumption by reducing vehicle drag. However, in certain free-wheeling situations, the engine must be supplied with idle fuel to prevent it from stalling, while in other situations it may be stalled.

[0074] The present invention thus detects and utilizes free energy available to the vehicle. An example of a driving situation where free energy may be present is when the active braking process is braking ist is initiated, either by the driver of the vehicle or by a control system of the vehicle, because an actual vehicle speed v iston the road section reaches a value that is greater than or equal to a speed v max which is the maximum speed permitted on this section of road.

[0075] The maximum permitted speed v max may depend on one or more parameters, for example a downhill control speed v determined for the vehicle barg , a distance to the at least one vehicle ahead, a gradient of the road section, a curvature of the road section, a speed limit for the road section and / or a driving restriction, for example a queue of vehicles or an accident on this road section.

[0076] For example, if the vehicle is traveling using pedals to control its speed, it can be assumed that a maximum permissible speed v max5 km / h higher than the actual vehicle speed. Alternatively, in the case of pedal operation, the system can adaptively learn at which speed the driver normally brakes the vehicle and can use this adaptive braking speed as the maximum permissible speed v max use.

[0077] In one embodiment of the present invention, the available free energy is generated with respect to a downhill section of the road section. For example, if a downhill control speed v barg for the vehicle, the system according to the present invention knows that the vehicle is being braked when the active braking process brakes ist is initiated as soon as the actual vehicle speed v ist reaches a value greater than or equal to the maximum permissible speed v max If one considers beforehand that this active braking process is accompanied by braking ista period of rolling precedes it, ie if the simulations show that the simulated period of rolling is preceded by rolling sim the simulated active braking process sim According to the invention, free energy can be detected during the simulated rolling period and during the simulated active braking process.

[0078] Fig. Figure 3 schematically illustrates an example of a driving situation in which an embodiment of the present invention can be used to detect available free energy, in a case where a target speed v soll for a cruise control and there is a specified maximum permissible speed v max gives.

[0079] At different times, for example every second, the future vehicle speed v simsimulated. Two examples of such times during which the simulations are performed are marked in the diagram as X1, X2.

[0080] In one embodiment of the present invention, detecting the available free energy includes determining that a simulated active braking event is braking sim after a simulated period of rolling sim takes place.

[0081] The simulated period of rolling rolling sim is simulated as occurring when the simulated velocity profile v sim has a higher value than a reference speed v ref used by the speed controller 120. In this example, the reference speed is equal to the target speed, ie V ref = V soll This happens at a first time T kostenlose_Energie , which therefore denotes a time at which an actual period of rolling rolling ist, which corresponds to the simulated period of rolling sim corresponds, begins.

[0082] An active actual braking process ist begins for the vehicle when the actual vehicle speed v ist reaches a value greater than or equal to the maximum permissible speed v max In this diagram, this happens at a fourth time T Beginn_Bremsen , which therefore also refers to a time at which the actual period of rolling rolling ist , which corresponds to the simulated period of rolling sim corresponds, ends.

[0083] The active actual braking process ist then ends at a second time T En-de_der_kostenlosen_Energie , to which an actual vehicle speed v ist after initiating the active actual braking process ist has again assumed a lower value than the maximum permissible speed v max .

[0084] Thus, in one embodiment of the present invention, in the period T Inter-vall_kostenlose_Energie between the first and the second time T kostenlose_Energie and T En-de_der_kostenlosen_Energie , the period marked as “Free Energy” in the diagram, free energy is available.

[0085] It should be noted that Fig. 3 has been simplified for greater clarity. For example, several "X" markings for simulation times have been omitted.

[0086] Each simulation determines one or more of the above times T kostenlo-se_Energie , T Beginn_Bremsen , T Ende_der_kostenlosen_Energie and / or corresponding periods T Zeit_bis_zur_kostenlosen_Energie , T Zeit_bis_zum_Beginn_Bremsen , T Zeit_bis_zum_Ende_der_kostenlosen_Energie , in which the vehicle travels from positions X1, X2 until these times are reached. It is therefore possible, for example, that a first simulation X1 has a remaining time period T Zeit_bis_zur_kostenlosen_Energie, which indicates how much time elapses from this simulation before the free energy becomes available. It is equally possible that the first simulation X1 has a remaining period T Zeit_bis_zum_Beginn_Bremsen and / or T Zeit_bis_zum_Ende_der_kostenlosen_Energie (not shown in the diagram). In this first simulation X1, the period T Zeit_bis_zur_kostenlosen_Energie greater than zero, i.e. T Zeit_bis_zur_kostenlosen_Energie >0, which means that in the first simulation X1 it is too early to try to start using energy because the free energy is not yet available.

[0087] The vehicle therefore continues driving for a certain distance or period of time and then performs another simulation. This second simulation X2 determines that the period T Zeit_bis_zur_kostenlosen_Energie is equal to zero, ie T Zeit_bis_zur_kostenlosen_Energie =0, which means that in the second simulation X2 free energy is available, after which the use of the free energy begins to be advantageous.

[0088] A non-limiting example of how to determine the above times T kostenlose_Energie , T Beginn_Bremsen , T Ende_der_kostenlosen_Energie and / or the corresponding periods T Zeit_bis_zur_kostenlosen_Energie , T Zeit_bis_zum_Beginn_Bremsen , T Zeit_bis_zum_Ende_der_kostenlosen_Energie can be implemented is described below.

[0089] The period T Zeit_bis_zur_kostenlosen_Energie can be based on the simulated vehicle speed v sim be calculated by first determining the period T Zeit_bis_zur_kostenlosen_Energie the first time T kostenlose_Energie when the simulated vehicle speed v sim for the first time the reference speed v ref This value is called T Zeit_bis_zur_kostenlosen_Energie saved. If the simulated vehicle speed v sim later the maximum permitted speed v max which, for example, corresponds to a calculated braking speed v barg(Downhill control speed) for braking at constant speed, the stored value T Zeit_bis_zur_kostenlosen_Energie retained, otherwise T receives Zeit_bis_zur_kostenlosen_Energie a maximum possible value (“not available”). If the simulated vehicle speed v sim the maximum permitted speed v max has been reached, the period T Zeit_bis_zum_Ende_der_kostenlosen_Energie , which is the time T En-de_der_kostenlosen_Energie corresponds, also stored if the simulated vehicle speed v sim for the first time below the permitted maximum speed v max has fallen.

[0090] It should be noted that the driving situation in Fig. 3 can also occur when the vehicle speed is controlled, for example, by the accelerator pedal or other acceleration control. The vehicle speed v sim is then simulated in the case of pedal operation as described above. The times T kostenlo-se_Energie , T Beginn_Bremsen , T Ende_der_kostenlosen_Energieand / or the corresponding periods T Zeit_bis_zur_kostenlosen_Energie , T Zeit_bis_zum_Beginn_Bremsen, T Zeit_bis_zum_Ende_der_kostenlosen_Energie can then be calculated based on the simulated vehicle speed v sim be determined, and assumptions are made regarding the time at which the active actual braking process brakes ist begins, which can be assumed here as the time when the actual vehicle speed v ist a value greater than or equal to the maximum permissible speed v max reached.

[0091] Fig. Figure 4 schematically illustrates another example of a driving situation in which an embodiment of the present invention can be used to detect available free energy, in a case where a target speed v soll for a cruise control and there is a specified maximum permissible speed v max The Fig. The speed controller function shown in Figure 4 can set the reference speed v ref vary, as described above in the case of the intelligent / strategic cruise control. Fig. 4 can, for example, illustrate how the vehicle approaches a downhill section, whereupon the strategic cruise control uses its knowledge of the upcoming slope to adjust the reference speed v ref before the slope to save fuel, as the vehicle is still accelerating downhill due to its own weight. The procedure for performing simulations in Fig. 4 and the values ​​in Fig. 4 correspond to those given above for Fig. 3 are described.

[0092] The future vehicle speed v sim (dashed curve in Fig. 4) is therefore simulated, for example every second.

[0093] As described above, detecting the available free energy involves determining that a simulated active braking event is braking sim after a simulated period of rolling sim takes place.

[0094] The simulated period of rolling rolling sim is simulated as occurring when the simulated velocity profile v sim has a higher value than the reference speed v ref used by the cruise control 120, and if the vehicle simultaneously has an actual acceleration a ist In the Fig. In the driving situation illustrated in Figure 4, ie in the example of a downhill drive, rolling takes place when the actual acceleration a ist is positive. The positive actual acceleration a ist therefore represents an increase in the actual speed v ist (solid curve in Fig. 4). This happens at a first time Tkostenlose_Energie , which therefore denotes a time at which an actual period of rolling rolling ist , which corresponds to the simulated period of rolling sim In this example, the reference speed may therefore differ from the target speed, ie v ref ≠ v soll .

[0095] It should be noted that in certain other driving situations, for example when rolling in front of a speed limit, rolling is simulated as occurring when the simulated speed profile v sim has a higher value than a reference speed v ref , while at the same time the actual acceleration a ist is negative.

[0096] An active actual braking process ist begins for the vehicle at a fourth time T Beginn_Bremsen , if the actual vehicle speed v istreaches a value greater than or equal to the maximum permissible speed v max This fourth time also refers to a time at which the actual period of rolling, which corresponds to the simulated period of rolling, rolls sim corresponds, ends.

[0097] The active actual braking process ist then ends at a second time T En-de_der_kostenlosen_Energie , to which an actual vehicle speed v ist after initiating the active actual braking process ist has again assumed a lower value than the maximum permissible speed v max .

[0098] Thus, in the period T Intervall_kostenlose_Energie between the first and the second time T kostenlose_Energie and T Ende_der_kostenlosen_Energie , the period marked as “Free Energy” in the diagram, free energy is available.

[0099] The Fig. 3 and Fig. 4 above refer to a general driving situation in which the maximum permissible speed v max may depend on a variety of different factors, such as a downhill speed limit, vehicles ahead, speed limits, queues of vehicles, traffic accidents, intersections or other obstacles on the road.

[0100] Fig. Figure 5 illustrates in particular the situation where a downhill section of road occurs where the maximum permissible speed v max by the downhill control speed v barg is limited, ie v max = v barg .

[0101] The upper part of Fig. 5 is a graph showing an actual vehicle speed v ist (km / h) over a future predetermined distance P (m × 10 4), in this case a good 3.5 km. The lower part of the graph is a curve representing the topography over the same distance, with the y-axis representing elevation in meters.

[0102] Between the times T kostenlose_Energie and T Ende_der_kostenlosen_Energie There is a downhill section, which represents a drop in altitude of approximately 30 meters. The upper part of the diagram shows the time at which a simulation of the vehicle speed v sim , which corresponds to the actual vehicle speed v ist is carried out, marked with “X”, and the periods up to the times T kostenlose_Energie and T Ende_der_kostenlosen_Energie are as T Zeit_bis_zur_kostenlosen_Energie and T Zeit_bis_zum_Ende_der_kostenlosen_Energie The simulation is carried out as described above.

[0103] In the example in Fig. 5 is the maximum permissible speed v max set to 89 km / h, which is the downhill speed v barg corresponds, ie v max = v barg, which can be considered as a calculated braking speed that the vehicle must maintain, for example, when driving downhill.

[0104] At the time T kostenlose_Energie the vehicle therefore begins to accelerate, and at the time T Ende_der_kostenlosen_Energie his braking process can be considered as completed. Therefore, during the period in which the vehicle is between T kostenlose_Energie and T Ende_der_kostenlosen_Energie a surplus of kinetic energy, i.e. available free energy that can be used by an on-board system with energy storage.

[0105] In addition to braking the vehicle only in a conventional manner, it is therefore possible in an embodiment of the present invention that an excess of energy in the period between T kostenlose_Energie and T Ende_der_kostenlosen_Energieis supplied to at least one vehicle-side system, in which case this energy extraction can also be considered an additional way of contributing to the braking of the vehicle. In all embodiments described in this description, the energy extraction from the drivetrain can be achieved, for example, by connecting the vehicle-side system to the drivetrain, for example by means of a friction clutch, a magnetic clutch, or an electrically operated clutch.

[0106] The simulation of the vehicle speed v sim serves, for example, as a basis for determining the periods T Zeit_bis_zur free energy and T Zeit_bis_zum_Ende_der_kostenlosen_Energie This allows the system to determine when it is appropriate on a road section ahead and to begin supplying energy to one or more energy storage devices in on-board systems.

[0107] Supplying energy to an energy storage device that is part of an on-board system has a similar effect to using a vehicle's braking system, since the on-board system then indirectly applies torque to the engine, causing the vehicle's speed to decrease.

[0108] According to the invention, pre-braking can occur automatically even before active braking is initiated, whereby the initiation of active braking can be triggered, for example, by pressing the brake pedal or activating a braking system. This is possible because the simulation shows that active braking is subsequently required. The energy transferred to the energy storage device is thus maximized.

[0109] In one embodiment of the present invention, energy is supplied to the various energy storage devices in a priority order determined based on the types of energy storage systems with which the vehicle is equipped and their status and area of ​​use.

[0110] The active actual braking process ist of the vehicle, which is in Fig. 3 between the fourth time T Beginn_Bremsen and the second time T Ende_der_kostenlosen_Energie takes place can be effected by a driver and / or a brake control system actively employing a wheel brake 151, 152, 153, 154 and / or a supplementary brake 155, the latter possibly in the form of a retarder, an exhaust brake, a decompression brake and / or an electromagnetic brake.

[0111] Once the available free energy has been detected, it can then be used to replenish one or more energy storage devices that are part of the vehicle-side systems 160.

[0112] In one embodiment of the at least one energy storage device, the filling of the at least one energy storage device is limited to the first time T kostenlose_Energie shifted to a time when free energy is available. The system thus ensures that energy stores are replenished when their replenishment is truly free, such as during a downhill ride with active braking, and not when energy is generated at a cost, such as during an uphill climb before the apex, followed by a downhill ride.

[0113] In one embodiment of the present invention, the filling of the at least one energy storage device begins at the first time T kostenlose_Energieat which the free energy is available when the period T Intervall_kostenlose_Energie , in which the free energy is available, ie the period between the first time T kostenlo-se_Energie and the second time T Ende_der_kostenlosen_Energie , is long enough to enable the energy storage to be replenished significantly.

[0114] In this description, significant refilling in one embodiment means an increase in the energy storage corresponding to 20 to 100% and preferably 50 to 90% of its total capacity.

[0115] If a significant refill of the energy storage with the available free energy is not possible, i.e., if the available free energy is not sufficient to significantly influence the energy storage, additional excess energy may be required. The refilling of at least one energy storage is then postponed to a third time T vor_kostenlose_Energie laid, the first time Tkostenlose_Energie , at which free energy is available, if the period T Intervall_kostenlose_Energie in which free energy is available is long enough that replenishment has a significant impact on energy storage.

[0116] If the free energy before the first time T kostenlose_Energie If a time at which free energy is available is detected, in one embodiment, the at least one vehicle-mounted system can consume the available energy in its energy storage devices. This can be considered as preparing the system to empty energy storage devices in cases where it is predictable that a free refill of the energy storage device is immediately possible.

[0117] Filling the at least one energy storage device leads to an increased braking effect, which is mediated by the vehicle's drive train as a result of the vehicle-side systems 160 drawing energy from the drive train. This increased braking effect therefore occurs during the actual period of rolling. ist and / or during its active braking process, brakes ist This results in an increased overall braking effect or means that an actual braking effect provided by at least one braking system 150 can be reduced, thereby reducing wear on the components of the braking system 150.

[0118] In one embodiment of the present invention, the vehicle takes the form of a hybrid vehicle equipped with at least one auxiliary system, which may include, for example, compressors, temperature controllers, batteries, or cooling systems as above. The refilling of the at least one energy storage device in the auxiliary system then takes place before the refilling of the at least one energy storage device in the hybrid auxiliary unit. The hybrid auxiliary unit is therefore only refilled if there is remaining free energy for such refilling after the energy storage devices of the one or more auxiliary systems have been refilled.

[0119] The function of an auxiliary system in the form of an air compressor, which is part of the vehicle's braking system, is controlled by a control system called an air processing system (APS).

[0120] According to the invention, the activation of the air compressor to charge the compressed air tanks during engine braking takes place when free energy is available, i.e. when the activation of the compressor is energy efficient.

[0121] When the vehicle is rolling as described above, free energy is available if there is an actual intention to decelerate the vehicle afterwards. However, a period of rolling the vehicle is not always followed by active braking. There may therefore be situations in which the vehicle is, for example, engine-braked even if there is no intention to actively decelerate it after engine braking. If the compressor is then activated, i.e. if there is no subsequent active braking, this means that the vehicle's kinetic energy decreases more than intended, which is not optimal from a fuel consumption point of view. The present invention can therefore be used to detect the periods in which free energy is actually available.

[0122] As mentioned above, the energy storage device can, for example, take the form of a tank, a container, an enclosed space, a compressor, or an accumulator. In one embodiment, the energy storage device takes the form of an air compressor belonging to the vehicle's braking system. The energy storage device then uses one or more compressed air reservoirs in which energy is stored by increasing their pressure. Similarly, the energy storage device in an air conditioning system can be influenced by an air conditioning compressor increasing the pressure in one or more air conditioning reservoirs.

[0123] Where energy is stored in energy storage systems, the braking effect resulting from the energy extraction by the on-board system contributes to the overall braking effect of the vehicle. It is thus possible, for example, to achieve reduced use of the vehicle's auxiliary brakes, retarder, engine braking, and / or wheel braking to provide a predetermined overall braking effect for the vehicle when energy extraction occurs.

[0124] Energy supplied to an air compressor can therefore be used to compress air in the vehicle's air systems connected to the compressor and / or to compress air for the vehicle's braking system. A so-called air compressor regeneration involves drying the compressor's desiccant, whose function is to dry the air coming from the activated compressor. Such regeneration does not require energy from the engine but is performed using already compressed air taken from a tank belonging to the compressor that serves as an air reservoir.

[0125] An embodiment of the present invention allows this regeneration to take place before or during the period in which free energy is available. The regeneration cycles can thus be optimized by maximizing the supply of energy to the air compressor through the present invention. Since the available free energy is maximized by the present invention and since it is possible to determine the time at which this free energy is available, T kostenlose_energie , and also the period T Intervall_kostenlose_EnergieBy predicting the time at which it is available, regeneration can be optimally postponed so that it consumes only, or essentially only, free energy from air compression associated with regeneration. In other words, it is thus possible to ensure that regeneration is completed before the free energy is available, with the possibility of a subsequent pressure increase through the use of the compressor.

[0126] Fig. Figure 6 illustrates a schematic, non-limiting example of a diagram of tank pressures and pressure ranges of a compressor. A compressor may operate in different pressure ranges, for example, a first range "Tryckintervall_1," a second range "Tryckintervall_2," and a third range "Tryckintervall_3," which may represent different pressure values. The pressure ranges may also overlap, although the diagram illustrates them as separate or non-overlapping for ease of reading.

[0127] For example, the first pressure range illustrated in the diagram could be 8.5 to 9.5 bar, the second 8.7 to 10.0 bar, and the third 11.0 to 12.0 bar. These values ​​are merely non-limiting examples and may change during operation. The limit values ​​shown in the diagram, "Start_1", "Stop_1"; "Start_2", "Stop_2"; and "Start_3", "Stop_3" represent the first, second, and third pressure ranges, respectively.

[0128] In this case, Start_1 <Start_3 und Stop_1<Stop_3. Stop_1 hat keine besondere Beziehung zu Start_2. Stop_2 hat keine besondere Beziehung zu Start_3. Zusätzlich sind Start_1, Stop_1; Start_2, Stop_2, Start_3 und Stop_3 jeweils größer als 0 bar.

[0129] The second pressure range covers pressures for normal control, meaning this is the pressure range normally used. The limits of the first pressure range are set for safety reasons and are intended to result in a range in which the vehicle can brake safely using the pressure in the first pressure range. This operating mode can typically be activated immediately before a road section where free energy is available, to allow the maximum possible utilization of the available free energy.

[0130] The third pressure range covers a pressure range that can be used to exploit free energy. Therefore, when free energy is available, this range is activated, meaning the compressor starts when the pressure is below Start_3.

[0131] In one embodiment of the present invention, the compressor is controlled based on the availability of free energy. For example, it can be operated such that the second pressure range is used during normal movement of the vehicle when no free energy is available, the first pressure range is used immediately before free energy becomes available, and the third pressure range is used in the period T Intervall_kostenlose_Energie where free energy is available.

[0132] This can be expressed as follows: A. The third pressure range is used when T Zeit_bis_zur_kostenlosen_Energie =0 and T Zeit_bis_zum_Ende_der_kostenlosen_Energie >0; B. The first print area is used when 0 <T Zeit_bis_zur_kostenlosen_Energie <x, wobei x ein vorbestimmter Zeitraum größer als null ist, d. h. x> 0; C. The second pressure range is used when a) and b) above are not met, ie in normal driving situations.

[0133] An embodiment of the present invention takes into account whether the compressor runs with hysteresis, which means that the compressor runs over a full pressure range even if the free energy is not sufficient to ramp it up to the upper limit “Stop_1”, “Stop_2”, “Stop_3”.

[0134] One aspect of the present invention provides a system suitable for detecting free energy and utilizing the free energy in at least one vehicle-side system. The system according to the invention comprises a simulation unit 131, which is used for the simulation 201 of at least one future speed profile v sim for an actual vehicle speed v iston a road section in front of the vehicle. The simulation unit 131 is adapted to perform the simulation in the embodiment based on the road section. The system also comprises a recognition unit 132 adapted to detect at least one future speed profile v sim as a basis for detecting 202 whether free energy is available for the vehicle on the road section. Available free energy is defined here as excess energy that the vehicle 100 can use during a simulated period of rolling. sim and during a simulated active braking process, brakes sim has, if the simulated period of rolling rolling sim the simulated active braking process simThe system also includes a utilization unit 133 configured to utilize 203 this available free energy to replenish at least one energy storage device in at least one vehicle-side system 160 that draws energy from a powertrain of the vehicle 100.

[0135] It will be apparent to a person skilled in the art that a method according to the invention for detecting free energy and utilizing the free energy can also be implemented in a computer program that, when executed in a computer, causes the computer to perform the method. The computer program typically takes the form of a computer program product 703 comprising a suitable digital storage medium on which the computer program is stored. The computer-readable medium comprises a suitable memory, for example, 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 unit, etc.

[0136] Fig. Figure 7 schematically illustrates a control unit 700 equipped with a computing unit 701, which may take the form of essentially any suitable type of processor or microcomputer, for example, a digital signal processing circuit (DSP) or a circuit with a predetermined function (application-specific integrated circuit, ASIC). The computing unit 701 is connected to a memory unit 702 located in the control unit 700, which provides the computing unit, for example, the stored program code and / or the stored data required by the computing unit to be able to perform computing operations. The computing unit is also suitable for storing intermediate or final results of the computing operations in the memory unit 702.

[0137] The control unit 700 is further equipped with devices 711, 712, 713, and 714 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes that the input signal receiving devices 711, 713 recognize as information and that can be converted into signals that the computing unit 701 can process. These signals are then fed into the computing unit. The output signal transmitting devices 712, 714 are configured to convert computation results from the computing unit 701 into output signals for transmission to other parts of the vehicle control system and / or the component or components for which the signals are intended.

[0138] Each of the connections to the respective devices for receiving and transmitting input and output signals may take the form of one or more of a cable, a data bus, such as a CAN (Controller Area Network) bus, a MOST (Media Oriented Systems Transport) bus or other bus configuration, or a wireless connection.

[0139] It will be apparent to a person skilled in the art that the above-mentioned computer may take the form of the computing unit 701 and that the above-mentioned memory may take the form of the storage unit 702.

[0140] Generally, control systems in modern vehicles comprise a communication bus system consisting of one or more communication buses for connecting a number of electronic control units (ECUs) or controllers and various components on board the vehicle. Such a control system may comprise a large number of control units, and responsibility for a specific function may be distributed among two or more of them. Vehicles of the type concerned here are therefore often equipped with considerably more control units than in Fig. 7 and Fig. 1, as will certainly be obvious to a person skilled in the art.

[0141] In the illustrated embodiment, the present invention is implemented in the control unit 700, but could also be implemented in whole or in part in one or more control units already on board the vehicle or a control unit dedicated to the present invention.

[0142] The system according to the invention can be suitable for effecting all of the method embodiments described above, wherein the system for each embodiment achieves the advantages described above for the respective embodiment.

[0143] It will also be apparent to a person skilled in the art that the above system can be modified according to the various embodiments of the method according to the invention. The invention also relates to a motor vehicle 100, for example a truck or a bus, equipped with at least one system for detecting and utilizing free energy.

[0144] It will also be apparent to a person skilled in the art that there are positions corresponding to the various times specified in this description, and that there are distances corresponding to the time periods specified in the description, according to the well-known relationships between distances, times, and speeds. The present invention is not limited to the embodiments described above, but relates to and encompasses all embodiments within the scope of the appended claims.

Claims

[1] Method (200) for detecting free energy and using the free energy in at least one vehicle-side system (160), characterized by - Simulation (201) of at least one future velocity profile v sim for an actual vehicle speed v ist on a road section lying in front of a vehicle (100), wherein the simulation is carried out on the basis of information about the road section which is still in front of the vehicle (100) at the time of the simulation (201); - detection (202) based on the at least one future speed profile v sim whether free energy will be available for the vehicle on the road section covered by the simulation (201), where available free energy is defined as excess energy that the vehicle (100) can use in a simulated period of rolling (rolling sim ) and during a simulated active braking process (brakingsim ) if the simulated period of rolling (rolling sim ) the simulated active braking process (braking sim ), where the free energy in the simulated period of rolling (rolling sim ) and during the simulated active braking process (braking sim ) can be exploited; - if the simulation shows that an active actual braking process (braking ist ) is required, pre-braking of the vehicle (100) before the active actual braking process (braking ist ); and - Use (203) of the available free energy for filling at least one energy storage device in at least one vehicle-side system (160) which draws energy from a drive train of the vehicle (100), wherein the energy transfer for filling the at least one energy storage device before the active actual braking process (braking ist ) begins. [2] The method (200) of claim 1, wherein the at least one vehicle-side system (160) comprises at least one auxiliary system. [3] The method (200) of claim 2, wherein the at least one auxiliary system comprises at least one or more of the following: - a compressor which is part of a braking system (150), - a compressor that is part of an air conditioning system, - a temperature controller that is part of an air conditioning system, - a battery, - a cooling system suitable for cooling an engine (101), and - a cooling system suitable for cooling a braking system (150). [4] Method (200) according to one of claims 1 to 3, wherein the at least one vehicle-side system comprises at least one power-utilizing system (PTO). [5] The method (200) according to any one of claims 1 to 4, wherein the vehicle (100) is a hybrid vehicle equipped with at least one hybrid sub-unit. [6] Method (200) according to claim 5, wherein filling of the at least one energy storage device in the auxiliary system takes place before filling of an energy storage device in the hybrid auxiliary unit. [7] Method (200) according to one of claims 1 to 6, wherein the filling of the at least one energy storage device leads to an increased braking effect, which is achieved by a drive train of the vehicle (100) in an actual period of rolling (rolling ist ) of the vehicle (100) and / or during the active actual braking process (braking ist ) of the vehicle (100), thereby making it possible to reduce an actual braking effect provided by at least one braking system (150). [8] Method (200) according to one of claims 1 to 7, wherein the active actual braking process (braking ist) in the vehicle (100) comprises the active use by a driver and / or by a control system of one or more of the following: - a wheel brake (151, 152, 153, 154) and - a supplementary brake (155). [9] The method (200) of claim 8, wherein the at least one supplementary brake comprises one or more of the following: - a retarder, - an exhaust brake, - a decompression brake, and - an electromagnetic brake. [10] Method (200) according to one of claims 1 to 9, wherein the detection (201) of the available free energy comprises: - Determine that the simulated active braking process (braking sim ) after the simulated rolling period (rolling sim ) takes place, and - Determine a first time (T kostenlose_Energie ), which denotes a time at which an actual period of rolling (rolling ist), which corresponds to the simulated period of rolling (rolling sim ) takes place. [11] The method (200) of claim 10, wherein the simulated period of rolling (rolling sim ) is simulated as occurring when the simulated velocity profile (v sim ) has a higher value than a reference speed (V ref ) for a cruise control used in the vehicle. [12] The method (200) of claim 11, wherein the simulated period of rolling (rolling sim ) is simulated as occurring when the vehicle also has an actual acceleration (a ist ) passes through. [13] Method (200) according to claim 12, wherein the actual acceleration (a ist ) is one of the following: - positive, and - negative. [14] Method (200) according to one of claims 11 to 13, wherein the reference speed (V ref) for the road section by the cruise control based on a selected target speed (V soll ) and at least one of the following is determined: - a gradient of the road section, - a distance to at least one vehicle ahead, - a curvature of the road section, and - a speed limit for the road section. [15] Method (200) according to one of claims 1 to 14, wherein the detection (201) of the available free energy comprises: - Determine that the simulated active braking process (braking sim ) after the simulated rolling period (rolling sim ) takes place, and - Determine a second time (T Ende_der_kostenlosen_Energie ), which indicates a time at which the active actual braking process (braking ist ), which corresponds to the simulated active braking process (braking sim ) ends. [16] Method (200) according to claim 15, wherein the active actual braking process (braking ist ) ends when an actual vehicle speed (v ist ) after initiating the active actual braking process (braking ist ) has again assumed a lower value than a permissible maximum speed (v max ). [17] Method (200) according to one of claims 1 to 16, wherein the active actual braking process (braking ist ) of the vehicle (100) begins when an actual vehicle speed (v ist ) reaches a value that is greater than or equal to a maximum permissible speed (v max ) is. [18] Method (200) according to one of claims 16 and 17, wherein the maximum permissible speed (v max ) refers to any of the following: - a downhill control speed (v barg ) of the vehicle (100), - a distance to at least one vehicle ahead, - a gradient of the road section, - a curvature of the road section, - a speed limit for the road section, and - a driving restriction for the road section. [19] Method (200) according to one of claims 1 to 18, wherein the free energy is detected near a downhill section on the road section. [20] Method (200) according to one of claims 1 to 19, wherein the filling of the at least one energy storage device is limited to a first time (T kostenlose_Energie ), which indicates a time when free energy is available. [21] Method (200) according to one of claims 1 to 19, wherein the filling of the at least one energy storage device at a first time (T kostenlose_Energie ), which denotes a time when free energy is available when a period (T Intervall_kostenlose_Energie ) between the first time (T kostenlose_Energie ) and a second time (T Ende_der_kostenlosen-Energie), which denotes a time during which no free energy is available, is long enough that replenishing the energy storage has a significant impact. [22] Method (200) according to one of claims 1 to 19, wherein the filling of the at least one energy storage device is delayed to a third time (T vor_kostenloser_Energie ) is laid, which is a first time (T kostenlose_Energie ), which denotes a time when free energy is available, precedes a period (T Intervall_kostenlose_Energie ) between the first time (T kostenlose_Energie ) and a second time (T Ende_der_kostenlosen_Energie ), which denotes a time during which no free energy is available, is long enough that replenishing the energy storage has a significant impact. [23] Method (200) according to one of claims 21 and 22, wherein significant effect on the energy storage means an increase in the energy storage corresponding to 20 to 100% and preferably 50 to 90% of its total capacity. [24] Method (200) according to one of claims 1 to 19, wherein at least one vehicle-side system is caused to be switched on before a first time (T kostenlose_Energie ), which denotes a time when free energy is available to consume energy when the free energy is detected. [25] Method (200) according to one of claims 1 to 24, wherein the simulated period of rolling (rolling sim ) includes one of the following: - forward propulsion of the vehicle (100) by utilizing kinetic energy of the vehicle (100) when a drive train of the vehicle (100) is closed and fuel injection into an internal combustion engine (101) of the vehicle is switched off; - forward propulsion of the vehicle (100) by utilizing kinetic energy of the vehicle (100) when a drive train of the vehicle (100) is open and fuel injection into an internal combustion engine (101) of the vehicle is switched off; - forward propulsion of the vehicle (100) by utilizing kinetic energy of the vehicle (100) when a drive train of the vehicle (100) is open and the engine (101) of the vehicle is idling. [26] Method (200) according to one of claims 1 to 25, wherein the simulated speed profile (v sim ) a simulation of the corresponding actual vehicle speed (v ist ) on a road section, assuming that a speed controller (120) is used to control the actual vehicle speed (v ist ), wherein the simulation is carried out when the road section is still in front of the vehicle (100). [27] Method (200) according to one of claims 1 to 26, wherein the simulated period of rolling (rolling sim ) for the simulated speed profile (v sim ) an actual period of rolling (rolling ist ) for the actual speed profile (v ist) which is assigned to the simulated speed profile (v sim ) corresponds. [28] Method (200) according to one of claims 1 to 27, wherein the simulated active braking process (braking sim ) for the simulated speed profile (v sim ) an actual braking process (braking ist ) for the actual speed profile (v ist ) which is assigned to the simulated speed profile (v sim ) corresponds. [29] A computer program comprising a program code which, when the program code is executed in a computer, causes the computer to carry out the method according to any one of claims 1 to 28. [30] A computer program product comprising a computer-readable medium and a computer program according to claim 29, wherein the computer program is included in the computer-readable medium. [31] System capable of detecting free energy and using the free energy in at least one vehicle-mounted system (160), characterized by - a simulation unit (131) configured to simulate (201) at least one future speed profile v sim for an actual vehicle speed v ist on a road section lying in front of a vehicle (100), wherein the simulation unit is suitable for carrying out the simulation on the basis of information about the road section which is still in front of the vehicle (100) at the time of the simulation (201); - a recognition unit (132) configured for recognition (202) based on the at least one future speed profile v simwhether free energy will be available for the vehicle on the road section covered by the simulation (201), where available free energy is defined as excess energy that the vehicle (100) can consume in a simulated period of rolling (rotten sim ) and during a simulated active braking process (braking sim ) if the simulated period of rolling (rolling sim ) the simulated active braking process (braking sim ), where the free energy in the simulated period of rolling (rolling sim ) and during the simulated active braking process (braking sim ) can be exploited; - the system is set up to, if the simulation shows that an active actual braking process (braking ist ) is required, pre-braking of the vehicle (100) before the active actual braking process (braking ist ) and - a utilization unit (133) configured to utilize (203) the available free energy to refill at least one energy storage device in at least one vehicle-side system (160) which draws energy from a drive train of the vehicle (100), wherein the utilization (203) of the available free energy to refill the at least one energy storage device prior to the active actual braking operation (braking ist ) begins.

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