Connectible Retarder Control via Velocity Profile Simulation
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Solution Overview
Problem
Connectible and disconnectable retarders face challenges with unwanted friction losses and wear due to their operation, particularly in synchronizing mechanisms, when used in vehicles, leading to inefficient energy use and component degradation.
Innovation Solution
A method and system that utilize a simulation device to predict future velocity profiles based on road section information, determining optimal connection and disconnection points for the retarder to minimize energy costs and wear, by controlling the retarder's connection status based on whether it impacts vehicle velocity development and energy consumption.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If the connectible and disconnectable retarder is connected during an initial part of the road section, then the vehicle can brake in time to avoid exceeding maximum permitted speed, but the vehicle will consume extra energy due to the retarder's friction losses
Solution Approach 1:
The system performs preliminary simulation of velocity profiles before the vehicle reaches the road section to predict whether the retarder will be needed. This allows the control system to make informed decisions about connecting the retarder in advance, balancing the need for reliable speed control against energy consumption by only connecting when necessary.
2Ease of operation
If the synchronisation mechanism is used to rev up the retarder's rotatable components, then the retarder can be connected to the shaft, but the synchronising mechanism and manoeuvring device may be destroyed due to large forces
Solution Approach 1:
The system simulates the velocity profile and predicts the required braking action in advance, allowing the retarder to be connected at the optimal moment when the shaft rotational speed closely matches the retarder's rotatable components. This preliminary prediction reduces the speed differential that must be synchronized, thereby reducing the forces on the synchronising mechanism and manoeuvring device.
3Reliability
If the retarder is fixedly connected, then the mechanism is robust and reliable, but unwanted friction losses occur during vehicle progress
Solution Approach 1:
The system transitions from a static fixed connection to a dynamic connectible and disconnectable arrangement. The control system dynamically adjusts the retarder's connection status based on simulated velocity profiles and predicted braking requirements, maintaining reliability when braking is needed while eliminating friction losses when the retarder is not in use.
Solution Approach 2:
The retarder system serves itself by automatically connecting and disconnecting based on predicted operational needs. The simulation-based control system monitors vehicle conditions and road sections ahead, making autonomous decisions about when the retarder should be engaged, eliminating the need for manual intervention while optimizing both reliability and energy efficiency.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach reduces fuel consumption, minimizes retarder wear, and provides consistent control, allowing for informed decisions on when to connect or disconnect the retarder, thereby optimizing energy use and extending component lifespan.
Implementation Method 1
a simulation device (131), which is arranged for simulation of at least one future velocity profile v sim for at least one respective actual vehicle speed v act within a road section ahead of the vehicle
Implementation Method 2
The friction thus arising brakes the rotation of the shaft on which the retarder acts, for example the output shaft of the gearbox
Data Source
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AI summary
A method and a system for control of retarder is presented. The retarder is initially connected. A simulation of one future velocity profile v sim during a road section is carried out, based on information relating to the road section ahead of the vehicle. Determination, based on the at least one simulated future velocity profile v sim , of at least one respective first position P max is carried out, where the at least one respective actual vehicle speed v act will exceed a maximum permitted speed v max . A determination is carried out, of whether an adverse impact on the velocity development of the vehicle will arise before the vehicle reaches the at least one respective first position P max , if the connectible and disconnectable retarder is connected. Control of the retarder is carried out, allowing the retarder to be connected if no adverse impact arises, and disconnecting the retarder if an adverse impact arises.