• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a method and a system for controlling a cruise control, wherein the cruise control provides a reference speed vnf for controlling a single engine system. The reference speed v fl fs is based on one-set speed selected by a driver of a vehicle including the engine system, and it is possible for said cruise control to allow a deviation between the reference speed v fl f and the set speed va fi. According to the present invention, it is detected if at least one particular driving situation exists, the detection being based on the driver's actions when the vehicle is driven. If at least one special driving situation exists, a first limitation of the permissible deviation is imposed during at least one special driving situation. In addition, the invention provides for a second limitation of the permissible deviation for a period of time lg after termination of the at least one particular driving situation. Fig. 2
    公开号:SE1150150A1
    申请号:SE1150150
    申请日:2011-02-23
    公开日:2012-08-24
    发明作者:Magnus Staaf；Oskar Johansson；Linus Bredberg
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    l0 l5 20 25 30 the downhills where the vehicle accelerates by its own weight.
    An overall goal for the cruise control is to provide a comfortable ride and increased comfort for the driver of the motor vehicle.
    A driver of a motor vehicle with cruise control usually chooses a set speed wet. The set speed vxí is the speed that the driver wants the motor vehicle to maintain on a level road. A cruise control then provides the engine system with a reference speed vmf, where the reference speed vp fi- is used to control the engine 101. The set speed wax can thus be seen as an input to the cruise control, while the reference speed vmf can be seen as an output signal from the cruise control, which is used to control the engine lOl.
    In some cruise control, the reference speed vnf may be allowed to differ, within a speed range, from the set speed vx fi selected by the driver to provide a more fuel-efficient ride.
    An experienced driver driving a motor vehicle without cruise control can reduce fuel consumption by adapting his driving to the characteristics of the road ahead, so that unnecessary braking and / or fuel consumption accelerations can be avoided. Today there are cruise control which try to mimic the experienced driver's adaptation of the motor vehicle's driving based on knowledge of the road ahead, so that fuel consumption can be kept as low as possible, as this affects the profitability of an owner of the motor vehicle, such as a haulier or the like. to a very large extent.
    An example of such a cruise control is a "Look Ahead" - cruise control (LACC), ie an intelligent cruise control that uses knowledge of the road sections ahead, ie knowledge of what the road will look like in the future, in order to l0 l5 20 25 Determine the appearance of the reference signal. The knowledge of the road section in front can, for example, consist of knowledge of the prevailing topography, curvature, traffic situation, road conditions, and speed limit for the upcoming road section, as well as traffic signs in connection with the road. This knowledge can be obtained, for example, by means of positioning information, such as GPS information (Global Positioning System information), map information and / or topography map information, and weather reports. The knowledge can be used in a variety of ways.
    For example, knowledge of an upcoming speed limit for the road can be used to achieve fuel-efficient speed reductions in the face of an upcoming lower speed limit. Correspondingly, knowledge of a road sign with information about, for example, an upcoming roundabout or intersection can also be used to brake in a fuel-efficient way in front of the roundabout or intersection.
    For example, a LACC cruise control allows the reference speed vmf to be raised in front of a steep uphill slope to a level which is above the level of the set speed wet, since the motor vehicle is assumed to lose speed on the steep uphill slope due to high train weight relative to the vehicle's engine performance . Similarly, the LACC cruise control allows the reference speed vnf to be lowered to a level which is below the set speed wet in front of a steep downhill slope, since the motor vehicle is assumed to accelerate on the steep downhill slope due to the high train weight. The idea here is that it is more fuel-efficient to use the motor vehicle's acceleration due to its own weight on the downhill slope than to first accelerate downhill and then brake downhill. In this way, the LACC cruise control can reduce fuel consumption while maintaining driving time. l0 l5 20 25 30 There are also cruise control units which, based on a current driving resistance, decide how the speed of the motor vehicle should vary.
    That is, the reference speed v fl f in these cruise control can be allowed to deviate from the set speed vyx based on at least one property of the driving resistance, such as for example its size and / or appearance over time.
    In this document, the invention will be exemplified for use in a cruise control system such as, for example, a Look Ahead cruise control (LACC), i.e. an intelligent cruise control which can use knowledge of what the road looks like in the future to control the reference speed web. However, the invention can be implemented in essentially any cruise control, in which the reference speed vnf can be allowed to differ from the set speed wet.
    For a driver of a vehicle with LACC cruise control, the procedure for how increases and decreases in the vehicle's speed are performed is natural and acceptable for most driving cases. However, there are certain driving situations in which the driver wants to be able to prioritize a certain vehicle speed over fuel saving in order for the driving of the vehicle to feel intuitively natural and acceptable.
    An example is a driving case in which a vehicle, for example a lorry, with LACC cruise control relatively slowly catches up with another vehicle in front, for example another lorry, which either has a traditional cruise control or has no cruise control at all ( that is, the speed is controlled by means of, for example, an accelerator pedal), and where a driver of the vehicle with the LACC cruise control intends to overtake the vehicle in front.
    In the example, the vehicle with the LACC cruise control has a selected set speed vx fl, which is higher but not significantly higher than the speed of the vehicle in front. This ratio between the speeds of the vehicles means that the difference in speed between the vehicles becomes larger when the vehicle with the LACC cruise control regulates the reference speed vnf so that it exceeds the set speed všæ, for example when the reference speed v} fl = is increased in front of an approaching steep uphill. Similarly, the ratio of vehicle speeds means that the difference in speed between the vehicles is reduced, or that the speed of the vehicle with LACC is lower than the speed of the vehicle in front, facing an approaching steep downhill, since the LACC cruise control then ensures that the reference speed vnf is lower than the set speed v &%.
    In order for the vehicle with the LACC cruise control to be able to carry out the overtaking of the vehicle in front in a safe manner, ie that it can be completed in a reasonable period of time, it could therefore be required in this example that the overtaking must take place just before a steep uphill for the speed difference to be so great that the overtaking can be completed within this reasonable period of time. During the actual ascent, however, it is required that the other vehicle is heavier per horsepower in order to maintain a sufficient speed difference.
    Of course, it is not satisfactory for a driver of the vehicle with the LACC cruise control to be limited to certain specific occasions or sections of road in order to be able to carry out a overtaking in a safe manner without the driver affecting the LACC cruise control system.
    Corresponding unsatisfactory properties of previously known cruise control also occur in a number of special driving situations in addition to overtaking, which will be elucidated in more detail below. Brief Description of the Invention It is an object of the present invention to provide a cruise control to overcome the above-mentioned problems. This object is achieved by means of the above-mentioned method according to the characterizing part of claim 1.
    The object is also achieved by means of the above-mentioned system for according to the characterizing part of claim 17. This object is also achieved by the above-mentioned computer program and the above-mentioned vehicle.
    According to the present invention, a permissible deviation between the set speed vx fi and the reference speed vnf of a cruise control is limited if a particular driving situation is detected based on a driver's driving of the vehicle. A first limitation of the deviation is utilized during the time 13 the detected particular driving situation is in progress and a second limitation of the deviation is utilized during a time period 1; after the particular driving situation has ended.
    Thus, restrictions are imposed on the cruise control's freedom to allow the reference speed vnf to vary in relation to the set speed v “% during and immediately after a particular driving situation, which makes the cruise control function intuitively feel good for the driver, as it reflects how an experienced driver himself regulate the speed if the vehicle had not had a cruise control.
    As a non-limiting example of the advantageous use of the present invention, the previously mentioned example of a vehicle with LACC cruise control, which intends to carry out a detour in front of a downhill slope, can be mentioned. As previously mentioned, the LACC function of the cruise control can cause a detour before a downhill slope to cause problems, since the reference speed vnf may then be reduced by the LACC-10 l5 20 25 30 function. With the present invention, here the deviation between the set speed v fifi and the reference speed vp fi y which is allowed by the LACC function would be limited when it is detected that an overtaking is being performed. For example, here the deviation can be limited both during the special driving situation overtaking and during a time period 1; after overtaking so that reductions of reference speeds vga to levels lower than the set speed vgm are prohibited, whereby the cruise control is prevented from lowering the reference speed vnf in such a way that overtaking procedure can become problematic. In other words, the control of the LACC function over the cruise control is limited during the time 13 before and immediately after the time for the particular driving situation.
    This procedure is experienced by the driver as if the cruise control and thus the vehicle behaves intelligently and understands the driver's wishes for driving the vehicle. This also reduces the risk of the driver disengaging the LACC function of the cruise control, which also reduces the risk of the vehicle being driven in a less fuel-efficient way.
    According to an embodiment of the invention, at least one of the first and the second limitation means that the cruise control has a function according to a traditional cruise control, i.e. substantially without difference between the set speed vš fl and the reference speed vmf.
    According to various embodiments of the invention, a variety of direct or indirect indications may be used to detect at least one particular driving situation. A non-limiting example of such an indirect indication is that a requested speed from a accelerator control, for example a accelerator pedal, is greater than or equal to the reference speed væf from the cruise control, whereby this can be interpreted as a particular driving situation, to examples that an overtaking is taking place or that an acceleration is taking place at a driveway. When such a particular driving situation is detected, according to the invention a first limitation of the deviation between the set speed vš fl and the reference speed vmf is applied during the TS actual driving situation and then a second limitation of the deviation during a time period IQ thereafter. This means that the special driving situation can be carried out in an efficient and safe manner.
    BRIEF DESCRIPTION OF THE DRAWINGS The invention will be further elucidated below with reference to the accompanying drawings, in which like reference numerals are used for like parts, and in which: Figure 1 schematically shows a vehicle; Figure 2 shows a flow chart according to a method of the present invention; Figure 3 shows a flow chart according to a method of the present invention; Figure 4 shows a control unit.
    Description of Preferred Embodiments According to the present invention, a first limitation of a deviation between the reference speed vnf and the set speed vag should be applied if a particular driving situation is detected. This first limitation of the deviation shall be maintained throughout the detected particular driving situation, that is to say during the period lg, and during a period I; after this special driving situation has ended, a second restriction of the deviation shall be imposed on the cruise control. During the particular driving situation and the time period 11 thereafter, for example, a LACC cruise control is not allowed to vary the reference speed vga within the entire speed range it is normally allowed to vary within, since this variation, which corresponds to the deviation, is then limited in different ways.
    In other words, the LACC function is thus paused, blocked or deactivated at least in part temporarily by the imposed first and second restrictions, respectively, according to the invention.
    This can also be seen as the control of the cruise control during and immediately after the particular driving situation limits the complete control of the LACC function by partially pausing, blocking or deactivating the LACC function. This selective pause, blocking or deactivation of the LACC function makes the driver perceive the behavior of the vehicle as acceptable and experience good driveability.
    The detection of the particular driving situation is made according to the present invention based on the action of the driver when he or she drives the vehicle. Thus, the particular driving situation here is detected by an analysis of measures, inputs and / or maneuvers the driver makes and a comparison, ie a correlation, of these measures and / or maneuvers with a number of driving situations to determine which particular driving situation exists in a special time.
    The detection of the particular driving situation is thus effected by the present invention without the driver taking any special input or action which is only intended to indicate that the particular driving situation exists.
    In other words, the detection is performed based on at least one indirect indication of the driving situation, where the indirect indication means that the indication is not directly intended to indicate the particular driving situation, but consists of 10 15 20 25 30 10 measures, maneuvers and / or entries the driver makes during normal operation of the vehicle. Such measures, maneuvers and / or inputs, which are useful as indirect indications, will be exemplified further below.
    A detection of termination of the particular driving situation can also be performed based on indirect indications that the particular driving situation has ceased, ie on the driver's actions when he or she drives the vehicle. Thus, the particular driving situation is finally detected here, such as an end to an overtaking, in the same way as the detection of the particular driving situation, by an analysis of measures, inputs and / or maneuvers the driver makes and a comparison of these measures and / or maneuvers. with a number of driving situations to determine if the particular driving situation has ended.
    According to an embodiment of the invention, the particular driving situation comprises at least one of a overtaking, an acceleration at the approach of, for example, a motorway, a lane change, a queuing, and a driving on a road with one or more steep and / or narrow curves.
    According to an embodiment of the invention, the detection of completion of the particular driving situation comprises a detection that the overtaking, access acceleration, lane change, queuing, or driving on the road with steep and / or narrow curves has been completed.
    Possible problems with overtaking have been exemplified above.
    Corresponding problems can also arise when the vehicle 100 is to accelerate at an entrance to a road with a relatively high maximum permitted speed, for example a motorway. Here, the driver wants the vehicle 100 to accelerate even if there will be a downhill in the future, since the driver does not want the vehicle to have too low a speed when it comes out on the motorway. Therefore, according to an embodiment of the invention, the allowable deviation between the reference speed vnf and the set speed vag should be limited in such an acceleration at approach.
    Similarly, a driver of the vehicle 100 wants to be sure that the vehicle does not brake in front of other vehicles when changing lanes, so a lane change also constitutes such a special driving situation according to the invention, during which certain limitations of the deviation between reference speed vnf and set speed to be applied.
    When driving in queues during queues, a driver of the vehicle wants the vehicle to behave like other vehicles in the queue and wants the vehicle not to behave as an annoyance.
    The vehicle must therefore behave like a vehicle in the crowd.
    Queuing is therefore a special driving situation according to the invention, for which the deviation is to be limited in such a way that the reference speed vnf is not substantially allowed to be higher than or lower than the set speed wet.
    The reference speed vnf should here be controlled to and strive towards the set speed grows, as for a traditional cruise control.
    Another example of a particular driving situation is a country road comprising one or more steep and / or narrow curves. By steep curves is meant here and in this document topographically steep curves, ie curves lying on steep uphill or downhill slopes which are steep in the vertical direction. A steep uphill slope can be defined as an uphill slope in which the vehicle will lose speed on a current gear despite taking out maximum torque. Similarly, a steep descent can be defined as a descent in which the vehicle will accelerate on a current gear despite the towing torque of the engine. By narrow curves is meant here and in this document sharp curves, that is to say curves with a small radius. A curve that is both steep and narrow thus constitutes a sharp curve in a vertically steep uphill or downhill slope.
    For this particular driving situation it is not suitable to increase the speed above the set speed vg fl, which according to an embodiment of the invention is achieved by means of an applied limitation of the deviation between the reference speed v} fl = and the set speed wax. It can be mentioned here that a road with steep and narrow curves is typically unsuitable for a heavy vehicle, for which the speed is controlled by a cruise control, unless the set speed vpï is relatively low. For example, it is inappropriate to increase the speed on the way into a steep and narrow curve.
    As mentioned above, the detection of the particular driving situation is based on the driver's actions when he or she drives the vehicle, whereby the detection is performed based on one or more indirect indications of the driving situation, which consist of actions, maneuvers and / or inputs the driver makes during normal operation of the vehicle.
    According to various embodiments of the present invention, the particular driving situation, such as for example a overtaking situation, can be detected by using at least one parameter, this at least one parameter constituting the indirect indication. Correspondingly, the at least one parameter can be used to detect that the particular driving situation has ended. The parameter is analyzed here in an attempt to correlate, that is, compare, that with a particular driving situation to determine whether this particular driving situation exists or not.
    Such a parameter according to an embodiment consists of a combination of positioning information, such as for example information from a GPS, with map data information. This combination can provide information about the type of vehicle the vehicle 100 is on, such as a highway, or other road.
    Another such parameter is, according to one embodiment, a comparison of a specified set speed wax with a reference speed VK; and the actual speed of said motor vehicle, whereby a started overtaking or an acceleration of an approach can be detected.
    Another such parameter is, according to one embodiment, a use of turn signals. Turn signals are used in connection with several of the special driving situations according to the invention, so the use of turn signals can be used to detect such special driving situations. For example, a driver normally flashes when he starts overtaking or when changing lanes.
    Another such parameter is according to an embodiment a comparison of a speed requested from an accelerator control, such as an accelerator pedal, is greater than or equal to said reference speed v fl f. If the torque / speed requested by the accelerator pedal exceeds the torque / speed requested by the cruise control, this is a clear indication that a special driving situation exists. This can be seen as an overriding of the cruise control function in that the driver with the throttle control requests a greater torque from the engine system 101 than the cruise control requests. This typically occurs when, for example, an overtaking is started, or when an approach acceleration is made, which can then be used to detect the special driving situations overtaking and / or approach acceleration.
    Another such parameter is, according to one embodiment, a comparison between a steering wheel angle and curvature for the corresponding road section, whereby it can be ascertained whether a lane change is taking place, which may be an indication of, for example, a lane change or a overtaking.
    Another such parameter is, according to various embodiments, a determination of lateral movement by means of positioning information, such as GPS information, by means of a yaw sensor, by means of a lateral accelerometer, or by means of radar information, such as information from an adaptive cruise control (ACC).
    Another such parameter is, according to one embodiment, a determination of a lane change by utilizing a lane departure lane departure warning (LDW).
    Another such parameter is according to an embodiment an increase of the set speed wet, where this takes place in combination with one or more of the above parameters. The set speed view fi is typically changed by input from the driver, often by one or more presses of a “+” button when it is to be increased.
    Another such parameter is, according to one embodiment, at least one of the parameters a vehicle speed, a variation of a vehicle speed, a foot brake applied by the driver, an auxiliary braking applied by the driver, and a frequency for changing a set speed wet. For example, one or more of these parameters may be used to detect the above-mentioned particular driving situation of country road with steep and / or narrow curves, for which it is not appropriate to increase the speed to a higher value than a predetermined speed.
    The limitations of the deviation between the set speed wet and the reference speed vf can be performed in a number of ways according to various embodiments of the present invention. According to an embodiment of the invention, at least one of the first and second constraints is designed so as to prevent the reference speed vnf from being lower than the set speed wet.
    The deviation is thus only allowed here to be such that the reference speed vmf is equal to or higher than the set speed wet.
    This limitation of the deviation is very useful, for example, in the special driving situation overtaking. As described above, the function of a LACC cruise control can cause problems when overtaking a vehicle in front, as the LACC cruise control risks lowering the reference speed vnf in front of, for example, a hilltop followed by a downhill slope, which can cause the overtaking itself to be very slow and both a traffic hazard and an annoyance to the driver and to other vehicles.
    When overtaking in front of a downhill slope, the driver of the vehicle with the LACC cruise control does not want to lower his reference speed vnf in front of the crest because the knowledge of the road section ahead says that after the crest comes a downhill where the vehicle will accelerate to a higher speed by itself. Instead, the driver wants the vehicle during the overtaking to be guaranteed to maintain a specific speed, for example 80 km / h, if he does not interrupt the overtaking or exceeds the set speed wet by, for example, depressing the accelerator pedal. The permissible deviation between the set speed v fifi and the reference speed vnf must thus be limited so that the reference speed vnf does not become lower than the set speed v & ¶ during the overtaking and for a time period IQ after the overtaking. This is accomplished by this embodiment of the invention. According to another embodiment of the present invention, at least one of the first and second constraints of the allowable deviation between the set speed vy fi and the reference speed vnf is designed so as to prevent the reference speed vmf from being higher than the set speed wet .
    The deviation is thus only allowed here to be such that the reference speed vmf is equal to or lower than the set speed wax. This embodiment of the present invention can be advantageously used, for example, in the particular driving situation of queuing, i.e. in intensive traffic. This embodiment of the invention can also be used to advantage in a particular driving situation, in which a rear vehicle with this embodiment of the invention implemented has identified a vehicle in front, for example in an adjacent lane, which has substantially the same set speed wax and substantially corresponding speed conditions. as the vehicle behind. For trucks, for example, train weight has an impact on these speed conditions.
    The deviation from the set speed wax of the vehicle behind can be limited here so that the reference speed vmf is prevented from being higher than the set speed vš fl, even if the vehicle in front is currently out of sight of the radar of the vehicle behind, or if it has knowledge about an approaching downhill. According to this embodiment of the invention, the vehicle behind is prevented from accelerating because it does not see the vehicle in front with the radar. In other words, due to radar information, the vehicle behind here knows that the vehicle in front exists, but is not close enough for the vehicle behind to be able to regulate its speed based on the radar information about the vehicle in front. The fact that the reference speed vnf according to the embodiment is prevented from being higher than the set speed wet means that an increase of the reference speed vnf, which would result in a braking shortly thereafter, when the vehicle behind catches up with the front one, can be prevented.
    According to another embodiment of the present invention, at least one of the first and the second limitation of the permissible deviation between the set speed wax and the reference speed vnf is designed so that the reference speed vnf is controlled to and strives against the set speed wax, i.e. the permissible deviation is limited to be substantially non-existent, since the reference speed vnf is not substantially allowed to be higher than or lower than the set speed wet.
    As mentioned above, the reference speed v fl í is used to control the engine 101. The actual speed of the vehicle 100 may of course differ from the reference speed v fl f, but the control system of the engine 101 strives to keep an actual speed equal to the reference speed vp fi y In other words, the cruise control for this embodiment works of the invention during at least one of the particular driving situations, i.e. during the time period Ig, and during the period 11 thereafter as a traditional cruise control, since the reference speed weave is substantially equivalent to the set speed wet. This can be very beneficial for, for example, overtaking on motorways.
    According to an embodiment of the invention, the first restriction, which is applied during the time period 1g, i.e. during the particular driving situation itself, and the second restriction, which is applied during the period I; after the specific driving situation substantially the same. A couple of such examples are illustrated in Tables 1a and 1b.
    Table 1a shows an example of a cruise control which during normal driving of the vehicle, i.e. during times other than during time 13 for a particular driving situation or during a period T; after such a special driving situation, acts as a LACC cruise control. But both the first and the second restriction result essentially in a traditional cruise control during the time period lg corresponding to the particular driving situation and during the period IE after the particular driving situation.
    Situation Normal Special Time period 11 driving situation driving situation after special Deviation (Time period Ig) driving situation Increase of Permissible Not allowed Not permitted reference speed Decrease of Permitted Not allowed Not permitted reference speed Table la In table lb shows an example of a cruise control, which during normal driving, that is, at times other than during the time period Ig corresponding to a particular driving situation or during a period TE after such a particular driving situation, acts as a LACC cruise control. However, both during a particular driving situation and during a period TA after such a particular driving situation, the first and second constraints result in a cruise control, which is allowed to increase the reference speed vnf above the wet value of the set speed. 10 15 20 19 During the period IQ after such a special driving situation, a reduction of the reference speed vnf is not permitted. This can be advantageous, for example, in an overtaking in front of a downhill slope, where it is then permitted to exceed the set speed wet during the overtaking, but not allowed to lower the reference speed vf f during the set speed wax during the period lg immediately after the overtaking (downhill) for to avoid the vehicle braking immediately after overtaking. Before the next downhill, it may then again be permissible to lower the reference speed vy fi during the set speed vgæ, Situation Normal Special Time period lg driving situation driving situation after special Deviation _ _ HII (Time period 13) cross situation Increase of Permitted Permitted Permitted Permitted Permission reference speed Table lb Both embodiments exemplified in table 1a and table 1b are advantageous in, for example, overtaking a vehicle in front.
    According to an embodiment of the invention, the first restriction, which is applied during the time period Ig, i.e. during the particular driving situation itself, and the second restriction, which is applied during the period 1g after the particular driving situation, are mutually different. Such an example is illustrated in Table 2. Table 2 shows an example of a cruise control which during normal driving of the vehicle, i.e. at times other than during time period 1; corresponding to a particular driving situation or during a period TE after such a particular driving situation, acts as a LACC cruise control. The first limitation during the time period 13 for the particular driving situation essentially results in a traditional cruise control. The second restriction during the period 11 after the particular driving situation allows increases of the reference speed vnf above the wet value of the set speed, but prohibits decreases of the reference speed vnf below the vp value of the set speed. This embodiment can be advantageous, for example in case of overtaking.
    Situation. Normal Special Time Period TA driving situation driving situation after special Deviation _ _ _ _ (Time period Tg) driving situation Increase of Permitted Not allowed Permitted reference speed Decrease of Permitted Not allowed Not allowed reference speed Table 2 Time period lg after the special driving situation has ended Time ; during which the second limitation of the deviation between the set speed vx fi and the reference speed vnf is applied, which also corresponds to the last column in tables 1a, 1b, and 2, ends according to an embodiment of the invention when a reset condition is met, i.e. when a reset event occurs or when a maximum permitted time TWW for the time period 1% after the special driving situation has expired. When this reset condition is met, then this time period lg is considered completed and the second restriction is removed. Thereafter, the cruise control is again allowed to have a deviation between the set speed wet and the reference speed vnf in accordance with the normal function of a LACC cruise control.
    According to another embodiment of the invention, this time period 1% after the cessation of the particular driving situation is instead considered to have ended after a predetermined time 15 has elapsed after a reset condition has been met, i.e. a predetermined time 15 after a reset event has occurred or after a maximum allowed time TW ”for the time period 11 after the special driving situation has expired.
    When this time period lg is completed, i.e. when the predetermined time Z; has expired after a restoration condition has been met, the second limitation for the deviation is thus removed.
    The above-mentioned recovery conditions include a variety of possible conditions, which can be used as an indication that the time period 1% after the end of the particular driving situation has ended.
    According to one embodiment, such a recovery condition consists in detecting a file change. Such a file change detection may utilize one or more parameters associated with lateral displacements, such as parameters related to yaw sensor information, lateral accelerometer information, radar information, lane departure warning information (LDW information), positioning information, and one or more comparisons between steering angle and curvature. Such a lane change can be seen, for example, as an indication that a further overtaking is initiated, whereby the cruise control can return to a normal LACC function, and then then substantially directly switch to a function with a limitation of the deviation between sets. the speed wet and the reference speed vnf related to the additional overtaking. According to another embodiment, such a reset condition consists of a detection that an update of the set speed is wet, for example by input. Thus, the cruise control returns to a normal LACC function, either immediately when the set speed v fifi is corrected, or after a predetermined time 1; has elapsed since the set speed v¶% was corrected.
    According to another embodiment of the invention, such a reset condition consists of a detection of an input by a driver, where the input is related to the reset. For example, the vehicle can be equipped with a button or other input means, which can be arranged to receive an input which is interpreted by the system as the cruise control to return to a normal LACC function.
    According to another embodiment, such a reset condition consists of an activation of a further cruise control function, for example a cruise control function which is based on radar and which brakes the vehicle 100 if it gets too close to a vehicle in front. Thus, the cruise control here returns to a normal LACC function, either immediately when the additional cruise control function is activated, or after a predetermined time I; has elapsed since the additional cruise control function was activated.
    According to another embodiment, such a recovery condition consists of a detection of a further special driving situation, for example a lane change. Here, the cruise control returns to a normal LACC function and then moves substantially directly to a function with a limitation of the deviation between the set speed vx fl and the reference speed vnf related to the further particular driving situation as above. The return to the LACC function can take place either immediately when the additional particular driving situation is detected, or after a predetermined time has elapsed since the additional driving situation was detected.
    According to another embodiment of the invention, such a recovery condition consists of a maximum permitted time Ewx for the time period lg after the particular driving situation has ended. It is thus checked here whether the time period Ig has lasted as long as it can be allowed to last for a maximum, and if so, a return to normal LACC function takes place.
    Figure 2 shows a schematic flow diagram of the method according to the present invention. In a first step 201 of the method, at least one particular driving situation is detected, such as for example a overtaking, based on the driver's action when the vehicle is driven, i.e. based on indirect indications as described above.
    In a second step 202 of the method, if at least one particular driving situation is detected in the first step 201, a first limitation of the allowable deviation between the set speed v "% and the reference speed vnf is applied during the at least one driving situation.
    In a third step 203 of the method, a second limitation of the deviation between the set speed vg fl and the reference speed vnf is applied for a period of time 11 after the at least one particular driving situation has ended. This second constraint may be identical to the first constraint, or may differ from the first constraint. Thus, according to the invention, some kind of limitation of the deviation between the set speed väi and the reference speed vnf will be applied both during the time period Ig for an ongoing particular driving situation and during a time period I; after this particular driving situation.
    Figure 3 shows a somewhat detailed and implementation-oriented flow chart for a method according to the present invention. In a first step 301 of the method according to this flow chart, the cruise control in the vehicle 100 applies normal LACC cruise control, i.e. the cruise control allows a deviation between the set speed wet and the reference speed vnf based on knowledge of the road sections ahead. As described above, in the first step 301 of the process, the cruise control could also allow a deviation based, for example, on a driving resistance of the vehicle.
    In a second step 302 of the method, it is detected if a particular driving situation exists. If not, the method returns to the first step 301. If a particular driving situation exists, the method proceeds to a third step 303 of the method, in which the allowable deviation between the set speed wet and the reference speed vnf is imposed a first constraint.
    Then, the process proceeds to a fourth step 304, in which it is checked whether the particular driving situation is still ongoing. This check continues until it is established that the specific driving situation is no longer ongoing, after which the procedure proceeds to a fifth step 305.
    In the fifth step 305, a second constraint is applied to the deviation between the set speed vxi and the reference speed vmf, where this second constraint may be the same as the first constraint, or may differ from the first constraint. Then, the process proceeds to a sixth step 306 of the process. In the sixth step 306, it is checked whether a reset condition is met. As described above, such reset conditions may be, for example, detection of a lane change, a correction of the set speed grow, an activation of an additional cruise control function, a detection of a further particular driving situation, or a violation of a maximum permitted time Tmw for the time period 11 after completion of the special driving situation. If such a condition is met, for example if a lane change is detected, the procedure returns to the first step 301, i.e. to normal LACC cruise control.
    The check of whether a reset condition is met continues until a reset condition is met, including that the condition of the maximum permitted time HMX for the time period lg after the end of the special driving situation is met.
    According to an embodiment of the invention, it is checked whether the condition of the maximum permissible time Tmw for the time period 11 after the end of the particular driving situation is met by resetting a timer when the procedure goes to its fifth step 305, i.e. a variable t is set to the value zero when special driving situation has ended. Then the variable t is counted up each time a check is performed if any reset condition is met, whereby the variable t can be used to check whether the condition for the maximum permitted time TWW for the time period lg after the end of the special driving situation has been reached or not. One skilled in the art will appreciate that this check of the condition of the maximum time allowed TWW can be performed in a variety of ways. Those skilled in the art will appreciate that the method of controlling a cruise control according to the present invention may additionally be implemented in a computer program, which when executed in a computer causes the computer to perform the method. The computer program usually consists of a computer program product 403 stored on a digital storage medium, the computer program being included in a computer program product readable medium. Said computer readable medium consists of a suitable memory, such as for example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc .
    Figure 4 schematically shows a control unit 400. The control unit 400 comprises a calculation unit 401, which may be constituted by any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
    The calculation unit 401 is connected to a memory unit 402 arranged in the control unit 400, which provides the calculation unit 401 e.g. the stored program code and / or the stored data calculation unit 401 is needed to be able to perform calculations. The calculation unit 401 is also arranged to store partial or final results of calculations in the memory unit 402.
    Furthermore, the control unit 400 is provided with devices 411, 412, 413, 414 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 411, 413 may be detected as information and may be converted into signals which may be processed by the computing unit 401. These signals are then provided to the computing unit 401. The devices 412 For transmitting output signals are arranged to convert signals obtained from the calculation unit 401 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of the cruise control system.
    Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may consist of one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Orientated Systems Transport bus), or any other bus configuration; or by a wireless connection. One skilled in the art will appreciate that the above-mentioned computer may be constituted by the computing unit 401 and that the above-mentioned memory may be constituted by the memory unit 402.
    According to one aspect of the invention, the present invention also relates to a system for controlling a cruise control. The cruise control is, as described above, arranged to provide a reference speed vn; for controlling an engine system 101, where a deviation between the reference speed vmf and the set speed væw can be allowed based on, for example, a knowledge of the road section in front or a driving resistance.
    The system comprises a detection means for detecting at least one particular driving situation. This detection means is arranged to base the detection on the above-mentioned indirect indications, i.e. on the driver's action when the vehicle is driven.
    The system also comprises a limiting means, which is arranged to apply a first limitation of the permissible deviation during the time period Ig for the at least one detected special driving situation. This first limitation may, as described above, mean, for example, that the reference speed vnf is not allowed to be less than the set speed væ fi. The limiting means is further arranged to apply a second limitation of the permissible deviation for a period of time lg after the end of the at least one particular cross situation. The second constraint may be the same as, or different from, the first constraint, as described above.
    Those skilled in the art will appreciate that the system may be modified according to the various embodiments of the method of the invention. In addition, the invention relates to a motor vehicle 100, for example a passenger car, a truck or a bus, comprising at least one system for controlling a cruise control according to the invention.
    The present invention is not limited to the above-described embodiments of the invention but relates to and encompasses all embodiments within the scope of the appended independent claims.
    权利要求:
    Claims (18)
    [1]
    A method of controlling a cruise control (109), wherein said cruise control (109) provides a reference speed vnf for controlling an engine system (101), said reference speed vga being based on a set speed vš fi selected by a driver of a vehicle (100) comprising said engine system (101), and it is possible for said cruise control (209) to allow a deviation between said reference speed vnf and said set speed wet; characterized by - a detection of at least one particular driving situation, said detection being based on the action of said driver when said vehicle (100) is driven; - an application of a first restriction of the permissible deviation during said at least one particular driving situation; and - applying a second restriction of the permissible deviation during a time period IQ after the termination of said at least one particular driving situation.
    [2]
    A method according to claim 1, wherein at least one of said first and second constraints substantially results in a traditional cruise control function, in which said reference speed vnf is controlled to said set speed wet.
    [3]
    The method of claim 1, wherein at least one of said first and second constraints prevents said reference speed vf from being lower than said set speed wet.
    [4]
    The method of claim 1, wherein at least one of said first and second constraints prevents said reference speed v fl í from being higher than said set speed wet. lO l5 20 25 30 30
    [5]
    A method according to any one of claims 1-4, wherein said first and second constraints are substantially equal.
    [6]
    A method according to any one of claims 1-4, wherein said first and second constraints are mutually different.
    [7]
    A method according to any one of claims 1-6, wherein said time period I; terminates when a reset condition is met, after which it is again possible for said cruise control to allow said deviation between said reference speed weave and said set speed wet.
    [8]
    A method according to any one of claims 1-7, wherein said time period 1; terminates a predetermined time Ib after a reset condition is met, after which it is again possible for said cruise control to allow said deviation between said reference speed vnf and said set speed Vset -
    [9]
    A method according to any one of claims 7-8, wherein said recovery condition is a condition in the group: - a file change is detected; a correction of said set speed path is detected; - an additional cruise control function is activated; an additional special driving situation is detected; a maximum permissible time Tmm for said time period lg has elapsed; and - an entry related to a reset is detected. lO. A method according to any one of claims 1-9, wherein said particular at least one driving situation comprises at least one of the situations in the group: - a overtaking; - an acceleration at approach; - a file change;
    [10]
    10. 15 20 25 30 31 - a coke grain; and - driving on a road comprising at least one steep and / or narrow curve.
    [11]
    A method according to any one of claims 1-10, wherein said at least one particular cross situation is detected by using at least one parameter in the group: - a combination of positioning information with map data information; a comparison of the specified set speed v & ¶ with a reference speed vnf and the actual speed of said vehicle; - a use of turn signals; - a comparison of a if required speed from a throttle control is greater than or equal to said reference speed vg fi q - a comparison between steering angle and curvature for the corresponding road section; - a determination of lateral displacement by means of positioning information; a determination of lateral displacement by means of a yaw sensor; - a determination of lateral displacement by means of a lateral accelerometer; - a determination of lateral displacement by means of radar information; - a determination of lane change by means of a cross-field guard (LDW); - an increase in the set speed wet; - a vehicle speed; - a variation of a vehicle speed; - a foot brake applied by said driver; an auxiliary braking applied by said driver; and - a frequency for changing a set speed wet.
    [12]
    A method according to any one of claims 1-11, wherein said cruise control (109) allows said deviation between said reference speed vnf and said set speed wet based on a knowledge of forward road sections. 10 15 20 25 30 32
    [13]
    A method according to claim 12, wherein said knowledge comprises at least one knowledge in the group: - a knowledge of topography; - a knowledge of curvature; - a knowledge of a prevailing traffic situation; and - a knowledge of a road law.
    [14]
    A method according to any one of claims 1-13, wherein said cruise control (109) allows said deviation between said reference speed vnf and said set speed wet based on a chore resistance for said vehicle (100).
    [15]
    A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform a method according to any one of claims 1-14.
    [16]
    A computer program product comprising a computer readable medium and a computer program according to claim 15, wherein said computer program is included in said computer readable medium.
    [17]
    A cruise control system (109), said cruise control (109) being arranged to provide a reference speed vmf for controlling an engine system (101), said reference speed vnf being based on a set speed vxi selected by a driver of a vehicle (100) comprising said engine system (101), and said cruise control (109) is arranged to allow a deviation between said reference speed vg fi and said set speed wet; characterized by - a detection means, arranged to detect at least one particular cross situation, said detection being based on the action of said driver when said vehicle (100) is driven; and - a limiting means, arranged to impose a first limitation of the permissible deviation during said at least 33 a particular cross-situation, and arranged to impose a second limitation of the permissible deviation for a period of time ïg after termination of said at least one particular cross-situation.
    [18]
    Vehicle (100), characterized in that said vehicle comprises: - a cruise control (109); and - a system according to claim 17, which is arranged to control said cruise control (109).
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    同族专利:
    公开号 | 公开日
    EP2678203A4|2018-01-17|
    WO2012115579A9|2013-09-26|
    EP2678203A1|2014-01-01|
    SE535599C2|2012-10-09|
    BR112013017188A2|2016-09-20|
    EP2678203B1|2020-10-21|
    CN103429478A|2013-12-04|
    BR112013017188B1|2021-05-25|
    WO2012115579A1|2012-08-30|
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    法律状态:
    优先权:
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    SE1150150A|SE535599C2|2011-02-23|2011-02-23|Procedure and system for controlling cruise control|SE1150150A| SE535599C2|2011-02-23|2011-02-23|Procedure and system for controlling cruise control|
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