瑞典专利SE1150442A1 Driver interaction at reference speed regulating cruise control

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专利摘要:
The present invention relates to a method for a reference speed controlling cruise control and to a reference speed controlling cruise control, which requests a reference speed from a motor system, where the name reference speed may differ from a selected set speed by%. According to the invention, an adjustment of at least said set speed vp till is allowed if said reference speed is different from said set speed va ﬁ, said adjustment being based at least in part on a current speed goose for said vehicle and on an input of a user named reference speed regulating speed. This provides a quick and easy user-controlled adjustment of the set speed wet. Fig. 6
公开号:SE1150442A1
申请号:SE1150442
申请日:2011-05-16
公开日:2012-11-17
发明作者:Oskar Johansson；Maria Soedergren；Fredrik Roos
申请人:Scania Cv Ab；
IPC主号:

专利说明:

which has been set by the user of the system, for example a driver of the vehicle. Today's traditional cruise control thus maintains a constant reference speed, which corresponds to the set speed set by the driver. The value of the reference speed web changes here only when the user himself adjusts it while driving.
Today, there are cruise control, so-called reference speed control cruise control, such as Ecocruise cruise control, which try to estimate current driving resistance and also have knowledge of the historical driving resistance.
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. In a further development of these reference speed controllers, an attempt is made to imitate 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 a motor vehicle owner, such as a haulage companies or the like, to a very large extent.
An example of such a further development of a reference speed control cruise control is a "Look Ahead" cruise control (LACC), ie a strategic cruise control that uses knowledge of the road sections ahead, ie knowledge of what the road looks like in the future, to determine the appearance of the reference speed v ﬂ f. Here, the reference speed is thus allowed to differ, within a speed range, from the set speed selected by the driver to achieve a more fuel-efficient driving, which is also more comfortable and safe.
The knowledge of the road section in front can, for example, consist of knowledge of prevailing topography, curvature, traffic situation, road work, traffic intensity and road conditions.
Furthermore, the knowledge can consist of a speed limit for the upcoming road section, as well as a traffic sign adjacent to 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, weather reports, information communicated between different vehicles and information communicated via radio. 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 industry-efficient speed reductions before 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.
A reference speed-controlling cruise control can, for example, predict the speed of the vehicle along a horizon, which has an arbitrary suitable length, for example about 1-2 km. The future speed of the vehicle along the horizon is predicted in various ways such as driving the vehicle with a traditional cruise control with a reference speed vnf which is the same as the set speed vgæ, or driving the vehicle by varying the reference speed vnf in relation to the set speed Vset - A LACC cruise control allows, for example, the reference speed vnf 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 engine performance. Correspondingly, the LACC cruise control allows the reference speed vmf to be lowered to a level which is below the set speed vaguely facing 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 this year is that it will be more fuel-efficient to take help from the motor vehicle's acceleration due to its own weight on the downhill slope than to first accelerate in front of the downhill slope and then brake downhill. The LACC cruise control can in this way reduce fuel consumption while largely maintaining driving time, while maintaining a comfortable and things driving.
There are also cruise control which, based on a current driving resistance, decide how the speed of the motor vehicle should vary.
That is, the reference speed vmf in these cruise control can be allowed to deviate from the set speed vgæ based on at least one property of the driving resistance, such as, for example, its size and / or appearance over time.
Brief Description of the Invention As mentioned above, a LACC cruise control has knowledge of the topography and position of the vehicle. However, other parameters can also play a role in the reference speed at which a driver wishes the system to output. Such parameters may include, for example, fellow road users and how they behave in traffic. Even a prevailing traffic situation, such as, for example, vaginal work, can constitute such a parameter.
It is very important that the vehicle, when using the reference speed control cruise control, behaves so that the behavior corresponds to the intentions of the driver. If this does not happen, there is an imminent risk that the driver will choose to switch off or not switch on the reference speed control cruise control.
If the driver chooses not to use the reference speed control cruise control, the total fuel consumption risks increasing.
It is an object of the present invention to provide a reference speed-controlling cruise control which is perceived by a user as user-controlled while at the same time providing a fuel-efficient, comfortable and / or safe propulsion of a vehicle.
This object is achieved by means of the above-mentioned method for a reference speed-controlling cruise control according to the characterizing part of claim 1. The object is also achieved by the above-mentioned reference speed-controlling cruise control according to the characterizing part of claim 12, and of the above-mentioned computer program and computer program product.
According to the present invention, an adjustment of at least the set speed wet is allowed if the reference speed vmf of the reference speed regulating cruise control differs from the set speed growth, i.e. if vp ﬁ- # grows. This adjustment according to the present invention is based at least in part on a current speed Vpws and on an input by the user of the reference speed control cruise control.
When the adjustment according to the invention is related to the current speed vpæs, the user can, with for example a single input, such as for example a single keystroke, adjust up or down a value for the set speed wax significantly, especially if the current speed V ﬁﬂ w is not close to The previous set speed is vague. According to the prior art, the user had to make repeated entries in small steps, each of which had adjusted the set speed a small step, which can be perceived as strenuous and user-unfriendly for a user of the cruise control. Thus, with the present invention, a single input from the user causes the set speed wet to take a large step and remain at a value which is related to the actual speed vwæs of the vehicle. Since this larger step better corresponds to the driver's intention, the function of the present invention is intuitively experienced by the driver.
In addition, from a road safety point of view, it is advantageous for the driver of a vehicle with few and simple inputs to be able to adjust the set speed wax, without releasing the concentration on the road section in front.
According to the present invention, a user of the reference speed regulating cruise control is allowed to influence the set speed wax so that the set speed v ﬁﬁ after this influence is related to the current speed vhæs. In this way, the user, who can be a driver of the vehicle, can get the feeling that he or she can quickly adjust the set speed v for the reference speed regulating cruise control and thus the speed of the vehicle, which is perceived by many users as very positive. This positive feeling of being able to quickly control the vehicle's speed as it is controlled by the reference speed control speedboat can in turn increase a driver's willingness to use the reference speed control speedometer and / or reduce the risk of the driver switching off the reference speed control speedboat, which may be e.g. adaptive cruise control (ACC) or a cruise control which uses knowledge of the road sections in front. The driver's desire to be able to effectively influence the speed of the vehicle is thus confirmed by utilizing the invention. Overall, this provides a more comfortable driving for the driver as well as a reduced fuel consumption as the use of the reference speed control cruise control will increase due to improved driver acceptance of its function.
According to different embodiments of the invention, the set speed is set based on the input of the driver and on the current speed of the vehicle vpæs to different values, which are suitable for different driving situations. These are advantageous as the driver often wants to change the set speed to a value around the current speed of the vehicle vpæs, and thus is often not interested in making small adjustments to the set speed wet around a value that is not interesting, i.e. around a set speed wet which differs relatively much from the current speed of the vehicle v¿æS. Through these embodiments, the driver can focus on the front road and / or fellow edges instead of being disturbed by illogical handling of cruise control parameters.
For example, according to one embodiment, an input results in the set speed væt being set to an adjusted value vmæs + vgü for the current speed, path = Wnæ + và ﬁ. This is advantageous when the driver's preferred speed is close to the current speed vpæs and not close to the set speed wet, since the adjustment here can be made by a single input.
According to another embodiment, the input results in the set speed wax being set to a down-adjusted value vmæs - wmj for said current speed, v ﬁﬁ = Wmæ - væü. This is advantageous if the driver's preferred speed is close to the current speed vpæs and not close to the set speed wet. For example, if the current speed Vpæs differs significantly from the initial set speed vgü, only one input of the driver is required. Repeated entries to reach a new desired set speed wax then do not need to be made by the driver.
According to another embodiment, the input results in the set speed vaï being set exactly to the current speed v¿æS, væt = vßæs. This is advantageous as the current speed v ﬁ æs differs significantly from the initial set speed v “%. This is advantageous if the driver's preferred speed corresponds to the current speed vmæs and not close to the set speed väi. A single input by the driver results in a relatively large change in the set speed wet.
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. a strategic cruise control which can use knowledge of what the road looks like in the future to control the reference speed v ﬂ f. 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.
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 shows an example of speeds in a driving situation, Figure 2 shows an example of speeds in a driving situation, Figure 3 shows an example of speeds in a driving situation, Figure 4 shows an example of speeds in a driving situation Figure 5 shows an example of an input device, Figure 6 shows a flow chart for the method according to the invention, Figure 7 shows a control unit which works according to the invention.
Description of Preferred Embodiments According to the present invention, a user of the reference speed control cruise control is allowed to influence the set speed v¶% in such a way that the set speed vﬁ g after this influence is related to a current speed v¿æS of the vehicle. This adjustment is allowed according to the present invention when the reference speed vní of the reference speed controlling cruise control differs from the set speed vßå. This adjustment is based at least in part on an input by the user of the reference speed control cruise control and on a current speed vpæs for the vehicle.
This allows the user of the reference speed control cruise control to adjust the set speed wet in relatively large steps with a single entry, for example with a single keystroke, the adjusted set speed wet being given a value which is related to the current speed of the vehicle vbmß. Being able to easily adjust the set speed wet to a value equal to or close to the vehicle's current speed vpms is an operation that a user will want to use relatively often, as it is easier for a driver to relate to a current speed Vpms. the vehicle actually holds at one point, than to the set speed wet, which feels more abstract to the driver. It is therefore very advantageous for a user to be able to make this adjustment by means of as few inputs as possible, both for reasons of convenience for the driver and for reasons of road safety. Thus, with the present invention, this adjustment can be performed by a single input from the user.
According to an embodiment of the present invention, the set speed is set vaguely to a current speed vbæs for the vehicle, v% ﬁ = vpæs when the user is allowed to influence the set speed wet by input. In this case, a set speed is obtained which a driver of the vehicle can directly relate to in terms of speed, since the vehicle maintains precisely this speed when the adjustment is made. This embodiment is illustrated in Figure 2, and is described below.
Figure 1 shows an example of what a speed for a vehicle with a traditional cruise control (CC: dotted line) would look like for a distance with an uphill slope, followed by a plateau and a downhill slope. For a traditional cruise control, the reference speed vnf is set equal to the set speed wax all the time. The economic cruise control strives to keep the vehicle's speed within the range between a global minimum speed wmnghw and a global maximum speed mmxghm if possible. However, these minimum permitted mnnghw and maximum permitted mmxghw speeds are primarily intended to limit the speeds permitted before a hill to ensure that the vehicle's speed is optimally varied in relation to the priority of driving time and / or fuel consumption. Thus the minimum permitted speed mmnghw indicates how large the speed may be before a downhill and the maximum permitted speed mwxghw how large the speed may be before an uphill.
It can be seen in the figure that the speed of the vehicle for the traditional cruise control (CC) is less than a global minimum permitted speed wmnghw at the hilltop and that at the end of the downhill slope it exceeds the global maximum permitted l0 15 20 25 30 ll the speed mmxghw. This year in itself is not so serious.
But the serious thing about industry-saving measures is that the vehicle's speed is even slowed down by the constant speed brake when a constant speed braking speed (Down Hill Speed Control; DHSC) vwwc is achieved. A constant speed brake regulates the speed of, for example, heavy vehicles on downhill slopes by using auxiliary brakes. Such auxiliary brakes may include, for example, a retarder, and an exhaust brake, a four-stage electromagnetic brake (Telma) and / or a Volvo exhaust brake (VEB). The traditional cruise control is thus not optimal for cruise control on downhill slopes.
Figure 1 also shows an example of what a speed for a vehicle with a LACC cruise control (LACC: dashed line) of today would look like. The LACC cruise control bases the reference speed væf (thick solid line) on the set speed v ﬁﬁ and on knowledge of topographic information, ie information about, for example, the uphill slope, the plateau and a downhill slope in Figure 1. It appears that the LACC cruise control is not less than the global minimum permissible velocity v ﬁ m wob at the crest, since the reference velocity vnf is allowed to exceed the set velocity wet before and below the uphill slope.
Nor is the global maximum speed mmxghw exceeded by the LACC cruise control, since the reference speed væf is allowed to be lower than the set speed wet before and below the downhill slope. For the LACC cruise control, the reference speed vnf is thus allowed to differ from the set speed v ﬁ i. Figure 1 shows what LACC considers the web of the reference speed to look like in order for the cost function for LACC to be optimized. No energy is slowed down by the constant speed brake when the LACC cruise control is used, which is optimal from an industry savings point of view. Figure 2 shows an example of an embodiment of the present invention, where the set speed vx ﬁ at time (1) is set to a current speed Vpæs for the vehicle, vx ﬂ = vpæs based on input by the user. As can be seen in the figure, the levels of the global minimum permitted speed vhm Qom are also adjusted to the global maximum permitted speed mmxghw, and the constant speed braking speed vwwc. The reference speed control cruise control (dashed line in Figure 2) has a look very similar to the optimal appearance according to Figure 1, but increases the comfort and feeling of having control for the driver.
According to an embodiment of the present invention, when an input by the user takes place, the set speed wet is set to an adjusted value vmæs + path for the current speed, væt - vmæs + v¿ü. In this case, a set speed is obtained which is close to the speed vbms which the vehicle maintains during the adjustment, but is slightly adjusted upwards, which gives a very simple and fast input for the user.
According to another embodiment, the input results in the set speed wax being set to a down-adjusted value vßæs - mmj for said current speed, væí = Wïæ - væü. This embodiment also provides a very simple and fast input for the user.
Figures 3 and 4 illustrate an example of an effect the present invention has on an Adaptive Cruise (ACC). An adaptive cruise control (ACC) uses a radar to keep a certain time slot, which corresponds to a certain distance on a flat road, to a vehicle in front, if the vehicle in front initially has a lower speed than the overtaking vehicle with the adaptive cruise control. Thus, a vehicle with adaptive cruise control is slowed down when it has time to catch up with a vehicle so that a substantially constant time slot is maintained between the vehicle with the adaptive cruise control and the vehicle in front. The figures also show the function of a conventional cruise control (CC), which does not take into account the speed of the vehicle in front. The function of the CC cruise control is shown in the figure to illustrate the advantages of the ACC function.
Figure 3 shows a scenario where the present invention is not implemented. This is shown to illustrate the difference between the function of the prior art and that of the present invention.
Figure 3 includes a left-hand illustration of a tractor with a trailer attached, which is located behind a truck with a trailer.
The tractor with the trailer attached is equipped with ACC. This left-hand illustration refers to a mutual relationship between the overtaking tractor with a coupled trailer and the truck in front with a trailer at an initial stage, so the left-hand illustration points to the beginning of the top speed graph.
Initially, the tractor with coupled trailer and ACC has a speed view (dashed) of a first value, vgq; = view, which exceeds a second speed v2 of the truck in front with a trailer. This first speed we are controlled by a set speed set by, for example, the driver of the vehicle. The ACC function starts to affect the speed of the tractor at a first time (l), whereby the actual speed Vpæs of the tractor is reduced by the ACC function to the second speed V; so that the tractor with the trailer attached does not drive on the truck with the trailer. After this lowering of the actual tractor speed vpæs to the same speed view as the trailer in front holds, xgræ = V2, these vehicles will have a substantially constant time slot, corresponding to a substantially constant distance on a flat road, between them ahead. This is shown in a right illustration in figure 3, in which the speed of the tractor with coupled trailer vgx is substantially the same as the speed of the truck with trailer VÄ VAmr = Va The distance graph below in figure 3 shows how the distance between the tractor with ACC and the truck with trailer becomes (solid line). The distance decreases until the ACC function at the first time (1) reduces the speed vm; for the tractor to the same value as the truck with trailer VÄX- = V2, after which the distance is constant after a while.
At a second time (2), the user adjusts the set speed vsm Nm for the ACC cruise control, v¿etA @; = vs ﬂ; Mx, Old_ v ﬂ ü, where vs ﬂ Nm, Okfi this document denotes the set speed vætAa; before the adjustment is made. As shown in Figure 3, this adjustment only affects the set speed, but does not affect the actual speed vmæs of the tractor. This will be perceived by a driver as meaning that his inputs are irrelevant and that he has no real control over the vehicle.
Figure 3 also shows what the speed and distance between the vehicles would look like if the tractor with coupled trailer had been equipped with a conventional cruise control (CC), which does not use radar to adjust the speed based on the speed of the vehicle in front. As can be seen from the speed graph, the speed of the tractor etc. sets the set speed hydrogen-fed by the user. This means that the tractor with CC cruise control would drive into the truck with a trailer unless its driver intervened. This is because the speed of the tractor here is always greater than the speed of the truck with the trailer. 10 15 20 25 30 15 Note here that the set speeds of the ACC cruise control and the CC cruise control vætca vætAa; finally are equal in this example væt: wætA @@: vætC @ and that the constant speed braking speeds of the ACC cruise control and the CC cruise control vwwCA @ ;, vwwccc are equal in this example vwwc: Vdnsc Acc = Vdhsc cc- Figure 4 shows an example of an effect the present invention may have on an adaptive cruise control ACC. Figure 4 is constructed in the same way as Figure 3, i.e. with a left illustration of an initial scenario with a tractor with a coupled trailer, which is equipped with ACC and has time to catch up with a truck with a trailer, since the tractor has a higher speed vga; = view of speed V; for the truck with trailer.
At a first time (1), the ACC function begins to affect the speed of the tractor, whereby the actual speed of the tractor vmæs is reduced to the second speed view of the ACC function so that the tractor does not collide with the truck with a trailer. Thereafter, the actual tractor speed Vwes is equal to the forward truck with the trailer speed, x @ ræ = V2, which results in a substantially constant time gap between the vehicles thereafter.
At a second time (2), the user adjusts the set speed vs ﬂ Mm for the ACC cruise control, according to the present invention, so that the adjustment is based on the current speed Wwæjmchos tractor vætAa; = vmæSAm-_v¿ü. As shown in Figure 4, this adjustment affects the set speed v% fA @; in such a way that the actual speed v¿æS of the tractor is also affected. Since the adjustment of the set speed vætA @; is related to the current speed www, the adjusted set speed vætA @; will be lower than the current speed vßæs, whereby the current 10 v5æs speed will decrease to a lower value V3 depends on the speed of the truck with a sloping view.
This will thus result in the tractor with ACC will have a lower speed vg than the speed V; in the vehicle in front, which is why the distance between these vehicles will again increase. This is shown in the distance graph at the bottom of Figure 4, where the distance between the tractor with the ACC and the truck with the slap is shown (solid line). The distance decreases until the ACC function at the first time (l) lowers the actual speed V @ æSACCfor the tractor to the same value as the truck with slap V @@ SAa; = view, after which the distance is constant for a time. After that, the distance increases slowly again as the tractor's speed V @@ SA @; sank further V @@ SAq; = vg based on the input.
Has thus affects inputs made by a user / driver the actual speed of the tractor V @ æSA @, This will be perceived by a driver as that his inputs are of great importance and that he has real control over the vehicle.
Figure 4 also shows what the speed and distance between the vehicles would look like if the tractor had been equipped with a conventional cruise control (CC), which does not use radar to adjust the speed based on the speed of the vehicle in front. This was described in connection with Figure 3.
Note that the set speeds of the ACC cruise control and the CC cruise control vætA @ ¿vætcct end are different sizes in this example VætAd: # V¶n the constant speed braking speeds for the ACC cruise control and the CC cruise control vwwCAa ;, vwwccc are different sizes in this example Vahsc Acc f Vahsc cc- 10 15 20 25 30 17 The reference speed-controlling cruise control strives, as mentioned above, to keep the vehicle's speed within the range between a global minimum speed v ﬁ m ﬂ ob and a global maximum speed mwxghw if possible.
According to one embodiment of the present invention, the input of the user results in the set speed vßï being set to a value corresponding to the maximum speed of the current speed vﬁ æs and a global minimum permissible speed v ﬁ m ghw. That is, the maximum value of the current speed vpæs and the global minimum allowable speed mmnghw will be used as a new value for the set speed wet.
According to another embodiment of the present invention, the input of the driver results in the set speed v¶¶ being set to a value corresponding to the minimum speed of the current speed Vpæs and the global maximum permitted speed mmxghw. Thus, the smallest value of the current speed Vpms And the global maximum permitted speed mmxghw is used as the new value for the set speed wet.
It is very advantageous in terms of road safety that the driver of a vehicle can concentrate on the driving of the vehicle and can focus his attention on the road section in front. It is therefore very advantageous to be able to easily and with few inputs be able to control the set speed.
According to an embodiment of the invention, an adjustment of the set speed wet is used until a new value for set speed wax is selected, i.e. until a new set speed is selected by entering a user of the reference speed control cruise control. This is advantageous because the driver then gets the feeling that he / she has complete control over the set speed wet.
According to an embodiment of the present invention, the input of the user can take place by means of one or more input devices. Such input devices may comprise one or more of a button, a lever, a knob, a pedal, a touch screen, a voice input device, and a menu selection, for example on a monitor. Substantially all types of input devices could be used by a driver to input information to the reference speed control cruise control according to the invention.
Figure 5 shows a non-limiting example of an input device in the form of a button, which can be used according to the invention. This button is available in the cab.
For example, the button can be a steering wheel button arranged on the steering wheel and thus easily accessible by the driver.
By means of the button in Figure 5, possible applications of various embodiments of the invention described above will hereinafter be described. These applications are non-limiting examples of the practice of the invention and are described to increase understanding of the invention. Of course, corresponding applications can be implemented for any other input device described above than the button in Figure 5.
According to a first example, initially the reference speed væf is lower than the set speed wet, for example due to the fact that the reference speed regulating cruise control is an ACC and a vehicle in front is driving slower than the user-selected set speed wet. For the embodiments exemplified below, the magnitude of the up- and down-adjustment, respectively, of the set speed path has been selected to the value one (1). According to the above-described embodiment of the invention, when the adjustment, which is based on the input, results in the set speed wax being set to a value vmfs for the current speed, v ﬁ í = vwæs, the following respective inputs can be used by means of the button i figure 5 give the following results for this first example: - Input = "Aïz no effect on vgaj - Input =" B ": path = again then + 1; - Input = "C": wet = Wweg - Input = "D": cruise control is switched off.
According to the above-described embodiment of the invention, when the adjustment, which is based on the input, results in the set speed wax being set to a down-adjusted value vwæs v¿ @ for the current speed, väx = vwæs - v¿ü, the following respective inputs can by means of the button in figure 5 give the following results for this first example: - Input = "OFF: no effect on vgaj - Input =" B ": v¶% = again da + 1; - Input = "C": wet = vpæs - 1; Input = "D": cruise control switches off.
According to a second example, initially the reference speed væf is higher than the set speed v $%, for example in front of an uphill slope before which the reference speed vmf is allowed to be increased in the reference speed regulating cruise control.
According to the above-described embodiment of the invention, when the adjustment, which is based on the input, results in the set speed being vaguely set to a value Vpæs for the current speed, vari = vmæs, the following respective inputs by means of the button i figure 5 give the following results for this second example: - Input = "OFF: no effect on vgaj - Input =" B ": wet = W ﬂ ag - Input =" C ": vset = vset, Old - l; Input = "D": cruise control switches off.
According to the above-described embodiment of the invention, when the adjustment, which is based on the input, results in the set speed væw being set to an adjusted value vmæs + xgw- for the current speed, growth = www + væü, the following respective inputs can be used by means of the button i Figure 5 give the following results for this second example: - Input = "A": no effect on moisture; - Input = "B": v ﬁﬁ = vpfs + l; - Input = "C": path = again da - l; Input = "D": cruise control switched off.
According to an embodiment of the present invention, both upward and downward adjustments of the set speed vy ﬁ are based on the current speed Vpæs. For this embodiment, the following respective inputs by means of the button in Figure 5 can give the following results for this second example: - Input = "A": no effect on vgæ; - Input = "B": wet = Vpæs + 1; - Input = "C": wet = vwæs - l; 10 15 20 25 30 21 - Input = "D": cruise control switches off.
In the previous examples, the magnitude of the up- and down-adjustment v¿ @ of the set speed vg ﬂ has been exemplified by the value one (1). However, the magnitude of this upward and downward adjustment according to the invention can also assume other values.
According to an embodiment of the invention, the up-down and down-adjustment væü have a value which is related to the magnitude of the set-speed všæ, for example the up-and-down adjustment can have a value corresponding to a percentage X of the set-speed v ﬁﬁ, v ﬂ ü = væt * x %. According to an embodiment of the invention, the user can choose the size of the up- and down-adjustment, respectively.
Figure 6 shows a flow chart of the method of the present invention. In a first step [601], the procedure starts. In a second step [601] of the method, an adjustment of at least the set speed vx ﬁ is allowed when the reference speed vnf differs from the set speed wet.
In a third step [603] of the method, the adjustment is based at least in part on an input of a user and on the current speed Wwah. The present invention also relates to a reference speed control cruise control, which is arranged to request a reference speed v ﬂﬁ from an engine system, said reference speed may differ wet from a selected set speed. The reference speed regulating cruise control according to the invention comprises an adjusting unit, which is arranged to allow an adjustment of at least set speed v ﬁ i when it differs from reference speed v ﬂ f, i.e. it is also arranged to say then vmf # path. The adjustment unit bases the adjustment at least in part on a current speed of the vehicle and on an input by a user of the reference speed control cruise control.
Those skilled in the art will appreciate that a method of a reference speed control 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 703 in Figure 7 stored on a digital storage medium, the computer program being included in a computer program readable medium of the computer program product. 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 7 schematically shows a control unit 700. The control unit 700 comprises a calculation unit 701, which may be constituted by substantially any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC).
The calculation unit 701 is connected to a memory unit 702 arranged in the control unit 700, which provides the calculation unit 701 e.g. the stored program code and / or the stored data calculation unit 701 is needed to be able to perform calculations. The calculation unit 701 is also arranged to store partial or final results of calculations in the memory unit 702.
Furthermore, the control unit 700 is provided with devices 711, 712, 713, 714 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 711, 713 may be detected as information and may be converted into signals which may be processed by the computing unit 701. These signals are then provided. the calculation unit 701. The devices 712, 714 for transmitting output signals are arranged to convert signals obtained from the calculation unit 701 for creating output signals by e.g. modulate the signals, which can be transmitted to other parts of the reference speed control cruise control.
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 701 and that the above-mentioned memory may be constituted by the memory unit 702.
Those skilled in the art will also appreciate that the above system may be modified according to the various embodiments of the method of the invention.
In addition, the invention relates to a motor vehicle, for example a truck or a bus, comprising at least one reference speed control 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 (12)
[1]
1. A method for a reference speed control cruise control which requests a reference speed vmf from an engine system of a vehicle, wherein said reference speed may differ from a selected set speed wet, characterized in that an adjustment of at least said set speed path is allowed when said reference speed vnf differs from said set speed wet, said adjustment being based at least in part on a current speed Vpms for said vehicle and on an input by a user of said reference speed controlling cruise control.
[2]
A method according to claim 1, wherein said adjustment results in said set speed v¶% being set to said current speed vgæs, væt = vmæs.
[3]
A method according to claim 1, wherein said adjustment results in said set speed v ﬁﬁ being set to an adjusted value vpæs + væü for said current speed, Vset z Vpres + vädj-
[4]
A method according to claim 1, wherein said adjusting results in said set speed vüw being set to a downgraded value vbæs - v ﬂ ü for said current speed, Vset 2 Vpres _ Vadj-
[5]
A method according to any one of claims 1-4, wherein said adjusting results in said set speed being set to a value corresponding to the maximum speed of said current speed vbæs and a global minimum allowable speed mﬂ nghw.
[6]
A method according to any one of claims 1-4, wherein said adjusting results in said set speed being set to a value corresponding to the minimum speed of said current speed vbæs and a global maximum allowable speed mmxghw.
[7]
A method according to any one of claims 1-6, wherein said adjusting said set speed vaguely applies until a new value for said set speed vx ﬁ is selected.
[8]
A method according to any one of claims 1-7, wherein said input is performed by means of at least one input device in the group of: - a button; - a lever; - a knob; - a pedal; - a touch screen; - a voice input device; and - a menu selection.
[9]
A method according to any one of claims 1-8, wherein said reference speed control cruise control is one in the group of: - an adaptive cruise control (ACC); and - a cruise control which utilizes knowledge of the road sections in front.
[10]
Computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of claims 1-9.
[11]
A computer program product comprising a computer readable medium and a computer program according to claim 10, wherein said computer program is included in said computer readable medium.
[12]
A reference speed control cruise control which is arranged to request a reference speed vnf from an engine system of a vehicle, said reference speed being different from a selected set speed wet, characterized by an adjusting unit which is arranged to allow an adjustment of at least said set speed v

类似技术:

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同族专利:

公开号 | 公开日

JP2014514990A|2014-06-26|

KR20160032250A|2016-03-23|

WO2012158098A1|2012-11-22|

KR20140007492A|2014-01-17|

RU2598496C2|2016-09-27|

BR112013025378A2|2016-12-13|

SE536399C2|2013-10-08|

US9315104B2|2016-04-19|

EP2709869B1|2021-12-15|

CN103561990A|2014-02-05|

EP2709869A4|2016-04-20|

EP2709869A1|2014-03-26|

US20140074371A1|2014-03-13|

RU2013155597A|2015-06-27|

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法律状态:

优先权:

申请号 | 申请日 | 专利标题

SE1150442A|SE536399C2|2011-05-16|2011-05-16|Driver interaction at reference speed regulating cruise control|SE1150442A| SE536399C2|2011-05-16|2011-05-16|Driver interaction at reference speed regulating cruise control|

KR1020167005795A| KR20160032250A|2011-05-16|2012-05-09|Driver interaction pertaining to reference-speed-regulating cruise control|

US14/116,446| US9315104B2|2011-05-16|2012-05-09|Driver interaction pertaining to reference-speed-regulating cruise control|

EP12786706.7A| EP2709869B1|2011-05-16|2012-05-09|Driver interaction pertaining to reference-speed-regulating cruise control|

RU2013155597/11A| RU2598496C2|2011-05-16|2012-05-09|Interaction with driver related to cruise control system with control of calculated speed|

KR1020137033439A| KR20140007492A|2011-05-16|2012-05-09|Driver interaction pertaining to reference-speed-regulating cruise control|

BR112013025378A| BR112013025378A2|2011-05-16|2012-05-09|reference speed regulating cruise control related driver interaction|

PCT/SE2012/050489| WO2012158098A1|2011-05-16|2012-05-09|Driver interaction pertaining to reference-speed-regulating cruise control|

JP2014511321A| JP2014514990A|2011-05-16|2012-05-09|Driver interaction with reference speed regulation cruise control.|

CN201280023436.1A| CN103561990A|2011-05-16|2012-05-09|Driver interaction pertaining to reference-speed-regulating cruise control|

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