Method and system for adapting a vehicle's acceleration when driving the vehicle along a route

专利摘要:
SUMMARY The present invention relates to a method of adjusting the acceleration of a vehicle when driving the vehicle along a carriageway, comprising the steps of: continuously determining (Si) the occurrence of speed limiting phenomena along the vehicle carriageway; and in the case of a fixed speed-limiting phenomenon, determine (S2) the required acceleration in order to reach a prescribed grinding speed at such a fixed speed-limiting phenomenon. The method can be characterized in that, when a fixed speed limiting event is performed by a descending carriageway portion positively accelerating affecting the driving resistance of the vehicle where the vehicle speed is initially below said grinding speed, the step of determining (S2a) the required acceleration includes the step of including the step. The present invention also relates to a system for adapting the acceleration of a vehicle when driving the vehicle along a carriageway. The present invention also relates to a motor vehicle. The present invention also relates to a computer program and a computer program product.
公开号:SE1550638A1
申请号:SE1550638
申请日:2015-05-20
公开日:2015-11-22
发明作者:Linus Bredberg；Jonny Andersson
申请人:Scania Cv Ab；
IPC主号:

专利说明:

TECHNICAL FIELD The invention relates to a method capable of adapting a vehicle's acceleration when driving the vehicle according to a system according to the method of the vehicle......................................... father to adjust the acceleration of a vehicle when driving the vehicle along a carriageway.
The invention also relates to a motor vehicle. The invention also relates to a computer program and a computer program product.
BACKGROUND Cruise lines and similar front-rails are becoming increasingly intelligent. Today, there are most systems on the market that use map data to drive the vehicle in an industry-economical way. However, these systems are adapted to only look at what the topography looks like, which in practice makes them suitable for use on motorways and similar roads.
Today's system is based entirely on a driver-installed drilling speed.
The topology-based speed halls finals only deviate from the donna by a certain number of percent or km / h. If the vehicle in question were to collide on a minor road with curves and speed limits, it is advisable to switch off the cruise control as the driver needs to brake before a possible curve. On smaller scales with many curves, it is also a black danger for drivers to drive optimally from an industry economic perspective. This is because it is often black to see what is going on behind the narrowest curve. US20040068359 shows a predictive cruise control that utilizes the vehicle's current position as well as the upcoming terrain to save fuel and to increase driving comfort. Aspects such as wading and whether the vehicle is on a slope up or down a hill are included in the coverage. One strategy is to prevent unnecessary braking and to be able to maintain optimal driving in order to be able to save fuel.
OBJECT OF THE INVENTION An object of the present invention is to provide a method and a system for adapting a vehicle's acceleration when driving the vehicle along a vehicle which is hilly which enables safe and comfortable driving of the vehicle at speed limiting conditions.
A further object of the present invention is to provide a method and a system for adjusting the acceleration of a vehicle when driving the vehicle along a hilly and curvy vehicle which increases the acceptance of drivers for driving the vehicle.
SUMMARY OF THE INVENTION These and other objects, which will become apparent from the following description, are accomplished by a method, system, motor vehicle, computer program, and computer program product of the kind initially indicated and further having the features set forth in the characterizing portion of the appended patent. Preferred embodiments of the method and system are defined in the appended dependent claims.
According to the invention, the objects are achieved with a method for adapting a vehicle's acceleration when driving the vehicle along a carriageway, comprising the steps of: continuously determining the occurrence of speed limiting phenomena along the vehicle carriageway; and in the case of a fixed velocity-limiting phenomenon, determining the required acceleration must reach a prescribed grinding speed in such a fixed velocity-limiting phenomenon occurring. The method may be characterized in that, when a fixed speed limiting phenomenon is preceded by a descending carriageway portion positively accelerating affecting the vehicle's chore resistance where the vehicle speed is initially below said grinding speed, the step of determining required acceleration includes the step of determining the standard brake position. regarding the desired degree of comfort during the performance.
This makes it possible to improve the driving of the vehicle on a hilly carriageway with speed-limiting events such as curves. By applying braking strategy based on the characteristics of the descending carriageway section, such as length extension and inclination of the carriageway section, smart use of braking means of the vehicle as an auxiliary brake is possible, for example retarders to thereby increase the acceptance of the driver to salvage the vehicle. This makes it possible to drive the vehicle safely and comfortably in the event of speed-limiting phenomena following a descending section of the carriageway and consequently in the case of speed-limiting phenomena which follow crown-graining with subsequent closure. Furthermore, it is possible to adjust acceleration by achieving the prescribed grinding speed so that industry performance is also taken into account and the shift between performance and industry economy depending on how long before the speed limiting phenomenon the braking strategy chosen, including a certain braking sequence, is initiated. Through the possibility of vehicle installation regarding the desired degree of comfort when driving the vehicle in the downhill section of the carriageway, the driver can ensure comfort by ensuring that braking performance corresponding to comfortable driving is always obtained, or fast and more sporty driving by ensuring a more sporty braking course with shorter but 4 stronger braking effect for faster driving is always obtained. According to a variant, the selected braking strategy is presented to the driver. The presentation can take place by means of a suitable means of presentation. The braking strategy is presented according to a variant visually. The visual presentation of braking strategy is achieved according to a variant by means of a visual presentation means in the form of a display unit visible to the driver, where the display unit according to a variant is arranged in the instrument panel of the vehicle. The visual presentation of braking strategy is achieved according to a variant by means of a visual presentation means in the form of a sa. called "head-up display", ie. by means of the Overlay information pane. The braking strategy is presented according to a variant acoustically, ie. by means of an acoustic presentation means in the form of any suitable sound unit. The presentation can consequently take place by means of any suitable means of presentation.
According to one embodiment of the method, said characteristics of said descending carriageway portion include inclination and / or longitudinal extension.
As a result, the braking strategy can be adapted with a suitable braking process so that in the case of a relatively short and / or steep carriageway section, a positively accelerating braking course is activated relatively early in the descending carriageway section, a braking course having a braking effect which is mainly due to lack of acceleration. early attainment of a vehicle speed close to the said grinding speed, and in the case of a relatively long and / or flat carriageway section a negative accelerating brake course / decelerating brake course is activated relatively late in the downhill carriageway section.
According to one embodiment of the method, the step of determining braking strategy further comprises taking into account vehicle speed and / or driving resistance. This makes it possible to determine a more correctly required acceleration and consequently a more correct braking strategy. As a result, the braking strategy can be further adapted with a suitable braking course so that at a relatively high speed and / or a relatively large negative driving resistance a positive accelerating braking course is activated relatively early in the descending carriageway section, a braking course with an acceleration effect mainly due to acceleration. the vehicle along the said carriageway section at the early attainment of a vehicle speed close to the said grinding speed, and at a relatively low speed and / or a relatively laid negative choke resistance a negative accelerating brake course / decelerating brake course is activated relatively late in the descending car.
According to an embodiment of the method, said braking strategy comprises a first braking process, including the step of activating a braking effect which results in a positively accelerating driving of the vehicle along said carriageway section. This braking process is suitable for a relatively short and / or steep carriageway section and / or a relatively high speed and / or a relatively large negative core resistance and results in comfortable driving while maintaining good fuel economy. This braking process can also correspond to a vehicle installation regarding the desired high degree of comfort.
According to an embodiment of the method, said braking strategy comprises a second braking process, including the step of activating a braking action which mainly entails a lack of acceleration when driving the vehicle along said carriageway section. This braking process makes choices when driving the vehicle along the said carriageway section at the early attainment of a vehicle speed close to the said grinding speed and results in comfortable driving while maintaining good fuel economy. This braking process can also correspond to a vehicle installation regarding the desired high degree of comfort.
According to one embodiment of the method, said braking strategy comprises a third braking process including the steps of: initially allowing freewheeling of the vehicle; and subsequently activating a braking action which results in a negative accelerating driving of the vehicle along said carriageway section. This 6 brake process is suitable for a relatively long and / or flat carriageway section and / or low speed and / or a relatively negative core resistance and results in good fuel economy and time-efficient driving. This braking process can also correspond to a vehicle installation regarding desired speed and has a lower degree of comfort.
According to an embodiment of the method, said first brake course is applied at relatively steep slope and / or relatively small longitudinal extension of said carriage section and wherein said third brake course is applied at relatively slight slope and / or relatively large longitudinal extension of said second longitudinal extension of achieving a vehicle speed close to the said grinding speed.
According to an embodiment of the method, the step of determining the required acceleration takes place in order to reach the prescribed speed in the event of an occurring speed-limiting event continuously. By determining the required acceleration, it is continuously ensured that the prescribed speed is achieved in a safe and comfortable manner. Furthermore, it is stated by such a continuous determination that no required acceleration in the form of deceleration is missed.
According to one embodiment of the method, said speed limiting phenomena include curvature of the carriage, speed being prescribed based on the maximum permissible lateral acceleration of the vehicle. This makes it possible to drive the vehicle safely so that the speed is adjusted during cornering.
According to one embodiment of the method, said speed limiting devices include other speed limiting along the vehicle's carriageway. This ensures that adaptation to speed limits along the vehicle's route takes place in a safe and comfortable manner. According to one embodiment of the method, the step of determining the required acceleration to reach the prescribed speed in the event of an occurring speed limiting phenomenon comprises the step of continuously determining driving resistance along the vehicle's carriageway. This makes it possible to determine a more correctly required acceleration and thereby have a more correct choice of braking strategy in the descending vagal section. Furthermore, more economically economical driving of the vehicle is possible in that, for example, slopes such as the said descending carriageway can be used for freewheeling, positive accelerating braking, braking with mainly lack of acceleration and decelerating braking depending on the degree of negative driving resistance, resulting in unnecessary braking. of deceleration and unnecessary gassing for positive acceleration can be avoided and at the same time further improved comfort is achieved.
According to an embodiment of the method, the step of continuously determining the occurrence of speed-limiting events along the vehicle's route takes place from a predetermined distance and / or time horizon in front of the vehicle along the vehicle's route. This makes it possible to adapt acceleration, including the choice of braking strategy between the performance of the descending carriageway, taking into account comfort, performance and industry economy depending on how long before the speed-limiting phenomenon braking strategy in the form of braking progress in the descending carriageway, ie the carriageway interior. depending on the distance and / or time horizon, the vehicle drives along the vehicle's carriageway. By thus speed-limiting phenomena such as curvature from a predetermined distance and / or time horizon in front of the vehicle along the vehicle's carriageway, determination of braking strategy which can be determined before the vehicle reaches the descending carriageway which precedes the speed-limiting is facilitated.
According to one embodiment, the method comprises the step of prescribing speed in the form of a speed profile along the vehicle's carriageway and continuously executing said speed profile by continuously determining said required acceleration. This further improves the possibility of safe and comfortable driving of vehicles in addition to speed-limiting events.
According to one embodiment, the method comprises the step of controlling the speed of the vehicle so that a speed associated with said target speed is allowed to be higher than the target speed with a certain offset, said offset being adapted so that a relatively larger offset is assigned to non-critical speed limiting offset. in the case of a safety-critical speed-limiting event. Harigenom mojliggOrs pa. a flexible way of adapting the performance of the vehicle for industry-economical performance in non-safety-critical speed-limiting events such as other speed limitation along the vehicle's carriageway and ensuring safe driving in safety-critical speed-limiting events such as curvature. By controlling the speed of the vehicle in this way, a more comfortable driving of the vehicle is obtained in that braking in non-critical speed-limiting phenomena can be avoided. For non-safety-critical speed-limiting events, the driver can be allowed to set the desired offset in dependence on, for example, desired comfort and industry economy when driving the vehicle. The speed of the vehicle allowed to vary relative to the average speed within certain limits up to a speed higher than the average speed with said offset. This is especially advantageous when driving on hilly terrain. For example, a vehicle may be allowed to roll up at a higher speed than the average speed on a downhill slope to save fuel. Separately salt the border, ie. said offset, for the allowed variation, especially the variation upwards towards higher speed, in dependence on speed-limiting phenomenon.
According to one embodiment of, the method comprises the step of: In the event that the third braking process is applied, adjusting the speed of the vehicle so that the average speed is reached at a prescribed section before the curvature entrance along the vehicle's carriageway; and, in the event that the first or second braking process is applied, adjust the speed of the vehicle so that the grinding speed is reached at the section corresponding to the grinding speed. This enables a safe and comfortable procedure, giving a reassuring experience in that the grinding speed is reached a time / distance before the grinding speed required in the curve falls if the grinding vehicle speed exceeds the grinding speed and efficient driving of the vehicle so that the correct grinding speed is achieved in the curve. or corresponds to the grinding speed.
The embodiments of the system have the same advantages as the corresponding embodiments of the procedure mentioned above.
DESCRIPTION OF THE DRAWINGS The present invention will be further illustrated by reference to the accompanying detailed description of the drawings taken in conjunction with the accompanying drawings, in which like reference numerals appear in equal parts throughout the many views, and in which: Fig. 1 schematically illustrates a motor vehicle according to an embodiment of present invention; Fig. 2 schematically illustrates a system for adjusting the acceleration of a vehicle when driving the vehicle along a carriageway according to an embodiment of the present invention; Fig. 3a schematically illustrates a curvature profile; Fig. 3b schematically illustrates velocity profiles for the curvature profile in Fig. 3a; Fig. 4a schematically illustrates a topology profile of a carriageway including curvature portion; Fig. 4b schematically illustrates velocity profiles for the topology profile in Fig. 4a; Fig. 5a schematically illustrates a curvature profile in the form of a roundel; Fig. 5b schematically illustrates velocity profiles for the curvature profile in Fig. 5a; Fig. 6a schematically illustrates a velocity profile at cornering representing grinding speed and permissible speed Above grinding speed with a certain offset according to an embodiment of the present invention; Fig. 6b schematically illustrates a velocity profile in the second velocity limitation representing grinding speed and permitted speed Over the grinding speed with a certain offset according to an embodiment of the present invention; Fig. 7 schematically illustrates a block diagram of a method for adapting the acceleration of a vehicle when driving the vehicle along a carriageway according to an embodiment of the present invention; and Fig. 8 schematically illustrates a computer according to an embodiment of the present invention.
DESCRIPTION OF EMBODIMENTS The term "lank" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave line.
Hari hanfOr the term "acceleration" to both positive and negative acceleration, ie. acceleration in the form of increasing speed and acceleration in the form of decreasing speed, ie. retardation.
Does the term "positively accelerating braking course" and the term "braking action which results in a positive accelerating driving of the vehicle" refer to a braking course in a descending carriageway section which positively accelerates 11 affects the vehicle's cornering resistance when a braking effect is activated in the vehicle descending the carriageway section positively accelerating affected acceleration is reduced, but where the acceleration is still positive so that the vehicle speed increases when driving along the descending carriageway section.
Does the term "braking action which mainly results in a lack of acceleration" refer to a braking process in a descending carriageway section which positively accelerates the vehicle's choke resistance when a braking action is activated so that the vehicle is braked to such an extent that the vehicle's positive acceleration decreases that a substantially even speed is achieved, i.e. the speed of the vehicle does not increase or decrease with such a braking effect when driving along the descending section of the carriageway.
Hari refers to the term "vehicle installation regarding the desired degree of comfort when driving" to an installation of the vehicle which according to a variant is one installed by the driver / desired installation which installation corresponds to a braking strategy, where the desired high degree of comfort entails braking strategy according to certain braking conditions. longer and braking effect with relatively lower braking force and Desired lower degree of comfort and thereby faster driving of the vehicle results in a certain braking process with relatively shorter braking effect with relatively higher braking force. Installation for the desired degree of comfort is named according to a variant comfort mode. Desired fast performance and with a lower degree of comfort is named according to a variant sports mode. The term "vehicle installation for the desired degree of comfort when driving" is an installation of the vehicle which according to a variant consequently constitutes a manual installation for the desired degree of comfort, where the installation can be done by the driver or another operator.
In this case, the term "continuous determination" occurs, for example, in the determination "continuously determining the required acceleration in order to reach the prescribed grinding speed at an occurring speed-limiting event" to 12-step determination or stepped determination, i.e. ddr determination takes place with a certain repeated risk occurrence which can be regular and can be time-based or stretch-based.
This includes the term "speed limiting hazards" to any hazards along the vehicle's lane which implies that a speed limitation of the vehicle is called. Speed-limiting phenomena include curvature of the vehicle's vehicle.
Speed-limiting phenomenon includes speed-limiting along the vehicle's carriageway. Speed-limiting phenomena include a speed-limiting phenomenon such as a curvature or a speed-limitation following a downhill closure and which means that the vehicle's behavior in the downhill section of the carriageway is affected in order to reach the average speed that the phenomenon following the downhill run entails. Speed-limiting phenomena could also include other hazards such as tapered wagons, wagging work along the vehicle's carriageway, obstacles such as speed bumps along the vehicle's waggon, farce-driven wagons, increased traffic congestion / risk of cow formation, etc.
The term "grinding speed" refers to a speed associated with a speed limiting phenomenon such as a velocity critical velocity limiting phenomenon, such as a curvature, or a non-velocity critical velocity limiting phenomenon, such as a velocity limitation.
If the term "offset" refers to an upper limit, how much the speed of the vehicle has been allowed to exceed a target speed corresponding to a speed-limiting danger event. Said offset can be an arbitrary value. Said offset may have a speed-critical speed limiting phenomenon between 0.2-3 km / h, preferably between 0.3-2 km / h. Said offset can have a non-safety-critical speed-limiting phenomenon between 1-30 km / h. 13 The term "controlling the speed of the vehicle so that a speed associated with said grinding speed is allowed to be higher than the grinding speed with a certain offset" means that the speed is allowed to vary relative to the grinding speed within certain limits up to a speed higher than the grinding speed with said offset.
Fig. 1 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The exemplary vehicle 1 consists of a heavy vehicle in the form of a truck. The vehicle can alternatively consist of any suitable vehicle such as a bus or a car. The vehicle includes a system I according to the present invention.
Fig. 2 schematically illustrates a block diagram of a system I for adapting a vehicle's acceleration when driving the vehicle along a carriageway according to an embodiment of the present invention.
System I comprises an electronic control unit 100.
System I includes means 110 for continuously determining the occurrence of speed limiting events along the vehicle lane.
Said speed-limiting phenomena involve curvature of the carriage. Said speed limiting events include other speed limiting along the vehicle's carriageway.
The means 110 for continuously determining the occurrence of speed limiting events along the vehicle's lane according to a variant comprises a map information unit 112 comprising map data including characteristics of the lane along the vehicle's lane including speed limiting phenomena in the form of curvature and other speed travel vehicles.
The means 110 for continuously determining the occurrence of speed-limiting events along the vehicle's route includes, according to a variant, model 114 for determining the position of the vehicle. The means 114 for determining the position of the vehicle include a geographical legal determination system for continuously determining the position of the vehicle along the carriageway. An example of a geographical location system may be G PS.
The map information unit 112 and the means 114 for determining the position of the vehicle are included according to a variant of means 110a for determining the vehicle's vehicle, the means for determining the vehicle's vehicle being arranged to provide predetermined character characteristics of the carriageway along the vehicle's carriageway including speed limits. other speed limit along the vehicle's carriageway. Said map data of the map information unit 112 also includes character logistics of the lane along the vehicle's lane including topography. Topography has the lane includes descending lane lanes.
Through the map information unit 112 and the means 114 for determining the position of the vehicle, it is consequently possible to continuously identify the position of the vehicle and the characteristics of the roadway including speed limiting events in the form of curvature and other speed limitation along the vehicle's carriageway and topography including vehicle vehicles.
The means 110 for continuously determining the occurrence of speed limiting events along the vehicle's carriageway includes according to a variant camera means 116. The camera means 116 is arranged to detect character traits including the speedway limiting events in the form of curvature and other speed limiting devices along the vehicle. The camera means 116 is arranged to detect the shape of the carriageway width, including the curvature of the carriageway and / or carriage markings, so as to determine the curvature of the carriageway along which the vehicle travels. The camera means 116 is arranged to detect topography of the carriageway including closing carriage portions, crown and descending carriageway portions. The camera means 116 is arranged to detect road signs along the vehicle's carriageway including speed limitation signs, the camera means 116 being arranged to determine second speed limitation along the vehicle's carriageway by scanning speed limit signs. The camera means may include an oiler flora of cameras for detection.
The means 110 for determining the occurrence of speed-limiting phenomena along the vehicle's lane, according to a variant, includes means of communication for communication between the vehicle and other vehicles or the vehicle and other units fail to communicate speed-limiting phenomena such as a decision or the like.
The means 110 for continuously determining the occurrence of speed-limiting events along the vehicle's lane includes a model for performing said determining from a predetermined distance and / or time horizon in front of the vehicle along the vehicle's lane.
According to one embodiment, the means 110 for continuously determining the occurrence of speed limiting phenomena along the vehicle's vehicle comprises means for performing said determining on the basis of a predetermined distance horizon in front of the vehicle along the vehicle's vehicle and the valley horizon in the form of the vehicle. forward along the vehicle's carriageway. According to an embodiment, the track horizon is in the order of a few hundred meters, for example about 500 meters in front of the vehicle along the vehicle's carriageway.
The track horizon is according to a variant dependent on the vehicle speed. According to a variant, the stretch horizon is dependent on comfort-related considerations, industry-economic considerations and performance-efficiency considerations, ie. how time-efficient driving of the vehicle dr. By setting the stretch horizon relatively shorter, a faster negative acceleration / deceleration is required at the occurrence of a speed-limiting phenomenon, which enables more time-efficient driving of the vehicle. By setting the stretch horizon relatively long, it requires a long-term co-negative acceleration / deceleration when a speed-limiting phenomenon occurs, which may be more comfort-efficient and / or fuel-efficient.
By setting the stretch horizon relatively shorter is required in cases where the speed limiting phenomenon is preceded by a downhill slope and where the vehicle in the downhill slope is brought to a speed that is lower than the grinding speed for the speed limiting danger phenomenon, the choice of braking strategy can be affected, ie. which brake travel is possible.
According to a variant, the system comprises an average of 120 feet to regulate the desired stretching horizon for the desired driving of the vehicle, where the desired stretching horizon corresponds to the desired driving mode such as economic mode, comfort mode, or garden effect mode. According to one embodiment, the means for regulating the desired stretch horizon includes an actuating means for regulating such.
System I includes means 130 for continuously determining the speed of the vehicle. The means 130 for continuously determining the speed of the vehicle includes, according to a variant, a speed feeder means.
System I comprises means 140 for determining the required acceleration in the event of a determined speed-limiting phenomenon in order to reach the prescribed grinding speed in the event of an occurring speed-limiting phenomenon.
The means 140 for determining the required acceleration for reaching the hazardous grinding speed at a determined occurring velocity-limiting hazard phenomenon is provided for continuously determining. By continuously determining the required acceleration in order to reach the prescribed speed in the event of a speed limitation occurring, a speed profile which is more suitable from a performance point of view can be achieved. 17 The means 140 for determining the required acceleration must reach the prescribed speed in the event of a speed limiting phenomenon occurring from a predetermined distance horizon in front of the vehicle along the vehicle's carriageway takes place according to a variant based on the following equations: 1) v = vo + a * t Har is v the speed which corresponds to the prescribed speed in the event of an occurrence of speed limiting phenomenon, vo current speed, a required acceleration and t time to position of the speed limiting danger phenomenon. Equation 1) applies from a time horizon.
When calculating ddr determination takes place from a danger-determined distance horizon, t (s) needs to be released according to equation 2): t = The distance s is obtained by: s = vo, t + a *: 2 By inserting equation 2) in equation 3) and the required acceleration a is obtained: a = 2 2 12 - vo 2 * s Dar vo is consequently the current velocity, ie the velocity at the beginning of the simulation and is the prescribed velocity according to the occurring velocity-limiting phenomenon after the distance s. The required acceleration a can be determined based on the hazard written speed v, current speed vo and the distance s to the speed limiting hazard. The means 140 for determining the required acceleration for reaching the prescribed speed in the event of an occurring speed limiting event includes model 142 for continuously determining frame resistance along the vehicle's carriageway.
The means 142 is allowed to continuously determine thrust resistance along the vehicle's carriageway suitably includes means 142a for determining inclination resistance. The means 142a for determining inclination resistance includes or is included in means for determining topology along the vehicle's carriageway, i.e. the possible slope of the carriageway along the vehicle's carriageway.
The means 142a for determining inclination resistance comprises according to a variant a map information unit comprising map data including characteristics of the lane along the vehicle's lane including topology along the vehicle's lane, and means for determining the vehicle's position, according to a variant comprising a geographical locating system, e.g. the position of the vehicle along the carriageway.
The map information unit and the means for determining the position of the vehicle constitute according to a variant of the map information unit 112 and the means 114 for determining the position of the vehicle.
The means 142 for continuously determining choke resistance along the vehicle's carriageway suitably includes means 142b for determining the friction characteristics of the vehicle's driveline. The means 142b for determining the friction characteristics of the vehicle's powertrain includes means for determining speed differences in the wheels during driving / braking, so-called slip. Grinding is determined by determining speed differences in the wheels, for example by sensor means measuring the rotational speed of the wheels.
The means 142 for continuously determining vessel resistance along the vehicle's carriageway suitably includes means 142c for determining air resistance. The means 142c for determining air resistance includes modeling means for estimating the air resistance by means of a coefficient of air resistance as well as vehicle characteristics including the front area and the vehicle speed squared. The means 142c for determining air resistance comprises, according to a variant, sensor means for feeding air entering the vehicle, taking into account vehicle geometry, including air deflector devices for air resistance reduction.
The means 142 is capable of continuously determining thrust resistance along the vehicle's carriageway suitably includes means 142d of determining rolling resistance. The means 142d for determining rolling resistance includes modeling means for estimating the rolling resistance by means of vehicle characteristics including the number of axles of the vehicle, vehicle weight, and, where applicable, the type of roof.
The means 142 for determining the driving resistance F's includes calculating means.
The calculating means is according to a variant arranged to determine an average value of the acceleration contribution, aresavg which the chore resistance generates Over a current stretching horizon s. The stretching horizon s can be the distance from the vehicle to the occurring speed-limiting phenomenon. This is done in accordance with: resavg = fos Fres (s) * ds a The total required acceleration atot required is as follows: atot (s) = a + aresavg V - V 2los Fres (S) * C1S 0 2 * ss * m The required acceleration can thus be determined based on an average driving resistance. On such salt, immediate deceleration of the vehicle can be avoided.
The means 140 for determining the required acceleration to reach the prescribed speed in the event of an occurring speed limiting event includes, according to a variant, means 144 for determining the required braking deceleration.
The required brake deceleration awake is determined on the corresponding salt according to: 2 Vbrake2 Vo abrake (s) + max (0, a —resavg) 2 * s where Vbrake according to a variant could be a modified prescribed speed / grinding speed. Through the latter max-expression max (0, aresavg) any braking force Iran the vessel resistance is utilized in an efficient way and braking does not take place in ° nal: Ian.
Vbrake is used to be able to distinguish between the hazardous speed v and the braking speed, ie. a speed of the vehicle that requires braking gear. The hazardous speed v may be a reference speed. For example, sans the reference speed to 50 km / h info! ' a 50-lane, but a downhill slope allows the vehicle to roll up at a speed Over 50 km / h.
The braking speed Vbrake can then, for example, be set to 60 km / h so that the vehicle dials roll out and that brake activation does not take place until the vehicle reaches 60 km / h, which results in more economical driving of the vehicle.
When a fixed speed limiting phenomenon is caused by a descending carriageway portion positively accelerating affecting the vehicle resistance of the vehicle where the vehicle speed initially falls below said grinding speed, for example when the vehicle in front of the descending carriageway section restricts the fuel supply so that the vehicle ends up rolling and If the grinding speed corresponds to the speed-limiting travel phenomenon, the use of the braking strategy according to the hazardous invention may improve the driving of the vehicle. Figs. 4a and 4b illustrate an example of such a scenario and different braking strategies.
The means 140 for determining the required acceleration then includes means 146 for determining the braking strategy. The means 146 for determining braking strategy includes determining based on characteristics of said descending carriageway section. The means 146 for determining the braking strategy based on the characteristics of the said downward section of the carriageway could be included in the means 144. The means 146 for determining the braking strategy includes determining based on vehicle installation regarding the desired degree of comfort during driving. The vehicle installation can be an installation for a high degree of 21 comfort, also called comfort mode, or an installation for faster travel and a lower degree of comfort, also called sport mode. According to a variant, the vehicle installation is an installation of the vehicle installed by the driver for desired comfort when driving, among other things a closing carriage section. The means 146 for determining the braking strategy is according to a variant arranged for determining the braking strategy taking into account both characteristics of the said descending carriageway section and vehicle installation regarding the desired degree of comfort during driving.
Said characteristics of the descending carriageway section include the inclination and / or longitudinal extension of the carriageway section.
The means 146 for determining the braking strategy based on characteristics has the said descending carriageway section includes means 146a for determining the inclination of the descending carriageway portion. The means 146a for determining inclination of the lowering portion according to one embodiment comprises a map information unit. The means 146a for determining the inclination of the lowering portion according to one embodiment comprises camera means.
The means 146 for determining braking strategy based on characteristics has the said descending carriageway section includes means 146b for determining longitudinal extent has the descending carriageway portion. The means 146b for determining longitudinal extent has the closing portion according to one embodiment comprising a map information unit. The means 146b for determining longitudinal extension has the lowering portion according to one embodiment includes camera means.
The means 146a and / or the means 146b according to a variant are comprised of or comprise the map information unit 112. The means 146a and / or the means 146b according to a variant are comprised of or include the camera means 116.
The means 146 for determining braking strategy further includes means 146c for determining the vehicle speed for male inspection to vehicle speed. The means 146c for determining vehicle speed according to one embodiment comprises a 22 speed feeder. The means 146c according to a variant comprises or includes the means 130 for determining the speed of the vehicle.
The means 146 for determining the braking strategy further means 146d for determining the frame resistance for the male view to the choir resistance. The means 146d according to a variant comprises or includes the means 142 for continuously determining vessel resistance.
System I includes means 150 for determining a maximum allowable lateral acceleration. The means 150 for determining a maximum permissible lateral acceleration includes determining a predetermined maximum permissible lateral acceleration, which is based on normal assumptions regarding vehicle characteristics such as vehicle length, vehicle width, vehicle composition, vehicle vehicle load, vehicle load, vehicle load and / or environmental characteristics such as effective corphalt width, frictional characteristics of the roadway, visibility conditions, and dosing characteristics of the roadway.
The predetermined maximum permissible lateral acceleration is according to an embodiment in the order of 2 m / s2. The maximum permissible lateral acceleration then consists of a predetermined maximum permissible lateral acceleration. According to an alternative or complementary variant, the electronic control unit 100 includes stored data on the maximum allowable lateral acceleration.
System I comprises means 160 for prescribing speed based on occurring speed limiting phenomena along the vehicle's carriageway.
The means 160 for prescribing speed based on occurring speed limiting hazards along the vehicle's lane suitably comprises means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle. The means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle comprises determining a maximum vehicle speed based on the maximum permissible lateral acceleration. 23 The prescribed speed thus corresponds to the maximum vehicle speed. By vehicle speed is meant having longitudinal vehicle speed.
The means 160 for prescribing speed based on the occurrence of speed limiting phenomena along the vehicle's lane suitably comprises means 164 for prescribing speed based on the second speed limitation along the vehicle's lane.
System I comprises means for writing speed in the form of a speed profile along the front of the vehicle. According to one embodiment, the means 160 for prescribing speed based on occurring speed limiting phenomena along the vehicle's vehicle comprises the means for prescribing speed in the form of a speed profile along the vehicle's carriageway. The means 160 is consequently arranged to prescribe speed in the form of a speed profile along the vehicle's carriageway.
System I further comprises means for continuously executing said prescribed velocity profile by continuously determining said required acceleration. According to one embodiment, the means 160 for prescribing speed based on occurring speed limiting phenomena along the vehicle's carriage comprises the means for continuously executing said speed profile by continuously determining said required acceleration. Accordingly, the means 160 is arranged to continuously execute said speed profile by continuously determining said required acceleration.
Determination of the maximum vehicle speed and the prescribed speed / speed profile based on the maximum permissible lateral acceleration uses information about the curvature of the lane along the vehicle's lane, using the following equation A): (A) vn, „(s) = Ilaiat, max (s) / c (s) 1 24 ddr vm „(s) is the maximum speed at the distance s in front of the vehicle and (91.A / flax (s) is the maximum permissible lateral acceleration at the distance s in front of the vehicle and c (s) is the curvature at the distance s in front of the vehicle.
System I comprises, according to a variant, means 170 for determining whether an initial required acceleration determined by means 140 means negative, i.e. requires deceleration in the vehicle, or positive, ie. requires an increase in velocity in the form of positive acceleration, where the average of 170 legs includes considering whether the initial acceleration, anow, is negative or positive and thereby distinguishing negative initially required acceleration from positive. According to a variant, this can be done according to: Initial acceleration request is negative anow = min (anow, a (s)) Initial acceleration request dr positive ar ,,,, = sat (min (a ,, „a (s)), 0.10 ) Initial acceleration request positive according to ii) meant that the vehicle initially wants to increase the speed. The means 170 is arranged that, in the event that a speed limiting event occurs within a predetermined time which is relatively short, where negative acceleration is required to reach it, depending on the current situation instead of ensuring that the current speed is maintained and instead accustoming this speed reduction to salvage Avoid accelerating in case there is knowledge that in a short time the spirit will need to be slowed down. For example, ano, could be determined according to ii) Over a predetermined distance below the distance horizon, where such a predetermined distance according to a variant is in the order of 50m. In the event that a speed reduction is required to meet a speed-limiting event within, for example, 100m or 5 seconds, the acceleration can generally be set to 0 until the requirement for negative acceleration becomes so great that a slowing down of the engine becomes necessary.
In the case of crown grinding where the vehicle's speed before crown passage is reduced by reduced throttle traction / restricted fuel supply so that the vehicle's speed in front of a descending carriageway section is less than the post-descending carriageway section speed limiting vehicle, the initial invention may be positive. .
System I includes means 180 for activating the braking strategy determined by means 146. The means 180 for activating braking strategy is arranged to activate a braking action for a braking process associated with the established braking strategy.
The braking strategy includes a first braking process, a second braking process and a third braking process. The first braking process involves the activation of a braking action which results in a positively accelerating driving of the vehicle along the carriageway section. The second braking process involves activation of a braking action which mainly entails a lack of acceleration when driving the vehicle along said said carriageway section. The third braking process involves allowing the vehicle to roll free so that a speed higher than the grinding speed is achieved, and then activating a braking effect which results in a negative accelerating driving of the vehicle along the carriageway section.
In the above-mentioned braking process according to the present invention, when the braking action is activated, suitable braking means are used in the vehicle. According to one embodiment, the vehicle's auxiliary brake is used, for example retarder. According to one embodiment, the vehicle's service brake is used. According to one embodiment, both auxiliary brake and service brake are used in the vehicle.
The first braking process includes means 182 for activating a braking action which results in a positively accelerating driving of the vehicle along the carriageway section. The means 182 for activating a braking action according to the first braking process is arranged to activate the braking action relatively early along the descending section of the carriageway and with such a braking effect that the average speed is reached at the speed-limiting event.
The second braking operation involves model 184 being able to activate a braking action which mainly entails a lack of acceleration when driving the vehicle along the vehicle section. The means 184 for activating a braking action according to the second braking process is arranged to activate the braking action relatively early along the descending conveying section and with such a braking effect that the average speed is achieved at the speed-limiting event.
The third braking process includes means 186a for initially allowing freewheeling of the vehicle; and means 186b for subsequently activating a braking action which results in a negative accelerating driving of the vehicle along the carriageway section. The means 186b for activating a braking action according to the third braking process is arranged to activate the braking action relatively late along the descending section after the vehicle Widths freewheels up to a speed above the grinding speed and with such braking action that the vehicle is retarded so that the speed is retarded.
The first brake travel is intended to be applied in the event of a relatively steep slope and / or a relatively small length extension of the carriageway section.
The first braking run is normally applied at relatively short time intervals. According to one embodiment, the longitudinal extension of the descending carriageway section when applying the first brake course is in the order of 50-200 meters, according to a variant about 100 meters. The first braking operation can also depend on the vehicle installation and in this case an installation desired by the driver for the performance of the vehicle valley driver installation for the first braking operation corresponds to a comfort installation or comfort mode with a high degree of comfort. 27 The second braking process is intended to be applied at an early attainment of a vehicle speed close to the said grinding speed. According to a variant, the second braking process is also applied in relatively short time cycles. The second braking process is applied according to a variant for longitudinal extension in the order of 300 m. The longitudinal extension can of course be longer or shorter. The second braking process can also be applied depending on the vehicle installation and if an installation desired by the driver for driving the vehicle, the driver installation for the second braking process also corresponds to a comfort installation or comfort mode with a high degree of comfort.
The third braking process is intended to be applied in the event of a relatively slight inclination and / or a relatively large length extension of the carriageway section. The third braking process can also be applied depending on the vehicle installation and has an installation desired by the driver for driving the vehicle, where pre-installation of the vehicle for the third braking process corresponds to a sports installation or sports mode for the desire to travel faster and consequently with lower degrees.
The means 146 for determining braking strategy based on vehicle installation regarding the desired degree of comfort during driving includes, according to a variant, determining braking strategy so that a vehicle installation with a high degree of comfort means that the first or second braking process is normally determined and a vehicle installation with faster forward sportier performance means that the third braking process is determined.
In cases where the vehicle travels along a carriageway and comes to a descending carriageway section where the driving resistance is determined to be negative and consequently the vehicle is determined to roll with positive acceleration, where the occurrence of speed limiting phenomena is continuously determined along the vehicle's carriageway or the fixed vehicle time horizon in front of the vehicle along the vehicle's lane and where the speed is prescribed in the form of a speed profile and the speed profile is executed 28 by continuously determining the required acceleration, the distance to the point of the speed limiting phenomenon can be determined by simulating different scenarios.
In this case, it is determined whether the case of the first braking process is to be applied by activating a braking action which results in a positively accelerating driving of the vehicle along the carriageway section.
The average time for manOver given the current velocity vo, distance s and acceleration a is: i) if a == 0 t = SiVo ii) if a> 0 iii) if a <0 If t is less than the given threshold value, ie. if t <T (v), the desired brake profile can be applied. It is normally not uncommon to start braking before a certain time before the speed-limiting phenomenon, for example -20 seconds before. This can also depend on the extent of the carriageway section, the line of sight has the carriageway section, ie. how far the driver sees, as well as the nature of the carriage and what other parameters can be thought of to influence the driver's progress. If visibility is good, braking can take place earlier in the event of poor visibility. System I includes means 190 for determining whether radiating vehicle speed exceeds the milling speed. The means for determining whether radiating vehicle speed exceeds the grinding speed includes a model for comparing the radiating vehicle speed with the grinding speed.
System I comprises means 200 for, in case the radiating vehicle speed exceeds the grinding speed, adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the curvature entrance along the vehicle's carriageway. The prescribed section before the entrance of the curvature along the vehicle's carriageway and the said section in the curvature then form a certain distance S preann • See Figs. 3a and 3b as described below.
System I comprises means 210 for determining said prescribed sections before the entrance of the curvature along the vehicle's carriageway.
The means 210 for determining said prescribed section before the entrance of the curvature along the vehicle's carriage comprises means 212 for determining the said prescribed sections before the entrance of the curvature along the vehicle's carriageway based on a prescribed absolute ratio relative to the section corresponding to the grinding speed. The distance Spreaim corresponds to the distance between the section appearing in the curvature and the section before the entrance of the curvature is determined by a predetermined distance, for example 20 meters.
The means 210 for determining said prescribed sections before the entrance of the curvature along the vehicle lane includes means 214 for determining said prescribed sections before the entrance of the curvature along the vehicle lane based on a deceleration from a radiating vehicle speed to said grinding speed.
The distance is spread, m corresponding to the distance between the section appearing in the curvature and the section before the entrance of the curvature is determined according to a variant as a function of a speed, for example future speed limitation, ie. the grinding speed and can consequently be led to a time t .prealm) whereby the vehicle must have had this speed corresponding to the time t .preaim before the speed starts to gall. The means 210 for determining said prescribed sections before the curvature's entrance along the vehicle's vehicle includes means 216 for determining said prescribed sections before the curved section of the vehicle's exit at the curvature of the vehicle. corresponding to deceleration before the said curvature.
The means 216 for determining said prescribed section before the curvature entrance along the vehicle's route based on a section has the velocity profile corresponding to deceleration before said curvature includes model 216a so that, in case section of the velocity profile corresponding to deceleration before said curvature position is within the predetermined curvature position against the grinding speed corresponding to the section, set a ceiling of the corresponding distance and / or time before the entrance of the curvature.
The means 216a for, in the case of sections of the velocity profile corresponding to deceleration before said curvature is a predetermined position before the section corresponding to the grinding speed, set a ceiling of the corresponding distance and / or time before the entrance of the curvature comprises means for determining whether sections of the velocity profile corresponding to deceleration in front of the said curvature is a predetermined position before the section corresponding to the grinding speed.
When adjusting the vehicle's speed so that the grinding speed is reached at a prescribed section before the curvature's entrance along the vehicle's carriageway, according to a variant, the required acceleration in the form of deceleration acts as follows: a0 (s) = 2 V2 - Vo o Fres (S) * ds Spreaim ) S * 171 31 The deceleration by adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the vehicle's carriageway can take place earlier, ie. that the deceleration is initiated earlier towards deceleration may reach the grinding speed in curvature, and / or more strongly so that the vehicle is decelerated to the speed at the danger section on a shorter distance.
System I includes means 220 for, if the radiating vehicle speed is less than or equal to the average speed, adjusting the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the grinding speed.
System I includes model 230 for controlling the speed of the vehicle so that the speed associated with said grinding speed is allowed to be higher than the average speed with a certain offset.
The means 230 for controlling the speed of the vehicle so that a speed associated with said grinding speed is allowed to be higher than the grinding speed with a certain offset includes model 232 for adjusting said offset so that a relatively rigid offset is allowed for non-critical speed limiting hazard and a relatively smaller offset is allowed. in the event of a speed-critical speed-limiting event.
Safety-critical speed-limiting phenomenon includes speed-limiting when cornering. Non-critical speed limiting phenomenon includes other speed limitation along the vehicle's carriageway. In the case of a non-safety-critical speed-limiting phenomenon, including a change in speed limitation along the vehicle's route, the system I is configured so that the driver himself finally sets the offset to the desired level higher than the grinding speed.
According to a variant, speed-critical speed-limiting hazards include other hazards such as tapered wagons, road work along the vehicle's carriageway, obstacles such as speed barriers along the vehicle's carriageway, congested road surface, increased traffic congestion / risk of cow formation, etc.
The electronic control unit 100 is signal connected to the means 110 for continuously determining the occurrence of speed limiting hazards along the vehicle's trolley via a lane 10. The electronic control unit 100 is arranged via the lane 10 to receive a signal from the means 110 representing data for speed limiting phenomena such as curvature / curvature. or other speed limit.
The electronic control unit 100 is signal connected to the means 110a comprising the map information unit 112 and the means 114 for determining the position of the vehicle via a link 10a. The electronic control unit 100 is arranged via the line 10a to receive a signal from the means 110a representing map data for speed limiting phenomena in the form of curvature and other speed limitation along the vehicle's carriageway and position data for position for the curvature relative to the vehicle.
The electronic control unit 100 is signaled to the camera means 116 via a line 16. The electronic control unit 100 is arranged via the line 16 to receive a signal from the camera means 116 representing data for speed limiting phenomena including curvature data for curvature of the carriageway along the vehicle's carriageway and data for other speeds out the vehicle's cruise control.
The electronic control unit 100 is signal connected to the means 120 for regulating the desired stretching horizon if the desired driving of the vehicle via a line 20. The electronic control unit 100 is arranged via the line 20 to receive a signal from the means 120 representing data from the requested stretching horizon.
The electronic control unit 100 is signal connected to the means 130 for continuously determining the speed of the vehicle via a line 30. The electronic control unit 100 is arranged via the line 30 to receive a signal from the means 33 130 for continuously determining the speed of the vehicle representing speed data for the current vehicle speed.
The electronic control unit 100 is signal-connected to the means 140 for determining the required acceleration in the event of a determined speed-limiting phenomenon in order to reach the prescribed speed in the event of a speed-limiting phenomenon occurring via a line 40a. The electronic control unit 100 is arranged via the line 40a to receive a signal from the means 140 representing acceleration data for the required acceleration in order to reach the speed according to a fixed speed-limiting event at the speed-limiting travel event.
The electronic control unit 100 is signal connected to the means 142 for continuously determining choke resistance along the vehicle's trolley via a lane 42. The electronic control unit 100 is arranged via the Idnken 42 to receive a signal from the means 142 representing choke resistance data.
The electronic control unit 100 dr signal connected to the means 142a for determining inclination resistance via a link 42a. The electronic control unit 100 is arranged via receiver 42a to receive a signal from the means 142a representing slope data for inclination of the carriageway along the vehicle's carriageway.
The electronic control unit 100 dr signal connected to the means 142b for determining friction characteristics of the vehicle driveline via a link 42b. The electronic control unit 100 is arranged via Idnken 42b to receive a signal from the means 142b representing friction data for friction characteristics of the vehicle driveline.
The electronic control unit 100 is signal connected to the means 142c for determining air resistance via a link 42c. The electronic control unit 100 is arranged via the channel 42c to receive a signal from the means 142c representing air resistance data for the vehicle along the carriageway along the vehicle's vehicle. 34 The electronic control unit 100 as signal connected to the means 142d is allowed to determine rolling resistance via a link 42d. The electronic control unit 100 is arranged via the line 42d to receive a signal from the means 142d representing rolling resistance data, the vehicle travels along the carriageway along the vehicle's vehicle.
The electronic control unit 100 is signal-connected to the means 140 for determining the required acceleration in the event of a determined speed-limiting phenomenon in order to reach a danger-driven speed in the event of an occurring speed-limiting phenomenon via a line 40b. The electronic control unit 100 is arranged via the line 40b to send a signal to the means 140 representing speed data for the current vehicle speed, data for speed limiting phenomenon and distance data for speed limiting phenomenon, as well as vessel resistance data.
The electronic control unit 100 is signal connected to the means 144 for determining the required brake deceleration via a link 44. The electronic control unit 100 is arranged via the port 44 to receive a signal from the means 144 representing the brake deceleration data for the required brake deceleration.
The electronic control unit 100 is signal-connected to the means 146 capable of determining braking strategy based, inter alia, on the characteristics of said descending vessel section via a long 46: 1. The electronic control unit 100 is arranged via the line 46: 1 to send a signal to the means 146 representing data for character characteristics of the carriageway section including steam extension and / or inclination obtained from the means 112 and / or the means 116, and / or data for vehicle speed obtained from the means 130 and / or data is obtained from the means 142.
The electronic control unit 100 is signal-connected to the means 146a for determining the inclination of the down-closing conveying portion via a link 46a. The electronic control unit 100 is arranged via the receiver 46a to receive a signal from the means 146a representing data for inclination of the carriageway section.
The electronic control unit 100 is signal connected to the means 146b to determine the length extension of the descending carriageway portion via a link 46b. The electronic control unit 100 is arranged via the line 46h to receive a signal from the means 146b representing data for longitudinal extension of the carriageway section.
The electronic control unit 100 is signal connected to the means 146c to determine vehicle speed for male observation to vehicle speed via a link 46c. The electronic control unit 100 is arranged via the line 46c to receive a signal from the means 146c representing speed data for the current vehicle speed.
The electronic control unit 100 is signal connected to the means 146d for determining choral resistance for male access to choral resistance via a long 46d. The electronic control unit 100 is arranged via the line 46d to receive a signal from the means 146d representing core resistance data.
The electronic control unit 100 is signal connected to the means 146 for determining braking strategy via a long 46: 2. The electronic control unit 100 is arranged via the line 46: 2 to receive a signal from the means 146 representing data for a determined braking strategy, where the braking strategy may be flakes of the first braking process, the second braking process or the third braking process, and depends on the determined characteristics of the downforce. the carriageway section, vehicle speed and / or choir resistance.
The electronic control unit 100 is signal connected to the means 150 for determining a maximum permissible lateral acceleration via a link 50. The electronic control unit 100 is arranged via the line 50 to receive a signal from the means 150 representing side acceleration data for a maximum permitted side acceleration.
The electronic control unit 100 is signal-connected to the means 160 for prescribing speed based on occurring speed-limiting phenomena along the vehicle's route via a long 60a. The electronic control unit 100 is arranged via the line 60a to send a signal to the means 160 representing data for speed limiting phenomena such as curvature and / or other speed limitation.
The electronic control unit 100 is signal-connected to the means 160 for prescribing speed based on occurring speed-limiting phenomena along the vehicle's route via a long 60b. The electronic control unit 100 is arranged via the line 60b to receive a signal from the means 160 representing speed data for prescribed speed corresponding to a speed profile and execution data for executing the speed profile.
The electronic control unit 100 is signal connected to the means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle and the curvature of the carriageway along the vehicle's carriageway via a line 62a. The electronic control unit 100 is arranged via the line 62a to send a signal to the means 162 representing lateral acceleration data for maximum permissible lateral acceleration and curvature data for curvature along the vehicle's vehicle.
The electronic control unit 100 is signal connected to the means 162 for prescribing speed based on the maximum permissible lateral acceleration of the vehicle and curvature via a line 62b. The electronic control unit 100 is arranged via the line 62b to receive a signal from the means 162 representing speed data for a determined maximum vehicle speed taking into account curvature and maximum permissible lateral acceleration.
The electronic control unit 100 is signal-connected to the means 164 for recording speed based on the second speed limit along the vehicle's route via a line 64a. The electronic control unit 100 dr via the line 64a arranged to send a signal to the means 164 representing acceleration data for the required longitudinal acceleration may come second speed limitation. The electronic control unit 100 is signal connected to the means 164 for prescribing speed based on the second speed limit along the vehicle's route via a line 64b. The electronic control unit 100 is arranged via the receiver 64b to receive a signal from the means 164 representing speed data for the prescribed speed corresponding to the second speed request in ng.
The electronic control unit 100 is signal connected to the means 170 for determining whether an initial required acceleration is negative or positive via a line 70. The electronic control unit 100 is arranged via the device 70 to receive a signal from the means 170 representing acceleration data for negative / positive acceleration.
The electronic control unit 100 is signal connected to the means 180 for activating the braking strategy determined by the means 146 via a link 80. The electronic control unit 100 is via the device 80 arranged to send an activation data representing the means 180 to the means 180 for activating the determined braking strategy.
The electronic control unit 100 is signal-connected to the means 182 for activating a braking action according to the first braking process which results in a positively accelerating driving of the vehicle along the carriageway section via a line 82.
The electronic control unit 100 is arranged via the channel 82 to send a signal to the means 182 representing activation data for activating the braking action according to the first braking process.
The electronic control unit 100 is signal connected to the means 184 for activating a braking action which essentially causes no acceleration when driving the vehicle along the carriageway section via a lane 84. The electronic control unit 100 is arranged via the 84 to transmit a signal to the means 184 representing activation data for activating the braking action according to the second braking process. The electronic control unit 100 as signal connected to the means 186a is initially allowed to allow freewheeling of the vehicle via a link 86a. The electronic control unit 100 is arranged via the line 86a to send a signal to the data representing the means 186a causing the vehicle to roll free along the descending vehicle a certain distance and / or time and / or up to a certain speed exceeding the grinding speed.
The electronic control unit 100 is signal connected to the means 186b, means 186b then activates a braking action which results in a negative accelerating travel of the vehicle along the vehicle portion via a link 86b. The electronic control unit 100 is arranged via the valve 86b to send a signal to the means 186b representing activation data for activating the braking action according to the third braking process.
The electronic control unit 100 is arranged to process said data for speed limiting hazards and data for desired stretching horizon as well as speed data and vessel resistance data from means 142 and true said data to means 140 for determining required acceleration for reaching prescribed speed at an emerging hazardous speed limiting.
The means 140 for determining the required acceleration in order to reach the prescribed speed in the event of an occurring speed-limiting phenomenon is arranged to process said data from the electronic control unit 100 so as to determine the required acceleration.
The means 160 for prescribing speed based on occurring speed limiting phenomena along the vehicle lane is arranged to process said data for speed limiting phenomena such as curvature and / or other speed limitation and side acceleration data to determine speed corresponding to a speed profile and corresponding speed profile. and execution data for executing the speed profile of the electronic control unit. The electronic control unit 100 is according to one embodiment arranged to process said data for speed limiting phenomena and data for the desired distance horizon as well as speed data and driving resistance data from the means 142 and data for characteristics of the carriageway section including at least some detail of the data. , speed data for current vehicle speed and choke resistance data to determine braking strategy including which braking sequence to use. The electronic control unit 100 then transmits the selected braking strategy to the means 182, 184, 186a, 186b of the means 180 which is arranged to activate the braking action for the determined braking process.
The electronic control unit 100 is signal connected to the means 190 for determining whether radiating vehicle speed exceeds the grinding speed via a link 90a. The electronic control unit 100 is arranged via the line 90a to send a signal to the means 190 representing velocity data at the erasing speed and grinding speed data for grinding speed.
The means 190 for determining whether radiating vehicle speed exceeds the grinding speed is arranged to compare said speed data and grinding speed data to thus determine data for whether radiating vehicle speed exceeds the grinding speed.
The electronic control unit 100 is signal connected to the means 190 to determine whether radiating vehicle speed exceeds the grinding speed via a link 90b. The electronic control unit 100 is arranged via the line 90b to receive a signal from the means 190 representing data for whether (Mande vehicle speed Exceeds the grinding speed.
The electronic control unit 100 is signal connected to the means 200 for adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the vehicle's carriageway via a link 200a. The electronic control unit 100 dr via the line 200a arranged to send a signal to the means 200 representing data that radiating vehicle speed exceeds the grinding speed.
The electronic control unit 100 is signal-connected to the means 200 for adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the course of the vehicle via a line 200b. The electronic control unit 100 is arranged via the line 200b to receive a signal from the means 200 representing adaptation data for adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the vehicle's carriageway.
The electronic control unit 100 is signal connected to the means 210 for determining said prescribed sections before the entrance of the curvature along the vehicle's carriageway via a link 210a. The electronic control unit 100 is arranged via the line 210a to receive a signal from the means 210 representing data for a determined prescribed section before the input of the curvature.
The electronic control unit 100 is signal-connected to the means 212 for determining the said prescribed sections before the entrance of the curvature along the vehicle's vessel based on a prescribed absolute ratio relative to the section corresponding to the medium speed via a line 212a. The electronic control unit 100 is arranged via the line 212a to receive a signal from the data representing the means 212 until the prescribed section is determined before the input of the curvature.
The electronic control unit 100 is signal connected to the means 214 for determining said prescribed sections before the entrance of the curvature along the vehicle's vessel based on a deceleration from a radiating vehicle speed to said grinding speed via a line 214a. The electronic control unit 100 is arranged via the line 214a to receive a signal from the means 214 representing data for a determined prescribed section before the input of the curvature. The electronic control unit 100 is signal connected to the means 216 for determining said prescribed sections before the entrance of the curvature along the vehicle's carriageway based on a section of the speed profile corresponding to deceleration before said curvature via a long 216x. The electronic control unit 100 is arranged via the line 216x to receive a signal from the means 216 representing data for a determined prescribed section before the input of the curvature.
The electronic control unit 100 is signal connected to the means 220 for adjusting the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the grinding speed via a link 220a. The electronic control unit 100 is arranged via the line 220a to send a signal to the means 220 representing data that radiating vehicle speed is less than or corresponds to the grinding speed.
The electronic control unit 100 is signal connected to the means 220 for adjusting the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the grinding speed via a link 220b. The electronic control unit 100 is arranged via the line 220b to receive a signal from the means 220 representing adaptation data for adjusting the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the grinding speed.
The electronic control unit 100 is signal connected to the means 230 for controlling the speed of the vehicle so that a speed associated with said grinding speed is allowed to be higher than the grinding speed with a certain offset via a line 230a. The electronic control unit 100 is arranged via the line 230a to receive a signal from the means 230 representing speed data for speed associated with the grinding speed and higher than the grinding speed with a certain offset.
The electronic control unit 100 is signal-connected to the means 232 for adapting said offset so that a relatively larger offset is detected at non-42 speed-critical speed limiting phenomenon and a relatively smaller offset Oats at safety-critical speed-limiting phenomenon via a link. The electronic control unit 100 is connected via link 232a. send a signal to the means 232 representing data for the type of speed limiting phenomenon, i.e. safety-critical speed-limiting phenomenon such as curvature or non-safety-critical speed-limiting phenomenon such as other speed limitation along the vehicle's carriageway.
The electronic control unit 100 is signal connected to the means 232 for adapting said offset so that a relatively larger offset dials in the case of a non-critical speed limiting event and a relatively smaller offset Oats in the case of a safety critical speed limiting device via a long The electronic control unit 100 is provided via the link. a signal from the means 232 representing offset data for which offset of the vehicle speed higher than the average speed the vehicle is to be controlled with based on whether the speed limiting phenomenon is safety critical or non safety safety.
According to one embodiment, the system comprises means of presentation, not shown, for presenting the selected braking strategy to the driver. The presentation can take place by means of a suitable means of presentation. According to a variant, the means of presentation comprises a visual means of presentation. According to a variant, the visual presentation means comprises a display unit visible to the driver, where the display unit according to a variant is arranged in the instrument panel of the vehicle. According to a variant, the visual presentation means comprises an sd. called "head-up display" for information superimposed on the windshield.
The means of presentation comprises only a variant acoustic means of presentation in the form of any suitable sound unit.
Fig. 3a schematically illustrates a curvature profile in the form of an S-curve with a first curvature c1 with a radius of curvature r1 and a second curvature c2 with a radius of curvature r2. Fig. 3b schematically illustrates velocity profiles for the curvature profile in Fig. 3a determined by the system I according to the present invention. The speed-limiting phenomenon thus consists of a first and a second curvature.
The dotted line in Fig. 3b shows a reference velocity profile based on the determined required acceleration to achieve the prescribed velocity. The reference speed profile thus shows the speed request sent to the vehicle's engine based on the required acceleration. In this case, positive acceleration is requested between the first and second curves in order to increase the speed of the vehicle in order to request negative acceleration in connection with the second curvature in order to decelerate the vehicle to a speed adapted to the curve corresponding to the permissible lateral acceleration.
The dashed line in Fig. 3b reflects the actual speed of the vehicle. It then constitutes the executed velocity profile based on the determined required acceleration based on velocity-limiting phenomena in the form of the curvatures taking into account chore resistance, ie. how the vehicle's speed is controlled based on the required acceleration. In this case, the vehicle is accelerated between the first and second curvatures to increase the speed of the vehicle so that in connection with the second curvature it decelerates to a speed adapted to the curve corresponding to the permissible lateral acceleration.
The solid line in Fig. 3b shows the velocity profile based on the maximum permissible lateral acceleration. The solid line thus shows a speed profile based on the speed-limiting phenomenon.
Fig. 4a schematically illustrates a topology profile for a roadway including curvature portion. Fardvagen first has a closing section followed by a crane and a closing section section. Adjacent to the descending carriageway section follows a speed-limiting phenomenon in the form of a curvature section. The curvature portion could, for example, correspond to the curvature c1 illustrated in Fig. 3a with the radius of curvature r1. 44 Fardvagsparteit has a certain characteristic with a slope a and a longitudinal extent L. The slope a can vary and any variation in the slope is also taken into account.
Fig. 4b schematically illustrates velocity profiles for the topology profile in Fig. 4a.
The thick solid line in Fig. 4b shows the velocity profile based on the maximum permissible lateral acceleration.
The thin solid line in Fig. 4b reflects the actual speed of the vehicle. It then constitutes the executed velocity profile based on the determined required acceleration based on the velocity-limiting phenomenon in the form of the curvature topology including the slope and extent of the descending carriageway section, the vehicle speed and cornering resistance, ie. how the vehicle's speed is controlled based on the required acceleration.
An atgard in the form of a reduced gas path in front of the crown passage, ie. restriction of the vehicle's fuel supply, so that the vehicle's speed finally drops to a predetermined extent relative to a reference speed before the crown passage said that the vehicle's speed initially in the descending carriageway section is less than the grinding speed for the speed limiting event in the form of the curvature section. Through such crown grinding, reduced fuel consumption is obtained in the vehicle.
When driving the vehicle in connection with the descending section of the carriageway, a suitable braking strategy is established for the speed-limiting phenomenon based on the characteristics of the descending section of the carriageway, including the inclination and extent of the section of the carriageway.
Furthermore, the speed of the vehicle and the choke resistance in the downhill section of the carriageway are taken into account.
The descending section of the carriageway has a positive accelerating effect on the vehicle's driving resistance.
The dashed line shows a first braking approach according to the braking strategy, where a braking action is activated early along the descending carriageway section, which braking action mediates positively accelerating driving of the vehicle along said carriageway portion so that the vehicle positively braking is accelerated from a speed less than in the form of the curvature portion and up to a speed corresponding to the grinding speed. Which, as a result, a suitable braking member of the vehicle can be activated in this case has such a positively accelerating braking effect. According to one embodiment, the vehicle's auxiliary brake is activated, for example the vehicle's retarder and / or the vehicle's service brake.
The dotted line shows a second braking action according to the braking strategy, where a braking action is activated relatively early along the descending section of the carriageway, has a somewhat later activation of braking action according to the first braking action, where braking action according to the second braking action mainly results in lack of acceleration. named fardvagsparti. The braking action according to the second braking course is activated when the cla of the vehicle's speed corresponds to the prescribed grinding speed corresponding to the speed-limiting phenomenon in the form of the curve section and increases the grinding speed through said braking action in the descending carriageway section up to the curvature section. Which, as a result, a suitable braking member of the vehicle can be activated thereby having a positively accelerating braking effect. According to one embodiment, the vehicle's auxiliary brake is activated, for example the vehicle's retarder and / or the vehicle's service brake.
When the first or second brake travel is applied, the speed of the vehicle is adapted according to one embodiment so that the grinding speed is achieved at the section corresponding to the grinding speed.
The dotted line shows a third braking run according to the braking strategy, where initially freewheeling is allowed in the vehicle along a certain distance of the descending carriageway leading to positive acceleration of the vehicle 30 so that the vehicle reaches a speed exceeding the prescribed 46 grinding speed corresponding to the speed limit. the curvature section, whereupon a braking effect is activated which results in a negatively accelerating driving of the vehicle along the said carriageway section. Which, as mentioned, suitable braking means of the vehicle can thereby be activated for such a positively accelerating braking effect. According to one embodiment, the vehicle's service brake is activated. According to one embodiment, the vehicle's speed is adjusted when the third braking process is applied so that the grinding speed is reached at a prescribed section So reaim before the curvature portion entrance along the vehicle's carriageway. Such an embodiment is described above with reference to Fig. 2 and below with reference to Figs. 5a-b.
When applying the third braking process, the speed of the vehicle is controlled according to an embodiment so that a speed associated with said grinding speed finishes is higher than the grinding speed with a certain offset, where said offset is adjusted so that a relatively larger offset is allowed for non-critical speed limiting and speed limiting. a relatively smaller offset Wats in the case of a speed-critical speed-limiting phenomenon such as the curvature portion according to Figs. 4a-b. Such an embodiment is described above with reference to Fig. 2 and below with reference to Figs. 6a-b.
The first braking process is used to advantage with a relatively steep slope and / or a relatively small length extension of the said carriageway section. The second braking process is applied to advantage with the early attainment of a vehicle speed close to the said grinding speed. The second braking path is also applied in the case of a relatively steep slope and / or a relatively small longitudinal extension of the said carriageway section. The third braking process is applied in the case of a relatively slight inclination and / or a relatively large longitudinal extension of the said carriageway section. Fig. 5a schematically illustrates a curvature profile in the form of a disc with a certain radius of curvature. The vehicle is driven on a lane and is at the curve turn in the roundabout intended to perform a left turn in accordance with the direction of the arrow A.
Fig. 5b schematically illustrates velocity profiles for the curvature profile in Fig. 5a determined by the system I according to the present invention.
A velocity profile based on radiating vehicle speed is established and comprising a mean speed based on a maximum permissible lateral acceleration of the vehicle associated with a section P1 appearing in the curvature, hdr roundabout, of the carriage.
In the case where the radiating vehicle speed vo exceeds the measuring speed v, the speed of the vehicle is adjusted so that the measuring speed v is reached at a written section P2 before the entrance of the curvature, the roundabout, along the vehicle's carriageway.
In case the vehicle speed is below or equal to the target speed, adjust the vehicle speed so that the grinding speed is reached at the section corresponding to the target speed. The solid line in Fig. 5b incorrectly shows the determined speed profile based on the maximum permissible lateral acceleration.
The dashed line in Fig. 5b shows that the desired speed profile is driven by the vehicle where the average speed v is reached at the prescribed section P2 before the entrance of the curvature, where section P2 is dangerously a straight S preaim before section P1 in the curvature.
Fig. 5b illustrates how the danger-written section P2 is determined before the entrance of the curvature along the vehicle's route based on a section of the speed profile based on the maximum permissible lateral acceleration corresponding to deceleration info! ' named curvature, i.e. in the area initiates deceleration according to that speed profile. 48 The dotted line in Fig. 5b shows the undesired speed profile.
Fig. 6a schematically illustrates a velocity profile at curve grain representing grinding speed v, „and permitted speed v, ax, brake over the grinding speed with a certain offset Voffseti according to an embodiment of the present invention.
Fig. 6b schematically illustrates a velocity profile in the second velocity limitation representing grinding speed vmax and permitted speed vmax, brake Over grinding speed with certain offset Voffset2 according to an embodiment of the present invention.
Fig. 7 schematically illustrates a block diagram of a method for adapting the acceleration of a vehicle when driving the vehicle along a carriageway according to an embodiment of the present invention.
According to one embodiment, the method of adjusting the acceleration of a vehicle when driving the vehicle along a carriage comprises a first step Si.
In this step, the continuous occurrence of speed-limiting phenomena along the vehicle's carriageway is determined.
According to one embodiment, the method for adjusting the acceleration of a vehicle when driving the vehicle along a carriage comprises a second step S2. In this step, in the case of a fixed speed-limiting phenomenon, the necessary acceleration is determined in order to reach a prescribed grinding speed in the case of such a fixed speed-limiting phenomenon.
According to one embodiment, the step of determining the required acceleration, when a determined speed limiting event is preceded by a descending carriageway portion, comprises positively accelerating affecting the driving resistance of the vehicle where the vehicle speed is initially less than said grinding speed, step S2a of determining regarding Desired degree of comfort when performing. 49 According to one embodiment of the method, said characteristics of said descending carriageway section include inclination and / or longitudinal extension.
According to one embodiment of the method, the step of determining braking strategy further comprises taking into account vehicle speed and / or driving resistance.
According to an embodiment of the method, said braking strategy comprises a first braking process, including the step of activating a braking action which results in a positive accelerating driving of the vehicle along the carriageway section.
According to an embodiment of the method, said braking strategy comprises a second braking process, including the step of activating a braking action which mainly entails a lack of acceleration when driving the vehicle along the carriageway section.
According to one embodiment of the method, said braking strategy comprises a third braking process including the steps of: initially allowing freewheeling of the vehicle; and subsequently activating a braking action which results in a negatively accelerating driving of the vehicle along the carriageway section.
According to an embodiment of the method, said first braking process is applied at relatively steep slope and / or relatively small longitudinal extension of the carriageway portion and said third braking process is applied at relatively slight slope and / or relatively large longitudinal extension of time. a vehicle speed close to the said grinding speed.
According to an embodiment of the method, the step of determining the required acceleration takes place until the prescribed speed is reached in the event of an occurring speed-limiting event.
According to one embodiment of the method, said speed limiting events include curvature of the carriage, speed being prescribed based on the maximum permissible lateral acceleration of the vehicle.
According to one embodiment of the method, said speed limiting objects comprise other speed limiting along the vehicle's carriageway.
According to one embodiment of the method, the step of determining the required acceleration to reach the prescribed speed in the event of an occurring speed limiting phenomenon comprises the step of continuously determining the driving resistance along the vehicle's carriageway.
According to an embodiment of the method, the step of continuously determining the occurrence of speed-limiting events along the vehicle's route takes place from a predetermined distance and / or time horizon in front of the vehicle along the vehicle's route.
According to one embodiment, the method comprises the step of prescribing speed in the form of a speed profile along the vehicle's route and continuously executing said speed profile by continuously determining said required acceleration.
According to an embodiment of, the method comprises the step of controlling the speed of the vehicle so that a speed associated with said grinding speed is allowed to be higher than the grinding speed with a certain offset, said offset being adapted so that a relatively larger offset is allowed for non-critical speed limiting offset and a relatively smaller offset. allowed in the event of a critical speed-limiting phenomenon.
According to an embodiment of, the method comprises the step of: in case the third braking process is applied, adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the vehicle's carriageway; and, in case the first or second braking process is applied, adjust the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the average speed.
According to an embodiment of, the method comprises the step of presenting the selected braking strategy to the driver. The presentation of braking strategy can take place visually and or acoustically. The presentation can take place by means of any suitable means of presentation such as visual means of presentation and / or acoustic means of presentation.
Referring to Fig. 8, there is shown a diagram of an embodiment of a device 500. The controller 100 described with reference to Fig. 2 may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510, and an Ids / write memory 550. The non-volatile memory 520 has a first memory portion 530 used in a computer program, such as an operating system, stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port, I / O means, an ND converter, a time and date input and transfer unit, a handheld counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.
A computer program P is provided which includes routines for adjusting a vehicle's acceleration when driving the vehicle along a carriageway according to the innovative method. Program P includes routines for continuously determining the occurrence of speed-limiting phenomena along the vehicle's carriageway. The program P includes routines for determining the required acceleration to reach at a determined speed-limiting event. a prescribed target velocity at such a determined occurring velocity-limiting event. The program P includes routines for when a determined speed-limiting event is performed by a descending carriageway section positively accelerating affecting the vehicle's driving resistance where the vehicle's speed initially falls below the said average speed, determining the required acceleration including determining the braking distance. 52 characteristics of said descending carriageway section and / or on vehicle installation with respect to the desired degree of comfort during driving. The program P includes routines for performing the embodiments of the procedure in accordance with Fig. 7. The program P may be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.
When it is described that the data processing unit 510 performs a certain function, it should be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.
The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. Read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. The lanes are connected to the control unit 100.
When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is ready to perform code execution in a manner described above. The received signals on the data port 599 can be used by the device 500 to continuously detect the occurrence of speed limiting phenomena along the vehicle's carriageway. The received signals on the data port 599 can be used by the device 500 to determine the required acceleration in the case of a fixed speed limiting phenomenon, to reach a hazardous grinding speed in the case of such a fixed speed limiting phenomenon. The received signals on the data port 599 may be used by the device 500 so that when a determined speed limiting phenomenon is threatened by a descending carriageway portion positively accelerating affecting the vehicle resistance of the vehicle where the vehicle speed is initially below said grinding speed, determining 53 carriageway section and / or on vehicle installation regarding Desired degree of comfort during driving. The received signals at the data port 599 may be used by the device 500 to perform the embodiments of the method of Fig. 7.
Parts of the methods described herein may be performed by the device 500 using the data processing unit 510 stored by the Icor program in the memory 560 or the Ids / write memory 550. After the device 500 runs the program, the methods described are executed.
The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been chosen and described incorrectly in order to best explain the principles of the invention and their practical applications, and are claimed to enable one skilled in the art to understand the invention for various embodiments and with the various modifications as appropriate to the intended use. 54

权利要求:
Claims (33)
[1]
A method of adjusting the acceleration of a vehicle (1) when driving the vehicle along a carriageway, comprising the steps of: continuously determining (Si) occurrence of speed limiting events along the vehicle carriageway; and in the case of a fixed speed-limiting phenomenon, determine (S2) the required acceleration to reach a prescribed grinding speed in such a fixed speed-limiting phenomenon occurring, characterized in that grinding speed, the step of determining (S2a) required acceleration includes the step of determining braking strategy based on the characteristics of said downhill section of the carriageway and / or on vehicle installation regarding the desired degree of comfort during driving.
[2]
A method according to claim 1, wherein said characteristics of said descending carriageway portion include inclination and / or longitudinal extension.
[3]
The method of claim 1 or 2, wherein the step of determining braking strategy further comprises taking into account vehicle speed and / or choke resistance.
[4]
A method according to any one of the preceding claims, wherein said braking strategy comprises a first braking process including the step of activating a braking action which results in a positive accelerating driving of the vehicle along said carriageway section.
[5]
A method according to any one of the preceding claims, wherein said braking strategy comprises a second braking process comprising the step of activating a braking action which results in a substantially lack of acceleration when driving the vehicle along said carriageway section.
[6]
A method according to any one of the preceding claims, wherein said braking strategy comprises a third braking process comprising the steps of: initially allowing freewheeling of the vehicle; and subsequently activating a braking action which results in a negatively accelerating driving of the vehicle along said carriageway section.
[7]
A method according to claim 6, wherein said first braking course is applied at relatively steep slope and / or relatively small longitudinal extension of said carriage portion and wherein said third brake course is applied at relatively slight slope and / or relatively large longitudinal extension and applied at the early attainment of a vehicle speed close to the said grinding speed.
[8]
A method according to any one of the preceding claims, wherein the step of determining the required acceleration in order to reach the prescribed speed in the event of an occurring speed-limiting event takes place continuously.
[9]
A method according to any one of the preceding claims, wherein said speed limiting phenomena comprise curvature of the carriage, wherein speed is prescribed based on the maximum permissible lateral acceleration of the vehicle.
[10]
A method according to any one of the preceding claims, wherein said speed limiting phenomena include second speed limiting along the vehicle's carriageway.
[11]
A method according to any one of the preceding claims, wherein the step of determining the required acceleration to reach the prescribed speed in the event of an occurring speed limiting event comprises the step of continuously determining driving resistance along the vehicle's carriageway.
[12]
A method according to any one of the preceding claims, wherein the step of continuously determining the occurrence of speed-limiting events along the vehicle's lane takes place from a predetermined distance and / or time horizon in front of the vehicle along the vehicle's lane. 56
[13]
A method according to any one of the preceding claims, comprising the step of prescribing speed in the form of a speed profile along the vehicle's carriageway and continuously executing said speed profile by continuously determining said required acceleration.
[14]
A method according to any one of the preceding claims, comprising the step of controlling the speed of the vehicle so that a speed associated with said grinding speed is allowed to be better than the grinding speed with a certain offset, said offset being adapted so that a relatively larger offset results in non-critical speed limiting occurrence and a relatively smaller offset is allowed in the event of a critical speed limiting hazard.
[15]
A method according to any one of claims 6-14, comprising the steps of: if the third braking run is applied, adjusting the speed of the vehicle so that the grinding speed is reached at a prescribed section before the entrance of the curvature along the vehicle's carriageway; and, in the event that the first or second braking process is applied, adjust the speed of the vehicle so that the grinding speed is achieved at the section corresponding to the grinding speed.
[16]
A system (I) for adjusting the acceleration of a vehicle (1) when driving the vehicle along a speedway, comprising means (110) for continuously determining the occurrence of speed limiting phenomena along the speedway of the vehicle; and means (140) for determining the required acceleration in the case of a fixed speed-limiting phenomenon, to reach a dangerously written grinding speed in the case of a speed-limiting phenomenon which has been determined, characterized in that, when a fixed speed-limiting phenomenon is affected initially below said grinding speed, the means (140) for determining required acceleration includes means (146) for determining braking strategy based on characteristics of said descending carriageway and / or on vehicle installation regarding undesired degree of comfort during driving. 57
[17]
The system of claim 16, wherein said characteristics of said descending carriageway portion include inclination and / or longitudinal extension, the means (146) for determining braking strategy includes means (146a) for determining inclination of the carriageway portion and / or means (146b). father to determine the length extension of the fdrdvdgspartiet.
[18]
The system of claim 16 or 17, wherein the means (146) for determining braking strategy further comprises means (146c) for determining vehicle speed and / or means (146d) for determining choke resistance for male observing vehicle speed and / or choke resistance.
[19]
A system according to any one of claims 16-18, wherein said braking strategy includes a first braking operation including means (182) for activating a braking action which results in a positive accelerating action of the vehicle along said carriageway section.
[20]
A system according to any one of claims 16-19, wherein said braking strategy comprises a second braking course including means (184) for activating a braking action which entails substantially no acceleration when driving the vehicle along said carriageway portion.
[21]
A system according to any one of claims 16-19, wherein said braking strategy includes a third braking process including means (186a) initially allowing freewheeling of the vehicle; and means (186b) are then allowed to activate a braking action which results in a negative accelerating action of the vehicle along said carriageway section.
[22]
A system according to claim 21, wherein said first brake travel is intended to be applied at a relatively steep slope and / or relatively small longitudinal extension of said carriageway section; and wherein said third braking course is intended to be applied in the case of a relatively slight inclination and / or a relatively large length extension of said carriageway section; and wherein said second braking path is intended to be applied upon early attainment of a vehicle speed close to said grinding speed. 58
[23]
A system according to any one of claims 16-12, wherein the means (140) for determining the required acceleration for reaching the prescribed speed in the event of an occurring speed limiting occurrence occurs continuously.
[24]
The system according to any of claims 16-23, wherein said speed limiting events include curvature of the carriage, wherein means (160) are provided for prescribing speed based on the maximum permissible lateral acceleration of the vehicle.
[25]
The system according to any of claims 16-24, wherein said speed limiting devices include other speed limiting along the vehicle lane.
[26]
A system according to any one of claims 16 to 25, wherein the means (140) for determining the required acceleration for reaching the prescribed speed in the event of an occurring speed limiting event includes model (142) for continuously determining choke resistance along the vehicle's carriageway.
[27]
A system according to any one of claims 16-26, wherein the means (110) for continuously determining the occurrence of speed limiting events along the vehicle's carriage comprises means for performing said determining from a predetermined distance and / or time horizon in front of the vehicle along the vehicle.
[28]
A system according to any one of the preceding claims, comprising means for prescribing speed in the form of a speed profile along the vehicle's carriage and means for continuously executing said speed profile by continuously determining said required acceleration.
[29]
A system according to any one of the preceding claims, means (230) for controlling the speed of the vehicle such that a speed associated with said grinding speed is allowed to be higher than the grinding speed with a certain offset, comprising means (232) for adjusting said offset so that a relatively larger offset finals for 59 non-critical speed limiting phenomena and a relatively smaller offset is allowed for safety-critical speed limiting phenomena.
[30]
A system according to any one of claims 21-29, comprising model (212) for, in case the third braking process is applied, adjusting the vehicle speed so that the grinding speed is reached at a prescribed section before the curvature entrance along the vehicle's carriageway and means (214) for In the event that the first or second braking process is applied, adjust the speed of the vehicle so that the grinding speed is reached at the section corresponding to the grinding speed.
[31]
Vehicle comprising a system (I) according to any one of claims 16-30.
[32]
A computer program (P) for adjusting the acceleration of a vehicle when driving the vehicle along a carriageway, wherein said computer program (P) comprises program code which, when crossed by an electronic control unit (100) or another computer (500) connected to it, electronic control unit (100), the electronic control unit (100) comprises performing the steps according to claims 1-7.
[33]
A computer program product comprising a digital storage medium storing the computer program according to claim 32. 1 162 146a 146b 146c c, 60a 62a 62b 46: 1 46a 46 46C "100 154 160 180 170 190 200 212 214 82S 84 86aS 46dS 86bS 44 2 0 a s220bw I 646-) 60b 4_, 70 <, 90a • 90b 200a 1 ‹.. 00b 64a 412a 4 ql 4a 16A 146d 182 166a 186b 2 2 (, 232a g 10a 232b () 216x 216 2

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引用文献:

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公开号 | 申请日 | 公开日 | 申请人 | 专利标题

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法律状态:

优先权:

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申请号 | 申请日 | 专利标题

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SE1450598A|SE539599C2|2014-05-21|2014-05-21|Method and system for adapting a vehicle's acceleration when driving the vehicle along a route|

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SE1450599A|SE540524C2|2014-05-21|2014-05-21|Method and system for adjusting the speed of a vehicle while driving the vehicle along a route|

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SE1550638A|SE539309C2|2014-05-21|2015-05-20|Method and system for adapting a vehicle's acceleration when driving the vehicle along a route|SE1550638A| SE539309C2|2014-05-21|2015-05-20|Method and system for adapting a vehicle's acceleration when driving the vehicle along a route|

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PCT/SE2016/050454| WO2016186560A1|2015-05-20|2016-05-19|Method and system for adjusting the acceleration of a vehicle along a route|

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PCT/SE2016/050455| WO2016186561A1|2015-05-20|2016-05-19|Method and system for adjusting the acceleration of a vehicle travelling along a route|

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