DE102018213532A1 - Vehicle control device and method - Google Patents

Abstract

A cruise control system (16) operable to control a motor vehicle (100) to operate in accordance with a speed setpoint, the control system (16) operative to adjust the speed setpoint in response to actuation of an accelerator control element (16). 161) of the vehicle, wherein the accelerator control member (161) is movable over an adjustment range, the system (16) being configured to adjust the rate of change of the speed setpoint at least in part depending on the position of the accelerator control member (161) Adjusting the reference to its adjustment range.

Description

INCLUSION BY REFERENCE

The contents of the co-pending UK patent applications GB2507622 and GB2499461 are hereby incorporated herein by reference. The contents of US Pat. US7349776 and co-pending international patent applications WO2013124321 and WO2014 / 139875 are incorporated herein by reference. The contents of the UK patent applications GB2492748 . GB2492655 and GB2499279 and the UK patent GB2508464 are also incorporated herein by reference.

FIELD OF THE INVENTION

Embodiments of the invention relate to a control device for controlling a vehicle and a method for controlling a vehicle. Some embodiments of the invention relate to a control device for controlling a vehicle designed for driving off paved roads. Some embodiments of the invention relate to a control device for controlling a vehicle designed to ride substantially only on paved roads, i. which is not designed to drive off paved roads.

BACKGROUND

When a user drives off-road, terrain elevation changes can be relatively abrupt and cause an occupant to feel uncomfortable while the vehicle is passing the terrain. If the vehicle is traveling at too high a speed, damage may occur to the vehicle, for example to a suspension component, such as a handlebar, that abruptly reaches its end position.

As is known, a control system for a motor vehicle may be provided to control one or more vehicle subsystems. US7349776 discloses a vehicle control system including a plurality of subsystem control devices, including an engine management system, a transmission controller, a steering controller, a brake controller, and a suspension controller. The subsystem controllers are each operable in multiple subsystem function or configuration modes. The subsystem controllers are connected to a vehicle mode controller that controls the subsystem controllers to assume a required functional mode to provide a number of drive modes to the vehicle. Each of the drive modes corresponds to a particular driving condition or set of driving conditions, and in each mode, each of the subsystems is set to the functional mode that best suits those conditions. Such conditions are associated with types of terrain over which the vehicle can be driven; For example, there is Grass / Gravel / Snow or Grass / Gravel & Gravel / Snow, Mud & Ruts, Rock & Crawl, Sand Mode and Mode for paved roads, referred to as "Special Programs Off" (SPO). The vehicle ^mode controller may be referred to as a terrain response (TR) system or controller. The drive modes may also be referred to as terrain modes, terrain response modes, or control modes.

GB2492655B discloses a control system for a motor vehicle in which the most suitable off-road mode for the currently predominant terrain in which the vehicle is traveling is automatically determined by the control system. The control system then causes the vehicle to travel in the off-road mode, which is determined to be most appropriate.

Against this background, the present invention was conceived. Embodiments of the invention may specify a control device, a vehicle, or a method by which the above-mentioned problems are addressed. Other objects and advantages of the invention will become apparent from the following description, claims and drawings.

SUMMARY OF THE INVENTION

In one aspect of the invention for which protection is sought, there is provided a cruise control system operable to control a motor vehicle to operate in accordance with a speed setpoint, the control system serving to set the speed set point in response adjusting an actuation of an accelerator control element of the vehicle, wherein the accelerator control element is movable over an adjustment range, the system being configured to adjust the rate of change of the speed setpoint at least in part depending on the position of the accelerator control element with respect to its adjustment range.

Note that the accelerator control element may include a pedal that is in a substantially linear manner over a Adjustment range is movable. Alternatively, the accelerator control member may be a manually rotatable accelerator control, for example of the type typically used on a handlebar of a motorcycle, wherein the adjustment range is a range of rotational angles or positions of the accelerator control member.

The cruise control system may be configured to set the speed setpoint to the current value of the vehicle speed when the accelerator control is in a neutral position.

Optionally, the neutral position substantially corresponds to a position of zero displacement with respect to an adjustment range of the accelerator control element.

Optionally, the neutral position corresponds to a non-zero position with respect to an adjustment range of the accelerator control element, wherein the speed control system is configured to cause the speed setpoint to increase as the amount of displacement of the accelerator control element increases the neutral position is exceeded, wherein an increase rate depends on the extent to which the adjustment exceeds the neutral position, and causes the speed command value is smaller when the amount of the adjustment of the accelerator control element falls below the neutral position, wherein a reduction rate depends on the degree of adjustment before the neutral position.

Note that the larger the distance over which the accelerator control element is displaced beyond the neutral position, the higher the rate of increase may be. The larger the amount of displacement of the accelerator control member from the neutral position to the neutral position, the higher the lowering rate can be.

Optionally, the cruise control system is configured to detect a position of a brake control element, the control system configured to set the value of the desired speed to the current vehicle speed when the brake control element is released following actuation of the brake control element and continues to control the operation of the motor vehicle according to the speed setpoint.

This feature has the advantage that while a driver may conventionally reduce vehicle speed by means of the brake control element, such as a brake pedal, the cruise control system continues to control vehicle speed following release of the brake control element by the driver. Thus, the control system does not automatically cancel the vehicle speed control when the brake pedal is depressed. Thus, the driver does not need to re-select operation of the vehicle speed control system following actuation of the brake control. The workload of the driver may therefore be reduced in some embodiments. This can be particularly advantageous for a driver who is trying to overcome challenging terrain off paved roads.

Note that the cruise control system may temporarily suspend the vehicle speed control when the brake control is actuated, i. is not in the released state. Thus, the cruise control system may stop causing the vehicle to attempt to maintain the speed setpoint so as not to oppose the operation of the brake system of the vehicle in response to actuation of the brake control element.

The cruise control system may include processing means, the processing means comprising: an electronic processor having an electrical input for receiving information indicative of an accelerator pedal position and an electronic memory device electrically coupled to the electronic processor and having instructions stored therein;
wherein the processor is configured to access the storage device and execute the instructions stored therein to serve to adjust the rate of change of the speed setpoint based, at least in part, on the position of the accelerator control element relative to its adjustment range.

In one aspect of the invention for which protection is sought, there is provided a vehicle including a cruise control system according to another aspect.

• Bewirken, dass ein Kraftfahrzeug gemäß einem Geschwindigkeits-Sollwert betrieben wird;
• Ermöglichen, dass ein Benutzer den Geschwindigkeits-Sollwert durch Betätigen eines Beschleunigungseinrichtungssteuerelements des Fahrzeugs anpasst, wobei das Beschleunigungseinrichtungssteuerelement über einen Verstellbereich bewegbar ist, und
• Anpassen der Änderungsrate des Geschwindigkeits-Sollwerts zumindest zum Teil in Abhängigkeit von der Stellung des Beschleunigungseinrichtungssteuerelements in Bezug auf dessen Verstellbereich.

In a further aspect of the invention for which protection is sought, a method of controlling a vehicle by means of a cruise control system is disclosed, comprising:

• Causing a motor vehicle to operate according to a speed setpoint;
• Allowing a user to adjust the speed command value by operating an accelerator control element of the vehicle, the accelerator control element being movable over an adjustment range, and
• Adjusting the rate of change of the velocity setpoint at least in part depending on the position of the accelerator control element with respect to its displacement range.

The method may include adjusting the speed setpoint to the current value of the vehicle speed when the accelerator control element is in a neutral position.

Optionally, the neutral position substantially corresponds to a position of zero displacement with respect to an adjustment range of the accelerator control element.

Optionally, the neutral position corresponds to a position of a non-zero displacement with respect to an adjustment range of the accelerator control element, the method comprising: causing the speed setpoint to increase as the amount of adjustment of the accelerator control element exceeds the neutral position is, wherein the rate of increase depends on the extent in which the adjustment goes beyond the neutral position, and causing the speed setpoint is smaller when the neutral position is exceeded by the amount of adjustment of the accelerator control element, the rate of decrease of the Degree of adjustment before the neutral position depends.

Note that the larger the distance over which the accelerator control element is displaced beyond the neutral position, the higher the rate of increase may be. The greater the amount of displacement of the accelerator control member from the neutral position to the neutral position, that is, beyond the neutral position, the higher the lowering rate can be.

The method may include detecting a position of a brake control element, the method further comprising adjusting the value of the target speed to the current vehicle speed and continuing to control the operation of the motor vehicle according to the speed setpoint when the brake control element is following a brake control Actuation of the brake control element is released.

In one aspect of the invention for which protection is sought, there is provided a non-transient carrier medium carrying a computer-readable code for controlling a vehicle to perform the method of another aspect.

In one aspect of the invention for which protection is sought, a computer program product executable on a processor is provided to implement the method of another aspect.

In one aspect of the invention for which protection is sought, there is provided a non-transient computer-readable medium loaded with the computer program product of another aspect.

In one aspect of the invention for which protection is sought, there is provided a processor adapted to implement the method of another aspect or the computer program product of another aspect.

Such embodiments of the present invention have the feature that a user does not have to press a key each time he wants to change the cruise control speed setpoint.

Some embodiments of the present invention have the feature that the vehicle does not have only a single rate of change (rate of acceleration) when the target speed of the cruise control is set by a user, as in the case of known cruise control systems with, set +, - and, set - 'controls built.

Some embodiments of the present invention have the feature of having a vehicle under the control of a cruise control system, as compared to known vehicles typically operating between a minimum and a maximum speed range, for example 30-130 mph (48-209 km / h). , are limited, can be operated over a wider speed range. In some embodiments, the cruise control system may operate over substantially the entire speed range of the vehicle from the maximum speed in a reverse gear, such as 20 or 30 mph (32-48 km / h) in a reverse gear (-20 or -30 mph) or -32 to -48 km / hour), up to the maximum speed in a forward gear, for example 120 mph or 130 mph (193-209 km / h).

Some embodiments of the present invention have the feature that a relatively constant acceleration rate can be achieved according to an accelerator pedal position. Note that this is with a torque based system where the accelerator pedal position is used to determine a drivetrain torque requirement, with additional calculations to account for a grade gradient, a vehicle load, and other factors to compensate for their effects. difficult to reach.

Note that factors that affect vehicle speed in a given situation are complex because the entire powertrain must be considered to detect potential undesirable side effects.

Some embodiments of the invention have the feature that a vehicle can be more economical in terms of energy consumption when driven at a relatively constant speed. Some embodiments of the invention allow a speed to be maintained more steadily than is typically achieved when driving a conventional vehicle without cruise control.

Some embodiments of the invention have the feature that a driver, while traveling at a substantially constant speed in a vehicle having an accelerator control element in the form of a pedal, does not have to leave the foot on the pedal. Instead, the driver can keep his foot close to the brake pedal. This can shorten the reaction time in the event that sudden braking is required. Such a feature can shorten the time it takes to apply pressure to the accelerator by half a second or more, which is about 17 meters at typical highway speeds (FIG. 3 - 4 Car lengths) and at typical speeds within 6 meters (a length of a pedestrian crossing).

Some embodiments of the invention have the feature that they can be relatively easily combined with other features of automobiles related to speed. For example, the feature may be used in conjunction with a low speed cruise control system, such as a system designed for off-road driving, an autopilot system, such as a system used in an autonomous vehicle, an auto-parking system, or any of the above other suitable system can be used.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set forth in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, be independent or can be taken in combination. That is, all embodiments and / or features of any embodiments may be combined in any manner and / or combination as long as such features are not incompatible. The Applicant reserves the right to change any original claim or to submit any new claims accordingly, including the right to change originally filed claims to depend on and / or include any features of any other claim, even if: this was not originally claimed in this way.

list of figures

• 1 ist eine schematische Darstellung eines Fahrzeugs gemäß einer Ausführungsform der Erfindung in der Draufsicht;
• 2 zeigt das Fahrzeug von 1 in der Seitenansicht.
• 3 ist eine schematische Darstellung eines Abschnitts eines Regelungs- bzw. Steuersystems des Fahrzeugs von 1;
• 4 ist eine schematische Darstellung eines Lenkrads und von Pedalen des Fahrzeugs von 1;
• 5 ist eine Skizze, die einen Betrieb eines Teils eines Geschwindigkeitsregelungssystems gemäß der Ausführungsform von 1 darstellt;
• 6 stellt einen Betrieb eines Fahrzeugs 100 gemäß einer Ausführungsform der vorliegenden Erfindung in einem Beispielsfahrzyklus dar;
• 7 stellt einen Betrieb eines Fahrzeugs 100 gemäß einer weiteren Ausführungsform der vorliegenden Erfindung in einem weiteren Beispielsfahrzyklus dar;
• 8 stellt einen Betrieb eines Fahrzeugs 100 gemäß einer Ausführungsform der vorliegenden Erfindung in einem noch weiteren Beispielsfahrzyklus dar; und
• 9 stellt einen Betrieb eines Fahrzeugs 100 gemäß einer Ausführungsform der vorliegenden Erfindung in einem weiteren Beispielsfahrzyklus dar.

The invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

• 1 is a schematic representation of a vehicle according to an embodiment of the invention in plan view;
• 2 shows the vehicle from 1 in the side view.
• 3 is a schematic representation of a portion of a control system of the vehicle of 1 ;
• 4 is a schematic representation of a steering wheel and pedals of the vehicle of 1 ;
• 5 FIG. 10 is a diagram illustrating an operation of a part of a cruise control system according to the embodiment of FIG 1 represents;
• 6 represents an operation of a vehicle 100 according to an embodiment of the present invention in an example driving cycle;
• 7 represents an operation of a vehicle 100 according to another embodiment of the present invention in a further example driving cycle;
• 8th represents an operation of a vehicle 100 according to an embodiment of the present invention, in yet another example driving cycle; and
• 9 represents an operation of a vehicle 100 according to an embodiment of the present invention in a further example driving cycle.

DETAILED DESCRIPTION

As referred to herein a block, such as a function block, is intended to include reference to software code for performing the specified function or action, which may be an output provided in response to one or more inputs becomes. The code may be in the form of a software routine or function called by a host computer program or may be a code that is part of a code flow that is not a separate routine or function. A functional block is referred to to simplify the explanation of the operation of embodiments of the present invention.

1 shows a vehicle 100 according to an embodiment of the present invention. The vehicle 100 has a drive train 129 on top of an internal combustion engine 121 includes, with a power transmission device 130 connected, which is an automatic transmission 124 having. Note that embodiments of the present invention are also suitable for use in vehicles having manual transmissions, continuously variable transmissions, or any other suitable transmission.

In the embodiment of 1 can the gearbox 124 by means of a transmission mode selection means 124S be placed in one of several transmission operating modes, in a parking mode, a reverse mode, a neutral mode, a drive mode or a sports mode. The dialer 124S provides an output signal on a driveline controller 11 ready, and in response, the driveline controller causes 11 that the gearbox 124 works according to the selected transmission mode.

The power transmission device 130 is designed to be a pair of front vehicle wheels 111 . 112 by means of a front differential 137 and a pair of front drive shafts 118 drive. The power transmission device 130 also includes a power transmission assisting section 131 which is designed for a pair of rear wheels 114 . 115 by means of an auxiliary drive shaft or cardan shaft 132 , a rear differential 135 and a pair of rear drive shafts 139 drive.

Embodiments of the invention are suitable for use with vehicles in which the transmission is adapted to drive only a pair of front wheels or only a pair of rear wheels (ie front wheel drive vehicles or rear wheel drive vehicles) or vehicles where two wheel drive and four wheel drive are selected can be. In the embodiment of 1 becomes the transmission 124 by means of a power transmission unit (PTU) 131P detachable with the power transmission assisting section 131 connected, whereby operation in a two-wheel drive mode or a four-wheel drive mode is possible. It should be noted that embodiments of the invention may be suitable for vehicles having more than four wheels or in which only two wheels are driven, for example two wheels of a three-wheeled vehicle or a four-wheeled vehicle or a vehicle with more than four wheels.

A control system for the vehicle includes a central controller 10 used as vehicle control unit (VCU) 10 is called the driveline controller 11 , a brake control device 13 (an antilock brake system (ABS) control device), a steering control device 170C and a suspension system controller 191C one. The ABS control device 13 forms part of a braking system 22 ( 3 ). Several signals are from the VCU 10 from and to various sensors and subsystems (s) (not shown) provided on the vehicle (not shown). The VCU 10 has a regulatory system 12 for slow locomotion (LSP), which in 3 shown is a stability control system (SCS) 14 , a cruise control system 16 and a Hill Descent Control (HDC) system 12HD. The SCS 14 improves the safety of the vehicle 100 by detecting and coping with a loss of traction or steering control. When a reduction in traction or steering control is detected, the SCS is used 14 to the ABS control device 13 to automatically command to apply one or more brakes of the vehicle to help the vehicle 100 to steer in the direction in which the user wants to drive. In the embodiment shown, the SCS 14 through the VCU 10 implemented. In some alternative embodiments, the SCS 14 through the ABS control device 13 be implemented. Note that the LSP control system 12 and the cruise control system 16 both are cruise control systems, even though they are configured to operate over respective different (and in some embodiments, possibly overlapping) speed ranges.

Even if this is in 3 is not shown in detail, the VCU points out 10 a traction control (TC) function block. The TC function block is implemented in software code generated by a VCU computing device 10 is performed. The ABS control device 13 and the TC function block provide outputs including, for example, TC activity, ABS activity, single wheel brake interventions, and engine torque requests from the VCU 10 to the internal combustion engine 121 for a case where there is a slippage of the wheels indicate. Each of the above events indicates that a wheel slip event has occurred. In some embodiments, the ABS controller implements 13 the TC function block. Other vehicle subsystems such as a roll stability control system or the like may also be included.

As stated above, the vehicle points 100 also a cruise control system 16 Serving to automatically maintain a vehicle speed at a selected speed when the vehicle is traveling at speeds in excess of 25 km / h. The cruise control system 16 is equipped with a cruise control HMI (man-machine interface) 18 equipped, which means that the user in a known manner a target vehicle speed in the cruise control system 16 can enter. In one embodiment, input controls of the cruise control system are on a steering wheel 171 assembled ( 4 ). The cruise control system 16 can by pressing a cruise control system selector 176 be turned on. If the cruise control system 16 is turned on by pressing a 'set-speed' control 173 the current value of a cruise control speed setting parameter cruise_set-speed is set to the current vehicle speed. Pressing a, +, - button 174 allows increasing the value of cruise_set-speed while pressing a '-'-button 175 allows a reduction in the value of cruise_set-speed. A resume button 173R is provided, which serves the cruise control system 16 be controlled so that the cruise control resumes after a driver override at the current value of cruise_set-speed. It should be noted that known cruise control systems for driving on paved roads, the present system 16 are configured so that in a case where the user steps on the brake or, in the case of vehicles with a manual transmission, on a clutch pedal, the regulation of the vehicle speed by the cruise control system 16 is canceled and the vehicle 100 returns to a manual mode of operation requiring user input on a gas or brake pedal to maintain vehicle speed. In addition, the detection of a wheel slip event, such as may be triggered by a loss of traction, also has the effect of regulating the vehicle speed by the cruise control system 16 will be annulled. The speed control by the system 16 will be resumed when the driver subsequently presses the resume button 173R suppressed.

The cruise control system 16 monitors the vehicle speed and any deviation from the target vehicle speed is automatically compensated so that the vehicle speed is maintained at a substantially constant value, typically above 25 km / h. In other words, the cruise control system is ineffective at speeds below 25 km / h. The cruise control system HMI 18 may also be configured to give a warning regarding the state of the cruise control system 16 via a visual display of the HMI 18 to the user. In the present embodiment, the cruise control system is 16 configured to allow setting the value of cruise_set-speed to any value in the range of 25-150 km / h.

The LSP control system 12 Also provides a speed-based control system to the user that enables the user to select a very low target speed at which the vehicle can travel without requiring any input from the user on a pedal to maintain the vehicle speed. A cruise control (or travel control) at very low speeds is provided by the cruise control system 16 for driving on paved roads, which works only at speeds above 25 km / h, not provided.

In the present embodiment, the LSP control system 12 by pressing an LSP control system select button 178 on the steering wheel 171 is mounted, activated. The system 12 The purpose of this is to provide selective driveline, traction control and braking actions to one or more wheels of the vehicle 100 jointly or individually.

The LSP control system 12 is configured to allow a user to set a desired value of the desired vehicle speed in the form of a set-speed parameter, user_set-speed, via a Slow Propagation Control (LSP) HMI 20 to enter 1 . 3 ), the specific input keys 173 - 175 with the cruise control system 16 and the HDC control system 12HD in common. Provided that the vehicle speed is within the permissible Operating range of the LSP control system 12 is (which in the present embodiment means a range of 2 to 30 km / h, although other areas may be suitable) and no other limitation exists for the vehicle speed while that of the regulation of the LSP control system 12 regulated, regulates the LSP control system 12 the vehicle speed according to a set-speed value of the LSP control system, LSP_set-speed, which is substantially equal to user_set-speed. Unlike the cruise control system 16 is the LSP control system 12 configured to operate independently of the occurrence of a traction event. That is, the LSP control system 12 does not cancel the cruise control after detecting a wheel slip. Instead, the LSP regulatory system dominates 12 the behavior of the vehicle is active when a slip is detected.

The LSP control HMI 20 is provided in the vehicle cabin so that it is easily accessible to the user. The user of the vehicle 100 is able to get the desired value of user_set-speed as stated above via the LSP HMI 20 using the set-speed button 173 and the, +, / -'- buttons 174 . 175 in a similar way to the cruise control system 16 into the LSP control system 12 enter. The LSP HMI 20 also has a visual display, by means of which information and instructions relating to the state of the LSP control system 12 can be provided to the user.

The LSP control system 12 receives an input from the ABS controller 13 of the brake system 22 of the vehicle, indicating the extent to which the user by means of the brake pedal 163 has applied a braking. The LSP control system 12 also receives an input from an accelerator pedal 161 that indicates the extent to which the user depresses the accelerator pedal 161 has depressed, and an input from the transmission or gear box 124 , This latter input may include signals indicative of, for example, the speed of an output shaft of the gearbox 124 , represent an amount of torque converter slip and a translation request. Other inputs to the LSP control system 12 include: an input from the cruise control HMI 18 indicating the state (ON / OFF) of the cruise control system 16 represents an input from the LSP control HMI 20 and an input from a gradient sensor 45 , which indicates the gradient of the driving surface over which the vehicle 100 moves. In the present embodiment, the gradient sensor is 45 a gyroscopic sensor. In some alternative embodiments, the LSP control system receives 12 a signal indicative of a ride surface gradient from another control device, such as the ABS control device 13 , The ABS control device 13 may determine a gradient based on a plurality of inputs, optionally based at least in part on signals indicative of vehicle longitudinal and lateral acceleration and a signal indicative of a reference vehicle speed (v_actual), that is, a signal representing an actual vehicle speed indicating on the ground. Methods for calculating the reference vehicle speed, for example based on vehicle wheel speeds, are known. For example, in some known vehicles as the reference vehicle speed, the speed of the second slowest-turning wheel or the average speed of all wheels may be determined. In some embodiments, other ways of calculating the reference vehicle speed may be appropriate, including by means of a camera device or a radar sensor.

The HDH system 12HD is activated by pressing a button 177 , which is part of a HDC system HMI 20HD and the steering wheel 171 is mounted, activated. When the 12HD HDC system is active, the 12HD system controls the braking system 22 in order to limit a vehicle speed to a value corresponding to that of an HDC speed setting parameter HDC_set-speed, that of a user in a similar manner and using the same keys 173 . 173R . 174 . 175 can be controlled as the speed setting of the cruise control system 16 and the LSP control system. The 12HD HDC system is designed to allow adjustment of the value of HDC_set-speed to any value in the range of 2-30 km / h. The HDC speed setting parameter may also be referred to as the desired HDC speed. Assuming the user does not overdrive the 12HD HDC system by pressing the accelerator pedal 161 When the HDH system 12HD is active, the HDH system 12HD controls the braking system 22 ( 3 ) to prevent the vehicle speed from exceeding HDC_set-speed. In the present embodiment, the HDC system 12HD does not serve to apply a positive torque. Instead, the 12HD HDC system only serves to cause over-braking 22 a negative braking torque is applied.

Note that the VCU 10 is configured to implement a known Terrain Response (TR) ^® system of the type described above, in which the VCU 10 Settings of one or more vehicle systems or subsystems, including the powertrain controller 11 depending on a selected one Drive mode controls. The drive mode may be provided by a user via a drive mode selection means 141S ( 1 ) to be selected. The drive modes can also act as Geländemodi, Terrain Response ^® modes or control modes are called. Other subsystems under the control of the TR system include the suspension controller 191C , the SCS system and the steering controller 170C one. The suspension controller 191C is configured to have an air suspension system 191 ( 3 ) controls to enable a ground clearance of the vehicle corresponding to different heights of the vehicle 100 above the horizontal ground to one of four settings. In each drive mode, the VCU sets 10 the value of ground clearance of the vehicle to a predetermined value associated with the selected drive mode.

In the embodiment of 1 For example, four propulsion modes are provided: an on-highway propulsion mode suitable for driving on a relatively hard, smooth ride surface where a relatively high surface friction coefficient exists between the ride surface and wheels of the vehicle; a 'sand' propulsion mode suitable for driving over sandy terrain, that is, terrain characterized at least in part by being relatively sluggish, offering relatively high ductility or compliance and a relatively low surface friction coefficient; a Grass, Gravel or Snow (GGS) propulsion mode suitable for driving over grass, gravel & gravel or snow, that is over relatively slippery surfaces (ie those having a relatively low friction coefficient between surface and wheel, which are typically smoother are as sand); a Rock Crawl (RC) propulsion mode suitable for slow rocky surface driving and a Mud and Ruts (MR) propulsion mode suitable for driving over muddy, rugged terrain. Additionally or instead, other drive modes may be provided. In the present embodiment, the selector allows 141S a user also selecting an operation under an 'automatic drive mode selection condition' in which the VCU 10 automatically selects the most appropriate mode, as described in more detail below. The on-highway drive mode may be referred to in some embodiments as a "special programs off" (SPO) mode because it corresponds to a default or default drive mode and need not consider special factors such as a low Surface friction coefficients or surfaces with high roughness.

The LSP control system 12 causes the vehicle 100 works according to the value of LSP_set-speed.

To effect the application of the necessary positive or negative torque to the wheels, the VCU 10 command that from the powertrain 129 a positive or negative torque is applied to the wheels and / or that of the brake system 22 a braking force is applied to the vehicle wheels, either or both of which may be used to implement the change in torque necessary to achieve and maintain a required vehicle speed. In some embodiments, a torque is individually applied to the vehicle wheels, for example, by Active Yaw or a distribution of the torque from the drive train to obtain the vehicle at the required speed. Alternatively, in some embodiments, the torque may be collectively applied to the wheels to maintain the required speed, for example, in vehicles having power transmitting devices where Active Yaw is not possible. In some embodiments, the power transmission device 11 to implement Active Yaw to control an amount of torque applied to one or more wheels by controlling a component of the power transmission device such as a rear wheel drive unit, a front wheel drive unit, a differential, or any other suitable component. For example, one or more components of the power transmission device may 130 have one or more clutches that serve to vary an amount of torque applied to one or more wheels. Other arrangements may be suitable.

If a drive train 129 has one or more electric machines, for example, one or more electric drive motors and / or generators, the driveline control device 11 to modulate a torque applied to one or more wheels to implement Active Yaw by means of one or more electric machines.

In some embodiments, the LSP control system 12 a signal wheel_slip (in 3 also marked 48) which indicates that a wheel slip event has occurred. The signal 48 also becomes the cruise control system designed for driving on paved roads 16 in this case, an override (override) or inhibition mode of operation in the vehicle designed for driving on paved roads Cruise control system 16 so that an automatic regulation of the vehicle speed by the designed for driving on paved roads cruise control system 16 suspended or suspended. However, the LSP control system is 12 not configured to suspend or suspend operation upon receipt of a wheel_slip signal 48. Instead, the system is 12 designed to monitor a wheel slip and then dominate to relieve the driver. During a slip event, the LSP control system travels 12 to compare the measured vehicle speed with the value LSP_set-speed, and continues to apply the torque applied to the vehicle wheels (from the driveline 129 and the brake system 22 ) to automatically control to keep the vehicle speed at the selected value. Note, therefore, that the LSP control system 12 configured differently than the cruise control system 16 in which a wheel slip event has the effect of overriding the cruise control function so that manual operation of the vehicle must be resumed or cruise control by the cruise control system 16 is resumed by the resume button 173R or the speed adjustment button 173 is pressed.

The vehicle 100 is also equipped with additional sensors (not shown) representing a number of different parameters associated with vehicle motion and condition. These can be inertial systems for the LSP or HDC control systems 12 , 12HD or are part of an occupant restraint system or any other subsystem that can provide data from sensors such as gyroscopes and / or accelerometers that can indicate movement of the vehicle body, and that provide appropriate input for the LSP and / or HDC control systems 12 To deliver 12HD. The signals from the sensors provide several different driving condition indications (also referred to as terrain indications) indicative of the nature of the terrain conditions over which the vehicle is traveling 100 is driving, or used for their calculation.

The sensors (not shown) of the vehicle 100 Include, among other sensors, the continuous sensor outputs to the VCU 10 as already stated, an ambient temperature sensor, an atmospheric pressure sensor, tire pressure sensors, an engine torque sensor (or engine torque estimator), a steering angle sensor, a steering wheel speed sensor, a brake pedal position sensor, an accelerator pedal position sensor, and water sensing sensors that form part of a flat water driving system vehicle assistance system (not shown). In other embodiments, only a selection of the above sensors may be used.

The vehicle has an inertial measurement unit (IMU) 50 which is configured to send signals to the VCU 10 which indicates a longitudinal, lateral and vertical acceleration and a yaw rate. In some embodiments, the IMU 50 and configured to output a signal indicative of a pitch rate and / or roll rate.

The VCU 10 also receives a signal from the steering controller 170C , The steering controller 170C is formed as an electronic power steering unit (ePAS unit) 170C. The steering controller 170C provides a signal to the VCU 10 , which indicates the steering effort, the straight to steerable road wheels 111 . 112 of the vehicle 100 is created. This force equals that of a user to the steering wheel 171 in combination with a steering force generated by the ePAS unit 170C. The ePAS unit 170C also provides a signal indicative of a steering wheel rotational position or angles.

In the present embodiment, the VCU evaluates 10 the various sensor inputs to determine for each of the several different TR modes (control modes or drive modes) the likelihood that it is appropriate for the vehicle subsystems, each control mode corresponding to a particular terrain type over which the vehicle is currently traveling (e.g., mud and furrows, sand, grass / gravel / snow) as described above.

If the user has selected an operation of the vehicle under the condition of automatic drive mode selection, the VCU selects 10 then the most appropriate one of the control modes and is automatically configured to control the subsystems according to the selected mode. This aspect of the invention will be described in more detail in our co-pending patent applications GB2492748 . GB2492655 and GB2499279 whose contents are incorporated herein by reference as indicated above.

As stated above, the The nature of the terrain over which the vehicle is currently traveling (determined with reference to the selected control mode) also in the LSP control system 12 used to determine a suitable increase or decrease in vehicle speed. For example, if the user chooses a value for user_set-speed that is not appropriate for the nature of the terrain over which the vehicle is currently traveling, then the system is used 12 to automatically adjust the value of LSP_set-speed to a value lower than user_set-speed. In some cases, for example, the speed selected by the user may be unreachable or inappropriate over certain types of terrain, particularly in the case of uneven or rough surfaces. If the system 12 A speed setting (an LSP_set-speed value) different from the user_set-speed speed setting selected by the user is provided to the user via the LSP HMI 20 a visual indication is provided to indicate that an alternative speed has been adopted.

Other arrangements may be suitable.

In the present embodiment, the cruise control system is 16 by selecting this mode via the cruise control HMI 18 operable in a 'cruise control' mode. In this mode is the cruise control system 16 configured to set the cruise_set-speed value depending on the position of the accelerator pedal 161 and the brake pedal 163 over a speed range of substantially -30 km / h (ie when the vehicle is reversing) adapts to 150 km / h. Note that the cruise control system 16 In some alternative embodiments, it can only be operated in the cruise control mode. In some other embodiments, the cruise control mode may be the only operating mode of the vehicle 100 be. In some embodiments, other arrangements may be suitable.

In the present embodiment, the cruise control system monitors 16 the position of the accelerator pedal 161 and increases the value cruise_set-speed when the accelerator pedal 161 is depressed. The cruise control system 16 is configured to increase the value of cruise_set-speed at a rate equal to the amount of adjustment of the accelerator pedal 161 from a position of a zero adjustment (or a 'released state') depends when the accelerator pedal 161 is depressed. The greater the amount of adjustment of the accelerator pedal 161 is out of the released state, the higher the rate of increase of cruise_set-speed.

When the gas pedal 161 is in the released state, sets the cruise control system 16 the value cruise_set-speed on the current vehicle speed at the moment in which the pedal 161 is released. If a driver wishes, the vehicle 100 from a speed (such as zero km / h when the vehicle is stationary or any other speed within the operating range of the system 16 in the cruise control mode), the driver can therefore accelerate 161 depress until the vehicle speed reaches the desired speed and then simply depress the accelerator pedal 161 let go. At this point, the cruise control system provides 16 the value cruise_set-speed on the current vehicle speed at the moment in which the pedal 161 is released. The cruise control system 16 Therefore, seeks to cause the vehicle 100 maintains the speed with which the vehicle 100 was driven when the accelerator pedal 161 was released. In the present embodiment, the current vehicle speed becomes the cruise control system 16 determined with reference to a vehicle reference speed v_actual, as stated above.

The cruise control system 16 also monitors an actuation of the brake pedal 163 , as you can read above. When the brake pedal 163 is depressed, the cruise control system 16 temporarily overridden, but causes the value cruise_set-speed v_actual to follow until the brake pedal 163 is released. When the brake pedal 163 Therefore, the cruise_set-speed value is set to the current value of v_actual at the moment the brake pedal is released 163 is released, set. The cruise control system 16 then continues its effort to cause v_actual cruise_set-speed to follow.

5 represents the operation of part of the cruise control system 16 represents.

An assignment table function block 101 receives an input signal Acceleration_Pedal that indicates the position of the accelerator pedal 161 in relation to a permissible adjustment range of the pedal 161 indicates. The function block 101 applies the input signal to an allocation table and sends an Acceleration_Step signal to a comparison function block 103 and an addition function block 115 out.

The comparison function block 103 outputs a logical '1' signal if the condition that the Acceleration_Step signal is zero or less is met. This condition is only met when the accelerator pedal is in the released (zero-shift state). The from the comparison function block 103 output signal is at a positive slope detection function block 105 which outputs a logical '1' signal when the input provided by the comparison function block 103 is received, logical, 1 'and the function block 105 detects that the received signal has just risen from logic '0' to logic '1'. The edition of the Positive increase capture function block 105 is sent to an OR function block 107 delivered.

An operator function block 111 receives an input signal Brake_Pedal indicating the position of the brake pedal 163 in relation to a permissible adjustment range of the pedal 163 indicates. The operator function block 111 also receives a signal from the function block 109 that specifies the value of a parameter Brake_Pedal_Limit. The parameter Brake_Pedal_Limit indicates the threshold value of a signal Brake_Pedal, over which it is assumed that the brake pedal 163 is in a depressed (actuated) state as opposed to the enabled state.

The operator function block 111 gives a logical '1' signal to the OR function block 107 if the signal Brake_Pedal has a value that exceeds Brake_Pedal_Limit, ie if the brake pedal 163 has been depressed.

The output of the OR function block 107 is at a switching function block 107 provided. The toggle function block also receives the signal v_actual and the output of the addition function block 115 , The switching function block 113 is configured to output the signal v_actual when the input is from the OR function block 107 indicates that the condition is satisfied that (1) the accelerator pedal has just been released (the accelerator_pedal signal has indicated an amount of shift that has decreased to a value of zero adjustment) or (2) the brake_pedal signal indicates that brake pedal 163 is depressed. If none of the conditions ( 1 ) and ( 2 ) is satisfied, the switch functional block gives 107 that from the addition function block 115 received input.

The output from the toggle function block 113 gets to the saturation function block 117 output from the switching function block 113 received signal within specified limits. In the present embodiment, the range of allowable output values of the saturation function block corresponds 117 the allowable range of values of cruise_set-speed when the cruise control system 16 in 'cruise control' mode. In the present embodiment, this range is substantially -30 km / h to 150 km / h, but other values may be suitable in some embodiments.

The from the saturation function block 117 output signal is sent to a rate limiting function block 119 passed. The rate limiting function block 119 is configured to limit the rate at which the cruise_set-speed value may be changed to limit occupant discomfort, which may occur due to relatively high rates of change of cruise_set-speed. The rate limiting function block 119 can limit the rate of change per second from cruise_set-speed to plus or minus 1.2 meters per second. In some embodiments, other values may be appropriate. The rate limiting function block 119 output signal is from the cruise control system 16 used as the final value of cruise_set-speed, that of the cruise control system 16 is used to control the vehicle speed. That is, when there is no traffic in the path of the vehicle, the cruise control system operates 16 point out that the vehicle 100 cruising at a speed that is essentially equal to cruise_set-speed.

The output from the rate limiting function block 119 is sent to a time delay function block 121 which outputs the signal (cruise_set-speed) input to it after it has introduced a predetermined time delay. In the present embodiment, this time delay is about 10 ms, but in some embodiments other values may be appropriate.

The output of the time delay function block 121 gets to the addition function block 115 passed. The addition function block adds the (time-delayed or 'stored') value of cruise_set-speed to the value of the signal received from the function block 101 and outputs the sum value to the switching function block 113 off, as described above.

6 represents an operation of a vehicle 100 According to an embodiment of the present invention, in an example drive cycle. In this example drive cycle, the ride surface is substantially flat throughout the drive cycle (there is essentially no gradient).

In 6 to 8th corresponds to the curve A an accelerator pedal position (parameter Accelerator_Pedal), and the curve B corresponds to a brake pedal position (parameter Brake_Pedal). The values for v_actual and cruise_set-speed are indicated by corresponding curves, while engine torque is indicated by a curve Tq is shown.

At a time t1 the driver of the vehicle starts 100 (which is at rest) with the depression of the accelerator pedal 161 , and at a time t2 he holds the gas pedal 161 at a constant displacement distance with respect to the release position. This causes the value of cruise_set-speed to increase at a substantially constant rate, which causes the cruise control system 16 a substantially constant amount of motor torque Tq calls to effect that v_actual cruise_set-speed follows. The value of Tq stay behind t2 essentially constant until the driver at a time t3 the gas pedal 161 releases, with the accelerator pedal 161 at a time t4 is completely released. For now t4 the value of cruise_set-speed is set to the current value of v_actual.

As in 6 is shown, the value of cruise_set-speed is from the time t3 essentially constant. During the period from t1 remains the value of v_actual very little behind cruise_set-speed back while the cruise control system 16 that works v actual equal to cruise_set-speed.

From the moment t4 must the vehicle 100 no longer accelerate (cruise_set-speed remains substantially constant), and therefore the amount of engine torque Tq much smaller. At a time t5 The driver depresses the brake pedal before releasing it at a time t6 immediately releases. During the period of t5 to t6 follows the value of cruise_set-speed v_actual , there v_actual gets smaller, taking the value of cruise_set-speed from the time t6 following the release of the brake pedal 163 to the current value of v_actual is set.

At a time t7 the driver presses the brake pedal 163 down until the vehicle 100 at a time t8 comes to a halt, and at this time the driver gives the brake pedal 163 free. You can see that cruise_set-speed turn v_actual follows as the vehicle speed decreases, with cruise_set-speed having a value of zero when the vehicle 100 finally comes to a halt.

7 represents an operation of a vehicle 100 according to another embodiment of the present invention in a further example driving cycle; In this example driving cycle, the running surface has a slope and a slope, as described below.

At a time t1 is the vehicle 100 essentially standing, with the brake pedal 163 is depressed. At a time t2 the driver leaves the brake pedal 163 Come on. The vehicle 100 stands still ( v_actual zero), where cruise_set-speed is also zero. Between the times t3 and t4 the driver presses the gas pedal 161 progressively further down. The value of cruise_set-speed becomes increasingly larger, resulting in an increase in engine torque Tq and a consequent increase of v_actual leads.

From the time t4 until the time t5 the accelerator pedal remains depressed over a substantially constant amount before it is increasingly released, thus at one time t6 is completely released. During the period of t4 to t5 the engine torque Tq remains substantially constant to meet the requirement for vehicle acceleration at a substantially constant rate (determined by the rate of change of cruise_set-speed). As a result, will v_actual increasingly higher.

Between the times t5 and t6 The engine torque drops significantly, and both cruise_set-speed and v_actual stay from the time t6 essentially constant.

From the time t7 until the time t10 meets the vehicle 100 on a slope, as from the gradient curve "grad", 7 that is stated before it's time t10 to t13 meets a gradient. From the time t13 the running surface is essentially flat.

When the slope comes, at the time t7 , the engine torque becomes Tq higher to the weight of the vehicle 100 in order to keep v actual essentially at cruise_set-speed. If from the time t10 the gradient comes, the amount of engine torque drops Tq decreases considerably and becomes negative (the engine 100 provides a braking torque). From the time t12 , to which the running surface begins to level, the amount of negative engine torque (the engine braking torque) decreases and reaches at one time t14 essentially zero. For now t14 the driver presses the brake pedal 163 down, and the values of both cruise_set-speed and v_actual sink until at one time t16 reach essentially zero. Then the driver gives at a time t17 the brake pedal free.

One sees that only a relatively small deviation from v_actual Regarding cruise_set-speed takes place when the slope comes (between the time t7 and t10 sinks v_actual slightly below cruise_set-speed, which remains essentially constant), and when the gradient comes (between t10 and t13 increases v_actual something about cruise_set-speed, which remains essentially constant).

Note that the cruise control system 16 of the present embodiment is configured to be in the case where v_actual over cruise_set-speed increases, and an engine brake is insufficient to correct the deviation, a demand for applying a braking force by means of the ABS system provides to the vehicle 100 to slow down.

8th represents an operation of a vehicle 100 according to another embodiment of the present invention in a further example driving cycle; In this example driving cycle, the vehicle undergoes a demand for an im Substantially constant acceleration rate as it encounters uphill and downhill gradients.

As in 8th is shown, the driver presses at the time t1 the gas pedal 161 Hold down while the vehicle is stationary, and keep track of the time t2 until the time t6 the amount over which the accelerator pedal is depressed (the Accelerator_Pedal signal) is constant. For now t6 the driver releases the gas pedal and then presses between times t8 and t10 the brake pedal 163 ,

You can see that from the time t2 until the time t6 the value of cruise_set-speed increases at a substantially constant rate, with the value of v_actual rises to follow cruise_set-speed as closely as possible. Between the times t3 and t4 there is a slight deviation downwards from v_actual in terms of cruise_set-speed while the vehicle is ramping up, and between times t4 and t5 there is a slight upward deviation from v_actual in terms of cruise_set-speed while the vehicle is going down a grade. The engine torque increases significantly during the period in which the slope is raised, before it exceeds the period in which the vehicle 100 descending the slope, quickly turning into negative, while the cruise control system 16 tries to prevent v actual overshooting cruise_set-speed. The value of cruise_set-speed (and consequently also of v_actual ) stays during the period of t7 to t8 essentially constant while the accelerator pedal 161 not be depressed. During the period of t8 to t10 , in which the brake pedal is depressed, is v_actual smaller, with cruise_set-speed v_actual follows. If the brake pedal at the time t10 is released, the value of cruise_set-speed is set to the just given value of v_actual set.

Note that the cruise control mode of the cruise control system 16 allows the accelerator pedal to be depressed before, during and after an increase / decrease of a lane gradient (eg from a time t3 to t5 in 8th ) in a certain position. The system 16 monitors automatically v_actual and adjusts the engine torque request in an effort to cause v_actual despite changes in the gradient gradient cruise_set-speed follows. This has the advantage that the additional parameters, such as lane gradient and vehicle mass, are not needed to calculate engine torque demand based on accelerator pedal position.

In an alternative embodiment, the cruise control system 16 be configured so that it causes an increase in the value of cruise_set-speed only when the accelerator pedal 161 exceeds a predetermined amount of displacement above a baseline not equal to zero, which may be referred to as an accelerator pedal baseline position, the rate of increase of cruise_set-speed being the higher the further the pedal is depressed beyond the baseline position. The cruise control system may be further configured, in some embodiments, to cause the value of cruise_set-speed to decrease when the accelerator pedal is in a position that corresponds to an amount of depression that is less than the baseline amount, including a position. in which essentially no depression takes place. The rate at which cruise_set-speed becomes smaller may increase by throttle pedal displacement amounts 161 increasingly lower than the baseline amount. Thus, a release of the accelerator pedal 161 on positions before (or, below ') the baseline position, including a full release, cause the cruise control system 16 effectively simulates an engine braking scenario.

The cruise control system 16 For example, in some embodiments, it may be configured to vary the baseline position of the accelerator pedal depending on the vehicle speed.

As stated above, the cruise control system is 16 in the present embodiment, is configured to adjust the rate at which the cruise control system is set in the cruise control mode 16 causes the vehicle to accelerate to cause the value of v_actual essentially equals the value of cruise_set-speed. The acceleration rate is provided by the cruise control system 16 determined at least in part depending on the accelerator pedal position. 9 FIG. 2 illustrates the operation of one embodiment of the invention during an example drive cycle in which the accelerator pedal is inoperative 161 with regard to the range of permitted accelerator pedal adjustments 161 is held in different positions during the driving cycle.

During the entire driving cycle, which is in 9 is shown, the gradient of the running surface is flat, that is, the gradient is substantially zero.

At a time t = 0 (seconds), the driver leaves the brake pedal 163 go (curve B). From time t = 4 to t = 5, the driver presses the accelerator pedal 161 down to 10% of its full displacement. The cruise control system 16 causes the value of cruise_set-speed to increase at a rate that is adjusted depending on the accelerator pedal position. The cruise control system 16 requests an amount of motor torque Tq that causes v_actual follows the value of cruise_set-speed.

From time t = 5 to t = 14s, the vehicle experiences 100 a substantially constant accelerator pedal position resulting in a constant rate of change of cruise_set-speed, which in turn leads to a constant rate of change of vehicle speed v_actual , ie a constant rate of acceleration of the vehicle leads.

From time t = 14 to t = 15s will be the accelerator pedal 161 from an adjustment of 10% down to an adjustment of 40% or a full adjustment depressed. Therefore, the rate of change of the value of cruise_set-speed increases, and an increase of the engine torque Tq is made by the cruise control system 16 demanded to allow that v_actual the new acceleration rate follows.

From time t = 15 to t = 19s, the accelerator pedal 161 held in the new position (40% of full displacement), resulting in a substantially constant, but higher rate of change of cruise_set-speed resulting in a substantially constant rate of change of v_actual which is higher than that experienced over the period t = 5-14s.

Over the period t = 19-20s the accelerator becomes 161 decreased from 40% to 10% of full adjustment, and in response lowered the cruise control system 16 the rate of change of cruise_set-speed. Thus, a smaller value of Tq required to the new required acceleration rate of the vehicle 100 to meet.

Over the time period t = 20-24s, the accelerator pedal is maintained in a substantially constant position (10% of full adjustment), resulting in a substantially constant rate of acceleration substantially equal to that in the period t = 5-14s.

Over the period of t = 24-25s the accelerator pedal becomes 161 is depressed to a position of substantially 20% of the full cruise, resulting in an increase in the cruise_set-speed rate.

Over the period t = 25-29s will be the accelerator pedal 161 held in the position of 20% of full adjustment, and cruise_set-speed increases at a substantially constant rate, which is higher than over the period t = 20-24s.

Over the period t = 29-30s becomes the gas pedal 161 is released to a position where the displacement is substantially zero, and at that time the cruise control system stops 16 the value of cruise_set-speed unchanged. The cruise control system 16 Therefore, the vehicle works 100 to maintain a substantially constant speed that is substantially equal to the value of cruise_set-speed.

Throughout the specification and claims of this specification, the terms "comprising" and "containing" and variants of such terms, for example, "comprising" and "comprising" are intended to mean "containing, inter alia", and other units, additives, and the like Do not exclude (and do not exclude) components, numbers or steps.

Throughout the specification and claims of this specification, the singular includes the plural unless the context dictates otherwise. In particular, when the indefinite article is used in the specification, it should be understood to mean the plural as well as the singular unless the context dictates otherwise.

Features, numbers, properties, compounds, chemical entities, or groups described in connection with a particular aspect, embodiment, or example of the invention are to be understood to embrace every other aspect, every other embodiment, and every Other examples are applicable, which are mentioned herein, as long as they are not incompatible with it.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• GB 2507622 [0001]
• GB 2499461 [0001]
• US 7349776 [0001, 0004]
• WO 2013124321 [0001]
• WO 2014/139875 [0001]
• GB 2492748 [0001, 0064]
• GB 2492655 [0001, 0064]
• GB 2499279 [0001, 0064]
• GB 2508464 [0001]
• GB 2492655 B [0005]

Claims (10)

A cruise control system operable to control a motor vehicle to operate in accordance with a speed setpoint, the control system operative to adjust the speed setpoint in response to actuation of an accelerator control element of the vehicle, the accelerator control element being movable over an adjustment range wherein the system is configured to adjust the rate of change of the speed setpoint at least in part in response to the position of the accelerator control member relative to its adjustment range. Cruise control system after Claim 1 configured to set the speed setpoint to the current value of the vehicle speed when the accelerator control element assumes a neutral position, the neutral position optionally corresponding to a zero displacement position with respect to an adjustment range of the accelerator control element; Speed control system is configured to cause the speed setpoint to increase as the neutral position is exceeded by the amount of displacement of the accelerator control member, the rate of increase depending on the extent to which the adjustment exceeds the neutral position, and causes the speed command value is smaller when the amount of adjustment of the accelerator control element is below the neutral position, wherein the reduction rate from the degree of adjustment before the neutral e position depends. A cruise control system according to any one of the preceding claims, configured to detect a position of a brake control element, the control system configured to release the value of the desired speed when the brake control element is released following actuation of the brake control element is set to the current vehicle speed and continues to regulate the operation of the motor vehicle according to the speed setpoint. A cruise control system according to any one of the preceding claims, comprising processing means, the processing means comprising: an electronic processor having an electrical input for receiving information indicating the position of the accelerator control element and an electronic memory device electrically coupled to the electronic processor and in the instructions are stored, the processor being configured to access the memory device and execute the instructions stored therein to serve to at least partially adjust the rate of change of the speed setpoint in response to the position of the accelerator control element adjust its adjustment. A vehicle comprising a cruise control system according to any one of the preceding claims. A method of controlling a vehicle by a cruise control system, comprising: Causing a motor vehicle to operate according to a speed setpoint; Adjusting the speed command value in response to an operation of an accelerator control element of the vehicle, wherein the accelerator control element is movable over an adjustment range; and Adjusting the rate of change of the velocity setpoint at least in part depending on the position of the accelerator control element with respect to its displacement range. Method according to Claim 6 , comprising setting the speed setpoint to the current value of the vehicle speed when the accelerator control element is in a neutral position, the neutral position optionally corresponding to a zero adjustment position with respect to an adjustment range of the accelerator control element, the method comprising: effecting that the speed command value becomes larger when the neutral position is exceeded by the amount of displacement of the accelerator control element, the rate of increase depending on the degree to which the shift exceeds the neutral position, and causing the speed command value to decrease when the amount of adjustment of the accelerator control element falls below the neutral position, the rate of decrease depending on the amount of adjustment before the neutral position. Method according to Claim 6 or Claim 7 , comprising detecting a position of a brake control element, the method further comprising adjusting the value of the target speed to the instantaneous vehicle speed and continuing to control the operation of the motor vehicle according to the speed command value when the brake control element in Connection to an operation of the brake control element is released. A non-transient computer-readable medium carrying computer-readable code that, when executed on a processor, causes a vehicle to perform the method of any one of Claims 6 to 8th performs. Processor that is designed to perform the procedure according to one of Claims 6 to 8th or the computer program product Claim 9 perform.

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