EP1622789A1 - Dispositif de reglage de vitesse et de distance destine a des vehicules automobiles - Google Patents

Dispositif de reglage de vitesse et de distance destine a des vehicules automobiles

Info

Publication number
EP1622789A1
EP1622789A1 EP04716542A EP04716542A EP1622789A1 EP 1622789 A1 EP1622789 A1 EP 1622789A1 EP 04716542 A EP04716542 A EP 04716542A EP 04716542 A EP04716542 A EP 04716542A EP 1622789 A1 EP1622789 A1 EP 1622789A1
Authority
EP
European Patent Office
Prior art keywords
speed
lim
vehicle
function
limit speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04716542A
Other languages
German (de)
English (en)
Inventor
Goetz Braeuchle
Hermann Winner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1622789A1 publication Critical patent/EP1622789A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/17—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
    • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means

Definitions

  • the invention relates to a device for speed and speed control in motor vehicles, with a locating system for locating objects in the apron of the vehicle, a controller and a selection device for selecting a located object as
  • Target object for the distance control and with a slow travel function that can only be used below a limit speed in which the selection device classifies an extended class of objects as possible obstacles.
  • Devices of this type are also referred to as adaptive cruise control systems or ACC systems (adaptive cruise control) and make it possible, for example when driving on motorways, to adapt the speed of the vehicle in such a way that a vehicle driving ahead is followed at a suitable safety distance in subsequent operation.
  • ACC systems adaptive cruise control
  • free driving mode ie if no vehicle driving ahead is located in its own lane, regulation is based on a desired speed selected by the driver.
  • this ACC function is only available above a certain minimum speed and is intended for traffic situations in which standing obstacles on the road are normally not to be expected.
  • a target Only distance targets are considered for the distance control, while target targets at the edge of the road are ignored.
  • AI and DE 199 58 520 AI devices of the type mentioned are known which function as a slow speed function, e.g. have a so-called stop & roll or stop & go function.
  • Stop & Roll function it is possible to automatically brake the vehicle to a standstill, for example when it hits an end of a traffic jam.
  • the Stop & Go function also enables the vehicle to be restarted automatically and, with sufficient reliability of the location system and the selection device, is also possible in more dynamic traffic situations, e.g. B. can be used in city traffic.
  • a travel tube is usually defined for the selection of the target objects, the width and course of which should correspond as closely as possible to the lane traveled by the own vehicle. If the driving hose is chosen too narrow, there is a risk that obstacles, such as vehicles half on the road, are not adequately taken into account. However, as the width of the travel tube increases, the risk of incorrect braking, which cannot be predicted for the subsequent traffic, and therefore in turn represent an accident risk.
  • the slow speed function can only be used below a certain limit speed. If the driver has activated the slow travel function, the speed of the vehicle and, if applicable, also the Desired speed selectable by the driver is automatically limited to the limit speed. If the driver wants a higher speed, he must deactivate the slow travel function or switch to the ACC function. When the driver overrides the speed control by actuating the accelerator pedal, an automatic switching can be connected to a visual or audible indication to the driver, 'that the slow motion function has been disabled.
  • the invention with the features specified in claim 1 offers the advantage that the speed range for the slow speed function can be expanded without impairing safety.
  • the invention takes advantage of the fact that a reliable detection of relevant obstacles in subsequent operation, if a vehicle in front is being followed, is much easier to implement than in free driving operation. If it is doubtful whether a stationary or very slowly moving object at the edge of the lane or near the edge of the lane represents a relevant obstacle, the decision is made easier by the fact that the vehicle driving ahead as the target object either reacts to the obstacle or this Obstacle happened safely.
  • the device according to the invention has a detection device which differentiates between subsequent operation and free operation.
  • the differential speed for the slow travel function is then varied depending on the situation. In the simplest case, this can be done in such a way that a higher limit speed is selected in the subsequent operation than in the free operation operation.
  • the system automatically switches to the lower limit speed.
  • the actual speed of the vehicle if it is above the lower limit speed, is then only gradually reduced to the new limit speed.
  • the functions available in the controller for controlling deceleration processes can be used.
  • the limit speed is preferably not switched over abruptly, but is reduced to the lower limit speed using a time-controlled or acceleration-controlled ramp. In this way it can be achieved that the speed adjustment to the new situation takes place with a moderate deceleration which is not perceived by the occupants of the vehicle as uncomfortable and which does not irritate the following traffic.
  • the limit speed is dependent on the distance to the target object within certain upper and lower limits, so that a higher limit speed is permitted if the distance to the vehicle in front is small.
  • the speed of the vehicle in front which is being tracked as part of the distance control at a specified target distance, varies around the limit speed.
  • the speed of the vehicle leaving the vehicle is just below the currently applicable limit speed and that the distance of this vehicle corresponds to the target distance, which in turn is speed-dependent and is defined by a predetermined time gap, i.e. by the time interval in where the two vehicles pass the same point on the road.
  • the distance controller responds with a corresponding deceleration of the own vehicle.
  • the target distance and, accordingly, the actual distance decrease. If the vehicle in front accelerates again and temporarily exceeds the previous limit speed, for example in order to catch up with a vehicle in front, the vehicle in front of the vehicle could no longer follow the vehicle in front at an unchanged speed limit. If, on the other hand, the limit speed is increased in accordance with the smaller actual distance, your own vehicle can also temporarily drive at an increased speed and maintain the distance to the target object. In this way, falling back of the own vehicle and the associated disruption of the flow of traffic are avoided. Only when the vehicle in front accelerates further and thus the target and actual distances increase again does the limit speed decrease again, and the speed-limiting function takes effect when the own vehicle reaches this limit speed.
  • Figure 1 is a block diagram of the device according to the invention.
  • FIG. 2 shows a graphical representation of the dependence of the limit speed on the distance to the target object in subsequent operation
  • Figure 3 is a flow chart to explain the operation of the device.
  • Figure 1 shows an ACC control unit 10, which is the core of a device for distance and speed control in one Forms a motor vehicle and its functions are carried out, for example, by one or more suitably programmed microprocessors.
  • an input device 12 arranged on the dashboard or on the steering wheel of the vehicle, the driver can enter various commands in order to activate or deactivate various functions of the ACC control device 10 and in particular to enter a desired speed for the speed control in the free driving mode.
  • a controller 14 compares the desired speed with the actual speed V of the vehicle, which is measured by a speed sensor, not shown, and intervenes via an output unit 16 in the drive system 18 and, if necessary, in the braking system 20 of the vehicle, by the speed to regulate to the desired speed.
  • a location system 22 locates stationary and moving objects in the apron of the vehicle and reports the measured distances, relative speeds and azimuth angles of the located objects to a selection device 24.
  • Standing objects can be recognized by the fact that their relative speed is the amount according to the actual speed V of your own vehicle. In an ACC mode, which can only be activated above a certain minimum speed V in, standing objects are ignored.
  • the selection device 24 checks for each object whether the object is inside or outside a specific travel tube, which approximately represents the course and the width of the lane traveled by the vehicle.
  • this object in the case of several objects, the one with the smallest distance, is selected as the target object for the distance control.
  • the distance and relative speed data of this target object are ' transmitted to the controller 14, which uses this data to modify the speed of the vehicle in such a way that the target object is tracked with a certain time gap which can be selected by the driver within certain limits'. If the speed of the vehicle falls below the minimum speed Vmin, the ACC mode is deactivated and the driver receives an acoustic or visual message that this function is no longer available.
  • a slow speed function implemented in the controller 14, for example a stop & go function, which is also available in the lower speed range up to speed 0 and which, among other things, allows braking the vehicle to a standstill when the vehicle in front stops.
  • the stop & go function is only available below a certain limit speed V_lim, which is variable within certain limits, as will be explained in more detail below.
  • the minimum speed Vmin for the ACC mode is preferably within or below the variation range for the limit speed
  • V_lim for the slow travel function, so that there is a certain overlap area in which both functions are available.
  • This information is used in a control device 28 to determine the respective limit speed V_lim for the slow travel or stop & go function. This limit speed is transmitted to the controller 14 and replaces or limits the desired speed selected by the driver when the slow travel function is activated. If the actual speed V of the vehicle is above the limit speed V_lim, the driver is informed by a suitable display that the slow travel function cannot be activated, or the vehicle is automatically decelerated to V__lim.
  • the limit speed V_lim has a value V0, which is the lower limit of the variation range for the limit speed, for example 40 km / h.
  • the limit speed V_lim is dependent on the distance D of the target object according to a monotonically falling function, as shown in FIG. 2.
  • V_lim has the value VI at the upper limit of the variation range, for example 50 km / h.
  • V_lim decreases steadily - linearly in the example shown - to the value V0. With even larger distances, V_lim remains constant at the value V0.
  • each the distance to the tracked target object is smaller.
  • the selection device 24 is designed such that standing objects whose measured distance is greater than the distance D of the target object (of the vehicle in front) are rejected as irrelevant. Standing objects that have just been passed by the vehicle in front can also be classified as irrelevant. The only real obstacles remaining are then objects that were first detected by the location system after the vehicle in front had passed the location of this object. Examples of this would be a vehicle suddenly entering from a cross street or a driver's door of a parked vehicle that suddenly opens.
  • a refined selection procedure can also take into account whether the vehicle in front is reacting to the supposed obstacle with a change in speed or a steering maneuver. All these criteria are more reliable the smaller the distance D between your own vehicle and the target object.
  • step SI the recognition device 26 checks on the basis of the information supplied by the selection device 24 whether subsequent operation is present or not. If there is no subsequent operation, the flag F is set to 0 in step S2. Otherwise, in step S3 the flag F is set to 1, and the measured distance D of the selected target object is read. In both cases, the limit speed V_lim is then calculated in step S4 as a function of the state of the flag F and of the measured distance D, corresponding to the relationship shown in FIG. 2, and as a function of the previous value of V_lim (limited rate of change). In step S5 it is then checked whether the slow travel function "Stop &Go" is active. If this is not the case, the system jumps back to step SI and the previously described steps are repeated cyclically.
  • step S6 If the query in step S5 is positive, it is checked in step S6 whether the actual speed V of the vehicle is greater than V_lim plus a certain tolerance interval ⁇ . If this is not the case, the calculated limit speed is transmitted to the controller 14 in step S7. If the desired speed selected by the driver via the input device 12 is greater than V_lim, the desired speed is limited to V_lim. It also prevents the driver from subsequently entering a desired speed greater than V_lim. This ensures that the speed of the vehicle does not exceed V_lim as long as the slow travel function is active. Following step S7, a return is made to step SI and the described procedure is repeated cyclically.
  • V_lim + ⁇ The case where the actual speed V is greater than V_lim + ⁇ can occur, for example, when the driver tries to activate the slow travel mode although the actual speed has not yet decreased under V_lim, or when the driver does not Speed control overridden with the accelerator pedal. In these cases, a corresponding message is output to the driver in step S8. This also returns to step SI. If V_lim is reduced as a result of a loss of a target object, this reduction takes place in steps S4, which are repeated repeatedly, so slowly that controller 14 can follow the change in steps S7 and the tolerance interval ⁇ is not left.
  • the desired speed entered by the driver via the input device 12 preferably remains stored even if one lower limit speed V_lim applies. In the case of a transition from free driving to following operation, the limit speed can then be increased to the speed originally selected by the driver, but at most to VI.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Controls For Constant Speed Travelling (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un dispositif de réglage de vitesse et de distance de véhicules automobiles. Ce dispositif comprend un système de localisation (22) destiné à localiser des objets situés dans le champ avant du véhicule, un régulateur (14) et un dispositif de sélection (24) destiné à sélectionner un objet localisé comme objet cible pour le réglage de distance. Ce dispositif comprend également une fonction de conduite lente utilisable seulement en deçà d'une vitesse limite (V_lim) et dans laquelle le dispositif de sélection (24) classe un groupe élargi d'objets en tant qu'obstacles potentiels. L'invention se distingue par un dispositif de reconnaissance (26) destiné à la reconnaissance d'un fonctionnement de poursuite, un véhicule précédent étant poursuivi comme objet cible, et un dispositif de détermination (28) permettant de déterminer la vitesse limite (V_lim) en fonction du mode de fonctionnement reconnu par le dispositif de reconnaissance.
EP04716542A 2003-04-30 2004-03-03 Dispositif de reglage de vitesse et de distance destine a des vehicules automobiles Withdrawn EP1622789A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10319337A DE10319337A1 (de) 2003-04-30 2003-04-30 Vorrichtung zur Geschwindigkeits- und Abstandsregelung bei Kraftfahrzeugen
PCT/DE2004/000404 WO2004096598A1 (fr) 2003-04-30 2004-03-03 Dispositif de reglage de vitesse et de distance destine a des vehicules automobiles

Publications (1)

Publication Number Publication Date
EP1622789A1 true EP1622789A1 (fr) 2006-02-08

Family

ID=33305022

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04716542A Withdrawn EP1622789A1 (fr) 2003-04-30 2004-03-03 Dispositif de reglage de vitesse et de distance destine a des vehicules automobiles

Country Status (6)

Country Link
US (1) US20110106364A1 (fr)
EP (1) EP1622789A1 (fr)
JP (1) JP2006524603A (fr)
CN (1) CN100415559C (fr)
DE (1) DE10319337A1 (fr)
WO (1) WO2004096598A1 (fr)

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DE102005022676A1 (de) * 2005-05-17 2006-11-23 Robert Bosch Gmbh Anzeigevorrichtung für einen Geschwindigkeitsregler mit Stop & Go Funktion
DE102006056629A1 (de) * 2006-11-30 2008-06-05 Bayerische Motoren Werke Ag Verfahren zur Geschwindigkeits- und/oder Abstandsregelung bei Kraftfahrzeugen
US20110190972A1 (en) * 2010-02-02 2011-08-04 Gm Global Technology Operations, Inc. Grid unlock
DE102010003331A1 (de) * 2010-03-26 2011-09-29 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung der Längsgeschwindigkeit eines Kraftfahrzeugs
DE102010040789A1 (de) 2010-09-15 2012-03-15 Bayerische Motoren Werke Aktiengesellschaft Geschwindigkeitsregelsystem mit Abstandssensorik für ein Kraftfahrzeug
GB201202878D0 (en) * 2012-02-20 2012-04-04 Jaguar Cars Improvements in vehicle autonomous cruise control
DE102013205788A1 (de) 2013-04-02 2014-10-02 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug mit einem abstandbezogenen Geschwindigkeitsregelsystem und mit einem Spurverlassenswarnsystem
EP3144197B1 (fr) * 2015-09-15 2021-07-14 Ford Global Technologies, LLC Procede d'adaptation automatique de l'acceleration sur un vehicule automobile
DE102016007630A1 (de) * 2016-06-23 2017-12-28 Wabco Gmbh Verfahren zum Ermitteln einer Notbremssituation eines Fahrzeuges sowie Vorrichtung zur Durchführung des Verfahrens
DE102016215120A1 (de) * 2016-08-12 2018-02-15 Bayerische Motoren Werke Aktiengesellschaft Fahrerassistenzsystem in einem Kraftfahrzeug
JP6935672B2 (ja) * 2017-03-03 2021-09-15 富士フイルムビジネスイノベーション株式会社 移動装置
DE102018207572A1 (de) * 2018-05-16 2019-11-21 Ford Global Technologies, Llc Adaptiver Geschwindigkeitsregler für Kraftfahrzeuge und Verfahren zur adaptiven Geschwindigkeitsregelung

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Also Published As

Publication number Publication date
DE10319337A1 (de) 2004-11-18
CN100415559C (zh) 2008-09-03
CN1780746A (zh) 2006-05-31
JP2006524603A (ja) 2006-11-02
WO2004096598A1 (fr) 2004-11-11
US20110106364A1 (en) 2011-05-05

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